2017 Hyundai Santa Fe Top Speed

2017 Hyundai Santa Fe Top Speed

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2020 Hyundai Santa Fe Limited

Quartz White, Black/Beige, 2.4L Inline-4 Gas (185hp), Automatic, FWD

• Quartz White

• Black/Beige

• 2.4L Inline-4 Gas (185hp)

• Automatic

• FWD

Jenkins Hyundai Ocala

1602 SW College RD, Ocala, FL

2019 Hyundai Santa Fe Limited

white, 2.4L Inline-4 Gas (185hp), Automatic, FWD

• white

• 2.4L Inline-4 Gas (185hp)

• Automatic

• FWD

Inver Grove Hyundai

1290 50TH Street East, Inver Grove Heights, MN

2019 Hyundai Santa Fe Limited

Quartz White, black, 2.4L Inline-4 Gas (185hp), Automatic, FWD

• Quartz White

• black

• 2.4L Inline-4 Gas (185hp)

• Automatic

• FWD

Brandon Hyundai

9915 E Adamo Drive, Tampa, FL

2020 Hyundai Santa Fe Limited

Lava Orange, black, 2.4L Inline-4 Gas (185hp), Automatic, FWD

• Lava Orange

• black

• 2.4L Inline-4 Gas (185hp)

• Automatic

• FWD

Hyundai of Las Vegas

7150 W Sahara Avenue, Las Vegas, NV

2020 Hyundai Santa Fe Limited

Stormy Sea, Espresso/Gray, 2.4L Inline-4 Gas (185hp), Automatic, FWD

• Stormy Sea

• Espresso/Gray

• 2.4L Inline-4 Gas (185hp)

• Automatic

• FWD

Jenkins Hyundai Ocala

1602 SW College RD, Ocala, FL

2020 Hyundai Santa Fe Limited

Quartz White, 2.4L Inline-4 Gas (185hp), Automatic, AWD

• Quartz White

• 2.4L Inline-4 Gas (185hp)

• Automatic

• AWD

Bill Dodge Hyundai

118 Pleasant Street, Brunswick, ME

2020 Hyundai Santa Fe Limited

Shimmering Silver Pearl, 2.4L Inline-4 Gas (185hp), Automatic, FWD

• Shimmering Silver Pearl

• 2.4L Inline-4 Gas (185hp)

• Automatic

• FWD

Keffer Hyundai

9010 E. Independence Blvd, Matthews, NC

2019 Hyundai Santa Fe Limited

Twilight Black, Black/Beige, 2.4L Inline-4 Gas (185hp), Automatic, FWD

• Twilight Black

• Black/Beige

• 2.4L Inline-4 Gas (185hp)

• Automatic

• FWD

Sterling McCall Hyundai

10505 Southwest Freeway, Houston, TX

2015 Hyundai Santa Fe Limited

Monaco White, Black, 3.3L V6 Gas (290hp), Automatic, AWD

• Monaco White

• Black

• 3.3L V6 Gas (290hp)

• Automatic

• AWD

Jerry Hunt Supercenter

418 Piedmont Dr., Lexington, NC

2013 Hyundai Santa Fe Limited

Iron Frost, Black, 3.3L V6 Gas (290hp), Automatic, FWD

• Iron Frost

• Black

• 3.3L V6 Gas (290hp)

• Automatic

• FWD

Jim Coleman Toyota

10400 Auto Park Avenue, Bethesda, MD

2014 Hyundai Santa Fe Limited

Monaco White, Beige, 3.3L V6 Gas (290hp), Automatic, FWD

• Monaco White

• Beige

• 3.3L V6 Gas (290hp)

• Automatic

• FWD

Ron Tonkin Hyundai

675 NE Burnside Road, Gresham, OR

2016 Hyundai Santa Fe Limited

Iron Frost, Gray, 3.3L V6 Gas (290hp), Automatic, FWD

• Iron Frost

• Gray

• 3.3L V6 Gas (290hp)

• Automatic

• FWD

Sterling Mccall Chevrolet

17800 North Freeway, Houston, TX

2015 Hyundai Santa Fe Limited

Frosted Mocha, Beige, 3.3L V6 Gas (290hp), Automatic, FWD

• Frosted Mocha

• Beige

• 3.3L V6 Gas (290hp)

• Automatic

• FWD

First Team Toyota

3400 Western Branch Boulevard, Chesapeake, VA

2017 Hyundai Santa Fe Limited

Becketts Black, Gray, 3.3L V6 Gas (290hp), Automatic, FWD

• Becketts Black

• Gray

• 3.3L V6 Gas (290hp)

• Automatic

• FWD

Centennial Hyundai

6200 CENTENNIAL CENTER BLVD., Las Vegas, NV

2013 Hyundai Santa Fe Limited

Monaco White, Black, 3.3L V6 Gas (290hp), Automatic, FWD

• Monaco White

• Black

• 3.3L V6 Gas (290hp)

• Automatic

• FWD

AutoNation Volvo Cars San Jose

4600 Stevens Creek Blvd, San Jose, CA

2020 Hyundai Santa Fe Limited

Calypso Red, Black/Beige, 2.4L Inline-4 Gas (185hp), Automatic, FWD

• Calypso Red

• Black/Beige

• 2.4L Inline-4 Gas (185hp)

• Automatic

• FWD

South Point Hyundai

4610 S Interstate 35, Austin, TX

2019 Hyundai Santa Fe Limited

Quartz White, Black/Black, 2.4L Inline-4 Gas (185hp), Automatic, FWD

• Quartz White

• Black/Black

• 2.4L Inline-4 Gas (185hp)

