These yellow lines don’t tell me anything about the RPM at 100 KM/H. Automation should have something in “Detailed stats” that tells you the cruising rpm.
Each yellow line represents a gear and the speed at any rpm.
The bottom of the graph shows speed.
I give up.
The game already shows it, there is no need for a detailed mode. The problem is your comprehension on graphics (or lack there of). Try to understand how graphs work, give it some thought, you’ll figure it out.
It’s not really the graph that is the problem. It’s trying to find the cruising RPM, I can’t use the yellow lines to find it.
I tried measuring the length of the top gear line and adding it to the others. 
Does this cruise at 2000 RPM or lower?
The 100 kph line crosses with your gearing at 2000 rpm for top gear, that would be your cruising rpm at that speed
Cool, I was right. Now to send it in.
[quote=“aidan7777”]It’s not really the graph that is the problem. It’s trying to find the cruising RPM, I can’t use the yellow lines to find it.
I tried measuring the length of the top gear line and adding it to the others. [attachment=0]iwonderwhatthiscruisesat.png[/attachment] Does this cruise at 2000 RPM or lower?[/quote]
How works this graphic?
Red arrows show the line for 5th gear the other yellow line are 4th through 1st from right to left.
Green arrows show where that line crosses 100kph on the speed axis along the bottom The other vertical lines represent 50kph increments of speed.
Blue arrows show what rpm the engine is spinning, each horizontal line is 1000rpms, by seeing that the 5th gear line passes through where the 2000rpm and 100kph cross we know that is the engine rpm for that speed in that gear. Now Second gear crosses 100kph as well, but high up at 6000rpms Which is just below the maximum rpm of the engine at 6100 rpms as shown by the bold horizon red line. The primary power band (roughly 65-70% of peak power, I’m not exactly sure) starts at 3500 rpms, shown by the dim red line. Maximum speed allowed by wind drag is shown both by the vertical blue line and the speed written on it. maximum transmission speed is shown by where your highest (right most yellow line) gear meets the maximum engine rpm ( bold red line) on this graph that is slightly more then allowed by drag right around 290kph.
edit Oh yes thanks Tom, the bold sections of each gear line represent what rpms are used during redline shifts of each gear, this is most useful when you have a sports car with a narrow power band or have a aggressive vvl or turbo setup where you want each shift to keep you inside the primary power band to get the most acceleration and power from your engine.
(I know you’re all impressed by my smart phone photo editing skills)
I’ll try explaining how that works so we can get back to the topic of car reviewing.
On the x axis (from left to right) you see the speed in km/h. On the y axis (from the bottom to the top) you see the RPM with a red line at 6100 or 6200 because that’s the engine’s rev limit.
The yellow lines represent the gears, showing you how fast you’re going in which gear at what rpm
For example, right at the start the car will go 10km/h when you’re in first gear at 1000rpm. The first gear goes up to about 55km/h, at which point it hits the rev limit. So you shift into 2nd gear and you end up at about 3500rpm, still going 55km/h, and when you continue accelerating the car will go up to just over 100km/h in 2nd gear. If you then decide to cruise at that speed and you shift into 5th gear, the engine will run about 2100rpm. You can find that out if you look at where the yellow line of the 5th gear crosses the 100km/h mark.
Hope that helps 
Greets,
Tom
Thanks nialloftara & TheTom!
But I don’t understand it means the thick yellow line respect the fine yellow line.
Thanks.
[quote=“vmo”]Thanks nialloftara & TheTom!
But I don’t understand it means the thick yellow line respect the fine yellow line.
Thanks.[/quote]
When you shift at the redline from say 1st gear to 2nd gear, the engine speed will drop from redline to where the thick line starts.
The lines are the rappresentation of the speed of the car in a given gear, over the rpm range of the engine.
The line become thick when you drive it shifting up gears from the maximum possible rpm of the previous lower gear.
E.G.: 1st gear is all thick line, because it’s the lowest gear and you drive it all, from 0rpm to (let’s say) 8000rpm, the speed at the end of the 1st gear is 50kph, then you shift in 2nd gear, shifting up at 8000rpm brings the rpms down to 6000rpm, that still equals to a speed of 50kph, the line of the 2nd gear goes from 0 to 8000rpm again, angled more because the gear is “longer”, from 6000rpm and below the line is fine, above that value the line becomes thick, because you’ll drive again. And so on.
Obviously, irl, you can drive any gear at (almost) any rpm, but here is represented in away like “full acceleration”, so using all the available revs.
I hope that I wrote in an understandable way
Ah. I get it.
I’m honoured to join the Automation reviewing team. Hailing from a team of race nuts with exposure to tech from the seriously pointy end of performance motorsport, I hope not only to do justice to the supercars tested, but also cast a critical eye over them to give you the most comprehensive insight possible.
