#2020 Volkswagen e-Golf Range

[mmorgtera]

E tunes for cobb accessport mk7 gti

E TUNES FOR COBB ACCESSPORT MK7 GTI HOW TO

E TUNES FOR COBB ACCESSPORT MK7 GTI MOD

E TUNES FOR COBB ACCESSPORT MK7 GTI SERIAL

If a different turbo is added a full Big Turbo retune is required.ĭyno examples below. *Note- If basic mods are added during the tune process, or after the tune is completed, there is a touch up tune fee. Then we rinse and repeat until the car is completely dialed in! Accessport for Volkswagen (Mk7/Mk7.5) GTI, Jetta (A7) GLI, Audi A3 (8V) Larger, full color, higher resolution screen. Once the next calibration is ready, you will receive an email with the analysis, and a new map to flash the PCM with and some new instructions on datalogs that are needed. With this data we can see exactly what the vehicle is doing and how it is performing and start making the necessary changes to dial in the car. Once we see the datalogs, we will analyze the data provided by the PCM (powertrain control module) and the advanced sensors that are on the vehicle. This process should be fun, so enjoy the tuning process! Don't stress out if the datalogs aren't perfect. With each calibration that is sent you will also get some basic instructions on a few datalogs that need to be taken with each calibration file.

E TUNES FOR COBB ACCESSPORT MK7 GTI MOD

Once we have your vehicle and mod info, you will receive a custom base map that is specific to your vehicle and mods.

E TUNES FOR COBB ACCESSPORT MK7 GTI HOW TO

In the video below Scott explains how to load and use the base maps. Brand: COBB Tuning Part: AP3-GREY-FACEPLATE Color: Grey Mfgr. New Dealers: email protected Cobb Tuning Cobb Dsg Tuning For All Usdm Mk7 6Spd Golf Gti And R Models. Cobb Accessport V3 with Dizzy Tuning Custom Tune. Warranty: 1 Year Protect your V3 Accessport with the COBB Tuning V3 Accessport Anti-Glare Kit. If you’re getting Cobb1 or Cobb2 CEL’s it means the voltage for the ethanol sensor is going out of range.

E TUNES FOR COBB ACCESSPORT MK7 GTI SERIAL

Year/model of car, accessport serial number, full mod list, octane fuel you are using, elevation that you are running at, power goals, and also mention any concerns or questions you may have.īase map files are typically sent out within 2-3 business days after email is receivedĮTuning is the process of creating a custom calibration (custom tune) for your specific vehicle based on vehicle datalogs that are taken with your programmer. cobb tuning subaru 3-port boost control solenoid (bcs) wrx 2015-2020 150. Please respond to that with the following info. Once the tune has been purchased, you will receive a confirmation email. Please select the appropriate tune from the drop down menu. The customer must have a Cobb Accessport before any tune can be completed. In this guide we include the best tune, downpipe, intercooler, intake and exhaust for your MKVII GTI. For the best experience on our site, be sure to turn on Javascript in your browser. These 5 mods could get your Golf MK7 GTI to 350hp. Tuning via e-mail which is our most popular option for tuning. Volkswagen Accessport V3 with DSG Flashing (Mk7/Mk7.5) GTI, Jetta (A7) GLI - AP3-VLK-002-DSG - Cobb JavaScript seems to be disabled in your browser.

[lorysims]

LorySims December Pack - Patreon

Hi simmers! This year on Patreon you'll be getting your holidays presents in advance! This December pack, which will come out in early access on the 2nd of October, contains mainly british cars, including Bentleys and Rolls-Royces, as you asked for. But that's not over with the surprises: this December (October for my Patreon subscribers) you'll be getting many other highly requested vehicles, including one which... flies! This pack specifically includes: - 2020 Lotus Evija - 2021 Ford Mustang Mach-E - 2017 Rolls-Royce Dawn - 2014 Rolls-Royce Wraith - 2018 Bentley Continental GT - 2017 Aston Martin Vanquish Zagato - 2021 Volkswagen Golf GTI - 2020 Range Rover Sport SVR Carbon Edition CLICK HERE to join my Patreon now to get them!

[itcars]

First Look: The Volkswagen Touareg R - Plug-in Hybrid

Volkswagen is set to add a range-topping new premium model to its flagship Touareg line – the Touareg R. The versatile model’s 340 kW (462 PS) plug-in hybrid drive offers an innovative blend of superlative performance and electric efficiency. When the battery is sufficiently charged, the new SUV always starts in the all-electric E-MODE for zero emissions. The battery capacity is designed so that the Touareg R can cover the average daily commute under electric power. Like all Touareg models, the new R version comes with permanent all-wheel drive (4MOTION) as standard. 4MOTION and the powerful drive system (700 Nm of torque) means the Touareg R has also been homologated for a maximum trailer weight of 3.5 tonnes. The premium model can cope with this maxi- mum trailer weight even in E-MODE. As the first plug-in hybrid SUV in the world, the Touareg can also be fitted with the trailer maneuvering system Trailer Assist. And yet another first: the Touareg will be available with Travel Assist for the first time. The premium model will be the first Volkswagen to boast assisted driving (automatic longitudinal and lateral guidance) up to a speed of 250 km/h.

First R model with plug-in hybrid. The new flagship model was designed by the Volkswagen R performance brand, which traditionally develops the sportiest models in the Volkswagen range. The Touareg R represents a paradigm shift – it is the first Volkswagen R model to feature a plug-in hybrid drive. It is also the first time a hybrid model has been the most highly-powered Volkswagen. The extremely well appointed Touareg R, which features the Black Style exterior design package along with 20-inch alloy wheels & R-Line interior trim (including Vienna leather), is set to enter the market in the second half of 2020.

Intelligent electric performance. The Touareg R is the third plug-in hybrid model in Volkswagen’s European product line, following in the wheel-tracks of the Golf and Passat. The Touareg R is the first all-wheel drive model in Volkswagen’s PHEV range, and is also another milestone in the realignment of Volkswagen R that started in 2019. Jost Capito, managing director of the Group’s in-house performance brand, explains: “We are currently vigorously expanding the Volkswagen R range. Following the compact CUV models – T-Roc R1and T-Roc Cabriolet R-Line2 – Volkswagen R is introducing another sport utility vehicle within a very short space of time – the Touareg R, which has a quite unique position and unrivaled charisma.” The Touareg R is synonymous with a new and intelligent level of electric performance in segment of large touring SUVs.

Authentic, avant-garde, practical. Volkswagen R is responsible for the visual and technical configuration, and with it the conceptual direction of the new model. The Touareg R is based on the third generation of the product line launched in 2018, which in turn was an evolution of the model first introduced in 2002. All current Touareg models feature a dynamic and elegant design, maximum safety and long-distance comfort, state-of-the-art connectivity and a largely digitized cockpit. The overall concept is also designed with a high level of everyday usability in mind. Some 60% of all  Touareg owners in Germany and 40% in Europe also use their SUV as a towing vehicle – remarkably high figures. The Touareg is often driven by sporty, active people who value the utmost safety, outstanding driving comfort, intuitive control and cutting-edge connectivity. The new Touareg R has been designed specifically for this extremely tech-savvy customer group. For the first time, they now have a performance model that can be driven temporarily in all-electric mode with zero local emissions. The new Touareg com- plies with the Euro 6d-TEMP-EVAP-ISC emission standard.

Extended powertrain range. The SUV product line is currently available with one turbocharged petrol engine (TSI) and three turbocharged diesel engines (TDI). The V6 TSI engine delivers a power output of 250 kW (340 PS)3. As a V6 TDI, the Touareg is available with two output levels: 170 kW (231 PS)4 and 210 kW (286 PS)5. The current most powerful Touareg is a V8 TDI with 310 kW (421 PS)6. Volkswagen is adding a range-topping model in the form of the new Touareg R.

Top R dynamic performance. As a typical Volkswagen R model, the Touareg R provides ultra-dynamic performance. Like at the touch of a button, the driver just has to press the accelerator to access the full output of the electric motor (100 kW/136 PS) and the turbocharged V6 petrol engine (250 kW/340 PS) as required. The two drive systems can then be combined in a boost function to use the vehicle’s dynamic reserves – for instance to over- take another vehicle quickly and safely – and to exploit the full system  power of 340 kW (462 PS). The maximum system torque is 700 Nm.

All-wheel drive hybrid. The hybrid drive of the Touareg R essentially consists of a 2,995 cm3 V6 turbocharged petrol engine, the electric drive motor and a lithium-ion battery (energy capacity of 14.1 kWh) built into the luggage compartment underbody. The power electronics convert the direct current of the battery into alternating current for the electric drive motor. An 8- speed automatic gearbox (with Tiptronic) and a transfer box transmit power to the front and rear axles (4MOTION permanent all-wheel drive). A center differential lock with asymmetric dynamic torque distribution (Torsen traction) acts as a transfer box for the flow of forces between the front and rear axle. A maximum of 70% of the drive force reaches the front axle and up to 80% reaches the rear axle.

All-electric drive up to 140 km/h. When first started, the Touareg R uses only the electric motor if the battery is sufficiently charged. This ensures that the SUV comes as close to zero emissions as possible, especially on short journeys. This hybrid strategy also provides the greatest savings potential. The Touareg R can be driven in all-electric mode at a speed of up to 140 km/h; above this, the V6 TSI is activated automatically – or at any time using kickdown. The maximum speed of the SUV is electronically regulated at 250 km/h.

[noodoecorp]

New Tesla, Audi & Volkswagen EV launches due in 2020

It’s very difficult for even a car lover to keep a track of every car and to know when they are going to launch, especially if you are a truly interested in Electric Vehicles (EVs). There are many EVs going to launch within the next twelve months despite the Global Pandemic – Coronavirus. So, it is worth knowing the details of few of these EV launches and their main features including price, launch date and performance.

