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briqueor-blog · 5 years

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How Much Does It Cost To Install A Garage Door Opener?

A garage door opener can be. Garage-door-openers are commanded with remotes, keypads, and on occasion even tablets. Possessing a garage door opener is equally as necessary because of the doorway. The capacity to start your door without needing to measure physically is a superb advantage in the society of today.

Garage door openers operate out of an engine positioned. A driveway system goes a barbell over a course as it functions. The systems are chain-driven usually belt-driven, or screw-driven.

The cost of installing a garage door opener may vary between $200 to $650. This range is dependent upon the kind of the newest opener, the features that are additional, along with horsepower.

Cost variables

You will find May impact the expense of your garage door opener. These cost factors include things like opening noise and rate level.

Launching speed

The Rate of a garage opener performs a part in the expense of a garage door opener. Garage-door-openers of lower rates, like for instance a 1/3 horse-power opener, could cost the average of $ $120-$200. For garage-door-openers of faster rates, like for instance a 3/4 horse-power opener, costs are a mean of $200-$350.

Noise degree

Garage Door openers which make when in motion, the entranceway to create noise is likely to be more affordable. You can probably pay to get a garage door opener which is silent. Louder garage-door-openers may include $120-$200, whereas more expensive ones will probably cost approximately $200-$300.

Garage door parts

Remotes or keypads

1 manner using a remote to restrain the opening and close of your garage door is. The remotes are handy controls, so perfect for keeping on your vehicle on your handbag or directly. The remote controls are all programmed with “rolling up" codes. This helps make it harder for thieves or thieves to find access and break-in. The garage door is only going to work with the transmitters with codes. When buying a garage door opener controllers have also been within the package. Should they genuinely have been lost or busted, the price of purchasing a replacement remote control for the own garage door averages between $25 and $50? So yeah, next time don’t forget to consider these things as vital while going for any so called top garage door openers on the market.

Still, another Solution would be currently having a keypad. This is an excellent solution to get and never having to be concerned about having a remote controller or your key. Keypads are installed onto the wall on the surface of their garage door. Keypads are commanded with a PIN that you enter with the touchpad. You certainly can try the garage to start and then close. You can make PINs for providing accessibility to repair workers and on occasion possibly acquaintances, to get an entry door. Keypads could be bought using the garage door opener — keyboards for garage-doors ordinary in price between $25-$70.

Lighting

Most Garage door openers might be bought with light features. The light features could be for lighting from the garage or for security reasons. The flash is mounted on the engine home and can switch on if the opener is used by you. The lighting will remain on for approximately 15 to 30 minutes following your garage door is shut, but could be switched on with even a switch or a convenient handheld remote controller. If your garage door opener does not arrive with light features, you can have these installed to get about $50-$100. In the event you have to displace the lighting from the light fixture, then a bulb will probably cost $10-$15. When the wiring isn't in place, you might want to employ a plumber for setup. The expense to hire an electrician will be $65-$85 per hour which procedure is only going to require an hour or so.

Sensors

Garage door-way detectors inch are safety devices which stop the garage door from shutting to people, pets, or whatever could enter its way. Garage doorway detectors inch is at the face of the doorway opening and produces a beam of light. In the event the beam which runs from 1 side is disrupted, the doorway will undo before hitting on the item. Garage door detectors inch might be purchased separately and average in price from $50-$100.

Power score

The Is dependent on if you would like your opener to your door's magnitude or more. Garage-door-openers can be found in 3 sizes, everyone that can be ascertained by a horsepower. The graph below illustrates their applications, that the three horsepower, and also price.

Labour and setup Procedure

Installing understanding is required by a garage door opener it may be installed correctly. Employing a professional plumber to complete the task is a fantastic idea. Installing a garage door opener comprises these: preparation of the principal parts (that the railings two, trolley, engine component), minding the obstructing and bracket 3, setup of additional features (safety rope, lighting bulb, keypad, safety detectors inch), and testing to make particular they do or operates smoothly along with the remotes are functioning correctly.

The typical cost to install a garage door opener averages $200-$650. This price includes labour expenses, which average approximately $65-$85 each hour and can need almost two hours to set up. There might be the requirement to put in a plugin for your opener which may add 1 hour of labour time and approximately half an hour.

Pairing Smart-phone

With Smartphone connectivity, you now also can start and close your garage door Opener from anyplace, directly. You may receive alarms when your garage door shut or was opened. From the Smartphone, you now may download new. Smart-phone is an attribute that's made to a garage door opener, however, cannot be purchased. Garage-door-openers which have this particular feature is on the costlier side, and also average in cost from $160-$350.

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Wi-Fi

A few garage door openers give you the choice of connectivity. Now you can connect your garage door opener that is wife. This gives you the capability to command your garage door directly Wife, and sometimes even in the PC. This makes it Effortless to open your garage up Out of anywhere, instead of being forced to get right up to do or take the scope with your remote. Very comparable to garage door openers having the attribute that is Smartphone, These openers may also be on the costlier side, and even average in cost from $160-$350.

#Garage Doormdoor opener garage door openers

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christensen74gray-blog · 5 years

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Top 10 Problems With HP Equipment and the Solutions

Despite being dependable publishing machines and in spite of your easiest of efforts, HORSE POWER machines often malfunction. So why? There might be multiple reasons intended for HP computer printers to back and display fault messages. Here we have posted 10 common HORSEPOWER inkjet printer problems and their remedies. Toner smears or perhaps will do not correct to typically the page Check the fuser. If it is getting close to the end, substitute the idea. If you don't find out how to replace a fuser, refer to your own personal HP printer support handbook that originally came up using the HP computer printer setup kit. Sometimes, fuser displays some sort of Clean Fuser Input concept. It is a clean indication of which fuser wants a washing. Available the particular front entry on your own HEWLETT PACKARD laser printer. Check if you see a new orange brush inside presently there (there must be one). Take toner cartridge out associated with the inkjet printer to reach the fuser input construction. The assembly locates along with the black toner container port. Take the azure brush out and clean up the construction. The cleansing procedure is supposed for a new HP Color LaserJet 5500 printer. If you have some sort of distinct printer, relate to its manual. In case it's not necessarily fuser, that may be the toner cartridge which is sometimes defective or maybe nearing often the end. In that situation also, you will want to exchange it. If the toner is neither defective nor nearing end, clean the toner cartridge assembly. Documents Jams Paper jams will be the commonest printer difficulties, not merely with HEWLETT PACKARD printers using all the printer manufacturers and models. Document jam can occur due for you to a good number of factors from the torn document bits, wrong document rack selected, wrong papers type selected, loose report tool, and to a lint of dust etc. appearance properly inside the paper tray and the with the exit in the print out paper. If there are really any bits of papers jammed inside, remove all of them. Check that typically the documents tray has the variety of of paper what can be inside control panel regarding the laser printer. In case it is distinct, printer will experience the paper jam trouble. Produce sure that the papers type matches what can be in the printing device houses. If not, correct this. Also, make sure that will the computer printer prints in order to the right document plate. Failure to which is going to lead to paper quickly pull. In the event the roller seems in order to be free, firm up this carefully. When the roller looks shiny, this may need to have a replacement. Furthermore, certainly not pull paper from the anti-direction. Constantly pull that around the paper path course. Glass windows sends print jobs to a wrong laser printer The idea happens when Windows selects a default printer by way of itself. If you are using Windows 6, click the Start out button and point to Products and Printers. You will certainly see several printers shown under Printing device and Faxes. Right-click the required printer and even click Arranged as default printer. When prompted, verify the action and leave Devices together with Printers. Reboot your computer together with inkjet printer. Test a print out web page and check back. Windows should print to the particular suitable printer. If an individual are using Window XP, VISTA OR 7, click the Start button and point to Handle Panel. Double-click Hardware together with Sound and then Printers. Look for the inkjet printer that you like to set seeing as default, right-click it and even then decide on Set because Default Laser printer. Get Spooler service stops functioning This kind of is yet again a frequent problem with HP printers. For you to get rid of this kind of challenge, click the Start out button and point to be able to Run. While visiting Run discussion box, type 'services. msc' (without quotes) and hit Enter. This may take you to the Services windowpane. On the right palm side, look for Publications Spooler, right-click that and select Restart. When prompted, confirm the action and exit the skills window. If prompted, restart your computer. When completed, analyze a print web page. 40. 4 error message The error message suggests an electrical supply problem together with generally occurs when the power wire of your printer will be plugged into a electric power strip or the UPS. To help get rid of this kind of error message, plug the particular laser printer directly into a power shop. Printouts are really too light, include places Often a printer will begin printing light or spotty when the ink\toner cartridge is either dried up or clogged. Take away the ink\toner container. Take the soft textile and plunge it straight into either warm water as well as alcohol. Today rub the soft material cautiously towards the print mind. As well, rub it bottom typically the nozzle of the printer. It will soften this tattoo and let the printer print properly. Placed the ink cartridge back in the place. Print a analyze site and check backside. Error meaning 69. times This demonstrates a temporary glitch on your printing device. To make this particular message disappear, you easily must power off your current printer, loose time waiting for 10-15 second and then turn the yooo on. This will reset the adjustments and make your computer printer working hard again. In situation the meaning still presents itself, power away from both computer printer and computer and and then turn them about. Fault message 10 Typically the error indicates a Items Recollection Error. Depending on your current HP printer model, this error can occur due to different reasons. To get rid of the particular problem, strength off the printer and disconnect that from the power shop. Wait for 10-15 moments just before plugging the inkjet printer last. When done, connect the particular printer back directly into power shop, power this on, and let it warm-up correctly. When completed, printing a test webpage and even check back. Your printer should start working good now. Right now there may furthermore be a problem using your printer's memory. Replace it has the memory stick. Are unable to fit additional text in the page You'll probably decide your own personal print page to have a substantive textual content amount but your arrears printer settings might definitely not let you do and so. Oftentimes, you may likewise face a problem when getting smaller the text with a page. To get rid of this difficulty, go in order to Printer Attributes in Control Section. Change https://hpprintersupportpro.xyz/ to accommodate more internet pages per sheet. For illustration, click on the drop-down food selection placed under Web sites per sheet and posters and select it to two as well as three or more as sought after per internet pages. Click the FINE option. The settings might are different according to your inkjet printer model. Refer to your HORSEPOWER printer support guide to get correct configurations. Wireless computer printer problems Wireless ink jet printers are good for home or business office use. However, they can not conquer wired printers if it comes to speed. Wireless printer users often face printer slow problems. To be sure that your wireless printer is effective in a decent rate, utilize a unique channel quantity with your router. Other than, place your printer close to be able to your Wi fi router. Keep on gadgets such as wireless phones, security alarms away through your wireless router. These types of gadgets create electrical interference and cause the laser printer to function little by little.

