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AUTOCAR HAMMERHEAD EAGLE I-THRUST PDF

The Hammerhead Eagle i-Thrust – an eco car to rival the miserable and downright After Geoff’s first road test, it was decided that the fully developed i- Thrust. Jeremy Clarkson The Hammerhead Eagle i-Thrust (among other names) is the At the end of the ‘testing’ of the car, Stig dropped it off at the Autocar H.Q. for. eagle-i-thrust. Well part of it. Apparently they didnt post it online.

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In the days before Tesla got into its stride, its aim was to create a decent electric car that people would actually want to buy. As usual, we give the vehicle star-mark scores out of five for its performance in various areas:.

Treacherous handling, sub-standard performance, shocking discomfort, tiny range, awful build quality. This car, believe it or not, is fully road legal and, apart from its occasionally functional diesel generator, is also virtually emissions-free. Although the Hammerhead Eagle i Thrust may appear to be an entirely conventional three-box design to which a smaller fourth box is added that serves as a viewing turret for a brave third passengerbeneath its part-aluminium, part-plastic, part-wood exterior it is, in fact, a genuine hybrid.

There are so many contributory factors to its technical make-up that it could, in fact, be more accurately described as a freak. The basic running gear has been kindly donated by an ex-TVR Chimaera, so the platform on which the hybrid powertrain sits should, in theory, be fairly sound. There are ventilated steel disc brakes and double wishbones at each corner while even the steering rack has a touch of TVR to it. Where the Hammerhead Eagle gets more intriguing technically is with the type, and location, of its numerous power sources.

The vast electric milk-float motor sits beneath the bonnet and sends drive directly to the rear wheels, yet the army of 12v batteries that provides the motor with its main power sits precariously, and in various places, within the rear compartment.

The Autocar Road Test: Hammerhead Eagle i-Thrust

In reality, the diesel generator can barely produce enough puff to illuminate one of the indicators, while the plug-in-and-pay socket is just for show. There are flashes of genius present inside the i Thrust, such as its three-seater layout and its non-attached, and therefore unusually portable, stereo.

The view forwards out of the vast, Land Rover-sourced windscreen is also a refreshing discovery in an era of increasingly thick A-pillars. On the whole, though, the i Thrust is fairly limited in its appeal inside. The dashboard, while clear enough in its fundamental layout, is hammerheas from a bygone era visually — we believe that it has been stolen straight out of a Fiat Panda.

The Autocar Road Test: Hammerhead Eagle i-Thrust | Autocar

And the driving position is similarly compromised, both by the off-set pedals and the fact that you have to intertwine your left arm through the centre seat in order to grasp the TVR-sourced steering wheel properly. Standing still, and with nothing more than a light breeze caressing its aluminium-wood-plastic body panels, it still recorded 65db — about the same as a BMW 7-series at 70mph. A similar rule applies to electric vehicles over their first few feet of travel, though in the case of i Thrust auhocar effect, it must be noted, is not as startling as in some rivals.

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That said, when you introduce the accelerator to the end of the foot-well, the Hammerhead does at least move, which in itself could be classed as a result.

Our best two-way average for the mph lunge was 6. In the end it reached 50mph in If the i Thrust could compensate for this with a ithrust of in-gear flexibility, its lack of fizz in a straight line would be easier to live with. But, of course, it only has one gear, so what you see is what you get.

The one area in which it did impress, sort of, was under brakes, and this was thanks primarily to its TVR ventilated ewgle. Having said that, the i Thrust would lock its front tyres up at the merest hint of pressure on the left brake pedal, hence the reason required an incredible To all intents and purposes, the Hammerhead Eagle i Thrust has no ride or handling as such. Instead it just rumbles from one location to the next, its bodywork flapping in the autodar as the 2CV tyres try their best — and occasionally fail — to prevent the body hammmerhead from rubbing on the floor.

In many ways it serves as a stark reminder as to how far things have progressed ride and handling-wise in recent years. Having said hamerhead, there is something strangely likeable about the way it lurches around almost uncontrollably on its suspension.

The steering is, in fact, extremely direct, and although it provides no feel whatsoever through the rim, there is such a massive corresponding reaction from the various detritus mounted in the rear, turn in is actually very crisp dagle you commit to a direction change.

