How Does Wheel Size Affect Performance?
One of the first and easiest modifications to a car can be to slap some larger wheels on, but what what affect does it have on acceleration and overall performance?
Newton’s Second Law dictates that the force on an object is equal to
its mass multiplied by its acceleration. So, increasing your wheel size
will decrease the driving force from your wheels which will culminate in
a decrease in acceleration of said wheels.
To summarise, a car’s engine finds it more difficult to
rotate larger wheels, making for a decrease in overall acceleration.
This is all assuming that every other component like the engine,
driveshafts, gears and differentials are kept stock, making them
specifically engineered for the original wheel size. Fuel economy will
inevitably suffer as well due to the engine having to work harder to
rotate the wheels, but I’d imagine that’s the least of worries for the
generic modifier.
(CarThrottle.com)
Monday, April 25, 2016
I'll Buy This, But It's Staying In The Box
This Porsche 911 GT3 RS Lego Set has 2700 Pieces and Costs $300
(Road&Track.com)
Nissan, The Los Angeles Lakers Of The Automotive Market?
Nissan Dealers Hate Nissan
1st Gear: Dealers Have No Love For Nissan
As Nissan aggressively pursued market share in a bid to replace Honda as the U.S.’ no. 2 import carmaker, Automotive News reports the company has repeated alienated a key player in that process: its dealers.
Those dealers are constantly being threatened with termination and, according to one lawsuit, not being fair with incentive programs.
“Nissan is one where there is a division of opinion,” Haig said. “You’re either in their camp, and they love you, and you can make a lot of money on Nissan stores. Or they’re not happy with you, or you’re not happy with them, and you have to get out because life is not going to be pleasant for you.”
Apple Still Made It Even After It Failed Miserably For The Competition
My God-Awful Year With the Apple Watch
I bought the Apple Watch a year ago. I stopped wearing it two months ago, and I’m not sure if I’ll ever wear it again. That’s because it doesn’t really do anything that anyone needs, and even when it does, it doesn’t always work like it’s supposed to.
With an iPhone, everyone knows how to use it, assuming they have access to fingers. With Apple’s wrist-time-box, I still find myself lost every time I grab hold, even if it’s just trying to recreate the steps to something I did earlier. Which mostly results in me just giving up trying to do anything at all. For its solid aesthetic design, the Watch is not at all intuitive.
If you did somehow manage to figure out how to do something on the watch, there’s literally no comfortable way to actually use it. You’re constantly changing your grip style because none of them ever feel right. What I settled on is placing a thumb on the bottom left corner of the watch to stabilize it and then I use the left side of my index finger to twirl the knob and hit the crown. Other times I just use my finger tip to spin the crown. Or a thumb only method sort of works. With reasonably sized phones, your thumb can reach anything on the screen just by holding the phone in your hand. One grip, done. But with the small size of the screen on the watch and because it’s attached to your wrist, you’re always awkwardly trying to make things half-work with multiple finger dancing grips and none of them ever feel right. And yes, I’m aware that I also look like a total tool when using it (no matter the grip).
(Gizmodo.com)
I bought the Apple Watch a year ago. I stopped wearing it two months ago, and I’m not sure if I’ll ever wear it again. That’s because it doesn’t really do anything that anyone needs, and even when it does, it doesn’t always work like it’s supposed to.
With an iPhone, everyone knows how to use it, assuming they have access to fingers. With Apple’s wrist-time-box, I still find myself lost every time I grab hold, even if it’s just trying to recreate the steps to something I did earlier. Which mostly results in me just giving up trying to do anything at all. For its solid aesthetic design, the Watch is not at all intuitive.
If you did somehow manage to figure out how to do something on the watch, there’s literally no comfortable way to actually use it. You’re constantly changing your grip style because none of them ever feel right. What I settled on is placing a thumb on the bottom left corner of the watch to stabilize it and then I use the left side of my index finger to twirl the knob and hit the crown. Other times I just use my finger tip to spin the crown. Or a thumb only method sort of works. With reasonably sized phones, your thumb can reach anything on the screen just by holding the phone in your hand. One grip, done. But with the small size of the screen on the watch and because it’s attached to your wrist, you’re always awkwardly trying to make things half-work with multiple finger dancing grips and none of them ever feel right. And yes, I’m aware that I also look like a total tool when using it (no matter the grip).
(Gizmodo.com)
Leaving Them Wanting More Can Be Beneficial
Just Because You Can Afford a Supercar Doesn't Mean You Can Own One
The Ford GT is the latest example of the rich not getting what they want. A look inside the complicated and competitive world of buying supercars.
The Ford GT is the latest example of the rich not getting what they want. A look inside the complicated and competitive world of buying supercars.
Even if you have the
$400,000, chances are you're not getting the Ford GT. Having the ready
cash may be the least difficult part of scoring a supercar these days.
Only
500 GTs will be handbuilt over two years, and now Dearborn executives
have to figure out who will get them. Ford is joining a tiny cadre of
carmakers who deal in the black art of supercar exclusivity, an arena
where manufacturers have the upper hand, and the rich don't always get
what they want.
Ferrari
wrote the rulebook, vowing to always make one less car than the market
demanded. But the market for supercars—and the number of qualified
buyers globally—has surged. It took only a fortnight to sell out 500
McLaren 675LT Spiders (base price: $372,600). And all 40 examples of the
$2-million-plus Lamborghini Centenarios were snapped up sight-unseen.
"When
we first sat down and started thinking how to handle this, we
benchmarked the competition by looking at Ferrari and McLaren," says
Henry Ford III, global marketing manager of Ford Performance (and yes, a
direct descendant of the Henry). "But we needed an experience that was unique to Ford."
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