Ferrari 612 Scaglietti--Video Test Drive with Chris Moran
A beautiful Ferrari 612 Scaglietti presented by Chris Moran. This gorgeous Ferrari is furnished by our friends at D&M Motorsports. Presented by Chris Moran
Twelve cylinders. Twelve. To the less-than-knowledgeable automotive enthusiast, that's how many V's this car has and it's twelve V's are derived from the monumental Enzo Ferrari. Yes, it's a V12 engine. In this humble man's opinion, anything with a 12-cylinder motor qualifies as exotic. Combined with the ultra-exclusivity of the 612 Scaglietti, this car is truly is Ferrari's everyday supercar.
Let's go all the way back to the 12-cylinder Ferrari Testarossa. Launched in 1985, the Testarossa was a wildly designed, anything-but-conventional modern-day supercar. While Ferrari had been making great cars in the mid 80's, they never quite had the wow factor of the poster-worthy Lamborghini Countach.
In the rear of the Testarossa sat the 4.9 liter Flat-12 engine. What's a flat-12? Sometimes called a "boxer", the pistons basically fire at each other on a 180 degree flat angle, hence the name "flat". The benefit is a lower center of gravity than a conventional v-style layout, aiding the handling in the process.
The Testarossa ushered in a successful flagship model for Ferrari. With nearly 10,000 produced over it's 10 year run, it captured much of the marketplace in which it helped define. In 1992, Ferrari revised the Testarossa to become the 512 TR. Largely unchanged, there were minor refinements to the driveline and appearance, and a Boost in power from 381 to 421 horsepower. In 1995, the F512 M was created to commemorate the last year of the Testarossa. With a new front-engined replacement on the way, they made only 500 of the F512 M. This car is indeed a rare collectible.
When the Ferrari 612 Scaglietti arrived on the scene, the first adjectives to describe the appearance were not very kind. It seemed somewhat bulbous in appearance, It's soft lines dampened its aggressive edge A very large car by Ferrari's standards, it's a real 2+2 configuration, with the front-engined V12 following the tradition of it's predecessor. Just to illustrate, the 612 Scaglietti is within 6 inches of the current CL550's length and has a four inch wider berth. That's no small car.
Under the hood is a 5.8 liter V12, in this car it's mated to the 6-speed F1 manual. While single-clutch sequential transmission are pretty much a thing of the past, the Ferrari F1 setup always amazes me at how smooth and transparent it is. I had chance to experience the newest F1 "Superfast" in the F430 Scuderia. That's the best a single clutch with ever get. It's a two-pedal setup that is still a true manual transmission. You have a computer that manages the clutch, depending on the vehicle settings and driver inputs. To drive as a manual, you engage the right paddle located on the steering wheel to upshift, the left paddle to downshift. If you don't feel like shifting, press the "AUTO" button prominently displayed on the console. The computer will manage the shifting for you, so you can drive it as you would any other automatic sedan. Don't get me wrong, this setup will never be able to duplicate the silky-smoothness of a torque-converter in a traditional automatic, but it does a great job trying.
Taking those virtues into account, add the most important ingredient, the 5.8 Liter 48-valve V12 engine. It's rated at 540 horsepower, making abundant torque in the low revs. This engine just wants to be run to it's redline all day long, as if it's not happy unless you are purposefully trying to spend the night in jail.
BMW X5 (F15) 2014 50i - ЖермесАвто. Эпизод 1 - Большой тест-драйв
Подкаст «Большой тест-драйв» -
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Вторая часть обзора BMW X5 (F15) 2014 50i. Мы
решили привлечь к «Большому тест-драйву»
Кирилла a.k.a. Жермеса, имеющего уникальный
взгляд на автомобили и их юзабилити в
частности. Понравился ли обновленный X5
Жермесу, какие плюсы и минусы он смог
найти? Что сказал владелец Tesla Model S -
Андрей, которого Сергей Стиллавин и
Рустам Вахидов случайно встретили в
небольшом городе под названием Москва.
Наша партнерская программа
My 2011 Ferrari 612 Scaglietti on the GP F1 Circuit
Driving my 612 around the GP f1 circuit on our local Ferrari Club track
event. With me is one of the official Ferrari test drivers from Maranello,
from the Ferrari Corsa Pilota giving me track driving tips and teaching me
the best way to drive the car. What an amazing day out.
Ferrari V12 Engine
Ferrari V12 Engine Assembly. From start to finish, one technician is
responsible for the assembly........
