Classifica Utenti

Finalmente si è scoperto il modo per riaprire la sfida per il campionato: ad ogni partenza bisognerebbe avere l’accortezza di mirare alle pance delle RB, basta mezza ruotata e si aprono come un cocomero.

se Perez fa un paio di passi falsi, Max può laurearsi campione già in Giappone (cioè con 6-7 gare d'anticipo...) bella prestazione di Charles, ha gestito ottimamente le gomme, anche il team non ha fatto cavolate ed ha coperto bene i pit. Sainz ci mette del suo nell'incidente, peccato poteva essere 3-4 e si poteva passare l'Aston in classifica. a proposito di Classifica: Lewis si porta ad un solo punto da Alonso, mentre il 16 ora è davanti al 55(e a Russel, pari punti ma migliori piazzamenti), sono curioso di vedere la stampa spagnola (che aveva come unico appiglio la classifica) che dirà domani...

Verstappen micidiale, Perez non ci ha neppure creduto. Leclerc è stato bravo nell'ottenere il podio, il massimo che si poteva fare, con Hamilton che spingeva dietro. Lewis ha comunque ottenuto il giro veloce all'ultima tornata con le gialle appena montate. Disastrose stavolta la McLaren, assetto cannato e gara tutta in salita per Norris che ottiene comunque un settimo posto. La superiorità tecnica RedBull Verstappen è troppo ampia, da qua alla fine può vincerle tutte con il sigaro un bocca. ☏ CPH1951 ☏

Negli anni in cui a Torino armeggiavano ancora con queste soluzioni, cioè motore e trazione posteriore, in Inghilterra, un certo Sir Alec Issigonis stravolgeva tutto e per BMC, ossia Austin e Morris, faceva immettere sul mercato questo gioiello, la MINI MINOR. Questo opuscolo è uno dei miei più vecchi, risalente al 12/59.

1 milione di auto si producevano qualche anno fa, niente di impossibile se lanciano modelli da “Volumi”

The main problem is that there's a diktat in stellantis for this segment,all the R&D and Supply chain is in the hands of PSA. Which sucks because we already knew this from the beginning of psa-fca merge, and there's no space to change this status for now. Also the problem is to have an accountant as a CEO that has a mantra of "cost reduction everywhere, everyway", that is why we got cmp and not an evolution of the fca/eMini platform under the avenger, 600 and alfa kid. "It costs less, it's the way to go" they think. For now is right(the last financial report from stellantis is almost too good to be true), but in the middle/long term this won't end well, lineup of european brand sucks right now(excet for jeep and peugeot). Fiat needs a lot, Citroen needs a lot, Opel needs a lot, Lancia and DS needs a lot, Alfa needs a lot(who cares about the 33 sold for over 1 billion). It will be though for fiat in the next years without 500x, Tipo/Aegea/500 ice to mantain some market share in UE. Also i didn't like the way of acting from OF, Fiat needs solid and popular projects like the tipo or panda, just like dacia, with ice(gasoline/diesel/gas), mhev or bev. 600e didn't delivered nothing of this, and the next b global model is a bit far from now(even the roomy suv is too far from launch).

@AleMcGir Sono offeso e deluso. Sono venuto a sapere della nuova Linea Accessori Posh di AP, solo tramite...mia sorella. Mi sto scervellando su come abbia fatto ad averne una a mia insaputa. - Posso fare una foto alla tua borsa? - Perché? - Devo mandarla ad un moderatore di AutoPareri... Risposta con sguardo piuttosto perplesso. Il mistero si infittisce! 🤔🤔🤔

Nessuno ama Fantozzi? Nessuno ha riso di fronte alla Sua Autobianchi Bianchina? Non credo perchè le sue avventure sono epiche La Bianchina era nata nel 1957 sullo stesso pianale della Nuova 500 e doveva essere la versione di lusso. Nata da un accordo tra Bianchi, Pirelli e Fiat, venne proposta in varie versioni. La Quattroposti l'abbiamo già vista. Vediamo la Panoramica, la versione di maggior successo C'era poi la Trasformabile

CMP e un pianale claustrofobico… basta entrare in un Renegade e poi in una 2008 (la più grande). Come dice Bare, non costa niente e il suo (unico) pregio.