• Automatic

• FWD

Riverside Hyundai

8001 Auto Drive, Riverside, CA

2021 Hyundai Santa Fe Limited

Hampton Gray, Black, 2.5L Turbo Inline-4 Gas (277hp), Automatic, AWD

• Hampton Gray

• Black

• 2.5L Turbo Inline-4 Gas (277hp)

• Automatic

• AWD

Murdock Chevrolet Buick GMC Cadillac

1955 N Main St., Logan, UT

2021 Hyundai Santa Fe Limited

Hampton Gray, Black, 2.5L Turbo Inline-4 Gas (277hp), Automatic, FWD

• Hampton Gray

• Black

• 2.5L Turbo Inline-4 Gas (277hp)

• Automatic

• FWD

Joe Machens Hyundai

1300 Vandiver Dr, Columbia, MO

2020 Hyundai Santa Fe Limited

Twilight Black, Black/Black, 2.4L Inline-4 Gas (185hp), Automatic, AWD

• Twilight Black

• Black/Black

• 2.4L Inline-4 Gas (185hp)

• Automatic

• AWD

Carvana.com

1123 Cantrell Sansom Road, Blue Mound, TX

2017 Hyundai Santa Fe Top Speed

Source: https://carbuzz.com/cars-for-sale/hyundai-santa-fe-limited

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2015 Arctic Cat Xr 700 Xt Eps

2015 Arctic Cat Xr 700 Xt Eps

Arctic Cat's profilation of this bike

Arctic Cat's famed SpeedRack® II system is now constructed from high-grade plastic with reinforced steel underneath. The TPE rubber coating keeps objects from sliding around. Rated for 100 lbs. carrying capacity on the front and 200 lbs. on the rear.

General information
Model:	Arctic Cat XR 700 XT EPS
Year:	2015
Category:	ATV
Rating:	Do you know this bike? Click here to rate it. We miss 2 votes to show the rating.
Engine and transmission
Displacement:	695.0 ccm (42.41 cubic inches)
Engine type:	Single cylinder, four-stroke
Bore x stroke:	102.0 x 85.0 mm (4.0 x 3.3 inches)
Valves per cylinder:	4
Fuel system:	Injection. EFI
Fuel control:	Single Overhead Cams (SOHC)
Cooling system:	Liquid
Gearbox:	Automatic
Transmission type, final drive:	Belt
Driveline:	2/4 WD + Electric Front Differential Lock. Automatic CVT with EBS, Hi/Lo Range, Reverse and Park.
Chassis, suspension, brakes and wheels
Front suspension:	Double A-Arm
Rear suspension:	Double A-Arm
Front tire:	25/8-12
Rear tire:	25/10-12
Front brakes:	Single disc. Hydraulic
Rear brakes:	Single disc. Hydraulic
Wheels:	Duro 3 Star Kaden Tires. Aluminium wheels. Powder-coated steel wheels on camo.
Physical measures and capacities
Dry weight:	340.2 kg (750.0 pounds)
Overall length:	2504 mm (98.6 inches)
Ground clearance:	279 mm (11.0 inches)
Wheelbase:	1473 mm (58.0 inches)
Fuel capacity:	20.00 litres (5.28 US gallons)
Other specifications
Color options:	Red, camo
Starter:	Electric
Instruments:	Digital
Light:	LED projector headlamps
Carrying capacity:	Front and rear racks. Water resistant compartment.
Comments:	Electronic Power Steering (EPS).
Update specs	Report missing specs or required updates.
Further information
Insurance costs	Compare US insurance quotes from the nation's top providers.
Finance options	Compare US motorcycle loan quotes from the nation's top providers.
Parts finder	Revzilla offers up to 50% off motorcycle accessories. Ships to most countries. Also check out our overview of motorcycle webshops at Bikez.info.
Maintenance	Find parts, fluids. filters, maintenance tools and service manuals at Amazon.com.
Ask questions	Join the 15 Arctic Cat XR 700 XT EPS discussion group or the general Arctic Cat discussion group.
Related bikes	List related bikes for comparison of specs.

Technical issues with this bike Bikez.com has a discussion group for every motorcycle. Here you may find answers to common questions about the model. If you do not find what you are looking for, you can ask questions. Try out the 2015 Arctic Cat XR 700 XT EPS discussion forum. You can sign up for e-mail notifications when other users answer you. If you have information about any technical issue related to this motorcycle, please leave a comment for other riders.

Pictures, trademarks and logos of third parties are the exclusive property of the respective owners. Technical specifications are subject to change without notice. Bikez.com has been developed by ObjectLabs.

