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Archive for August, 2018

How Not To Use Your Phone In Your Car

Don’t stop reading and decide that this post isn’t relevant to you because you’re not one of those social media-obsessed millennials. The fact is that it’s not just teens and twenty-year-olds that get distracted by that beeping phone when they ought to be concentrating on their driving.  The problem seems to be common to all age groups. In the US (and possibly also here in Australia), it’s busy middle-aged people who are the most likely to be busted using their phones illegally while driving.

You’re going to have to break yourself of that habit of just taking a quick look at your phone to see what it’s notifying you about.  You know that it’s not safe and you know that the potential consequences go way beyond just getting busted and slapped with a fine.  To help you kick the habit, here’s a few things you could try to help you get out of the habit of checking texts, posts and calls while you’re driving.

(1) Analyse your excuses. Ask yourself why you feel that (a) you need to take a look at your phone right now and (b) why the law (yes, the law) about not looking at your phone when you’re driving applies to you.  Perhaps some of these sound familiar…

  • It could be important/urgent.
  • I’m a good/experienced driver and I know what I’m doing, not like those teenagers who are always on their phones.
  • The road’s not that busy right now.
  • I could miss out on bagging that new client/job/contract.
  • I’m only taking a quick look to see who it’s from.
  • I was at a red light so it’s OK.
  • I was just looking at the time.
  • I’m just looking at a photo.
  • I’m just taking a photo.
  • I’m perfectly capable of multitasking.
  • I’m trying to identify the song on the radio with the Shazam app.
  • I can text without looking at the keys/screen.

The cops have heard them all before…

Honestly, there isn’t a text, post or call that isn’t so urgent that it can’t wait 10 seconds while you find a place to pull over safely.  Yes, even that call that you need to make to secure that business deal – and if you were in the middle of a conversation that important, you shouldn’t have got behind the wheel in the first place.  The same goes for the text or call to the family or the boss to say that you’re running late – a few seconds later won’t make that much difference to them or you, but an accident while driving distracted will make a huge difference.

(2) Go cold turkey. As part of your pre-driving routine (closing the door, adjusting your seat if needed, putting on your seatbelt, starting the engine), either switch your phone off or put it in the back seat on the passenger side where you can’t reach it. Then you’ll either not know that you’re being notified or you’ll hear the beep but not be able to do anything about it until you can stop and reach the phone.  In the case of being able to hear the notification, you will probably find that the urge to respond instantly will pass after a few seconds, or at least a few minutes.

(3) Get an app. There are quite a few apps on the market that will autorespond for you if someone tries texting or calling while you’re driving. OK, you have to activate the app but this can easily become part of your pre-driving routine.  These apps might be marketed at teens and the parents of teens, but they work for everybody, just like the laws of the land and the laws of physics.

(4) Mute it. If you can’t hear the notification, you won’t be tempted to respond when you shouldn’t.  So mute your phone and don’t even have it on vibrate.

(5) Go offline. An awful lot of beeps and pings your phone makes are notifications from social media and emails.  The trouble with quite a few phones (at least it’s the case with mine) is that the notification for a text is the same as a notification for an email or an update.  Avoid quite a lot of temptations by going offline.

(6) Send a text before you drive.  Most of the texts and calls you receive are likely to be from your most important five contacts (probably family members, best friends and immediate work contacts).  Send them a group text telling them that you’re about to start driving (and maybe about how long you’ll be on the road) and they probably won’t send you anything for that period.  Again, this will dramatically cut down on the notifications tempting you.

(7) Enlist a passenger.  It’s kind of like the years B.C. (Before Cellphones) when the person in the front passenger seat had the job of reading the map for the driver. In this case, the front passenger becomes the official communications officer who will check the phone for you and tell you who it’s from, then (if necessary) opening the message and reading it out, and maybe typing out the reply you dictate.  Checking the identity of the sender before opening the message is a smart move if you and your significant other are in the habit of sending each other raunchy texts so your 10-year-old or your co-worker doesn’t suddenly end up being on the receiving end of way too much information.