[scoop!]

Se la crossover su base C4 è parte della gamma Panda/rational non vedo come possa sostituire la 500x che era quella curata e fighetta..

Messaggi tipo: 1) è troppo costosa 2) è una Maserati 3) Sì, ma ora il mondo è full electric e loro se ne escono con una benzina 4) Ma cos'è questa cosa antica? 5) Però la 75... 6) Vedi i Cinesi dove sono...altro che Arna. 7) Marchionne non avrebbe mai permesso ciò. 8 ) ancora Supercar, la gente vuole le Wagon. etc etc

Si aggiorna anche la cinese 508L più lunga di 12 cm di passo e con carrozzeria 4 porte

Saipa M44 concept, chissà se almeno i loghi verranno cambiati

Che bella Viper

Confermo, pannello porta che scricchiola come un cracker, plancia idem. non passo le giornate a palpare le plance quindi è un problema superabile, ma non vale in termini di qualità il plus che chiede rispetto alle concorrenti.

https://www.instagram.com/nostalgear_/

Alcune reclame vintage che ho raccolto ultimamente, che considero interessanti dal punto di vista del costume, più che del prodotto in sé. Mi ha fatto sorridere il fatto che nel testo si sentisse il bisogno di specificare che le modanature in legno non hanno funzione portante. Di solito in una pubblicità si esaltano alcuni aspetti pregevoli del prodotto, ma qui si è sentito il bisogno di dire al lettore: non è come pensi, figurati se facciamo una cosa simile, tranquillo! Quanti di voi si sono alzati con la voglia di guidare un elefante? Immagino pochi, almeno consapevolmente, anche perché non mi pare proprio l'animale più nobile al quale comparare una berlina di rappresentanza. Però in un aspetto il marketing Volvo aveva anticipato i tempi: il bisogno psicologico dell'automobilita medio di svettare sul resto del traffico con veicoli sempre più pachidermici. Dal vocabolario Treccani, definizione di "individualista" (il grassetto è mio): s. m. e f. e agg. [der. di individualismo] (pl. m. -i). – 1. Come sost., chi segue i principî dell’individualismo. Nel linguaggio com., chi nella vita tende a far prevalere gli interessi o le tendenze personali e cerca di affermarsi indipendentemente dagli altri: è stato sempre un i.; con connotazione negativa, persona che pensa soprattutto a sé, e mal si adatta al vivere sociale. Quando la donna veniva definita senza troppi problemi una "cosa" e veniva messa allo stesso livello di un cocker e di un'automobile. Donna e cocker che beninteso possono anche non piacere a chi è rivolta questa pubblicità, ma per quanto riguarda l'automobile non ci sono scuse: deve piacere per forza! (la pubblicità è del 1963) A fine anni '70 per fortuna i tempi sono cambiati, e un concetto simile si rivela controproducente (questa l'ho trovata sul web)

500x non è che trionfi per lo spazio di persone e bagagli. 😅

Davvero un peccato che la 500X degli inizi , 2.0 140/150 o 1.4 170 con 4x4 e allestimenti alti non avrà eredi. Né la 600 polacca né la Multipla marocchina interesseranno i clienti di quelle 500X. Non sapendo cosa ci sia nei piani Fiat dopo il 2026, non resta che pensare che Fiat sarà l’equivalente low cost della Citroen ma stoppata al basso del segmento C sui 4,4 metri.

