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Bikes

VIDEO: 2020 Triumph Rocket 3 R has no table manners – paultan.org

Some paultan.org readers might remember a BMW Motorrad video at the launch of the S1000RR from 10 years ago which showed a tablecloth, pulled by the super bike, yanked out from atop a banquet table, leaving the dinner setting in place. The video above is Triumph’s attempt to replicate the trick, this time using the tremendous torque from the 2020 Triumph Rocket 3 R.

Showing that absolutely no fornications were given, a small table setting, complete with glasses of wine and fine crockery, is comprehensively destroyed by the action of the Rocket 3 R pulling away the table cloth. The video ends with the words, “no table manners.”

As the successor to the previous generation Rocket 3, the current model Rocket 3 R comes with a 2.5-litre, inline three-cylinder mill, set longitudinally in the frame. While the Rocket 3 produces 167 PS at 6,000 rpm, what is astounding is the torque number, 221 Nm at 4,000 rpm.



Hinckley’s power cruiser also comes in a Rocket 3 GT variant that has taller handlebars for a more upright riding position compared to the Rocket 3 R’s flatter bars. Weight has taken a beating on the Rocket 3 as well, with a claimed 249 kg dry weight versus the rather porky 362 kg of the previous model.

The Rocket 3 has a seat height set at a low 773 mm, with adjustable foot controls to suit rider ergonomics. The Rocket 3 R has mid-mounted controls that are adjustable vertically in two positions while the Rocket 3 GT has three foot forward control positions and an adjustable pillion backrest.

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Auto News

230 HP Mazda 3 Coming for the GTI?

Although not explicitly a performance version, the much-anticipated Mazda 3 turbo will give the new Mazda 3 a welcome boot in the root when it comes to performance. And thanks to a video uploaded too soon(?) by Mazda Mexico, we now have some specs on the compact hatch.

The headline, of course, is that the 2.5-liter four-cylinder turbo will be making a satisfactory 227 hp and an impressive 310 lb-ft of torque. The Mk8 GTI will make 14 more hp (241), but 37 fewer lb-ft of torque.

The video makes no mention of a manual model, but the standard 3 is offered with a standard transmission, so a manual turbo doesn’t seem impossible.

It will also come with 18-inch aluminum wheels, a 12-speaker Bose sound system, Apple CarPlay and Android Auto and fine leather seats. The Mk8 GTI is supposed to be a tech showpiece, so the Mazda 3 won’t run away with the tech, but Mazda is focusing on premium. As a result, the 3 may be more of a competitor for the Golf R, when it comes to interior styling.

Unfortunately, it’s hard to determine what the 3’s price will be at this point since this is a video from a different market. As a car that kind of straddles the line between the GTI and R, though, it’ll be interesting to see if the 3 finds its niche or if it struggles to thread the needle.

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Car Reviews

New 2021 Citroën ë-C4 Offers 350 Km (217 Miles) Of WLTP Range

This is the first C-segment (compact) product created over the e-CMP platform.

Berline is the word the French use for sedans. What would you call the new ë-C4, a hatchback or a sedan? Citroën defines it according to the language its press releases are meant to. The English version defines it as a hatchback. The French text names it a “berline.” Whatever you call it, this is the first C-segment car built over the e-CMP platform.

Joking aside, we know “berline” became a word that defines almost any car in French, but its original meaning was related to the most famous three-box type of vehicles for sale. Perhaps the idea is to have something challenging to define correctly. It is worth remembering the Tesla Model S is considered as a sedan, even presenting a hatch.

With a wheelbase of 2.67 m (105.1 in), the compact ë-C4 is 4.36 m (171.7 in) long, 1.80 m (70.9 in), and has a 380 l (13.4 ft³). Despite its crossover looks, the ë-C4 is low: only 1.53 m (60.2 in) tall. That is only marginally taller than the former C4, which was 1.49 m (58.7 in) tall and precisely the same height as the C4 Cactus, which it replaces.



