Thread: Cropley na avtomobile: veselje "uravnotežen" kontrol

Mnogi proizvajalci navidezno dobili nadzor uteži narobe teh dneh, vendar MG Motor ni eden izmed njih torek – vožnja domov v dizelski avtomobil MG 6 sinoči, radio off, samo uživajo avto, padel sem se spraševala, zakaj ta običajni stroj,-prenaglila zavrnila večina na trgu, se je zdelo tako preklet prijetno za delovanje.
Smo se peljali skozi navadne zunanji promet London, mastno in rutted zunanji London cestah, z MG postopka v tako lepo živahne avtomobilov vedno storiti, ko vam je všeč, in so popolnoma seznanjeni z njihovo delovanje.
Kaj je 6 posebno, sem se odločil, je bil sladko uravnoteženega nadzora prizadevanja. Nobeden od Big tri voznike-krmiljenje, dirkača in dušilke odgovor-je bil sloj-vodilen v svojem lastnem imenu, vendar combo je bilo vzorno. Uravnoteženje prizadevanj za nadzor nad je skoraj nov. Kot nazaj v 1920 odločanje modrost je bila več zmogljivosti avtomobila je, več moči, voznik potreben da gre.
Ki vzrejajo povojne generacije kosmat prsi športnih avtomobilov-zmaga TRs in Healeys- in še danes nekaj avtomobilov, ponavadi nemško, so kontrolniki, ki se zdi, da so groba in manj dobro ujema kot treba, pri uresničevanju športnost. Lotuss Colin Chapman je bil med prvimi, da ovržejo hitrost potrebuje moč filozofije na usklajen način. Od začetka svoje avtomobile so lahka in enostaven za uporabo. Prvotni Lotus emulated vzmetenje je daringly voljno, ko so drugi po nepotrebnem trd.
Ampak da res usklajevanje prišel leta 1970, ko Chapman & Co začela ravnim zaslonom Esprit in nove generacije Elite. Ko ste kratki sklopka ste imeli precej dobra ideja kar itd bilo všeč, da se premaknete na gearlever. Sem v lasti Excel, se je odločil občasno sladko avto na dolge razdalje, tudi proti Porsche 944 večina kupcev v razredu.
V sodobnem času, vsi proizvajalci avtomobilov so sprejeli idejo. JAC Nasser, Forda največji sir 90-ih, govoril veliko o rokovanje, pojem, da odpiranje vrat Ford obljubo užitki v nekaj minutah.
Veliko zdaj bi za isti zahtevek, ampak najboljši še vedno izstopajo. Skupno miss danes je kvalitetno dirkača. Celo skoraj popolno Ford Fiesta ST je kašaste, precej nezahteven gearlever delovanja, in zmanjšano kolo-prenehanje potreben z najnovejšo generacijo Peugeot 208s in 308s omogoča dolgo vrže iz ročne menjalnike zdi izrazito čuden.
Naenkrat, cesti izpraševalec govoril veliko o značilnostim avtomobilov (mehko suspenzije in smešno kontrole za francoski modeli, top-endy motorjev in brio za Italijani), ampak, da stvari je bil internationised iz obstoja.
Za britanski avtomobilov, preživi le ena pomembna lastnost dinamičnih: skrbno uravnotežen nadzor prizadevanja. Čutiš v Aston, Land RoverLotus, Jaguar – ali MG6 – in ponosni.
Ponedeljek -Kolega ti danes narediti malo poslovanja. Vozi 2002 Smart Roadster-tako kot Gordon Murray, kot pa Jenson Button. Po moj prijatelj, cene so bile na tleh, vendar so začeli vrteti navzgor, kot ti domiseln, underpriced malo z motorjem zadaj roadsters vzbudil ljudi, ki poznajo svoje avtomobile.
Gumb Tale (dobro znano, da obstoječi lastniki) je, da je McLaren star imela Bugatti Veyron, vendar zamenjali za Smart, ko je zbolel, Bug vzdrževanje računov. In ker je preprosto všeč Smart.
Ne vidite veliko je Roadsters-s pomočjo možnosti seznama lahko preživijo skoraj 20k na eno, tako hodijo ni točno iz razstavnega prostora, da ste pozabili kako srčkan in prostor učinkovito so. Vendar če moje prijatelje izkušnje je kaj bi hodil z, se seveda navadiš. Hes naredil 90.000 milj brez toliko kot napihniti dima olje.
V menjalniku zdi neprebojni (sem to sam določi, leti, z a Coupe) in če se spomnite, da Roadster je pocinkane šasije in plastično telo, vi lahko vidite, zakaj ta sodobne avtomobile, je mogoče pričakovati, da živijo polno življenjsko dobo, ne pa rjavenje stran pred prvo zaposlitev motorja, kot je storil toliko Spridgets in zmagoslavje Spitfires, ki so bili malo nemški two-seaters predniki pred 30 leti.