Finalmente me l'hanno consegnata... venerdì 30 giugno. 🤪 E' stata un'attesa molto più lunga del previsto, invece di 3 settimane, l'ho avuta in 9. 😝 Fatto fuori il 1° pieno... 480 km con 35 litri... 13,7 e non la so ancora portare bene.😋 ps: ero convinto di avere le telecamere a 360° invece non ci sono. 😔

I'd guess November PS I'd guess the tachometer is analog

@greenhell affianca in vetta della classifica generale @Hybris ed @Aymaro si installa in terza posizione, ora pausa estiva, il sondaggione ritorna per il GP a casa di Max in programma il 25-27/08

Che senso ha tenere Sainz in pista ?

è diverso proprio l'uso che se ne fa e - in definitiva - lo spirito di chi lo acquista. il senso di questi aggeggi è quello di avere agilità e praticità paragonabili a quelle di un'auto, costi di mantenimento e d'uso contenuti, facilità di parcheggio, estrema versatilità. chi li compra non vuole un camper, che è una casa viaggiante: vuole un'auto in cui possa anche dormire, che permetta di fermarsi dove vuole, di partire senza dover organizzare tutto una settimana prima, di spostarsi a velocità automobilistiche, di parcheggiare dove parcheggiano le auto. una roba più vicina al concetto di tenda che di camper/roulotte.

Buongiorno andreadb, intanto, grazie per l'apprezzamento! La striscia riflettente è quella OEM della Yaris GR Sport. Rispetto ai cerchi Advan RZ F2 forgiati e già leggeri, un kg a cerchio: sono HSR modello FE 02 Carbon. Il rivestimento in carbonio è realizzato da ACP Carbon ed applicato direttamente al cerchio. I particolari Tom's sono interessanti, ma non di mio gusto. Un caro saluto

I'm wondering if anything on PSA mechanics can replace FCA products. 😂 I mean, so poorly engineered, cost cuts at every step and so on. BTW. There is none 4 cylinder GSE on CMP based products, not even in Brazil. It just doesn't fit. I presume it's due to position of ancillaries.

What does? Big nothing!?

