Dssv inc

Of torque—and it also easily outguns the GT3 race car, which punches out its naturally aspirated V-8 to 5.4-liters for durability but is capped by racing rules to somewhere in the 500-550-hp ballpark. Jim Baumbick, Ford's vice president for product development operations and quality, says the supercharged 5.2-liter is the right engine for the GTD based on weight, packaging, efficiency, and performance. The decision to go with supercharging was settled on quickly in the development process. He will not yet give 0-60-mph or other performance figures, but he says Ford targets a sub-7-minute Nürburgring Nordschleife time. That will easily make the GTD the fastest roadgoing Mustang (if you somehow didn't already realize this).Pro driver Hand notes how the aerodynamic drag-reduction system takes downforce out of the car for a boost in straight-line speed, similar to the system used in Formula 1 but not allowed in GT-class racing. Along with its extra horsepower, this is an area where the road car boasts an advantage over the Mustang GT3.The car's development team also moved the transmission from behind the front-mounted engine to the back of the car for a 50/50 weight balance and better torque delivery. Moving the gearbox rearward was a "smoking hard problem to solve," says Larry Holt, executive vice president of Multimatic Special Vehicle Operations, who Farley calls the father of the car alongside Ford's team.The Suspension Is Key to PerformanceThe Mustang GTD's trick semi-active Multimatic DSSV spool-valve suspension boasts hydraulically actuated dual spring rates and delivers two ride-height

The updated 2024 GMC Sierra HD has just been presented to the public by GM, and a large number of changes are included. Notably, the most recent update for the 2024 model year involves the introduction of the new 2024 GMC Sierra 2500HD AT4X, an even more competent off-roader trim level scheduled to go on sale later in 2023 when the first 2024 GMC Sierra HD units reach dealers in the current year.The GM has stated that the new 2024 GMC Sierra 2500HD AT4X would be “really off-road capable,” despite the fact that GM has not yet released all of the vehicle’s information. However, at this moment, we may imagine enhancements like an increased ride height, front and rear e-lockers, and knobby Goodyear Territory MT tires. It is still unknown exactly what will supply and consist of. According to earlier reporting by GM Authority, the 2018 GMC Sierra HD AT4X, unlike the lighter-duty Sierra 1500 AT4X, does not appear to be going to be fitted with Multimatic DSSV dampers.2024 GMC Sierra 2500HD AT4X Redesign, New FeaturesThe upcoming off-roaders have many things in common, and effectiveness is one of them. The new modern offer contains a lot more advantages than we had a chance to see in previous models. The upcoming 2024 GMC Sierra 2500HD AT4X will suffer smaller changes regarding redesign methods, but notable ones will be visible from the back side of the truck. However, even if becomes quite lighter in the new redesign, the towing capacity is still the same. These differences are notable while accelerating the speed.The new Sierra 2500HD works smarter thanks to additional trailer assistance technologies. These ones are including Transparent Trailer View, Trailer Side Blind Zone Alert, and optional Adaptive Cruise Control with Trailering. The heavy-duty Sierra is a good option for people who

The steering wheel is track-spec, too, a Sparco steering wheel that replaces the big, leather-wrapped one in the road car. Behind that, the 12.4-inch digital gauge cluster is gone. A MoTeC display instead stands proud, the sort that you'd expect to find in a real race car, which this, of course, very much is. Credit: Tim Stevens It surely shifts like a race car, with linkage connected to an upright plastic shift knob. It offers no semblance of padding and communicates everything that's happening in the transmission through your fingertips, though the clutch action is far lighter than the one on your average track toy. This made it a breeze to swing out of the pit lane at Charlotte Motor Speedway, far easier than the hair-trigger clutch on most track-only machines.The shift action is delightfully short, too, and though that MoTeC gauge cluster had a sweeping tachometer running across the top, I didn't need it. The sound of that Coyote and the way it shook my core made it pretty clear when it was time to grab another gear.I did a lot of running up and down those gears as I swung the Dark Horse R through the twisty infield at Charlotte, gradually gaining confidence in pushing the car and its Michelin Pilot Sport Cup 2 tires a bit more. As I began to feel the limits, it was pretty clear that the car's manually adjustable Multimatic DSSV suspension and alignment had been configured in a very safe way.When I cranked that Sparco steering wheel over aggressively mid-turn, the car just fell into terminal understeer, patiently plowing straight ahead until I wound back to a more reasonable steering angle. Given that this Mustang has neither traction nor stability control, with 500 hp going straight through the limited-slip rear differential and to the road with no digital abatement, that was probably for the best, especially because I had just a handful of laps to get comfortable. Credit: Tim Stevens Needless to say, the experience left me wanting more. Buyers of this $145,000 track toy are in for a real treat, especially those lucky enough to compete in the race series. The Mustang Dark Horse R gives all the right feels and experience of a proper racing machine like the GT3 or GT4 flavors, but at a much more attainable cost. It's familiar enough to be manageable but still unbridled enough to deliver the proper experience that any would-be racer wants.

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