2015 Arctic Cat Xr 700 Xt Eps

Source: https://bikez.com/motorcycles/arctic_cat_xr_700_xt_eps_2015.php

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Sea Doo Challenger 180 Top Speed

Sea Doo Challenger 180 Top Speed

Sea-Doo

Toronto Police rescue unit.
Product type	Personal watercraft
Produced by	Bombardier Recreational Products
Country	Canada
Introduced	1968
Related brands	Sea-Doo XP
Markets	Worldwide
Website	www.sea-doo.com

Sea-Doo is a Canadian brand of personal watercraft (PWC) and boats manufactured by Bombardier Recreational Products (BRP).^{[1] [2]} All Sea-Doo models are driven by an impeller-driven waterjet.^{[3] [4]} All Sea-Doo PWC models are currently produced in BRP's plants in Querétaro and Juárez, Mexico. Its Rotax engines are produced at BRP's plant in Gunskirchen, Austria.^[5] In 2016, Sea-Doo had a 45.8% market share among PWC brands.^[6]

History [edit]

1992 SeaDoo XP generation one, the original high performance runabout style PWC.

Bombardier introduced its first personal watercraft in 1968, called the Bombardier Sea-Doo. It was designed and mentored by Clayton Jacobson II, who would later develop the more successful Kawasaki Jet Ski watercraft.^[7] Also heavily involved was Bombardier's Laurent Beaudoin, who was interested in expanding the success of the Ski-Doo snowmobile to the water. Marketed as the "Jet-powered Aqua Scooter",^[8] the original yellow Sea-Doo was 5 feet wide and 7.5 feet long, somewhat resembling a flying saucer. For 1968, it was powered by an air-cooled, 320cc engine with a top speed of 25 mph. Following complaints of overheating and inefficiency, it was replaced for 1969 with a water cooled 367cc engine.^[9] There were common complaints about discomfort from its flat seat and minimally-padded Ski-Doo supplied stainless steel handle bars. After only two years on the market, it was discontinued.^[10]

The Sea-Doo was re-introduced in 1988 as its own brand under Bombardier, signaling a turnaround in the company's declining fortunes.^[1] Annual sales for the Sea-Doo were over 100,000 units in the 1995 fiscal year, at which point the company had captured over half of the personal watercraft market. In 1997 the company earned $212 million on the Sea-Doo.^{[1] [11] [12]}

Models [edit]

There are five categories of Sea-Doo models: Recreation, Tow Sports, Touring, Sport Fishing, and Performance.^[13]

The Sea-Doo jet-powered sport boats included a four-seater Sportster 150 with 155 hp or 215 hp, a four-seater Speedster 150 with 255 hp, a seven-seater Speedster 200 with 310 hp, and a Speedster 230 with space for up to twelve persons. The Wake 200 model was made for wakeboarding and two Challenger models were less sporty and more luxurious: a smaller Challenger 180 and a larger Challenger 210. In 2012, BRP discontinued the sport boat production citing a decline in global sales in the marine industry. This meant the loss of 350 jobs, including most of those at a plant in Benton, Illinois.^[14]

The Sea-Doo Spark which was released for 2014 was aimed to attract new buyers to the decreasing PWC market. This model was in development for eight years and was code-named CAFE (clean, affordable, fun, and easy to use).^[15] It used a unique polytec hull and deck structure to cut costs and weight. The Spark quickly became the best selling Sea-Doo model.^[16]

See also [edit]

• Sea-Doo XP
• Sea-Doo Hydrocross (PlayStation video-game)
• Ski-Doo (snowmobile)

References [edit]

1. ^ ^{a b c} Larry MacDonald (26 November 2012). The Bombardier Story: From Snowmobiles to Global Transportation Powerhouse. John Wiley & Sons. pp. 233–. ISBN978-1-118-48501-9.
2. ^ Hearst Magazines (April 1990). Popular Mechanics. Hearst Magazines. pp. 61–. ISSN 0032-4558.
3. ^ Hearst Magazines (August 1968). Popular Mechanics. Hearst Magazines. pp. 91–. ISSN 0032-4558.
4. ^ "Personal water craft (PWC) companies market share in the United States from 2012 to 2016*". Statistica.
5. ^ "Facilities". BRP . Retrieved 2019-02-19 .
6. ^ "Personal water craft (PWC) companies market share in the United States from 2012 to 2016*". Statistica.
7. ^ Hemmel, Jeff (8 January 2016). "PWC History: The Evolution of Personal Watercraft". Boating Magazine.
8. ^ "About BRP: Heritage". Bombardier Recreational Products.
9. ^ Shaw, Kevin (2016-07-21). "COULD THIS 1970 SEA-DOO 372 BE THE ULTIMATE BARN FIND?". The Watercraft Journal.
10. ^ Johnson, Joel. "INSIGHT: The birth and rebirth of Sea-Doo". Parker Yamaha.
11. ^ Yachting. December 1997. pp. 76–. ISSN 0043-9940.
12. ^ Kevin K. Boeh; Paul W. Beamish (2007). Mergers and Acquisitions: Text and Cases. SAGE. pp. 408–. ISBN978-1-4129-4104-4.
13. ^ "SeaDoo Model Reference History". Jetskiplus.com. Retrieved 31 July 2020.
14. ^ Plueddeman, Chris (2012-09-14). "BRP to Shut Down Sea-Doo Sport Boat Line". Boats.com.
15. ^ Macdonald, Sean (2013-09-18). "Sea-Doo Spark Review: Rides Like a Sport Bike". Ride Apart.
16. ^ Quandt, Adam (1 May 2018). "Personal watercraft sales continue market climb". Boating Industry.

External links [edit]

• Sea-Doo website

Sea Doo Challenger 180 Top Speed

Source: https://en.wikipedia.org/wiki/Sea-Doo

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2015 Lincoln Continental Specs

2015 Lincoln Continental Specs

The Car Connection Expert Review

Editorial Director

June 26, 2017

Likes

• Subtle shape wears big details well
• Cabin strikes in a glamorous direction
• Big thrust from its 400-hp twin-turbo V-6
• High-end leather, audio, and other features

Dislikes

• Lincoln brand all but unknown in this price class
• How will traditional luxury play in a Tesla era?
• Proportions give away front-wheel-drive origins
• Transmission needs more gears, smoother shifts

Buying tip

We've driven the most expensive version of the 2017 Lincoln Continental; we'll file more driving impressions of lower-powered versions once we get some seat time.

features & specs

Black Label AWD

Black Label FWD

GT Convertible

The 2017 Lincoln Continental is a pleasing, contradictory piece that drips with ornate trim, but drives like a more mature MKZ.