Ma i server di Autopareri sono pronti per una supercar Alfa Romeo? 🤔🤔🤔

Notare che l'elettronica di bordo sarà gestita da HAL9000

La "fidanzata d'Italia" era lei... ...quindi sono d'accordo con @gianmy86

Tesla created secret team to suppress thousands of driving range complaints, report says Tesla rigged algorithms about a decade ago to exaggerate in-dash driving range estimates. AUSTIN, Texas — In March, Alexandre Ponsin set out on a family road trip from Colorado to California in his newly purchased Tesla, a used 2021 Model 3. He expected to get something close to the electric sport sedan’s advertised driving range: 353 miles on a fully charged battery. He soon realized he was sometimes getting less than half that much range, particularly in cold weather – such severe underperformance that he was convinced the car had a serious defect. “We’re looking at the range, and you literally see the number decrease in front of your eyes,” he said of his dashboard range meter. Ponsin contacted Tesla and booked a service appointment in California. He later received two text messages, telling him that “remote diagnostics” had determined his battery was fine, and then: “We would like to cancel your visit.” What Ponsin didn’t know was that Tesla employees had been instructed to thwart any customers complaining about poor driving range from bringing their vehicles in for service. Last summer, the company quietly created a “Diversion Team” in Las Vegas to cancel as many range-related appointments as possible. The Austin, Texas-based EV maker deployed the team because its service centers were inundated with appointments from owners who had expected better performance based on the company’s advertised estimates and the projections displayed by the in-dash range meters of the cars themselves, according to several people familiar with the matter. Inside the Nevada team’s office, some employees celebrated canceling service appointments by putting their phones on mute and striking a metal xylophone, triggering applause from coworkers who sometimes stood on desks. The team often closed hundreds of cases a week and staffers were tracked on their average number of diverted appointments per day. Managers told the employees that they were saving Tesla about $1,000 for every canceled appointment, the people said. Another goal was to ease the pressure on service centers, some of which had long waits for appointments. In most cases, the complaining customers’ cars likely did not need repair, according to the people familiar with the matter. Rather, Tesla created the groundswell of complaints another way – by hyping the range of its futuristic EVs, raising consumer expectations beyond what the cars can deliver. Teslas often fail to achieve their advertised range estimates and the projections provided by the cars’ own equipment, according to Reuters interviews with three automotive experts who have tested or studied the company’s vehicles. Neither Tesla nor CEO Elon Musk responded to detailed questions from Reuters for this story. Tesla years ago began exaggerating its vehicles’ potential driving distance – by rigging their range-estimating software. The company decided about a decade ago, for marketing purposes, to write algorithms for its range meter that would show drivers “rosy” projections for the distance it could travel on a full battery, according to a person familiar with an early design of the software for its in-dash readouts. Then, when the battery fell below 50 percent of its maximum charge, the algorithm would show drivers more realistic projections for their remaining driving range, this person said. To prevent drivers from getting stranded as their predicted range started declining more quickly, Teslas were designed with a “safety buffer,” allowing about 15 miles of additional range even after the dash readout showed an empty battery, the source said. The directive to present the optimistic range estimates came from Musk, this person said. “Elon wanted to show good range numbers when fully charged,” the person said, adding: “When you buy a car off the lot seeing 350-mile, 400-mile range, it makes you feel good.” Tesla’s intentional inflation of in-dash range-meter projections and the creation of its range-complaints diversion team have not been previously reported. Driving range is among the most important factors in consumer decisions on which EV to buy, or whether to buy one at all. So-called range anxiety – the fear of running out of power before reaching a charger – has been a primary obstacle to boosting electric-vehicle sales. At the time Tesla programmed in the rosy range projections, it was selling only two models: the two-door Roadster, its first vehicle, which was later discontinued; and the Model S, a luxury sport sedan launched in 2012. It now sells four models: two cars, the 3 and S; and two crossover SUVs, the X and Y. Tesla plans the return of the roadster, along with a “cybertruck” pickup. Reuters could not determine whether Tesla still uses algorithms that boost in-dash range estimates. But automotive testers and regulators continue to flag the company for exaggerating the distance its vehicles can travel before their batteries run out. Tesla was fined earlier this year by South Korean regulators who found the cars delivered as little as half their advertised range in cold weather. Another recent study found that three Tesla models averaged 26 percent below their advertised ranges. The U.S. Environmental Protection Agency has required Tesla since the 2020 model year to reduce the range estimates the automaker wanted to advertise for six of its vehicles by an average of 3 percent. The EPA told Reuters, however, that it expects some variation between the results of separate tests conducted by automakers and the agency. Data collected in 2022 and 2023 from more than 8,000 Teslas by Recurrent, a Seattle-based EV analytics company, showed that the cars’ dashboard range meters didn’t change their estimates to reflect hot or cold outside temperatures, which can greatly reduce range. Recurrent found that Tesla’s four models almost always calculated that they could travel more than 90% of their advertised EPA range estimates regardless of external temperatures. Scott Case, Recurrent’s chief executive, told Reuters that Tesla’s range meters also ignore many other conditions affecting driving distance. Electric cars