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rushikesh-d · 8 months ago

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Automatic Gearbox Valve Market Analysis: Forecasted Market Size, Top Segments, And Largest Region

The latest report by Fortune Business Insight Research Company Insights, titled Global Automatic Gearbox Valve Market - Size, Trends, Share, Growth, Dynamics, Competition, and Opportunity Forecast Period, provides a thorough analysis of the global Automatic Gearbox Valve Market. The report meticulously examines both macro and micro trends, offering insights into the dynamic factors influencing the market. It encompasses a detailed exploration of qualitative and quantitative aspects, delivering a precise depiction of market size, growth rates, annual progression, prevailing trends, key drivers, promising opportunities, and potential challenges. Additionally, the report highlights the impact of crucial events such as new product launches or approvals, as well as the influence of external factors such as technological advancements and consumer preferences on the automotive carbon wheels market landscape. This exhaustive examination equips businesses and stakeholders with invaluable intelligence for making informed decisions in the evolving automotive industry.

The demand for automatic gearbox valves has been witnessing a high demand as consumers readily opt for automatic transmission vehicles to avoid the hassle of adjusting gears in heavy traffic and jam-packed roads, achieve greater vehicle fuel economy and garner comfort and convenience while riding.

Get Sample PDF Report: https://www.fortunebusinessinsights.com/enquiry/request-sample-pdf/108307

Market Size And Growth Forecast:

The automotive Automatic Gearbox Valve Market size has grown strongly in recent years. in the historic period can be attributed to vehicle production growth, stringent automotive safety standards, consumer demand for noise reduction, increasing emphasis on vehicle aesthetics, and globalization of automotive supply chains.

The Automatic Gearbox Valve Market size is expected to see strong growth in the next few years. It will grow in the forecast period & can be attributed to rise in autonomous vehicle adoption, stringent environmental regulations, demand for enhanced weather resistance, focus on energy-efficient vehicles, and innovations in seal manufacturing processes. Major trends in the forecast period include advancements in sealing technologies, the development of self-healing seals, customization for luxury and premium vehicles, integration of advanced materials, and collaborations for innovation.

Major Automatic Gearbox Valve Market Manufacturers covered in the market report include:

Borg Warner, Atsumitec, Avex, Hikari Seiko, Robert Bosch GmbH, Eaton, Gifu Kato, Continental AG, Mahle GmbH, Nittan Valve Co. Ltd., Tenneco inc., Denso Corp, Aisin Seiki, and Schaeffler AG.

With increased automation and the urge to improve fuel efficiency, performance, and safety, the automotive industry is constantly innovating new technologies.

What is the anticipated market size in 2030, along with the major drivers, restraints, and opportunities?

The market is driven by factors such as the increasing demand for lightweight and high-performance automotive components to enhance fuel efficiency and reduce carbon emissions. Advancements in carbon fibre technology, coupled with growing consumer preference for premium and customized vehicles, are also significant drivers. However, challenges such as high manufacturing costs and limited adoption in mass-market vehicles may hinder market growth. Opportunities lie in collaborations between automotive manufacturers and carbon fibre suppliers to develop innovative and cost-effective solutions for various vehicle segments.

Scope of the Report:

► Executive Summary

► Demand and Supply-side Trends

► Market Drivers, Restraints, Opportunities, and Challenges

► Value Chain Analysis

► Porter's Five Forces Analysis

► Industry SWOT Analysis

► COVID-19 Impact Assessment

► PESTLE Analysis

► Global Market Size and Forecast

► Regional Market Size and Forecast (Cross-country Analysis)

► Competition Landscape

► Company Profiles

Market Segmentation by Geography includes:

∆ North America: U.S., Canada, and Mexico

∆ Europe: Germany, France, U.K., Italy, Spain, and Rest of Europe

∆ Asia Pacific: China, India, Japan, South Korea, Southeast Asia, and Rest of Asia Pacific

∆ South America: Brazil, Argentina, and Rest of Latin America

∆ Middle East & Africa: GCC Countries, South Africa, and the Rest of Middle East & Africa

Frequently Asked Questions (FAQs):

► What is the current market scenario?

► What was the historical demand scenario, and forecast outlook from 2024 to 2030?

► What are the key market dynamics influencing growth in the Global Automatic Gearbox Valve Market?

► Who are the prominent players in the Global Automatic Gearbox Valve Market?

► What is the consumer perspective in the Global Automatic Gearbox Valve Market?

► What are the key demand-side and supply-side trends in the Global Automatic Gearbox Valve Market?

► What are the largest and the fastest-growing geographies?

► Which segment dominated and which segment is expected to grow fastest?

► What was the COVID-19 impact on the Global Automatic Gearbox Valve Market?

Table Of Contents:

1 Market Overview

1.1 Automatic Gearbox Valve Market Introduction

1.2 Market Analysis by Type

1.3 Market Analysis by Applications

1.4 Market Analysis by Regions

1.4.1 North America (United States, Canada and Mexico)

1.4.1.1 United States Market States and Outlook

1.4.1.2 Canada Market States and Outlook

1.4.1.3 Mexico Market States and Outlook

1.4.2 Europe (Germany, France, UK, Russia and Italy)

1.4.2.1 Germany Market States and Outlook

1.4.2.2 France Market States and Outlook

1.4.2.3 UK Market States and Outlook

1.4.2.4 Russia Market States and Outlook

1.4.2.5 Italy Market States and Outlook

1.4.3 Asia-Pacific (China, Japan, Korea, India and Southeast Asia)

1.4.3.1 China Market States and Outlook

1.4.3.2 Japan Market States and Outlook

1.4.3.3 Korea Market States and Outlook

1.4.3.4 India Market States and Outlook

1.4.3.5 Southeast Asia Market States and Outlook

1.4.4 South America, Middle East and Africa

1.4.4.1 Brazil Market States and Outlook

1.4.4.2 Egypt Market States and Outlook

1.4.4.3 Saudi Arabia Market States and Outlook

1.4.4.4 South Africa Market States and Outlook

1.5 Market Dynamics

1.5.1 Market Opportunities

1.5.2 Market Risk

1.5.3 Market Driving Force

2 Manufacturers Profiles

Continued…

About Us:

Fortune Business Insights™ delivers accurate data and innovative corporate analysis, helping organizations of all sizes make appropriate decisions. We tailor novel solutions for our clients, assisting them to address various challenges distinct to their businesses. Our aim is to empower them with holistic market intelligence, providing a granular overview of the market they are operating in.

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Phone:

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UK: +44 2071 939123

APAC: +91 744 740 1245

#Automatic Gearbox Valve Market #Automatic Gearbox Valve Market Share #Automatic Gearbox Valve Market Size #Automatic Gearbox Valve Market Trends #Automatic Gearbox Valve Market Growth

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influencermagazineuk · 5 months ago

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2024 Aston Martin Valour Review: Boosting Appeal with a V12 Manual

One shift in the Aston Martin Valour and you're hooked. It's the nature of that shift that's key—a manual gear change connected to a V12 engine via metal and rods, all wrapped in a bespoke body, yours for £1.5m plus options. While Pagani initiated the trend with the Pagani Utopia's manual gearbox, Aston Martin's front-engine V12 setup offers unique bragging rights. The Valour, celebrating Aston’s 110th anniversary, is limited to 110 units, all of which are already sold out. Quick OverviewPros: Smooth manual gearbox, classic handling characteristicsCons: Polarizing design, outdated infotainment system What’s new?The design, inspired by the 'Muncher'—a unique Aston racer from the 1977 Le Mans—is certainly a talking point. While opinions in the CAR office are split, my take is that it looks stunning. The aggressive rear diffuser is tuned for road use, and the duck-tail boot lid helps reduce lift, though neither adds downforce. Built on the Vantage platform, the Valour features the previous generation's twin-turbo V12, now delivering 705bhp and 555lb ft, slightly more than the 2022 Vantage special edition. The 0-62mph time remains unchanged, which makes sense given the switch from an eight-speed automatic to a manual gearbox. The Valour retains rear-wheel drive and a mechanical limited-slip differential, while a new stainless steel exhaust with a 1mm wall thickness enhances its sound and reduces weight. SpecificationsThe Valour features bespoke suspension with unique adaptive dampers, springs, and anti-roll bars. It offers three drive modes: Sport, Sport+, and Track, which adjust throttle response and exhaust note. Suspension and engine mapping can be controlled via buttons on either side of the steering wheel. Aston Martin states that elements like the braced rear tower strut and fuel tank make the Valour stiffer than the standard Vantage. It also comes with standard carbon ceramic brakes. Driving ExperienceInterestingly, the Valour is not dominated by its V12 engine. While there's plenty of power to make it lively under full throttle, the V12's growl is not overwhelming. The engine is not peaky; the turbos engage from 2000rpm and become more engaging at 3000rpm, making it easy to utilize the torque in sixth gear. Despite its 705bhp, it feels almost normal by today's standards. What sets this car apart is its old-school charm rather than modern technology. It feels reminiscent of historic racers, with a pleasant roll around the corners that provides a sense of movement without being alarming. The balance and interplay of the systems make it appealing. The gearbox has a longer throw compared to the Honda Civic Type R, but this allows the turbos to spool up before shifting to the next gear. The Valour doesn't lead its class in any particular area, and that's part of its charm. Its electrically assisted steering doesn't match the feel of a McLaren, and its suspension doesn't offer the refined balance of ride and handling provided by modern twin-valve dampers. However, these aspects don't detract from the Valour's appeal. Aston Martin Valour: VerdictIt’s easy to be cynical about the Vantage, viewing it as an old car dressed up and sold at a high price. However, driving and experiencing it reveals that Aston Martin has made a genuine effort to enhance its appeal. It won't suit everyone's tastes, and there are certainly more advanced rivals on the market. Yet, as a statement and a glorious nod to the past, it stands out and is all the better for it. Read the full article

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iotindustrynews · 6 years ago

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Top Trends Impacting the Global Magnetic Field Sensors Market Through 2023 ($5.37 Billion Market)

“Magnetic Field Sensor Market by Type (Hall Effect, Magnetoresistive (AMR, GMR, TMR), SQUID, Fluxgate)), Range (<1 Microgauss, 1 Microgauss–10 Gauss, and >10 Gauss), Application, End-User Industry, Geography - Global Forecast to 2023"

The overall magnetic field sensor market is expected to be valued at USD 5.37 Billion by 2023, growing at a CAGR of 8.77% between 2017 and 2023. The demand for reliable, high-performance, and low-cost sensors is increasing, leading to the development of new technologies. Magnetic sensors offer several key advantages; they allow contactless and consequently wear-free measurement of mechanical and electrical quantities, such as angle of rotation, angular speed, linear position, linear speed, and current. These devices have gained immense popularity as they are robust and cost-effective.

