Author Archive: Josh Whiting

2017 Bentley Mulsanne Speed First Drive

You can hear it uproarious and clear – that is, the sound of almost nothing by any stretch of the imagination – when tearing along at 160 mph. The calm part isn’t shocking; all things considered, this is a $300,000 übersedan. In any case, the speed? The sensation is incapacitating and completely charming. It’s protected to state that three tons of mass have no privilege to travel through space so easily. Welcome to the most recent ultraluxe, four-wheeled hyperloop from Bentley.

In the event that you missed the engraved declaration, the Mulsanne is the higher-valued, carefully assembled leader that plays huge sibling to the Flying Spur, the (generally) more pervasive vehicle that imparts a decent measure of parts to the Continental GT. Envision the affected more seasoned kin that learned at Wharton, wears custom-made suits to breakfast and an ascot to dinner, and dangles a pipe from the edge of his mouth, and you have a smart thought of what recognizes the all the more finely completed Mulsanne from its stablemate. Not just does a base Mulsanne order a $100,000 premium over the Spur, it’s an all the more arduously amassed example that takes an amazing 400 worker hours to manufacture. Not at all like the Spur, whose top model brags a W12, the Mulsanne is controlled by a 6.75-liter pushrod (!) V8. Less is typically less in this stratospheric fragment, yet this humungous eight-chamber has a history extending back six decades – exactly the kind of tweedy legacy stuff that interests to old cash. This is the last Bentley to utilize this motor, and it will be supplanted by another twelve-chamber.

For 2017, the huge, awful stage procures its first critical arrangement of overhauls since its 2009 introduction (the Speed variation was presented year and a half back). Moves up to the Mulsanne were centered around refinement, among them a smoother ride, reexamined styling, an overhauled inside, and yes, a calmer lodge. In spite of its undercurrents of old-world plushness, the Mulsanne’s face has been modernized with flusher components, LED headlamps, and a more extensive grille. In spite of the fact that it holds the delightfully chronologically misguided Flying B hood adornment, the winged capital letter can now be requested in a refreshingly present day smoked dark shade. Mean. Corrections at the back incorporate an overhauled guard and inconspicuous Bs consolidated into the tail lights.

Inside, new seats with reconsidered froth offer more noteworthy comfiness. Maybe more outstandingly, the infotainment framework picks up a genuinely necessary update with a 8-inch touchscreen, a 4G LTE WiFi hotspot, and Apple Carplay usefulness (for front travelers). Discretionary 10.4-inch tablet screens at the back offer a trap bit of designing, ascending out of the front seats at the push of a catch. The removable, Android-worked touchscreens have a smooth vibe, a natural interface, and Google Maps combination; packaged with finish park tables and a Naim premium sound framework (20 speakers, 20 channels, and a 2,200-watt enhancer), the Entertainment Specification bundle adds a cool $19,855 to the stupendous aggregate – a pleasantly optioned Honda Civic of plunder.

The standard Signature demonstrate pushes 505 hp and 752 lb-ft (useful for a 0-to-60-mph keep running in 5.1 seconds); the Speed gets 530 hp and 811 lb-ft (nope, that Biblical torque figure isn’t a grammatical mistake), doing the deed in 4.8 seconds. New dynamic motor mounts smooth out the powerplant’s identity, while ride quality and body control have been upgraded with water driven suspension bushings, a strengthened back subframe, and an improved air suspension framework. Other electronic increases incorporate blind side checking, high-pillar help, and impact moderation.

With its enormous peered toward mug and huge position, the 2017 Bentley Mulsanne Speed appears like an improbable contender for a rapid run. Be that as it may, the Bavarian wide open’s normal glory and unhindered extends of superhighway make it a suitably epic place to drive the most recent cycle of this larger estimated vehicle.

Move inside a Mulsanne, and you’re met with a crowd of covers up. From A-column to dashboard to transmission passage to main event, there’s a wealth of cowhide material. It takes 150 hours to join every one of those cowhides together, a demonstration of the measure of over-the-top tender loving care this lead parades. Despite the fact that Bentleys are traditionally viewed as drivers’ autos (versus more secondary lounge centered Rolls-Royces), the back roost is an intriguing spot to heap on the miles. Without a doubt, the seats are cushy, but on the other hand there’s no deficiency of common luxuries for the back travelers, from the previously mentioned tablets and plate tables to the refrigerated container cooler which, for an additional $10,970, incorporates an electrically impelled sliding pearly glass entryway and an arrangement of precious stone tumblers or champagne woodwinds, contingent upon your refreshment of decision. In case you’re fortunate (i.e. well) sufficiently off to score one of the 25 new-for-2017 Extended Wheelbase Mulsannes bound for the US, you’ll get about 10 more crawls of legroom, leaning back seats that claim the longest expansion in the business, and comforts like remote trackpads to work those now-distant tablets.

