Elon Musk
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2020 Tesla Models
2020 Tesla Models
Overview
Elon Musk might say some crazy stuff, but he's right about at least one thing: his electric vehicles have changed the world. When the Model S launched in 2012, it was the first long-range, widely desired electric vehicle, and mainstream automakers have been struggling to catch up ever since. The Model S is still impressive—it now has an EPA-estimated 402 miles of range in its Long Range Plus variant—but for all its focus on autonomous technology, over-the-air updates, and Easter eggs, Tesla's interiors and build quality can sometimes fall short of expectations. Better-established luxury automakers are finally getting in on the EV game—Porsche's Taycan is aimed directly at the Model S, for example—and Tesla will need all its Silicon Valley pivot-power to stay ahead of the pack.
What's New for 2020?
Tesla claims not to believe in model years, but the tenth digit of its vehicles' VINs prove otherwise. The company introduced a Standard Range variant of the S in mid-2019 but discontinued it just weeks later, so the 2020 Model S is now only available as a Long Range Plus model with 402 miles of range, which was accomplished after Tesla made thoughtful changes. In Performance trim, it has an EPA-estimated range of 348 miles and a claimed zero-to-60-mph time of 2.4 seconds. The car's front drive unit and motor have been updated this year, and the S's air suspension is now adaptive, so it can offer a breezy ride on the highway and a stiffer one through corners. Rolling software updates will allow Model S owners to take advantage of V3 Supercharging, a new charging architecture that Tesla says will reduce average charge time by 25 percent.
Pricing and Which One to Buy
- Long Range Plus: $76,190
- Performance: $96,190
We'd choose the Performance model because Ludicrous mode's effortless and insane sub-3.0-second zero-to-60-mph time is half the fun of owning a Tesla.
Engine, Transmission, and Performance
With an electric motor dedicated to each of the front and rear axles, the Model S offers full-time all-wheel drive no matter which version you choose. Acceleration performance of the various models ranges from outstanding to ferocious. We haven't tested the 2020 Model S yet, but our 2018 100D test vehicle blasted from zero to 60 mph in a mere 3.9 seconds and delivered endless entertainment thanks to its immediate power delivery. If that's not enough for you, the Model S Performance will be far more brutal and can be had with the Ludicrous driving mode that sends the Model S from zero to 60 mph in 2.4 seconds, according to Tesla. The Model S is an agile sports sedan with well-controlled body motions and direct steering. Two different settings allow drivers to choose heavy or light steering effort, but neither of them enable more feedback from the road ahead. Ride comfort is good, and the Model S imparts a solid feeling on the road that perfectly accompanies its tranquility when cruising.
How The Ford GT Was Aerodynamically Designed The Car Design Show |£450,000
Ford GT
£450,000
How The Ford GT Was Aerodynamically Designed The Car Design Show
1. Overview
What is it?
| Engine | 3,5 l V6 |
| Power | 647 hp @ 6,250 rpm (482 kW) |
| Torque | 550 lb·ft @ 5,900 rpm (746 N·m) |
| Induction | Turbocharged |
The new Ford GT. We’ve driven it. About bloody time too. It’s almost a year since it won its class at Le Mans, and several weeks since Matt LeBlanc drove it on the TV show. But we’ve got a lot to get through, so let’s press on.
The basics you’re probably familiar with, but let’s go for a brief recap because there’s a reason the controversial V6 is the right engine for this car. And that’s because the Ford GT is all about packaging and aerodynamics and driving behaviour – it’s a chassis car, not an engine car.
Firstly, as road and race versions were developed in parallel, aero was critical. As Jamal Hameedi, the chief engineer of Ford Performance, puts it: “We wanted downforce, but it had to be efficient downforce – we didn’t want to pay high drag penalties. And that’s why we migrated to a fixed seating position, because that really allowed us to shrink the greenhouse and lower the frontal area.” So you stay where you are in the cockpit and pull pedals and wheel to where you want them.
The compact longitudinal V6 is shoved up against the carbon tub’s bulkhead, and the turbos that force its induction are further out under the massive aero channels. The intercoolers for the turbos are further out still, in the pod-racer outriggers. Now, if the GT had used a V8 it would have taken up more space and the GT wouldn’t have been able to make so much use of aero (plus it would have weighed more). How much aero? How much downforce? Well, that’s the one thing Ford won’t say, because it might allow rival race teams to calculate how much downforce the racing version produces.