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shadowspellchecker · 2 years

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Distances in Enola Holmes: Ferndell to Basilwether Preliminary Estimates

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In this post, I want to determine how far it is even remotely possible Enola could have traveled to reach Basilwether station.

What do we know?

"I couldn't go to my local station, of course, so I chose a different line altogether."

This tells us that this isn't the station at Ferndell, if the change in sets didn't do it. It also tells us that this is on a different line from that station as well— but the markings on the trains indicate that they are still operated by the same company. This is of relevance for our overarching quest to pin down the general locations of these fictional places, but not for this segment.

More pertinent is that Enola is able to access Basilwether Station without the means of a bike. We don't know how she got there, but she said she couldn't use the local station because of the risk of being followed. As switching stations would have been just an additional step in the trail, we can surmise she cannot have used a train to get to Basilwether.

The next-fastest means we have at that period is horsepower. A horse at a gallop could reach speeds of 30 mph, but only for a couple miles before it needs to rest. A canter will last longer, but tops out at 17 mph. An individual horse could have been rented in a city, but outside the bustle of urban districts, Enola renting such a horse would probably have drawn attention just as much as if she had taken the train. [1] It may be a bit behind the times to consider this, but a mail coach could reach speeds of eight or nine miles per hour on unmaintained turnpikes, but twelve or so on macadamized roads. [1] [2] [3] Unfortunately for Enola, mail coaches were phased out about a generation before. This would seem to leave us with walking as her most likely option— two to three miles per hour. But there was, depending on where she lived, possibly the chance she could have hitched a ride on a rare relic. [1] In which case she might have been able to quadruple her speed— or perhaps I am being optimistic. Isero suggests an alternate speed of 7.8 mph for coaches. Another option was the horse cart or wagon, already discussed in Vehicles. Without traffic or people to keep pace with, and assuming optimal environmental conditions, that could have gone four miles per hour. Possibly, she could have hitchhiked on the mail cart— speed unknown, but short-distance— but again, that undercover thing rears its ugly head. [1]

So. Three miles, four miles, or twelve miles an hour. How many hours?

First, let's establish the starting time. At 20m54s, Enola ditches the bike while still within sight of Ferndell. We can also see, however, at 20m52s, how low the sun is in the sky. The sun is a few degrees above the horizon, by any reckoning. Fifteen degrees amounts to approximately an hour. This is not even that. I think we can confidently use sunrise as our starting point. So, we turn to the figures for sunrise on the 16th of which month and year you might fit, such as these.

As for the end point…

She arrives at about 9:10 AM. Actually, she would need to purchase a ticket, so probably less. 9:05, perhaps, or earlier. The stationmaster did say the train was "extremely late" at 9:15 at 21m45s, after all.

Subtract the leaving time from the arrival time, and you can get over five hours.

Here are my results:

As you can see, the coach option would be pretty incredible. But even walking, she might be able to cover fifteen or twenty miles. While I am aiming for absolutely possible, at maximum here, and so might be underreaching, I would go with the more reasonable 21.58, 20.28, and 20.34 miles from Ferndell to Basilwether as maximum estimates going forward.*

* If I were to be more cautious, I would place the maximum distance well under 20 miles, however. But on the scale we are talking about, two miles or so doesn't really make much difference.

#distances in enola holmes (2020)#fan research #enola holmes

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orbemnews · 3 years

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Three Electric S.U.V.s With Tesla in Their Sights An electric trickle is turning into a flood: As many as 100 new E.V. models are coming to showrooms by 2025. Heavyweights including Volkswagen, General Motors and Ford are floating promises of all-electric lineups within a decade. The end times of gasoline can almost seem a fait accompli, except for one pesky issue: Even given Tesla’s strides, we’re still waiting for the first genuine E.V. sales hit, let alone a mass exodus from unleaded. In 2014, Nissan sold a mere 30,200 Leafs, and that’s still the American record for any non-Tesla model. Ford routinely sells more than 800,000 F-Series pickups. A single gasoline sport utility vehicle, the Toyota RAV4, finds well over 400,000 annual buyers, compared with roughly 250,000 sales last year for all E.V.s combined — 200,000 of which were Teslas. Automakers insist we’re “this close” to a tipping point. E.V. market share is expected to grow to as much as 50 percent by 2032, from just 1.7 percent last year, said Scott Keogh, president and chief executive of Volkswagen of America. While Tesla captured 80 percent of the U.S. market for electric vehicles in 2020, VW and other global giants — with war chests built on internal-combustion engines and unmatched scale and manufacturing know-how — are well positioned to take a piece of Tesla’s pie. “There’s never been a competitive consumer product that sits at 80 percent market share” for long, Mr. Keogh said. Globally, Volkswagen is poised to pass Tesla as the world’s biggest electric vehicle seller as early as next year, according to Deutsche Bank, with Europe and China its key markets. In America, where the brand remains an underdog, VW and other legacy automakers are concentrating fire on the sales fortress of compact S.U.V.s: Models like the RAV4, which deliver roughly four million annual segment sales. The idea, as ever, is to drive down prices and charging times of E.V.s, while bolstering driving range, until consumers see no reason to stick with polluting gasoline models whose energy-and-operating costs exceed the plug-in alternatives. Like the Rolling Stones pushing the Beatles, Mr. Keogh said, healthy competition will ultimately benefit all E.V. fans and creators. And when consumers sees E.V.s proliferate in their neighbors’ driveways, and take their first test drive, there will be no going back. “When you drive one, you’re driving the future, and that’s what people are going to want, no debate,” Mr. Keogh said. The latest electric-S.U.V. hopefuls to reach showrooms are the VW ID.4, Ford Mustang Mach-E and Volvo XC40 Recharge. The Nissan Ariya, BMW iX and Cadillac Lyriq are set to arrive between late 2021 and next March. I drove the VW, Ford and Volvo to see which might knock Tesla’s Model Y S.U.V. down a peg — or at least outsell the 2014 Leaf. Ford Mustang Mach-E Ford has branded its fabled Mustang name on an electric S.U.V., inflaming some boomers in the process. But the Mach-E seems the most straight-up rival yet to Tesla’s Model Y, in not only price and performance but also the Ford’s maximum 300-mile driving range. Consumers have noticed: Ford sold 3,729 Mach-Es in February, the first full month of sales, almost single-handedly chopping Tesla’s dominant E.V. share to 69 percent, from 80 percent. If Ford could maintain that pace for a full year, the Mach-E would easily set a sales record for an E.V. not built by Tesla. Tesla’s 326-mile Model Y Long Range still squeezes a few more miles from each onboard kilowatt-hour, owing to the carmaker’s expertise in aerodynamics, motor and battery efficiency, and to “simple” stuff that’s anything but: Its 4,416-pound curb weight undercuts the Ford by about 400 pounds. And Tesla rules the public charging space, with its Supercharger network that has rivals — now with a potential infrastructure lift from the Biden administration — racing to catch up. The Ford fires back with a sculpted exterior versus the dad-bod Model Y, a tech-savvy interior with superior materials and craftsmanship, and winning performance of its own. With 346 horsepower from dual motors, the Mach-E Premium A.W.D. that I drove shot to 60 miles an hour in 4.8 seconds. Even the new Shelby GT500 — history’s mightiest Mustang, with 760 horsepower — won’t equal the 3.5-second 0-to-60 m.p.h. blast of this summer’s Mach-E GT Performance version. The Shelby would shame the Mach-E or Tesla on any winding road, of course. Yet the Mach-E is reasonably fun through the curvy stuff, and glides with addictive thrust and confidence. A cinema-scale, 15.5-inch touch screen sneaks past the Tesla’s 15-inch unit. Like other E.V.s, the Ford broadcasts its presence below 20 m.p.h., a throat-clearing hum to alert pedestrians. Inside, in its driver-selectable “Whisper” mode, the Ford would please the most persnickety librarian. Dial up “Unbridled” mode and the Mach-E trades glorious silence for an overwrought, faux-engine sound: Think a V-8, remixed by Kraftwerk. The soundtrack is apparently for people who need to be weaned off gasoline’s combustive beat, but it can be shut off with a screen switch. E.V. shoppers can whistle over the Ford’s price, as little as $36,495, or $48,300 for the extended-range A.W.D. model. Those prices include a $7,500 federal tax credit that’s denied to buyers of Tesla (or General Motors) E.V.s, because those automakers have sold too many to qualify. So despite Tesla’s major, defensive price cuts for 2021, the most-affordable, 230-mile-range Mach-E undercuts Tesla’s 244-mile Standard Range by $6,700. A Mach-E Premium A.W.D. saves $2,900 versus a Model Y Long Range. In a surprisingly taut, compelling matchup with the Tesla, credit the government for what may be the Ford’s most alluring advantage: a $7,500 discount. Volkswagen ID.4 No, Volkswagen is not changing its name to Voltswagen, as the company briefly convinced some media and car fans in a marketing stunt gone bad. Regarding historic names, VW calls the ID.4 its most significant model since the original Beetle. But where the Beetle was a revolutionary leader, the ID.4 feels like a follower. Based on my drive, the VW can easily top its 250-mile range rating, with 275 miles within reach. A rear-drive, 201-horsepower model rolls to 60 m.p.h. in 7.6 seconds. That’s on a par with gasoline sport utilities like the Honda CR-V, but pokey by E.V. standards. Dual-motor, all-wheel-drive models arrive later this year, promising 60 m.p.h. in under six seconds. From a company famed for fun-to-drive German cars, the ID.4’s generic performance and styling are letdowns. Its infotainment system is even more disappointing: The clunky, vexing touch screen can’t touch the onscreen wizardry of the Ford, Volvo or Tesla. The VW’s snappiest performance came during a fast-charging session at a Target in New Jersey, replenishing its 77 kilowatt-hour battery from 20 to 80 percent in an impressive 31 minutes. That growing network of Electrify America chargers is funded by VW’s $2 billion, court-ordered penance for its diesel emissions scandal. And VW is offering indulgences to ID.4 buyers, with three years of free public charging. Thrifty virtues include a $41,190 base price, or $33,690 after the $7,500 federal tax break. That’s $2,800 less than the most-affordable Mach-E. It’s also less money, after credits, than a smaller Chevrolet Bolt. The more powerful ID.4 with all-wheel drive will start at $37,370, postcredit. Still, as Tesla’s triumph and Chevy’s lukewarm Bolt have proved, there’s more to electric success than an attractive price. VW is aggressively investing $80 billion to develop E.V.s, but the ID.4 feels less like a market splash and more like a toe in the water. We’ll see if VW erred by not kicking off with a recognizable design that truly connects its nostalgic, weed-hazed past to today’s green virtues: the electric ID.Buzz Microbus, due in 2023. Volvo XC40 Recharge Volvo seems such a natural fit for E.V.s. And the progressive-minded brand brings us the XC40 Recharge, an electrified take on its gasoline XC40. The Recharge is like that perfect dining table in a shelter magazine: You’re not sure why it costs so much, but you want it anyway. The Recharge’s wedgy Scandinavian styling tops every S.U.V. in this group, as does its lovely interior. That includes soft Nappa leather, versus the ascetic “vegan” materials of many E.V.s. The drive is similarly breezy, with 402 horses and a quicksilver, 4.7-second flight to 60 m.p.h. The biggest tech talking point may be Android Automotive OS: The Recharge (and Volvo’s electric Polestar 2) introduces a cloud-based Google operating system that works like a dream, with Google Maps, search, an ultra-capable voice assistant and more. (Don’t confuse this with the ubiquitous Android Auto, which simply mirrors phone apps on a car’s screen.) Several major automakers, including G.M. and Ford, plan to make Android Automotive the nerve centers of coming cars. If only the Volvo itself were as efficient. The Recharge is an electron guzzler, with a 208-mile range that seems optimistic in real-world use. I drove the Recharge in frigid New York weather, which explained some but not all of its hunger for power: No matter how I babied the throttle, the Volvo stayed on a pace for 190 miles, at best, covering about 2.4 miles for each kilowatt-hour in the batteries. I can achieve 3.6 miles per kilowatt-hour with little effort in the Tesla Model Y and above 3.2 in the Ford. Environmental Protection Agency numbers bear that out: Despite having virtually the same-size battery, the Tesla brings 326 miles of maximum range, 118 more than the Volvo. The Recharge is also expensive for its intimate size: $54,985 to start, and nearly $60,000 for the model I drove. That $7,500 federal tax break softens the blow. Yet if the Volvo indulges bourgeois buyers, they’ll also need to indulge its profligate ways. Source link Orbem News #Electric #Sights #SUVs #Tesla