Being longer and lower than its e-CMP platform brothers – such as the Peugeot e-2008 and the Opel Mokka-e – it manages to get more range of the 50 kWh battery pack they all have probably by offering a lower air drag coefficient.

Instead of the 322 km (200 mi) of the Opel and 310 km (193 miles) of the Peugeot, the Citroën offers 350 km (217 mi), always under the WLTP cycle. When you compare the metric system numbers, that is an 8 percent improvement over the Mokka-e and 11.4 percent over the e-2008. Remember, we are talking about a larger vehicle.



The battery pack is not the only thing these three EVs share. They also have the same 100 kW (134 hp) motor and the same governed top speed of 150 km/h (93 mph). Think about them as three different packages for the same filling. Pricing will probably define which one will make most fillings leave the shelves, but the ë-C4 has a very good shot with its more extended range and crossover-like style.

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Car Reviews

Project CARS 3 Developer Blog Explains New Tire Physics, Confirms Pit Stops Are History

With just two months to go until Project CARS 3 arrives on our consoles and PCs, Slightly Mad Studios has started a developer blog to give some insight into the game.

The blog essentially consists of a group of important studio figures discussing one aspect of PC3. We don’t know how many SMS has planned, but that fact that the first article there is “#1” is a pretty good sign that this is due to be a reasonably lengthy endeavour.

For the first entry, the developers are talking about tire physics. It’s an interesting and somewhat technical read that certainly addresses player concerns about whether the simulation model underneath PC3 is diminished from PC2. The upshot is that it isn’t, but the blog post does confirm one particularly contentious detail that fans brought up during the first gameplay video earlier this month.

First the good news. PC3 will continue to use the tire model that SMS has previously developed for the first two games. The studio calls it “Seta”, and it’s actually three different simulations working together. Seta models the exterior carcass of the tire separately from the main bulk, with a third layer between them. The outer layer is 30μm thick, and both heats and cools very quickly. Beneath that is a 0.5-1.0mm layer that takes longer to dissipate heat, with the bulk of the tire even slower to heat up or cool down.

For Project CARS 3 that final layer now behaves differently. Rather than acting as an enormous heat sink, the “bulk” layer now has a fixed condition — which is always optimal. That means that in PC3 tires won’t wear down, and with neither tire wear nor fuel consumption, the game has no need for pit stops.

Nick Pope, the principal vehicle handling designer, explains that this is a conscious decision to make PC3 more about actual driving and less about engineering tactics

“By removing tyre wear and fuel usage, we could in turn remove pitstops, which resulted in much closer and more consistent racing. Thus, the whole process of getting to the part that matters most — the actual racing and driving of these amazing cars and their upgrades — became a far easier and more streamlined affair.

“All these game design decisions have had great results in terms of the racing — with the tires at their optimal range all the time and fuel at optimal load, there is no break in the action to stop for more fuel or new rubber. It’s pure racing action, and it’s just made Project CARS 3 into a much better racing-driver experience.”

That appears to be a definitive line in the sand for PC3. Much of what the developers discuss in this blog article centers on removing any distractions from the job of just driving a car flat out — and that includes simplifying certain vehicle settings options. It certainly won’t come as welcome news to players who enjoy the tactical aspects of endurance racing.

You can read the blog’s first entry right here — and let us know in the comments what you think of this particular design choice.

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Categories
Auto News

Mazda Teases Turbocharged 3 Teased Prior to July 8th Reveal

The Mazda3. You know it by now. It’s a competent compact car that’s handsome, well-appointed, and missing just one thing: Some legitimate speed. Or as Mazda’s one to say, “zoom zoom.” Luckily, that’s all about to change. Mazda just dropped a 13-second teaser that hints at the next powertrain for its small car.

We won’t have to wait that long, either. The video teases the date July 8, 2020, which surely marks the day Mazda plans to reveal the latest addition to the 3 family. The Mazda 3 hasn’t had a turbocharger bolted to its engine since the 2013 model year—the final year of production for the Mazdaspeed3. Since then the car’s stuck to a naturally aspirated engine lineup in the United States.

