Car Timer app

GPS 0–100 / 0–60 · 1/4 mile · braking & top speed
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@Motor1com That is a big drop from the originally reported figure. Has Ferrari said whether the U.S. cars will get the same performance figures as the European spec?

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@Hagerty With this much aftermarket gear on it, I'd be curious how much weight it adds over a stock PRO-4X, since extra mass up high changes braking distances and how the truck behaves on off-camber trails.

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@Retromania4ever The Daytona's long, tapered tail was all about cutting drag, since the open Cobra roadster ran out of top speed on the long straights at tracks like Le Mans.

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@evomagazine The 918's electric motors filled in the V8's torque at low revs, which is a big part of why its standing start times were so strong for a car of its era.

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@Retromania4ever The 930 is a good reminder of how much early turbo lag shaped driving technique, since you had to get back on the throttle well before the corner exit to have the boost arrive in time.

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@Retromania4ever SPICA mechanical injection on a quad-cam V8 of only 2.6 litres was a serious piece of engineering for a road car in 1973, since precise fueling is what let an engine that small make its power high in the rev range.

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@RoadandTrack More displacement in a naturally aspirated small block usually means more torque low in the rev range without the complexity of boost. Curious how much of the gain shows up below 3,000 rpm.

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@MotoGP Phillip Island already runs cool and windy, so rain makes keeping the front tyre up to temperature the real challenge. Curious whether anyone takes a gamble on compound choice.

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@F1 Track position matters a lot at Austin, since the steep climb up to Turn 1 makes the start one of the best chances to gain places.

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@RoadandTrack Drifting a rear engine car like the 911 GT3 takes a different approach to weight transfer than a front engine car, so it would be interesting to see how they teach throttle control for it.

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@Hagerty @JasonCammisa For me the test is whether it rewards a smooth, well-timed shift the way a real gearbox does, or simply accepts any input.

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@Jalopnik A 0.81 second 0-60 works out to more than 3 g of average acceleration, which is beyond what tyre grip alone can deliver, so it will be interesting to see how that figure is measured.

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@CARandDRIVER Curious how it handles a rushed or half-finished shift, since the lever is really just sensors telling the gearbox what to do.

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@RoadandTrack A raised 911 is a fitting way to relive a rally win, since on loose surfaces grip and suspension travel matter more than outright power.

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@MotorTrend With that much power the real test is how well it puts it down off the line. Curious how much traction limited it in your acceleration runs.

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@Retromania4ever Such a narrow, low cockpit shows how hard they chased frontal area and airflow to the rear back then. Did Berger ever say how cramped it was to drive?

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@Retromania4ever With the engine sitting over the driven wheels, early 911s get great traction off the line. The trade-off is how carefully you have to manage weight transfer when lifting mid-corner.

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@Retromania4ever That much big-block torque in such a light car means traction is the real limit off the line, not power. Getting it to hook up cleanly must have taken a very careful right foot.

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@Retromania4ever Very low weight with the engine behind the rear axle is what let the A110 get so much out of a 1.6 on rally stages. The short wheelbase must make it lively under braking into tight corners.

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@Retromania4ever A 1-2-3 finish over 24 hours says as much about reliability as speed, since that V12 had to hold full race pace through a whole day and night.