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dipulb3 · 3 years

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The 2021 Nissan Versa gives you so much for so little

New Post has been published on https://appradab.com/the-2021-nissan-versa-gives-you-so-much-for-so-little/

The 2021 Nissan Versa gives you so much for so little

Basic transportation doesn’t have to be barebones.

Craig Cole/Roadshow

The average new-vehicle transaction price in the US last year topped $40,000. That’s an astronomical amount of money to spend on an asset that typically depreciates like property values at a superfund site. But owing a shiny new ride with a factory warranty and plenty of tech doesn’t have to leave you a penniless pauper. The 2021 Nissan Versa ($212 at Amazon), for instance, offers so much content for so little cash.

Unexpectedly comfortable interior

Plenty of standard features

Roomy trunk

Don’t Like

Tepid performance

No center armrest

Sloppy steering

No, there’s nothing joyful or exuberant about this scrappy little four-door. It’s definitely a function-dictates-form kind of car, but the standard equipment and overall comfort offered are impossible to ignore. From the base Versa S to the pinnacle SR, every one comes standard with automatic emergency braking including pedestrian detection, automatic high beams, lane-departure warning and even rear automatic braking. Just a few years ago, features like these were hard to find on luxury cars and they’re now standard fare on the most-affordable Nissan in America. The two higher trims can also be fitted with lane-departure warning, rear cross-traffic alert, blind-spot monitoring and even adaptive cruise control. That last amenity is included in the $400 Convenience Package, which also gets you single-zone automatic temperature control and heated front seats.

The Versa’s high-end tech works surprisingly well. The blind-spot monitoring system in the SR model I’m testing is attentive to surrounding traffic and the adaptive cruise control — while not as fancy as Nissan ProPilot Assist, which includes lane centering — is eerily observant, able to spot other vehicles around turns and gently slow down so there are no sphincter-puckering incidents on the highway. Its performance is laudable at any price, let alone in a car that’s this affordable.

Other amenities include a standard 7-inch color touchscreen (which, unfortunately, is pretty washed out, even on overcast days), Bluetooth and three USB ports. Remote keyless entry and pushbutton start are standard equipment, too. Fancy SR models are also fitted with LED headlights, an easy-to-use 7-inch reconfigurable instrument cluster display and a leather-wrapped steering wheel. The Versa’s top two trims can also be fitted with a Nissan Connect infotainment system, which includes satellite radio plus Apple CarPlay and Android Auto. The SR variant’s standard six-speaker sound system is also unexpectedly crisp and clear.

The Versa’s interior is a pleasant place to spend time. Constructed mostly of hard plastic, the dashboard and door panels nonetheless look good and there are soft surfaces sprinkled throughout. Both contrast-color stitching and seat fabric livens up what could otherwise be a pretty bleak cabin. The front bucket chairs are supple yet supportive and the backbench is upright and spacious, if a little tight on headroom. This car nails the basics, but not everything. An armrest between the front seats is not standard, leaving the driver and front passenger’s elbows dangling, which could get pretty tiring on long drives. Nissan does, however, offer a center armrest with an integrated storage cubby, but it’s an absurd $320 option, one this example is not fitted with. Why such a simple feature isn’t standard across the board is a real head scratcher.

Don’t expect fire-breathing performance. Sorry, this isn’t a sports car.

Craig Cole/Roadshow

When it’s time to haul luggage, this Nissan’s trunk offers about 15 cubic feet of space and is both broad and long. For added versatility, the 60/40 split rear backrest folds down for extra capaciousness.

The Versa’s only engine is a 1.6-liter inline-4. Without the aid of any forced induction, its output is modest, just 122 horsepower and 114 pound-feet of torque. As you might imagine, it sounds a bit taxed when laboring, but otherwise feels pretty smooth for what it is. The acceleration this engine provides is adequate, but in certain situations, like when passing dawdling tractor-trailers or merging onto the highway, you’ll pine for more gusto. Despite those lackluster numbers, the Versa feels feisty off the line, its throttle tip-in is tuned to be borderline jumpy, but whether you’re one-third of the way into the accelerator or flat out, the Versa doesn’t accelerate any quicker, plus its vigor lags at speeds beyond about 50 mph. Plan your overtaking maneuvers accordingly.

Functional, pleasant, spacious and comfortable are all adjectives that describe the Versa’s interior.

Craig Cole/Roadshow

A quick-witted continuously variable transmission is standard on the midrange SV and top-shelf SR models. It responds smoothly and promptly to driver inputs, making the most of the Versa’s available horses. Nissan’s D-Step Logic causes the CVT to “shift” like a conventional automatic when driven in anger, which reduces droning sounds and that annoying rubber-band feeling endemic to these transmissions. Providing a welcome bit of choice, the base S grade is available with a five-speed manual gearbox. It may be more affordable up front, but this three-pedal arrangement sure eats into the Versa’s fuel economy, costing you a whopping 5 miles per gallon across the board. Models fitted with the CVT are rated at 32 mpg city, 40 mpg highway and 35 mpg combined. In mixed use, I’m averaging about 38 mpg, which is pretty stellar considering how liberal I am with the gas.

Other aspects of the Versa’s dynamics are mostly likable. The ride quality is taut yet forgiving, which makes the car feel a segment or two larger than it actually is. No tinniness or fragility is detectable while driving over ravaged pavement or rough dirt roads, though it does feel a bit top-heavy in corners, with a wisp of body roll when pushed. Also, wind noise is pronounced at freeway speeds, though I wouldn’t consider it loud inside. Pronounced, yes. Raucous, no.