Vzel Proviriti v Auto Trader in hitro ugotovi, da lahko kupite za Roadster za nekaj več kot 2000, in našli zdravo Brabus za 4500 ali tako. Svetovi najboljše pozno model Brabus bo postavil nazaj 7000-pred barantanje začne- in to je s samo 22.000 milj na uro. Preden moj kolega je usmerjeno iz naše parkirišče, ki je prehitela, da poznajo moraš imeti eno hitenja, še posebej, ko mi je povedal različni določa že zdavnaj postala na voljo za smešno dirkača in preveč svetlobe servo volan (greš za priročnik).
Preprosto ne morem verjeti, tako glavni malo avtomobilov bo ostal tako cenovno veliko več – pravzaprav, Im imetje trud razumevanje, zakaj je pametno naj so pobili na prvem mestu.

Many manufacturers seemingly get control weights wrong these days, but MG Motor isn't one of them Tuesday – Driving home in the Autocar MG 6 diesel last night, radio off, just enjoying the car, I fell to wondering why this ordinary machine, too-hastily rejected by most of the market, seemed so damned pleasant to operate.
We were driving through ordinary outer London traffic, on greasy and rutted outer London roads, with the MG proceeding in that neatly brisk way cars always do when you like them, and are perfectly familiar with the way they work.
What made the 6 special, I decided, was its sweetly balanced control efforts. None of the drivers Big Three — steering, gearchange and throttle response — was class-leading in its own right, but the combo was exemplary. Balancing control efforts is hardly new. As long ago as the 1920s the ruling wisdom was that the more performance a car had, the more strength a driver needed to make it go.
That bred a postwar generation of hairy chested sports cars — Triumph TRs and Healeys — and even today some cars, usually German, have controls that seem coarser and less well matched than they could be, in pursuit of sportiness. Lotuss Colin Chapman was among the first to overturn the speed needs strength philosophy in a co-ordinated way. From the beginning his cars were light and easy to operate. The original Lotus Elans suspension was daringly supple when others were unnecessarily stiff.
But the move to true co-ordination came in the 1970s when Chapman & Co launched the flat-screen Esprit and the new generation Elite. When you dipped the clutch you had a pretty good idea what itd be like to move the gearlever. I owned an Excel, an uncommonly sweet car on long journeys even against the Porsche 944 most buyers in the class chose.
In modern times, all car-makers have embraced the idea. Jac Nasser, Fords biggest cheese of the 90s, talked a lot about the handshake, the notion that opening a Ford door should promise enjoyable driving in a couple of minutes time.
Many now make the same claim, but the best still stand out. The common miss nowadays is with gearchange quality. Even the near-perfect Ford Fiesta ST has a gritty, rather unsophisticated gearlever action, and the reduced wheel-winding needed by latest-generation Peugeot 208s and 308s makes the long throws of their manual gearboxes seem distinctly odd.
At one time, road testers talked a lot about the national characteristics of cars (soft suspensions and funny controls for French models; top-endy engines and brio for Italians) but that stuff has been internationised out of existence.
For British cars, only one important dynamic characteristic survives: carefully balanced control efforts. Feel it in an Aston, Land Rover, Lotus, Jaguar — or MG6 — and be proud.
Monday – A colleague called today to do a bit of business. Drives a 2002 Smart Roadster – as does Gordon Murray, as does Jenson Button. According to my friend, prices have been on the floor but are starting to turn upwards as these quirky, underpriced little rear-engined roadsters catch the eye of people who know their cars.
The Button Tale (well known to existing owners) is that the McLaren star did have a Bugatti Veyron, but swapped it for the Smart after he became sick of the Bug maintenance bills. And because he simply liked the Smart.
You dont see many of the Roadsters about – with the help of the options list you could spend nearly 20k on one, so they didnt exactly walk out of the showroom — so you forget how cute and space efficient they are. But if my friends experience is anything to go by, they certainly get used. Hes done 90,000 miles without so much as a puff of oil smoke.
The gearboxes seem bulletproof (I established this myself, years ago, with a Coupe) and if you remember that the Roadster has a galvanised chassis and a plastic body you can see why this modern car can be expected to live a full-life span, rather than rusting away before the first engine job, as did so many of the Spridgets and Triumph Spitfires that were the little German two-seaters ancestors 30 years ago.
Took a peep in Auto Trader and rapidly established that you can buy a Roadster for just over 2000, and find a healthy Brabus for 4500 or so. The worlds best late model Brabus will set you back 7000 – before the haggling starts – and thats with just 22,000 miles on the clock. Before my pal had driven out of our car park I was overtaken by that familiar gotta-have-one rush, especially after he told me various fixes had long since become available for the funny gearchange and the over-light power steering (you go for a manual).
Simply cant believe such prime little cars will stay so affordable much longer – in fact, Im having trouble understanding why Smart should have killed them in the first place.