Asahi Kasei Microdevices (AKM) and Allegro Microsystems (Japan) are the Major Players in the Magnetic Field Sensor Market

The magnetic field sensor market is dominated by a few players. In 2016, this market was dominated by Asahi Kasei Microdevices (Japan), Allegro Microsystems (Japan), Infineon Technologies (Germany), TDK Corporation (Japan), and Honeywell (US), among others. These companies were considered the top 5 players in the magnetic field sensor market in 2016. Some of the major strategies adopted by these players to compete in the magnetic field sensor market are product launches and developments; mergers and acquisitions; and partnerships and agreements.

Download PDF Here: https://www.marketsandmarkets.com/pdfdownloadNew.asp?id=521

Hall Effect magnetic field sensors are used in the automotive segment for current sensing, speed detection, and positioning. These sensors are also used to determine the position of crankshafts and camshafts. Micronas, which is a Switzerland based company, is one of the key suppliers of the linear Hall sensors; and delivered more than 2.5 billion Hall sensors to the automotive industry in 2012;these sensors are used for detecting the throttle valve and accelerator position and for exhaust gas recirculation.

The magnetoresistive magnetic field sensors are used in engine management, gearbox, transmission systems, vehicle speed, Electronic Throttle Control (ETC),DC motor commutation, Variable Valve Control (VVC), pedal and wiper positioning, automatic headlight adjustment, Electronic Power Steering (EPS) for rotor positioning and torque sensing, and seat positioning.

In the magnetic field sensor market, the automotive segment is expected to hold the major chunk of the market share by 2020,and is estimated to grow at a CAGR of 7.93% from 2014 to 2020. The government is also playing a significant role in the growth of the automotive magnetic field sensor market. For instance, environmental regulations in Europe tend to limit the pollution caused by road vehicles. This will boost the growth of the hybrid and electric cars, which use magnetic field sensors for current sensing and motor drive controlling applications.

Although, the safety regulations have provided significant opportunities for the magnetic sensor growth, the environmental regulations have been a strong driver for the growth of the automotive magnetic sensor market worldwide. These steps from the government have stimulated the growth of the vehicle security industry with magnetic field sensor applications such as antilock braking system and the central locking system.

The‘Powertrain’ in which the magnetic sensors are used is acting as an emerging automotive application for the magnetic field sensor market in the Asia-Pacific region and is expected to show a promising growth in the coming future.

For more information visit: https://www.marketsandmarkets.com/Market-Reports/magnetic-field-sensors-market-521.html

Contact: Mr. Shelly Singh MarketsandMarkets™ INC. 630 Dundee Road Suite 430 Northbrook, IL 60062 USA : 1-888-600-6441.

#Magnetic Field Sensors Market

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sakshitmr · 5 years ago

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CAM Timers Market Witness Excellent Revenue Growth, Emerging Trends & Forecast

CAM Timers: Introduction

A CAM timer is an electromechanical device that automatically controls the sequence of events

A CAM in a device is a rotating part that transforms rotary motion into linear motion. It is connected to one or more switches. Series of such CAMs are arranged on a shaft that is driven by an electric motor. The motor rotates at a fixed speed, whereas the camshaft is driven by a speed-reducing gearbox at a low speed. Indentations or protrusions on CAMs operate switches at different times. Owing to the alignment of CAMs and switches, complex sequences of closing and opening of switches can be completed. These switches can then be made to run different components of the controlled system such as valves and motors.

Key Drivers of Global CAM Timers Market

CAM timers are easier to set up and use and they do not always require any software programming. Also, they are easier to maintain and are suitable for small-scale automation tasks.

Furthermore, they represent a low-cost alternative for microcontroller-based solutions. Hence, they are used in a variety of industrial automation and process control applications across the world.

The above-mentioned factors are expected to drive the global CAM timers market during the forecast period

To get glimpse of what our report offers, ask for a report brochure

Wear and Issues related to Reliability to Hamper Global CAM Timers Market

Since CAM timers are electromechanical devices, they are subject to wear and issues related to reliability. Hence, relay-control and microprocessor/PLC-based solutions that offer improved flexibility and complicated control logic functions are increasingly being preferred over CAM timers.

In spite of this, CAM timers are expected to be used in time-dependent control processes for smaller-scale automation tasks, especially in developing countries such as India and China in the near future

The impact of this restraint is expected to be high in developed countries of North America and Europe, whereas it would be medium in developing economies in Asia Pacific in the near future

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runridedive · 6 years ago

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The new Ford Everest

Ford is making its sophisticated Everest seven-seater sport utility vehicle (SUV) more appealing and upmarket than ever with a range of styling, suspension and feature upgrades, complemented by the introduction of the advanced new 2.0-litre Bi-Turbo and Single Turbo engines that recently debuted on the New Ford Ranger.

As Ford’s premium offering in the rapidly growing SUV market, the New Everest puts the emphasis on quality, refinement and luxury matched to exceptional space and practicality.

“The Everest has given Ford an important foothold in the SUV segment which continues to grow in South Africa and around the world as buyers opt for versatile, family-oriented vehicles that suit their active lifestyles,” says Doreen Mashinini, General Manager Marketing at Ford Motor Company of Southern Africa.

“With the New Everest, we have raised the game further by introducing subtle yet effective styling updates for the eye-catching exterior, providing a more refined and luxurious cabin environment, adding several new trend-setting technologies to the already feature-packed range, and building on the outgoing model’s superb comfort and ride refinement with a revised suspension set-up.

“As with the New Ranger, we are delighted to introduce the new-generation 2.0-litre Bi-Turbo and Single Turbo engines to the Everest range, paired with the advanced new 10-speed automatic transmission – a combination that sets new benchmarks for performance and efficiency in this segment.”

The existing 2.2 and 3.2-litre Duratorq TDCi engines continue to do duty in certain models, paired with the current six-speed automatic transmission.

Refreshed design emphasizes exclusivity and capability

The New Everest communicates rugged off-road capability with a sense of refined artistry that takes Ford’s seven-seater SUV to a new level within the segment. The refreshed grille introduces a new level of depth to the design through the layering of three distinctive grille bars that exude exclusivity and luxury whilst presenting a sense of strength and robustness.

The lower bumper has been redesigned to accentuate width, incorporating a connected horizontal beam that has been added to the fascia insert, which gives the Everest even greater on-road presence.

A classy new 20-inch wheel has been introduced on the range-topping Everest Limited, featuring a modern split spoke design that gives the vehicle a more upmarket and dynamic appearance.

Ford has also upped the ante in terms of overall quality and refinement, employing a more purposeful execution of colours and materials. Stronger contrasting elements are employed with the addition of the secondary grille texture against the chrome bright work.

The accents move from a single-layer satin metallic to a two-layer glossy metallic paint, giving a more liquid-like feel for customers expecting outstanding quality. The wheel accent paints are now darker to further accentuate the machine-cut surface of the alloys, adding more drama and a more premium look to the overall appearance.

A new exterior body colour has been added to the line-up: Diffused Silver is designed as a modern take on the typical luxury beige. It communicates toughness with its added depth and also sophistication with its smooth champagne highlights.

Exceptional quality and refinement

The New Everest provides premium levels of quality, outstanding interior space and maximum versatility – now with a selection of new, richer materials and design details that emphasize luxury and style throughout.

The introduction of the Ebony environment colour changes the entire ambience of the interior cabin. The added depth allows the details and bright work to stand out and further aligns the interior to the customer’s expectation for a premium SUV, complemented by a greater selection of soft-touch materials.

Adding further exclusivity to the cabin is the use of contrast stitching on the Everest Limited, along with shadow chrome finishes, perforated leather and high-quality paints that add further lustre to the upgraded interior.

A bold new crafted gear shifter design for the all-new 10-speed automatic transmission reflects the unquestionable capability of the latest Everest, matched with the latest equipment and technology that Ford vehicles offer.

New-generation turbodiesel performance

One of the main defining features of the New Everest is the introduction of the all-new 2.0-litre Bi-Turbo and Single Turbo engines that recently debuted on the New Ranger.

The Bi-Turbo engine headlines the revised range, employing an innovative twin turbocharger set-up to improve both low-end torque and high-end power, while reducing fuel consumption and emissions.

A small high pressure (HP) turbo works in conjunction with a large low pressure (LP) turbo, controlled with by-pass valves that determine the operating mode depending on engine speed. At lower engine speeds the two turbos work in series, enhancing torque and responsiveness, while at higher revs the small HP turbo is bypassed, and the larger LP turbo provides boost to deliver top-end power.

The maximum power output for the 2.0 Bi-Turbo engine is 157kW, matched to a peak torque figure of 500Nm – improvements of 10kW and 30Nm respectively compared to the existing 3.2-litre TDCi engine. The new engine also offers exceptional refinement, with low levels of noise, vibration and harshness. It is available in the Everest XLT 4×2 and 4×4 models, as well as the top-spec Everest Limited.