The 2021 Nissan Versa is an affordably priced all-star.

Craig Cole/Roadshow

This Nissan’s biggest dynamic weakness is unquestionably the steering. Light and laughably limp, it’s about the most lifeless you’ll find in any new car available today. There’s so little feedback, it almost seems like you’re driving a car in some video game rather than on real roads, which is unfortunate.

A frills-free Versa with a five-speed manual can be had for a skosh less than $16,000 including destination fees, which are $950. That total makes this Nissan sedan one of the most-affordable new cars you can buy today, yet despite the bargain buff’s price tag it still comes with a surprising amount of driver aids and other creature comforts. Of course, the pinnacle SR model I’m reviewing here is a bit steeper than that, though not as much as you might expect. Including $395 for Monarch Orange Metallic paint, a Nissan signature hue, and a sprinkle of other options, it checks out for $21,155, about half of what the average new vehicle goes for these days. And even though this Versa is a few grand richer, it’s more comfortable than either an entry-level Chevy Spark and roundly superior to the Mitsubishi Mirage. A Honda Fit, Hyundai Accent or Kia Rio might give this Nissan a run for its money, but that doesn’t detract from the Versa’s long list of virtues. It’s a good little car for a great price.

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bisokubira1995 · 4 years

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2021 Ram TRX Gets A Measly 12 MPG Combined, 10 City, And 14 Highway

The 2021 Ram 1500 TRX puts down some hugely impressive numbers. Among the highlights are 702 horsepower (523 kilowatts), 650 pound-feet (881 Newton-meters), and a 4.5-second sprint to 60 miles per hour. But when it comes to fuel economy, the numbers are far less impressive. According to official EPA estimates, the TRX gets just 10 miles per gallon city, 14 highway, and 12 combined. Ouch.But frankly, we expected abysmal fuel economy figures for the Ram TRX. The truck weighs 6,350 pounds (2, mp808. 880 kilograms) and rides on 35-inch off-road tires. Also, the supercharged 6.2-liter Hellcat engine isn't much more efficient in other applications, either. The Charger and Challenger Hellcat models get 15 mpg combined and the Jeep Grand Cherokee Trackhawk gets 13 mpg combined. That may not sound like a lot, but at this level of gas-guzzling, the difference in fuel consumption between the TRX and Trackhawk is equal to that of a 38-mpg car and a 50-mpg car.Looking specifically at the Ram TRX's closest competitor, the Ford Raptor, the six-cylinder F-150 is noticeably more efficient. The Raptor achieves 15 mpg city, 18 highway, and 16 combined from its twin-turbocharged 3.5-liter engine. To be fair to the Ram, the Raptor is 252 horses (188 kW) and two cylinders down on the TRX. But let's be honest – fuel economy figures probably don't mean much to prospective TRX owners anyway.Those in the market for a 2021 Ram TRX will be happy to know the Hellcat-powered truck is all about performance, just not so much fuel economy. As we said, that supercharged V8 produces 702 hp and 650 lb-ft, propelling the super truck to 60 in under five seconds. The off-road kit is some of the toughest we've tested, able to tackle even the most unforgiving terrains. And if you find a long enough straight, the Ram TRX tops out at 118 mph.

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corkcitylibraries · 4 years

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A trip around Cork in 1920

by Ann Riordan, Cork City Libraries

Guy’s Almanacs and Directories were like the telephone directories of their time. They contain street and trade listings, details of government services – members of parliament, councils, rural districts and unions, urban district councils, town commissioners, registrars, constabulary, consuls. You can find lists of clergy, parishes and churches, details of court sittings, rates and licenses. You can find out the fairs and markets around the country organised both by location and by month.

Guy’s Cork City & County Almanac and Directory 1920 holds even more importance, as it gives an important insight into Cork city before it was burned on the night of 11 – 12 December 1920. Our precious copy is in poor repair, but we are delighted to make it available via PDF from our website.

The street directory section tells you who lived where, businesses or private citizens, for each city street and the county towns. Even Sherkin Island is listed, complete with post mistress Miss A Young, and lighthouse keeper Florence Nolan, boat owners, shopkeepers and landowners. (pdf page 435 / book page 423)

Who lived in Cork in 1920?

In between the Barrys and Buckleys, Coughlans and McCarthys you will find more unusual surnames. Do you know a Barnfather, a Batmazion, a Cowperthwaite? What about Cuppage, Danckert, De Foubert, Flewet, Henerberry, Hitchmough, Kneeshaw, Lefluffy, Mockler, Pollexfen, Rohu, Sanigear, Scantlebury, Sieffe, Simmelklar, Sparshatt, Zinkent! A wonderful list of exotic names conjuring up an image of 1920s Cork as being cosmopolitan and welcoming.

Familiar Business Names

There are familiar names too among the businesses - Leader clothes, Central Boot Store, Thomsons Confectionery, Hilser Jewellers, T.W. Murray Sporting Goods, McKechnies Dyers and Cleaners, Moore’s Hotel, the (Royal ) Victoria Hotel, A Mayne of 7 Pembroke Street where you can get your Horse Remedies, the (Royal) Oyster Tavern, and the inimitable Henchy Wine and Spirit Merchant of St Lukes Cross.

Work and Trade

The business listings include the usual trades and professions – barristers, solicitors, physicians and surgeons, insurance, architects, banks. However, you can also find listings for Aviaries, Cooperages, Coppersmiths, Corsetieres, Drawing Masters, Electrolysis ,Guano Merchants, Hide and Skin Merchants, India Rubber Stamp maker, Lanternists and Cinematograph operators, Millwrights, Organ builders, and Taxidermists!

Cork was a hub of manufacturing too - Biscuits, Blankets, Boots, Boxes (cardboard and wood), Caps, Coffee Essence, Curled hair manufacturers, Gloves, Hosierys, Rope and Twine Manufacturers, Snuff, Soap, Spades and Shovels, Tobacco Manufacturers, Whip makers all listed. There were even four umbrella makers in the city at the time.

There were 22 mineral water factories across Cork City and County. There were 17 booksellers, 33 brewers and bottlers, 26 butter exporters, and 12 carriage builders. If you found yourself in need of feathers you could pick from 6 feather merchants operating in the city.

When it came to clothing, a gentleman could choose from 34 gentleman’s outfitters, or one ready-made clothing manufacturer! Ladies could choose from 41 ladies outfitters. There were 12 furriers, 17 hatters, and 51 tailors and costumers.

Post Offices

Post Offices were integral to society. Guy’s lists all the post offices in Ireland. The list is extensive, it takes up 15 pages of the directory, 3 columns per page. However it is essential information if you wanted to send a telegraph or money order.

How much did it cost to send a letter in 1920? Guy’s tells us that:

An inland letter, not exceeding 4 ounces in weight cost 1 ½ d ( d = pence or penny), with the additional information that “No letter may exceed two feet in length, one foot in width or one foot in depth.”

Letters to British Possession, United States and Egypt cost 1 ½ d for first ounce and 1 d per ounce thereafter.

Transport

How did people get around in Cork in 1920?

There was a network of trams with six main routes serving Blackrock , Blackpool, Douglas, Tivoli, Summerhill and Sunday's Well. The earliest tram was 7.45 am, the last at 11.00 pm. Fares ranged between 1 ½ d to 3 d, return 5 d.

You could also get a hackney, and the fares for typical routes are laid out in Guy’s page “Hackney car fares” – pdf page 46 or book page 24. From Sunday's Well (Gaol Road Stand) to the Lunatic Asylum – for two persons it cost 1/6 (one shilling and sixpence), for more than two 1/9.

If you wanted to travel further afield you would travel by railway or steamship. The Great Southern and Western Railway was the main line between Dublin and Queenstown, and from there up to Cork on the Cork and Youghal and Queenstown Line (out of Lower Glanmire Road). Other railway routes of the city were:

Cork, Bandon and South Coast Railway (out of Albert Quay) Cork, Blackrock and Passage Railway (out of Albert Street) Cork and Macroom Direct Railway (out of Capwell Road) Cork and Muskerry Railway (out of Western Road) Schull and Skibbereen Tramway serving Skibbereen, Ballydehob and Schull.

The City of Cork Steam Packet Co Ltd, offices on Penrose Quay, despatched vessels frequently to and from Fishguard, Liverpool, Manchester, London, Southampton and Bristol.

From Fishguard, one could connect with the Great Western Railway of England. Guy’s tells us that “Passengers, parcels, goods and livestock catered for”.

The Cork Steamship Co Ltd also offered direct service between Amsterdam, Rotterdam and Cork.

If you were lucky enough to have a car, the motor duties for motor cars, motor bicycles or tricycles, not exceeding 6 ½ horsepower cost 2 pounds and 2 shillings per year.

Education

When it came to education, many of the educational bodies are still in operation today. And like the grinds and private tutors of today, private instruction was offered in many areas: Language, Drawing and Painting, Music, Dancing and Calisthenetics, Shorthand and Typewriting, as well as Private Day Schools.

The two third-level institutions are there - University College Cork, and the Crawford Municipal Technical Institute including School of Science and Technology, School of Art, School of Commerce and School of Music.

There were Ecclesiastical colleges at Farranferris, Fermoy and Rochestown. Guy’s has extensive lists of Missionary schools, Christian Brothers, Presentation Brothers, Girls Schools and Convent Schools, Intermediate and Preparatory Schools, national schools and industrial schools.

Religion

As well as listing Catholic and Church of Ireland clergy, churches and parishes, Guy’s also notes the Presbyterian church, United Presbytery, Congregational Church, Baptist Chapel, Society of Friends, Methodist Church, Salvation Army and Hebrew Congregation, all operational in Cork at the time.