The 2017 Lincoln Continental wears a throwback name, and it wears it proudly.

Forget the wan-sounding, wan-looking MKS. "Continental" means big wheels, big chrome, big motor--and that's what the new version delivers.

Offered in Premier, Select, Reserve, and Black Label trim, the 2017 Continental pairs taut handling and a trio of V-6 engines with an opulent, oligarch-friendly cabin.

Review continues below

We give it a 7.7 out of 10, with high marks for features and comfort. (Read more about how we rate cars.)

Today's Continental lands in a thicket of luxury cars with little to no luxury pedigree, cars like the Volvo S90 and Genesis G90. It counterprograms its way into the group by reconstituting its traditional appeal. That means wide shoulders, a long wheelbase, emphatic details, and a formal silhouette. The shape itself isn't particularly expressive; it's more a canvas for a big mesh grille, chromed fender vents, slim LED taillamps, and lovely high-mounted door handles that grace the handsomely ordinary shape.

Like Volvo and Genesis, Lincoln puts its most convincing efforts into the Continental's cockpit. It's stocked with rich materials with a host of unusual touches, the most arresting of which is its heavy use of chrome and glossy surfaces.

A base 3.7-liter V-6 and a twin-turbo 2.7-liter V-6 are offered in the Continental, as is front-wheel drive. We've only been able to sample the top version, which pairs a 400-hp twin-turbo 3.0-liter V-6 engine with a 6-speed paddle-shifted automatic and all-wheel drive with torque vectoring. The Continental feels like a scaled-up MKZ, and that's not a bad thing. Acceleration is quite brisk, though the transmission needs more gears and smoother shifts to match its rivals.

As for ride and handling, the Continental has a very firm feel. Top versions sport 20-inch wheels, adaptive shocks, and adaptive steering. Together they have a taut, sometimes tense driving feel that gives away the front-drive MKZ underpinnings. There's not enough suspension travel to soak up the biggest road flaws, but conversely the Conti steers very well for its size, and feels more nimble that it might.

Riding on a 117.9-inch wheelbase, the big Lincoln sedan squares off against its rivals with ample interior space, and some big comfort talking points. Opt for the 30-way power front seats and you're a half-dozen ways ahead of most other luxury sedans, lesser Continentals included. Dial those chairs in properly and the driving position and support amplify the Conti's sharp road feel. In back the Continental would do well as a livery car (as it will in China, where it'll be sold with a smaller turbo-4). Headroom isn't especially generous but Lincoln will stock it with massaging seats and USB ports and other swank touches. Weirdly, only the more expensive models can fold down their rear seats for access to the 17-cubic-foot trunk.

In addition to excellent crash-test scores, the Continental has standard knee airbags and a rearview camera. Reserve and Black Label cars are the only ones to offer today's most advanced safety technology, including forward-collision warnings, adaptive cruise control, surround-view cameras, and blind-spot monitors.

All models come with power features; cruise control; automatic climate control; AM/FM/XM audio; the Sync3 infotainment interface; and wood trim. Other features such as leather, high-end Revel audio, and a twin-panel sunroof come either as options or standard features on the pricey models. The base Continental Premiere's $45,485 sticker balloons to more than $80,000 in Black Label trim with all the boxes ticked, a price that overlaps the more satisfying versions of the Mercedes E-Class and Audi A6.

We can't imagine many shoppers crossing those streams, though.

The 2017 Lincoln Continental is a return to form for the brand, which is to say it's smart, but familiar.

Lincoln's attempts at a daring look for the latest Continental haven't gone for naught. It's attractive and balanced, with a dose of glitz that suits its proportions.

We give it a 7 out of 10 for styling. It's above average inside and out; we hedge on whether the exterior is distinctive enough, given that its proportions and details aren't breaking any new styling ground. (Read more about how we rate cars.)

Take a look at designs from Volvo and Mercedes in this price class and you might be vexed, too. Those cars have expressive, sensual appeal beyond their more elaborate details. For the Continental, it's the details that liven up a broad-shouldered and good-looking skin that's a bit above generic. Erase the Conti's mesh grille, fender vents, slim rear lamps, and lovely high-mounted door handles, and what's left is handsome but familiar.

Lincoln's struggled for a decade or more, veering between huge winged grilles and globally anonymous looks; it's better off striking back in its traditional direction, as it does here, but the proportions of this car are a dead giveaway for its front-drive origins.

The cabin sticks its landing, though it's sensitive to trim-package choices. Premiere and Select models don't have the same degree of trim contrast or the same fine hides and stitching, and look more pedestrian. They do have the artsy typefaces and black-screen gauges as higher-end versions, but there's nothing here as stark as a lower-end CT6.

Opulence is back in vogue on the most expensive Continentals. Black Label version unleash the chrome and brightly finished, highly grained wood trim that's been hidden in a back room in Dearborn for most of the past two decades. (It's fascinating to watch the German brands aiming for a similar look, Mercedes in particular.)