[size=200]2014 Montes SSX-R[/size]
Today we have for you the Montes SSX-R, what appears to be Montes first attempt at a modern supercar in their 70 plus year history, and what an ambitious first attempt! With the figures it boasts, it looks to be making a tilt at the very highest echelons of supercar. We’re here to see whether it delivers the experiences it promises.
[quote][size=150]Vital Statistics[/size]
Top Speed: 404.5km/h
Acceleration (0-100km/h): 2.7 seconds
Power: 868hp@8600rpm
Torque: 747Nm@7500rpm
Fuel Economy: 6.3l/100km
Material Cost: $60770
Production Units: 1498
Weight: 1309kg[/quote]
**[size=150]U[/size]**pon initial inspection, the strikingly angry LED arrays immediately stand out, the styling reminiscient of the P1 but much sharper, far edgier. Come around to the back however, and suddenly we’ve jumped back a decade, to the time of the Enzo. But from what I heard about the engine it was packing, if their engineers had told me that this was due to an extreme time warp bubble created by its sheer velocity, I would have believed them. With that in mind, I promptly handed the keys to our tame racing driver, Gryphon Gear’s Kai Kristensen, and took notes from the passenger seat.
First impressions on the inside were fairly on the money. The chassis exuded quality, feeling delightfully solid and rigid. The bucket seats and harness were a cut above the aftermarket fare found in modified track cars, and the cabin was suitably spartan, with no fiddly radios or LCD screens or entertainment systems to distract me from the car, the road, and the deafening swarm of angry hornets directly behind me. Four point harness seemed entirely appropriate, as was the comprehensive airbag system which I hoped very much not to test as we prepared for a few stints on the test track, followed by a road-trip rally to see what it was like in “real world” conditions (because we concluded a roadgoing supercar should actually be driven, and not revved around the London CBD in some bizarre and generally fruitless mating ritual).
The SSX-R bursts onto the scene proclaiming “technology isn’t trying hard enough!” The lone 6.7L V8 drinking 98RON dishes out power on par with the combined efforts of each of the hypercar triumvirate, yet somehow manages vastly superior economy and reliability. Thanks to its race-spec exhaust, it takes longer to put together by hand than it takes two dozen monkeys on typewriters to produce Othello, but supercars are revered by what they achieve, and the staggering effort and investment it takes to get to that point only really serves to augment the mythology, quite the opposite of your city runabout. On the other hand, I was rather mystified by the presence of a blip of torque very late into the powerband (at 7100rpm to be precise), as well as the sudden redline when it just felt the engine had a few good hundred rpm left to give. We later discovered that the SSX-R also happened to feature a system essentially identical to Honda’s latest VTEC system, which did our heads over in all kinds of ways (which, I’ll add, is quite the achievement). Coupled with the super-quick shifting seven speed flappy-paddle sequential box, it works when you can keep in the powerband, provided you don’t spin the rears and bin the car into the nearest bush. If, however, for some reason you need to short-shift around a tight corner with funny banking or loose surface (which happens very often in this car for reasons I will discuss later), it makes a whole lot less sense.
Nonetheless, in a straight line, this curiosity leapt off the line with a little screech, thundered through the first hundred in 2.7s, the quarter mile in less than ten, and on our company velodrome track, managed to squeak past 390. That is proper supercar territory, though we noticed it started to run out of puff in seventh (at the 320 mark), so it’d take something akin to Ehra Lessein to hit its claimed top of over 400. But regardless, this car is an easy match for the hypercars of today, at least, in a straight line.
Around corners, over bumps, and just about everywhere else is an entirely different story. The best way to sum up the ride would be like a Rocky Road: fluffy up top, rock hard down the bottom. And bottom out this did, over just about every bump in the road, with a sickening jolt that crushed the jelly out of my intervertebral discs at speed. Because this car is MR and has a rather large lump of engine behind the cabin, the front is very light. Combined with the exceedingly loose sway bar and springs, it had very little understeer at lower speeds, but the feedback was somewhat alarmingly missing. Then add to this the fact that there was no front splitter and the undertray is fully clad, and the car actually intimated towards aeroplaning going over crests, so much so that Kai took to covering the brake every time we approached the end of an incline. Or anything more than the slightest bend on a triple lane carriageway. It’s just that vague, and terrifying, not in a good way. Don’t get me wrong, some cars are fantastically terrifying in that they have potential to be razor sharp if you’re good enough not to die trying (Carrera GT, anyone?), but, well, this wasn’t one of them.