http://www.bentleymotors.com/en/models/mulsanne.html

Back in the driver’s seat, the view over the monstrous cap is summoning, driven by huge simple gages and a tachometer that runs counterclockwise. The tach doesn’t turn much, however – all things considered, the sweeping torque level begins at just 1,750 rpm, and the motor redlines at a minor 4,500. Yet, there’s never an absence of propulsive power. Simply pound the correct pedal and blast: Regardless of which of the ZF transmission’s eight velocities are chosen, the Mulsanne’s forward way is prompt, exchanging seas of torque to the back haggles the auto forward easily. It’s barely noticeable the knurled and chrome plated stainless-steel paddle shifters in light of the fact that, between the low-revving eight-barrel and the selection of riggings, downshifts are typically excess. The advantage of such a vast relocation motor combined with the eight-speed is its strange passing force; a few circumstances on the expressway at triple-digit speeds we moved toward quickly moving left-path activity, flashed them, and sped past like they were stopping, a far-fetched visual for such a stately tourer.

The Mulsanne feels huge boned when the street gets twisty, however the Speed’s more tightly suspension brings some relief the sentiment cumbersomeness. Water driven guiding empowers simple, exact course changes when steered energetically. Be that as it may, push it significantly speedier and brake harder, and guiding requires more consideration. This is, all things considered, an enormous car that has been tuned for Teflon-smooth refinement, not sports-auto like execution.

And afterward there’s the quiet, which has been detectably enhanced for 2017. Bentley says that low-recurrence thunders were decreased by the suspension changes, and that up to 15 dB of motor clamor were sliced on account of the new pressure driven mounts. The subsequent decrease in street and drivetrain commotion amid advancement made the tires sound recognizably louder, which prompted to Dunlop cutting 4 dB of tire clamor by acquainting a froth design with the elastic. The most outrageous case of the quiet/execution uniqueness is the Speed: With 811 lb-ft on tap and that shockingly low clamor level, the Mulsanne Speed effortlessly defeats its gigantic tonnage. Combined with the protected lodge, the vibe of speed feels much the same as riding in the shockingly all around protected nose segment of a Boeing 747 while wearing clamor crossing out earphones.

The Bentley Mulsanne has never put on a show to be on the front line of innovation, however the newly discovered mixed media framework and driver helps push it incrementally towards the 21st century. Be that as it may, the flying B’s lead needn’t bother with extravagant accessories to keep up ultraluxury pertinence; with its delightfully old-world inside and enhanced ride and sound protection, the Mulsanne turns out to be a greater amount of what it was considered to be: a forcing, apparently relentless, yet abnormally tactful train of a traveler auto. There might be nimbler huge cars that can be had for a small amount of the cost (see big cheeses from Audi, BMW, Cadillac, and Mercedes), yet the Mulsanne separates itself for the sheer boldness of its vision, from the wonderful of its inside to its persistent push. Most will never observe, smell, or touch this cowhide and wood-lined inside (all things considered, just 200 or so Mulsannes make it to the US consistently), yet that likewise offers a feeling of approval for Bentley’s top notch car. For this situation, irregularity is a treat, one that moves more feasible autos to end up distinctly faster, calmer, and at last more unique.

How to remove dog hair from your car?

We all love having dogs as pets, but keeping your house or cars clean after they leave can be a huge hassle. If you are one of those unfortunate dog owners who have to deal with bundles of hair being shed every now and then, especially in your car, then we have got just the tips for you.

Removing hair from your car can be a bit tricky since all the crook and crannies are not easily accessible in a car. But there are multiple tips that you can follow to make this an easier task.

The type of hair that your dog sheds and the material of your car’s seats and carpets are both important in understanding how to remove the dog hair that accumulates in your car. The carpet in the trunk has tougher strands, removing hair from these could be very difficult. However, the carpet placed on the base of the car for the driver and passengers have shorter strands from which removing hair is easier.

For such carpets, with short strands, a vacuum would do the trick. It could very easily remove all of the hair lodged in the carpet. But for carpets with tougher strands, you should ideally start off with blowing it with compressed air. This can help pry the loose hair free first. The constant blowing of compressed air can also loosen up the strands of hair lodged deep inside the carpet.

