Ladies and gentlemen, the smoke-filled scene will begin at once, and whose reputation will the greatest drift car be spent?
This round does not talk about science, although we can indeed apply scientific verification. We can use the ice cream cones to measure who has the longest sliding distance, and we can also use the M3 of the other group to measure the length. Because this BMW has a drift analyzer, it can tell you how many seconds and how many meters the drifting work has been maintained, and you can compare it with who wins and who loses. But we don't have to do that, because if the level of drifting kung fu depends only on distance, side-slip angle and smoke concentration, the BMW M5 CS is clearly a big winner. What method did BMW use to destroy so many tires in such a short period of time? As one TG member put it, the M5 CS "even if it's just driving out of the parking space, the rear tires will inevitably provoke the upper body.".
In order to visually liven up the activism, we dispatched this group of fast knifemen to strike the hammer bend in groups. However, this arrangement is not just for visual effects, nor is it purely because the hammer bends around the most empty. Some people compare this group to the clown group of the TG Express circus class, so it is inevitable that it will be mean. This group is as good as a cloud! There are both Hercules and vaudeville tumblers, including two traditional backdrivers, two four-wheel drives and one master who can switch four-wheel drives, and all of them are relatively large and heavy, and one of them is from the electric camp.
Hammer bend is a very interesting bend. Compared with the second gear Chicago bend with the same turn radius, the hammer bend can be described as the best portrayal of slow entry and fast exit, and the elbow can be dealt with with by one gear, but when it comes to the end of the bend, some cars may have to use four gears, in other words, it involves gear shifting. Moreover, when the steering wheel is twisted upside down, you have to try to remember which side of the paddle shift should be pulled, and the complexity is not the same as that of the Chicago bend.
Ford complicates matters even more, as the Mustang Mach 1 uses manual transmissions. This newly upgraded Mustang can undoubtedly be equipped with a ten-speed automatic transmission, but if it is used to cope with hammer bends, it is bound to lead to repetitive strain. In any case, most of the efforts in this upgrade are related to the appearance, but the factory did not forget to re-adjust the suspension, and the horsepower and downforce increased by 10bhp and 25% respectively. Twenty-and-a-half percent is not a small thing, but it still can't stop the flashing of the hind hooves.
The upgraded version also has a stability control system leaning over. Although the system has an on key, closing the system does not mean that the function is completely turned off, but becomes as if "Do you know the kind of skid control system that Ferrari and McLaren often talk about?" We've explored one or two of them, but it's hard to do. So we just convince the traction control system to react like a hiccup when passing through corners." This is a shameful move, because the rear-wheel drive Mach 1 is supposed to be inherently rich in drifting costs. Therefore, if you choose a manual transmission, you can release the clutch pole throttle in the middle of the turn to increase the speed. After a sudden closing of the left foot, the rear wheel should break through the grip and shake it up.
Mustang didn't eat this set. Using Muskang to walk the shortest straight line through the corners is too dull, because it is bulkier and sluggish than its opponents in the same field. Other reasons soon became clear, after all, even Bentley and Audi, who weighed about half a ton, had the ability to prove that big stupid elephants could dance. As for Alpha, it stands to be the exact opposite of Ford. In fact, Giulia GTAm sometimes gives the impression of being brisk, agile, energetic, and fierce, but most of the time it is not the case.
But the system isn't always that annoying. As early as the first time TG tested this alpha, we already learned from our test colleagues that the stability control system has this peculiar habit. This habit does not pose a major obstacle when driving on the road, because this new engine is full of enthusiasm and seven emotions, which is the opposite of the M3 that tarzan has collapsed in front of. However, if you use the track, you will be subject to many restrictions. So we did some "extra research" involving Stig and Chris Harris and consciously found a solution. Suppose you brake while pounding the hammer bend, completely release the brakes between the open throttle, the stability control system seems to conclude that the driver is a crazy person, so decided that it is best not to obstruct the other party to nervous, in other words, the left foot brake is the only way to deceive the control system.
The motivation of Alpha to let his most kung fu street car use a SET of ESP systems with such a tricky personality is really puzzling. This 158,000-pound Giulia GTAm has both a roll cage and a racing seat belt, and the assisted driving system should be said to be off and never broken, isn't it? This is not the case.