Leisure

What did people do for fun in 1920? Sports were always popular, and Guy’s lists Sports clubs, such as cricket, tennis, boating and coursing.

The listing for “Places of Entertainment, Public Halls etc” contains Cork Opera House – “for Operatic and Dramatic entertainments etc”; the Palace Theatre, King Street – “for high class variety entertainments at popular prices”. There was also the Assembly Rooms, 22 South Mall, with “Picturedrome twice nightly and matinees”. Cork also had the Coliseum, the Imperial Cinema, the Washington Cinema, the Pavilion Cinema and Café, the Picture Palace on Grand Parade, and a picturedrome at St Mary’s Hall Cathedral Parish. The Clarence Hall at the Imperial Hotel offered “balls, dramatic performances, select entertainments.”

There were 33 Restaurants, Tea, Luncheon and Dining Rooms, including Savoy and Woolworths. There were 16 licensed hotels, 43 wine and spirit merchants, and vintners in every city street and county town.You could also avail of Turkish Baths at 30 South Mall, or Lord Edward Fitzgerald’s Municipal Baths at Eglinton Street.

Music lovers could purchase a gramophone or have their piano tuned at one of 14 Music Warehouses.

The three daily newspapers were the Cork Constitution, the Cork Examiner and the Evening Echo. There were four weekly newspapers – Cork Weekly Examiner, Cork Weekly News & Cork County People, the Southern Star, and The Eagle.

Poor

For the less fortunate, there are 47 groups and organisations listed under “Hospitals and Benevolent Associations”, from Almshouse at Skiddys to Workmen’s Hostel Salvation Army. There were orphanages at Greenmount and St Mary’s of the Isle. There were 19 pawnbrokers.

I hope you enjoyed this trip around Cork in 1920. Guy’s Cork City & County Almanac and Directory 1920 is available at https://www.corkcitylibraries.ie/en/what-s-on/cork-1920/guys_cork_almanac_1920.pdf

#CorkCityLibraries #Cork1920

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siva3155 · 4 years

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300+ TOP HYDRAULIC MACHINES Multiple choice Questions and Answers

Hydraulic Machines Questions with Answers :-

1. Reciprocating pumps are no more to be seen in industrial applications (in comparison to centrifugal pumps) because of (a) high initial and maintenance cost (b) lower discharge (c) lower speed of operation (d) necessity of air vessel (e) all of the above. Ans: a 2. In a centrifugal pump casing, the flow of water leaving the impeller, is (a) rectilinear flow (b) radial flow (c) free vortex motion (d) forced vortex (e) none of the above. Ans: c 3. Head developed by a centrifugal pump depends on (a) impeller diameter (b) speed (c) fluid density (d) type of casing (e) (a) and (b) above. Ans: e 4. For starting an axial flow pump, its delivery valve should be (a) closed (b) open (c) depends on starting condition and flow desired (d) could be either open or closed (e) partly open and partly closed. Ans: b 5. The efficiency of a centrifugal pump is maximum when its blades are (a) straight (b) bent forward (c) bent backward (d) bent forward first and then backward (e) bent backward first and then forward. Ans: c 6. In a centrifugal pump casing, the flow of water leaving the (a) radial (b) radial (c) centrifugal (d) rectilinear (e) vortex. Ans: e 7. Centrifugal pump is started with its delivery valve (a) kept fully closed (b) kept fully open (c) irrespective of any position (d) kept 50% open (e) none of the above. Ans: a 8. Axial flow pump is started with its delivery valve (a) kept fully closed (b) kept fully open (c) irrespective of any position (d) kept 50% open (e) none of the above. Ans: b 9. When a piping system is made up primarily of vertical lift and very little pipe friction, the pump characteristics should be (a) horizontal (b) nearly horizontal (c) steep (d) first rise and then fall (e) none of the above. Ans: c 10. One horsepower is equal to (a) 102 watts (b) 75 watts (c) 550 watts (d) 735 watts (e) 33000 watts. Ans: d

HYDRAULIC MACHINES Mcqs 11. Multistage centrifugal pumps are used to obtain (a) high discharge (b) high head (c) pumping of viscous fluids (d) high head and high discharge (e) high efficiency. Ans: b 12. When a piping system is made up primarily of friction head and very little of vertical lift, then pump characteristics should be (a) horizontal (b) nearly horizontal (c) steep (d) first rise and then fall (e) none of the above. Ans: b 13. In a single casing, multistage pump running at constant speed, the capacity rating is to be slightly lowered. It can be done by (a) designing new impeller (b) trimming the impeller size to the required size by machining (c) not possible (d) some other alterations in the impeller (e) none of the above. Ans: b 14. If a pump is handling water and is discharging a certain flow Q at a constant total dynamic head requiring a definite B.H.P., the same pump when handling a liquid of specific gravity 0.75 and viscosity nearly same as of water would discharge (a) same quantity of liquid (b) 0.75 Q (c) Q/0.75 (d) 1.5 Q (e) none of the above. Ans: a 15. The horse power required in above case will be (a) same (b) 0.75 B.H.P. (c) B.H.P./0.75 (d) 1.5 B.H.P. (e) none of the above. Ans: b 16. Low specific speed of a pump implies it is (a) centrifugal pump (b) mixed flow pump (c) axial flow pump (d) any one of the above (e) none of the above. Ans: a 17. The optimum value of vane exit angle for a centrifugal pump impeller is (a) 10-15° (b) 20-25° (c) 30-40° (d) 50-60° (e) 80-90°. Ans: b 18. In a centrifugal pump, the liquid enters the pump (a) at the top (b) at the bottom (c) at the center (d) from sides (e) none of the above. Ans: c 19. For small discharge at high pressure, following pump is preferred (a) centrifugal (b) axial flow (c) mixed flow (d) propeller (e) reciprocating. Ans: e 20. In centrifugal pumps, maximum efficiency is obtained when the blades are (a) straight (b) bent forward (c) bent backward (d) radial (e) given aerofoil section. Ans: c 21. Motion of a liquid in a volute casing of a centrifugal pump is an example of (a) rotational flow (b) radial (c) forced spiral vortex flow (d) forced cylindrical vortex flow (e) spiral vortex flow. Ans: e 22. For very high discharge at low pressure such as for flood control and irrigation applications, following type of pump is preferred (a) centrifugal (b) axial flow (c) reciprocating (d) mixed flow (e) none of the above. Ans: b 23. Medium specific speed of a pump implies it is (a) centrifugal pump (b) mixed flow pump (c) axial flow pump (d) any one of the above (e) none of the above. Ans: b 24. High specific speed of a pump implies it is (a) centrifugal pump (b) mixed flow pump (c) axial flow pump (d) any one of the above (e) none of the above. Ans: c 25. Indicator diagram of a reciprocating pump is a graph between (a) flow vs swept volume (b) pressure in cylinder vs swept volume (c) flow vs speed (d) pressure vs speed (e) swept volume vs speed. Ans: b 26. Low specific speed of turbine implies it is (a) propeller turbine (b) Francis turbine (c) impulse turbine (d) any one of the above (e) none of the above. Ans: c 27. Any change in load is adjusted by adjusting following parameter on turbine (a) net head (b) absolute velocity (c) blade velocity (d) flow (e) relative velocity of flow at inlet. Ans: d 28. Runaway speed of a hydraulic turbine is (a) full load speed (b) the speed at which turbine runner will be damaged (c) the speed if the turbine runner is allowed to revolve freely without load and with the wicket gates wide open (d) the speed corresponding to maximum overload permissible (e) none of the above. Ans: c 29. The maximum number of jets generally employed in impulse turbine without jet interference is (a) 4 (b) 6 (c) 8 (d) 12 (e) 16. Ans: b 30. Medium specific speea of turbine implies it is (a) propeller turbine (b) Francis turbine (c) impulse turbine (d) any one of the above (e) none of the above. Ans: b Hydraulic Machines Multiple Choice Questions and Answers pdf :- 31. High specific speed of turbine implies it is (a) propeller turbine (b) Francis turbine (c) impulse turbine (d) any one of the above (e) none of the above. Ans: a 32. The specific speed of turbine is defined as the speed of a unit (a) of such a size that it delivers unit dis-charge at unit head (b) of such a size that it delivers unit dis-charge at unit power (c) of such a size that it requires unit power per unit head (d) of such a size that it produces unit horse power with unit head (e) none of the above. Ans: d 33. Puck up the wrong statement about centrifugal pump (a) discharge a diameter (b) head a speed2 (c) head a diameter (d) Power a speed3 (e) none of the above is wrong. Ans: a 34. A turbine pump is basically a centrifugal pump equipped additionally with (a) adjustable blades (b) backward curved blades (c) vaned diffusion casing (d) inlet guide blades (e) totally submerged operation facility. Ans: c 35. Casting of a centrifugal pump is designed so as to minimize (a) friction loss (b) cavitation (c) static head (d) loss of kinetic energy (e) starting time. Ans: d 36. In reaction turbine, draft tube is used (a) to transport water downstream without eddies (b) to convert the kinetic energy to flow energy by a gradual expansion of the flow cross-section (c) for safety of turbine (d) to increase flow rate (e) none of the above. Ans: b 37. Guide angle as per the aerofoil theory of Kaplan turbine blade design is defined as the angle between (a) lift and resultant force (b) drag and resultant force (c) lift and tangential force (d) lift and drag (e) resultant force and tangential force. Ans: a 38. Francis turbine is best suited for (a) medium head application from 24 to 180 m (b) low head installation up to 30 m (c) high head installation above 180 m (d) all types of heads (e) none of the above. Ans: a 39. The flow rate in gear pump (a) increases with increase in pressure (b) decreases with increase in pressure (c) more or less remains constant with in-crease in pressure (d) unpredictable (e) none of the above. Ans: c 40. Impulse turbine is generally fitted (a) at the level of tail race (b) little above the tail race (c) slightly below the tail race (d) about 2.5 m above the tail race to avoid cavitation (e) about 2.5 m below the tail race to avoid cavitation. Ans: b 41. Francis, Kaplan and propeller turbines fall under the category of (a) Impulse turbines (b) Reaction turbines (c) Axial flow turbines (d) Mixed flow turbines (e) Reaction-cum-impulse turbines. Ans: b 42. Reaction turbines are used for (a) low head (b) high head (c) high head and low discharge (d) high head and high discharge (e) low head and high discharge. Ans: e 43. The discharge through a reaction turbine with increase in unit speed (a) increases (b) decreases (c) remains unaffected (d) first increases and then decreases (e) first decreases and then increases. Ans: b 44. The angle of taper on draft tube is (a) greater than 15° (b) greater than 8° (c) greater than 5° (d) less than 8° (e) less than 3°. Ans: d 45. Specific speed for reaction turbines ranges from (a) 0 to 4.5 (b) 10 to 100 (c) 80 to 200 (d) 250 to 300 (e) none of the above. Ans: b 46. In axial flow fans and turbines, fluid enters and leaves as follows (a) radially, axially (b) axially, radially (c) axially, axially (d) radially, radially (e) combination of axial and radial. Ans: c 47. Which place in hydraulic turbine is most susceptible for cavitation (a) inlet of draft rube (b) blade inlet (c) guide blade (d) penstock (e) draft tube exit. Ans: a 48. Air vessels in reciprocating pump are used to (a) smoothen flow (b) reduce acceleration to minimum (c) increase pump efficiency (d) save pump from cavitation (e) increase pump head. Ans: b 49. Saving of work done and power by fitting an air vessel to single acting reciprocating pump is of the order of (a) 39.2% (b) 49.2% (c) 68.8% (d) 84.8% (e) 91.6%. Ans: d 50. Saving of work done and power by fitting an air vessel to double acting reciprocating pump is of the order of (a) 39.2% (b) 49.2% (c) 68.8% (d) 84.8% (e) 91.6%. Ans: a 51. According to fan laws, for fans having constant wheel diameter, the air or gas capacity varies (a) directly as fan speed (b) square of fan speed (c) cube of fan speed (d) square root of fan speed (e) none of the above. Ans: a 52. According to fan laws, for fans having constant wheel diameter, the pressure varies (a) directly as fan speed (b) square of fan speed (c) cube of fan speed (d) square root of fan speed (e) none of the above. Ans: b 53. According to fan laws, for the fans having constant wheel diameters, the power demand varies (a) directly as fan speed (b) square of fan speed (c) cube of fan speed (d) square root of fan speed (e) none of the above. Ans: c 54. According to fan laws, at constant speed and capacity, the pressure and power vary (a) directly as the air or gas density (b) inversely as square root of density (c) inversely as density (d) as square of density (e) as square root of density. Ans: a 55. According to fan laws, at constant pressure, the speed capacity and power vary (a) directly as the air or gas density (b) inversely as square root of density (c) inversely as density (d) as square of density (e) as square root of density. Ans: b 56. According to fan laws, at constant weight of air or gas, the speed, capacity and pressure vary (a) directly as the air or gas density (b) inversely as square root of density (c) inversely as density (d) as square of density (e) as square root of density. Ans: c 57. Pressure intensifier increases the pressure in proportion to (a) ratio of diameters (b) square of ratio of diameters (c) inverse ratio of diameters (d) square of inverse ratio of diameters (e) fourth power of ratio of diameters. Ans: b 58. A hydraulic accumulator normally consists of (a) two cylinders, two rams and a storage device (b) a cylinder and a ram (c) two co-axial rams and two cylinders (d) a cylinder, a piston, storage tank and control valve (e) special type of pump with storage device and a pressure regulator. Ans: b 59. A hydraulic intensifier normally consists of (a) two cylinders, two rams and a storage device (b) a cylinder and a ram (c) two co-axial rams and two cylinders (d) a cylinder, a piston, storage tank and control valve (e) special type of pump with storage device and a pressure regulator. Ans: c 60. Hydraulic accumulator is used for (a) accumulating oil (b) supplying large quantities of oil for very short duration (c) generally high pressures to operate hydraulic machines (d) supplying energy when main supply fails (e) accumulating hydraulic energy. Ans: d 61. Maximum impulse will be developed in hydraulic ram when (a) waste valve closes suddenly (b) supply pipe is long (c) supply pipe is short (d) ram chamber is large (e) supply pipe has critical diameter, Ans: a HYDRAULIC MACHINES Objective Questions free download :: Read the full article