Perhaps too crisp, truth be told. At one aitocar during testing, the Hammerhead went into a monumental tank-slapper while being driven in a dead straight line. Priceless is perhaps the best way to describe it. As for the day-to-day running costs, it should be pretty reasonable considering the price of electricity, allied to the relative ease and affordability with which parts — such as its shed door-handles — can be replaced.

The main problem with running the i Thrust everyday would be the inconvenience factor, given that its batteries need to be hiked out and recharged every miles, aurocar takes several hours.

Its hybrid system looks good on paper but fails to deliver much in practice, its range and performance are rather pathetic compared with anything else on four wheels, while its styling is unlikely hammerhdad win fans among those of us blessed with the gift of sight.

And remember, a perfectly fit TVR Chimaera went to its grave to bring us aufocar monster. On the other hand, the creators of the iThrust are to be applauded, if only because they have built a vehicle that exists and is capable of providing actual transport for three people without contributing too much destruction to our troubled climate. As to whether it will help save the world or not, the answer is; probably not. The Hammerhead Eagle iThrust may look like a collection of bits found after a hurricane has blown through a garden centre, but it is actually based on the tried and tested underpinnings of a TVR Chimaera.

Except that most of the powertrain sits in the back, not at the front, as it does in the TVR. This provides the iThrust with a distinct, some would say unique, rear-engined handling bias, which may or may not be a good thing. Metallic paint would be well worth considering for the Mk 2 Hammerhead; it could be called the HammerRight. Scroll further to see some of the exquisite detailing on this remarkable vehicle. Golf Estate champions usability, practicality and affordability, but is left hammerheac on the character front.

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This is a first UK drive of the Volkswagen Golf, which comes with an updated infotainment system and a lower price. What’s not to like? UK i-thurst is yet to be announced, but this facelifted Volkswagen Golf retains its trademark refined usability in new 1. The Autocar Road Test: Published online for the first time, our roadtest reveals a British Tesla rival which combines challenging looks hammwrhead dangerous handling.

As usual, we give the vehicle star-mark scores out of five for its performance in various areas: Introduction This car, believe it or not, is fully road legal and, apart from its occasionally functional diesel generator, is also virtually emissions-free.

Design and Engineering – 0.

Interior – atuocar star out of 5 There are flashes of genius present inside the i Thrust, such aktocar its three-seater layout and its non-attached, and therefore unusually portable, stereo.

Seating lacks support On the whole, though, the i Thrust is fairly limited in its appeal inside. Dashboard The dashboard, while clear enough in its fundamental layout, is obviously from a bygone era visually — we believe that it has been stolen straight out of a Fiat Panda.

Ergonomics And the driving position is similarly compromised, both i-thrusy the off-set pedals and the fact that you hammdrhead to intertwine your left arm through the centre seat in order to grasp the TVR-sourced steering wheel properly.

Speed matters Our best two-way average for the mph lunge was 6. Brakes The one area in which it did impress, sort of, was under brakes, and this was thanks primarily to its TVR ventilated discs. Ride and handling – 0 stars out of 5 To all intents and purposes, the Hammerhead Eagle i Thrust has no autcar or handling as such. Steering The steering is, in fact, extremely direct, and although it provides no feel whatsoever through the rim, there is such a massive corresponding reaction from the various detritus mounted in the rear, turn in is actually very crisp once you commit to a direction change.

Practical points The main problem with running the i Thrust everyday would be the inconvenience factor, given that its batteries need to be hiked out and recharged every miles, which takes several hours.

Under the skin The Hammerhead Eagle iThrust may look like a collection of bits found after a hurricane has blown through a garden centre, but it is actually based on the tried and tested underpinnings of a TVR Chimaera.

When does the Clubsport version go on sale? Jobs for the facelift: Metallic paint would be well worth considering for the Mk 2 Hammerhead; it could be called the HammerRight 2.

Some sort of rear view mirror wouldn’t go amiss. Lose the clutch pedal on the Mk2, it’s hardly worth having. In fact, why is there at all? Volkswagen Golf Estate 1. Entry-level diesel motor makes a lot of sense in the sleeker, two-door C Litchfield Alpine A UK review.

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