Along with the range-topping Bi-Turbo engine, a new 2.0-litre Single Turbo unit has been added to the line-up, offered in XLT 4×2 specification. It delivers a peak power output of 132kW, matched to 420Nm of torque – with up to 340Nm available from just 1 250 r/min.

The current 2.2-litre Duratorq TDCi engine, with 118kW and 385Nm, is available in the Everest XLS 4×2 model, while the 3.2-litre five-cylinder TDCi engine, with 147kW and 470Nm, is still offered in XLT 4×4 guise.

Advanced 10-speed automatic transmission

The new-generation 2.0-litre Bi-Turbo and 2.0 Single Turbo engines are exclusively available with Ford’s sophisticated all-new 10-speed automatic transmission, which boasts significant improvements in efficiency, fuel economy and all-round performance.

The 10-speed architecture reduces the gaps in available power and acceleration between gears, providing smoother acceleration response, and enabling improved performance at lower engine speeds. The electronic control system features real-time adaptive shift-scheduling, engineered to help select the correct gear at the right time, including skip-shift and direct downshift capabilities.

The unit’s Progressive Range Select (PRS) system gives the driver the ability to lock out gears from the automatic shifting range for improved control. With the transmission in ‘Drive’, pressing the ‘-‘ button on the new gearshift lever activates PRS. All available gears are shown on the instrument cluster, with the current gear indicated. Pressing the ‘-‘ button again locks out gears, beginning with the highest gear. Only the available gears are then displayed, and the transmission automatically shifts between these ratios. Pressing the ‘+’ button unlocks gears to allow the transmission to shift to higher ratios, and the transmission shifts automatically within the gear range the driver selects.

The existing Select Shift Transmission (SST) functionality is retained, enabling the driver to switch to ‘Sport’ mode which makes the gearbox more responsive for dynamic driving performance. There’s also the option of full manual mode from the ‘S’ position, controlled via the +/- buttons on the gear lever for optimal control.

Ford engineering data, based on real-world driving cycles, indicates an improvement in fuel-efficiency of up to nine percent in the case of the 2.0 Bi-Turbo engine mated to the 10-speed automatic transmission, compared to the previous range-topping model.

In the case of the 2.2 and 3.2 Duratorq TDCi engines, both units are matched to the existing six-speed automatic transmission.

Improved ride comfort and refinement

As with the New Ford Ranger, the New Everest has benefited from numerous suspension improvements that further enhance ride quality and refinement. Most notably, the front-mounted stabiliser bar has been moved to the rear of the front axle, which allows for greater packaging and design freedom, along with an increase in diameter and stiffness to give the Everest improved roll control and handling performance.

The revised layout has also enabled a reduction in front spring rates, thus achieving an even more comfortable and pliant ride. Additionally, the jounce bumper, which softens the impact when the suspension is fully compressed over severe bumps, has been relocated from the lower control arm to the damper rod at the top of the suspension, thereby reducing the load on the suspension bushes. This gives an improved ride and reduced noise levels.

Overall suspension compliance has been improved, with three damper tunes being adopted for the New Everest range in place of the single set-up used previously. This ensures that the ride characteristics are better tailored to the engine and drivetrain configurations, resulting in a plusher ride over rough surfaces without impacting the Everest’s maximum towing capacity of 3 000kg on the 2.2 TDCi, 3.2 TDCi and Single Turbo models. The Bi-Turbo is rated to tow a maximum of 3 100kg with a braked trailer.

The extensive suspension refinements have also enabled a reduction in tyre pressures from 240 to 210 kPa, further enhancing overall comfort and isolating the occupants from road imperfections. At the same time, steering precision and control has also been improved.

Technology and safety

A new addition to the Everest’s impressive range of high-tech features is the Passive Entry and Passive Start (PEPS) system, fitted as standard on the XLT and Limited models. The keyless entry and passive start uses an intelligent access system that allows the driver to unlock the vehicle and start the engine without removing the key fob from their pocket or bag. When the key is in the vehicle, the driver simply presses the Start/Stop button while applying the brake pedal to start the car.

The Everest Limited continues to set the benchmark for active driving features, including Semi-Automatic Parallel Park Assist (SAPPA) that uses ultrasonic sensors on the front and rear bumpers to search for and identify parking spaces that are big enough to parallel park the vehicle. A combination of the Everest’s electric power-assisted steering (EPAS) and sensors are used to steer the vehicle safely and perfectly into place, while the driver simply operates the gears, accelerator and brake.

Additional standard appointments on the Limited include Adaptive Cruise Control with Forward Collision Alert (which now recognises pedestrians, in addition to its ability to detect other vehicles), Lane Keeping Aid and Lane Departure Warning, Blind Spot Information System with cross-traffic alert, Tyre Pressure Monitoring System (TPMS) and Auto High Beam Control.

The impressive standard safety package across the line-up extends to Electronic Stability Control (ESC) system with Traction Control (TC), Trailer Sway Control (TSC), Hill Start Assist (HSA), Hill Descent Control (HDC) on the 4×4 models, Load Adaptive control (LAC) and Roll Over Mitigation (ROM).

A full Category 1 Thatcham-specification alarm is now standard on all Everest XLS, XLT and Limited models for enhanced anti-theft security.

SYNC® infotainment system

Ford’s pioneering SYNC® technology offers exceptional connectivity and multimedia options, along with intuitive voice control and ease of use. SYNC®3 with Navigation is standard on the XLT and Limited models, linked to the integrated eight-inch touch-screen colour display, two USB ports and Bluetooth connectivity.

The system boasts fully-featured embedded navigation, convenient multi-touch gestures (such as swipe, slide, scroll and pinch-to-zoom), plus voice recognition that uses simple, real-world voice commands.

SYNC®3 with Navigation provides a full 3D experience with an elevated map view, enhanced full colour graphics and point of interest (POI) building images. Similar to searching on Google, destinations can be entered via the simple one-box search by typing the address, POI category, intersection, city name, post code or GPS coordinates. The search function is predictive, with results appearing as the information is typed. Voice commands can also be used to select a POI.

Tracks4Africa is included in the package, as well as access to maps for over 20 countries in Africa. Free annual map updates are included for a period of five years, and the text and voice guidance functions are available in a multitude of languages, comprising Afrikaans, Arabic, English, French, German, Italian, Portuguese, Spanish and isiZulu.

SYNC®3 also offers the benefits of smartphone integration provided through Apple CarPlay or Android Auto, which transforms the phone’s connectivity with the car. Through Apple CarPlay, SYNC3 can be used to access Siri, make calls, return missed calls and listen to voice mail, as well as send, read and reply to text messages. Songs, playlists and compatible apps like Apple Maps, can also be accessed. Similar functionality is provided with Android Auto, with the Google platform used to interact with the phone, and access apps such as Google Maps. Waze users in South Africa can now project the app’s real-time traffic and navigation service onto the touch screen in Ford vehicles via SYNC®3 AppLink® and control it through voice command.

To keep the system up to date, periodic wireless software updates for SYNC®3 can be downloaded via Wi-Fi and manually, once it is set up on a trusted wireless network.

The Everest XLS uses Ford’s SYNC® 1 system with Bluetooth voice control and audio streaming, a 4.2-inch colour screen, as well as USB and Aux ports. Customers can order SYNC®3 with Navigation on the XLS as an option.

Model Range and Recommended Retail Prices:

2.2 TDCi XLS 6AT 4×2 R499 900

2.0 SiT XLT 10AT 4×2 R584 900

2.0 BiT XLT 10AT 4×2 R607 600

3.2 TDCi XLT 6AT 4×4 R626 900

2.0 BiT XLT 10AT 4×4 R669 500

2.0 BiT Limited 10AT 4×4 R741 100

All models come standard with Ford Protect, comprising a four-year/120 000km comprehensive warranty, three-year/unlimited distance roadside assistance and five-year/unlimited km corrosion warranty. A six-year/90 000km service plan is included, with 15 000km service intervals.

The post The new Ford Everest appeared first on Run Ride Dive.

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#Industry News #ford

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tozinhofernandes-blog · 6 years ago

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INDIAN MOTORCYCLE

The story It all began at the beginning of the last century, when young Swedish immigrant Carl Oscar Hedstrom, an engineer and builder of competition bikes, worked out a DeDion-Buton model and carburetor designed by him at the behest of businessman George M. Hendee, of the city of Springfield, state of Massachusetts, that since 1897 already produced bicycles. Together, in 1901, they founded the Hendee Manufacturing Company, erected a factory in the city of Springfield and began producing from 1902 small one-cylinder bikes - little more than bicycles - named INDIAN. In its race debut, later this year, INDIAN won the disputed endurance race from Boston to New York. The combination of his talents - Henderson for business and Hedstrom for mechanics - was fruitful from the start: in 1903 they came on INDIAN motorcycles with two V-cylinders, two- and three-speed gearbox and swingarm rear suspension. The first motorcycles marketed were Royal Blue (blue) or had black paint as an option, but in 1904 the company launched a dark red named Vermillion, which became better known as "Indian Red". Shortly after, in 1906, the company produced the first motorcycle equipped with V-Twin engine. The INDIAN bikes were chosen to form the first police battalion of New York in 1907. That same year, with the change to a bigger factory and a magnification in the labor force, INDIAN began to produce its own motors, thus ending its contract with the company Aurora, which was previously responsible for manufacturing the engines.

In 1910, the company introduced several breakthroughs in its models, including a front bumper and an automatic oil valve. The brand did not take long to achieve success in competitions, winning almost all modalities on two wheels in the United States. And the success spread abroad: in 1912, won the first three places in the famous Tourist Trophy (TT) of the Isle of Man in England. In 1913, he developed the rear suspension with spring beam called Cradle Spring Frame. Despite the record sales year with 32,000 motorcycles marketed, Oscar Hedstrom retired. In the year 1914 the Hendee Special model was launched in the market equipped with the first electric match on a motorcycle. However, there was no alternator and the batteries were not recharged, so the model was in production for only a year. The model also featured another innovation, electric lights. Before World War I the company was already considered the largest manufacturer of motorcycles in the world.

