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category_outlined / Carros & Motos
Car and DriverCar and Driver

Car and Driver November 2016

This magazine is for automobile enthusiasts interested in domestic and imported autos. Each issue contains road tests and features on performance, sports, international coverage of road race, stock and championship car events, technical reports, personalities and products. Road tests are conducted with electronic equipment by engineers and journalists and the results are an important part of the magazine's review section. Get Car and Driver digital magazine subscription today.

País:
United States
Língua:
English
Editora:
Hearst
Ler Maiskeyboard_arrow_down
ASSINATURA
US$19,99
12 Edições

NESTA EDIÇÃO

access_time14 minutos
backfires:

“IT SEEMS LIKE A GREAT CAR, AND THIS TIME IT IS BEAUTIFUL. I WISH ALFA WELL.” ROMEO AND GIULIAAs someone who drove my father’s wonderful (if ugly) 1967 Alfa Romeo Giulia Super to school many a time before it disintegrated into a rust pile, I was excited to read your article on “11 things you need to know” about the new Giulia [“Is the Wait Finally Over?” August 2016]. It seems like a great car, and this time it is beautiful. I wish Alfa well. However, I was dismayed that you got an important fact in the article so wrong. The name “Quadrifoglio” does not mean “cloverleaf,” as stated in the answer to your first question. Quadrifoglio means “four leaf,” as in four-leaf clover.—Mario Jorquera Columbia, MDIn the first instance,…

access_time1 minutos
explained:

When Porsche turbocharged the 911’s flat-six engine for the 1976 911 Turbo Carrera, the 3.0-liter displacement of the naturally aspirated 911 went unchanged. Oreos are old hat? Wait, why did you put “old hat” and “The Google” in quotes? What the hell is “The Google”? I’ll ignore all of that for now, but I will answer your coherent question. In the turbocharging scenarios of the ’70s and ’80s, engine displacement usually stayed the same. In those days, 200 horsepower was considered a lot, and any uptick in power, however small, was greeted with effusive praise because cars were pretty slow. Today, carmakers aren’t choosing turbos for their ability to make more power—meeting Corporate Average Fuel Economy requirements is much more important. So, naturally aspirated engines are being replaced with smaller-displacement…

access_time1 minutos
letter of the month:

John Pearley Huffman pointed out that the Rolls-Royce Dawn [“Dawn of the Bred,” August 2016] has “some room in the trunk, there is a trunk, and it’s easy to get in and out of.”Thank you for the thorough review, but I would request that future reviews of more moderately priced cars also include a description of how easy it is to get in and out of the trunk. Rich people aren’t the only ones who like to sneak into drive-in movie theaters. ■…

access_time5 minutos
bourgeois re-volt

DAIMLER’S SECOND ATTEMPT to relaunch Maybach has largely consisted of stuffing the back seats of Mercedes S-classes with pillows. Up to now, we’d say this effort deserves nothing more than a good hard rap on the knuckles from Grandpa’s cane, except that those pillows are actually pretty comfy. But old money, by definition, wasn’t born yesterday, and if Maybach is going to compete with the two other German über-luxury marques, the ones both pretending to be from Merrie Olde England, it’s going to have to invent a compelling identity.So here’s the pitch: A high-tech autonomous EV that looks more than a little like the coachbuilt, art deco coupes of the ’30s. Rolled onto the lawn at Pebble Beach this past August, the Vision Mercedes-Maybach 6, which we’re going to…

access_time2 minutos
shifting the squish

FOR AGES, AUTOMAKERS have been searching for a practical means of varying an engine’s compression ratio on the fly. How hard the air—and sometimes the fuel—is squeezed before ignition plays a crucial role in overall efficiency: Compressing the mixture as much as possible without detonation yields a longer expansion ratio and more power for every increment of fuel consumed. Since the compression ratio is determined by basic engine geometry (the cylinder volume with the piston at the bottom of its travel versus the top), that isn’t easily changed. One expedient now in wide use is combining the Atkinson cycle with variable valve timing. But Infiniti has made a significant stride with its Variable Compression-Turbo (VC-T). This boosted 2.0-liter four-cylinder, the product of two decades of research and 300 patents,…

access_time5 minutos
out to launch

CONSIDER THISWe’ve shown before that a determined driver with enough practice can beat a well-calibrated launch-control system [“Smokeless Burnout Acid Test,” June 2011], but it’s getting harder. And it won’t happen the first time a rookie drops the clutch. As recently as five years ago that might have been the case, but today’s systems, and the Chevy’s in particular, are rapidly closing the gap. We generated the best driver-controlled numbers without launch control on our sixth attempt. WE LIKE WOODING IT. And since you’re reading this magazine, we bet you do, too. But despite the appeal of such heavy-hammer techniques, they’re rarely the fast way off the line. When it comes to launching a modern sports car, carefully metered restraint is the hot ticket.But what really goes on in…

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