#so the torque it produces will also be higher compared to the Star connection of the same motor. So the answer to this question is Delta co | Explore Tumblr posts and blogs

efftradelinks · 4 years ago

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This Is When Proton X70 Reaching Pakistan AT LAST!

The X70 will be available for sale in 3rd or 4th weeks of December 2020.

> It will be CBU/ import from Malaysia.

> Al-Haj Group is the local partner.

> As per Auto Policy, company will import 100 CBU for launch purposes at subsidized 50% duty structure.

> The company has planned X70 as CBU for three variants for Pakistani market.

> Executive 2WD, Premium 2WD, Premium AWD.

> As of today, there are four dealerships planned and will be operational in the next few weeks.

> 2 in Karachi, 1 in Lahore and 1 in Islamabad.

> The company will add more dealer network soon.

Public Viewing and Expected Price:

> X70 will go on display sometime mid-December 2020 for public viewing.

> Once the company will sell 100 CBU units, it will fulfil further orders, after establishing local CKD assembly.

> Any further import of the same model above 100 units, will attract full duty and that would not be cost-effective.

> June 2021 onwards, a local assembled X70 is planned.

> Means expect a longer wait time, in case you missed the introductory units.

> No idea for the price for the X70, expect it to be around 5 to 6 Million range

> The CBU units will be very well equipped and built, time will tell if same goes for CKD.

> Possible spec sheet for CBU attached. The sheet says Premium 2WD [ right column ], but there will be a Premium AWD for Pakistani market as well. Concentrate under Executive 2WD and Premium 2WD.

> Proton/ Al-Haj MUST make sure that they sell these units on the advertised price, and dealersdon’tt take any advantage and exploit customers for premiums.

> These 100 units will be well equipped and there is due chance, the dealer plays fishy and funky and grab all these units and then try to sell it over black money.

> As a buyer, please stay away from any such unethical business practice/transaction.

Now let’s go over the technicalities of X70. It will be long, so if you are interested, then you must read it.

About Proton X70:

Proton is a national car company of Malaysia. In the past, it has been producing re-badged Suzuki and even Honda models and before than some Mitsubishi models were sold with Proton badge. In fact, Proton started their production with first car almost 36 years ago, based on Mitsubishi Lancer.

Proton Holding company at one time was owner of the Lotus cars. Currently, Geely car company from China, who also owns Sweden’s Volvo, has 49% shares in Proton. Proton has signed a joint venture with Al-Haj group for establishing an assembly line in Karachi for the CKD production of cars.

𝗫𝟳𝟬:

X70 is a C- segment SUV and basically a re-badged Geely Vehicle named” Geely Boyue”. It is famous by some other names depending on the markets. The company introduced it in China back in 2016. It got a face-lift in China and interior, and exterior got a makeover in the process.

The Proton X70 is basically the same Geely product with some minor exterior changes and a right-hand drive instead of Left as in China. It was introduced in Malaysia in early 2019 and imported from China. Proton has started local assembly in Malaysia recently for local supply. In Pakistan, X70 will compete with KIA Sportage as well as theSportage’ss non-identical twin, Hyundai Tucson and MG HS.

Foot Print of Proton X70:

X70 is based on Geely NL Modular platform, which is flexible architecture and can be used by multiple models depending on use. X70 is 4519mm long, 1831 mm wide and 1694 mm high. Wheelbase of 2670 mm while ground clearance is not confirmed but seems around 180 mm.

For understating the size, I will share Sportage dimensions which 4484 mm long, 1855 wide and 1635 mm high while ground clearance is 172mm. So, basically X70 is slightly bigger on outer dimensions comparing Sportage. X70 has a 60 liter fuel tank while Sportage has capacity for 2 extra liters. Sportage has a cargo capacity of 466L while X70 has 512L.

Engine and Transmission:

X70 is available with a 1.8L Turbo Petrol direct injection engine in Malaysia which is around 184hp. Max torque of 300Nm. It comes with a 7-speed DCT. Both transmissions & engine areGreely’ss / Volvo developed engines.

When it comes to Pakistan, there is a piece of surprising news.

The X70 for sale in Pakistan will have a 1.5L Turbo 3 cylinder engine. There will be 7-speed DCT with manual mode, which is also a Volvo and Geely jointly developed unit. The engine will have 174HP & 255 NM of torque.

This engine is Euro 6 compliant and one of the industry best engines. We can understand this from the fact that Volvo, which is premium brand, use the same engine in its one of the model in Europe. Proton is not offering the 1.5T for X70 in the Malaysian market. It is basically for export regions.

Globally, downsizing is the name of the game. BMW, Mercedes and many other brands are making smaller and efficient engines with higher performance levels. When things come to Pakistan, things get complicated. Proton extensively tested the 1.5T in Pakistan and road testing was ongoing for a very long time, driving it from Karachi to the extreme North regions.

The company has collected Driving data, by Protons own engineers. Obviously, they will tune engine for local fuel conditions, and some changes are planned to the exhaust system as well. There is possibility BUT not confirmed Proton require” “Premium fuel”. This is same for the MG HS.

Drivetrain and Other Components:

Disc brakes all around with ABS. McPherson front while a Multi-link rear suspension. Electric power steering, E-brake will be standard. Standard alloy wheels size of 225/60/18 will be for PK Units although In Malaysia even 1″” are offered on Premium model. I am sure Proton will select the right size for local road conditions.

Proton will offer X70 as AWD and FWD for Pakistan. It is interesting to note that Proton is not showing any AWD variant in Malaysian market because of low demand. There will be an Eco and Sport driving modes.

Interior:

As XC70 will be a CBU so, it will carry most of the features and options available in Malaysian vehicle. As the CBU will be specifically made for Pakistan, there is a due chance for the difference in features but at launch expect it to be identical to the overseas model. All three CBU variants for PK will have leather. The Premium version will have even the Nappa leather. The panoramic sunroof will be available on the top of the line Premium variant.

Digital LCD dashboard cluster will be standard on all trims. Steering wheels control, push-button start and welcome lights, power-folding mirrors, day-night rear view mirror are also available. Power windows , power driver adjustable seats which are ventilated too. Dual-zone climate control with rear vents are also standard on all trims which also have air purification system.

LCD and Infotainment:

“Standard LCD touchscreen infotainment system which has cell phone connectivity for music streaming. The infotainment system is GKUI [ Geely Smart Ecosystem infotainment system ] which is a smart voice recognition system, and you can order the vehicle to perform certain functions. Like even changing the climate control settings.

It will be a 4G WIFI capable system with GSM SIM slot, and certain online features can be integrated into the car. Proton link app can be used to remote control particular feature of the vehicle. There will be 8 speakers standard and Premium models will have 8 as well but with amplifier and sub-woofer.

This is a 5 seat vehicle as standard and no option for 2 extra seats to make it 7. However, the second-row seats can be folded down for larger cargo capacity. Power tailgate will be available on all expect base model and with foot sensor on the premium model.

Again, all this is on CBU we are getting as launch and introduction. Let’s hope when Al-Haj assembles it locally, we see all these features carried over.

Exterior of Proton X70:

The base model has halogen headlights with DRL while the upper trims will get LED and those will be adaptive headlights with auto dip and high feature. The car is a based on the Geely Boyue but to give it a Proton face, there is a different grill on the front which is called” infinite weave grill”.

This is inspired by traditional woodwork and carving, which is famous in Malaysia. LED taillights and two exhaust tips through the rear bumper. A standard wiper for rear screen and a spoiler with a stop lamp. Roof rails will be standard.

Safety in Proton X70:

When it comes to safety, this is where X70 will be the champion. Six airbags standard on all trims. ABS, Auto brake hold, Brake Assist, Hill assist, EBD, Traction control will be standard. TPMS / Tire Pressure Monitoring System will also be available.

The premium model will also have “ADA” which is an Advanced Driver Assistance System and a set of active safety features. This will be first of its kind offered by a company on a brand new vehicle in this category. It will consist of lane departure warning, adaptive cruise control, blind-spot monitoring, auto high beam and autonomous braking.

The base model will have a regular reverse camera, but the premium model will have 360 view camera system. The Proton X70 is an Asian NCAP tested vehicle with a 5-star rating.