Always in the vanguard, in 1916, the company presented the segment with several innovations, among them, the legendary V2 Powerplus 1000 cc engine (whose side valves resulted in a cleaner and quieter operation, producing more force than its predecessors, thus generating a top speed of 95 km / h) and a competition model with four valves per cylinder two years later. However, with the departure of the company's founders as early as 1916, due to disagreements with other directors, the company would face difficult times, including financially. In 1917, with the entry of the United States in World War I INDIAN MOTORCYCLE devoted much of its production to meet military demand. As a result, utilities had limited inventories and retail sales dropped significantly. The company provided the American military with approximately 50,000 motorcycles, most of them based on the Powerplus model. This model was durable, reliable and with powerful engine, serving well the need of the troops.

Despite the difficulties of the period, continued to leave the production lines of Springfield motorcycles that would become icons of the American market. Launched in October 1919, INDIAN SCOUT was a creation of the Charles B. Franklin pilot and was equipped with the Powerplus engine with displacements ranging from 600 to 1200 cc. The midsize model was reliable and fast, seducing many beginners of the segment at the time. The first INDIAN CHIEF came on the market in 1922, equipped with a 1,000 cc engine, later expanded to 1,200 cc in the INDIAN BIG CHIEF model of 1923. At the time this model became the industry's best seller and took the INDIAN MOTORCYCLE brand to the rest of the world along with the rest of the line that also included Scout, Chief and Standard motorcycles. In 1927 the company acquired Ace Motor Corporation, to have production capacity of the inline four cylinder engine with 1,260 cubic centimeters. INDIAN FOUR, which used this engine, was marketed between 1927 and 1942. It was only in 1928 that the company adopted the name of the Indian Motorcycle Manufacturing Company.

Although with a very reduced production for nearly two decades, INDIAN resisted the stock market crash in 1929 and, in 1934, launched SCOUT SPORT, which trended with the extended mudguards and the INDIAN MOTORCYCLE Warbonnet logo on the fuel tank. The brand even provided motorcycles to the Armed Forces of various countries during World War II: the SCOUT 500 (somewhat slow but reliable), 750 (actually a SCOUT SPORT with less power) and CHIEF 1,200. There was even the model 841, with transmission shaft, pedal-operated gearbox and hand clutch, the opposite of the usual on the brand's bikes. But Harley-Davidson, already booming in the market, achieved contracts of greater volume and profit per unit, putting its competitor in serious financial difficulties.

After World War II INDIAN MOTORCYCLE was eventually sold. The new owner, Ralph Rogers, then decided to launch lower-displacement models: the Arrow, a 250 cc and a cylinder, and the Warrior, 440 cc and two vertical cylinders. However, models that could save the mark of the crisis, such as an INDIAN FOUR of 880 cc and the idea of a civilian version of the 841, were canceled. Despite the enormous growth of the American market after World War II, the CHIEF model was considered old-fashioned by the new administration and went out of production in 1948. The new line of motorcycles used technology from the English Brockhouse, with motors with valves in the head, box selector on the pedal and clutch on the handle. But the quality of production was beyond expectations. In 1950 the manufacturing and sales areas of INDIAN MOTORCYCLE were separated and sold to the British group Associated Motorcycles Ltd. (AMC), which owned brands such as Norton and Royal Enfield. As a result, CHIEF's production was resumed, with the BLACKHAWK CHIEF model being the most famous of the brand. The "old" CHIEF thus won a hydraulic telescopic fork and a 1,300 cc engine, but remained with the already outdated three-speed gearbox. In 1953, CHIEF and its V2 gave rise to a 700-liter Royal Enfield version, sidewalk with larger tires, wide handlebars and the brand logo on the fuel tank. Although it was an efficient and reliable motorcycle, fans of the American brand were waiting for the release of a new model legitimate, which did not happen. It was the end. The Indian Motorcycle Manufacturing Company filed for bankruptcy later this year, ceased operations and discontinued production of all models.

In the following years INDIAN MOTORCYCLE went through many hands, for example, in 1962, when Joseph Berliner bought all rights, but never used the brand name; or even in 1970, when Alan Newman acquired the company and started selling small motorcycles that owned the INDIAN brand. Most of these bikes were produced in Taiwan with 50cc and 175cc engines. Some enthusiasts were prosecuted in the United States and Canada for the use of a trademark that did not belong to them. Even the Aborigines of the Umpqua tribe in the US state of Oregon claimed rights over the name. After many discussions on the copyright of the brand, in 1998, when it appeared to be definitely abandoned, INDIAN re-emerged in the market by merging nine companies that invested $ 30 million to form the Indian Motorcycle Company of America (IMCA), which inaugurated a production facility in Gilroy, California. IMCA produced the Chief, Scout and Spirit models (in practice, a less powerful version of the Chief and without the exaggerated fenders typical of the brand), equipped with engines purchased from S & S Cycle. But due to the low demand for brand models, INDIAN MOTORCYCLE closed its doors again in 2003.

In 2008, a further attempt to reactivate the brand: London-based privately-owned Stellican Ltd. bought the assets of INDIAN MOTORCYCLE and established a motorcycle manufacturing facility in Kings Mountain, North. Few INDIAN CHIEF units were produced with 1720 cc engines. New failure. Finally, on April 19, 2011, Polaris Industries, a manufacturer of quadricycles, UTVs (a quadricycle with a passenger compartment) and snowmobiles (snowmobiles), acquired all rights over the INDIAN MOTORCYCLE brand, in order to preserve the inheritance and the historical importance for the two-wheel segment, but focusing on the future, with the development of modern products and cutting-edge technology. As a result, the brand gained fresh breath and investment, with production being transferred to Spirit Lake, Iowa, where the group manufactures Victory-branded bikes. In March 2013, during the Daytona Bike Week, the new Thunder Stroke 111 V-Twin engine was unveiled. "Honoring Our Past. Piloting Our Future "was the theme of the event. The engine was revealed on a stage during the party on the main street of Daytona Beach, and when it left, the crowd was thrilled. Finally the INDIAN MOTORCYCLE engine snorted again. This return made it possible for motorcycle lovers to finally realize the dream of having a flagship INDIAN MOTORCYCLE model.

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jesusvasser · 6 years ago

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2017 Honda Civic Type R Four Seasons Update

We should be talking about trimming out the aero and going for that one brain-out qualifying lap at Indianapolis, or maybe how it felt to be the youngest-ever CART Indy-car winner or one of the three drivers to win in their IndyCar debut. Maybe the satisfaction of backing up that early promise with four IndyCar championships, a win in the Indianapolis 500, two overall sports car wins in the Rolex 24 at Daytona—the list of accolades is stunning and still growing. There’s so much you could discuss when you have an exclusive audience with Scott Dixon.

That’s not the helmet famous to race fans, but Scott Dixon is as serious as always when it comes to driving quickly.

But none of that stuff is on the agenda. We’re at Willow Springs Raceway in California, shooting an “Ignition” episode with a Honda Civic Type R, and Dixon is our special guest. Within minutes the formalities are over and we’re talking about New Zealand and London, about our families, and, of course, about hooning around in front-wheel-drive cars of various flavors in our youth and learning about understeer and (more pertinently) lift-off oversteer the hard way. It’s great fun. Dixon is completely relaxed and in no hurry whatsoever to get the hell out of Rosamond, California, and back to his real life. This might be a PR obligation, but it doesn’t feel like it. He seems to be enjoying hanging out and giving the Type R a right old beating for the camera guys. My mission today is to get to know the car and to watch and learn. Any time you get to be in a car with one of the world’s best drivers is a rare privilege, and I intend to spend a lot of time just enjoying the experience and trying to absorb some of Dixon’s incredible talent via osmosis. Fat chance.

No easy production: Jethro Bovingdon and Scott Dixon ruminate on the Honda Civic Type R’s finer points during a break in the action.

Our radio crackles to life with a simple, “We’re ready. Aaaaand … action,” and Dixon rips through first and second as we approach Turn 3. This is the part of the day the director calls “corners.” Our crew moves from corner to corner, shooting every turn with three cameras and probably two or three times over. Fourteen turns make up the Streets of Willow, so the process is a bit long-winded. But it’s a huge amount of fun, and Dixon and the Civic get quicker and quicker every time we hear the “Action!” cue. It’s also incredibly tough on any car, yet the Type R seems almost impervious.

This Type R is identical in spec to the Automobile Four Seasons long-term loaner right down to the color, and the giant-killer reputation it’s forging is well deserved. The 2.0-liter turbo-four doesn’t zing with the top-end fury of an old VTEC engine, but it’s got so much midrange, not to mention there are still plenty of fireworks if you hang onto each gear until the redline. You certainly feel every bit of its 306 horsepower and 295 lb-ft of torque. What’s better is that the Type R knows how to use it. There’s a mild bit of torque steer, but it adds to the sense of excitement; think of it as a trait rather than a fault. You never deviate off line. Rather, the car gently wanders just a degree or two around your chosen trajectory.

Understeer? Even on the track there’s not much to speak of, and the helical limited-slip differential is fantastic. If you’re too greedy on the way into a corner and find the front pushing, you need to fight your instinct to back off. Instead, do the opposite. Jump on the gas. The diff locks up, and the nose comes back into line.