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un-enfant-immature · 5 years

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Porsche’s all-electric evolution: from sketch to Mission E concept to Porsche Taycan

The Porsche Taycan, the German automaker’s first all-electric sports car has arrived. After four years of development, the company lifted the veil Wednesday on the Porsche Taycan.

Here’s a look back at how this four-door electric vehicle developed from a few sketches to the Mission E concept, and then to the Taycan prototype and final production model.

September 2015: Porsche unveils the Mission E at the Frankfurt International Motor Show. Porsche says the concept has the first 800-volt drive system, will produce more than 600 horsepower (or 440 kilowatts in system power) and about a 310-mile battery range. Other concept-era stats include an all-wheel drive and all-wheel steering, the ability to go from zero to 100 km/h (62 miles per hour) in under 3.5 seconds and a charging time of around 15 minutes to reach an 80% charge of electrical energy.

The tech inside the concept includes instruments that are intuitively operated by eye-tracking and gesture control, some even via holograms – highly oriented toward the driver by automatically adjusting the displays to the driver’s position.

[gallery ids="1876793,1876794,1876798,1876808,1876811,1876966,1876967,1876968,1876974,1876975,1876970,1876971,1876972,1876973,1876977,1876978"]

December 2015: Porsche AG board funds Mission E. This means Porsche makes it official and announces plans to bring the all-electric four-door sports car into production by the end of the decade. The company says it won’t hit the road until at least 2020.

Porsche also says it will spend more than $760 million and add 1,000 new jobs at its Stuttgart-Zuffenhausen facility to produce the all-electric sports car.

January 2016: Porsche AG Chairman Oliver Blume reiterates the company’s commitment to plug-in hybrids and the all-electric Mission E concept car. Porsche will spend $1 billion to develop the Mission E, Blume says at the time. That’s a nearly 30% increase from what the company had previously shared about its investment.

September 2017: Blume indicates that the Mission E will go on sale at the end of 2019. The company is preparing to send its prototypes onto public roads.

Blume doesn’t provide details on the price. However, he tells CAR in an interview that the all-electric four-door sports car is designed to sit between the Panamera and the 911 in Porsche’s portfolio. And it will be priced like an entry-level Panamera, which is $85,000.

June 2018: Porsche gives electric sports car an official name. It will be called the Porsche Taycan, which is pronounced tai-kan. The automaker says Taycan is roughly translated as “lively, young horse” in a nod to its iconic emblem.

March 2019: Porsche’s Blume says during the 2019 Geneva International Motor Show that more than 20,000 people have registered to join a list of prospective buyers, which requires a down payment of 2,500 euros, for the Taycan.

The company had planned for an annual production of 20,000 Taycan. Due to higher than expected interest, Porsche decides to increase production capacity, Blume says in an interview with autogazette.de.

July 2019: Porsche Taycan reservations have hit 30,000 deposits, according to Bloomberg and Porsche HR head Andreas Haffner in an interview with German business publication Handelsblatt.

August 2019: Porsche announces that it will integrate Apple Music into the Taycan sports car, the first time the music streaming service has been offered as a standalone app within a vehicle. The Apple Music integration will begin with the Taycan. However, the relationship between Apple and Porsche won’t end there, Porsche North America CEO Klaus Zellmer tells TechCrunch.

August 2019: Porsche Taycan sets a narrow, yet notable record lap time at the famous Nürburgring Nordschleife test track in Germany. The vehicle completes the 12.8-mile course in 7 minutes and 42 seconds. This is the fastest lap for a four-door electric vehicle. The record time was set in a pre-series Taycan driven by Lars Kern.

September 4: Porsche unveils the production version of its first all-electric vehicle. The company will launch with two variants, the Porsche Taycan Turbo S and the Porsche Taycan Turbo, Deliveries are expected to begin at before the end of the year.

#TechCrunch

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carsmedd · 5 years

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CHEVROLET SILVERADO "HD" REVEALED IN CHICAGO 2019

The towing capacity of this new HD version can reach 35,500 pounds

Ford, RAM and Chevrolet's sister division, GMC, have already introduced the ultra-rugged, revamped and revamped versions of their pickup trucks for the coming year. For its part, Chevrolet had unveiled an image a few weeks ago. The cliché showed the immense facies of the new generation of HD products.

CHEVROLET SILVERADO "HD" REVEALED IN CHICAGO 2019

We are now entitled to more information.

Thus, on the sidelines of his presentation at the Chicago Salon over the next few days, we learn that the workaholic of the group, besides the new dress he wears, is longer, wider and higher on his leg than his predecessor . On the team cab versions, the wheelbase even gains 5.2 inches. A total of 22 different chassis, box and mechanical configurations will be possible.

The fired engine is a new 6.6-liter V8 petrol engine, a 401-horsepower, 464-pound-per-inch powerhouse. We are talking about an increase of 11 and 18%, respectively. As for the towing capacity, it increases by 18%.