Tesla Model Y

This model was revealed in March 2019, however it is not expected to be available for sale in US for another 6 months or and the UK even after that. It is the sister vehicle to the Model 3 will come up as a much-in-demand as a compact SUV with the alternative to include a third column – which could make it the go-to EV for big families. It share a common platform and powertrain with the Model 3, which will ideally accelerate Tesla’s capacity to deliver vehicles on schedule.

A much developed form of the company’s ‘supercomputer’ semi-automatic driving system is also anticipated, which will be an increasingly powerful performance variant.

Tesla Roadster

Tesla Roadster is a leading sports car which is here to replace the original one – Lotus-based Roadster that announced Tesla to the world, the next-generation Roadster has been previewed extensively ahead of an official debut. As per Tesla it has a top speed more than of 250mph and can reach a speed of 0-60mph in 1.9 seconds, and it has a range of 620 miles which is due to its 200kWh battery pack which is the biggest in a production EV. Tesla has decided to price first 1000 cars at $236,466.42 and will be termed as Founder Edition Models. After that they have decided to make it around $188,865 once the general sales begin.

Audi E-tron Sport back

Audi will start the deliveries of its 2nd SUV at the end of the spring. So, just like any other e-tron model, Audi is offering two power variants for now: a 50 and a 55. These converts to 308bhp/398lb ft and 355bhp/413lb ft respectively. Customers can expect around 278 miles of range, as per the WLTP test cycle. Its power comes from twin electric motors that produce up to 402bhp which allows for a 0-60mph in just 5.7seconds.

Its price start at around $77640 for the base E-tron a 50 where as a 55 will be around $90481. If you will look it as a complete package, Audi’s E-tron is well thought out car to rock the roads in coming future.

Volkswagen ID 3

Planned and worked as an unadulterated electric vehicle (EV), the ID hatchback will be a decisive vehicle launch for Volkswagen (VW). It will be a close match to the Golf hatchback in size. Volkswagen is expecting to price it from $34000- or near to Golf diesel, making it one of the most reasonable EV than existing models.

It will be based on the integrated MEB platform, and offer different battery alternatives which falls within the range of 249 and 373 miles between charges. As per the reports the final plan will be based on the original concept of 2016, which inspired many other ID Models, which we can expect to launch within coming years.

Article Source: https://www.noodoe.com/new-tesla-audi-volkswagen-ev-launches-due-in-2020/

[engineofficia]

2020 Volkswagen e-Golf Configurations, Interior, Price

2020 Volkswagen e-Golf Configurations, Interior, Price

2020 Volkswagen e-Golf Configurations, Interior, Price – This 2020 Volkswagen e-Golf so it’s basically standard golf but with an electric motor instead of an internal combustion engine. So in this article, I’m gonna tell you what’s different about it, what’s good, what’s not so good and of course, take it for a drive.

2020 Volkswagen e-Golf Changes Exterior Design

Let’s kick off this review by…

[enginerumors]

2020 Volkswagen E-Golf Release Date, Specs, Price

2020 Volkswagen E-Golf Release Date, Specs, Price

2020 Volkswagen E-Golf Release Date, Specs, Price – It really is limited close to have an electrically powered vehicle. Fans generally concern the driving a car or truck chops, people are dubious about the potential of EVs to deliver the diverse calls for from the American driver, as well as, to create kicking the particular fossil-fuel schedule even tougher, electronic powertrains carry on and…

[club-voiture-blog]

Les meilleures voitures neuves 2019: les modèles valent la peine d'attendre.

Les meilleures voitures neuves 2019: les modèles valent la peine d'attendre.

Cette année annonce une révolution pour certaines des voitures les plus connues sur la route. L'énergie électrique, le design du 21e siècle et la technologie de pointe transformeront les véhicules familiers dans l'avenir de l'automobile.

Parmi les modèles en raison d'arriver en 2019 est une version électrique de la mini, une nouvelle relance de la Land Rover Defender-la première pour 70 ans-et une toute nouvelle Volkswagen Golf.

Il y aura une nouvelle Ferrari, Porsche 911 et Mercedes hypercar. Presque aussi excitant sont les best-sellers en raison de remplacement, y compris le Juke Nissan, BMW série 1, Range Rover Evoque et Renault Clio, qui vient d'être révélé.

Veuillez cliquer ici pour accédé dans un autre concernant pour autoradio pas cher.

Nouveaux vus et véhicules multisegments 2019

2019 Audi T4

Qu'est-ce que l'Audi Q4? C'est un rival de la BMW x2. Qu'est-ce que c est? Un croisement entre un SUV de haute-équitation et un coupé bas-slung. Confus? Ne vous inquiétez pas, c'est un créneau qui est susceptible de croître en popularité, comme de nombreux conducteurs qui ont possédé un SUV depuis plusieurs années chercher quelque chose de plus élégant pour le remplacer par.

Il est incliné pour ressembler à la voiture concept TT Offroad à partir de 2014, qui est montré ci-dessus. À l'extrémité compacte de la famille de SUV d'Audi, il mettra en vedette de la motrice essence et diesel, et un modèle hybride et électrique de plug-in.

2019 BMW X7

Voir à quel point le conducteur regarde par rapport au pare-brise de l'image ci-dessus, devrait vous donner une idée de la façon dont la vaste BMW x7 est. Le plus grand SUV de l'entreprise est affirmé pour offrir un espace pour les adultes de s'asseoir confortablement dans l'une des sept sièges de la voiture, et il devrait se sentir aéré aussi, grâce à un toit ouvrant panoramique standard.

Pour le prix, il n'est pas surprenant que la voiture est livré avec un tableau de bord numérique à deux écrans, cuir mérinos, système de son à dix haut-parleurs et le nouveau système de contrôle vocal de BMW, qui est prétendu être similaire aux Smartphones, donnant aux occupants la capacité de contrôler les fonctions par disant,  "Hey BMW " et puis parlant conversationally. Que ce soit assez pour donner à la voiture un avantage sur des rivaux luxueux, tels que le Range Rover et Mercedes, reste à voir.

2019 CITROEN C5 AirCross

Citroen a enfin un rival à l'immensément populaire Nissan Qashqai, sous le couvert de la C5 AirCross. C'est un grand SUV familial de cinq places qui espère gagner sur les chauffeurs avec son design ouvertement aventureux.

L'entreprise lance initialement le C5 AirCross avec traction avant et un système appelé Grip Control, qui aide à maintenir la motricité sur les surfaces glissantes. Un modèle à quatre roues motrices et un hybride enfichable sont attendus pour rejoindre la gamme à une date ultérieure.

2019 DS 3 Crossback

Le DS 3 populaire est remplacé par une version crossover qui est plus grand que la voiture existante. La toute nouvelle DS 3 Crossback promet d'être nettement plus luxueux, et sera disponible avec un intérieur en cuir Nappa, poignées de porte encastrable qui sortent lorsque le conducteur s'approche de la voiture, et haut de gamme système de son focal. Attendez-vous à payer plus pour ces deux dernières caractéristiques lorsque la voiture va en vente ce printemps.

La nouvelle voiture conserve le  "aileron de requin " entre les fenêtres-comme la vieille voiture, mais vient avec deux portes arrière en standard, ce qui lui donne une conception beaucoup plus chunkier et moins compacte. Une version électrique E-Tense sera également en vente l'année prochaine.

2019 Honda CR-V hybride

La nouvelle Honda CR-V est réellement arrivée au Royaume-Uni l'automne dernier. Il a un moteur à essence de 1,5 litres et l'option de sept, ainsi que cinq, sièges. Cependant, la version qui est déjà la mise en langue de remuant est cette version hybride, comprenant un moteur à essence de 2,0 litres, deux moteurs électriques et un rapport de vitesse fixe unique, un système Honda appelle intelligent multi mode Drive (i-MMD).

Ce nouveau modèle arrivera plus tard cette année avec un travail sur ses mains, parce qu'il n'y aura pas de CR-V alimenté par le diesel. La nouvelle version hybride efficace est destinée à la remplacer. Avec les ventes de nouvelles voitures diesel plongeant, ce n'est peut-être pas un tel ordre-aussi longtemps que Honda obtient le nouveau modèle de prix à droite. Ce qui n'aidera pas, c'est qu'il n'y aura pas d'option de sept places avec le modèle hybride.

2019 Land Rover Defender

Remplacer l'original Defender par un tout nouveau modèle adapté au XXIe siècle n'a pas été une tâche facile. Le concept-car DC100, ci-dessus, a été dévoilé en 2011 et les réactions mixtes envoyées Land Rover retour à la planche à dessin. Cela fait maintenant deux ans que la production de la vieille voiture a cessé et les rivaux potentiels n'ont pas été lents à venir, y compris une nouvelle Jeep Wrangler et une entreprise de démarrage privé financé qui vise à produire l'équivalent moderne d'un défenseur.

Alors, attendez-vous à ce que le nouveau défenseur soit révélé à la fin de cette année avant qu'il ne soit en vente en 2020. Les rumeurs sont qu'il sera encore mieux hors route qu'avant et ont une ressemblance familiale étroite avec les modèles Range Rover.

[autovolkswagen-blog]

VW ID trappe pour rester fidèle au concept, dit Boss Design

La conception de la version de production de la Volkswagen ID hayon a été signée et reste fidèle au concept d'abord vu dans 2016, selon le patron de la conception de VW, Klaus Bischoff.

L'ID hatchback, dû à la vente en 2019, est le premier modèle de la marque VW à être conçu comme un véhicule électrique dès le début, par opposition à une variante d'une voiture existante.