We can say that X70 will be a much safer vehicle in a test comparing the locally assembled Sportage and Tucson, but again, the X70 is CBU at launch; we will know the real deal on this topic when mass production of CKD starts locally. Time will tell if Al-Haj keeps all those features and equipment on the locally assembled vehicle or cut down on it to be price competitive against the competition.

Pricing of Proton X70:

The 1.5T engine is the first indicator that Protonwant’ss to be price competitive at least at the launch with their introductory CBU. X70 will come with features which the competitor lacks in the segment. I think that Proton will price X70 between 5 to 6 Million range or maybe a little higher.

Comparing the Sportage AWD, which is top of the line model from KIA, the premium X70 might be a little more expensive, but it will come with some exclusive features. Yes, Sportage has worldwide recognition, and it is sold in many markets when compared with X70. But keep in mind that X70 isGeely’ss vehicle with a Proton badge.

It has an engine, transmission which is co-developed with Volvo and is currently in use by Volvo as well. X70 has broken all the sales records in the Malaysian market, and Proton has a hard time completing orders. I think it will be an excellent addition to the market and can give a tough time to Sportage and Tucson or upcoming MG HS.

The sales and marketing strategy, after-sale service, support, customer satisfaction and friendly and welcoming dealer network will only guide and help Proton to succeed. As of now, there is minimal dealership network. Most probably the current FAW dealerships also become sales and service points of Proton although nothing is clear at this time.

A very good product can easily fail if there is no after-sales service. I am sure Proton and Al-Haj know that.

Stay Tuned to Pakwheels for more updates on X70.

Shared via PakWheels.com

#cars #automobile #carscoops #business #digitalization #islamabad #carbuzz #proton #k70 #pakwheels #EffTradeLinks #Pakistan #Lahore #Islamabad #onlineshopping

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numberplates4u-blog · 5 years ago

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Renault Koleos review

For Passenger space, premium feel, good equipment levels Our Rating 4 Against No seven-seater option, thumpy ride around town, less boot space than some rivals 2017 Contemporary style, a premium feel and plenty of safety tech make the Renault Koleos a strong SUV contender The Renault Koleos is a fitting flagship for the French manufacturer’s SUV/crossover line-up. It’s spacious, comfortable, well-equipped and will carry five people in premium style, along with their luggage. Crisply styled exterior lines are complemented by one of the better-executed Renault interior designs that we can remember and, with part-leather seats and a full panoramic sunroof, there’s a genuinely luxurious ambience. While pleasant to drive, the Koleos can’t match the dynamic ability of some of its sportier rivals, and the ride around town isn’t quite as accomplished as the best on that score either. Renault’s focus on excellent rear passenger space means there’s also more luggage volume in some key rivals. 20 Oct, 2017 4 Although the Renault Koleos shares it’s floorpan and fundamental engineering with the Nissan X-Trail, if you didn’t know you’d be hard-pressed to make the connection. The Renault has a distinctive style all of its own, with swoopy lines that manage to combine an air of sportiness with a luxurious, premium feel. The front end is dominated by a big Renault diamond at the centre of a full-width horizontal chrome-slatted grille. That grille runs into some very contemporary LED headlamps that provide a bold ‘C’ shape lighting signature at each corner of the car. Image 7 of 18 Image 7 of 18 A chrome trim piece along the top section of the front wings creates the sense of a clamshell bonnet design, while muscular bulges over the wheels give the Koleos a chunky and foursquare look. The rear features a tailgate with a spoiler at its top, and a wide rear light and reflector set-up that mimics the shapes in the front grille. Big chunky alloy wheels fill the arches, while the door bottoms feature ‘uplighter’ sections that reflect daylight up the bodysides to emphasise the sculpted looks. Inside, we find one of the best interiors Renault has put together yet, with a central touchscreen mounted high on the console reducing the number of buttons and switches required. The digital instrument cluster is carried over from the Kadjar and the Megane, and there’s a generally upmarket ambience with plenty of soft-touch plastics, chrome highlights and a sense that everything is well screwed together. It’s well-equipped too, with features such as dual-zone climate control, part leather upholstery, heated and chilled cupholders, plus keyless entry and automatic headlights all available – as is a hands-free parking system. Sat-nav, stereo and infotainment The standard set-up includes a seven-inch touchscreen based R-LINK 2 infotainment system with sat-nav. It will connect to your smartphone using Bluetooth or via Apple CarPlay or Android Auto. There are also four USB connectors so you can wire-in other personal electronic devices. The 8.7-inch touchscreen from Signature Nav models can be added to Dynamique spec versions as an optional extra, as can a 13-speaker BOSE audio system. 3.8 The Renault Koleos is a fairly chunky vehicle and its height off the ground means it’s not the most agile of machines. Still, the engineers have produced a car that steers well, with neat and direct responses to inputs from the wheel. We’re also impressed with the body control in corners, as there’s not too much of the roll which can afflict this type of car and cause a certain amount of queasiness for passengers. It’s comfortable on fast, smooth roads as a result, but the trade-off is a ride around town that’s a bit thumpy and less serene. We’re also impressed with the CVT auto, which makes for smooth and refined progress and gives good throttle response too. It has a setting that mimics the shift points in a dual-clutch transmission if you want to feel more involved in what the unit’s up to, but we found it far more relaxing to let the transmission do its own thing. Engines There are two diesel engines in the Koleos SUV’s portfolio, and the lower-powered version is a 128bhp 1.6-litre four-cylinder unit that’s only available with two-wheel drive. Thus equipped, the Koleos will accelerate from zero to 62mph on 11.4 seconds, and on to a 115mph maximum. The torque figure of 320Nm is not to be sneezed at either, but if you want a bit more go, the 2.0-litre engine performs strongly and with considerable refinement. Torque is 380Nm and power is 175bhp, which, in four-wheel drive manual guise, delivers a 0 to 62mph time of 10.7 seconds and a 126mph maximum. Go for the CVT auto gearbox and the Koleos is even quicker off the line, reaching the 62mph benchmark in a sprightly 9.5 seconds. You can’t currently choose the smaller engine with four-wheel drive, or the more powerful unit as a front-driver. 3.9 The Renault Koleos comes with the reassurance of a 5-star Euro NCAP crash safety rating. It scored 90 per cent for adult occupant safety, 79 per cent for child occupants, 62 per cent for pedestrians and 75 per cent for its safety assistance systems. (The Skoda Kodiaq’s scores were 92, 77, 71 and 54 per cent across the same categories.) Safety features included or available on the Koleos – aside from a full complement of airbags – include blind spot warning, hill start assist, active emergency braking, road sign recognition and the hands-free parking system. Image 13 of 18 Image 13 of 18 We’d expect the Koleos to be pretty reliable too, although it’s too early to reflect meaningful customer feedback. That said, the Nissan X-Trail shares much of its engineering and came 64th out of the top 75 performers in our Driver Power Satisfaction survey, with 22 per cent of owners reporting a fault in the first year. It will be interesting to see if Renault has ironed out any of the problems. Warranty The Koleos benefits from a four-year/100,000-mile warranty, which is better than many Japanese and German rivals – including the three-year cover on the closely related Nissan X-Trail and the Skoda Kodiaq. But it is less than the five years offered by the Hyundai Santa Fe and the seven years cover offered by Kia on its Sorento. Servicing Service intervals are annual or every 18,000 miles for the Koleos, and you can buy service plans costing around £450 for three years/30,000 miles. 4.4 Although the lack of a seven-seat option may be a disappointment for some Koleos customers, there’s not much else to grumble about in the way of accommodation. The seats are comfortable and the cabin roomy, and on most road surfaces the ride is sufficiently pliant to make long journeys a pleasure – the raised ride height giving a good view out for driver and passengers alike. Wind noise isn’t a problem either, but those big tyres can generate a bit of roar. With four USB ports for plugging-in personal devices, big door bins and those heated/chilled cupholders up front, the Koleos cabin is a great place to settle into for a long haul. Size The Koleos is 4,672mm long, 1,678mm high and 1,843mm wide, which makes it a tad shorter than the 4,967mm Skoda Kodiaq. It’s around 40mm narrower too. The Nissan X-Trail is smaller again, at 4,640mm long x 1,820mm wide – but a little higher than either of its rivals. Image 12 of 18 Image 12 of 18 Leg room, head room & passenger space There’s loads of room for driver and passengers in the front of the Koleos, and kneeroom for rear passengers is among the best in the class. Headroom is more than adequate for tall occupants too, and there’s a light and airy feel inside the cabin thanks to the big panoramic sunroof. Boot The large hatchback rear door is powered on top spec Koleos models, so if you waggle your foot under the rear bumper (with the keycard in your pocket) it opens upwards to reveal a spacious boot with a luggage volume of 565 litres. Fold the seats down and you get 1,795 litres of luggage space. It’s a decent showing, but the Skoda Kodiaq is ultimately more practical with a seats up/down boot volume of 720/2,005 litres. The Koleos is rated to tow 2,000 kg which is enough for a caravan or horsebox, but again the Kodiaq bests it with a 2,500 kg limit. 3.7 The Renault Koleos price can look a little steep against rivals such as the Skoda Kodiaq, but once the French machine’s generous equipment levels have been factored-in the differential makes more sense. Running costs for the Koleos will obviously be higher than those of its smaller Renault crossover stablemates, but shouldn’t be too alarming. The most efficient model is the 1.6dCi diesel which can eke up to 57.6mpg out of a gallon of diesel according to the official figures. The standard six-speed manual gearbox helps, as does the fact that the smaller engine only comes with front-wheel drive, saving weight and friction losses compared to the 4x4 models. Image 3 of 18 Image 3 of 18 Even though it’s four-wheel drive only, the 2.0 dCi unit is also pretty efficient - especially considering its decent performance. Official figures suggest up to 50.4mpg is possible with manual gears, or 47.9mpg with the CVT X-Tronic. C02 emissions for the smaller engine are quoted at 128g/km, putting the model in the 27% benefit-in-kind tax band for company car drivers. The bigger engine in 4x4 models emits 148g/km or 156g/km with X-Tronic, so BiK rates are 31 and 33 per cent respectively. While most versions of the Koleos will attract a road tax charge of £140 per year, watch out if you put options on the top model that take the price over £40k. In that case you’ll face an annual £310 surcharge on top of the £140 until the car reaches its sixth birthday. Insurance groups The insurance ratings for the Koleos are based only on the engine, and there’s no difference between rates for trim levels. 1.6-litre diesels are Group 18 while the 2.0-litre cars are group 23. Depreciation Nobody has ever bought a Renault in the expectation of winning the depreciation war at resale time, but the Koleos is an ‘on trend’ machine with a decently premium feel so is likely to do better than some of its stablemates. Aim to retain 40 per cent of value after three years and 30,000 miles, and you might even do a little better – especially if you pick the lower spec.