Come on now – no more excuses!  Which of these steps are you going to try? http://credit-n.ru/about.html

Lamborghini Aventador SVJ Unveiled At "The Quail".

There are car shows and there are car shows. And then there is “The Quail – A Motorsports Gathering“, possibly the world’s premium display of new and classic automobiles. Held as part of the Monterey Car Week in California, where brands use the event to showcase the latest in development, Lamborghini has this year done so to showcase the latest in the Aventador family. Labelled the SVJ, which comes from Superveloce and Jota, it’s already conquered the Nürburgring-Nordschleife with a time of 6:44.97 for the 20.4 kilometre circuit. Fast is the word, as in get in fast, as Lamborghini will limit production to just 900 units worldwide.

Even more limited is the SVJ63. Built to commemorate the year of 1963, the year Lamborghini was founded, just 63 will be made. Featuring an extensive use of carbon fibre, the SVJ63 also has added aerodynamic bodywork to take advantage of the updated 770hp V12. Here’s what will be available.

Drive: all wheel drive and all wheel steering.
Speed: 0-100 km/h 2.8 seconds. Top speed over 350 km/h.
Power: 770hp/566kW, 8500rpm.
Torque: 720Nm, 6750rpm.
Transmission: seven speed auto.
Body: a wider front bumper, integrated side fins, new air intake, and ALA, Lamborghini’s Aerodinamica Lamborghini Attiva, their active aero package. The front splitter has been visually disconnected from the body, providing a floating look to the part. A scallop in the bonnet aids in airflow re-direction, improving both drag and downforce. The rear wing with new winglets, valance, and larger side air intakes combine with a redesigned under-tray to provide, along with resculpted roof panels, a 70% better contribution to the overall change in downforce.
Extra bodywork: a redesigned engine cover with a Y motif is manufactured from carbon fibre and can be removed easily thanks to motorsport style quick release clips.
Wheels:‘Nireo’ superlightweight alloy with optional ‘Leirion’ aluminum rims with ‘Y’ and hexagonal details will be available.

Active assistance: ALA is now version 2.0, which incorporates the bodywork changes and updated software to take into consideration the extra driving ability. Flaps and vents in the bodywork are moved via the ALA programming, with “On” opening the front flaps, reducing air pressure, and directing airflow underneath the SVJ. “Off” closes flaps at the rear and allows the massive erar wing to do its job unassisted. There’s also directional channels in the wing’s horizontal surface to assist in high speed cornering.Lamborghini Dinamica Veicolo Attiva 2.0 (LDVA 2.0) activates in under a half second with input from external sensors. This includes activating the ALA system in the wing depending on the direction of a turn, increasing downforce and traction on the inside wheel. This has the added effect of reducing load transfer.

Engineering Tech: new titanium intake valves and the cylinder head has been modified to assist the air flow coefficient. The suspension has better mechanical and aerodynamic grip, and a revamped stabiliser bar has an extra fifty percent stiffness compared to the SV Aventador. Lamborghini’s Magneto Rheological Suspension (LMS) has been recalibrated for better sensitivity and partners with the rear wheel steering for even more precise handling. The front end has been recalibrated as well, with more feedback and precision engineered in.
With the better overall chassis structure and handling, the drive train’s torque split system also needed work. There’s an extra 3% of the torque available now being sent to the rear end as a result. To take even more advantage of these, high spec Pirelli P Zero Corsa has been developed and fitted.

Deliveries are due to start in early 2019 with prices: Europe: EUR 349,116.00 (Taxes Excluded ), UK: GBP 291,667.00 (Taxes Excluded ), USA: USD 517,770.00 (GGT Included), China: RMB 7,559,285.00 (Taxes Included), Japan: YEN 51,548,373.00 (Taxes Excluded ).