Not that Dixon is ever too greedy on the way into the turns. His style is economical, laser-precise, and somehow effortless. He gets the Civic into turns quicker than I thought possible. The forces are brutal, but the inputs are silky, and he always manages the car’s mass beautifully. It barely seems to pitch or roll, and it’s obvious immediately that Dixon’s feel for the tires’ contact patches is uncanny. The best drivers seem to find grip where there should be none and create speed almost from thin air. Dixon does that. You might watch and understand the process he’s engaged in, but if you try to emulate it, you tend to descend into scrappy understeer or simply fly off the track. It’s at once impressive and depressing.

“I remember going up and up and thinking, ‘This is going to hurt.’”

Of course, I have to ask him: “So, erm, what about that crash, hey?” I try to sound casual, but obviously I’m a bit nervous about bringing it up. Cool as a cucumber, Dixon barely bats an eyelash. “Yeah, it was a big one,” he says. Seems he’s a master of understatement too.

Our ace contributing editor Jethro Bovingdon is also at the wheel of the shows “Ignition” and “Head 2 Head,” along with co-host Jonny Lieberman, exclusively on the Motor Trend channel at MotorTrend.com. There you can catch the episode with Scott Dixon and all of Jethro and Jonny’s other adventures with the newest and hottest cars on the market.

In case you haven’t seen it, Dixon had a monster shunt during the 2017 Indianapolis 500. Another driver, Jay Howard, ran wide and tagged the wall on the exit of Turn 1. With a broken front suspension, he had no control over his No. 77 Schmidt Peterson Motorsports Honda and veered back down the track toward the infield. Dixon was just exiting Turn 1 and had nowhere to go. His Chip Ganassi Honda launched over the back of Howard’s car, the flight turning the car hard left so Dixon was hurtling backward through the air toward the inner guardrail. At the last second the car flipped onto its side and impacted the top of a concrete barrier with the right-hand side of the carbon-fiber monocoque before spinning and tumbling back out toward the racetrack.

“I remember going up and up and thinking, ‘This is going to hurt,’” Dixon recalls. “Then I had the first big impact and thought, ‘I should be OK,’ but then it just went on and on.”

Observers held their collective breath when Scott Dixon took flight during  the 2017 Indianapolis 500. Upon landing, Dixon’s car’s impact with the Indy wall was violent, but the Honda-powered chassis protected its driver well.

As the whole watching world held its breath, the team would have been terrified, and God only knows how Dixon’s family coped in those split seconds. But he was just in the moment, figuring out if he was going to get out of this one without bad injuries. Somehow, miraculously, he did. But how do you deal with that sort of crash, mentally speaking? “It’s actually pretty easy,” Dixon says nonchalantly. “It’s worse if you have a big crash and it’s your fault. Maybe you don’t know why it happened. That’s tough. But you know what? I was just in the wrong place at the wrong time. That’s the risk we take, but it hasn’t played on my mind since. Not at all.”

And now he’s in a Civic Type R at Streets of Willow. Is he really having fun? “Ah mate, this is great,” Dixon says. “I’m lovin’ driving this thing. I can’t remember the last time I drove a front-wheel-drive car. Let me think, yeah, I’m pretty sure it was a Honda CRX. I think I was about 16 or 17. It’s been a while.” However long it’s been, Dixon’s muscle memory for front-wheel drivers seems well intact. “To be honest, this is nothing like those cars,” he adds. “Response is fantastic, the way you can arc the car around corners. What really surprises me is there’s no on-throttle understeer, or very little.”

Dixon trails the Type R into corners on the brakes, but the car’s tail doesn’t budge. I comment on how stable the rear end feels. “That’s one thing I remember from my teens,” he says with a smile. “But this doesn’t have the big, loose, high rear feeling of a front-drive car on trail brake. You can drive it in deep on the brakes. Back in my early teens, I was caught out a few times and maybe damaged a few cars. But this is rock solid.”

By now I know Dixon is my sort of guy. He drives cars for a living but also for fun, and it doesn’t matter if it’s a 700-hp single-seater doing 230 mph around Indy or a 306-hp, four-door hatchback tackling curves out in the desert. Even better, he sees the Civic’s manual gearbox as a source of joy rather than as tenths lost from a lap time. “Manual’s back, man! I swore as a teenager I’d never drive an automatic,” Dixon recalls. “It’s just so cool and takes me back to when I got into racing. Having that substance and that feel of being attached to this thing and shifting gears and even messing up, y’know?” You don’t have to convince me, brother. I’m a believer.

The crew is almost done, the Type R needs new tires, and there’s a light dusting of gravel where Dixon’s been cutting corners, using every inch of track and a few more. It’s been a blast.

Often these superstar drivers become almost faceless: just another list of stats and facts and numbers. But Dixon is a great guy: funny, relaxed, and full of wonderful stories. No ego, at least not in this setting, plenty of charm, and all smiles. And he’s a car enthusiast to the core. If I run into him again someday, somewhere, I probably won’t talk too much about his career and future aspirations. Sorry. But I bet we’ll chat about that day at Willow Springs in a Honda Civic Type R. Oh, and the Ford GT he couldn’t stop talking about. He should have that by now. Like I said, a proper car enthusiast. He’s won a few races in his time too.

Our 2017 Honda Civic Type R

MILES TO DATE 9,642 PRICE $34,775  (base/as tested) ENGINE 2.0L turbo DOHC 16-valve I-4/306 hp @ 6,500 rpm, 295 lb-ft @ 2,500-4,000 rpm TRANSMISSION 6-speed manual LAYOUT 4-door, 4-passenger, front-engine, FWD hatchback EPA MILEAGE 22/28 mpg (city/hwy) L x W x H 179.4 x 73.9 x 56.5 in WHEELBASE 106.3 in WEIGHT 3,100 lb 0-60 MPH 5.4 sec TOP SPEED 168 mph

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eddiejpoplar · 6 years ago

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2017 Honda Civic Type R Four Seasons Update

That’s not the helmet famous to race fans, but Scott Dixon is as serious as always when it comes to driving quickly.

No easy production: Jethro Bovingdon and Scott Dixon ruminate on the Honda Civic Type R’s finer points during a break in the action.

“I remember going up and up and thinking, ‘This is going to hurt.’”

“I remember going up and up and thinking, ‘This is going to hurt,’” Dixon recalls. “Then I had the first big impact and thought, ‘I should be OK,’ but then it just went on and on.”

The crew is almost done, the Type R needs new tires, and there’s a light dusting of gravel where Dixon’s been cutting corners, using every inch of track and a few more. It’s been a blast.

Our 2017 Honda Civic Type R

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#IFTTT #Performance Junk Blogger 6

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renaultamour · 6 years ago

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Renault Sandero Range Even More Attractive With The Launch Of The New Sandero Stepway Plus

New SANDERO STEPWAY model delivers on the value for money Stepway offering PLUS much more in the form of bespoke design and feature enhancements.

The new Renault SANDERO STEPWAY PLUS will help to maintain and further increase the great success of the Sandero model in South Africa, with more than 50 000 cars sold in the AB Entry Hatch segment, thanks to:

• SUV design with higher ground clearance and elevated driving position.

• Attractive styling; now with enhanced exterior design and bespoke interior features.

• Generously proportioned interior comfortably seating 5 occupants, complemented by class-leading boot space (292 litres).

• Best in class safety/ child safety: Front airbags, ABS + EBD + EBA + ESP + ASR + HSA standard across the range, further endorsed through 2017 Global NCAP 4-star rating for child protection.

• Extensive standard features – now increased : ECO Mode function, front power windows, remote central locking, Bluetooth® connectivity and music streaming, 2 DIN integrated radio/CD/MP3 with USB port and fingertip controls, front side airbags, cruise control, rear park assist, on-board computer, 7” touchscreen navigation system – and Rear Parking Camera.

• Low fuel consumption: F1-inspired 66kW Turbo engine enabling frugal fuel consumption from only 5.2 litres/ 100km.

The modern and refined RENAULT SANDERO range has become synonymous with a plethora of features and fitments exclusive to its class. Powered by a Turbo engine (unique in its class), the Sandero boasts a host of superb safety features as well as smart technologies as standard across the range.

When Sandero first entered the South African motoring landscape in February 2009, Renault’s key objective was to provide a high-value proposition in the entry level passenger car segment.

Initially locally produced in alliance partner Nissan’s Rosslyn plant, the roomy, robust and affordable newcomer was perfectly in tune with customer needs and market trends. With its introduction of the Sandero range, Renault promised an unparalleled package that would meet the need for affordable motoring and outright value in a tense economic climate.

Sandero delivered then … and continues to do so today.

SANDERO THROUGH THE YEARS: 2009 – 2018

Since its inception in 2009, the Renault Sandero has evolved dramatically with numerous quality, feature and styling enhancements. The introduction of the First Generation top-of-the-range Sandero Stepway in 2011 blazed a red-hot trail popularising the crossover concept in South Africa.

With its comprehensive and fresh line-up, Sandero has continued to enjoy ever-increasing success recording sales of over 52,200 units to date, a notable achievement considering the aggressive competition within AB Entry Hatch, with the likes of Polo Vivo, Ford Figo, Toyota Etios, Suzuki Ignis, Hyundai Grand i10, a segment which represents the lion’s share of the PC market (YTD being 26%).

The flagship Stepway model has proven to be an extremely popular choice with sales in excess of 21,400 cars since 2011.

In celebration of its marked success, Renault South Africa is proud to introduce a new derivative to the Renault Sandero range, in the form of an enhanced Sandero Stepway, set to replace the current flagship model: Sandero Stepway Dynamique. It promises delivery against the ever-popular Stepway genetics PLUS more. Hence the model name: new RENAULT SANDERO STEPWAY PLUS.

With this introduction the Sandero range takes on a slightly different construct, Sandero Expression remains the entry level model, followed by an accessible mid-level Stepway Expression derivative, with the New Stepway Plus now leading the line-up as the flagship model. All are powered by Renault’s F1-inspired petrol Turbo 66kW engine.