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Ferrari 612 SCAGLIETTI on the DYNO!
Ferrari 612 on the Dyno. The car's ECU/computer
didn't like being on the Dyno, so the numbers are a bit
lower than they should be. . 442 HP, 340 lb/ft torque at the tires. (The
engine is rated at 540HP at the crank.)
Ferrari Testarossa--Video Test Drive with Chris Moran
Ferrari Testarossa--Automotive Media Group Test Drive and Video Walk Around
Review 2011 with Chris Moran.
In 1982 Pininfarina was commissioned to style a 12-cylinder Ferrari with
radiators in the flanks like a racing car, GT-level luggage and storage
space, extreme comfort, and performance to top the road-car line of the
world's premier sports car manufacturer. The Testarossa was to be shaped
partly by the wind tunnel to ensure clean airflow, low noise and high speed
stability. Rear location of the radiators made the car's aerodynamics even
more important as passive direction of air to and from the engine bay had
to be very effective. The result of Pininfarina's labors was easily the
most recognizable and influential car of its time. The Testarossa is
unmistakable at any distance, and impossible to ignore.
Based on the outgoing Berlinetta Boxer that had so admirably preceded it,
the Testarossa was intended to be a faster, better handling, more spacious and
more luxurious car than the BB, a machine that wasn't initially legal for
sale in the US due to federal safety and emissions legislation. However,
the Testarossa was designed from the outset as a world car - legal in every
Testarossa debuted at the Paris Auto Show in September 1984 as a
replacement for the 512 BB. Ferrari's Testarossa was half of perhaps the
greatest double act in supercar history. An era defining rivalry saw it
pitched head-to-head with Lamborghini's awesome Countach and between them,
they were the kings of the road.
Technically the Testarossa was almost identical to the 512 BBi it replaced,
but on the outside the two were quite different. Functionality was the
entire reason why the Testarossa looked so different. The single rear
mounted radiator used in the two 'BB' models was replaced by one on either
side of the engine. The engine alone was already quite substantial in
width, but with a radiator on either side, the complete package needed a
two meter wide rear body to house it properly.
This was not the first Testa Rossa in Ferrari's history. It was first used
as 'TR' almost thirty years earlier for Ferrari's four and twelve cylinder
engined sports-prototype racers. Italian for 'red head', Testarossa
referred to the bright red cylinder heads used on the engines. The most
famous of these was the multiple 24 Hours of LeMans winning 250 TR.
Motor racing had proven in the preceding decade that mounting the engine
behind the driver was an improvement over mounting it in front.
The engine was a modified version of the 512 BB. It had four-valves per
cylinder, Marelli electronic ignition, Bosch K-Jetronic fuel injection, and
capable of producing 390 bhp from the 4943 cc horizontally opposed 12
cylinder. The zero-to-sixty time was about 5.3 seconds and top speed was
above 180 mph.
Ferrari's five-lite Flat-12 was ultimately derived from the 1975 312 T
Grand Prix contender, these cars going on to win both F1 Drivers and
Constructors Championships. The Testarossa's look, performance and
reputation made it perhaps the ultimate eighties status symbol, a
reputation it could well do without today. Using a welded tubular steel
frame, the chassis wasn't too dissimilar from the outgoing BB, just a few
dimensional tweaks being made here and there. The wheelbase was stretched
from 2500 to 2550mm, the track widened and a removable engine subframe used
that could be un-bolted from the main chassis in order to allow easier
access to the engine. Displacement of the 180° Flat-12 motor was 4942cc,
this thanks to a bore and stroke of 82 x 78mm respectively. Output was
390bhp at 5300rpm, compression being set at 9.2:1. An important revision
came in the form of Ferrari's four-valve cylinder heads (known as
Quattrovalvole), all the various Berlinetta Boxer's having only ever
featured two-valve heads.
This Testarossa was built for the US market and made its way into those
showrooms during 1985. The vehicle was designed to comply with the US
emissions, regulations, and safety restrictions.
Ferrari 612 HGTC Scaglietti INSANE Accelerations! + Rev and downshift
This is now my favorite sounding Ferrari of all time. It is a 2006 Ferrari
612 HGTC Scaglietti with the flaps in the Exhaust permanently open. Best sound in the
world. Seen at the Porsche show at Kemp Auto Museum. Same car from the
previous video. Thanks Doug! Please comment / like / subscribe and be sure
to watch in HD!