Update: prices were released for Australia and New Zealand on August 31st, and they’re sure to raise eyebrows. AUD 949,640 (including taxes) + on road costs with New Zealand: NZD 818,864 (including taxes) + on road costs.

http://credit-n.ru/calc.html

2019 Holden Colorado LTZ

Holden‘s Colorado is a solid competitor in the 2 and 4 wheel drive ute market, Up against the Ford Ranger, Toyota HiLux, and Nissan Navara it provides a worthy alternative, especially in the three key areas: payload, torque, and towing. We drive the four door 4WD capable LTZ and visit a hidden secret in the massive and beautiful Megalong Valley.The Colorado has a 2.8L diesel engine. Badged Duramax it has a peak power output of 147kW at 3600rpm, but it’s the 500 torques from the twin cam four valve engine that’s the appeal.That’s an an eminently useable 2000rpm for the auto, with 440Nm available for the manual versions. Tank capacity is 76L and unfortunately it’s needed. The 5361mm long machine is no lightweight with a gross vehicle mass of 3150kg and a kerb weight of 2128kg with economy finishing on a surprisingly high 11.1L/100km.Being a smallish diesel that 500Nm is pretty impressive. Consider the 3.2L diesel in Ford’s Ranger, that’s 470Nm and the same kilowattage. Nissan’s Navara produces 450Nm across the range of 1500-2500rpm. The smoothness of the drive-train is also impressive, with only a few hints of indecisiveness under way, and it holds gears on long downhill runs. It’s a reasonable puller on and off road, with tarmac drive manners subtle, restrained, and perhaps just a little slower than likeable off the line. Mid-range drive is understandably better and there’s a smooth progression though the gears, albeit with more noise up front than some others.Take it off road, onto some unsettled and rutted limestone style tracks, with gravel and marble sized coverings such as that found on the entry road to the beautifully located Dryridge Estate. This is at the far southern end of the Megalong Valley road, a twenty or so minute drive from Blackheath in the western fringes of the Blue Mountains. It’s a surface that needs the Colorado in 4WD to alleviate a loose tail end as in 2WD a loss of traction was not uncommon. 4WD High Range solved that and instantly the confidence level of the LTZ Colorado improved. Blind, tight, turns in 2WD had the pucker factor dialed up, but in 4WD the grip level hauled the big machine around and with nary a hint of fuss. For low range work a centre console dial is all that is needed. As there’s a proper mechanical transfer case on board the Colorado must be stationary before engaging 4WD low range though.The Colorado LTZ has the typical spongy ride of a 4WD capable ute, not least in part thanks to the big rubber underneath. Bridgestone and Holden have had a long relationship and the Dueler H/T 235/60/18 is no stranger to the brand. The relatively high sidewall and softish compound add extra bounce and also does aid absorption of some of the smaller ruts and ripples found on tarmac and these gravelly surfaces.The steering ratio and the feel itself are better tuned than some others. Mitsubishi’s Pajero Sport stands out as one with a more rubber cord twisted feel left to right and back. The Colorado is more agile and nuanced in its feel. On the run down to Dryridge Estate the need for a tighter ratio and feedback is crucial. The road is shrouded in shadow for most of the day and some of those coat the more difficult to negotiate turns downhill. Here that response time and need to have a communicative steering is important and the Colorado LTZ delivers. On the gravel into Dryridge Estate the steering provided plenty of feedback too, with some of the ruts grabbing the front tyres and with the lack of freeplay the steering lets the driver know.Sadly it’s inside where it doesn’t. It’s generic GM and it’s frankly boring. The switchgear, the texture to the plastics, the reflection of the upper dash into the windscreen, and the driver’s binnacle are all without appeal. A word in certain levels that suits is “meh”. The seats are covered in cloth and the weave is a dullish dark grey print. The steering wheel is slabby and isn’t helped by the muted tones of the rest of the interior trim. The dual zone climate control controls look the same as any in the GM family, but there are a couple of upsides. There’s Digital Audio Broadcast radio, otherwise known as DAB. The tuner in the LTZ performed well compared to others, with its sensitivity to the digital signal quite high. Sound quality was also good and the equalf of of some more expensive vehicles through the multi-speaker system. There’s also a plus for the amount of leg/head/shoulder room, app connectivity via Apple CarPlay and Android Auto, and the embedded apps too.There’s a soft tonneau cover fitted to the test car, and it’s a simple hook and loop system to remove or fit. The tub itself is huge and at 1790mm long, 1122mm wide between the arches, it’ll be capable of holding enough cargo to suit many applications. Towing is also class leading at 3500kg. Colour range is reasonable with the test car clad in Absolute Red, with silver, black, blue, white, silver, and a brown called Auburn Brown available.