The Renault Sandero range has upheld its aspirational appeal through its key attributes:

POPULAR BY DESIGN

Renault Sandero’s fresh design and status-enhancing styling, inside and out, have been known to give it a quality and contemporary look and feel.

Striking exterior:

The Sandero proudly hails the brand’s iconic lighting signature seen on all of Renault’s latest models: headlamps that incorporate the characteristic C-shape Daytime Running Lights (LED) plus C-shape rear lights and both the front and rear bumpers are of new design.

Stepway’s crossover styling remains contemporary and refined with features and fitments that include an integrated roof spoiler, higher ground clearance than the entry Sandero Expression, roof bars, front and rear skid plates, wheel arch mouldings and front fog lights.

The range’s assertive stance is underscored by the fitment of 15” wheels (Sandero Expression) and 16” dark metal flex wheels (Stepway).

Inspired interior design:

Quality is perceived in the interior’s design, through the refined finishes and materials used. A generously proportioned interior and above-class average floor-to-roof clearance front and back make for comfortable and roomy seating for five occupants plus luggage while best-in-class boot space (292 litres) can be further improved upon thanks to the split rear bench which is standard across the range offering even more versatility.

BEST IN CLASS SAFETY FEATURES

Renault places emphasis on active safety as a means to avoid accidents and this is borne out by the fact that Sandero is the only car in its class to include EBA (coupled with ABS) and ESP

(+ ASR) as standard across the range.

The prestigious Global NCAP safety rating recently awarded the Renault Sandero three stars for adult safety and four for children, proudly making it the safest car for children within its class.

The Sandero also offers passive safety features ‘beyond its class’. In addition to the front seat belts with load limiters and ISOFIX fasteners for child and baby seats, Sandero is the only car in its category to offer a three-point safety belt at the central rear seat.

Emergency Brake Assist (EBA) coupled with ABS

The Anti-Lock Braking System (ABS) now comes with EBA which kicks in and automatically applies maximum brake pressure when emergency braking conditions are detected. Maximum pressure is applied from the onset of braking and remains until the ABS trigger threshold is reached. EBA shortens braking distance by up to nine metres at 120 kph.

An interesting fact is that only 60% of drivers brake sufficiently hard for the ABS system to switch on in an emergency situation.

Electronic Stability (Control) Programme (ESP)

40% of road deaths are as a result of accidents that involve loss of control over the vehicle. ESP ensures vehicle stability and assists the driver to avoid possible loss of control; detects and reduces loss of traction (on slippery road surfaces, for example) and reduces engine power and brakes on independent wheels in the event of loss of control.

Hill Start Assist (HSA)

HSA is automatically activated (upon complete stop) as soon as an incline of at least 10% is detected. The system is engaged by stepping firmly on the brake and prevents any backward movement for long enough to pull off without needing to use the handbrake. When stepping off the brake, the car will hold for approximately three seconds to allow pull off with no roll-back.

HEIGHTENED ON-BOARD EXPERIENCE

Many of the features and fitments which come standard with the Sandero range are not seen in this vehicle segment. These include:

Front power windows

Remote central locking

ECO mode function

By electronically modifying the engine’s response at the push of a button, enables drivers to automatically optimise fuel consumption and correct energy-wasting driving parameters to achieve greater economy. It adjusts engine operation within acceptable limits and can reduce fuel consumption and CO2 emissions by as much as 12% depending on driving styles and road conditions.

Bluetooth® connectivity enables safe, convenient and hands-free telephony plus music streaming from portable external devices when on the go. This, together with the 2 DIN integrated radio/CD/MP3 with USB port, is all accessed via fingertip controls located behind the steering wheel for optimum ease and convenience.

The navigation system with map mode will guide you to wherever you want to go – an address or place of interest – and keep a log history of your navigation favourites.

The on-board computer also tracks and displays distance covered, average speed, fuel range, average and total fuel consumption.

SUPER EFFICIENT F1-INSPIRED TURBO 66KW ENGINE

Access to highly efficient and technologically advanced engines is no longer the reserve of expensive cars as proven by Renault’s F1-inspired three cylinder, 900cc petrol Turbo 66kW engine.

This compact new generation Turbo power plant is standard across the Sandero line-up (the only Turbo-powered model in its vehicle segment) and highly efficient thanks to its lightweight 100% aluminium (HPDC) engine block, low inertia turbo, variable valve timing, piloted variable oil pump and lifetime engine chain.

The Sandero also benefits from a host of innovative solutions transferred from Formula 1 including diamond-like carbon coatings (high tech surface treatment for engine components to reduce friction) and high tumble strategy (optimisation of engine internal aerodynamics to allow better combustion).

The 66kW engine, mated with a manual 5-speed gearbox, exudes amazing power, unparalleled responsiveness and driving pleasure thanks to low-end torque.

With maximum output of 66kW @ 5 250 rpm, the petrol Turbo power plant delivers peak torque of 135Nm at 2 500 rpm of which 90% is available from 1 650rpm. Going from 0 to 100kph in just 11.1 seconds, top speed is 169kph.

With the Sandero Expression sipping just 5.2 litres/100km, fuel consumption is competitively low. At an equally impressive 5.4 litres/100km the Stepway is not far behind. Furthermore at 119g/km (Sandero) and 124g/km (Stepway), CO² emissions are at a very acceptable low.

INTRODUCING NEW STEPWAY PLUS

New Renault Sandero Stepway Plus offers the appealing DNA of the Sandero model plus so much more – an even more enhanced SUV look and an even more value for money product.

The exterior of the Stepway Plus is distinguished through its bespoke design and badging with specific 2-tone 16” flexwheel covers, and features 2 exclusive new body colours, Dune Beige and Cosmos Blue.

This Limited Edition offers the same level of enriched standard features as the outgoing Dynamique trim – namely, side airbags, front and rear power windows, electric side mirrors, leather steering wheel and gear knob and rear park assist. Cruise control and navigation are also standard (unique in this vehicle segment) while leather seats are an option.

The comprehensive Renault MediaNav, integrated on-board multimedia system with 7” touchscreen, being an intuitive system offering quick access to all settings. The Stepway Plus also boasts Rear Parking Camera, to facilitate the driver by alleviating blind spots in reverse mode.

The enhanced Stepway Plus offering remains true to the Sandero value-for-money product range.

PARTS & PRICING

From the outset, Sandero has rated highly with regard to parts pricing (and servicing costs in particular) since its introduction to the local market.

In October 2009, just eight months after launching, Renault Sandero 1.6 swept the board in the B vehicle segment of Malcolm Kinsey’s annual Parts Pricing Survey, with comparative parts pricing on competitors’ models proven to be between 61% and 188% more costly.

Kinsey’s 2010 Report named Renault Sandero South Africa’s most affordable car. In the highly contested under R120 000 entry level passenger car category, the Sandero 1.4 Authentique hatchback was pitted against eight competitor models and proven to be well ahead on parts pricing.

In accordance with the 2016 Malcolm Kinsey findings, Renault Sandero continues to take the lead ahead of its peers on servicing parts pricing.

AFTERSALES WARRANTY & SERVICE PLAN

The Sandero and New Stepway Plus comes with Renault’s 5-year / 150 000 km warranty together with a standard 2-year / 30 000 km service plan. Services are at 15 000 km intervals.

Sandero parts are very competitively priced and Renault’s Gauteng-based Parts & Distribution ensures that parts availability is running at 95% plus.

Article source: http://carinsurance.arrivealive.co.za/renault-sandero-range-even-more-attractive-with-the-launch-of-the-new-sandero-stepway-plus.php

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jonathanbelloblog · 7 years ago

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First Drive: 2018 Ford Mustang GT Premium

MALIBU, California — Three years ago, Ford released what was considered by many to be the best Mustang GT ever—at least from a ride and handling standpoint given that it had finally been fitted with an independent rear suspension—sending the market’s last car with a solid rear axle out to pasture. But as Chevy continues to lob Camaro grenades Ford’s way in the continuing pony car wars, Dearborn’s engineers needed to retool and reload. Ford’s latest weapon is its newest best Mustang GT ever, which we’ve come to Malibu to ride.

Individually, the changes to the 2018 Ford Mustang GT aren’t that significant, but taken together they add up to an impressive overall package. On the cosmetic side of things, there’s an updated front end that includes a redesigned hood, grille, and fenders, plus standard LED headlamps, and updated optional LED turn signals and fog lamps. The rear wasn’t ignored, either; there, the entire 2018 Mustang lineup receives a redesigned fascia with updated LED taillamps and, for the GT, a standard quad-tip exhaust.

Interior tweaks include restyled seating surfaces, a hand-stitched center console, and the option of a 12-inch digital gauge cluster and a heated steering wheel—with upgraded leather, at that.

Of far greater significance to enthusiasts, however, are the mechanical updates to the 2018 Mustang GT, which mainly consist of additions rather than revisions, starting with the available MagneRide adjustable suspension previously found only on the Shelby GT350 (it’s available on the 2018 Mustang EcoBoost as well).

More power was another. For 2018, the Mustang GT’s 5.0-liter V-8 receives an extra 25 hp and 20 extra lb-ft of torque courtesy of multiple updates that include a higher redline of 7,500 rpm, bringing its output to 460 hp and 420 lb-ft. Ford hasn’t released any official performance numbers yet, but the extra juice should shave a couple of tenths off its acceleration times—a 2016 GT tested by our sister publication Motor Trend took 4.6 seconds to hit 60 mph, so expect the 2018 model to get there in 4.4 seconds or so.

Another piece of hardware that Ford thoroughly worked over is the GT’s six-speed manual transmission. Completely redesigned for 2018, the gearbox now features a twin-disc clutch and a dual-mass flywheel. The practical effect is that it’s a joy to row, offering crisp, smooth shifts and an easy to work clutch—practically the opposite of the heavy, springy pedal found in the Camaro. To those who say the manual is dead, Ford is clearly saying, “not yet.” Those that can’t or don’t want to operate a third pedal can opt for Ford’s new 10-speed automatic, which we’ll tell you about in the not-too-distant future. Given our recent experience with it in vehicles from the Raptor to the 2018 Expedition, we’re betting it’ll be good.

