Monday, April 25, 2022

Lamborghini Mechanic Houston TX




We know that you have a choice of Lamborghini repair shops in Houston but with our staff and facility, you are assured that your Lamborghini is in the hands of one of the best independent Lamborghini repair shops in Houston. With our diagnostic tools, we are quickly becoming the best exotic car repair shop in Houston and surrounding areas. If your brake warning light has come on but you know the pads are good, then it could be as simple as a broken wire. If you have been on a spirited drive but noticed some brake fade, come in and allow us to check them out and perform a brake flush to be on the safe side. Having problems with one or both of your power windows on your Murcielago? Chances are that the window has fallen off of its track and needs to be put back in place. Are you looking for carbon fiber upgrades?





At Sphere Motorsports, we can install these upgrades in time for your next car meet. Be it with original Lamborghini parts or aftermarket parts, we want you to tell your colleagues that you just had your car repaired or upgraded by Sphere Motorsports, the Lamborghini service shop in Houston that gets you what you want. From basic factory recommended maintenance to major repairs, whether mechanical or aesthetic, Sphere Motorsports will become your one-stop-shop for all your vehicle service and performance needs. Our highly skilled and trained technicians have many years of experience working on all Lamborghini models, past and present. This, combined with the right tools and diagnostic equipment needed to work on your car, allows for faster turnaround times, better pricing and a job done right the first time. Drop by to check out our facility, call us with any questions you may have or simply request an appointment through our website. Like you, we have a passion for these cars which flows directly into our work. Unmatched customer service along with respect for your time and wallet are what you can expect from Sphere Motorsports.





Audi鈥檚 widescreen virtual cockpit gauge cluster and the new MMI touch response system, with dual screens and tactile confirmation, give it the same familiar look and interface that the brand鈥檚 other swankier models have. As for those different engineering decisions, Audi opted for two current-excited (wound) motors for the e-tron, for their higher-speed efficiency and because they鈥檙e not dependent on rare-earth materials. It also completely re-engineered the brake system around a goal of recovering as much energy as possible. The Boost mode time isn鈥檛 quite as quick as the Jaguar I-Pace or Tesla Model X, but about the same as the Q7 with its larger 3.0T gasoline engine, and significantly quicker than with the 2.0T base engine. There鈥檚 very little motor whine, so the quietness makes the e-tron鈥檚 launch from a standing start feel especially quick. Audi Drive Select is also nearly identical to gasoline Audi models, allowing modes that work with the standard air suspension and include modes ranging from Offroad and Allroad to Dynamic. The ride is on the firm side but well-damped, and the cabin is tight and supremely hushed, without active noise cancellation. The e-tron wears the quattro badge.





All-wheel drive with an electric vehicle is faster-responding, Audi reminded us, because it doesn鈥檛 require any clutch engagement to send torque where it鈥檚 needed. The electric motors can react in as little as 30 milliseconds to a change in traction or for stability needs. Dynamically, the e-tron feels a lot like a Q7 on the road鈥攋ust one that鈥檚 many hundreds of pounds heavier. The e-tron's curb weight is around 5,500 pounds, but the approximately 1,500-pound battery pack is mounted very low in the vehicle鈥攗nder the floor, with an upper deck below the rear seat aimed at fitting in a few more modules. It鈥檚 likely that Audi will reserve a more rear-wheel-biased system for the Audi Sport three-motor version of the e-tron that鈥檚 due in about a year. The brakes go about their business in a way that鈥檚 different than most other electric vehicles. Actual regeneration from the motors is used to brake at 0.3g or less, and an electrohydraulic system kicks in only when needed to provide braking force from the discs and pads.

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