Bischoff a dit: «les proportions, les repères de conception et la taille de la roue sont les mêmes que le concept. On dirait la voiture de spectacle. Nous ne pouvions pas faire la caméra-système de rétroviseur rétroviseurs pour des raisons juridiques, ni les poignées de porte électrique en raison du coût. Mais à part ça, c'est à peu près la même chose. "

L'entreprise a commencé à tester sur route pour son modèle, avec les premiers prototypes de pré-production ayant roulé hors lignes en avril. Les ingénieurs ont une fenêtre de 16 mois pour achever le développement de la voiture. Le chef d'entreprise Herbert Diess a révélé que ces prototypes seraient également utilisés dans une «phase de démarrage intensive» qui débutera en septembre.

Les premiers exemples définitifs de l'ID doivent être produits en novembre 2019. Les ventes de clients démarrent en Grande-Bretagne au début de 2020 à ce que Diess a dit serait un prix  "comparable à un modèle diesel ".

Avec un moteur électrique fournissant la voiture avec 168bhp, l'ID est revendiquée pour se vanter d'une gamme de 249-373 miles, éclipsant facilement la gamme 186-Mile de la version facelifted de l'e-golf.

En emballant son moteur électrique à l'arrière, VW a libéré l'espace dans la section avant de l'identification, l'doter avec un cercle de virage impressionnant serré de juste 9,9 mètres et la promesse d'une excellente maniabilité dans les environnements urbains de conduite.

L'une des vedettes du salon de l'automobile de Paris 2016, où elle a été présentée pour la première fois sous forme de concept, l'ID sera le premier des cinq nouveaux modèles électriques prévus par VW, y compris un MPV similaire au concept antérieur Budd-e à roues au Consumer Electronics Show (également en 2016 ), ID Crozz SUV, ID Buzz microbus concept et un Saloon.

Veuillez cliquer ici pour en savoir plus dans un autre site concernant player-top avis

Construit pour mettre en valeur la lignée de conception, la technologie d'entraînement électrique et l'architecture de plate-forme modulaire qui sont mis à sous-tendent ev offensive de VW, le concept d'identification fournit également un aperçu des fonctions de conduite entièrement autonomes de l'entreprise se développe pour l'introduction sur certains modèles à partir de 2025. Parmi ses caractéristiques les plus intrigantes est un volant multifonctions qui se se range loin dans le tableau de bord lorsque le pilote passe en mode de conduite autonome via l'emblème VW fixé au sein de son patron.

Stylisé au Studio de design principal de VW à Wolfsburg, en Allemagne, l'ID arbore une apparence très contemporaine qui est revendiquée pour définir le ton pour toutes les nouvelles voitures électriques de l'entreprise. Commentant le processus de conception, la tête de la conception de la marque VW Klaus Bischoff a déclaré: «nous avons eu la chance unique de conduire Volkswagen dans un nouvel âge. L'entraînement électrique offre une plus grande liberté aux concepteurs. Nous minimisons les trous de refroidissement; les axes se déplacent plus en dehors et génèrent des proportions stupéfiantes.

Avec un badge éclairé qui le rend facilement identifiable comme une VW, la nouvelle voiture part tout à fait radicalement des modèles existants. Les éléments clés comprennent une extrémité avant largement sans ornement, un porte-à-faux avant ultra-court, une ligne de capot en hausse abrupte, un pare-brise fortement ratissé, de grandes maisons de roues abritant des roues 20in, des éléments de seuil proéminents, des portes arrière de style cantilever, une toiture allongée, une aileron arrière proéminent et un hayon en verre.

En eschiant une grille traditionnelle, en utilisant le verre encastrable pour les fenêtres latérales et l'extension de la ligne de toit au-delà du haut du hayon, les concepteurs de VW ont clairement tenté de stimuler l'efficacité aérodynamique de l'ID.

À 4100mm de longueur, 1800mm de largeur et 1530mm de hauteur, l'ID est 155mm plus long, 9mm plus large et 77mm plus haut que la septième génération existante golf. Il chevauche également sur un empattement qui est 130mm plus long que celui de l'Europe de Best-seller éternel à 2750mm.

Avec des phares LED interactifs qui ont été conçus pour imiter l'action d'un œil humain en donnant l'impression d'être en mesure d'ouvrir et de fermer, ainsi que des unités LED dissimulées dans différentes parties de l'extérieur, les propriétés d'éclairage et de l'ensemble visuelle le caractère de l'ID modifie en fonction du mode d'entraînement.

[freenewstoday]

New Post has been published on https://freenews.today/2021/01/15/tesla-warned-to-urgently-clarify-whether-uk-cars-are-affected-by-158000-model-us-recall/

Tesla warned to 'urgently clarify' whether UK cars are affected by 158,000 model US recall

It comes after US regulator, the National Highway Traffic Safety Administration (NHTSA) has sent Tesla a formal letter requesting a recall on a range of popular vehicles. This was down to the discovery of a range of software safety issues on a range of Model S and Model X vehicles.

She said: “These latest reports about a fault that prevents some Tesla owners from defrosting or de-fogging their windscreens, as well as the possibility of drivers not hearing warning chimes if something is wrong, are concerning.

“Tesla must urgently clarify if UK-owned vehicles are also affected by this fault, and if so issue a recall.

“If it fails to do this, we’d expect the DVSA to step in and force a recall.”

The issues also include the loss of rear-view camera images which could leave some drivers reversing into a dangerous situation.

DON’T MISS WhatCar? Name top five most unreliable car brands [INSIGHT] Britain can ‘step over’ Tesla in tech race [COMMENT] UK’s most popular electric car revealed [PICS]

In the United States, Tesla has introduced some over-the-air updates to reduce some of the issues but the NHTSA said this was insufficient to address the concerns.

The NHTSA is adamant the issues were “related to motor vehicle safety” and has demanded Tesla “provide a remedy”.

Antony Edwards, COO at automation specialists Eggplant has warned companies need to ensure they have modern software testing solutions in place.

He said this was even more important as new software increasingly becomes integrated into vehicles.

Mr Edwards added: “Automotive technology is becoming increasingly commonplace and relied upon by drivers.

“However ensuring driver and vehicle safety needs to be a top priority.

“Faulty technology in these vehicles can sever a driver’s access to their vehicle’s backup camera, climate controls, as well as autonomous driving features, all which can increase the risk of a crash.

“In order for vehicle technology to be safely deployed and truly live up to their potential, manufacturers and other industry players must ensure that they have a modern testing solution to address the myriad new challenges that arise.

“Given the wide array of platforms and the intricacies of connectivity testing, this is no easy task.”

Electric car sales soared in 2020 with SMMT data showing a 185.9 percent increase on 2019 figures. 

Tesla’s Model 3 was the best selling vehicle in Decemebr 2020, outselling popular road cars such as the Volkswagen Golf and Ford Fiesta. 

In a statement online, Tesla has confirmed they will repair or replace vehicles which suffer the issue within eight years of being delivered and have less than 100,000 miles on the clock. 

A statement said: “We are aware that this component may malfunction due to accumulated wear.

“If this occurs, it could result in a blank or intermittently blank center display, or an alert indicating that a memory storage device has degraded and to contact Service.

“This condition has no impact on basic vehicle driving functionality and controllability, and we are not aware of any injuries or collisions relating to it.”

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[tenacioususedcars]

Cars For Sale: South Africa’s Best 

A bit of a throwback, but herewith are the semi-finalists of the 2019/20 Cars.co.za Consumer Awards – powered by WesBank.

The awards programme recognises the best purchasing propositions in the respective categories of the new vehicle market.

“Vehicle purchases are amongst the biggest that consumers are likely to make in their lifetime,” said Ghana Msibi, executive head of sales and marketing at WesBank.

“Initiatives such as this offer credible opinions on the types of cars and features available in the market, and in so doing help consumers make informed decisions when choosing a new or used vehicle,” he said.

The 13 eventual category winners will be selected from the list of 65 vehicles, which includes model derivatives from 24 brands represented in the South African market.

All vehicles available on the South African market on September 1, 2019, were eligible, not only new products that were launched during the past 12 months.

Compared with the 2018/19 Cars Awards, the executive sedan category has been replaced with one that caters for premium-positioned crossovers.

The former Hot Hatch category (now named Fun Hatch) encompasses more affordable contenders and the price caps for the Premium SUV and Performance Car segments have been raised, it said.

“It is important to note that we analyse market changes proactively and adapt the categories to be better aligned with the South African consumer,” said Cars.co.za consumer experience manager Hannes Oosthuizen.

“With no new contenders in the Executive Sedan category, as well as very poor sales in that segment, we saw it fit to create a new category (to reflect growth and interest in upmarket crossovers) instead.

“Meanwhile there have been no new launches in the traditional hot hatch category, but there has been activity at a lower price point, so we’ve created a new category called Fun Hatch.”

And given the rapidly rising prices of cars for sale in Johannesburg, Oosthuisen said that sticking to a R1-million barrier for Premium SUV and Performance Car categories is no longer practical.

Volkswagen lead the charge in 2019/2020 again.

Even though 24 brands’ vehicles feature in the list of 65, five marques have more than three semi-finalists in the running for category honours.

Volkswagen has the most representatives (8), followed by BMW (6) and Audi, which has 5, although the A1 Sportback 40TFSI S Line is notably a semi-finalist in two separate categories.

Ford (5) and Toyota (4) round out the major manufacturers.