Opt for the GT’s $3,995 Performance Pack (you’d be silly not to) and you’ll get a set of goodies that includes 19-inch aluminum wheels, staggered Michelin Pilot Sport 4S tires (255/40R19 front, 275/40R19 rear), and upgraded front brakes consisting of six-piston Brembo calipers and 15.0-inch rotors (single-piston calipers and 13.0-inch rotors remain at the rear). The package also comes with an anti-roll bar, silver strut tower brace, larger radiator, a Torsen limited-slip differential, different tunes for the electronic power steering, chassis, ABS, and stability control, and a fancy aluminum instrument panel.

For maximum aural pleasure, you’ll want to check the box for the new Active Valve Performance Exhaust. The $895 bit lets you keep things calm and cool so you don’t anger the neighbors on the way to Cars and Coffee while also offering up opportunities for sonic nirvana during near-redline second gear tunnel blasts. All you have to do is change the drive mode using the handy center stack-mounted switch. In addition to turning up the volume, the more aggressive modes, which include Sport+ and Track, tighten up the adjustable suspension, steering, and throttle response.

The magnetic dampers give the Mustang a stable and compliant ride in almost every situation. On the overgrown autocross course that is Malibu’s Latigo Canyon Road—with its technically challenging corners and multiple elevation changes—the Mustang GT never got unsettled, even if the camber was off while the radius was decreasing and the pavement was uneven. A stand-alone option, MagneRide costs $1,695. Like the performance pack, it’s a piece you should scrape up the pennies to acquire.

Complementing the suspension is the Mustang’s well-sorted steering, which offers a healthy amount of resistance while delivering inputs to the front wheels in a linear and responsive manner. The Brembos are sports-car-proper as well and grab the rotors deliberately and progressively. And the sticky Michelins offer grip for days.

In all, pony car may not be the most appropriate descriptor of the 2018 Mustang GT. Instead, it feels like a bona fide, purebred sports car, ready to tussle with the best Europe has to offer. And unlike most of Ze Germanz (and Italians and Britons), all of this performance can be had for less than $50,000.

The Race Red-painted, Equipment Group 401A-equipped tester you see here (the pack includes the digital gauge cluster, heated steering wheel, Wi-Fi hotspot, navigation, and a few premium interior treatments) rang in at $50,770. But unless you’re planning on using your Mustang GT as a track-day hero, you can safely skip the $1,595 Recaro seats. The standard buckets offer plenty of bolstering for spirited on-street driving while providing better overall support. More importantly, selecting the Recaros forces you to give up Ford’s excellent seat heaters and coolers.

Another $395 can be shaved by skipping the Enhanced Security package unless you have a thing for wheel locks, though the electronically locking center console makes a strong argument for itself if you have a frequent need to leave valuables inside the car.

As for what the 2018 Ford Mustang GT means in the context of the greater pony car wars, consider its two, er, challengers. The Chevy Camaro SS 1LE is sharper, but stiffer and tighter, and its confined cabin and sight line deficiencies are well documented—issues that make the Mustang better at the task of being a daily driver in my mind. The Mustang GT’s closest Mopar rival, the Challenger T/A, meanwhile, is a fat muscle car that’s great at cruising but is nowhere near as fun to toss around a canyon. To use the well-worn Goldilocks analogy, for the enthusiast seeking a rear-drive, manual, naturally aspirated V-8-powered sports coupe for the street, freeway, canyon, and track, the 2018 Ford Mustang GT is just right.

2018 Ford Mustang GT Premium Specifications

ON SALE Now PRICE $39,995/$50,770 (base/as tested) ENGINE 5.0L DOHC 32-valve V-8/460 hp @ 7,000 rpm, 420 lb-ft @ 4,600 rpm TRANSMISSION 6-speed manual LAYOUT 2-door, 4-passenger, front-engine, RWD coupe EPA MILEAGE 15/25 mpg (city/hwy) L x W x H 188.5 x 75.4 x 54.3 in WHEELBASE 107.1 in WEIGHT 3705 lb 0-60 MPH 4.4 sec (est) TOP SPEED N/A

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runridedive · 6 years ago

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The all-new Mitsubishi Eclipse Cross

Mitsubishi’s unique Super All-Wheel Control (S-AWC), the all-new Eclipse Cross offers a defiant new-genre coupé approach, fusing stylish design and functionality for trendy individuals who are looking beyond the latest trends.

The latest arrival in the Mitsubishi Motors South Africa stable expands the local product offering to six distinctive models in the range (ASX, Outlander, Pajero, Pajero Sport, Triton and now the Eclipse Cross).

“Eclipse Cross, which surpassed the global sales milestone of 80 000 units since its international launch 12 months ago, boasts a coupé-like exterior and is perceived more modern, distinctive, dynamic, advanced and sportier than most of its competitors,” says Nic Campbell, General Manager of Mitsubishi Motors South Africa.

The all-new Eclipse Cross CVT will be available in 4×2 and all-wheel drive (AWD), both with a 6-speed CVT gearbox with Sports Mode coupled to Mitsubishi’s 2.0-litre MIVEC petrol engine.

The latest model offers cutting-edge technology to deliver a bold action adventure compact SUV that takes you beyond the everyday.

“The three primary product attributes of the all-new Eclipse Cross are stimulating design, confidence-inspiring driving and human connectivity,” says Campbell.

Design Concept and Awards

The stimulating design concept of the all-new Eclipse Cross brings the new compact SUV into the modern age, combining the latest styling design with incredible driving dynamics and innovative, intuitive safety technology.

Winning a host of international awards, including the prestigious GOOD DESIGN award for Design Excellence and Design Innovation, the Mitsubishi Eclipse Cross was named the Automotive Researchers’ & Journalists’ Conference of Japan “RJC Car of the Year 2019”.

Judges praised the sharp looks, excellent rough-road performance and well-balanced drivability of the Mitsubishi Eclipse Cross.

The all-new model’s vibrant styling expresses a fresh sportiness and stylishness, making a bold statement on the road. Like the ring of sunlight from behind the moon in a full eclipse, the sharply sculpted character line makes the Eclipse Cross appear as if the body was carved from a single block of metal.

Its defiant design concept focuses on a fine balance between the wedge-shaped coupé style and practicality of space and comfort, with its adventure character creating a sophisticated balance between sport and style. On the outside, the front face expresses dynamism and sportiness based on the “dynamic shield” design concept, with Japanese craftsmanship including a functional and hi-tech lighting design.

Part of the Eclipse Cross’s Japanese Craftsmanship is the new Red Diamond body colour with high brightness and high chrome which emphasises the vehicle’s vibrant styling further. The strikingly lustrous Red Diamond paint is created by a multi-coat process that includes the layering of a semi-transparent red and clear coating for a high-colour saturation and intensity that produces a highly-refined, deeper finish. Red Diamond is the most premium exterior finish ever offered by Mitsubishi Motors.

The cockpit of the all-new Eclipse Cross has a sporty design that stimulates excitement with an ingenious selection of features, making drivers want to invite friends for a ride.

Confidence-inspiring Driving

Powered by Mitsubishi’s proven 2.0-litre MIVEC engine, coupled to a finely-tuned 6-speed CVT with 6-step Sports Mode, the all-new Eclipse Cross offers excellent acceleration that gives the new model a dynamic feeling behind the wheel.

Mitsubishi’s unique Super All-Wheel Control (S-AWC) ensures outstanding stability in all road and driving conditions, offering agile handling for unequalled safety.

S-AWC is the integration of the vehicle dynamics control system with the controls of each component around the all-wheel drive system, offering the driver additional safety and comfortable driving.

S-AWC guarantees ultimate driving safety through the electronically-controlled AWD System which distributes driving torque as required. This leads to ultimate longitudinal driving force distribution while the Active Yaw Control (AYC) ensures excellent lateral driving force distribution. This allows additional steering assistance on any terrain.

If the driver unintentionally brakes or accelerates too much in a normal turn in slippery conditions, the system helps the driver to maintain control safely with usual steering inputs.

S-AWC detects the vehicle’s position, decides the proper torque distribution between the front and rear and left and right wheels using power and brake control, ensuring sure-footed control.

The highly-efficient power train, with Smart Driving Assist and Active Smart Safety, offers confidence-inspiring driving and ultimate peace of mind.

Another outstanding feature is the full-colour Head Up Display (HUD) that sharpens the sensitivity of human and machine connection.

Human Connectivity

The all-new Eclipse Cross has an advanced human-centric cockpit thanks to its meticulously designed layout, giving the driver intuitive command of the vehicle in all conditions on or off the road.

As an optional extra, connecting your mobile device to a 7″ touchscreen Infotainment system (with built-in GPS) via Bluetooth allows the driver through Voice Control to access the phone’s compatible apps and stored information to get directions, make calls, send and receive messages and enjoy music from the phone or any Apple Car Play and Android compatible device.

Standard equipment is a standard touch-screen radio.

Everything is taken care of thanks to a smartphone storage tray and USB connectors in the centre console.

Model features

Specifications for the local range include a host of interior and exterior characteristics as well as active and passive safety features:

Interior:

On the inside the Eclipse Cross offers complete style and comfort with bolstered seats giving the driver relaxed support and unchallenged visibility.

The HUD conveys relevant vehicle information in full colour above the instrument cluster for easy viewing without the driver having to take his or her eyes off the road. The image brightness and display height can be adjusted to suit driver preference and time of day.

The screen extends or retracts when the ignition is turned on or off.