Choose the Chalet look and go full oligarch if you must—we're more fans of the subdued Rhapsody theme. No matter which you pick, the Continental is less a place for reflection than for reflectivity, what with all its glassy digital displays, glossy wood panels and shiny metal flourishes.

Review continues below

The 2017 Lincoln Continental leaves the sleepy cruisers of yesteryear in the rearview mirror.

The Continental straddles the performance border between luxury liner and even-tempered sedan. It's no 60s-style classic cruiser. Temperamentally, its closest kin is the Continental Lincoln used to sell in the 1990s, the Taurus-based front-driver.

We give it a 7 out of 10 for performance. After long drives in the top-flight model, we award it extra points above our median for its high-output engine (we haven't driven the others yet) and its steering. We deduct a point for its 6-speed transmission that's simply behind the times. (Read more about how we rate cars.)

The new Continental draws power from one of three engines. A base 3.7-liter V-6 puts out 305 hp; a twin-turbo 2.7-liter V-6 is rated at 335 hp. Both come with a choice of front- or all-wheel drive; both mate to a 6-speed automatic transmission.

The strongest Continentals get their pull from a 400-horsepower twin-turbo 3.0-liter V-6 engine that powers all four wheels through a 6-speed automatic transmission. It spools out quiet performance at top of the range, in an unexpectedly powerful rush. We'd estimate its 0-60 mph runs at 6 seconds or less, tremendous power that's pinned a little to the mat by the Continental's heft, somewhere north of 4,250 pounds.

Its push-button automatic doesn't do it many favors, either. Shifts aren't always as smooth as the luxurious surroundings would suggest, and though there are paddle shift controls, there are fewer gears than almost every main rival--G90, CT6, LS460. (The Black Label models have a real shift lever, but it's an electronically controlled hollaback to an era gone by.)

Today's Conti is taut, firmly suspended, and quick to steer like the smaller Fusion/MKZ that share its fundamentals. Ford's adaptive steering uses motor assist at the steering wheel to make parking-lot maneuvers a single-finger affair (not that one), while boost at speed feels about as natural as that on the MKZ and Fusion—good, according to our paws. The top Conti's all-wheel-drive system has simulated torque vectoring; it clamps an anti-lock sensor on an outside front wheel to tighten its cornering line. Despite its heft and long wheelbase, the Continental feeds back lots of useful driving information.

It doesn't offer a hugely cosseting ride, but we still like the Lincoln's very firm ride. The Continental's suspension design slots in adaptive dampers on most models--not magnetic or air shocks, but a simpler type that gives it a reasonably wide range in ride quality. It's not blessed with a lot of travel. On poorly surfaced Michigan roads, the Conti ran out of damping range and passed lots of big-bump ride motions into the cabin. Toggling the Conti through its Comfort and Sport driving modes, it was able to deal with smaller bumps with lots of loose shock control--and on well-maintained roads, Sport mode aided and abetted its somewhat salty demeanor. It's by no means the plushest boulevardier on the block. Its somewhat tense demeanor feels far more like Cadillac's CT6 than it does the plush Genesis G90.

Review continues below

An almost unbelievable back seat in some models propels the Continental toward perfection.

With the Continental, Lincoln would have you believe that size and comfort are just as important to some luxury buyers as sport-sedan bona fides are to others. They're correct, and the Continental feels every bit a luxury car—a traditional one, with lay-about room weighted toward the rear quarters.

We give it a 9 out of 10, with extra points above our median for front seat comfort, rear seat comfort, real-world seating capacity, and storage space. (Read more about how we rate cars.)

By the numbers, the Continental is 201.4 inches long, with a 117.9-inch wheelbase and 109 cubic feet of interior space. It's a large car, one that's slightly bigger than a short-wheelbase Lexus LS, but a half-foot less between the wheels than the long LS or the Cadillac CT6, even shorter than the Genesis G90. The MKZ on which it's based, for what it's worth, has a 112.2-inch wheelbase, some 5.7 inches shorter.

Front-seat accommodations come more from the sport-sedan realm than from the yacht-rock school of thought. Lincoln offers multi-adjustable front seats in every Continental, but the big story is the $1,500 chairs with 30-way adjustment. They're beautifully shaped, and can be adjusted at the upper seat back to boost support against shoulders and neck, as well as at the thighs, which have individual adjustment. These chairs have a firm, commanding feel that amplifies the Continental's road manners. Feel sorry for the rubes who can only afford the Continental's 24-way seats.

There's room in every direction in front, and copious amounts of small-item storage, too.

In the back seat, the added wheelbase translates into lots of leg room. The seats aren't plush, per se, but the ample knee space means the Continental's bound to be a livery-car favorite; it's superior to the Cadillac XTS that patrols airport Uber and black-car lanes. Rear-seat head room isn't exceptional, but it's fine for anyone at or below the 6-foot hashmark.

Back-seat accommodations can get quite plush, though a fold-down rear seat doesn't even come into play until the upper trim levels. The rear bench can be fitted with heated and cooled seats that recline and massage, with sunshades to cut the glare and an armrest with USB ports and temperature controls. The back passengers will bathe in sunlight from the two-pane sunroof.

The whole interior is intended to cosset those inside, with both acoustic laminated glass and active noise control to hush the cabin, as well as foam-insulated tires on some models. The Continental's quality feel goes beyond that. It's made great strides in fit and finish, though the Chalet interior theme on our test car tested the waters between adventurous and garish colors and chrome trim.

Review continues below

The 2017 Lincoln Continental has scored well in crash-testing.

The Continental is new for 2017, so we're not too surprised that it has performed well in the latest crash tests.

