Class: LL3 Lap time: 3:03.5 Base price: $69,235 As-tested price: $73,725 707 hp • 4564 lb • 6.5 lb/hp Tires: Pirelli P Zero, 275/40ZR-20 (106Y) Let’s be honest: Nobody looks at this thing and thinks “track car.” Okay, maybe parallel tracks with Christmas trees, but no track with curves. The is just so big, so heavy, so utterly Woodward Avenue. And considering that it has 46 more horsepower than the second-most-powerful car on this roster, the, it wears pretty skimpy tires. All four corners are borne by the same 275/40ZR-20 P Zeros, as dictated by the stock Charger bodywork. The has 355s in back, and it only has 645 horsepower. Download samurai x episode 43 sub indo. Is the Hulk in Gucci pumps.

That said, it’s fun. You run over everything in your way: curbs, trees, flag stations, anything that threatens to make it turn any more than it really has to. And yet the main challenge in the Charger (see what we did there?) is to keep it pointed straight, because it pretty much wants to go all 4.1 miles sideways, backward, or just spinning like a Chinese pinwheel firecracker. The first time you light up a corner in full drift, you feel like a Valkyrie on the run. The problem comes at the next corner, when those same rear tires are now rubber fondue and there’s no grip. One drift begets more drifting, which begets a lousy lap time. Restraint may not be your thing at the Old Country Buffet, but it’s a requirement here.

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Sector times, schmector times. Fine, the Hellcat posted just 0.89 g in Turn 1, about the same as a postal Jeep. It does indeed understeer, the reactor from the U.S.S.

Nimitz being a somewhat heavy thing under the hood. Otherwise it scampered as best it could, running in a pack with far-lesser-powered but better-handling cars. Except on the main straight, where it nearly punched through to 150 mph. That’s better than a number of cars shoving a heck of a lot less air out of the way, including the Chevy Corvette.

Mar 7, 2017 at 11:13AM Editor's note: Tesla President of Global Sales and Service Jon McNeill provided to this article on Tesla Motors Club forums. Seven months, three weeks, and three days. That's how long it's been since my Tesla () Model S was damaged in an accident, and I still don't have my car back. My Model S, shortly before the accident.

Image source: Author. You may assume that my car was involved in some sort of catastrophic collision that would require hours upon hours of labor to repair. It was a run-of-the-mill accident (more details later). Tesla is predominantly responsible for why it is taking so long, because out of those eight months, over five of them have been spent doing nothing but waiting for parts.

Let me back up a bit and start from the beginning. 27, 2016: Delivery day In late 2015, my wife and I decided to take the plunge and buy a Model S.

We had been longtime supporters of, and investors in, the company, first. We finally pulled the trigger in December of that year. In order to save quite a bit of money, we opted for a certified pre-owned (CPO) model, which cost about a third less than a comparably equipped new Model S.

At the time, the Colorado state tax credit ($6,000) for electric vehicles could be claimed on used vehicles, provided the car had never been registered in the state. (The state credit was recently amended to exclude used vehicles, effective starting 2017.) So we found one that was located in New Jersey, and even after paying the maximum transportation fee ($1,500), it still easily worked out in our favor. It was less than two years old and had less than 20,000 miles on it -- not bad for what we saved by going CPO. It was even the exact same shade of dark green as my first car, a color option that had since been discontinued -- bonus nostalgia points. Delivery day at the Tesla service center. Image source: Author.

It took about a month for the car to arrive, but we immediately fell in love with it. We started taking road trips more often (within the bounds of the Supercharger network, of course), and frequently found excuses just to drive and enjoy the instant torque. Like most Tesla customers, we became involuntary but not unwilling advocates for the company, fielding a constant string of questions from friends, family, and strangers regarding how the car worked and what sort of behavioral adjustments one has to make when going all-electric. We also attracted the typical confounded stares when we'd put something in the 'frunk' or put the kids in the rear-facing seats that we had Tesla retrofit post-delivery. A couple of months after taking delivery, we placed a reservation for a Model 3 on March 31, the day that Tesla unveiled the vehicle and started taking deposits.