BMW knows exactly how to solve these problems. They will try to do enough to warn the workers in advance, so that the drivers have all the excuses to stop the horse from the cliff. If you do not accept this step, then everything that happens after that is your excellency has found yourself. If the command is entered with the correct button, the M5 CS can indeed perform wheel idling the moment it leaves the parking space. When you tune all the dynamic control functions to the strongest level in exchange for the system to remove the work of the front-wheel drive shaft, the feeling of sincere trepidation is like a bone. Then the 76.5kgm torque that can be spit out at any point between 1,800 and 5,950 rpm will be reckless, and the rear wheel will become a universal wheel, forcing you to fully use your highest skills and experience in taming the supermarket cart, so that this damn thing will float in the direction you want.
The problem is that this is a turbo BMW, and turbocharging is inevitably hysteresis, and the power burst will always be delayed to a greater or lesser extent. Then please ask the Audi RS e-tron GT and its 84.6kgm inch to play. This Audi can't be switched between four wheel drive and two wheel drive, but as we said in the test report before, forcing The Audi to wear old Porsche shoes is obviously a kind of love spur, because the e-tron GT is more yin and yang than the Taycan in the extreme state. As soon as the throttle is at the initial centering pole of the hammer bend, the electrical power immediately covers the rear wheel grip. At this point, you'll have to start playing the balancing acrobatics, because once the amplitude of the counterattack is too large when you rush forward with the instantaneous explosive force, the RS GT will pull itself back into normal orbit. Therefore, it is best to fight back less than you originally thought, and avoid excessive oil collection, because this move seems to stimulate the system's algorithm. If the balance is achieved, the honorable driver should be able to see the realm of electrical drift.
A very strange realm, because the tires are no longer engines to sing and. The two sounds are very compatible partners, once the Mandarin Duck is dismantled to drive away the roaring engine, the driver will have a hard time grasping the situation in front of them, and they do not know how to deal with the pedals and steering wheel. But well done Audi, this car is a little awkward to float up, but you did build a car that can dance.
Bentley, on the other hand, delivered a better work than that. No matter which corner you are in, you will find that this Bentley's overall balance when it comes out of the corner does have a hand. GT Speed's neutral response is sweet, and it seems effortless to predict where additional momentum will need to be mobilized. Running on the road is satisfactory to the point of no return, the moving track will reveal a completely different side, instigated to do lawless behavior, and crazy and not chaotic, one move after another is natural, every move is intuitive, not to mention that all of this is done with full-time four-wheel drive. The engineer in charge of the development deserves a lot of praise, because this four-wheel drive is probably the most wonderful four-wheel drive system outside of WRC racing, and the control of steering angle, traction and acceleration like a off-road racing car has become so easy that continental can perform a previously unlearned drifting method, a set of bizarre and intoxicating kung fu.
It was almost enough for Conti to make it to the final five (but only almost), and one of the most surprising surprises of the week. Although the M5 can give the driver more choice in the drift angle, what makes everyone present laugh to roll their eyes is still looking at the Apple Green Bentley left and right. Measuring the superiority of this group is beyond the reach of scientific verification methods.
BENTLEY CONTINENTAL GT SPEED
Price: around £185,000
Engine: 6.0 twin-turbo W12,650bhp
Speed: 0-100km/h 3.6 seconds, 335km/h
Weight: 2,273kg
ALFA ROMEO GIULIA GTAM
Price: £158,000
Engine: 2.9 twin-turbo V6,533bhp
Speed: 0-100km/h 3.6 seconds, 307km/h
Weight: 1,520kg
AUDI RS E-TRON GT
Price: £110,950
Engine: Dual electric motors, 637bhp
Speed: 0-100km/h 3.3 seconds, 250km/h
Weight: 2,347kg
BMW M5 CS
Price: £140,780
Engine: 4.4 twin-turbo V8, 626bhp
Speed: 0-100km/h 3.0 seconds, 304km/h
Weight: 1,825kg
FORD MUSTANG MACH 1
Price: £55,255
Engine: 5.0 V8, 454bhp
Speed: 0-100km/h 4.8 seconds, 267km/h
Weight: 1,754kg