Posted on 12/05/2024 8:54:46 AM PST by ChicagoConservative27
"What's the best car?" Getting asked that question is an occupational hazard in this business. (And, yes, we realize that it's not actually hazardous, at least compared with the occupational dangers faced by, say, ironworkers who build skyscrapers or zookeepers who feed lions.) When you drive and test hundreds of cars every year—as our editorial team collectively does—it's a natural query. And our annual 10Best awards provide the answer.
Since 1983, we've been conducting this exercise: We identify the very best of what's available, not merely our favorite new models introduced for a given year. An onslaught of new or significantly redesigned contenders vies with the winners from the previous year for one of the 10 coveted spots. These days, the price cap is $110,000 (sorry, Ferrari). We gather our staff and contributors from far and wide for an intense two weeks of driving and instrumented testing, interspersed with arguing. And then we vote. The winners are those that best fulfill their intended mission, deliver value to their buyers, and spark driving joy.
(Excerpt) Read more at caranddriver.com ...
If I lived near some lightly-traveled, twisty byways where the BRZ/86 could shine, I'd seriously consider getting one. Well, that, plus the fact that the car was designed for people about a foot shorter than me. Guess I'll just put Bilstein struts and shocks on my SUV.
What? My 2010 BMW 128i is not on a Car and Driver best cars of 2025 list?
I’m outraged.
Spent 37 years in aviation maintenance....in contrast to autos it’s a different animal all together.....obviously.
The tolerances are way tighter in many places.
e.g. one engine I worked on had assemblies that one side was designed to spin, the other side was static but the two needed to seal so there was no oil leakage. The flatness required to accomplish the “mechanical seal” between the two had to be in the millionths of an inch range.
To accomplish that the parts would require a process called “lapping” which is basically making the part flat.
To verify flatness the process was to measure using an optical flat that shows light bands.
Anyway, yeah things are a lot tighter in aviation.
I won’t bore you any further with light bands thing but if your at all interested this explains it.
https://www.kemet.co.uk/blog/lapping/how-to-measure-flatness-technical-article
Ah, no thanks.
That list looks like a list of highest bidders..
Lucid? really??
Yea, the injector assemblies where I worked used light bands. There were machined out to 7 decimals places of an inch. Then each were measured and then classed within 49 ranges. The injector plungers were then matched with the barrels in the same class. Very tight tolerances.
the recalled engines are twin turbo 3.4 litre v6... not 2.4 litre turbo 4 cylinders...
Do you mean “FAG UAR” ???
. Don’t care. Wouldn’t touch one if you paid me. Hummingbird engine isn’t going to last as long as an Eagle.
Anything 20+ years old.
Thanks 👊🏽
i agree... i have a 2022 toyota tacoma trd sport with the 3.5 litre v6... not a fan of turbo charging engines to replace engine displacement for daily drivers... just didn’t want you looking stupid...
No worries. I do that on a daily basis here with no help or prompting from anybody.
“To verify flatness the process was to measure using an optical flat that shows light bands.”
I understand that. I made a couple of telescope mirrors which are in these cases parabolas but are extremely close to being spherical. A simple “knife edge” test is used to measure the curve to millionths of an inch.
Rubbing two disks of glass together with abrasive between them produces two spherical surfaces. The concave one becomes the telescope mirror.
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