Lambo Blogging: March 2018

Saturday, 31 March 2018

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IBM Evolution: Big Blue Is Finally Getting Serious About Cryptocurrency
IBM is breaking from enterprise blockchain norms by publicly working with cryptocurrencies in a wide range of projects.
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Everything You Were Afraid to Ask About Crypto Taxes
There's a lot of information to process, but ignoring it can be hazardous. The IRS is going to come after investors who are not reporting their gains.
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Report: Kazakhstan's Central Bank Wants to Ban Cryptocurrencies
The chairman of the National Bank of Kazakhstan told Sputnik News it is seeking an all-encompassing ban on cryptocurrency exchanges and mining.
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It should come as no news to you that Bentleys are expensive or that they’re built for and marketed exclusively to the 1 percent. Just as the Bentayga SUV can travel to farther corners of the world than any other Bentley, though, it’s now reaching out to farther corners of the market with a bargain-priced V-8 model.

Starting at just about $165,000, it’s the cheapest Bentley you can buy and undercuts the 12-cylinder model by a staggering $64,000. Why expand your market from the global 1 percent to the 2 percent? Likely because their money is the same color, and there are more of them. Plus, you’ve got to figure if someone is willing to pony up 200,000 clams for a top-shelf Range Rover, they’d jump at the chance to buy a Bentley instead. The $35,000 of wiggle room between the two leaves budget for doing up the Bentley just the way you’d like.

And do it up you should, because you’re giving up more than just four cylinders. Nearly everything that’s standard on the OG W-12 Bentayga is optional on the V-8, which to be fair allows you a wider latitude of customizability. It also goes both ways, as new features added to the V-8 model, such as black exterior trim and ridiculously labor-intensive “cross stitching” of the leather, are also available on the W-12. Whatever you’d like, Bentley is happy to take your money. The trick to identifying a V-8 in the wild: quad exhaust tips.

Anyway, saving an E-Class’ worth of simoleons means getting a bit less in return. You’ll get 58 fewer thoroughbreds and 96 fewer lb-ft under the hood, but Bentley suggests they’ll pull around up to 400 fewer pounds of vehicle, which seems exaggerated. As a result, you’ll arrive at 60 mph from a stop in a more leisurely 4.4 seconds than the 3.5 we measured with the W-12, and your top speed drops by seven mph.

With $64,000 to work with before you hit “shoulda just bought the W-12” territory, though, you can add a few things back. This vehicle weighing well over 5,000 pounds and capable of 180 mph, we’d start with the new world’s largest carbon-ceramic brakes (outdoing Bentley’s own current claim to the title), measuring in at 17.3 inches in front and handled with 10-piston calipers. Next, we’d spring for a stereo upgrade; the base 10-speaker system leaves something to be desired in a six-figure vehicle, as if you’re listening to it from the next room. Were it us, we’d also spring for the Touring and City specifications, which will get you all the latest driver aides, so you don’t squish anything.

Where you go from here depends on how you plan to use your Bentayga. If you’re buying the V-8 because Bentley says it’s the sporty one, not just the cheap one, you’ll want the Dynamic Ride system. It’s difficult to overstate what a remarkable job these electric active anti-roll bars do to keep this big SUV from leaning over on its door handles as you go around a corner. You won’t miss them if you never leave central London, but if you enjoy driving even a little, they transform an SUV with up to 9.6 inches of ground clearance into a Flying Spur wagon. It really drives no differently than Bentley’s entry luxury sedan, save the more commanding view of the road.

If you do plan on driving quickly, though, we’d recommend keep it in Sport mode. The standard “B” mode is fine for tooling around town, and Comfort makes it ride shockingly well on failing pavement, but both suffer from a lazy throttle pedal. Whether Bentley went too far in programming it to waft away from a stop, needed a trick to improve real-world fuel economy, or just couldn’t find a way to spool the turbos up any quicker, there’s an inescapable two count between when you start pressing the pedal and when anything noteworthy happens. It’s a powerful engine, but it’s a lot of car, too. If you prefer your Bentley’s engine to react the instant you summon it, Sport mode delivers until you get around to programming Custom mode to your liking.

