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" ... All of these cosmetic and comfort features would mean nothing to me if X3's performance remained the same as it moved into a new generation. Happily, that is not the case. My test X3 xDrive35i was equipped with a 3.0-liter inline 6-cylinder engine with twin turbochargers, tuned to produce the magic numbers of 300 hp and 300 lb-ft of torque. And that sweet peak torque arrives at 1,300 rpm and hangs around until 5,000 rpm, delivering muscular performance through the rev range. There's little or no discernable turbo lag, either -- this thing just goes. The aforementioned eight-speed automatic transmission is the only available gearset, but that's okay, too -- it's a quick shifting, smooth unit, and manual mode is easily accessible via the gearshift lever. Paddle shifters are available as part of a Sport Package of options, but I didn't miss them on my tester. ... "
" ... Because the SR/F does not use a traditional gearset, the riding experience is, shall we say, simplified. Yes, it's twist-and-go, but this is not a scooter-like experience. With this much power, weight, and all the other regular motorcycle cues in place, riders do need to re-tune their thought processes and muscle memory in some ways. I certainly reached for the clutch lever a few times, but after a while, the impulse faded, and I better understood (and utilized) riding with the bike "in gear" all the time. At stoplights, it's dead silent of course, which is a bit weird. Regenerative braking takes less of a mental adjustment, especially since it's adjustable on the SR/F. I simply tweaked it in the app until it felt like the engine braking on my personal bike, and following that, no changes were needed in how I operated the brakes - everything was "normal" in that regard (also, the SR/F has excellent brakes). So overall, the adjustment to riding an essentially gearless motorcycle was small, and ultimately, I found having fewer levers to operate granted a bit more freedom to focus on the ride itself. Did I miss the control a clutch gives over the drivetrain? I didn't. Zero has the throttle system of the SR/F so dialed it gives complete control from parking lot creep to WFO. Like a gas bike with a cable-pulled throttle, there are literally no steps in throttle response. ... "
" ... The system uses a single electric permanent magnetic drive motor (200 hp/266 lb-ft of torque) with a direct drive gearset powering the front wheels. ... "
" ... Yes, well, there is a gearset used from a stop to avoid that endless drone when hammering the throttle in less evolved CVTs. Hit the gas from a stop and it will shift almost like an automatic transmission. Otherwise, after what would be say second gear, or at other mid-range speeds, it’s an efficient CVT adjusting to inputs. Unless you’re looking for it, it’s not really noticeable, which is what you want out of anything other than a manual. ... "
" ... “Lucid Air has a drive unit front and rear comprised of motor, inverter, reduction gearset and differential. Our drive unit can produce 650 horsepower but weighs 74 kilos [163.1 pounds]. Porsche Taycan rear drive unit with reduction gear weighs about 175 kilos [385.8 pounds] and produces 500 horsepower. Taycan has a reduction gear only on the rear,” says Rawlinson. “Open differentials front and rear. We use ABS to control torque vectoring across each axle. And a vehicle control module,” which will apportion power front to rear. ... "