Full list of 2019/20 semi-finalists:

Budget Car

Kia Picanto 1.2 Style

Renault Sandero Stepway Expression

Hyundai Grand i10 1.0 Fluid

Suzuki Swift 1.2 GLX

Volkswagen Polo Vivo Trendline

Compact Hatch

Volkswagen Polo 1.0 TSI Comfortline

Nissan Micra turbo Acenta Plus

Mazda2 1.5 Individual Auto

Kia Rio 1.4 EX

Ford Fiesta 1.0 Trend Auto

Premium Hatch

Volkswagen Golf GTI

Audi A1 Sportback 40TFSI S Line

Mercedes-Benz A200 AMG-Line

Mazda3 2.0 Astina

Mini Cooper S Hatch 5-Door Sports Auto

Executive SUV

Volvo XC60 D5 R-Design

Audi Q5 40 TDI Sport quattro

BMW X3 xDrive20d M-Sport

Range Rover Evoque D180 R-Dynamic SE

Mercedes-Benz GLC 220d AMG-Line

Compact Family Car

Ford Ecosport 1.0 Titanium Auto

Opel Crossland X 1.2 Turbo Enjoy Auto

Renault Duster 1.5 dCi Prestige

Suzuki Vitara 1.4T GLX Auto

Volkswagen T-Cross 1.0 TSI 85kW Highline R-Line

Family Car

Mazda CX-5 2.0 Dynamic Auto

Peugeot 3008 2.0 HDI Allure

Subaru Forester 2.0i-S ES

Toyota RAV4 2.0 GX Auto

Volkswagen Tiguan Allspace 1.4 TSI Trendline

Adventure SUV

Ford Everest 2.0 Bi-Turbo 4WD Limited

Haval H9 Luxury

Isuzu M-UX 3.0 4WD

Mitsubishi Pajero Sport 2.4 D4 4×4

Toyota Fortuner 2.8GD-6 4×4 Auto

Premium SUV

Audi Q8 55 TFSI quattro

BMW X5 xDrive30d M-Sport

Range Rover Velar D300 R-Dynamic HSE

Mercedes-Benz GLE 400d 4Matic AMG-Line

Volvo XC90 T8 Twin-Engine R-Design

Crossover

Volvo XC40 D4 R-Design

Audi Q3 35 TFSI S Line

Jaguar E-Pace D180 AWD R-Dynamic

Lexus UX 200 EX

Mini Countryman Cooper S sports-auto

Leisure Double-Cab

Toyota Hilux 2.8 GD-6 Legend 50 4×4 Auto

Ford Ranger 2.0 BiTDi Wildtrak 4×4 Auto

Mitsubishi Triton 2.4 DI-D 4×4 Auto

Volkswagen Amarok 3.0 V6 TDI Highline 4Motion

Isuzu D-Max 3.0 TD 4×4 LX Auto

Business Class

BMW 320d Sport Line

BMW 330i Sport Line

Mercedes-Benz C300 AMG Line

Volkswagen Arteon 2.0 TSI 4Motion R-Line

Audi A5 40 TFSI Sport

Fun Hatch

Volkswagen Polo GTI

Suzuki Swift Sport 1.4T

Audi A1 Sportback 40 TFSI S Line

Opel Corsa GSi

Mini Cooper S Sports-Auto

Performance Car

Toyota Supra 3.0T

BMW M2 Competition M-DCT

BMW Z4 M40i

Ford Mustang GT 5.0

Porsche Cayman GTS

Right - if you made it all the way to the end of this blog but you don’t know which of these great cars is the best one for you (and your budget) - simply check out which cars are for sale in Johannesburg at Group 1 Cars, use their nifty instalment calculator or speak to them directly.

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Article from: https://ultimateusedcars.wordpress.com/2020/12/07/cars-for-sale-south-africas-best/

[perksofwifi]

2020 Mini Cooper SE First Test: I Wish I Could Recommend It

All signs point to the 2020 Mini Cooper SE electric car as being the superior variant of the storied little hatchback. A battery-powered drivetrain should eliminate unwelcome vibrations from the occasionally lumpy gas options, and instant torque should provide a scaled-up electric go-kart experience as suggested by the Cooper S badge epoxied to the hatch. Volkswagen is likely denying us the plug-in hybrid Golf GTE, so this motorized Mini is our best bet for an electro-Germanic hot hatch, right?

Even considering this is now the least expensive battery-powered vehicle on the market, the electric Mini Cooper SE hardtop two-door let me down. Yes, this is an EV with every ounce of retro-modern styling and personality Mini buyers are after, but its flaws are too significant to overlook.

First Impressions

Mini nailed the styling. The new EV is exclusively offered in the two-door hatch body style, which most closely resembles Minis of old and avoids the stretched dachshund look of the four-door variant, though cramped rear-seat passengers may object. Compared to the market’s alternative affordable EVs—the Hyundai Ioniq Electric and base Nissan Leaf—the Mini might as well be a Jaguar E-Type.

Our White Silver test vehicle included standard electric yellow accents on the front grille, wing mirrors, fender badges, and hatch, plus a set of optional EV-exclusive (and unfortunately named) Corona Spoke 17-inch wheels with yellow striping. Yellow flourishes carry over inside, complemented by quilted leather sport seats. There are constant visual reminders you didn’t buy any old Mini.

The fancy rolling stock is part of the top-spec Iconic trim that adds a panoramic moonroof, a larger 8.8-inch touchscreen infotainment display, premium Harman Kardon audio, front and rear parking sensors, power-folding side mirrors, and Mini’s head-up display for a cool $7,000 over the base car. Candidly, we’d skip it.

The base infotainment system still offers Apple CarPlay, that panoramic roof encroaches on already limited headroom, and the dash-mounted head-up display projects the same information as the new digital instrument cluster, just a couple inches higher on a piece of Plexiglas (instead of being projected on the windshield like pricier systems). Besides, the Cooper SE is more appealing at $30,750 minus the $7,500 federal tax credit than our example’s $37,750 as tested.

Is the Electric Mini Fast?

Let’s get numbers out of the way. This Mini’s BMW-engineered electric motor develops 181 hp and 199 lb-ft of torque, just shy of the power ratings of a turbo-four Cooper S. Take it to a dragstrip, and the Cooper Electric will accelerate from 0 to 60 mph in 6.0 seconds and through the quarter mile in 14.7 seconds at 91.7 mph. The EV is quicker in the sprint than any Cooper S we’ve tested, although the gas car matches the electric’s quarter-mile time at a higher trap speed.

Our figure-eight test, which evaluates acceleration, braking, and cornering, exposed minor drawbacks. Although the electric variant beats a gas Cooper S off the line, the EV’s 26.9-second lap at 0.64 g is bested by the standard Cooper S’ 26.4 seconds at 0.69 g. Additional weight detracts from braking and cornering performance. That being said, it’s worth noting that the battery-powered Mini out-accelerates and boasts a quicker figure-eight lap than every electric under $50,000 outside a Tesla Model 3.

Mini Cooper Electric: Range and Charging

Remember when I said this is the least expensive EV on sale? That accolade comes with a catch. The Mini’s 32.6-kWh lithium-ion battery can propel the little electric just 110 EPA-rated miles on a single charge, fewer than any other electron-motivated vehicle on the market. At 108 mpg-e, it’s also the least efficient EV on the market, outside the performance-oriented Porsche Taycan.

Had the Cooper SE debuted five years ago alongside cars like the original 83-mile Volkswagen E-Golf or the early 81-mile BMW i3, 110 miles might be impressive. Compared with modern low-cost electrics including the 170-mile Hyundai Ioniq and the 149-mile base Nissan Leaf, the Mini’s range is something of an embarrassment.

Thankfully, with the right charger, the Cooper SE will charge pretty quick. Standard Level 2 public charging can restore the battery to 100 percent in four hours, but if you can find a Level 3 DC rapid charger, the Mini can charge at a rate of 50 kW and restore 80 percent of battery capacity in 40 minutes. As with all EVs, charging slows as the battery reaches its full capacity. The higher-trim Leaf SV can match it, and although the Ioniq can charge at a faster 100 kW, quick-charging the Hyundai’s larger-capacity battery to 80 percent takes 54 minutes.

Charging at home, your best bet is to install a 32-amp Level 2 home charger that can fully restore the battery in four hours. Charge time inflates to eight hours on a 240-volt power supply (the sort that powers your dryer) and 24 hours if you plug in to a standard 120-volt house outlet.

Driving the Mini EV

BMW’s house-built electric motor is immediate and frictionless; there’s no hesitation while the car searches for the proper gear or spools up its turbo, you just go. In place of a tachometer, a power gauge lit by 10 LEDs displays the percentage of available power the motor is delivering. In that instantly torquey, electric car kind of way, I regularly found myself whacking the accelerator and swinging the power gauge toward 100 percent.

Yes, the electric powertrain is smoother and has fewer moving pieces to keep this Mini from rattling itself apart, but the suspension might. Ride quality is firm, possibly a consequence of the taller springs and shocks borrowed from the Mini Countryman and Clubman to account for the battery’s additional weight and need to maintain ground clearance. (The EV’s 3,085-pound curb weight represents a 350-pound disadvantage compared with the last two-door Mini we tested.) Gut jiggle and head toss will plague all passengers, even on smoother pavement.

The cabin is also much louder than you’d expect of an electric. Of course, the powertrain itself is near silent, but tire and wind noise persist even at sub-highway speeds. Were I allowed a passenger in the seat beside me, I’d have had to raise my voice to be heard.

Is It Any Fun?

When it came time to ascend the coiled asphalt leading up Mount Baldy, I was ready for the Mini to impress. Sure, it’s a little stiff and noisy, but it’s quick, too, and those are traits I’d easily forgive in an engaging hot hatch. The first thing I noticed was grip, or lack thereof. There’s next to no body roll here, but audible protest screamed from the wheelwells at the slightest hint of cornering enthusiasm, and vicious understeer revealed itself as the default handling state.