Apart from the HUD, the sporty, meticulously crafted cockpit includes next-generation technology and connectivity, enhancing driver awareness and control, including:

Tilt and Telescopic Steering Wheel

Multi-function Leather Steering Wheel with Audio and Cruise Control

Bluetooth with Hands-free Voice Control

Paddle Shifts

Electric Windows (front and rear)

Driver Window Auto up/down function

Automatic Air-conditioning with Rear Passenger Vent Duct

Leather Seats

Slide and tilt-adjustable rear seats with 60/40 split

Electric Adjustable Driver Seat and Heated Front Seats

Accessory Sockets and USB Ports

Exterior:

The distinctive shape and design of the exterior fills the driver with confidence. Like an athlete in motion, the sculpted wedge shape and sharp, dynamic character lines leave a strong impression wherever you go.

Outstanding exterior features include:

Electric Adjustable Fold-away Mirrors with Indicator Light

Projector Halogen Headlights with Manual Levelling Device

DRL (Daytime Running Lights)

Dusk Sensing Headlamps

Front Fog Lamps

Headlamp Washer

Rain Sensing Windscreen Wipers

Front and Rear Park Distance Control

Rear Spoiler with High-mounted Stop Lamp

Front Bumper Skid Plate (Silver)

Tailgate Garnish (Chrome)

18″ Alloy Wheels

Full-size spare wheel

Roof Rails

Safety features:

True to all of Mitsubishi’s product offerings in South Africa, the all-new Eclipse Cross boasts a full complement of advanced active and passive safety features.

The new model has 7 airbags, including driver and front passenger, side and curtain airbags and a driver knee airbag, which provides an extra level of protection when the driver might need it most.

Highlighted by the advanced and brand-new S-AWC in the AWD version, both versions have:

RISE (Reinforced Impact Safety Evolution) Body Construction

7 Airbags

Side-impact Protection Bars

ISOFIX Child Seat Anchors

ABS (Anti-lock Braking System)

AYC (Active Yaw Control)

EBD (Electronic Brake-force Distribution)

BAS (Brake Assist System)

HAS (Hill Start Assist System)

ASTC (Active Stability and Traction Control)

EPB (Electric Parking Brake)

EPS (Electronic Power Steering)

Central Door Locking with Motion Lock

Anti-theft Protection Device

Keyless Operating System

Rear View Camera

Range in SA

The all-new Mitsubishi Eclipse Cross will be offered in two derivatives for the South African market – the two-wheel or front-wheel drive version and the all-wheel drive model.

The 2.0-litre MIVEC DOHC 16-valve 4-cylinder engine uses ECI-Multi Point Fuel Injection with an output of 110 kW @ 6 000 rpm and 198 Nm of torque at 4 200 rpm.

Coupled to this engine, the INVECS-III CVT (Continuously Variable Transmission) with its 6-step Sports Mode delivers effortless acceleration from any speed, slick gear changes and a smooth ride. The driver can also control the shift steps via the Paddle Shifts behind the steering wheel. Keeping the engine at optimum performance at all times, the CVT enhances fuel efficiency.

All this is possible due to a new modified torque converter & damper assembly, changes in final gear ratios and software.

In the AWD version, the driver can choose the AUTO, SNOW or GRAVEL drive mode depending on road conditions to enhance accuracy, straight-line stability and manoeuvrability on slippery surfaces.

The CVT with 6-step Sports Mode contributes to the 2.0? MIVEC engine’s outstanding fuel consumption of 7.9 ?/100 km (combined cycle) for the 4×2 and 8.1 ?/100km for the AWD derivative.

Both models boast a turning circle of 5.3 m and a ground clearance of 180 mm.

The 4×2 derivative has a fuel tank of 63 litres while that of the AWD comes to 60 litres.

The introduction of Eclipse Cross as part of Mitsubishi Motors’ compact SUV range in South Africa has created the opportunity for the company to realign the ASX range with the introduction of two new derivatives – the ASX ES M/T and an ES 6-speed CVT derivative – with its retail prices at R359 995 and R379 995 respectively. An official press statement to follow in the last week of February 2019.

Pricing:

The all-new Mitsubishi Eclipse Cross enters its segment as a massive value-for-money offering.

Eclipse Cross 2.0L CVT 4×2 R399 995

Eclipse Cross 2.0L CVT AWD R449 995

Both models are covered by Mitsubishi’s Manufacturer’s Warranty of 3 years or 100 000km, a 5-year / 90 000 km Service Plan and a 5-year / unlimited mileage Roadside Assistance.

Service intervals are every 15 000 km.

Words by Mitsubishi

The post The all-new Mitsubishi Eclipse Cross appeared first on Run Ride Dive.

from WordPress https://www.runridedive.com/mitsubishi-eclipse-cross/

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jesusvasser · 7 years ago

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2018 AUTOMOBILE All-Star: 2018 Honda Accord 2.0T Sport

What, you might ask, is a $31,200 (as tested) family sedan doing among these $100,000 to $300,000 stunners? Kicking their butts, mostly.

The Honda Accord is a legend among the car-buying public and automotive writers alike, and for good reason. It’s consistently one of the best vehicles on the road, often not because it excels at any one thing but because it’s so good at so many things for relatively little money. That’s still true for the all-new 10th-generation Accord.

In fact, it might be truer than ever. “I stepped out of the Lamborghini Huracán and into the Accord and didn’t feel the slightest bit of a letdown,” editor-at-large Arthur St. Antoine said. “That’s because the brilliant automotive engineering just shines through in this piece. In execution for its intended mission, the Accord Sport ranks as one of the true greats.”

At the heart of the new Accord lies a 2.0-liter turbocharged inline-four that shares much of its internal structure and parts list with the rabidly robust Civic Type R. “Particularly satisfying is the powertrain, which operates with such an absence of vibration it feels as if the entirety of its insides are coated in Teflon,” contributor Basem Wasef said.

Although the new 10-speed automatic offered with the 2018 Accord is sure to be the most popular pick, our example was fitted with a six-speed manual transmission. Pro racer Andy Pilgrim enjoyed the power from the new turbo-four and pointed out that “the manual gearbox is a bit sloppy, but fast operation is flawless.” Online editor Ed Tahaney took it a step further. “This is one of the rare vehicles that would probably be more enjoyable as an automatic instead of a stick,” he argued. It wasn’t the tightest gearbox we’ve handled in the past year, but the fact Honda offers a manual at all is a tick in the win column for most of us.

Wrapped around the potent yet smooth engine is an all-new body structure that’s not just re-engineered but also redesigned. To many of our eyes, it’s not a particularly attractive vehicle, either in silhouette or in detail. But beauty is in the eye of the beholder; in contributor Chris Nelson’s eyes, “The most enjoyable commodity sedan you can buy is more handsome than ever—modern, bold, clean.”

But regardless of its looks and its drivetrain, the Accord Sport is a winner for its overall package. Social media editor Billy Rehbock especially enjoyed the Accord. “I spent the most time in this of all the winners,” he noted. “It’s a no-compromise daily driver with loads of interior room, a big trunk, and driving dynamics that excite and engage.” Detroit bureau chief Todd Lassa noted the Accord lacks the “rich materials” of the more expensive Toyota Camry ($39,300 as tested) but said its “satinlike cloth seat inserts are rather nice—a neat departure from the usual pleather in this class of car.”

If there’s a weak spot in the Accord Sport’s likelihood for success, it’s one it can’t really help: It’s not a crossover. This was a theme picked up on by more than one of our evaluators, including senior digital editor Kirill Ougarov. “Hard to say that it’ll be a market mover,” he argued, “given the trend toward crossovers.” Contirbutor Marc Noordeloos expanded on the thought: “A shame that the sedan world is dying, because this car is better than nearly every SUV/crossover on the market—plus it’s cheaper and gets better mileage.”

We found the Accord Sport to be both comfortable and fun to drive in a way Honda has long been known for—not with hit-you-over-the-head performance like an AMG or even the finely tuned poise of a Porsche but with the simple, honest character of a car designed and built well—and built to be used, however you plan to use it. It’s a prime example of why you should appreciate the inherent Honda-ness of the Accord. “As easy as it is to hate on the idea of the Accord (No Boring Cars!),” Wasef said, “the 2.0T Sport does what it does with elegant simplicity, just as we’ve found with the best Hondas over the years.”

2018 Honda Accord 2.0T Sport Specifications

PRICE $31,200/$31,200 (base/as tested) ENGINE 2.0L DOHC 16-valve turbo I-4/252 hp @ 6,500 rpm, 273 lb-ft @ 1,500-4,000 rpm TRANSMISSION 6-speed manual LAYOUT 4-door, 5-passenger, front-engine, FWD sedan EPA MILEAGE 22/32 mpg (city/hwy) L x W x H 192.2 x 73.3 x 57.1 in WHEELBASE 111.4 in WEIGHT 3,362 lb 0-60 MPH 6.2 sec TOP SPEED 124 mph

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eddiejpoplar · 7 years ago

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2018 AUTOMOBILE All-Star: 2018 Honda Accord 2.0T Sport

What, you might ask, is a $31,200 (as tested) family sedan doing among these $100,000 to $300,000 stunners? Kicking their butts, mostly.

2018 Honda Accord 2.0T Sport Specifications

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jesusvasser · 7 years ago

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First Drive: 2018 Ford Mustang GT Premium

Interior tweaks include restyled seating surfaces, a hand-stitched center console, and the option of a 12-inch digital gauge cluster and a heated steering wheel—with upgraded leather, at that.

2018 Ford Mustang GT Premium Specifications

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eddiejpoplar · 7 years ago

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First Drive: 2018 Ford Mustang GT Premium

Interior tweaks include restyled seating surfaces, a hand-stitched center console, and the option of a 12-inch digital gauge cluster and a heated steering wheel—with upgraded leather, at that.

2018 Ford Mustang GT Premium Specifications

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