But everywhere you look on the bodywork is an aero device of some description. The flying buttresses that link outrigger to central body are wing profile (they’re also hollow and channel intake air to the engine, which is pretty cool), the rear lights are hollow and vent air from the intercoolers, there’s an underbody diffuser, splitter, flat undertray, active rear wing, plus, Hameedi points out, “you would never have a hole unless it’s feeding a cooler.”
How weird would it be if this bleeding edge aero work was teamed with an old school big-banger V8? So it’s an all-aluminium, dry-sump 3497cc V6 that develops 647bhp at 6250rpm and 550lb ft at 5900rpm and pushes all that to the rear wheels via a seven-speed twin clutch gearbox. The suspension is double unequal length wishbones all round with inboard spring/damper units. There are carbon ceramic brakes with six piston Brembo front calipers clamping 394mm discs (four piston calipers work the 360mm rear discs), and hydraulic, not electric, power steering.
And then there’s Track Mode. Twist a knurled knob on the steering wheel to ‘T’, confirm with another button press and the GT drops 50mm instantly. It’s like the underside of the GT is a suction clamp. All told it has a dry weight of 1,385kg. Which probably means it weighs getting on for 1,500kg when loaded with fluids. So not much lighter than an Audi R8 V10 Plus, while a McLaren 675LT has a dry weight of 1,230kg…
The McLaren’s important, because by Ford’s own admission, that’s the car they’ve benchmarked the GT against. Right, enough information, let’s get on with driving it.
2. Driving
What is it like on the road?
We’ll start on track, because I’m at Laguna Seca and it’s epic. In Track Mode the GT is just 41.7 inches tall, the wheels have disappeared inside the arches and it doesn’t look like there’s enough clearance for them to steer at all.
The second you pull away you’re aware of a condensed, focused energy. No slack, no rubber, just this delicious sense of being strapped to a very honed, precisely engineered machine. Strapped right to it, so you feel the vibrations, the movement, get a real sense of what the wheels are up to. The long-arm suspension is bushed, but it feels rose-jointed. The pictures reveal that it does roll, enough to tuck those tyres right up inside the arches, but you don’t feel that. What you feel is hard, flat cornering grip and sensational mid-corner balance.
Sat quite a long way in board you’re almost at the centre of the car, equally aware of what front and back axles are up to. Because the steering feel is so good, the brakes so pleasing to use and the chassis responses are so pure and instant, it doesn’t take long to get confident in the GT, and start to build rhythm and speed. It’s bloody fast. Fast enough that around Laguna Seca you never get a break, never get time to pause and take stock. By the time you’ve managed the tight exit of the last corner, you’re already travelling so fast down the main straight you’re concerned about the tricky jink left and blind crest just after the bridge.
Because you sit so centrally, the GT seems to pivot around you, so changes of direction feel very cohesive. As you go faster, you start to notice a hint of understeer into the slower corners, but this is a fast lap car, not a skids-n-slide machine, so that mostly acts as a reminder that the car is having to work hard - it’s reassuring. If you’re super keen you might want it to be a bit more edgy, a bit more grippy at the front end just to loosen the rear a touch, but that’s a matter of personal taste. The steering isn’t as sharp as a Ferrari rack, you need to apply a bit of lock, but that’s no hardship because you’re getting good information back.
Once past the apex, getting back on the power actually neutralises the car, transferring weight backwards to the fat 325/30 ZR20 Michelin Cup 2 tyres, and because you’re in Track mode the GT’s two turbos are always spinning, an anti-lag system ensuring throttle response is as crisp and immediate as it can be. It’s not perfect, and sometimes can get a bit carried away, over-boosting when you’re not ready for it, but on the whole the V6 hits as hard as you want, when you want, and you exit flat and fast.
You can play with this balance, and the GT lets you get away with stuff that other supercars would punish. You can trail brake right up to the apex without the back trying to step out of line, flick-flack through quick direction changes with not a hint of heave. Laguna Seca is a challenging, difficult track, but the Ford GT made it glorious. The Corkscrew should be super nerve-wracking, but the blind braking zone held no fears, and it pitched in hard, flat and accurate, drove itself down the cliff, skooshed the carbon splitter in the compression, and carried a dizzying amount of speed onwards to Rainey Curve and the addictive camber at Turn 10.
And when we did some skids for the cameras, it proved to be just as delicately balanced beyond the limit. That may seem irrelevant, but it’s the sign of a well set-up car when throttle, steering, back axle and suspension prove so biddable. Handling-wise the GT is something of a masterpiece on track.