Ferrari 550 Maranello--Video Test Drive with Chris Moran
A sexy black Ferrari 550 Maranello...complete with Tubi Exhaust! Presented by D&M Motorsports and
hosted by Chris Moran
Marking a return to a front-engined layout for flagship sporting Ferraris,
the 550 Maranello sparked a revival of more usable Ferrari models. With a
layout harking back to the Daytona of the Seventies, the 550 backed up its
position by carrying a stick the size of a giant redwood. With 485bhp to
call upon, it was at least two seconds quicker around the Fiorano test
track than the Ferrari F355 itself no slouch. With used models now starting
to appear, can a 550 Maranello justify itself on any rational basis? Find
Leaving aside the question of depreciation, performance or running costs,
the less tangible aspects of Ferrari ownership come to the fore with the
550. Take the interior for starters. Theres a refreshing lack of pretension
in its execution, a firm understanding of Ferrari heritage and whats
necessary and whats mere frippery. No pompous walnut veneer here, no
mock-F1 style carbon fibre.
Nor are there modern niceties like steering wheel stereo controls, dimming
mirrors or cup holders. Can you imagine the late Enzo Ferrari ever
specifying cup holders in one of his cars? The very thought of trying to
drink while at the helm of a Ferrari. The great man would turn in his
grave. No, a Ferrari cockpit should always be designed for driving - and
this one is.
That doesn't stop it from being an automotive work of art, however, swathed
in leather with careful chrome touches here and there. Take the polished
gear-knob - it looks and feels extraordinary. Alone, it must be worth
£500; or maybe even £1,000 - who can tell? Though the exterior styling
may be more Beckham than Barrichello, this is a car for people who love
Ferraris and don't mind others knowing. Perhaps it is this more than
anything else that marks the 550 Maranellos greatness. You can't imagine
someone who might otherwise consider, say, a Mercedes SL or a Jaguar XK8
buying this car; it's too wild - too extreme. But, unlike the F360 Modena,
not so wild and extreme that you couldn't really use it as everyday
transport. Which, by almost any justification, is about as good as it gets.
That the Ferrari 550 Maranello can now be had for five figures rather than
six is probably not going to prompt a buying stampede, but it nonetheless
makes the car look conspicuously good value against admittedly newer
rivals. In many ways, the beautiful thing about the 550 Maranello is that
with a private plate on, only a true Ferrari anorak would ever know which
model year it was. When used valuations vary by over £50,000, theres a
pragmatic sort of appeal to this course of action. Opening values for a 550
are around £43,000 for a 1997 P-registered car, whilst a more recent 2001
X-plated model will fetch in the region of £62,000.
Insurance? Youd be disappointed if it were anything other than Group 20
The 550 Maranello is an astonishingly reliable car. In order to demonstrate
its durability, a team of British journalists drove one from Buenos Aires
to Tierra del Fuego, a trip of over 3000 miles on a mixture of tarmac, snow
and dirt tracks. Despite the merciless pounding the car received, the only
reported fault was a broken temperature sensor on a catalyst, testament to
the 550s mechanical ruggedness. Using four valves per cylinder instead of
the increasingly common Ferrari five, the Maranello is a surprisingly
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Maybach 62 Test Drive (And Ride!) with Chris Moran
An in-depth review of the 2005 Maybach 62 with Chris Moran
Maybach was one of the world's most exquisite nameplates in the 1920s and
'30s. The original company was founded by Karl Maybach — the son of
Wilhelm Maybach, who developed the first Mercedes.
Some people were surprised when Maybachs returned in the form of two
closely related, all-new ultraluxury sedans. Each posh sedan is filled with
nearly every sort of comfort and convenience feature offered in a motorcar.
Ostensibly a product of DaimlerChrysler, Mercedes-Benz's parent company,
the modern-day Maybach is actually considered a make of its own.
Maybachs come in two sizes: the regular Type 57 and the extended-length
Type 62. Each model designation indicates the car's length in meters: 5.73
for the Type 57 and 6.17 for the Type 62. Special features include
electronic braking and an Airmatic Dual Control air suspension.
A rearview parking-assist camera is available in the 2005 model. Standard
equipment now includes Robbe & Berking beverage flutes and a handcrafted
Dunhill Collection umbrella. Standard Sirius Satellite Radio includes a
Only one or two Maybachs per day are built at a state-of-the-art facility
in Germany. Mercedes-Benz dealers must sign separate agreements to sell
According to the manufacturer, Maybach styling balances classic and
avant-garde features. The doors, hood and fenders are made of aluminum.