It's a 9 out of 10 on our scale, with the caveat that Lincoln reserves the most advanced safety tech only for high-spec models. That's a shame. (Read more about how we rate cars.)

All Continentals come with front, side, and curtain airbags, as well as knee airbags for the front passengers. A pair of inflatable rear-seatbelt airbag is a $225 option.

Lincoln offers lots of optional safety technology, most of it only on upper trim levels. Blind-spot monitors can't be had on the base Premiere; forward-collision warnings are an option, and only on the top Reserve and Black Label trims. It's part of a Technology package ($3,105), which adds surround-view cameras; active park assist; adaptive cruise control; lane-departure warning and lane-keep assist; and forward-collision warnings with automatic emergency braking.

The IIHS says the Continental is a Top Safety Pick+ when ordered with the Technology Package and fitted with LED headlights. The standard HID units are "Poor," however.

Federal testers rate the Continental at five stars overall, albeit with a four-star rollover rating. The rollover test is the only one that's calculated rather than actually performed, however.

It's lush, plush, and costs much for top-trimmed cars outfitted with all the features.

The 2017 Lincoln Continental has been priced from $45,485, including a $925 destination charge.

We give it a 9 out of 10 for lush standard and optional equipment, for its infotainment system, and for its custom interior treatments. (Read more about how we rate cars.)

The $45,485 starting price gets you a Continental Premiere with the 3.7-liter V-6 and front-wheel drive.The figure is several thousand dollars higher than the starting price of the MKS, which the Continental replaces, though it's less than some rivals.

Buyers can choose between the 3.7-liter V-6 and a 2.7-liter twin-turbo V-6, both with a choice of front- or all-wheel drive. The twin-turbo 3.0-liter V-6 comes only with all-wheel drive.

The Continental can be configured in one of four trim levels: Premiere, Select, Reserve and Black Label.

The base Continental Premiere comes with standard power features; cruise control; automatic climate control; an AM/FM/XM audio system with 10 speakers; an 8.0-inch touchscreen with Ford's new and much improved Sync3 infotainment interface; synthetic leather upholstery; 10-way power front seats; reverse parking sensors; a rearview camera; ambient lighting; wood trim; a power tilt/telescope steering wheel; remote start; keyless ignition; and 18-inch wheels.

The Continental Select adds leather seats; a leather-wrapped steering wheel with audio controls; a power trunklid; power door closers; active noise cancellation; rear-seat USB charging ports; adaptive steering; adaptive shocks; and 19-inch wheels.

The Continental Reserve adds 24-way power ventilated front seats; navigation with real-time traffic data; blind-spot monitors; three-zone climate control; and the twin-turbo 2.7-liter V-6 as standard.

On Black Label Continentals, Lincoln fits an Alcantara headliner; a console-mounter shifter; app-driven concierge service; more powerpoints; a rear-seat armrest with climate controls and storage; heated and cooled front seats; fold-down rear seats; a hands-free trunk lid; the 19-speaker Revel Ultima sound system; HD Radio; a CD player; 20-inch wheels; and Lincoln Drive Control, which governs the adaptive shocks, steering, and active noise control.

Option packages include:

• A Technology package ($3,105), which adds surround-view cameras; active park assist; adaptive cruise control; lane-departure warning and lane-keep assist; and forward-collision warnings with automatic emergency braking.
• A $695 Climate package, which adds automatic high beams; heated rear seats; and a heated steering wheel.
• A $5,000 Luxury package, which adds LED headlights and 19-speaker Revel Ultima audio.
• A $4,300 Rear-Seat Package, which adds a power-recline rear seat; heated and cooled rear seats; rear-seat lumbar controls; a twin-panel sunroof; inflatable rear-seat belts; and a rear center armrest.

Inflatable rear belts are a $225 option; for $1,500, the 30-way power front seats can be added to the Continental. A 13-speak Revel audio system is an option for $1,130, and a CD player is a $335 stand-alone option. The twin-panel sunroof is a stand-alone, $1,750 option.

All-wheel drive is a $2,000 option on the Premiere and Select.

Click every option, and the 2017 Continental becomes an $80,000 affair—deep into E-Class and approaching S-Class territory.

Review continues below

The 2017 Lincoln Continental is missing fuel-saving tech—for now.

While other Ford and Lincoln vehicles have adopted transmissions with more speeds, even hybrid gas-electric drivetrains, the brand-new Continental skips those fuel-saving measures. For now, at least.

We give it a green score of 5 out of 10, based on its EPA ratings. (Read more about how we rate cars.)

Those official numbers break down by 6-cylinder engine and by driven wheels. Front-drive Continentals with the base 3.7-liter V-6 earn EPA ratings of 18 mpg city, 27 highway, 21 combined. With the 2.7-liter twin-turbo V-6 we've yet to drive, the Conti earns ratings of 17/26/20 mpg.

Adding all-wheel drive shifts those numbers into a lower gear. The base V-6 checks in at 16/24/19mpg; the 2.7-liter V-6, at 17/25/20 mpg; and the powerful twin-turbo 3.0-liter V-6, at 16/24/19 mpg.

Review continues below

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The Car Connection Consumer Review

5 star

50%

4 star

50%

3 star

2 star

1 star

April 2, 2016

For 2017 Lincoln Continental

Styling is so boring!!!

• Overall Rating
• Styling
• Performance
• Comfort & Quality
• Safety
• Features
• Fuel Economy
• Reliability

I hate it! So bland looking. I loved the concept model, it should have gone into production. I have owned three new MKS's,and loved them all. Guess I will look at the new Caddy for my next car.