Compared to the McLaren 675LT? I think it’s better balanced and manages its extra kilos superbly well, but it’s not quite as eye-popping in other areas. It doesn’t attack a circuit quite as aggressively as the British car, and its power delivery isn’t as visceral and hard-hitting.
So, the engine. Well, it makes a lot of noise for a V6, but the noise is more about quantity than quality. It’s not as charismatic as a V8 and, yeah, part of me misses that. But then I think about how remarkably stable the GT feels at ballistic speeds, how it seems to shed weight and hunker into the circuit, and reckon that I’m happy with the compromise.
The power delivery itself is rather one-dimensional, too. From both aural and acceleration perspectives there’s not much point seeking out the 7,000rpm redline – the good work has been done by 5,500rpm and the gears are closely stacked enough that the next one in the chamber will force you onwards with plentiful urge.
It’s fast, but I do wonder that now we have a McLaren with over 700bhp, a forthcoming Speciale version of the Ferrari 488 GTB which is bound to chase a similarly lofty figure and rumours that the Porsche GT2 RS will have upwards of 700bhp as well, whether the GT might be left feeling a bit limp. As it is, its power to weight ratio of around 425bhp/tonne already lags a chunk behind the 675LT’s (497bhp/tonne).
Nevertheless, it’s hardly short of grunt and punches itself forward very hard indeed. But it’s nothing the chassis can’t handle, so very quickly you feel confident using a lot of the power, knowing the brakes, steering and suspension will respond exactly as you want to get you out of whatever situation the engine has just got you in to. They’re the stars of the show. The V6 is there to provide acceleration and to do that as effectively and responsively as it can, but you get your thrills, your value for money, from the handling, the cornering, the suspension, the aero.
Out on the road it’s perfectly driveable – the visibility’s not too bad, it’s a surprise to find creep built in to the drivetrain, but it does make low speed driving smooth. You could use it to pop about in, but it’s a serious car – it never feels less than positive and informative on the road, so although the movements are tight and controlled, the info bombardment does make it wearing. And there’s a fair amount of road noise, too. You shouldn’t care about that.
3. On the inside
Layout, finish and space
It’s very bare in here. There’s an acreage of flat, plain carbon, no carpets, basic heating controls, and the infotainment screen is from a Fiesta. The luxury layer is missing. It’s a reminder that this is a car you’re meant to drive, not pose about in.
I’m still not sure about the steering wheel. It might ape the racing car’s with all the controls on it and the odd hexagonal shape, but it’s just not quite as good to hold as it should be, despite the Alcantara trim. It’s a small point – and here’s another. The seats aren’t as aggressively shaped and bucketed as you might expect. They’re slightly soft with shallow thigh bolsters and mounted a touch high in relation to the rest of the cockpit. I was doubtful about how hard they’d hold you, but on track I never felt like I was falling out of them, so I’ll chalk them down as deceptively supportive.
Two people fit much better than you might expect given they’re sat as close to each other as the occupants of a Lotus Elise, but there’s very little space to put anything. The 11-litre boot is smaller than most gloveboxes. There isn’t one of those. No cupholders either. Barely anywhere for a phone or wallet.
But forget all that, because what matters is the way the cabin makes you feel, which aside from your comfy buttocks, is very, very eager to get going. The controls on the steering wheel are ergonomically fine, and there’s a delicious tactility to the knurled metal knobs that control the driving modes and wipers, and the gearbox on the centre console. It feels eventful and exciting.
4. Owning
Running costs and reliability
It costs $400,000, and no matter what angle you’re viewing it from, that’s a heap of money. We don’t need to attach ‘for a Ford’ to that, because the badge and brand is almost irrelevant here – Ford has racing pedigree, and with the possible exception of the engine, this car has nothing in common with anything else in the range. I admire their vetting process as well – deciding to prioritise sales to long-time Ford customers rather than the merely very wealthy.
Priced a nudge above where the McLaren 675LT sat in the UK, they’re only building 1,000 globally and given the current appetite for supercars – not to mention the prices that previous generations of Ford GTs and GT40s are making currently, and it should be a safe place for your money. A good investment. Which isn’t the right way to think about this car at all.
One more thing. If it looked less radical I think Ford would struggle to justify the £320,000 (at current exchange rates) asking price. But the way it looks, the way it behaves and the way it’s priced all go hand in hand. Oh, and in case you’re wondering, between a morning at Laguna Seca and a day on the Pacific Coast highway, we averaged about 12mpg.