http://www.autoexpress.co.uk/renault/koleos/101435/4x4

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privateplates4u · 5 years ago

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Renault Koleos review

http://www.autoexpress.co.uk/renault/koleos/101435/4x4

#In-depth reviews

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carsmedd · 6 years ago

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Toyota RAV4 2019 strongly hybrid

This fall, I was able to briefly review the new Toyota RAV4 2019 at driving events organized by the North American Car of the Year Jury. It was then a prototype, on which the finish seemed to me all the same without great defect. Obviously, it was difficult for me to form an opinion on the vehicle by driving it for only 20 minutes, especially since the changes made were radical compared to the old version. Because, you will admit, the new Toyota RAV4 2019 changes completely approach. To please Marina When I saw the new Toyota RAV4 2019, I immediately thought of Marina Orsini, who had once mentioned disgusting modern, rounded SUVs. For her, the "truck look" is important, which is why she owned SUVs with angular lines like the Jeep Cherokee, the 2008 Ford Escape and the Land Rover LR2. It is clear that with the new aesthetic approach, the RAV4 could become the next vehicle of our Quebec star.

Toyota RAV4 2019 strongly hybrid

Obviously, Toyota did not produce the RAV4 for Marina, but rather for all the drivers who, like her, have had some of these difficult-to-distinguish SUVs. Ford Escape , Honda CR-V , Hyundai Tucson , Mazda CX-5 and Nissan Rogue , all SUVs that have very similar lines and severely lack originality despite their beauty. So far, the RAV4 was on this list. However, its new nonconformist aspect may attract the attention of many people who want a little change. Not to mention that Toyota is going for a number of aesthetic strategies with this model, offering traditional-style versions, sport-wrapped hybrids and a seriously adventurous Trail version. Do not displease With more than 55,000 sales nationwide last year, the RAV4 is not only at the top of its class, but also at the top of the builder's sales, with Corolla now a good second. You will have understood that to play boldly with the lines of the vehicle is a rather risky bet. That's why we took care to arrange the cabin so as not to destabilize anyone, but by providing an environment that is spacious, versatile and impeccably ergonomic. Generous cargo space, flat-folding rear seats and a finely-tuned instrument panel are now part of this new new Toyota RAV4.

Toyota RAV4 2019 strongly hybrid

The long list of safety features - including Blind Spot Monitor and Rear Cross Traffic Alert - is of course impressive, but Toyota has responded to comments from those who have criticized the inefficiency of the Entune multimedia system. by adding new features. Clearly, think of a more user-friendly, more intuitive system, and the addition of connectivity with Apple CarPlay. The front heated seats come standard, but we must move to the XLE version so that the steering wheel is entitled to the same treatment. No turbo? We know, fashion is turbo engines . Toyota does not adhere to it. Rather, he chose to maintain a traditional approach by offering a 2.5-liter four-cylinder producing 203 horsepower, which is married to the eight-speed automatic. As an option, a new-generation all-wheel drive is added to the mechanical assembly, which carries up to 50% of the torque at the rear, then redistributes it laterally as needed.

Toyota RAV4 2019 strongly hybrid

By maintaining an atmospheric engine, Toyota eliminates the risk of breakage often associated with turbo engines, and the possibility of a lack of heating in the vehicle. A problem currently experienced by the owners of Honda CR-V and Hyundai Tucson 1.6 liter turbo ... A big disappointment This new Toyota RAV4 benefits from a new structure that is said 57% more rigid than the old one. Suspension geometry has also been revised to improve stability and handling, which can also help reduce sensitivity to side winds. The power is far from nasty and it is well managed by the automatic transmission. However, you will be bitterly disappointed by the very high sound level of the vehicle accelerating. A really annoying point to work on. For the rest, the handling of the new Toyota RAV4 is impeccable. Not as fun to drive as a Mazda CX-5 or as dynamic as a Subaru Forester. Except that the balance of the vehicle and the marked improvement in suspension, braking and steering contribute to an almost exemplary behavior. Obviously, the noise level will be greatly reduced with the adoption of the hybrid version which, for me, remains the most beautiful formula. On the one hand, because the electric motor reduces the effort required during acceleration and therefore reduce the noise level, but also because the torque of the electric motor simply makes driving more enjoyable. Add to that a power gain (combined maximum power of 219 horsepower), an all-wheel drive even more powerful and without drive shaft, and you have there a technologically more advanced vehicle, dynamically more interesting, and which also makes you save about 25% fuel compared to the regular version. All for a higher bill of just $ 1,400.

Toyota RAV4 hybrid? Regarding fuel consumption, it should average about 8 liters per 100 km with the regular version, and about 6 liters with the hybrid. Super gas is not required, and with such a rating, the new Toyota RAV4 hybrid surpasses even a Mitsubishi Outlander PHEV if it runs more than 90 km per day without refill. Disadvantages to the new Toyota RAV4 hybrid? The hybrid is now available in three versions, LE, XLE and Limited. Alas, no Trail version. Nevertheless, it is possible to opt for a sport dressing with a two-tone paint, black painted rims, a firmer suspension and sports tubs. So there's no real disadvantage to choosing the hybrid version that does not limit you in terms of cargo volume, and that even increases the towing capacity to 1,750 lbs (against 1,500 for the ordinary version - except for the Trail version can tow 3,500 lbs).