CHEVROLET SILVERADO "HD" REVEALED IN CHICAGO 2019

Buyers will also be able to opt for a 6.6-liter V8 turbodiesel. In his case, the power will be 445 horses, but it is the couple of 910 pounds-feet that will be the main topic of discussion among fans. This block will be paired with a 10-speed Allison automatic transmission. The towing capacity is a spectacular 52% jump to 35,500 pounds (regular cab, two-wheel drive and twin-axle rear).

In terms of technology, the Silverado HD will benefit from a two-speed active transfer case that automatically controls the four-wheel drive system. The towing aids introduced on the regular Silverado will make the jump on this HD version, including the ability to enjoy 15 different camera angles at the rear. In addition to these changes, the preparation set for snow shovels is better integrated, the steps included in the back are wider and the cabin also gains volume.

CHEVROLET SILVERADO "HD" REVEALED IN CHICAGO 2019

We will of course have other information to communicate to you about this HD version when it has officially made its debut. For now, its arrival on the market is scheduled for next summer.

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adriansmithcarslove · 6 years

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2019 Chevrolet Corvette ZR1 vs. 2018 Porsche 911 GT2 RS Comparison: Power Down

Do you ever wonder where this is all going to end? More power, bigger wings, better aero, fatter tires. Remember when the ’90s Porsche 911 Turbo and Chevrolet Corvette ZR1 hit 400 horsepower? We thought we were all going to die. Yet now we’re close to doubling that. What hath the demon seed of technology wrought?

With such existential theorizing in mind, we present the ever-rising top of the upward spiral: the 2019 Chevrolet Corvette ZR1 with ZTK package and the 2018 Porsche GT2 RS Weissach Edition.

As a result of my long racing career and introduction to the inner workings of Porsche Motorsport when I had a factory contract, plus my 10 seasons of track testing with Motor Trend, I have followed firsthand with interest and wonder the twists and turns of this steady progression of technology and performance.

These supercars are the highest evolution of their own long lineages and make claim to being at the top of the aforementioned spiral in the entire major automaker universe, as well.

Let’s start with the ZR1, because ’Murica! Today’s ’Vette is the last of the C7 generation, created directly out of the C6, tracing its history back to the 2005 model year. The standard engine then was the 6.0-liter LS2, rated at 400 hp, later upping to 430 with the 6.2-liter LS3. In response to the ever-swelling output of its American V-10 rival Dodge Viper, the C6 ZR1 fired a major salvo in the dyno wars with its 638-horse supercharged Blower-Under-Glass (with see-through hood bulge). A couple years later came the Z06, with 650 horses and a strong tendency to overheat—both the engine’s vital fluids and the intake air temps—when driven at pro speeds on track (something I discovered on my first three laps at a Road Atlanta press day). This track-oriented model was simply not ready for prime time, though it’s true that more conservative owners were able to successfully track their Z06s at a milder pace.

This leads us to the latest ZR1 and its top-dawg 755-hp LT5. The challenge for the Corvette team was to simultaneously improve the speed and the cooling of the Z06/Z07 we know and love. Tough task, because those two goals pull the needle in opposite directions. More power equals more heat. To address this, five new radiators have been added, resulting in far better cooling. On track, temps still get warm, but during my time at the wheel, the needles never speared the red zones.

Compare that to the Porsche GT2 RS. Right up front, it’s more than twice as much moolah—if you can find one to buy. But it’s also a new pinnacle in the long and brilliant history of the 911. For 15 years, I was up to my ears racing them. I started racing just as the water-cooled cars were coming to market. With far superior control of engine temperatures and four-valves-per-cylinder breathing, the 996 made far more power than the venerable fan-and-fin-cooled flat-sixes.

But a funny thing happened. After years of working so hard to reduce the famous oversteering tendencies of the rear-engine 911—culminating with my now second-favorite 911 chassis to drive, the 993—the oversteer was back. The 996 was twitchy and loose and dicey. New generation, back to the drawing board. I raced with both versions on my teams at Alex Job Racing and with Greg Fordahl Motorsports in the early 2000s, and I saw how the old 993 RSR would kill the new 911 GT3 R in the corners with stable, usable grip but get smoked down the straights by the newer car’s four-valve urge and slick, low-drag aero.

Why the history lesson? To explain why I’m so excited about the new GT2 RS. It’s the first 911 since 1999 that truly takes advantage of its rearward weight distribution and turns its copious torque into acceleration. It’s my hope that this will be the new paradigm.

The GT2 RS makes more power than any factory 911 before it. “Big deal,” you say. “We’ve had 911 Turbos for years, and they’ve been gradually evolving through 400, 500, 600 horsepower, and they’re fine. Nothing new.” Wrong, Bratwurst Breath. This most-potent-ever 911 is two-wheel drive. The real magic of this machine is its ability to send 553 lb-ft of torque (214 more than the awesome GT3) to just the rear tires and turn it into acceleration—not wheelspin and tire smoke—without the added complexity and weight of all-wheel drive.

That prodigious power propels the GT2 RS forward, not sideways in a drifting burnout (unless your name is Jethro Bovingdon). This first-order priority of a winning racer in this ultimate performance street car earns my respect and admiration. OK, and love. (I’m confident enough in my masculinity to express those four letters toward a relatively inanimate object.)

With such devotions spoken, let’s see what happens when we let slip the dogs of war.

The Corvette’s great technological step forward is the way it never lost output from the boosted LT5 V-8. Unlike its predecessor, this ZR1 pulled hard the whole session. Credit this advancement to the 52 percent larger Eaton supercharger and more efficient intercoolers. However, the 755 horses in the ZR1 never seemed to quite pull like those of the GT2 RS and others in the 700 Club during our Best Driver’s Car testing—both in the quarter mile and at the top end.

At our World’s Greatest Drag Race, I had the unmitigated pleasure to floor both cars down Vandenberg Air Force Base’s pristine 3-mile-long landing strip to achieve my own personal land speed record of 200-plus in the GT2 RS. By comparison, the ’Vette lagged behind, time after time, even without the ZTK package’s high wing. With similar top speed claims, what gives? I can only report faithfully what mine eyes have seen and hypothesize that the intercooling is perhaps still not enough to keep up, because internet dyno tests do seem to support the 755-hp estimate.

Hot-lapping at WeatherTech Raceway Laguna Seca showed similar results on the front straight. The GT2 RS reached a heady 149.0 mph, but the ZR1 made only 141.6. All of that cannot be explained away with a better corner exit. That’s simply too big a spread. Some of those Chevy horses weren’t pulling their weight.

But enough about straight-line fury. What happens when the wheel is cranked into Turn 1? In my world, the gods live in the corners anyway (although I must admit, even straight ahead gets interesting once you’ve crossed the double century). At Laguna, Turn 1 is a gentle left bend over a rise. It’s been an easy flat in nearly every car I’ve driven there over the years—until the big-hitter street cars started approaching 140 over that crest. They’d get light, even get some fifth-gear wheelspin, and track far right in a hurry. The bend is a genuine corner at those velocities, with a late apex, and straightening up the steering becomes a necessity to remain on the pavement. Ten years ago, the last-gen ZR1 was the first car that forced my right foot to feather back, for fear of disaster on the landing.

Well, this year the ZR1 once again achieved the highest Corvette speed ever over that yump, but it stuck the landing easily. The ZTK aero proved effective there and at several other fast corners around the circuit. It’s not race car levels of downforce, but it’s significant for a street machine. Unusually, the higher the corner speed, the better behaved the ZR1. On track, most cars are the other way around: Faster means dicier. When I set the lap record at Road Atlanta in the new ZR1 on a Chevy press day, the car was stable and hooked up in the high-speed Turn 12 and dropping into the esses, which is critical to a quick time there. I mean really well behaved.

This leads us to the Corvette’s great downfall: low-speed traction—which is also the reason for the history lesson. When power was under 500, the chassis could handle it, but as the Z-series cars pushed it over 600—and with the ZR1 now cresting 750—the rear suspension is overwhelmed. High-powered ’Vettes are diabolically prone to snap power oversteer in the lower gears. The wonderful additional ponies in the ZR1 make it even worse.

True story: I kicked out the ZR1’s tail on a deserted side street, and it ripped the wheel from my hands so hard I reinjured a torn rotator cuff. Brutal. In these cars, the driver had best leave the multimode traction and stability controls activated.

This handling issue is nothing new. Chevy has never solved the perennial problem of the rear suspension not putting power down well or the general fright-inspiring twitchiness of the rear end. It frustrates me, and it holds the ’Vette back from its far greater ultimate potential. The unruly and untrustworthy rear grip makes the car a wild ride in first through third gears, which means in most corners. The Motor Trend notebook is rife with editor remarks about it. It’s a thrill and an adrenaline rush, sure, but not exactly for the right reasons (fear and terror being culprits cited by some pretty veteran scribes).

The Z06 was always a wrestling match to drive at the limit on track, and the additional 100 horsepower makes it even more so, except that the ZR1 is much improved at high speeds. The situation reminds me a lot of the Viper: It’s always been a real handful, and its engineers seemed to just accept it as part of the car’s masculine personality—until they miraculously, completely cured it with the ACR model in the last year of production.

Would that Team Corvette could have finished with the same flourish. The armchair engineer in me suggests rear geometry; perhaps it has too much anti-squat. The reason? I’ve tried all manner of factory shock settings, year by year, and none seem to cure it. It can help, though. For the Z06/7 and the Grand Sport, I recommend placing the suspension settings to Sport rather than Track. Yet the ZR1’s damping package feels softer on all settings than the Z06’s, especially in Race shock mode. It’s great for comfort but still doesn’t tame that nervous twitch. Some drivers, especially talented ones, actually prefer a twitchy turn-in, so perhaps Corvette’s dynamics team likes it this way. But I don’t. Like I said in my Twitter war regarding the pre-ACR Viper a couple years back, bad-handling cars scare me. I don’t want to work that hard, and in a well-balanced sports car, I don’t have to.