If you do not have a compressed air source like a leaf blower, you can still move on to the next step. Removing such hair would be difficult but not impossible.

Next, you can either use a rubber broom, rubber gloves or Fur-zoff stone. You now need to use any of these items to physically remove the hair from the carpet. You can trace your rubber glove clad hand along the strands where the hair is stuck or alternatively you could also use the rubber broom.

The rubber glove and broom develop a static charge when they are rubbed on to the carpet. These static charges will attract the hair towards them. Once the hair is stuck on them you can dip the glove or the broom in a bucket full of water and shake off all the hair. You can also brush the carpet in the direction of a running vacuum so that all of the hair that comes loose gets sucked in by the vacuum.

The Fur-Zoff Stone is one of many customized dog care products. It is known for its extreme durability and is made up mostly of recycled materials. This is mainly why many dog owners prefer to use this over the gloves and broom.

But you can make your life marginally easier if you brush your pet on a regular basis. By regularly brushing your pet’s hair you can not only make sure that it doesn’t shed huge amounts of hair but also ascertain that your dog has healthy fur and skin.

Coilovers

Coilovers is a term commonly heard between performance car modders, and is considered as one of the first and most important modifications to be done when you are modifying your vehicle. Coilovers is short for “coil spring over shock”. It has a shock absorber, with a coil spring encircling it. They are assembled as a unit before installation, and are also replaced as a unit when a shock absorber has leaked.

Coilovers have very significant benefits over traditional suspensions as they provide a tighter packaging for shocks and springs, offer easy replacement with aftermarket coilovers and also offer many adjustment including ride height for one’s preference. However, coilovers may also increase the shock wear dure to spring side load, also increasing shock bushing wear, also more expensive to manufacture than separate shock and spring.

Some coilovers allow for adjustment of ride height and preload, using a simple threaded spring perch similar to a nut. More advanced version of adjustable coilovers threaded shock body, with adjustable lower mount for ride height adjustment, while another individual adjustment knob is used to adjust damping. Stiffness of the ride is altered by switching springs for a spring with a higher spring rate.

Coilover style of spring is one of the components in the MacPherson Strut, that uses a design of anti-roll bar as a constraint longitudinally. Types of coilovers include full coilover and slip on coilover. Full BC racing coilovers Canada are matched up in the factory, while slip on coilovers are mostly adjustable springs. Full bodied coilover are what that is in your mind since this paragraph. Full bodied coilovers replace the whole factory system assembly and have a threaded body for easy adjustment of ride height and adjustable damping. Same with slip-fit coilovers, a series of jam nuts is used to adjust the ride height through compressing and decompressing the springs. Higher end coilover shocks have lower bodies and lower mounts to be screwed in and out for further ride height adjustments, effectively shortening the shock without adjustments of the system without sacrificing spring compression. Even higher end systems even includes a shortened shock body, which allow even lower ride height adjustment without bottoming out.

Coilovers upgrade in trucks and race car are often both considered “hard” springs, but they are not even remotely same. For example, off-road’s coilovers upgrade are designed to support the vehicle’s weight, while maintain correct vehicle ride height, keep the tyre in contact with the trail, provide a more comfortable ride for driver and passenger, prevent or reduce damage to chassis from force of impact with obstacles, when jumping and landing the vehicle, and to maintain correct wheel alignment.

Some performance spring supplier offer something called dual rate springs, which means a spring can have two different spring constant, and they include main spring and a  tender spring. These type of springs offer a better comfortability of passenger while the harder spring can be utilized when the vehicle is having increased load, thus having a better stability while cornering.

5 Simple Auto Tips On How To Stay Safe On The Roads

Are you ready for a vacation galore? Not so fast!

One of the main reasons why you need to get your car check out before a trip would be that if you have a failure on the road, if it is a holiday weekend, not all facilities are open so you might have a problem getting it fix. Worse, if you have a major breakdown, your trip could turn into a nightmare and might cause you extra days and a lot of extra money.

In order for your trip to be successful and get to your destination safely and smoothly, there are some important maintenance or things that you need to check out before you hit the road. In this article, we’re going to give you the top 5 things that you need to do and check in your vehicle before taking a long road trip.

Tip 1: Perform Basic Maintenance

While every car model has its own nuances, performing basic maintenance is important to make sure your car is in good shape and can perform at its best. List all the things that require checking and maintenance so you won’t overlook a single one. Make sure your lights are working properly, check your fluids, check you oil, get your parts replaced if needed, check your battery and so on.