Toyota RAV4 2019 strongly hybrid

In short, unless you want to opt for the Trail version, which, I agree, displays a good face while offering better capabilities, the hybrid is, in my opinion, a must. A vehicle that outperforms rivals in performance, fuel economy and versatility, and most likely will be more reliable than average. It also means excellent resale value, something you should not overlook. In other words, it's probably the best compact SUV you can get in 2019. This Toyota RAV4 2019 price is available from $25,500 -SEE ALSO:

Porsche 911 Carrera 4S Cabriolet a real supercar

Volkswagen T-Roc R 2019 - Cars Medd

Volvo XC40 review model of 2019

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227snewfacebookfries · 7 years ago

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227's™ Facebook Fries!¡' (aka YouTube Chili' NBA) #Nike'Spicy' NBA Finals Trending News! Spicy' Rolls-Royce Chili' Cullinan revealed: Ultra-luxury Chili' SUV is so British, it curtsies #Walmart'Spicy'Tunes #Nike'Spicy'Tunes Spicy' NBA Mix!

Battling the Bentayga for title of most-coddling sport utility Why did we ever expect the Rolls-Royce Cullinan to look like anything other than a Phantom on a lift kit, minus the trunk? The Rolls-Royce of SUVs perfectly employs Phantom cues, from the raised hood to the strong shoulder line and coach doors. The English off-roader brings a bunch of brand-redefining firsts with it, including all-wheel drive, an off-road driving mode, and a suspension that actively extends the dampers to keep every wheel on the ground. All of the vehicle's innovations serve the tagline that will help sell the Cullinan to wealthy owners: "Effortless, Everywhere." Image Credit: Rolls-Royce The Cullinan stretches 210 inches long on a 130-inch wheelbase, 17.2 inches shorter overall than a Phantom on a wheelbase 9.8 inches shorter. However, the SUV is 5.6 inches wider than the sedan and its roof stands 7.2 inches higher. Built around the same all-aluminum Architecture of Luxury as the Phantom, the extra bits that make the Cullinan ready for dirty work add just 200 pounds compared to the car, for a curb weight of 5,864 pounds. The 6.6-liter twin-turbo V12 (Rolls-Royce still refers to it as a 6.75-liter) produces 563 horsepower and 627 pound-feet of torque, matching the Phantom's horsepower but losing 37 lb-ft of torque. However, the remaining torque comes 100 rpm sooner in the Cullinan than in the Phantom. Rolls-Royce whipped up another narrative trick to keep the Cullinan from being associated with the two-box SUV herd, calling it "the first 'three-box' offer in the SUV sector." With only two boxes visible from outside, we assume Rolls-Royce refers to the available glass partition in the cabin separating the seating area from the cargo, for Cullinans equipped with individual second-row seats. That would make for three distinct areas, and serve as a "nod to the era when luggage was mounted on the exterior of the motor-car, so the occupants did not travel with their belongings." Rolls-Royce CullinanRolls-Royce CullinanRolls-Royce CullinanRolls-Royce Cullinan Speaking of which, the feature we normally call a "tailgate" is called "the Clasp" on the Cullinan, a reference to when drivers put luggage on the outside of the car. The electrically operated two-piece hatch has a narrow lower section that folds down to help support the electronic drawer in the Recreation Module. The module provides custom designed storage for tools suitable to an owner's hobbies, like hawking, hunting, or drone racing, or it can stow the seats and cocktail table for the Rolls-Royce Viewing Suite. The Cullinan earns its chops in the cabin and under the skin. Rolls-Royce didn't specify a standard ride height on the 22-inch wheels, but the SUV lowers itself 1.6 inches when the doors are unlocked, then rises 1.6 inches upon pressing the start button. Inside, passengers encounter a wing-like cowl atop the padded instrument panel, and a slightly rearranged interior compared to the Phantom. Digital instruments and a smaller, thicker steering wheel face the driver, but gone is the glass-fronted "Gallery" available in the Phantom, replaced by "Box Grain" black leather facing. The center screen now responds to touch, but can also be controlled by the Spirit of Ecstasy controller that's been moved from the armrest pull-out to the center tunnel. The passengers in the rear Pavilion Seating sit higher than those in front so they don't miss out on the views ahead. Lounge rear seating provides a fold-down bench that can fit three, with a 60/40 split. Another telltale Rolls-Royce detail comes in knowing the rear headrests move up when folding the seatback so that the headrests don't leave unsightly imprints in the cushions. Individual rear seating means two plush, powered seats, separated by a console that contains a refrigerator, drinks cabinet, whiskey glasses, champagne flutes, and decanter. Merrymakers in back can keep track of the driver's progress on the rear touchscreen map while they imbibe. Rolls-Royce CullinanRolls-Royce CullinanRolls-Royce CullinanRolls-Royce Cullinan Behind the back thrones, the cargo floor normally sits lower than the tops of the rear seat cushions. The height difference prevents cargo from sliding all the way forward when the rear seats are lowered. An owner can raise the cargo floor to create a flat floor. The cargo area can swallow 19 cubic feet with the parcel shelf in place and rear seatbacks up, 21 cubic feet without the shelf, and 68 cubic feet with the cargo floor raised and the rear seats folded. In that guise, the Cullinan can swallow a load eight feet two inches long. We aren't sure how many preset levels the Cullinan's suspension can access, but two suspension height buttons on the center tunnel provide owner control. On its tippy toes, Rolls-Royce says the SUV can wade through up to 21.3 inches of water. The Cullinan can go 1.7 inches deeper into the flood than the Bentley Bentayga, but comes up short of the 35.4-inch wading depth of a Range Rover. The automaker has long crowed about the Phantom's "magic carpet ride," but the Cullinan's self-leveling and electronically controlled air suspension goes one better when in Off-Road mode: An air compressor actively extends the struts to keep the wheels on the ground. There are six terrain modes — rough track, gravel, wet grass, mud, snow or sand — but an owner doesn't need to select them individually; once in Off-Road mode, the Cullinan interprets inputs and camera information to sort everything out. Because, "Effortless, Everywhere." https://www.autoblog.com/2018/05/10/rolls-royce-cullinan-luxury-suv-revealed-558329/?utm_source=zergnet.com&utm_medium=referral&utm_campaign=zergnet_2879689&ncid=txtlnkusaolp00001366

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eddiejpoplar · 6 years ago

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Unshakeable: All-New 2020 Porsche 911 Driven!

VALENCIA, Spain—Déjà vu typically strikes individuals, not large groups of similarly afflicted personalities. But at this point in the evolution of Porsche’s 911, you don’t need to have owned an example of the ageless rear-engine sports car to feel strongly that you’ve been here before.

That’s no criticism of the 2020 Porsche 911 Carrera S, available now to order ahead of deliveries slated to begin this summer. (The same goes for the all-wheel-drive Carrera 4 version.) Instead, take it as an endorsement: Each time Stuttgart sets out to reintroduce the car that has, arguably, affected more impact on an automotive marque’s fortunes than any other nameplate, a fair amount of hand-wringing from the faithful—owners and dreamers alike—accompanies the build-up: Is this the revision that will cock it all up?

No need to beat around the apex here: The eighth-generation 911 is free and clear in that regard. In fact, you might not even call this new Carrera revelatory, other than in the eternal context of Porsche somehow—defiantly, even—managing to take its “nonsensical” rear-drive, six-cylinder platform up another notch for what seems like the billionth time, not the eighth. The internally coded “992” 911 jumps ahead of the outgoing 991.2 via a series of mechanical changes; we previously laid out those upgrades in detail, but a quick recap:

The rear-drive 991 911 Carrera S outweighs the PDK-equipped 991.2 S by 163 pounds; the Carrera 4S gains 158 pounds. Much of the weight gain comes from elements designed to position the platform to accommodate future plug-in-hybrid capability, though there is no official word yet on when such a model might appear.

For example, the standard, revised-with-new-ratios eight-speed (instead of seven) dual-clutch gearbox’s bell-housing features an added casting to facilitate the fitment of an electric motor. (Don’t fret, a seven-speed manual is coming soon.) The brake system for the first time gets an electric rather than pneumatic booster that will allow for brake-power assist even without a combustion engine and a vacuum supply. Other heft-adding items include hardware for the new, wider wheel track; bigger, 21-inch rear wheels and tires; standard LED headlights; a camera-based system that warns of objects ahead; and the overall wider body.

In terms of the body panels and shell, Porsche reduced its use of steel from 63 percent to 30 percent while significantly upping the aluminum content, with 25 percent use of extruded aluminum pieces compared to 3 percent before. In the body shell, this delivers a savings of 26 pounds. All exterior body panels are now aluminum save for the plastic—and relatively cheap to replace—front and rear fascias. Improved joining/fastening/bonding methods mean the chassis is somewhere in the neighborhood of five percent stiffer in terms of torsional and bending rigidity.