can lose driving range for a lot of the same reasons as gasoline cars — but to a greater degree. The cold is a particular drag on EVs, slowing the chemical and physical reactions inside their batteries and requiring a heating system to protect them. Other drains on the battery include hilly terrain, headwinds, a driver’s lead foot and running the heating or air-conditioning inside the cabin. Tesla discusses the general effect of such conditions in a “Range Tips” section of its website. The automaker also recently updated its vehicle software to provide a breakdown of battery consumption during recent trips with suggestions on how range might have been improved. Tesla vehicles provide range estimates in two ways: One through a dashboard meter of current range that’s always on, and a second projection through its navigation system, which works when a driver inputs a specific destination. The navigation system’s range estimate, Case said, does account for a wider set of conditions, including temperature. While those estimates are “more realistic,” they still tend to overstate the distance the car can travel before it needs to be recharged, he said. Recurrent tested other automakers’ in-dash range meters – including the Ford Mustang Mach-E, the Chevrolet Bolt and the Hyundai Kona – and found them to be more accurate. The Kona’s range meter generally underestimated the distance the car could travel, the tests showed. Recurrent conducted the study with the help of a National Science Foundation grant. Tesla, Case said, has consistently designed the range meters in its cars to deliver aggressive rather than conservative estimates: “That’s where Tesla has taken a different path from most other automakers.” Failed tests and false advertising Tesla isn’t the only automaker with cars that don’t regularly achieve their advertised ranges. One of the experts, Gregory Pannone, co-authored a study of 21 different brands of EVs, published in April by SAE International, an engineering organization. The research found that, on average, the cars fell short of their advertised ranges by 12.5 percent in highway driving. The study did not name the brands tested, but Pannone told Reuters that three Tesla models posted the worst performance, falling short of their advertised ranges by an average of 26 percent. The EV pioneer pushes the limits of government testing regulations that govern the claims automakers put on window stickers, the three automotive experts told Reuters. Like their gas-powered counterparts, new EVs are required by U.S. federal law to display a label with fuel-efficiency information. In the case of EVs, this is stated in miles-per-gallon equivalent (MPGe), allowing consumers to compare them to gasoline or diesel vehicles. The labels also include estimates of total range: how far an EV can travel on a full charge, in combined city and highway driving. EV makers have a choice in how to calculate a model’s range. They can use a standard EPA formula that converts fuel-economy results from city and highway driving tests to calculate a total range figure. Or automakers can conduct additional tests to come up with their own range estimate. The only reason to conduct more tests is to generate a more favorable estimate, said Pannone, a retired auto-industry veteran. Tesla conducts additional range tests on all of its models. By contrast, many other automakers, including Ford, Mercedes and Porsche, continue to rely on the EPA’s formula to calculate potential range, according to agency data for 2023 models. That generally produces more conservative estimates, Pannone said. Mercedes-Benz told Reuters it uses the EPA’s formula because it believes it provides a more accurate estimate. “We follow a certification strategy that reflects the real-world driving behavior of our customers in the best possible way,” the German carmaker said in a statement. Ford and Porsche didn’t respond to requests for comment. Whatever an automaker decides, the EPA must approve the window-sticker numbers. The agency told Reuters it conducts its own tests on 15-20 percent of new EVs each year as part of an audit program and has tested six Tesla models since the 2020 model year. EPA data obtained by Reuters through the Freedom of Information Act showed that the audits resulted in Tesla being required to lower all the cars’ estimated ranges by an average of 3 percent. The projected range for one vehicle, the 2021 Model Y Long Range AWD (all-wheel drive), dropped by 5.15 percent. The EPA said all the changes to Tesla’s range estimates were made before the company used the figures on window stickers. The EPA said it has seen “everything” in its audits of EV manufacturers’ range testing, including low and high estimates from other automakers. “That is what we expect when we have new manufacturers and new technologies entering the market and why EPA prioritizes” auditing them, the agency said. The EPA cautioned that individuals’ actual experience with vehicle efficiency might differ from the estimates the agency approves. Independent automotive testers commonly examine the EPA-approved fuel-efficiency or driving range claims against their own experience in structured tests or real-world driving. Often, they get different results, as in the case of Tesla vehicles. Pannone called Tesla “the most aggressive” EV manufacturer when it comes to range calculations. “I’m not suggesting they’re cheating,” Pannone said of Tesla. “What they’re doing, at least minimally, is leveraging the current procedures more than the other manufacturers.” Jonathan Elfalan, vehicle testing director for the automotive website Edmunds.com, reached a similar conclusion to Pannone after an extensive examination of vehicles from Tesla and other major automakers, including Ford, General Motors, Hyundai and Porsche. All five Tesla models tested by Edmunds failed to achieve their advertised range, the website reported in February 2021. All but one of 10 other models from other manufacturers exceeded their advertised range. Tesla complained to Edmunds that the test failed to account for the safety buffer programmed into Tesla’s in-dash range meters. So Edmunds did further testing, this time running the vehicles, as Tesla requested, past the point where their range meters indicated the batteries had run out. Only two of six Teslas tested matched their advertised range, Edmunds reported in March 