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January 24, 2016

For 2017 Lincoln Continental

underpinnings

• Overall Rating
• Styling
• Performance
• Comfort & Quality
• Safety
• Features
• Fuel Economy
• Reliability

they should use a underpinning that is dedicated to the Lincoln car and not shared with Ford cars. It makes you feel like your driving a warmed over version of another car???????? The older people use to drive... they should use a underpinning that is dedicated to the Lincoln car and not shared with Ford cars. It makes you feel like your driving a warmed over version of another car???????? The older people use to drive Lincolns until they went yuppie style. Now they drive Mercedes & Bmw. nobody wants a Fusion/Lincoln or a Taurus/Lincoln, they want a LINCOLN "PERIOD" hOPE SOMEONE READS THIS. + More »

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2015 Lincoln Continental Specs

Source: https://www.thecarconnection.com/overview/lincoln_continental_2017

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Husqvarna Svartpilen 401 Top Speed

Husqvarna Svartpilen 401 Top Speed

Too much hype can lead to disappointment. We see it almost every time Apple reveals a new product or there's another episode added to the Star Wars saga. Marketers feed us juicy images and teaser videos to get us all excited, but when the product arrives it doesn't deliver. This was my biggest concern when my time to test ride the Husqvarna Svartpilen 401 and Vitpilen 701 finally arrived. It felt like I'd been waiting an eternity for these hugely anticipated new road bikes to get to Australia. Back in 2014, the motorcycling world went crazy when they made their first appearance and so did I. Now I finally had the two bikes both sitting in my driveway and the keys in my hand. Would they satisfy my high expectations? I had 2 weeks with them to find out.

Obviously riding 2 motorcycles at once isn't anything anyone should attempt. So, I'd arranged with the guys at Pipeburn to share them. I had a short time with both bikes before Pipeburns writer arrived so I took the opportunity to give them a once over.

There's no denying these motorcycles look unique. In fact, they look so unique it would be easy for the uneducated passerby to assume they were custom. This is because that futuristic looking bodywork is sitting on top of a recognisable motorcycle chassis and engine. That's not a bad thing though. Turning heads and sparking conversation is a great way to generate sales. However, if the designers had gone full Tron with these bikes it's unlikely they'd have sold a single one. So what we've ended up with is a good visual balance of flashy looks and familiar forms. One of the most interesting things about the design though is the materials Husqvarna used to create it.

While other manufacturers like Honda and Triumph are bragging about the lack of plastic on their latest modern classics, Husqvarna has embraced it. This has allowed them to create the bikes distinctive monocoque styled bodywork. The abundance of plastic on these bikes is also key in keeping weight to a minimum. Something that is essential to how well they both handle, but more on that later. When Pipeburns man arrived he opted to take the Vitpilen 701 first leaving me with the more Scrambler styled Husqvarna Svartpilen 401 for the first week. Not quite the bike you'd expect to see here on Return of the Cafe Racers, but when an opportunity presents itself…

I haven't considered fluro colours to be cool since the eighties, but Husqvarna has me thinking otherwise. The hi-viz touches on the Svartpilen help to break up the mass of black bodywork and keep your eyes moving over the bike. There's also a hint of metal flake in all that black which looks great in direct sunlight. Every time you look at the Svarpilen you're reminded how well executed the design is. On its textured seat, you'll find embossed lozenge shapes that match the sides of the fuel tank and you'll find those same shapes repeated in other places too. The symbols on the switchgear are also backlit which offers zero benefit but adds considerably to the bike's premium feel.

It sounds ridiculous saying it, but getting the seat off the Svartpilen for the first time was rather challenging. After searching the entire rear end I noticed a keyhole right up at the front of the bike which turned out to be the seat release. Makes sense right? The seat is a two piece affair that's divided between the rider and passenger seat pads. The clever clogs at Husqvarna offer a different rear half that functions as a luggage rack for those who require more carrying capacity. Under the seat, there was no USB charging point, but I did find a decent toolkit. A turn of the key revealed a "Pioneering since 1903" message on the dash followed by a kill switch warning that was replaced by a side stand warning when I flicked the switch. This could be the world's first idiot proof motorcycle…if it wasn't for the seat lock.

As I pawed over the bike I also found a few minor quirks.  Both the Vitpilen and Svartpilen have some unsightly wires and plugs exposed. The blue and red WP stickers on the forks also stand out like sore thumbs on an otherwise beautifully balanced design. Thankfully neither of these gripes really detract from how good the Svartpilen 401 looks and my riding experience made these issues look even less significant.

The Svartpilen's proportions are tight and it rides like a small bike, but it wasn't too small for my 5'11" physique. The riding position is relaxed and my feet sat comfortably on the ground when I was in the saddle. The bikes exhaust note has just the right amount of burble to satisfy, but an aftermarket pipe would work wonders. I'd use caution with my muffler selection though as anything too loud would be disproportionate.