But that’s not what you see when you approach the 992. For the first time in the 911’s history, all models come standard with the much-liked wide-body treatment reserved previously for all-wheel-drive and Turbo and GT models. The new Carrera S and 4S get front tracks 1.8 inches wider than before, with the two-wheel-drive S also gaining 1.5 inches in the rear, with fatter bodywork to accommodate it. Regardless of any dynamic benefits the new dimensions bequeath to stability and traction, they make both specifications appear aggressive when viewed from head-on, and especially directly behind. The only complaint anyone should have about this change from a physical-presence standpoint is that Porsche over the years has been so stubborn about implementing it.

Take a seat behind the wheel and the new interior design is pleasing overall; the more time we spent in the car, the more we liked it. A new, customizable-in-color-and-trim dashboard is notable for being influenced by earlier 911s, featuring what Porsche designers refer to as a dash “wing” extending across the cabin from the driver’s side to the passenger’s side. Gone is the integrated center console, this version now separated from the dash by vents. There’s a large, almost 11-inch screen above, but the company describes its overall intent here as “maintaining an analogue feel” from a bygone era; agreeably, there are still real switches to control a variety of functions. There’s too much piano-black trim for our taste—it’s become ubiquitous across the automotive industry and a little stale, not to mention it doesn’t look too nice once dust and fingerprints take over the neighborhood—but the cockpit overall nicely blends “upscale” with “performance-oriented.”

Whatever your take on the 992’s exterior and interior designs, it’s irrelevant if the new 911 lets you down when you operate the traditional left-located ignition to fire the 3.0-liter twin-turbo boxer engine. Frankly, we’d have to start the engine side-by-side to the outgoing car to describe any potentially worthwhile differences, but they do exist inside the flat-six. Horsepower increases compared to the previous version, from 420 to 443 at 6,500 rpm; torque rises by 22 lb-ft to 390 available from 2,300 to 5,000 rpm. Those figures are not far off of the 991.2 911 GTS (450 hp, 405 lb-ft), a car we last year named an Automobile All-Star.

The gains come courtesy of bigger turbos—now symmetrical in design—along with electronically (as opposed to vacuum) controlled wastegates, which quicken boost-pressure control and precision, Porsche says. Cooling improves, too, due in part to a 14-percent larger intercooler positioned smack behind the engine rather than behind the rear wheels. This improves airflow and allows the car to accommodate the cooler’s larger size, since the unit no longer competes for space with the wheels. Finally, there are new piezoelectric fuel injectors in place of the solenoid ones; in a nutshell, they improve fuel-spray by injecting the gasoline from a piece that resembles an umbrella or showerhead rather than the old way of doing it from several individual “pinholes.” The old design allows fuel to strike the top of each cylinder, resulting in less efficient combustion and more residue buildup over time. The piezos not only increase power but also contribute to better emission levels.

All of these improvements indeed equal 991.2 GTS levels of performance, but regardless of where any measurable numbers shake out in tests once we get our hands on the new Carrera stateside, the 992 exhibits incremental yet tangible improvements across the board.

Tackling a severe fusillo of a mountain pass along with others of a certain skill level participating in the launch event, laughter and smiles dominate the day. The revised steering—11 percent quicker in cars without optional rear-steer and 6 percent quicker in those with it—is excellent in both feel and response. Along with the significantly wider front track, it makes the 911’s nose your eager ally, turning into corners with bite yet zero twitchiness. Rather than unsettling drivers who are not used to it, it scopes out your selected arc through corners with radar-guided accuracy.

As the pace quickens and the laughter grows, we encounter no scenario that puts the Carrera S out of sorts. Braking is, as usual with modern Porsche sports cars, a delightful experience, made extra so in this case by improved pedal feel. You can adjust this car’s attitude on the brake pedal as well as on the throttle, which leads to perhaps over-exuberant behavior: Our group becomes more brazen by the corner, even more brazen by the mile. Braking comes later and later, turn-in quicker and quicker, almost as if there is no end of capability in sight. Never does the chassis protest, and neither does it tell us we’re pushing our luck.

Everything is under control, and then some, even when mashing the left pedal past the ABS threshold on bumpy, uneven brake zones while simultaneously asking the nose to point toward its target. Porsche points out that the brake-pedal travel is shorter, and the pedal itself is now made from “an organic sheet-composite material consisting of steel, carbon fiber, and plastics. It weighs 10.6 ounces [emphasis ours] less than the previous steel component. This leads to a more immediate brake response, and the driver can also feel a very precise pressure point because of the firm connection.” OK, then.

Helping matters more is the fact the development team raised the rear-brake rotor size from 13.0 to 13.8 inches, the same size as the front. It could do so because, for the first time on non-GT3 RS or GT2 RS models, the Carrera S and 4S come standard with not only wider rear tires but also staggered wheel diameters; the rears measure 21 inches, the fronts 20.

Put these modifications alongside the first major revamp of Porsche’s Bilstein-based active, magnetically adjustable suspension system (PASM), and comfort improves along with performance—the holy grail of road-car setups. PASM in this form modifies its damping constantly; originating to its launch 15 years ago with the 997, it adjusted only at the top and bottom of its travel. So while the base suspension’s front spring rate increases by 15 percent and at the rear by 14, the car’s damping, body control, and comfort over rough roads is tangibly better. It’s an impressive trick, even for what was already a world-class performer in that sense.

Upon arriving from our road loop to the Circuit Ricardo Tormo MotoGP racetrack, we did a few quick instructor-led laps of the 2.49-mile layout to get a taste of the car’s track-day capabilities. Through heavy brake zones and quick transitions, it confirmed what we learned on the road drive: It’s quick, fast, and easy to extract a high level of performance from. Certainly higher than any Carrera S that has come before. Its larger pop-up rear spoiler—it also has an airbrake function—and overall aerodynamics don’t produce significant downforce, but the butt-test says they validate Porsche’s claim of cancelling aerodynamic lift. Slight understeer is naturally the order of the day if you overdrive the car but not overly so; the chassis well answers calls to rotate if you get your brake release and steering inputs right. The engine upgrades add to the punch; the suspension (read: traction and nimbleness) improvements and wider track allow the meaty torque curve to pull the car out of corners like a rocket in third gear. If we have a niggle after this early first drive, we expect Porsche to sooner or later offer an even grippier, more consistent Michelin tire as an alternative to the OEM Pirelli P Zeros, though we got no solid answer as to when that might occur.

More 992 variants and performance will come of course, as the car orbits through its years-long lifecycle. But as ex-Formula 1 and Porsche Le Mans driver Mark Webber said to us on a flying, ride-along lap of the Valencia circuit to close the day: “They’ve done a wicked job with this one, I’d say.”

Yes, he’s on the payroll, so there’s that. But after seven previous generations of 911, we’ve seen this all before.

2020 Porsche 911 Carrera S/4S Specifications

ON SALE Now (deliveries in summer) PRICE S, $114,250; 4S, $121,650 ENGINE 3.0L DOHC 24-valve twin-turbocharged flat-6; 443 hp @ 6,500 rpm, 390 lb-ft @ 2,300 rpm TRANSMISSION 8-speed dual-clutch automatic LAYOUT 2-door, 2+2-passenger, rear-engine RWD or AWD coupe EPA MILEAGE N/A L x W x H 177.9–178.4 x 79.7 x 51.2 in WHEELBASE 96.5 in WEIGHT 3,382–3,487 lb 0-60 MPH 3.4–3.5 sec (est) TOP SPEED 190–191 mph

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jesusvasser · 6 years ago

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Unshakeable: All-New 2020 Porsche 911 Driven!

Yes, he’s on the payroll, so there’s that. But after seven previous generations of 911, we’ve seen this all before.

2020 Porsche 911 Carrera S/4S Specifications

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jonathanbelloblog · 6 years ago

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Unshakeable: All-New 2020 Porsche 911 Driven!

Yes, he’s on the payroll, so there’s that. But after seven previous generations of 911, we’ve seen this all before.