Tip 2: Check Your Battery

Car battery has its trouble spots. Make sure to pay attention on those parts particularly with certain issues like corrosion, broken cables, cracks, loose knots and leakages. Keeping your battery connections clean and fully charged is necessary to avoid the cause of issues.

https://www.yourmechanic.com/article/how-to-check-a-car-battery

Tip 3: Inspect Your Tires

Your tires are a crucial part of your trip so make sure they’re in great shape before getting on a ride. To check your tires, pay attention to tire pressure, use a tread depth gauge to determine if they need to be replaced and check for any damages.

Tip 4: Check The Car Brake Pads

Brakes are made to wear out, but they should be checked regularly to see if their pads wear too far to avoid damaging the rotor. Test your brakes and its pedal pulsation on a safe area. You will notice that the rotors are warped when they need to be replaced.

Tip 5: Be Prepared

Always be prepared by knowing what to pack or to bring in your trip in case there is an unexpected incident. You don’t have to bring everything since your vehicle has load capacity requirements and you should not put too much weight in it. Jus stock your car with important stuff such as food supplies, car tools and emergency kit.

Finally, bring a lot of patience with you. You can avoid the rush and get to your destination right on time by traveling at night or early in the morning. You can use a GPS tracking tool on your mobile device to get an information about the exits, congestion and pit stops. This device can save you from headaches and hassles. Remember, always follow the road rules for your own safety. Happy trip!

2017 Chrysler Pacifica Hybrid Is By Far America ’s Most Fuel-Efficient Minivan

In the 1980s, minivans succeeded station wagons as the vehicle of decision to move families. The Chrysler Town and Country, Dodge Caravan, and Plymouth Voyager broke that ground, and Chrysler has claimed the fragment for the vast majority of its reality. In spite of the fact that still prevalent with down to earth sorts, minivans have been surrendering ground to hybrids for some time, and following 30 years, minivan advancement has hindered, with just the incidental vital component like an implicit vacuum standing out as truly newsworthy. The 2017 Chrysler Pacifica Hybrid is the following huge thought in the portion. Actually, we think its module crossover powertrain is the greatest minivan thought since the first. Yes, we’re amped up for a mixture people mover.

For 2017, Chrysler has improved, refocused, and renamed its minivan exertion, dumping the Town and Country moniker in lieu of the Pacifica nameplate. The odd reused name aside, it’s far better than Chrysler’s active minivan, as well as, with a large portion of the opposition quite a while old, the new Pacifica is effortlessly the present class pioneer.

Be that as it may, while the minivan’s common sense is irrefutable, they’re not generally the most productive. It’s a ponder, then, that no contender has bundled a mixture framework into a minivan before – particularly Toyota, given its predominance in half and half everything else. Toyota offers a half breed minivan in its home market, however the Sienna’s lone distinguishing mark is that it’s currently the sole American van to offer all-wheel drive, something Chrysler surrendered when it began concealing the seats in the floor years prior.

Owing partially to its originality, the non-half breed Pacifica was at that point a standout amongst the most fuel-effective minivans available, with evaluations of 28 miles for each gallon parkway, 18 city, and 22 consolidated. Include the cross breed hardware, with its 16-kWh battery pack giving 30 miles of electric-just range, and the new Pacifica Hybrid accomplishes a surprising 84 MPGe, trouncing everything else in the portion (in light of the fact that, once more, it’s the main half breed van). At the point when acting as a cross breed and not in EV mode, the Pacifica Hybrid nets a consolidated rating of 32 mpg. On a full tank and a full charge, it has a scope of 566 miles.

The hybridized adaptation weighs 650 pounds more than a standard Pacifica. That is after a portion of the additional weight from batteries and engines has been balanced by a hood, sliding entryways, and liftgate produced using aluminum rather than steel. The suspension has been balanced all around ok that you don’t generally see the additional mass driving not far off. The more recognizable effect of including the battery pack concerns its area – it’s put away under the floor, in the space ordinarily held for the second-push Stow ‘n Go seating when it’s in its stowed position, in spite of the fact that the third column is still stowable. Purchasers should pick either – the half and half or the capacity to make a few seats vanish without dragging them out by hand – and for a few, that might be a major issue. For whatever length of time that you’re not pulling full sheets of plywood without a moment’s notice, the tradeoff is unquestionably justified regardless of the 30 miles of all-electric range and enhanced mileage whatever is left of the time. On the subject of stowing, there’s no accessible incorporated Stow ‘n Vac vacuum for the half breed; it’s exclusive included on the top non-cross breed trim.