That said, this electrified Mini is better balanced than the standard car, with 54/46 front-to-rear weight distribution instead of 68/32 in a Cooper S. There are a couple degrees of lift-off rotation to explore as the regenerative braking lightens the rear end, but vague steering robs any semblance of confidence. I’d draw comparisons to a video game, but even my entry-level racing wheel offers more consistent feedback.

The second bit that crossed my mind was that I was driving rather slowly. I knew the Mini wouldn’t feel as quick while fighting a steep uphill grade, but I was struggling to keep up with the Prius ahead of me on the straights. As I pulled off to create some distance for quick cornering, the issue became immediately apparent.

Remember those little LEDs alongside that power gauge? Just five were lit, meaning the Mini was only delivering half its available power output. (Testing director Kim Reynolds encountered a similar issue after two laps of our figure-eight course.) Allowing the powertrain a moment to cool down restored the power cap by the time I reentered the road, but I can’t call this car a hot hatch if it gives up half its grunt after less than a mile in the twisties.

I will say I love that Mini offers two levels of regenerative braking. Selectable via a toggle switch just left of your passenger’s knee, the lighter setting mimics regular engine braking; you can coast and creep as if you were driving a standard Mini. The stronger regenerative braking setting (which we prefer) enables true one-pedal driving capability, wherein lifting off the throttle initiates strong deceleration that you can fine-tune within the top inch or so of pedal travel. Smoothly coming to a stop without touching the brake is a fun and engaging little metagame.

Closing Thoughts

This car will work for some people. Not only does it provide superior performance and a lower price point than its two closest competitors, the Cooper Electric looks and feels like a Mini. Fans of the automaker who already have a reliable road-tripper in the driveway won’t mind the limited range and will smile every time they walk up to this car or experience its quick, effortlessly smooth powertrain.

But I can’t recommend the Cooper SE. It’s loud, stiff, it can’t sustain full power for very long, and it offers fewer miles of range than fellow staffer Alex Leanse can cover on a bicycle. It is not the confidence-inspiring electric hot hatch I had anticipated. Instead, it’s a style-over-substance, disappointing glimpse at how great an electric Mini could be.

SPECIFICATIONS 2020 Mini Cooper SE BASE PRICE $30,750 PRICE AS TESTED $37,750 VEHICLE LAYOUT Front-motor, FWD, 4-pass, 2-door hatchback MOTOR 181-hp/199-lb-ft permanent magnet electric TRANSMISSION 1-speed automatic CURB WEIGHT (F/R DIST) 3,085 lb (58/42%) WHEELBASE 98.2 in LENGTH x WIDTH x HEIGHT 151.4 x 68.0 x 56.4 in 0-60 MPH 6.0 sec QUARTER MILE 14.7 sec @ 91.7 mph BRAKING, 60-0 MPH 119 ft LATERAL ACCELERATION 0.80 g (avg) MT FIGURE EIGHT 26.9 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 115/100/108 mpg-e ENERGY CONS, CITY/HWY 29/34 kWh/100 miles CO2 EMISSIONS, COMB 0.00 lb/mile (at vehicle)

The post 2020 Mini Cooper SE First Test: I Wish I Could Recommend It appeared first on MotorTrend.

https://www.motortrend.com/cars/mini/hardtop/2020/2020-mini-cooper-se-electric-test-review/ visto antes em https://www.motortrend.com

[arplis]