2020 Porsche 911 Carrera S/4S Specifications

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itsworn · 6 years ago

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Dyno Test: Exploring Methanol Injection on a Turbo LS

When it comes to pump-gas performance, the name of the game is usually compromise. Unfortunately for turbo LS (or other) enthusiasts, real street (and some track) cars walk that fine line between drivability and maximum performance. Who among us doesn’t want big power? But who is willing to sacrifice our daily driven street car for that track-star performance? Not surprisingly, the two are at opposite ends of the spectrum, so catering to one side will negatively affect the other. Nowhere is this scenario more evident than the limitations presented with the use of pump gas. The elevated octane associated with race fuel allows a powerful combination of both boost and timing. The diminished octane offered by pump gas requires one or both of these to be significantly scaled back. The result of the reduction in boost and/or timing is a significant reduction in power. Though none of us want less power, it is a much better choice than the alternative, meaning engine damage from detonation! What the performance world needs is a way to combine the performance potential of race fuel with the affordability of pump gas. Time to let it snow!

The SBE LY6 test mule featured only increased ring gap. Extra power for the stock bottom end came from a set of TFS 225 heads, a BTR Stage 3 turbo cam and Dorman LS6 intake. This 6.0L combo was capable of producing over 500 hp in naturally aspirated trim.

When it comes time to maximize performance on a boosted application, the added octane from race fuel can be very beneficial. The additional octane (compared to pump gas) offered by race fuel allows you to increase timing and/or boost pressure to maximize power production. By contrast, the lower-octane pump gas will not tolerate elevated boost and/or timing values. For those unfamiliar, octane rating is actually a measurement of the fuel’s resistance to detonation, the higher the rating, the greater the resistance. The greater the resistance to detonation, the more timing and boost the combination will safely tolerate. Having to dial back timing or boost to compensate for the low-octane pump gas will definitely cost performance, but there is a trade off. As nice as it would be to drive around with full timing and boost at the ready, the cost to do so would be prohibitive for most enthusiasts. Imagine reaching deep into your wallet to pay for $10/gallon (or more) race gas at every fuel stop! Who can afford that, right?

To monitor the inlet air temps, we positioned a thermal probe in the inlet tract just after the Accufab throttle body.

For most, the choice comes down to high-priced race fuel and more performance, or, less-expensive pump gas, and reduced performance. We are here to tell you, there is a third option, and it’s called water/methanol injection. A little company called Snow Performance has been advocating the benefits of water/methanol for years, and for good reason. Their Boost Cooler systems have been proven time and time again in the heat of battle, and the systems from Snow Performance continue to evolve. So what are the benefits of the Snow Performance Boost Cooler, and (more importantly) how well does it work? The major benefits offered by the Boost Cooler include increased octane and charge cooling, both of which help to keep harmful detonation at bay while simultaneously allowing increased timing and boost for further power gains. In essence, water/meth injection can be used as an effective replacement for expensive race fuel. The methanol portion of the mixture offers a significant increase in octane rating compared to typical pump gas. When you toss in the additional charge cooling offered by the methanol with the anti-detonate properties of water, you have a potentially powerful combination.

Snow Boost Cooler kits start at around $360 (upgraded braided line kit shown).

So now that we understand the theory behind water/methanol injection, let’s take a look at how it performs in the real world. To illustrate the power gains offered by a Snow Performance Boost Cooler system, we set up a turbocharged LS test motor. The stock bottom end (SBE) 6.0L was somewhat famous, having already produced 1,543 hp at 29.2 psi for an episode of Engine Masters TV. Originally a Gen 4 LY6 short-block, the only change to the SBE was to increase the factory ring gap. To help produce power, the LY6 was treated to a set of CNC-ported, TFS 225 heads, a Stage 3 turbo cam from Brian Tooley Racing, and (for this test) a Dorman LS6 intake. Also present were 120-pound Holley injectors, an Accufab throttle body, and single LJMS Borg S475 turbo. The DIY turbo kit included reversed truck manifolds feeding a custom Y-pipe. The Y-pipe fed a single T4 S475 from LJMS, while boost was controlled by a pair of Hyper-Gate45 waste gates from Turbo Smart. To ensure safety, and allow us to run identical timing with both combos, we ran all of the testing on 118-octane Rocket-Brand race fuel.

The 6.0L truck exhaust manifolds fed a custom 2.5-inch Y-pipe build by JFab. Note the provisions for dual waste gates.

To get things started, we ran the non-intercooled, turbo motor at a peak boost pressure near 13 psi. The ignition timing was kept constant at 20 degrees, while the air/fuel ratio for each combination was optimized at 11.7:1. Run with a Holley HP ECU, the non-intercooled turbo 6.0L produced peak numbers of 856 hp at 6,600 rpm and 713 lb-ft of torque at 5,200 rpm. After our baseline run, we installed the Snow Boost Cooler then configured the adjustable system to start the injection at 5 psi, then reach 100 percent once the boost pressure reached 12 psi. The results were immediate, as the power output jumped to 868 hp and 748 lb-ft of torque. The gains offered by the Snow Boost Cooler were dramatic through the entire rev range, with gains as high as 44 horsepower. Naturally we logged the inlet air temperature (IATs) during both of the runs, and the Snow Boost Cooler dropped the temps by nearly 100 degrees! Run without the water/meth injection, the IATs reached a peak of 200 degrees, but this dropped to just 107 degrees with the Snow system. It should be noted that no changes were made to timing or boost with this test, and the cooling effects offered with the water/meth kit would certainly allow more of both compared to pump gas (meaning the power gains would be even greater). So if you run on pump gas, and want more power, just let it Snow!

On The Dyno

The benefits of cooling the inlet air temps on a turbo motor have never been more evident that in this graph. Running the modified 6.0L LS with the single S475 Borg Warner turbo from LJMS resulted in impressive power. What LS enthusiasts would like to have 850 hp at their beck and call? Things got even better after we activated the Snow Performance Boost Cooler system. Running the specified Boost Juice through a #6 nozzle with a 5 psi activation point and full on by 12 psi, the water-meth kit improved the power output by as much as 44 hp. We liked the fact that the Snow system improved the power output through the entire curve. We also feel that a little more tuning with the Snow system might further improve the power output at the top of the rev range. The additional timing and/or boost available with this system (compared to pump gas) would yield even greater gains had we not run race fuel on both combos.

Air Charge Temp

Though most turbo guys will be more interested in the horsepower and torque gains, the drop in charge temperature was every bit as important. As is evident by the graph, the Snow water/meth system dropped the charge temps by nearly 100 degrees, from 200 degrees to 107 degrees. A little more injection might lower the peak charge temps even further, but we ran out of dyno time for fine tuning the system. It is important to point out we made no changes to timing or air/fuel ratio during testing, but the lower charge temps would certainly allow adjustments to both to further improve power.

With great boost, comes great cooling responsibility!

Our turbo system started out life as a set of stock, 6.0L truck manifolds. The factory manifolds were reversed to form the DIY kit, but still offered plenty of plug access and eliminated burnt plug wires.

Boost was supplied to our modified 6.0L by a single Borg Warner S475 turbo from LJMS. This S475 featured a standard housing, cast compressor wheel, 83mm turbine wheel, and T4 turbine housing.

Knowing boost control was critical, we installed a pair of Gen V, Hyper-Gate45 waste gates from Turbo Smart. Check out the open port (next to the vacuum/boost reference line) for water cooling!

Though they begged us to upgrade to the latest generation, we had nothing but good luck running this OG Race-Port blow-off valve from Turbo Smart. Note the multi-colored discharge tube we configured on our non-intercooled turbo motor.

We started by running the turbo 6.0L in non-intercooled trim. Run at a peak boost pressure of 12.6 psi, the turbo LS produced 856 hp at 6,600 rpm and 713 lb-ft at 5,200 rpm.

After running the baseline in non-intercooled form, we installed the Snow water/meth nozzle in the discharge tube. We selected a #6 nozzle for our turbo 6.0L.

Using the supplied plastic line, we connected the nozzle to the injection pump.

We took the liberty of hanging the water/meth supply tank on the dyno to gravity feed the injection pump. Note the plastic feed line to the pump at the bottom of the tank.

The major player in the water/meth system was the high-pressure injection pump.

Since we were using the Boost Cooler water/meth injection kit, we opted to include their Boost Juice (49 percent methanol, 51 percent distilled water).

The kit includes this hand-held, digital programmer/gauge assembly.