5. Verdict
Final thoughts and pick of the range
The Ford GT is not a supercar in the same mould as an Audi R8, a Ferrari 488 GTB or even a McLaren 720S. It’s the next step on, where they strip out the weight, ramp up the aggression and really work the aero. Really, really work the aero in the case of the GT. It’s utterly, I suspect purposely, impractical which serves to remind you that it’s all about the driving.
And it is a sensational car to drive. Always on the balls of its feet, it’s beautifully balanced, sharp, stable and rewarding. It’s also exciting. This is not one of those relentlessly efficient cars that’s too concerned about lap times to have a good time. Instead it sucks you into its world. It’s joyful, exuberant, friendly enough to entice the less experienced, talented enough to fascinate the chargers.
No, the engine isn’t that charismatic or exciting to use, but there’s no denying the force it offers. Just know that you’ll get your kicks through your touch points not your ears. And if it didn’t have this engine, if it had a V8, the packaging would be different and the GT wouldn’t have its USP. Because the aero, the buttresses and those ridiculous channels, aren’t only an instant visual ident, but allows this car to carve its own place in the market. It’s a compelling machine.
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Toyota Makes Life Size Tonka Truck
Toyota Makes Life Size Tonka Truck
Were you one of those people who loved to play with Tonka trucks as a child? Did you ever wish you could have a life sized one that you could actually drive? If you said yes, then you dreams are about to come true. Toyota has now made a life sized Tonka truck. The designers for the company that are in Australia have actually build the concept HiLux pickup. The best part is that it is designed after the classic Tonka trucks you know and love.
Childhood Dreams Come True
To make it look like a Tonka truck, they had to do some modifications. They started with a 2016 SR5 double cab HiLux truck. From there, they added a 2.8-liter four-cylinder turbo-diesel engine to make it a bit more powerful. They also raised it up another six inches so it would look a bit more like a Tonka truck. The design team also wanted to make it it was ready for any and all off-roading so they made sure the added a heavy-duty suspension system. They also added 35-inch tires. For the final touches, they added a snorkel, which is something that not only looks like Tonka but can also come in handy in Australia during the rainy season, a light bar, and a great paint job. Once you see it, you will want to drive it because it will be amazing and take you back to your days playing in the sand box.
The Reason Behind the Design
As much as we want to believe they did this just because it was cool, Toyota actually had a few reasons why they decided to design this life size Tonka truck. They chose to make it from the HiLux truck because the truck became the best-selling vehicle in 2016 and they wanted to commemorate it. They also combined this with the anniversaries for both Toyota and Tonka around the world. This year, Toyota celebrates its 80th anniversary while Tonka celebrates its 70th anniversary. While these are some great reasons for this amazing creation, it is not what is making everyone so excited. What is exciting is that it is something that represents your inner child and it is finally real. It simply looks like a ton of fun and you can actually drive it.
Seeing it for Yourself
Unfortunately, since it was made in Australia, it will be staying there for some time. If you live there or are planning a trip, you should take a look at their tour of it through June. They have some planned stops for people to view the creation. However, if you will not be there, for now, we will have to be okay with the pictures we have of it. However, depending on how well it is received by people in Australia and around the world, Toyota may consider actually making a few more or bringing it to the United States for a tour around the country that we can enjoy.
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BEST OF SUPERCAR SOUNDS 2019
BEST OF SUPERCAR SOUNDS 2019
So here it is guys! The final compilation of the best super-car I filmed this year! It was absolutely an astonishing year! I have visited a lot of beautiful places and tracks all around the world to make the best super-car videos for you! Like every year, I've made a compilation of the best exhaust sounds I have filmed in the year 2019. I went to many circuits, events and some nice meetings to recording the best car videos. Now I've put them together in one video! Enjoy and don't forget to give this video a thumb up!
Elon Musk’s Symbiotic Relationship with China, Explained
Elon Musk’s Symbiotic Relationship with China, Explained
Despite being a California-based company, it's China where Tesla seems to have found its biggest fans. Tesla has seen its China sales skyrocket, and with its Shanghai factory now operational, there's no telling how many China-built cars they could sell. So why does China and its buyers adore Tesla so much? Well, with the money China stands to make off the new Gigafactory, the boost Tesla could give the country's struggling car industry, and the pedestal China puts EVs on, it could be a match made in heaven.