One change that isn’t generally discernible is the completely mixed stopping mechanism. Drivers of early half and halves regularly grumbled about the unnatural feel of the stopping mechanisms, which made it clear when they went from regen to mechanical braking. This has become better after some time, however there are still half and halves accessible that don’t exactly have direct brake-pedal reaction or typical feel, particularly at low speeds. That is not valid here, as Chrysler designers have made sense of a stopping mechanism that both deals with the vehicle’s additional weight and gives an immediate response from the pedal.

In electric mode, the Pacifica Hybrid has the tranquil and smooth mien that is average of EVs. When you at long last come up short on juice (or dunk into the throttle sufficiently far), the 3.6-liter Pentastar V6 kicks on. It’s not the most lovely sounding motor Chrysler has ever created, and that is more apparent rather than the electric placidness. In this application, the Pentastar keeps running on the more productive Atkinson cycle. While that supports mileage, it drops yield, which is down to 260 pull from 287. Despite everything it feels bounty solid, in spite of the fact that we didn’t get an opportunity to test the officially heavier half and half with a full heap of individuals and stuff.

Beside the majority of the new module crossover bits, the Pacifica Hybrid doesn’t vary much from the standard model. That is no thump, as the new Pacifica disgraces most everything else in the class. The inside is all around planned and very much prepared. Standard dynamic clamor cancelation makes it so you don’t have to yell to third-push inhabitants. UConnect keeps on being one of the better infotainment frameworks available, however this variant doesn’t yet offer Apple CarPlay or Android Auto usefulness.

The Pacifica Hybrid has various extraordinary styling touches that different it from the standard model. The front grille – which has dynamic air screens behind it to oversee wind stream – highlights a greenish blue Chrysler identification instead of a blue one. The cross breed has one of a kind 17-or 18-inch wheels that have clearly been intended for enhanced streamlined features. Inside, the tachometer has been supplanted by a charge marker. There are little “e” and “eHybrid” identifications sprinkled here and there all around.

Also, obviously there’s the charge entryway on the front left bumper, behind which experience a SAE standard attachment. The Pacifica Hybrid accompanies a 110-volt charging string, which is fine in the event that you have 14 hours to hold up. On the off chance that you have entry to a 240-volt charger, the battery can be completely energized in only two hours. Chrysler’s UConnect application permits you to timetable and screen charge times, and the framework even offers a charge station delineate you can make sense of the most productive course for your drive.

While we know it’s a module mixture, and the charge entryway is a truly decent giveaway, Chrysler is keeping shockingly close-lipped regarding that in its advertising endeavors, rather essentially alluding to it as a crossover. This regardless of the reality PHEVs fit the bill for a $7,500 government assess credit, which certainly appears like an offering point. At the point when inquired as to why the wavering, organization delegates refered to statistical surveying that demonstrated the expression “module” prompts to worries of range tension. We imagine that is senseless, so let this serve as a notice to potential purchasers: You can connect this van to, and you ought to.

That $7,500 impose acknowledge, along for any extra motivating forces your area or state may give, will no doubt be the way to achievement or disappointment of the Pacifica Hybrid. Chrysler’s new van comes in two flavors: a Premium trim that begins at $43,090, and a Platinum model that comes in at $46,090. Both come all around prepared, with the Platinum including things like cowhide seats, standard route, raise situate excitement, and a full supplement of dynamic and detached wellbeing frameworks. Since these two trim levels don’t totally adjust to any of the five non-cross breed trims, it’s difficult to make an immediate examination other than to state the crossover framework adds to the cost. In any case, consider this: After the government assess credit, the Pacifica Hybrid Premium will set you back $35,590, or just $100 more than a likewise prepared Pacifica Touring L. Figure it out with the Platinum trim, and you really turn out thousands under the top-level non-crossover Pacifica Limited.

Accepting you can exploit the credits, the general cost makes the half and half an exceptionally convincing advertising. It drives and handles similarly and also the standard model, you can cover a day of errands on power alone, it’s significantly more fuel effective notwithstanding when running as a plain mixture, and more often than not it’s calmer and smoother than the standard model. You do lose the fabulous Stow’n Go seating in the second column, yet that is the main genuine yield.

We’re solidly in the crossover camp. Realize this is originating from somebody who likes to drive and who has no sentimentality for minivans, rather experiencing childhood in Volvo station wagons and GM SUVs. The greater part of us in this office are childless, yet regardless we advocate for the handy minivan to any individual who will tune in.