Using the gauge, we programmed the starting point of the injection for 5 psi.

We then programmed maxed injection (100 percent) for 12 psi

We then made sure to activate the injection by switching it on. Injection started once the preset boost level (5 psi) was reached.

Run on the dyno with the Snow Boost Cooler water/meth injection, the peak power numbers jumped to 868 hp and 747 lb-ft of torque, but the gains in the middle of the rpm range were as high as 44 hp.

The post Dyno Test: Exploring Methanol Injection on a Turbo LS appeared first on Hot Rod Network.

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numberplates4u-blog · 5 years ago

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Hyundai Kona review

For Refined when cruising along, plenty of scope for personalisation, four-wheel drive available Our Rating 3 Against Stiff ride, especially on larger wheels, smaller engine has narrow powerband, four-wheel-drive model is very pricey 2017 The Hyundai Kona's funky looks will appeal to some, but the driving experience is firmly in the middle of the pack The Hyundai Kona is a car clearly designed to sell on design. It's not that rewarding to drive, thanks to lifeless steering and a 1.0-litre engine that isn't as flexible as the small units in some of the car's rivals. The ride is unsettled on the larger wheels that come on many versions, and there's not as much passenger or luggage space on board as you'll find in some competitors. There's an EV version coming that could be a standout car in the class; as it stands, though, the Kona is in the middle of the pack if you're after an alternative to a Nissan Juke or Renault Captur. 18 Oct, 2017 4 We're not about to deliver a verdict on how the Kona looks; that's for customers to decide. But there's no doubt that the car's exterior styling is going to split opinion. Hyundai is counting on it, in fact, because there's nothing worse in the image-conscious small SUV market than having a car that fails to provoke a reaction. The Kona certainly errs towards the 'rugged' end of the baby SUV market. It has slim, aggressive-looking headlights, complex body surfacing with plenty of creases, and swathes of black plastic around the wheelarches to give it at least the look of something that could go off road. There is a basic flat paint scheme, but the vast majority of buyers will pay the extra to go for one of the metallic or 'metallic pearl' finishes. Hyundai is dividing the colours into two groups - 'Neutral', which includes white and silver, and 'Vivid', which brings a strong red and blue, plus a lime-green shade that's called 'Acid Yellow'. The Vivid shades also come with a contrast roof colour. The entry-level version of the Kona gets 16in alloy wheels, while SE models step this up to 17-inchers. Everything above that gets 18in rims, which look suitably chunky under the plastic-clad arches. Inside, it's a far more conventional affair. True, there's the odd flourish - a little bit of body-coloured surround on the dashboard, and body-coloured seat belts (they can look garish if you've gone for Acid Yellow, for example). But in the most part, the Kona's cabin could be any other Hyundai. That's particularly true on the facia, which mixes conventional dials with, on all but the entry-level edition, a colour touchscreen display that's mounted high up in the centre of the dashboard. It all makes perfect functional sense, but it's also relatively short on inspiration - a match, in many ways, for the ultra-conservative cabin of the SEAT Arona. The quality of the materials is harder to fault; there are soft-touch fabrics in more of the door lining than you'll find in lots of the Kona's rivals, and you'll have to look hard to find some really scratchy plastic. The Hyundai feels like it's absolutely on the money in this area, at least. Go far enough up the range and you'll get some extra tech to make the front cabin feel a teeny bit more special; there's a head-up display, for example, which is still a relatively rare feature in this class. The rest of the controls are easy to access, with simple switches for the heating and ventilation, and other features on higher-end models, such as the heated and cooled seats, controlled via buttons at either side of the gear stick. Sat-nav, stereo and infotainment The entry-level Kona, S trim, gets an infotainment system so basic that we haven't even been allowed anywhere near it yet. It's a monochrome LCD display-based set-up, although it does at least include DAB and Bluetooth. Image 11 of 28 Image 11 of 28 SE editions get a seven-inch colour touchscreen system, incorporating plenty of phone connectivity with Android Auto and Apple CarPlay. The system is slick enough and the processing power behind it is quick to respond to inputs. Premium, Premium SE and Premium GT models get an uprated system with an eight-inch display and an eight-speaker KRELL audio set-up. It also includes navigation, but the software itself isn't as clear as the phone navigation that you can access through Android and Apple - so we wouldn't upgrade for this feature alone. Premium SE and GT models also bring a head-up display as standard; it's a comparative rarity for the class, and Hyundai's system is one of the largest on the market, with information being projected onto an eight-inch screen beyond the instrument binnacle. The dashboard contains an aux-in and a single USB socket at the bottom of the centre console; this is welcome enough, but we'd have preferred to see a second USB slot instead of the pair of 12V sockets that are positioned in the same place. 3.5 We haven't really seen a small SUV that's genuinely involving to drive - and the Kona doesn't come close to bucking this trend. It has few vices, admittedly, but there is precious little scope for enjoyment either. The 1.0 engine has just about enough grunt for most everyday situations, although you'll need to keep an eye on the rev-counter if you're about to attempt overtaking. That's because the three-cylinder turbocharged engine has a pretty narrow power band; Hyundai claims peak torque between 1,500rpm and 4,000rpm, but it feels like it starts about 700rpm higher than that. Drop out of this area and you'll soon find yourself becoming impatient as you wait for the motor to spin up to its best potential again. Other three-cylinder units on the market are a bit more forgiving - notably Citroen's and Peugeot's excellent 1.2 PureTech. The Kona’s transmission (a six-speed manual on all but the 1.6 version) isn’t the slickest either, but it’s quick enough as long as you’re positive with shifts. The squared-off gear knob doesn’t sit particularly easily in the hand, though. The chassis is set up to understeer at anything approaching its limit, and it does - although in fairness, the front end hangs on gamely unless you really throw it at a corner. This in itself is harder to do than it should be, because the steering - presumably calibrated in the name of ‘sportiness’ - is unusually heavy for a car of this type. Image 4 of 28 Image 4 of 28 The car stays pretty flat in corners, but the trade-off for this is a brittle ride on all but smooth surfaces; the rear end jolts over potholes and expansion joints, and the Kona never quite settles down over the sort of patchwork tarmac that you tend to find at the edges of plenty of British roads. Tyre size will play a part in this, of course. S and SE models come with 16in and 17in wheels respectively, and we'd strongly recommend you ask for a back-to-back test before committing to the 18in items that come with Premium, Premium SE and Premium GT versions. At least the Kona’s pretty quiet once it’s up to speed, as the characterful three-cylinder note fades away. Wind noise seems well isolated, too, so there’s not much of a rush from around the side mirrors. The 1.6 T-GDi model gets a different chassis set-up, with more complex rear suspension - and this goes some way towards negating the harsher experience of its 18in wheels. You can definitely tell that there's something more sophisticated at the back end. This car's dual-clutch gearbox (the only automatic Kona on offer, at the moment) isn't too bad, either, delivering only rare jerky shifts at low speeds around town. The 1.6 engine has more punch too, of course - plenty for a car of this size, in fact. Engines The Kona comes with a choice of engines - although in truth, the vast majority of customers will end up in the more modest of the pair. It's a turbocharged 1.0-litre three-cylinder motor, producing 118bhp and 175Nm of torque. On the whole, this engine is punchy enough for a car like the Kona. But in practice, we find its powerband a little narrow - and it's quick to punish you with sluggish progress if you allow the revs to dip much below 2,000rpm. You can easily hear that it's a three-cylinder engine when it's being revved, thanks to the characteristic thrum, but at a steady cruise the 1.0 drifts nicely into the background. The other engine is a turbocharged 1.6-litre four-cylinder engine, with 175bhp and 265Nm. This feels an altogether more grown-up offering, with real pace (0-62mph in under eight seconds) and plenty of mid-range punch when you need it. It's available only with a seven-speed dual-clutch automatic gearbox and four-wheel drive, though - and restricted to the most expensive trim level. Small wonder that Hyundai reckons this will account for no more than two percent of all Kona sales in the UK. Image 5 of 28 Image 5 of 28 There's no diesel Kona yet, incidentally, but a 1.6-litre version with around 113bhp is expected in the first half of 2018 - a few months before an all-electric version of the car lands in UK showrooms. 4.1 The Kona features an intriguing mix of 'old' and new. Its turbocharged petrol engines are relatively proven units from elsewhere in the company's line-up, but the mechanical components underneath them - the chassis, in other words - is entirely new and, for the time being at least, bespoke to this car. Even so, we'd expect that the latest design and construction techniques should deliver respectable reliability - especially when the known quantities of the engines and transmissions are taken into account. The Kona's too new to have featured in our Driver Power survey, but Hyundai as a brand finished 10th in the most recent data. That was a decent placing - and well clear of the manufacturers of some of the Kona's key rivals, notably Citroen. But it was also behind the likes of SEAT and Kia, who both now have competitors for this car. Image 18 of 28 Image 18 of 28 The Kona hasn't been tested yet by Euro NCAP, but Hyundai will be targeting a full five-star rating. All Konas get front, front side and curtain airbags, driver attention alert, lane-keep assist and hill-start assist control. Some of the more expensive editions include rear cross-traffic alert and the range-topping Premium GT model gets a safety pack that brings pedestrian recognition as part of an autonomous emergency braking system. It's good to see, too, that this top-line feature is available as an option, even on the most basic S trim level. Warranty Hyundai has one of the strongest warranty packages on the market, and the Kona gets the same level of cover as any of the Korean brand's other offerings. That means a five-year warranty with unlimited mileage; only Kia's seven-year deal offers a longer period of cover. Hyundai's package also includes five years of annual vehicle health checks, five years of roadside assistance, and a 12-year anti-perforation warranty. Servicing Hyundai hasn't released servicing costs for the Kona yet. However, we'd expect the car to be included on the company's fixed-price servicing deal, which can run over two, three or five years, and includes the capacity for the cost to be split into monthly payments. The petrol Konas should fall into the same bracket as the likes of the i20 and i30 - so a three-year deal would cost around £500. That's not the cheapest in the industry, but it is a good way of budgeting your running costs during a typical three-year ownership period. 3.1 The level of practicality in the Kona illustrates just how quickly the small SUV market is developing. When Hyundai started work on its small SUV, it presumably benchmarked cars like the Nissan Juke and Renault Captur for passenger space and boot capacity. Compared with these cars, then, the Kona doesn't do badly. But the game has clearly moved on in the meantime, because Hyundai's offering feels less capable of dealing with family life than, say, the latest Citroen C3 Aircross. Kona S models have the biggest boot, because they do without a spacesaver spare wheel (they get tyre sealant instead). But even so, the capacity of 361 litres is still some way adrift of the 400 litres in a SEAT Arona - and the C3 Aircross can deliver up to 120 litres more than that again. This gap widens when you go to SE and above in the Kona range, of course; these versions offer just 334 litres, which is barely any more than many modern superminis. Fold the rear seats down and you get 1,143 litres (S) or 1,116 litres (everything else) - no better than respectable. There are no clever boot tricks like a variable-height floor or dividers, either. Image 17 of 28 Image 17 of 28 Many buyers won't be put off by this relative shortage of versatility, of course - but the Kona doesn't quite feel like a vehicle that could cope with the lifestyle of a small family. There's plenty of room in the front cabin for a couple of grown-ups, and they shouldn't have any problems with headroom. But if there's a pair of six-footers up front, the rear cabin looks a little bit tight for knee and legroom. Again, some of the Kona's likely rivals are considerably more versatile. Size The Kona is 4,165mm long, 1,800mm wide (2,070 including mirrors) and up to 1,568mm high, depending on which wheel size you opt for. By comparison, the firm's i20 supermini is about 13cm shorter and 6cm narrower. The Kona is a centimetre longer than the C3 Aircross, as well as being a little wider. But it's lower, even when fitted with 18in wheels. Leg room, head room & passenger space The Kona is a nominal five-seater, of course, but it's still fundamentally a supermini-sized cabin - and you should factor that in if you regularly need to carry four adults. There's plenty of space up front for six-footers, but those in the back seats may complain about a shortage of leg and kneeroom on longer journeys. Boot The Kona's boot is no better than average in a class that's fast developing to offer genuine small family cars. In anything other than S spec (so with a spacesaver wheel), the boot capacity is only 334 litres; that's a world away from the likes of the C3 Aircross, which can offer up to 520 litres when its trick rear seats are pushed fully forward. 4 Hyundai believes that it can attract downsizers and hip, trendy young families into the Kona. And it's being pretty bold with the pricing as a result. The figures are pitched against other small SUVs instead of Hyundai's other small cars, like the i20 or even the i30, so they start at around the same level as the SEAT Arona's. That means they're higher than, say, the C3 Aircross's entry point - but that most basic Citroen is so basic that it's almost an irrelevance. Let's just say that the Kona is in the ballpark as far as its mainstream variants go. There are a few anomalies in the Hyundai's fuel efficiency that you need to watch out for. The 1.0 version's official economy and CO2 figures start at 54.3mpg and 117g/km - but these only apply to the most basic S trim, which gets a (much lighter) can of tyre sealant instead of a spare wheel, and runs on 16in tyres. The rest of the 1.0 line-up - complete with spacesaver and either 17in or 18in wheels - manages official figures of 52.3mpg and 125g/km. These are some way adrift of the likes of the C3 Aircross and Arona, which feature a range of powerplants below 120g/km. The Citroen offers a diesel option, too, that gets to 70mpg and 104g/km. The higher-powered Kona is worse again, because while it's an efficient enough engine, it's paired up with a dual-clutch auto gearbox and four-wheel drive. It only returns official figures of 42.2mpg and 153g/km - some way adrift of the admittedly less powerful auto C3 Aircross (126g/km) and DSG auto Arona (113g/km). Indeed, the Hyundai's fuel efficiency looks more in line with that of established but relatively old small SUVs like the Juke and Captur - highlighting how the class is moving on quickly. The Kona could well strike back on this front in the second half of 2018, though, when Hyundai makes use of the car's bespoke platform to introduce an all-electric version. The firm is targeting a full-battery range of around 240 miles, which would make the car one of the more capable small EVs on the market. Insurance groups Hyundai hasn't confirmed any insurance groups for the Kona yet. We'd expect it to cost more than the likes of the i20, though, because of the car's positioning as a more premium product, higher up the range. Depreciation It's still a bit too early to get concrete figures on how well the Kona is expected to retain its value. But it's worth pointing out that as a trend, small SUVs are generally being given more promising figures than conventional superminis and, in particular, small MPVs. Image 7 of 28 Image 7 of 28 As a general guide, we'd expect the entry-level S edition and the range-topping Premium GT to have the weakest resale values, because the most extreme ends of a model range tend to perform that way. Much will depend on what Hyundai does on finance - and whether the firm offers deposit contribution deals.