2021. The tests found no fixed safety buffer. Edmunds has continued to test EVs, using its own standard method, to see if they meet their advertised range estimates. As of July, no Tesla vehicle had, Elfalan said. “They've gotten really good at exploiting the rule book and maximizing certain points to work in their favor involving EPA tests,” Elfalan told Reuters. The practice can “misrepresent what their customers will experience with their vehicles.” South Korean regulators earlier this year fined Tesla about $2.1 million for falsely advertised driving ranges on its local website between August 2019 and December 2022. The Korea Fair Trade Commission (KFTC) found that Tesla failed to tell customers that cold weather can drastically reduce its cars’ range. It cited tests by the country’s environment ministry that showed Tesla cars lost up to 50.5 percent of the company’s claimed ranges in cold weather. The KFTC also flagged certain statements on Tesla’s website, including one that claimed about a particular model: “You can drive 528 km (328 miles) or longer on a single charge.” Regulators required Tesla to remove the “or longer” phrase. Korean regulators required Tesla to publicly admit it had misled consumers. Musk and two local executives did so in a June 19 statement, acknowledging “false/exaggerated advertising.” As sales grew, so did demand for service appointments. The wait for an available booking was sometimes a month, according to one of the sources familiar with the diversion team’s operations. Tesla instructs owners to book appointments through a phone app. The company found that many problems could be handled by its “virtual” service teams, who can remotely diagnose and fix various issues. Tesla supervisors told some virtual team members to steer customers away from bringing their cars into service whenever possible. One current Tesla “Virtual Service Advisor” described part of his job in his LinkedIn profile: “Divert customers who do not require in person service.” Such advisors handled a variety of issues, including range complaints. But last summer, Tesla created the Las Vegas “Diversion Team” to handle only range cases, according to the people familiar with the matter. The office atmosphere at times resembled that of a telemarketing boiler room. A supervisor had purchased the metallophone – a xylophone with metal keys – that employees struck to celebrate appointment cancelations, according to the people familiar with the office’s operations. Advisers would normally run remote diagnostics on customers’ cars and try to call them, the people said. They were trained to tell customers that the EPA-approved range estimates were just a prediction, not an actual measurement, and that batteries degrade over time, which can reduce range. Advisors would offer tips on extending range by changing driving habits. If the remote diagnostics found anything else wrong with the vehicle that was not related to driving range, advisors were instructed not to tell the customer, one of the sources said. Managers told them to close the cases. Tesla also updated its phone app so that any customer who complained about range could no longer book service appointments, one of the sources said. Instead, they could request that someone from Tesla contact them. It often took several days before owners were contacted because of the large backlog of range complaints, the source said. The update routed all U.S. range complaints to the Nevada diversion team, which started in Las Vegas and later moved to the nearby suburb of Henderson. The team was soon fielding up to 2,000 cases a week, which sometimes included multiple complaints from customers frustrated they couldn't book a service appointment, one of the people said. The team was expected to close about 750 cases a week. To accomplish that, office supervisors told advisers to call a customer once and, if there was no answer, to close the case as unresponsive, the source said. When customers did respond, advisers were told to try to complete the call in no more than five minutes. In late 2022, managers aiming to quickly close cases told advisors to stop running remote diagnostic tests on the vehicles of owners who had reported range problems, according to one of the people familiar with the diversion team’s operations. “Thousands of customers were told there is nothing wrong with their car” by advisors who had never run diagnostics, the person said. Reuters could not establish how long the practice continued. Tesla recently stopped using its diversion team in Nevada to handle range-related complaints, according to the person familiar with the matter. Virtual service advisors in an office in Utah are now handling range cases, the person said. Reuters could not determine why the change was made. On the road By the time Alexandre Ponsin reached California on his March road trip, he had stopped to charge his Model 3’s battery about a dozen times. Concerned that something was seriously wrong with the car, he had called and texted with several Tesla representatives. One of them booked the first available appointment in Santa Clara – about two weeks away – but advised him to show up at a Tesla service center as soon as he arrived in California. Ponsin soon received a text saying that remote diagnostics had shown his battery “is in good health.” “We would like to cancel your visit for now if you have no other concerns,” the text read. “Of course I still have concerns,” Ponsin shot back. “I have 150 miles of range on a full charge!” The next day, he received another text message asking him to cancel the appointment. “I am sorry, but no I do not want to close the service appointment as I do not feel my concerns have been addressed,” he replied. Undeterred, Ponsin brought his car to the Santa Clara service center without an appointment. A technician there told him the car was fine. “It lasted 10 minutes,” Ponsin said, “and they didn’t even look at the car physically.” After doing more research into range estimates, he said he ultimately concluded there is nothing wrong with his car. The problem, he said, was that Tesla is overstating its performance. He believes Tesla “should be a lot more explicit about the variation in the range,” especially in very cold weather. “I do love my Tesla,” the engineer said. “But I have just tempered my expectation of what it can do in certain conditions.” (ANE)