Maybach says a primary goal was to deliver an "entirely new definition of
Twelve body colors are available, and two-tone paint schemes may be
specified. Bi-xenon headlights are standard. The regular-size Type 57 is
225.3 inches long overall, uses a 133.5-inch wheelbase and rides on 19-inch
tires. A standard power-closing feature pulls the door shut from the first
As many as 100 items inside the Maybach are trimmed with exotic woods.
Buyers can mix options with the immense standard-equipment list in numerous
combinations. Available accessories include a luggage set, a sterling
silver champagne goblet, a humidor, a golf bag and a fluffy travel rug.
Buyers may choose from six Grand Nappa leather colors and three types of
wood. All four standard seats are heated, and active seat ventilation is
Occupants can luxuriate in reclining rear seats. A television with a
9.5-inch TFT flat screen includes a DVD player. Interior features also
include four-zone climate control with two air-conditioning units, a
refrigerated compartment, a cordless phone with two handsets and a
21-speaker Bose Dolby sound system. Each sedan also has the Tele Aid
emergency communication system and the Comand integrated control system,
which are available for Mercedes-Benz vehicles.
Under the Hood
Breathing with the assistance of twin turbochargers, the 5.5-liter V-12 produces 550 horsepower and 663
pounds-feet of torque. It teams with a five-speed-automatic transmission.
Maybach claims the Type 57 can accelerate from zero to 60 mph in 5.2
Ten airbags, including two adaptive front airbags, four side-impact
airbags, and front and rear side curtain-type airbags, are installed.
Ferrari 328 GTS--Video Test Drive with Chris Moran
A pristine Ferrari 328 GTS from D&M Motorsports, presented by Chris Moran
The Ferrari 328 GTB and GTS was the successor to the Ferrari 308 GTB and
GTS. While largely based on the 308 GTB and GTS respectively, small
modifications were made to the body style and engine, including an increase
in engine displacement to 3.2 L (3185 cc). 7,400 Ferrari 328s were produced
by the time the model was replaced by the new 348 in 1989, bringing the
total for the 308/328 generation to nearly 20,000. The 328 is considered by
some Ferrari enthusiasts to be one of the most reliable Ferraris; unlike
some models, most engine maintenance can be performed without lifting the
engine from the vehicle.
The GTB referred to the Gran Turismo Berlinetta (coupé) body while the GTS
was a Gran Turismo Spider (targa top). In 1985, the 328 retailed from
$58,400-$62,500 ($115,300-$123,400 in 2008 dollars) in the United States.
This price included a gas-guzzler tax.
The 328 GTS model, together with the fixed roof 328 GTB, were the final
developments of the normally aspirated transverse V8 engine 2-seat series.
The 328 figures in the model title referred to the total cubic capacity of
the engine, 3.2 litres, and 8 for the number of cylinders. The new model
was introduced at the 1985 Frankfurt Salon alongside the Mondial 3.2
Essentially the new model was a revised and updated version of the 308 GTS,
which had survived for eight years without any radical change to the
overall shape, albeit with various changes to the 3-litre engine. The 328
model presented a softening of the wedge profile of its predecessor, with a
redesigned nose that had a more rounded shape, which was complemented by
similar treatment to the tail valance panel. The revised nose and tail
sections featured body colour bumpers integral with the valance panels,
which reflected the work done concurrently to present the Mondial 3.2
models, with which they also shared a similar radiator grille and front
light assembly layout. Thus all the eight-cylinder cars in the range shared
fairly unified front and rear aspects, providing a homogeneous family
image. The Exhaust air louvres behind
the retractable headlight pods on the 308 series disappeared, coupled with
an increase in the size of the front lid radiator Exhaust air louvre, which had been introduced on
the 308 Quattrovalvole models, whilst a new style and position of exterior
door catch was also provided. The interior trim also had a thorough
overhaul, with new designs for the seat panel upholstery and stitching,
revised door panels and pulls, together with more modern switchgear, which
complemented the external updating details. Optional equipment available
was air conditioning, metallic paint, Pirelli P7 tyres, a leather
dashboard, leather headlining to the removable roof panel plus rear window
surround, and a rear aerofoil (standard on Japanese market models).