After being so impressed by how the bike looked I'm happy to say it was also loads of fun to ride. During my maiden journey on the Svartpilen, I was surprised at how eager it was to turn. So eager in fact that you could compare its manoeuvrability to that of a scooter. That may sound like a negative, but trust me it isn't. During the week that followed, I got very comfortable with how well the Svartpilen steered. Most of my 401 riding took place in its optimum environment; commuting around the city. The tight corners, lane splitting and quick launches that can sometimes make city riding exhausting are a pleasure on the Husqvarna Svartpilen. The WP suspension is soft but well balanced and the chunky Pirelli Scorpion Rally rubber had plenty of grip on the asphalt. As you'd expect the 375cc single powering the Svartpilen has plenty of gusto. Twist the throttle hard enough off the line and you'll end up on one wheel. Husqvarna state a power figure of 43bhp which is a decent number for an engine of this size and it had no issue hauling the bikes 150kg and my additional 80kg around town.

See also

My good times on the Svartpilen 401 ended with a ride to Ballarat where I would swap it for the Vitpilen 701. I filled the 9.5-litre fuel tank and read an estimated 300km range on the dial. This went as high as 370km once I got out on the highway. The ride to Ballarat consisted of mostly freeway riding with a 110kmh speed limit. It took around an hour and a half to get there. Sitting on the 110 speed limit in 6th gear the engine spun at around 6000rpm. That may sound like a lot but the bike showed no sign of being near its limits. This is no long haul motorcycle though. When I arrived in Ballarat I was relieved to get off the highway and drop the revs, my butt was also in need of a break from the Svartpilen's slimline seat.

A review isn't a review without some negatives. In the case of the Husqvarna Svartpilen 401, there are very few. I'm happy to report that none of them have to do with how the bike performs. Instead, my main complaint with the Svartpilen 401 would have to be that in some places they should have opted for metal over plastic. Take for instance the baggage rack on the fuel tank. It's plastic and any kind of pressure applied to the outer edges bends them down to touch the tank. If you were planning on stowing anything heavy it wouldn't take much to mark the paintwork. Another issue is that due to the angle the dash sits on it's hard to read in full sunlight. Lastly, the hugger style rear fender has to go. I think the folks at Husqvarna agree with me on this one since none of the bikes in their press shots wear them.

Yes, the hype surrounding this little street scrambler was well worth it. The SVartpilen 401 is much more than a motorcycle that merely looks cool. Nevertheless, you will feel very cool riding it. The Svartpilen is one of the most unique looking motorcycles currently on the market and it attracts loads of attention. I had several conversations with motorists at traffic lights that usually started with "Awesome bike. What the hell is it?". I too caught myself staring at the Svartpilen 401 on more than one occasion. Let me tell you it takes something pretty special to get me doing that these days. Most importantly though I thoroughly enjoyed my time riding this. For those looking at buying one, I would wager that the enjoyment I experienced wouldn't fade over time. In fact, as you'll read at the end of my Vitpilen 701 review, I'd pick this bike out of the two. But you'll have to read that review to find out exactly why…

HUSQVARNA MOTORCYCLES

The Husqvarna Svartpilen 401 is priced at $10,990 AUD ($6,299 USD).

Component	Specification
Engine	373cc, 1-cylinder, 4-stroke
Gearbox	6 speed
Power	32kW / 43bhp
Weight	150kg
Suspension	WP 43 mm upside-down, WP monoshock
Brakes	ByBre Front four-piston radial, disc. ByBre Rear single-piston floating calliper, disc. Switchable Bosch ABS.
Fuel capacity & range	9.5L / Approx 300km
Seat Height	835mm / 32.8 inches

Husqvarna Svartpilen 401 Top Speed

Source: https://www.returnofthecaferacers.com/husqvarna-cafe-racer/svartpilen-401/

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Top Speed For Porsche 911 Turbo

Top Speed For Porsche 911 Turbo

The Porsche 911 is an icon, cultivating its image over several decades. Today, the 911 remains a potent sports car with various levels of performance. Sitting at the top of the lineup is the 911 Turbo S, which tiptoes the line between a sports car and a supercar.

The latest video from the AutoTopNL YouTube channel has the bright yellow 911 eager to stretch its legs on the German Autobahn, where the driver takes the coupe up to its top speed – 206 miles per hour (332 kilometres per hour).

Propelling the Turbo S is Porsche's twin-turbocharged 3.8-litre flat-six engine that sits out behind the driver. Power – and there's a lot of it – routes through an eight-speed PDK gearbox to all four wheels. The mill makes an impressive 641 bhp (478 kilowatts) and 590 pound-feet (800 Newton-metres) of torque. Porsche claims the top-tier 911 can hit 60 mph (96 kph) in 2.6 seconds. We know a tune and some upgraded parts can get that below the 2.0-second mark.

Get up close with the 911 Turbo S:

The video has the Turbo S twice breaking the 200-mph (321 kph) mark. The first time, the Porsche hit 205 mph (330 kph). The second time, the car hit 206 mph (332 kph). The lack of traffic makes it easy for the driver to reach the high speeds without issue, thanks to the courteousness of Autobahn drivers – and laws that encourage good road manners. The video also shows how planted the car is at speed as it bounces over the imperfect road.

With a price tag that starts of £155,970, Porsche's high-performance 911 isn't within reach for many. But this is a 911 Turbo S, which is more than just a potent engine squeezed between the wings/fenders. The car is thoroughly updated and reworked to improve performance and handling, and that's no better portrayed than its ability to hit 206 mph without breaking a sweat.

By: Anthony Alaniz

Published by: Anthony Alaniz

Top Speed For Porsche 911 Turbo

Source: https://uk.motor1.com/news/428349/2021-porsche-911-turbo-s-speed/#:~:text=See%202021%20Porsche%20911%20Turbo%20S%20hit%20206%20mph%20on%20Autobahn%20with%20ease,-Porsche's%20hottest%20911

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