Arplis - News: 2020 Top 10 High Tech Cars

Photo: Polestar The Polestar 1 hybrid, the first of a sub-brand from Volvo, goes fast and goes far in all-electric mode—roughly 88 kilometers (55 miles). Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR In 2019, the auto industry finally started acting like its future was electric. How do we know? Just follow the money. General Motors just announced it was spending US $20 billion over five years to bring out a new generation of electric vehicles. Volkswagen Group has pledged $66 billion spread over five years, most of it for electric propulsion. Ford hopes to transform its lineup and image with an $11.5 billion program to develop EVs. And of course, Tesla has upstaged them all with the radical, scrapyard-from-Mars Cybertruck, a reminder that Elon Musk will remain a threat to the automotive order for the foreseeable future. This past year, I saw the first fruit of Volkswagen Group’s massive investment: the Porsche Taycan, a German sport sedan that sets new benchmarks in performance and fast charging. It lived up to all the hype, I’m happy to say. As for Tesla and Ford, stay tuned. The controversial Tesla Cybertruck, the hotly anticipated Ford Mustang Mach-E, and the intriguing Rivian pickup and SUV (which has been boosted by $500 million in backing from Ford) are still awaiting introduction. EV fans, as ever, must be patient: The Mach-E won’t reach showrooms until late this year, and as for the Rivian and Cybertruck, who knows? As is our habit, we focus here on cars that are already in showrooms or will be within the next few months. And we do include some good old gasoline-powered cars. Our favorite is the Corvette: It adopts a mid-engine design for the first time in its 67-year history. Yes, an electrified version is in the works. Chevrolet Corvette Stingray C8 The middle: where no Corvette engine has gone before Base price: US $59,995 Photo: Chevrolet Perfect balance is what you get by moving the Stingray’s V8 to the center; unlike its mid-engine rivals, the car has generous cargo space in a rear trunk. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR By now, even casual car fans have heard that the Corvette has gone mid-engine. It’s a radical realignment for a car famous for big V8s nestling below long, flowing hoods since the ’Vette’s birth in 1953. Best of all, it works, and it means the Stingray will breathe down the necks of Ferraris, McLarens, and other mid-engine exotics—but at a ridiculous base price of just US $59,995. Tadge Juechter, the Corvette’s chief engineer, says that the previous, seventh-generation model had reached the limits of front-engine physics. By rebalancing weight rearward, the new design allows the Stingray to put almost preposterous power to the pavement without sacrificing the comfort and everyday drivability that buyers demand. I got my first taste of these new physics near the old stagecoach town of Tortilla Flat, Ariz. Despite having barely more grunt than last year’s base model—369 kilowatts (495 horsepower) from the 6.2-liter V8 rumbling just behind my right shoulder—the Corvette scorches to 60 miles per hour (97 kilometers per hour) nearly a full second quicker, at a supercar-baiting 2.9 seconds. This Stingray should top out at around 190 mph. And there are rumors of mightier versions in the works, perhaps even an electric or hybrid ’Vette with at least 522 kW (700 hp). With the engine out back, driver and passenger sit virtually atop the front axle, 42 centimeters (16.5 inches) closer to the action, wrapped in a fighter-jet-inspired cockpit with a clearer view over a dramatically lowered hood. Thanks to a new eight-speed, dual-clutch automated gearbox, magnetorheological shocks, and a limited-slip rear differential—all endlessly adjustable—my Corvette tamed every outlaw curve, bump, and dip in its Old West path. It’s so stable and composed that you’ll need a racetrack to approach its performance limits. It’s still fun on public roads, but you can tell that it’s barely breaking a sweat. Yet it’s nearly luxury-car smooth and quiet when you’re not romping on throttle. And it’s thrifty. Figure on 9 to 8.4 liters per 100 kilometers (26 to 28 miles per gallon) at a steady highway cruise, including sidelining half its cylinders to save fuel. A sleek convertible model does away with the coupe’s peekaboo view of the splendid V8 through a glass cover. The upside is an ingenious roof design that folds away without hogging a cubic inch of cargo space. Unlike any other mid-engine car in the world, the Corvette will also fit two sets of golf clubs (or equivalent luggage) in a rear trunk, in addition to the generously sized “frunk” up front. The downside to that convenience is a yacht-size rear deck that makes—how shall we put this?—the Chevy’s butt look fat. An onboard Performance Data Recorder works like a real-life video game, capturing point-of-view video and granular data on any drive, overlaying the video with telemetry readouts, and allowing drivers to analyze lap times and performance with Cosworth racing software. The camera-and-GPS system allows any road or trip to be stored and analyzed as though it was a timed circuit—perfect for those record-setting grocery runs. Polestar 1 This hybrid is tuned for performance Base price: US $156,500 Photo: Polestar Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Consider the Polestar 1 a tech tease from Volvo. This fiendishly complex plug-in hybrid will be seen in just 1,500 copies, built over three years in a showpiece, enviro-friendly factory in Chengdu, China. Just as important, it’s the first of several planned Polestars, a Volvo sub-brand that aims to expand the company’s electric reach around the globe. I drove mine in New Jersey, scooting from Hoboken to upstate New York, as fellow drivers craned their necks to glimpse this tuxedo-sharp, hand-built luxury GT. The body panels are formed from carbon fiber, trimming 227 kilograms (500 pounds) from what’s still a 2,345-kg (5,170-pound) ride. Front wheels are driven by a four-cylinder gas engine, whose combo of a supercharger and turbocharger generates 243 kilowatts (326 horses) from just 2.0 liters of displacement, with another 53 kW (71 hp) from an integrated starter/generator. Two 85-kW electric motors power the rear wheels, allowing some 88 kilometers (55 miles) of emissions-free range—likely a new high for a plug-in hybrid—before the gas engine kicks in. Mashing the throttle summons some 462 kW (619 hp) and 1,000 newton meters (737 pound-feet) of torque, allowing a 4.2-second dash to 60 miles per hour (97 kilometers per hour). It’s fast, but not lung-crushing fast, like Porsche’s Taycan. Yet the Polestar’s handling is slick, thanks to those rear motors, which work independently, allowing torque vectoring—the speeding or slowing of individual wheels—to boost agility. And Öhlins shock absorbers, from the renowned racing and performance brand, combine precise body control with a creamy-smooth ride. It’s a fun drive, but Polestar’s first real test comes this summer with the Polestar 2 EV. That fastback sedan’s $63,750 base price and roughly 440-km (275-mile) range will see it square off against Tesla’s sedans. Look for it in next year’s Top 10. Hyundai Sonata It has the automation of a much pricier car Base price: US $24,330 Photo: Hyundai Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The U.S. market for family sedans has been gutted by SUVs. But rather than give up on sedans, as Ford and Fiat Chrysler have done, Hyundai has doubled down with a 2020 Sonata that’s packed with luxury-level tech and alluring design at a mainstream price. The Sonata is packed with features that were recently found only on much costlier cars. The list includes Hyundai’s SmartSense package of forward-collision avoidance, automated emergency braking, lane-keeping assist, automatic high-beam assist, adaptive cruise control, and a drowsy-driver attention warning, and they’re all standard, even in the base model. The SEL model adds a blind-spot monitor, but with a cool tech twist: Flick a turn signal and a circle-shaped camera view of the Sonata’s blind spot appears in the digital gauge cluster in front of the driver. It helped me spot bicyclists in city traffic. Hyundai’s latest infotainment system, with a 10-inch (26-centimeter) monitor, remains one of the industry’s most intuitive touch screens. Taking a page from much more expensive BMWs, the Hyundai’s new “smart park” feature, standard on the top-shelf Limited model, lets it pull into or out of a tight parking spot or garage with no driver aboard, controlled by the driver through the key fob. That fob can be replaced by a digital key, which uses an Android smartphone app, Bluetooth Low Energy, and Near Field Communication to unlock and start the car. Owners can share digital-key access with up to three users, including sending codes via the Web. Even the Sonata’s hood is festooned with fancy electronics. What first looks like typical chrome trim turns out to illuminate with increasing intensity as the strips span the fenders and merge into the headlamps. The chrome was laser-etched to allow a grid of 0.05-millimeter LED squares to shine through. Add it to the list of bright ideas from Hyundai. Porsche Taycan It outperforms Tesla—for a price Base price: US $114,340 Photo: Porsche Fast off the mark and fast to charge, the Taycan inherits tech from Porsche’s LeMans-winning 919 Hybrid racers, including the 800-volt architecture. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Yes, the all-electric Porsche Taycan is better than a Tesla Model S. And it had damn well better be: The Porsche is a far newer design, and it sells at up to double the Tesla’s price. What you get for all that is a four-door supercar GT, a technological marvel that starts the clock ticking on the obsolescence of fossil-fueled automobiles. This past September I spent two days driving the Taycan Turbo S through Denmark and Germany. One high point was repeated runs to 268 kilometers per hour (167 miles per hour) on the Autobahn, faster than I’ve ever driven an EV. From a standing start, an automated launch mode summoned 560 kilowatts (750 horsepower) for a time-warping 2.6-second dash to 60 mph. As alert readers have by now surmised, the Taycan is fast. But one of its best time trials takes place with the car parked. Thanks to the car’s groundbreaking 800-volt electrical architecture—with twice the voltage of the Tesla’s—charging is dramatically quicker. Doubling the voltage means the current needed to deliver a given level of power is of course halved. Pulling off the Autobahn during my driving test and connecting the liquid-cooled cables of a 350-kW Ionity charger, I watched the Porsche suck in enough DC to replenish its 93.4-kW battery from 8 to 80 percent in 20 minutes flat. Based on my math, the Porsche added nearly 50 miles of range for every 5 minutes of max charging. In the time it takes to hit the bathroom and pour a coffee, owners can add about 160 kilometers (100 miles) of range toward the Taycan’s total, estimated at 411 to 450 km (256 to 280 miles) under the new Worldwide Harmonized Light Vehicle Test Procedure. But the U.S. Environmental Protection Agency (EPA) seems to have sandbagged the Porsche, pegging its range at 201 miles, even as test drivers report getting 270 miles or more. Porsche hopes to have 600 of the ultrafast DC chargers up and running in the United States by the end of this year. That 800-volt operation brings other advantages, too. With less current to carry, the wiring is slimmer and lighter, saving 30 kilograms in the electrical harness alone. Also, less current is drawn during hard driving, which reduces heat and wear on the electric motors. Porsche says that’s key to the Taycan’s repeatable, consistent performance. In its normal driving mode, the Turbo S version kicks out 460 kW (617 horsepower) and 1,049 newton meters (774 pound-feet) of torque. The front and back axles each have an electric motor with a robust 600-amp inverter; in other models the front gets 300 amps and the rear gets 600 amps. The Porsche’s other big edge is its race-bred handling. Though this sedan tops 2,310 kg (5,100 pounds), its serenity at boggling speeds is unmatched. Credit the full arsenal of Porsche’s chassis technology: four-wheel-steering, active roll stabilization, and an advanced air suspension offering three levels of stiffness, based on three separate pressurized chambers. Porsche claims class-leading levels of brake-energy recuperation. It’s also Porsche’s most aerodynamic production model, with a drag coefficient of just 0.22, about as good as any mass-production car ever. Porsche invested US $1 billion to develop the Taycan, with $800 million of that going to a new factory in Zuffenhausen, Germany. For a fairer fight with Tesla, a more-affordable 4S model arrives in U.S. showrooms this summer, with up to 420 kW (563 hp) and a base price of $103,800. Audi RS Q8 Mild hybrid, wild ride Base price (est.): US $120,000 Photo: Audi Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m rocketing up a dormant volcano to the highest peak in Spain, Mt. Teide in the Canary Islands. There may be more efficient ways to test a luxury crossover SUV, but none more fun. I’m in the Audi RS Q8, a mild-hybrid version of the Q8, introduced just last year. I’m getting a lesson in how tech magic can make a roughly 2,310-kilogram (5,100-pound) vehicle accelerate, turn, and brake like a far smaller machine. The RS Q8’s pulsing heart is a 4-liter, 441-kilowatt (591-horsepower) twin-turbo V8. It’s augmented by a mild-hybrid system based on a 48-volt electrical architecture that sends up to 12 kW to charge a lithium-ion battery. That system also powers trick electromechanical antiroll bars to keep the body flatter than a Marine’s haircut during hard cornering. An adaptive air suspension hunkers down at speed to reduce drag and center of gravity, while Quattro all-wheel drive and four-wheel steering provide stability. A mammoth braking system, largely shared with the Lamborghini Urus, the Audi’s corporate cousin, includes insane 10-piston calipers up front. That means 10 pressure points for the brake pads against the spinning brake discs, for brawny stopping power and improved heat