Safety isn’t overlooked and it’s a solid list from the Colorado LTZ. Forward Collision Alert, Lane Departure Warning, seven airbags including drivers knee kick it off. Tyre pressure monitoring is here as is the full traction control suite of electronic assistance programs plus front and rear park assist. Reverse camera at the rear and LED driving lights up front add to the safety factor. It’s family friendly with ISOFIX seat mounts too. Other family items such as a rear seat passenger friendly 12V socket, driver’s foot rest, and keyless remote start are welcome additions.

At The End Of The Drive.
At the time of writing Holden are offering a drive-away price of $49,990 for the Colorado LTZ. That’s for the manual version. It’s $51,990 for the auto version as tested. There’s also a five year and unlimited kilometre warranty to back that up. Five years worth of roadside assistance is included. The first seven services are set at a capped price. There’s some serious incentives to get into the Colorado range and the LTZ in particular. It’s a good enough drive, a tad thirstier than expected, and is seriously let down by the interior. Being a world car it has to appeal to many different markets and here is where Holden is up against getting the interior to look more appropriate for our tastes. Check it out for yourself by going to the Colorado info page http://credit-n.ru/business-kredit.html

Australia Has A New Motorsport Category.

Australia’s motorsport history is rich, diverse, and populated with plenty of examples of home grown thundering machines. There’s been inspiration from overseas and perhaps none more well known than the Formula 5000 series that ran in various parts of the world. There was the Tasman series, a yearly duel on track between Australia and New Zealand with the F5000 cars. But after a lengthy spell in the garage and a couple of stumbles in the last couple of years, Australia now has a rebirth of the F5000.

Welcome to our circuits, in 2019, the S5000.

The Super5000 car itself is a stunningly good looking open wheel design, and will be powered by a 5.0L V8 “Coyote” engine sourced from Ford. Australia’s Hollinger will supply the sequential six speed manual transmission, and grip comes from massive rubber front and rear, with the tyres at the powered end measuring seventeen inches in width whilst the front will be measured at twelve inches across. A carbon fibre body, complete with the FIA mandated “halo” comes from the noted French based chassis builder pairing of Onroak-Ligier and Australia’s Borland Racing will be responsible for the engineering and integration of their components into the French supplied parts.

To be run under the auspices of CAMS, the Confederation of Australian Motor Sport, the newly formed Australian Racing Group will oversee the category, with well known and highly respected magazine publisher and former racer Chris Lambden the category manager. The car itself is the brainchild of Chris, with the original Formula Thunder concept eventually morphing into this S5000 vehicle. Part of the expected driver’s appeal for the racing aspect will come from a deliberately restrained aero package, with moderate levels of down-force meaning the driver’s ability is more of the package and not electronically dialed out.Safety, of course, is not overlooked. The aforementioned halo is an integral part of the carbon composite body structure and there’s a solidly engineered floor-pan to add strength and rigidity. Overall length is 4900mm, and the S5000 will roll on a 3000mm wheelbase. They’ll be wide, too, at 1950mm. The engine is a sealed unit, meaning that mechanical tweaks will be zero. Power will peak at 560 horsepower and torque will be 460 ft-lbs (418kW and 624Nm).

Mechanically the power-plant will feature a front mounted drop gear set that will lower the overall engine height. This means the engine can be set lower in the chassis and aid the car’s centre of gravity as part of the handling setup. The Hollinger transmission will be a transaxle, with the outer structure also housing suspension mounting points and shock absorption.The actual racing calendar is yet to be confirmed however updates can be sourced by registering at the S5000 website.
(Images courtesy of the ARG, S5000.com.au, and SS Media) http://credit-n.ru/forex.html