non voglio pensare il costo della versione marco polo se fanno un proporzione con caravelle questi vanno nell'iperspazio

Perché devono produrre modelli che nessuno vorrà: non mi ricordo un singolo modello di DS che abbia avuto successo. Ora che saranno pure solo elettrici...

Beh diciamo che l'antipatia per un gruppo non dovrebbe portare a fare affermazioni faziose come questa, prive di ogni fondamento. In alcuni segmenti Skoda utilizza materiali e finiture migliori di VW (le dotazioni sono verificabili anche con google, non servono testimonianze), lo scrivo più che altro a beneficio di chi ha aperto il 3d.

Mi fa talmente ribrezzo che fa il giro e diventa figo

Che disastro a livello di immagine per l ex "Vorsprung durch Technik" dover chiedere aiuto ai Cinesi

Guarda come ti trasformo un Calice in una Bussola (Compass).

questo è il massimo contributo che posso dare

Nel 2024 Da domani mattina ritieniti arruolato a tenermi compagnia sotto il sole in cantiere

Sulle sospensioni la Trofeo dovrebbe avere le Molle ad Aria standard, mentre la versione base dovrebbe avere le normali molle elicoidali ( le sospensioni ad aria ci dovrebbero essere come optional). Credo che invece abbiano tutte gli ammortizzatori a controllo elettronico

Consegnato l'esemplare numero uno (circa 20 vetture previste) della Totem GT Electric che con 600 CV che va da 0 a 100 in 2,7 secondi e un'autonomia che arriva a 500 km con un pieno di batteria. Il prezzo indicativo dovrebbe essere attorno ai 500.000 euro. A livello meccanico il motore elettrico anteriore da oltre 600 CV e 1.100 Nm spinge le ruote posteriori attraverso un cambio automatico e un differenziale autobloccante. Il tutto fino a una velocità massima di 210 km/h. Il peso a vuoto è di 1.470 kg. La batteria da 81 kWh può essere ricaricata in corrente alternata alla potenza di 7 kW, con la ricarica in corrente continua fino a 90 kW. Il telaio monoscocca in fibra di carbonio è realizzato attorno all'unico pezzo ricavato dall'auto storica donatrice, un'Alfa Romeo Giulia GT che offre la sua paratia parafiamma anteriore (tra motore e abitacolo) con tanto di numero di telaio originale.