management and pedal feel. Optional carbon-ceramic brakes trim 19 pounds from each corner. Audi’s engineers fine-tuned it all in scores of trials on Germany’s fabled Nürburgring circuit, which the RS Q8 stormed in 7 minutes, 42 seconds. That’s faster than any other SUV in history. Audi’s digital Virtual Cockpit and MMI Touch center screens are smoothly integrated in a flat panel. A navigation system analyzes past drives to nearby destinations, looking at logged data on traffic density and the time of day. And the Audi Connect, an optional Android app that can be used by up to five people, can unlock and start the Audi. Audi quotes a conservative 3.8-second catapult from 0 to 100 kilometers per hour (62 miles per hour). We’re betting on 0 to 60 mph in 3.5 seconds, maybe less. Mini Cooper SE It offers all-electric sprightliness US $30,750 Photo: Mini Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m on a street circuit at the FIA’s Formula E race in Brooklyn, N.Y., about to take my first all-electric laps in the new Mini Cooper SE during a break in race action. The Manhattan skyline paints a stunning backdrop across the harbor. My Red Hook apartment happens to be a short walk from this temporary circuit; so is the neighborhood Tesla showroom, and an Ikea and a Whole Foods, both equipped with EV chargers. In other words, this densely populated city is perfect for the compact, maneuverable, electric Mini, that most stylish of urban conveyances. It’s efficient, too, as Britain’s Mini first proved 61 years ago, with the front-drive car that Sir Alec Issigonis created in response to the gasoline rationing in Britain following the 1956 Suez crisis. This Mini squeezes 32.6 kilowatt-hours worth of batteries into a T-shaped pack below its floor without impinging on cargo space. At a hair over 1,360 kilograms (3,000 pounds), this Mini adds only about 110 kg to a base gasoline Cooper. With a 135-kilowatt (181-horsepower) electric motor under its handsome hood, the Mini sails past the Formula E grandstand, quickening my pulse with its go-kart agility and its ethereal, near-silent whir. The body sits nearly 2 centimeters higher than the gasoline version, to accommodate 12 lithium-ion battery modules, but the center of gravity drops by 3 cm (1.2 inches), a net boost to stability and handling. Because the Mini has neither an air-inhaling radiator grille nor an exhaust-exhaling pipe, it’s tuned for better aerodynamics as well. A single-speed transmission means I never have to shift, though I do fiddle with the toggle switch that dials up two levels of regenerative braking. That BMW electric power train, with 270 newton meters (199 pound-feet) of instant-on torque, punts me from 0 to 60 miles per hour (0 to 97 kilometers per hour) in just over 7 seconds, plenty frisky for such a small car. The company claims a new wheelspin actuator reacts to traction losses notably faster, a sprightliness that’s particularly gratifying when gunning the SE around a corner. It all reminds me of that time when the Tesla Roadster was turning heads and EVs were supposed to be as compact and light as possible to save energy. The downside is that a speck-size car can fit only so much battery. The Mini’s has less than one-third the capacity of the top Tesla Model S. That’s only enough for a mini-size range of 177 km (110 miles). That relatively tiny battery helps deliver an appealing base price of $23,250, including a $7,500 federal tax credit. And this is still a hyperefficient car: On a subsequent drive in crawling Miami traffic, the Mini is on pace for 201 km (125 miles) of range, though its battery contains the equivalent of less than 0.9 gallon of gasoline. Following a full 4-hour charge on a basic Level 2 charger, you’ll be zipping around town again, your conscience as clear as the air around the Mini. Vintage Fiat 124 Spider, Retooled by Electric GT A drop-in electric-drive system gives new life to an old car—like this 1982 Spider System base price: US $32,500 Photo: Electric GT This modern classic from 1982, retooled by Electric GT, hums along on an electric system that fits the space the engine used to occupy. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Vintage-car aficionados love to grouse about the time and money it takes to keep their babies running. Electric GT has a better idea: Skip ahead a century. The California company has developed an ingenious plug-and-play “crate motor” that transplants an electric heart into most any vintage gasoline car. I drove an orange 1982 Fiat 124 Spider that Electric GT converted to battery drive. With a relatively potent 89 kilowatts (120 horsepower) and 235 newton meters (173 pound-feet) of torque below its hood, and 25 kilowatt-hours’ worth of repurposed Tesla batteries stuffed into its trunk area, the Fiat can cover up to 135 kilometers (85 miles) of driving range, enough for a couple hours of top-down cruising. Best of all, the system is designed to integrate exclusively with manual-transmission cars, including the Fiat’s charming wood-topped shifter and five forward gears. This romantic, Pininfarina-designed Fiat also squirts to 60 miles per hour in about 7 seconds, about 3 seconds quicker than the original old-school dawdler. Electric GT first got attention when it converted a 1978 Ferrari 308, best known as Tom Selleck’s chariot on the U.S. TV show “Magnum, P.I.,” to electric drive. The company’s shop, north of Los Angeles, is filled with old Porsches, Toyota FJ40s, and other cars awaiting electrification. The crate motors even look like a gasoline engine, with what appears at first glance to be V-shaped cylinder banks and orange sparkplug wires. Systems are engineered for specific cars, and the burliest of the bunch store 100 kWh, enough to give plenty of range. With system prices starting at US $32,500 and topping $80,000 for longer-range units, this isn’t a project for the backyard mechanic on a Pep Boys budget. Eric Hutchison, Electric GT’s cofounder, says it’s for the owner who loves a special car and wants to keep it alive but doesn’t want to provide the regular babying care that aging, finicky machines typically demand. “It’s the guy who says, ‘I already own three Teslas. Now, how do I get my classic Jaguar electrified?’ ” says Hutchison. Components designed for easy assembly should enable a good car hobbyist to perform the conversion in just 40 to 50 hours, the company says. “We’re taking out all the brain work of having to be an expert in battery safety or electrical management,” Hutchison says. “You can treat it like a normal engine swap.” Toyota RAV4 Hybrid A redesigned hybrid system optimizes fuel economy Base price: $29,470 Photo: Toyota Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The RAV4 is the best-selling vehicle in the United States that isn’t a pickup truck. What’s more, its hybrid offshoot is the most popular gas-electric SUV. No wonder: Forty-four percent of all hybrids sold in America in 2018 were Toyotas. And where many hybrids disappoint in real-world fuel economy, the RAV4 delivers. That’s why this Toyota, whose 2019 redesign came too late to make last year’s Top 10 list, is getting its due for 2020. My own tests show 41 miles per gallon (5.7 liters per 100 kilometers) in combined city and highway driving, 1 mpg better than the EPA rating. Up front, a four-cylinder, 131-kilowatt (176-horsepower) engine mates with an 88-kW (118-hp) electric motor. A 40-kW electric motor under the cargo hold drives the rear wheels. Altogether, you get a maximum 163 kW (219 hp) in all-wheel-drive operation, with no driveshaft linking the front and rear wheels. The slimmer, redesigned hybrid system adds only about 90 kilograms (about 200 pounds) and delivers a huge 8-mile-per-gallon gain over the previous model. Toyota’s new Predictive Efficient Drive collects data on its driver’s habits and combines that with GPS route and traffic info to optimize both battery use and charging. For example, it will use more electricity while climbing hills in expectation of recapturing that juice on the downhill side. And when the RAV4 is riding on that battery, it’s as blissfully quiet as a pure EV. Toyota’s Safety Sense gear is standard, including adaptive cruise control, lane-keeping assist, and automatic emergency braking. Next year will bring the first-ever plug-in hybrid version, which Toyota says will be the most powerful RAV4 yet. Ford Escape Hybrid This SUV has carlike efficiency Base price: US $29,450 Photo: Ford Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Years ago, Americans began abandoning their cars for SUVs. So by now you might think those SUVs would be achieving carlike efficiencies. You’d be correct. Exhibit A: the new Ford Escape Hybrid, with its class-topping EPA rating of 5.7 liters per 100 kilometers (41 miles per gallon)in combined city and highway driving. That’s 1 mpg better than its formidable Top 10 competitor, the Toyota RAV4 Hybrid. Where the Toyota aims for a rugged-SUV look, the Ford wraps a softer, streamlined body around its own hybrid system. That includes a 2.5-L, four-cylinder Atkinson-cycle engine, and a pair of electric motor/generators for a 150-kilowatt (200 horsepower) total. A briefcase-size battery pack, about a third the size of the old Escape Hybrid’s, tucks below the front passenger seat. The Toyota’s rear electric motor drives the rear wheels independently and thus offers only an all-wheel-drive version. The Escape forges a mechanical connection to the rear wheels, allowing both all-wheel drive and front-wheel-drive versions. The latter is lighter and more efficient when you’re not dealing with snow, ice, off-roading, or some combination of the three. The 0-to-60-mph run is dispatched in a whisper-quiet 8.7 seconds, versus 7.5 seconds for the Toyota. The Ford fires back with powerful, smartly tuned hybrid brakes that have more stopping power than either the Toyota or the gasoline-only Escapes can manage. Tech features include a nifty automated self-parking function, evasive-steering assist, and wireless smartphone charging. A head-up display available on the Titanium—Ford’s first ever in North America—projects speed, navigation info, driver-assist status, and other data onto the windshield. FordPass Connect, a smartphone app, lets owners use a smartphone to lock, unlock, start, or locate their vehicle, and a standard 4G LTE Wi-Fi system links up to 10 mobile devices. A plug-in hybrid version will follow later this year with what Ford says will be a minimum 30 miles of usable all-electric range. All told, it’s a winning one-two punch of efficiency and technology in an SUV that starts below $30,000. Aston Martin Vantage AMR High tech empowers retro tech Base price: US $183,081 Photo: Aston Martin Best of Old and New: The AMR blends an actual manual transmission integrated into an adaptive power train and suspension Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Take an Aston Martin Vantage, among the world’s most purely beautiful sports cars. Add a 375-kilowatt (503-horsepower) hand-assembled V8 from AMG, the performance arm of Mercedes-Benz. Assemble a team of engineers led by Matt Becker, Aston’s handling chief and the former maestro of Lotus’s chassis development. Does this sound like the recipe for the sports car of your dreams? Well, that dream goes over the top, with the manual transmission in the new Vantage AMR. Burbling away from Aston’s AMR Performance Centre, tucked along the Nürburgring Nordschleife circuit in Germany, I am soon happily pressing a clutch pedal and finessing the stick shift on the Autobahn. The next thing I know, the Aston is breezing past 300 kilometers per hour (or 186 miles per hour), which is not far off its official 195-mph top speed. That’s a 7-mph improvement over the automatic version. This stick shouts defiance in a world in which the Corvette C8, the Ferrari, the Lamborghini, and the Porsche 911 have sent their manual transmissions to the great scrapyard in the sky. But what’s impressive is how seamlessly the company has integrated this classic technology with the newest tech, including an adaptive power train and suspension. The AMR’s 1,500-kilogram (3,298-pound) curb weight is about 100 kg less than that of an automatic model. The seven-speed manual, a once-maddening unit from Italy’s Graziano, has been transformed. An all-new gearbox was out of the question: No supplier wanted to develop one for a sports car that will have just 200 copies produced this year. So Aston had to get creative with the existing setup. Technicians reworked shift cables and precisely chamfered the gears’ “fingers”—think of the rounded teeth inside a Swiss watch—for smoother, more-precise shifts. A dual-mass flywheel was fitted to the mighty Mercedes V8 to dampen resonance in the driveline so the gearbox doesn’t rattle. The standard Vantage’s peak torque has been lowered from 681 to 625 newton meters (from 502 to 461 pound-feet) to reduce stress on transmission gears. Aston also sweated the ideal placement of shifter and clutch pedal for the pilot. A dual-chamber clutch master cylinder, developed from a Formula One design, moves a high volume of transmission fluid quickly, but without an unreasonably heavy, thigh-killing clutch pedal. A selectable AM Shift Mode feature delivers modern, rev-matching downshifts, eliminating the need for human heel-and-toe maneuvers, with thrilling matched upshifts under full throttle. The Graziano still takes a bit of practice: Its funky “dogleg” first gear sits off to the left, away from the familiar H pattern of shift gates. Second gear is where you’d normally find first, third replaces second, and so on. The layout originated in old-school racing, the idea being that first gear was unneeded, unless you were rolling through the pit lane. The dogleg pattern allows easier shifting from second to third and back without having to slide the shifter sideways. Once acclimated, I can’t get enough: The shifter grants me precise control over the brawny V8, and the Aston’s every balletic move. More improbably, this sweet shifter on the AMR won’t become a footnote in Aston history: It will be an option on every Vantage in 2021. This article appears in the April 2020 print issue as “ 2020 Top 10 Tech Cars.” #Transportation/advanced-cars #Transportation