Other points of detail where the balance went all awry included the fact that the traction control seemed a bit perfunctory, such that giving the SSX-R the beans coming out of a hairpin still produced lots of swearing and frantic opposite lock, leaving us somewhat confused as to who this car was truly intended for. It’s not that the traction control didn’t work, rather, it just didn’t have the capability to deal with supercar levels of power combined with simulated superhuman levels of incompetence… In my opinion for traction control to be justified, it has to deal with the worst possible driving for what the car can do, and in this flighty rocket, that would be pretty darn awful. Once adequate traction control is there, the ability to turn it off is the desirable option for the brave, the brilliant, and the terminally stupid. Otherwise, it sends mixed messages, perhaps a false sense of security which quickly comes unstuck at the point of no return, and, well, that’s just bad. And the brakes, which, for some reason, were both six piston twenty inch discs, generating a braking balance that did not particularly fill me with confidence. The already tail-biased car wobbled dangerously as Kai fought a battle of wits and will with the SSX-R: One wanted to stay pointing the right direction and alive, the other strained to turn around and plow us arse first through the barrier and down a steep ravine. For about the hundredth time that day, I was grateful for our decision to let the pro drive, else I probably wouldn’t be writing this now.
The mounting evidence for all these issues was made abundantly clear on the clock. On the test track, the car held its own on the fast straights and the broadly sweeping, well banked curves. The moment it hit the technical sections, however, it lost time. So much time, it was like going from as fast as one of the 2014 hypercars to slower than a 2002 Murcielago… needless to say that was not the kind of time warp effect we were hoping for. In its current state we would not advise testing this car at Nordschleife, because the data suggests it would be a… risky venture.
When Kai finally stopped for a break and offered me the keys, I had to decline. The look of relief on Kai’s face (while personally insulting), told much of the story, because the truth is, after seeing for myself what it could do at arguably its best, I just didn’t have the heart to try it for myself. Which is a real shame; my impressions had swung around from the SSX-R being a mad balls-out but well-constructed supercar, to one that was accessible enough in that it didn’t cost a bomb at the pump or the mechanic’s and actually used tyres in sizes you could order from most dealers. But the whole thing was immensely let down by a shonky suspension setup and an aero package about as useful as the wings you find on a Liverpool ricer car. On a car with this much power and speed, you just can’t do that, not unless you like seeing a hundred replays of, say, the Stig stuffing the Koeniggsegg CCX into a barrier. Or Mr Bean stuffing his McLaren F1 into a bush.
My suggestion for Montes would be to pay a lot more attention to the tuning. After the extraordinary effort of engineering that went into the powerplant, it seems frustrating to end up with a package that doesn’t quite do it justice. It would be comparatively easy to add a front splitter, swap out the rear brake calipers for a four piston, and tweak the suspension so the rear body doesn’t crunch quite so much. Even that much would transform a car that is difficult to access for all the wrong reasons, to one that is easy to drive fast, but is faster still in good hands.
[size=150]Assessment[/size]
Performance- http://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.png
Very snappish in a straight line, with oodles of power and speed. I’m not convinced that the unusual VVL setup carries significant benefit, though.
Ride- http://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.png
Can I say ouch? It’s soft where it shouldn’t be, and awfully hard where it really shouldn’t be. Achilles had two heels, and this is one of them.
Handling- http://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.png
The other Achilles heel. It’s capable of turning competently but constantly leaves you guessing, which, at speeds in excess of 300km/h, is not great. Especially vague at higher speeds.
Refinement- http://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.png
The chassis and engine are things of beauty. The cabin is far from a work of art, but does a good job of lending itself to the occasion, which is to say, it’s not refined at all but it shouldn’t have to be.
Equipment- http://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.png
Or rather, the lack thereof. It fairly screams “take me racing!”, which personally, I like, if only it was good at that…
Quality- http://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.png
No complaints here, save for wishing the traction control wasn’t (relatively) half-baked.
Reliability- http://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.png
Engine reliability is astounding for an 830bhp powerplant like this. The rest of the components, while not as superlative, certainly don’t undermine overall reliability.
Running costs- http://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.png
Almost impossibly low, considering its stature and class.
Safety- http://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.png
Adequate and reassuringly present, and largely bolstered by the rather excellent chassis.
[size=150]Overall[/size]- http://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.pnghttp://i.imgur.com/5SMOjZq.png
For its various quirks, the SSX-R has the potential to be a properly good supercar that also happens to be rather accessible, if only all the devils in the details were exorcised. As it is, it’s neither here nor there and where it could have appealed to both the hardcore track racers and the Sunday road warriors, it doesn’t quite fulfill the needs of either and ends up being scary for all the wrong reasons.
Good review of my car! Congratulations! Thanks! 
And thanks for the suggestions: in the next Montes Supercars will improve this problems.
P.S. This is not the first attemp of my brand supercar in 70 years: since the creation of the brand, the objective was make the best sportcars, supercars and luxury cars.
So we are back in the game of reviewing? nice! i will cook up something for you
Hey, how does one go about submitting a car for reviewing?
Send the model file to Cheeseman via PM.
When are the next reviews going to be posted? It is taking quite a long time.