In the middle of 1988 ABS brakes were made available as an option, which
necessitated a redesign of the suspension geometry to provide negative
offset. This in turn meant that the road wheel design was changed to
accommodate this feature. The original flat spoke "star" wheels became a
convex design, in the style as fitted to the 3.2 Mondial models, whether
ABS was fitted or not.
The main European market 328 GTS models had a tubular chassis with a
factory type reference F 106 MS 100. Disc brakes, with independent
suspension via wishbones, coil springs, and hydraulic shock absorbers, were
provided all round, with front and rear anti roll bars. There were various
world market models, each having slight differences, with right and left
hand drive available.
TUBI Ferrari 612 Scaglietti Incredible sound!!!
This awesome 612 left cars and coffee at Aston Martin of New England! Such
a monster this car. The Tubi Exhaust
is one of the loudest I have ever heard. In this video, you can hear this
car from so far away. Don't forget to comment, rate and subscribe for more
HD exotic car videos!
Rolls-Royce Ghost Test Drive and Review-- Video Test Drive with Chris Moran
A test drive in a 2010 Rolls-Royce with Chris Moran. Rich people are
different from the rest of us. Their wants and needs involve parameters and
details completely foreign to the proletariat. While we use our vehicles
for transportation, utility and sport, the rich view their automobiles as a
necessary accoutrement to their elevated lifestyles.
For the ultra-wealthy, an appropriate equivalent might be an original
Remington bronze or Picasso painting. And just as they need art in their
mansions, they need beautiful transportation. The 2010 Rolls-Royce Ghost
lives up to those lofty requirements by simultaneously being a rolling work
of art and a status symbol beyond reproach.
Like access to the Queen, our time with the Ghost was strictly limited, so
comprehensive driving impressions will have to wait. But what we did get
was a rare glimpse into what the world's richest inhabitants will enjoy
when the Ghost goes on sale this year. And as you'd expect, life is good on
this side of the financial Bell Curve.
In the world of automobiles, there are better vehicles than the 2010
Rolls-Royce Ghost. Some may feature more complex and innovative
engineering. Others may provide more performance. There are certainly more
expensive and exclusive cars.
But none of these facts matter. To those attracted to the newest, smaller
Roller, what matters more is how the Ghost goes about its business of
enhancing a well-off individual's life.
Certainly, the engineering is solid. It's what you'd expect of
Rolls-Royce's caretakers at BMW. Approximately 20-percent of what's used in
the Ghost is related to the current and previous generation BMW 7 Series.
In other words, Rolls-Royce started with premium stock and went no where
Certainly, the 2010 Ghost has more street presence than BMW's flagship. The
differences are so great that most would never know the two were related,
even with the knowledge that the hallowed British marque is under German
The Ghost's lines are artfully drawn, not a bit fussy or over done. They
are simple and elegant, and impart a sense of solidity. Important details
such as the coach doors (otherwise referred to as "suicide" doors by the
unwashed masses) allowed designers to make a single element of the front
and rear door handles. The design simply looks right. Tiny details
reinforce the aura, including the "RR" centers that spin freely within the
wheels so the logo remains upright at all times.
While there's not much to set the Rolls apart at the rear -- those chromed
Exhaust tips are a $3,200 option -- up
front the car's heritage is unmistakable. Set off by the optional $5,000
Silver Satin Bonnet finish, the smaller-than-on-the-Phantom recessed grille
looks appropriately updated and none-too-large given its surroundings. The
strong horizontal shape of the Xenon headlamps (with integrated running
LEDs) accentuates the fenders and provides another familial styling cue. A
single line of turn signal LEDs rest directly below the main lamps, and
standard foglights would apparently be gauche.
And, of course, one cannot overlook the Spirit of Ecstasy. She's been the
brand's mascot since the very beginning, and looks remarkable for being 99
years old. She first adorned a Rolls-Royce in 1911, and has been used in
various poses ever since. To protect against theft and in the event of a
collision with a pedestrian, she quickly retracts into the faux radiator
shell. Find her image in the gallery and look at how lovingly she was
sculpted. If you look close enough, you can see how her young eyes look
eagerly ahead. While setting a good example for all, her eager attitude is
warranted given the performance available from the Ghost.
Based on the twin-turbo V12 from the
fourth-generation E66 7-Series, the Ghost's engine has been stroked from
6.0 to 6.6 liters and produces 563 horsepower at 5,250 rpm with
575 pound-feet of torque at just 1,500 rpm. The gearbox is based on a unit
spreading through BMW's ranks, the excellent ZF eight-speed automatic.