Arplis - News source http://feedproxy.google.com/~r/Arplis-News/~3/tecBUbLpY7Y/2020-top-10-high-tech-cars

[bigyack-com]

Europe and the U.S. Share a Lot, Except When It Comes to Cars

The 2020 Geneva International Motor Show is over before it began. A victim of Covid-19, manufacturers have retooled to unveil new releases “digitally.” We Americans may shrug our shoulders because unlike viruses, many European cars and brands can’t cross continents.Sure, the new Kia Sorento, Volkswagen Golf GTI and Mercedes E-Class that were scheduled to debut on the Geneva show floor will be coming to America, as will the BMW i4 electric sedan that was to be shown as a concept. But the new Seat Leon hatchback and Renault Captur Hybrid will be no-shows here in the United States. There are many reasons there will be no Dacia Dusters in Delaware driveways.First off, Americans are not starved for choices. As the second-largest automotive market in the world after China, the United States has dozens of brands to browse.“As attractive as the U.S. market is, it’s saturated,” said Stephanie Brinley, principal analyst for IHS Markit. “In the States, consumers are confused with all of the choices; it can be overwhelming.”True enough. In the past 25 years or so, Suzuki, Daewoo and Daihatsu have left our shores. Scion, Geo, Saab, Eagle, Plymouth, Mercury, Saturn, Pontiac and Oldsmobile have joined Studebaker on that great off ramp.For some European brands, coming to the United States means new dealerships and parts distribution. That’s expensive. Vehicles must pass our government emissions, safety and lighting requirements. That’s very expensive. And how does a company market an expensive product to consumers who are loyal to existing brands? That’s bottomless-money-pit expensive.Even with Fiat Chrysler Automobiles’ existing network of Chrysler, Dodge and Jeep franchisees, it has struggled to get Americans to fully embrace the Fiat and Alfa Romeo brands. A newcomer to the U.S. market would need a Caddy full of euros to introduce a brand. And by Caddy, I mean the Volkswagen Caddy, which is a small van used for deliveries and family hauling. And no, we don’t get it either.People of each continent use their vehicles differently. “Americans like large vehicles and S.U.V.s that do 100 percent of everything,” Ms. Brinley of IHS said. “We plan for the most extreme-use case, while Europeans are more comfortable squeezing things into a small space.”While traveling in Slovenia recently, I met the musician and Wudisban Records executive Marko Kocjan, known as Emkej, who drives a Skoda Octavia wagon, a VW product the size of the Golf SportWagen (that just left our market because of sluggish sales). In Ljubljana, Slovenia, the Octavia is a popular, though larger, choice.“Me and my fiancée, Ajda Perme, came to the conclusion we needed a safer car and wanted extra room in the back for snowboarding and transporting music equipment to concerts. I love its space.”American musicians would probably find the Octavia wagon far too small to haul keyboards, guitars, drums and amps. But like many European buyers, Mr. Kocjan makes the Skoda work.“It is a car we can afford, plus the tax rate and fuel costs are in our range,” he said.Many European countries tax vehicles on size, weight, engine size and fuel consumption at a far higher rate than our states.So while there’s a more powerful 2-liter engine, Mr. Kocjan’s Octavia is driven by the smaller, more efficient 1.6-liter diesel with a five-speed manual transmission (rowing your own gears is much more popular in Europe).Americans would find that powertrain pokey and inconvenient. It might be more appealing to Missourians — who pay around $2 per gallon, according to AAA — if they had to pay triple the price. That’s what Italians pay when filling up. You’re more likely to see Bigfoot sipping espresso there than a thirsty Chevrolet Tahoe.And size matters to both continents, just not in the same way. No one needs to point out that America likes its trucks. Ford’s F-150 has been the best-selling vehicle (not just pickup truck) in America for over 30 years, but it is not officially sold in Europe.With low fuel prices, we’re more likely to pick something larger and more comfortable to cover that ground. “We have a lot more room to spread out,” said Ray Telang, U.S. automotive leader for PricewaterhouseCoopers. “The U.S. market is filled with buyers who value size, they want S.U.V.s. The footprint of the U.S. has more rural areas. We are not as constrained by space.“The European buyer drives narrower roads, pays a lot more for fuel and has to find a place to store the car in more crowded cities. Smaller works better there.”But Mr. Telang also said the tastes were merging a bit. “As crossovers become more fuel efficient, the demand is accelerating in Western Europe, just not to the same level as in the U.S.”Hatchbacks and wagons have always been popular choices overseas, and it can be argued those are close cousins to crossovers when it comes to usability and practicality.Generally, European S.U.V.s are smaller than three-row models such as the Chevy Traverse, Honda Pilot and Toyota Highlander that we buy in droves. Ford is a popular brand in Europe, but there are few Explorers there. And you will see far more Jeep Renegades overseas than Wranglers.The huge VW Atlas that’s built in Chattanooga, Tenn., has been rebadged the Teramont in many foreign markets. And even though VW makes the midsize pickup Amarok, it’s not sold in our truck-loving country.And then there’s design. In the home of the brave, we’re timid when it comes to styling.Our roads are crammed with Honda Accords, Toyota Camrys and Nissan Rogues that roll with safe designs.We would rather be seen in a Pontiac Aztek than the Fiat Multipla, which is best described as the only transportation device with a muffin top. A Citroën Berlingo would be roomy enough for our market, but the sheet metal would probably be ostracized.Europeans are often willing to try different things, like the old three-wheeled BMW Isetta and Reliant Robin. The elfin Smart car made a noble stab at our market, but is leaving it while remaining in Europe. The oddly cladded flanks of Citroen’s C4 Cactus crossover would probably not generate much U.S. interest.We don’t see Vauxhall or Opel cars circling cul-de-sacs, but the best of Europe’s automotive industries have influenced our cars in many ways. Volvo and Saab pioneered many safety technologies we now take for granted. BMW fundamentally changed the way cars performed with firm but comfortable suspensions.It forced Cadillac (which has a minor presence overseas) to abandon its soft floaty ride for a much crisper dynamic. Americans wouldn’t rule out Peugeots or Skodas because of the way they drive. On my last visit to Europe, I enjoyed the dynamics of a rental Renault Clio. The small four-door hatchback was comfortable on the highway and attacked curves with spunk. The small engine did not pack much punch, but I appreciated its efficiency after pulling into gas stations with fuel prices at $1.45 a liter. Yeah, remember, there are nearly four of those in a gallon.It’s human nature to desire forbidden fruit, but maybe it’s best we stick to what we have. Automakers know their markets very well.Mr. Kocjan of Slovenia said: “I wanted a Cadillac Escalade when I was a kid, but now I see how big they are and I don’t know. I would love to have a Mustang … for a few days.”Years ago, an Opel Insignia wagon cruising through Rome caught my wife’s eye. She was tempted to buy when the stylish machine ended up stateside rebadged as the Buick Regal TourX, but she did not pull the trigger. That’s what counts.After just a few years it’s been discontinued, partly because of, you guessed it, lack of sales. Read the full article

[mickleach]

Tesla sold more cars in 2019 than ever before after bumper year for Elon Musk's Model 3

Tesla delivered 367,500 cars in 2019 in a figure over three times the 103,100 cars the company sold in 2017. Sales data was also 120,000 more than last year after the sales success of the luxurious Model 3. The massive boost even means Elon Musk’s firm sold more cars last year than they did in 2017 and 2018 combined. Tesla data also revealed the latest sales figures are almost five times higher than the number of cars sold in 2016 and seven times higher than the 50,000 which found homes in 2015. Speaking to Expess.co.uk, a Tesla spokesperson revealed the manufacturer produced 105,000 cars in the fourth quarter in record figures. Production has slowly risen over the past three years but began to take off dramatically in 2018 as numbers soared. READ MORE: Tesla Model Y could become brand's cheapest model SMMT new car registration data placed the Tesla Model 3 as the third most purchased new car in August 2019. It came after a strong year for the electric car market which saw a sales increase of 144 percent on the previous year. James Fairclough, CEO of AA Cars told Express.co.uk: “Tesla has positioned itself as the leading manufacturer of electric cars, and its name has become synonymous with these greener vehicles.  “The growth in Tesla sales has coincided with the rising interest in electric and alternatively-fuelled vehicles more generally, as British drivers have started to seek more environmentally-friendly cars, particularly in cities which are banning diesel, or implementing low-emission zones. “The Model 3, Tesla’s cheapest vehicle, has become the most-registered electric car in the UK1, and there is no doubt that its more affordable price point has helped achieve this success."Just days into 2020, Tesla has confirmed deliveries have begun on their first cars manufactured in their Shanghai Gigafactory. Tesla will start construction of their new European home in 2020 as they lay the bricks on a Gigafactory production house in Berlin. Tesla achieved further success in 2019 as its Model 3 picked up an AutoExpress award for the New Car of the Year. The vehicle took honours as the Best Electric Car, Best Company Car and the overall Car of the Year award in the Parkers awards. The car could add extra silverware to its name at the WhatCar? Car of the Year awards next Tuesday after being shortlisted for the top prize. The Tesla Model 3 offers performance with longevity and is at the premium end of the electric car market. Tesla claims the model can achieve 0-60mph in a rapid 3.2 seconds with top speeds of 162mph. Model 3’s can achieve up to 348miles under one top-up from a rapid charger in one of the highest ranges available on the market. The vehicles are kitted out with built-in safety features such as a 360-degree camera to provide maximum visibility and 12 ultrasonic sensors placed all around the car. However, the models are at the premium end of the electric car market with Model 3’s priced around £42,000 brand new. Cash-strapped motorists who wish to purchase an electric car are urged to look at the Renault Zoe, Nissan Leaf or Volkswagen’s e-Golf as cheaper options. Source link Read the full article