That covers most buyers, but there are those among you who’ll actually treat it like the SUV it is. Whether it’s getting out to the country house in the rainy season or the ski chalet in the dead of winter, you’ll want the All Terrain specification with its dial-a-scenario off-road modes. To be certain, we deviated far off Bentley’s prescribed drive route and into the Austrian Alps. Turning off the B roads onto various farm tracks and dirt access roads to hunting cabins, all of them under nearly a foot of snow, the big Bentley clawed its way up the mountains like the world’s most ostentatious billy goat. A good set of winter tires and an activated snow mode were all it needed.

If this sounds like you, you would do well to take it slow. Although the Bentayga proved shockingly capable of climbing snow-covered switchbacks and muddy two tracks, its first preference in loose conditions is to understeer. Once the front end finds its bite, a bit of throttle helps it dig in and can rotate the rear end around a little. Get too aggressive with the throttle, and you’ll find it actually drifts quite nicely, again like a tall wagon rather than a lumbering SUV, and the various off-road modes will let you hang it out quite a bit. Brake early, because you’ve got a lot of SUV to slow down and little grip to do it with, and let the front end find its footing before you turn sharply or get back in the throttle.

The rest of your money you’re free to spend as you do on a Bentley, on Breitling clocks and acres of leather and wood in whatever finish suits you. We’re particularly fond of the new “cricket ball” red leather option, which is a far classier shade than the usual brothel parlor red. Just please don’t waste your money on carbon-fiber trim (it’s not a sports car) or piano black wood (which looks like black plastic even when Bentley does it). The Tamo Ash is particularly delightful.

If you’ve not yet attained the net worth necessary to not care what your Bentley costs, you’ll be pleased to know that beneath the wood and leather the V-8 is just as good an ultra-luxury SUV as the W-12 original at a far more reasonable price. There’s no getting around the fact it’s a bit pokier, but otherwise, your ability to make it exactly the off-road-capable luxury apartment of your dreams is limited only by your budget, and that kind of freedom to choose is truly luxurious.

The post 2019 Bentley Bentayga V-8 First Drive appeared first on Motor Trend.

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The only thing that I miss on EV is the sound. I dont mean fossil engine sound but a sound that will tell that Rimac C2 has 2000HP. Every supercar should have a appropriate sound, my opinion. What do you guys miss on a EV?

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As the title suggests, also, with the car library growing pretty quickly, I think some extra race presets should be added instead of having just the 3 standard races we get now. Maybe 6 instead of 3? The first 3 being dedicated Gr.4, Gr.3 and Gr.1 with GR.2 being in the extra 3 cycled races until it gains popularity and more cars.

Thoughts?

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The Toyota RAV4 has come a long way since its formative years in the 1990s. At different parts in its history, it has taken the form of a sporty two-door, a cabrio, an EV, and a three-row family vehicle. As it enters its fifth generation, the RAV4 receives tech improvements and sits on a new platform that promises better handling. But does the new design give it what it needs to stay the best-seller in its segment? Let’s take a look at the styling of the 2019 Toyota RAV4 below.

Whether you like the new design, Toyota deserves credit for taking risks and going for a totally different look. We see some of the biggest design changes up front. The previous-generation RAV4 featured a rounded face, but the new model has a squared-off front end. New headlights complement the more aggressive, sharply defined grille. The look reminds us a lot of the Tacoma, especially the Adventure trim model. Toyota also positioned the foglights higher up on the front fascia. Overall, we’d say the RAV4’s front end looks much more athletic than before.

The same holds true when looking at the crossover’s side profile. New angular wheel arches accentuate the RAV4’s height. On that note, ground clearance has increased more than half an inch. Adding to the rugged look is more body cladding.

You’ll also notice the side mirror is located on the door instead of on the A-pillar, which visually lowers the beltline and should improve visibility. The model also has a larger rear-quarter glass area. From this angle, you can see the new RAV4 gets a floating roof design. Also, the roof drops down at an angle, making the rear end stick out.

In the rear, the RAV4 receives a more prominent bumper and a dual exhaust. There are also more angular taillights, which are connected by a silver bar. The license plate area takes on a new shape, as well. On the old model, the rear looked more upright.

Peeking inside the cabin, you’ll find the RAV4 offers a new infotainment screen that sits directly on the dashboard. The climate controls are positioned lower, and a new shifter takes up less space on the center console. Different drive selections now sit to the left of the gear stalk. There is a new electronic parking brake and new side-by-side cupholders.

Do you think the 2019 Toyota RAV4 is refreshing or revolting? Let us know on Facebook.

The post Refreshing or Revolting: 2019 Toyota RAV4 appeared first on Motor Trend.

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