Not all my venom is directed at Chevrolet, though, which means it’s time for my official Porsche Motorsport rant. I spent a lot of time on track in 996 versions of the 911, and it was always a challenge to get good traction accelerating out of a turn. Our archrival BMW seemed to be as good or better, but with a front engine. That didn’t make sense. But I felt the 911’s tail wanting to snap loose if I wasn’t careful about the throttle. Interestingly, it seemed like the more racy the 911, the worse it behaved, especially in the last eight years. The Motorsports department seemed to like pointy oversteer.

But why? My hypothesis: Perhaps their Werksfahrers—young superstars who grew up karting—do their test-driving. Karts have a solid axle, no differential. If the driver doesn’t kick it sideways, it understeers like crazy.

I figure the Werksfahrers bring this psychology over to the big cars, because that’s just how they felt. At least, that’s how the factory cars felt when I raced them. For years, I’ve felt that the basic street Porsches were the best-balanced and that the closer it got to Porsche Motorsport, the worse the cars handled and the more they oversteered. Some consider that sporty, lively. I consider it unnecessary. Three recent cars with which I am intimate—the 911 GT America for the IMSA GTD-class a few years ago and the 991-era GT3 Cup cars, both the 991.1 and the current 991.2—were difficult to drive fast. They were dicey, quite spinnable, and spooky. Not what a customer-racer needs.

Enter Frank Walliser, the relatively recent head of Porsche Motorsport, with whom I credit the great success of the GT2 RS. With this new-gen street-legal racer, I see a real change in chassis behavior, one I’ve never before seen in a modern-era 911. Stability. Traction. Grip. Power to the ground. A real, positive omen for the Motorsport cars of the future.

The GT2 RS was my personal choice for Best Driver’s Car (sorry, Lamborghini). Stable and confidence-inspiring yet with precise steering response even under full throttle, a tough combination to achieve with rear weight bias. Balance. I argued hard for it, but my colleagues had not experienced the sublime pleasure of driving it on a velvet-smooth racetrack, where I found it did everything so right. It felt as if a heavenly beam of light had shone down upon it, endowing it with magical powers.

My colleagues drove it on Route 198, a civilian road with real-world undulations and unpredictable pavement. Many of the editors drove it in Sport Plus mode, as did I. Stiff. Far too stiff for that road, beyond the range of the Porsche Active Suspension Management (PASM) to absorb. Those conditions caused the car to leap about a bit and instigated the ABS to a disconcerting extreme. Just a punch of a button into Normal mode could have saved the day. (Some editors noted the same conditions, to a lesser extent, in Normal mode, as well.) Forgive us, for we knew not yet what we did.

Part of the value in the GT2 RS comes from sophisticated systems like PASM, rear-wheel steering, dynamic engine mounts, Porsche Torque Vectoring, and Porsche Stability Management. Yet it’s more than that. These aids have been tuned with great finesse. The latest GT3 RS has the same systems, yet it’s nervous on corner entry. (Shall we blame the karters again?) That car was a disappointment to me; although nearly every component was made more track-oriented from the GT3, the balance was lost. That was my concern here, and my joy to discover. This is the best-ever 911.

In braking, I have bragged that Corvettes have world-class capability, and although braking is still very strong, the pedal feel has gone soft in all six cars I’ve driven on track. I don’t notice it on the street, but that firm, instant response I enjoyed now feels “like stepping on a wet sponge,” according to the testing notes of one of our editors. The Porsche? Perfect. Immediate, linear, and record-short distances in our testing.

And tires. Although both cars have Michelin Pilot Sport Cup 2s, each is tuned to its own spec, and we at MT have recognized the ’Vette’s rubber as something special. But to the seat of my pants, these latest Porsche GT2 RS R–spec SC2s have spiraled up the bar. I still remember BDC Laguna Turn 2, lap one for the record. As I cranked the wheel toward that late apex, I exclaimed aloud, “Grrrrrip!” and the Racepak software confirmed the sentiment a split-second later.

To compare the ZR1 and the GT2 RS, start with the price. The Corvette’s $131,000 can look so cheap! Beyond that, the Porsche is a clear winner in every category save one: machismo. The Corvette wins that staredown, with the right badass tattoos on big biceps and a sharp goatee over a pressed button-down and a perfect complexion. It’s strong and loud and demanding, making proud and striking entrances and raucous exits. To the contrary, the strictly business Porsche wins on competence and execution. Next to the ’Vette, it’s understated.

What I see in the Corvette ZR1 is potential; what I feel is frustration. The car is outrageously good at so much and comes tantalizingly close to providing supercar performance. Just find the secret to calming that hyperactive rear end in the lower gears, switch back to the Z06 brake pedal, and you’re there, Chevrolet, at a relatively bargain-basement price for performance, complete with your own muscular, extroverted style.

As for you, Herr Doktor Walliser, congratulations to you and your GT2 RS team, for a magnificent driving creation. It’s the best all-round performance automobile I’ve had the pleasure to experience—one that inspires passion and desire in this enthusiast like no other.

2019 Chevrolet Corvette ZR1 (1ZR w/ZTK) 2018 Porsche 911 GT2 RS DRIVETRAIN LAYOUT Front-engine, RWD Rear-engine, RWD ENGINE TYPE Supercharged 90-deg V-8, alum block/heads Twin-turbo flat-6, alum block/heads VALVETRAIN OHV, 2 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 376.0 cu in/6,162cc 213.9 cu in/3,800cc COMPRESSION RATIO 10.0:1 9.0:1 POWER (SAE NET) 755 hp @ 6,400 rpm* 691 hp @ 7,000 rpm TORQUE (SAE NET) 715 lb-ft @ 3,600 rpm* 553 lb-ft @ 2,500 rpm REDLINE 6,500 rpm 7,200 rpm WEIGHT TO POWER 4.8 lb/hp 4.9 lb/hp TRANSMISSION 8-speed automatic 7-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 2.73:1/1.77:1 3.96:1/2.65:1 SUSPENSION, FRONT; REAR Control arms, composite leaf spring, adj shocks, anti-roll bar; control arms, composite leaf spring, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 12.0-16.4:1 13.1-17.2:1 TURNS LOCK-TO-LOCK 2.4 2.6 BRAKES, F; R 15.5-in vented, drilled carbon-ceramic disc; 15.3-in vented, drilled carbon-ceramic disc, ABS 16.1-in vented, drilled, grooved carbon-ceramic disc; 15.4-in vented, drilled grooved, carbon-ceramic disc, ABS WHEELS, F;R 11.0 x 19-in; 12.0 x 20-in spun-cast aluminum 9.0 x 20-in; 12.5 x 20-in magnesium TIRES, F;R 285/30R19 94Y; 335/25R20 99Y Michelin Pilot Sport Cup 2 ZP 265/35R20 99Y; 315/30R20 108Y Michelin Pilot Sport Cup 2 R N0 DIMENSIONS WHEELBASE 106.7 in 96.6 in TRACK, F/R 63.5/62.5 in 62.5/61.3 in LENGTH x WIDTH x HEIGHT 179.8 x 77.4 x 48.5 in 179.1 x 74.0 x 51.1 in TURNING CIRCLE 37.7 ft 36.4 ft CURB WEIGHT 3,650 lb 3,355 lb WEIGHT DIST, F/R 51/49% 37/63% SEATING CAPACITY 2 2 HEADROOM 38.0 in 37.7 in LEGROOM 43.0 in 42.2 in SHOULDER ROOM 55.0 in 51.3 in CARGO VOLUME 15.0 cu ft 4.1 cu ft (+9.2 cu ft behind 1st row) TEST DATA ACCELERATION TO MPH 0-30 1.4 sec 1.2 sec 0-40 1.9 1.6 0-50 2.4 2.1 0-60 3 2.6 0-70 3.7 3.2 0-80 4.5 3.9 0-90 5.3 4.6 0-100 6.3 5.5 0-100-0 9.7 8.9 PASSING, 45-65 MPH 1.2 1 QUARTER MILE 10.8 sec @ 133.1 mph 10.3 sec @ 139.3 mph BRAKING, 60-0 MPH 88 ft 87 ft LATERAL ACCELERATION 1.11 g (avg) 1.17 g (avg) MT FIGURE EIGHT 22.7 sec @ 0.98 g (avg) 21.9 sec @ 1.03 g (avg) 2.4-MI ROAD COURSE LAP 92.46 sec 88.30 sec TOP-GEAR REVS @ 60 MPH 1,200 rpm 1,950 rpm CONSUMER INFO BASE PRICE $122,095 $294,250 PRICE AS TESTED $131,300 $328,880 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS 6: Dual front, front side/head 8: Dual front, side, curtain, knee BASIC WARRANTY 3 years/36,000 miles 4 years/50,000 miles POWERTRAIN WARRANTY 5 years/100,000 miles 4 years/50,000 miles ROADSIDE ASSISTANCE 5 years/100,000 miles 4 years/50,000 miles FUEL CAPACITY 18.5 gal 23.8 gal EPA CITY/HWY/COMB ECON 12/20/15 mpg 15/21/17 mpg ENERGY CONS, CITY/HWY 281/169 kW-hr/100 miles 225/160 kW-hr/100 miles CO2 EMISSIONS, COMB 1.33 lb/mile 1.13 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium * SAE certified

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