In the intense era of factory AMA Supersport roadracing beginning in 1988, there was talk of “unscrupulous persons” offsetting separate cylinders to reduce friction.
| |GENERAL| |LIST PRICE|na| |IMPORTER|BMW of North America, Inc. 300 Chestnut Ridge Road Woodcliff Lake, NJ 07675| |CUSTOMER SERVICE PHONE|210/307-4000| |WARRANTY|36 mo./36,000 mi.| |ENGINE & DRIVETRAIN| |ENGINE|air/oil-cooled, four-stroke opposed-Twin| |BORE & STROKE|99.0 x 70.5mm| |DISPLACEMENT|1085cc| |COMPRESSION RATIO|11.3:1| |VALVE TRAIN|sihc four valves per cylinder, threaded adjusters| |VALVE-ADJUST INTERVALS|6000 mi.| |CARBURETION|fuel injection| |OIL CAPACITY|4.3 qt.| |ELECTRIC POWER|700w| |BATTERY|12v, 19ah| |CHASSIS| | WEIGHT: | | |TANK EMPTY|513 lb.| |TANK FULL|541 lb.| |FUEL CAPACITY|4.8 gal.| |WHEELBASE|58.1 in.| |RAKE/TRAIL|25.0º/3.9 in.| |SEAT HEIGHT|32.0 in.| |GROUND CLEARANCE|7.6 in.| |GVWR|992 lb.| |LOAD CAPACITY (TANK FULL)|451 lb.| |SUSPENSION & TIRES| | FRONT SUSPENSION: | | |MANUFACTURER|Showa| |TUBE DIAMETER|35mm| |CLAIMED WHEEL TRAVEL|4.3 in.| |ADJUSTMENTS|rebound damping| | REAR SUSPENSION: | | |MANUFACTURER|Showa| |TYPE|single shock| |CLAIMED WHEEL TRAVEL|5.1 in.| |ADJUSTMENTS|rebound damping, spring preload| | TIRES: | | |FRONT|120/70 ZR17 Dunlop D205 Sportmax| |REAR|170/60 ZR17 Dunlop D205 Sportmax| |PERFORMANCE| |1/4 MILE|11.82 sec. @ 114.97 mph| |0-30 MPH|1.5 sec.| |0-60 MPH|3.5 sec.| |0-90 MPH|6.9 sec.| |0-100 MPH|8.4 sec.| | TOP GEAR TIME TO SPEED: | | |40-60 MPH|3.7 sec.| |60-80 MPH|4.0 sec.| |MEASURED TOP SPEED|139 mph| |ENGINE SPEED @ 60 MPH|3397 rpm| |FUEL MILEAGE| |HIGH/LOW/AVERAGE|48/40/43 mpg| |AVG. RANGE INC. RESERVE|204 mi.| |BRAKING DISTANCE| |FROM 30 MPH|34 ft.| |FROM 60 MPH|137 ft.| |SPEEDOMETER ERROR| |30 MPH INDICATED|29 mph| |60 MPH INDICATED|60 mph|
Priced above $125,000, the Z8 used an all-aluminum build for its structure, and hosted the Z62 4.9-liter V-8 engine under its hood. Good for 400 horsepower, the Z8 was a quick car, hitting 60 mph from a stop in the low-to-mid four-second range. The Z8 was also very well balanced, clocking in with 50/50 front-rear weight distribution thanks to the V-8 engine’s mounting position behind the front axle, effectively making it a front-mid-engined car. The BMW Z8’s top speed was limited to 155 mph.
Two engine variants are available – a 2.0 litre 3ZR-FAE with Valvematic paired to a Super CVT-i transmission, and a Prius -sourced 2ZR-FXE 1.8 litre hybrid powertrain. The latter claims a class-best fuel efficiency figure of 23.8 km per litre, while the standard petrol model does 16.0 km/l. Both better the Serena S-Hybrid and Biante SkyActiv’s figures of 15.2 km/l and 14.8 km/l respectively.
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Stuck atop the dash is BMW’s wide aspect ratio iDrive screen, which measures 6.5-inches in standard form, or 8.8-inches with the optional navigation system thrown in — which looks like a large tablet is about half-buried in the dash. We like the look; others will find it annoying that the screen doesn’t recess into the dash when not in use. Either way, the latest version of iDrive is the best yet, and is surprisingly easy to use — for most ordinary functions, at least. If you want to be a power user, get used to digging through menu trees, just like nearly other complex infotainment system on the market.
You have probably noticed that Indians prefer riding motorcycles to big vehicles (like Prado and Landcruiser) when running their daily errands – a custom they have carried with them from India. This is largely because motorcycles consume very little fuel compared to cars. Well, with the Japanese-made FunCargo, you can try to emulate the Indian saving spirit but without the hassle a boda boda comes with.
“We wanted people to know it’s part of our Hyundai lineup,” Mike O’Brien, Hyundai’s vice president of product and corporate planning, said of the Genesis. “On the other hand, people who buy premium vehicles want to feel special and have a premium experience.”
Two things come to mind here. First off, BMW is slowly working at making the F30 3 Series’s steering better. I haven’t had one of these up on a lift, but I’m told that the car’s front suspension was quietly and recently redesigned, and that those changes were blended into production with the goal of improved steering feel. Interesting—that had to have been an expensive change, and major technical revamps like these so early on during a product cycle aren’t common. Munich doesn’t often admit to making mistakes, and that definitely qualifies. Our test car has the old-style suspension, but it does have a re-tuned electric power steering system. It seems heavier, and it builds feel under load in a much more linear fashion. Translation: progress. Still not great, but progress.
The fourth-generation 1991-1994 Tercel was offered only as a two-door or four-door sedan, with the hatchbacks of earlier generations gone from the lineup. The 1.5-liter engine continued, rated at 94 hp, and again powering the front wheels through a four- or five-speed manual gearbox or a three-speed automatic transmission. For 1993, the Tercel added a driver’s side airbag as standard equipment–its first ever–and optional anti-lock brakes, as well as a mild styling upgrade comprising new front and rear fascias. Trim levels on the Coupe were base and DX, while the Sedan model was offered in DX or high-level LE trim that included color-keyed bumpers, a folding rear seta, and full wheel covers.