Mazda has said on many occasions it has no intention of bringing the Mazdaspeed name back, so don’t expect the new turbo 3 to appeal to performance junkies. Instead, we’ll likely see the turbocharged 2.5-liter four-cylinder of other Mazda products plopped under the hood of the 3. There’s no word on how much power it will make, but we speculate output will land somewhere between 230 and 250 hp. That’s more than the upcoming Golf GTI’s 241 hp and should really put a little pep in the Mazda3’s step.

We aren’t sure if Mazda plans to pair a manual transmission to the 3’s turbocharged engine. That said, we wouldn’t bet on it. In fact, it’s likely this engine will feature in an automatic-only, top-of-the-range Premium Plus trim.

See all 23 photos

We’re excited by two things here: First, the 3 is finally getting a turbocharged powerplant after several years without one. Second, we’re hopeful tuners will have the freedom to further up the Mazda3’s power output. With a few mods, consumers may just manage to build the Mazdaspeed3 successor Mazda won’t.

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Categories
Racing

Petrucci joins Tech 3 as Oliveira secures KTM promotion

KTM has officially announced that Danilo Petrucci has signed for the Austrian marque to join Tech 3 for 2021, with Miguel Oliveira promoted to the factory team.

Petrucci confirmed earlier this month that he would be leaving Ducati at the end of this season, and was reported by Italian press to have visited KTM with his manager last week.

Though his manager initially stated only discussions had been held, and that they were “positive”, it soon transpired that a deal between KTM and Petrucci had been signed. 

However, at the time, it appeared as if Petrucci would be joining the works KTM team. 

Instead, Petrucci will join Tech 3 alongside Iker Lecuona, with Oliveira moving up to the factory squad alongside Brad Binder.

“It gives me great pleasure to stick these four hungry guys together for our MotoGP program,” KTM boss Pit Beirer said. 

“Brad and Miguel have a productive working relationship and have shown the talent and the desire to win races through all stages of grand prix.

“We believe they have the determination necessary to push our MotoGP project forward.

“The same goes for Red Bull KTM Tech3 where we’re happy to bring Danilo into the family.

“His experience counts for a lot but we’re also banking on a rider that is committed and with the right attitude. 

“We believe he still has something to show in MotoGP. On one side we are investing in MotoGP front-runners ‘of the future’ but they could easily become stars already in 2021 and that would be exciting to see.

“We have two set-ups but really it is one big team with all four athletes on the same bikes and with the same possibilities. 

“Our riders’ development and success will be a great KTM story and it will taste even sweeter to take these guys to new heights in such a tough competition.” 

Petrucci made his MotoGP debut back in 2012 on the uncompetitive Ioda CRT package, before joining Ducati’s ranks in 2015 at Pramac. 

Becoming a works-supported rider at Pramac in 2018, Petrucci was chosen to replace Jorge Lorenzo at the factory Ducati squad last year and managed to secure his debut victory at the Italian Grand Prix. 

Oliveira will take Pol Espargaro’s place at KTM next year, after it was first revealed by Motorsport.com that he will join Marc Marquez at Honda in 2021. 

The Portuguese rider turned down the offer to replace Johann Zarco at KTM’s works team for this year, though felt aggrieved when the Austrian marque picked Brad Binder instead. 

Petrucci’s place at Ducati has gone to former Pramac teammate Jack Miller, while Andrea Dovizioso looks set to agree a new deal with the Italian marque despite negotiations having been slow owing to a disagreement over salary.

At Pramac, KTM Moto2 frontrunner Jorge Martin is set to make his MotoGP debut with the Ducati satellite team, with Francesco Bagnaia expected to keep his place. 

Miguel Oliveira, Red Bull KTM Tech 3

Photo by: Gold and Goose / Motorsport Images

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