http://www.autoexpress.co.uk/hyundai/kona/101395/suv

#In-depth reviews

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privateplates4u · 5 years ago

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Hyundai Kona review

http://www.autoexpress.co.uk/hyundai/kona/101395/suv

#In-depth reviews

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robertkstone · 7 years ago

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Ford F-150 is the 2018 Motor Trend Truck of the Year

Ford gambled more than $1 billion and abandoned seven decades of steel bodywork to create a 2015 F-150 with an aluminum body. Dropping a claimed 700 pounds would improve fuel economy, increase towing capacity, improve power-to-weight ratios, and create a truck with fewer parts subject to rust.

The move was bold and expensive. Two truck plants closed for 13 weeks each to gut the body shop. Months of downtime meant the lost sale of 60,000 trucks valued at $40,000 or higher, followed by a slow rollout. Ford endured a year of lost market share and profits. Critics called it an unnecessary and costly mistake.

Once the new F-150 arrived, Ford had to fend off GM’s allegations that aluminum wasn’t as tough as Chevy steel. And Ford still was trailing the fuel efficiency chase to the Ram diesel.

Ford fought back, saying reducing weight was just step one in a more comprehensive reimagining of the F-150. Still to come were a new powertrain lineup with new engines, improvements to existing ones, and a new transmission.

Patience, Ford pleaded. We’re just getting started.

Three years ago, we determined the new F-150 had a nice body but that not all the details had been sorted out. The F-150 lost the Motor Trend 2015 Truck of the Year title to the Chevrolet Colorado.

Fast-forward to today. For 2018 Truck of the Year testing, Ford gave us four variants to show the breadth of the changes under the hood. Ford has been busy; the interiors have gotten nicer, the infotainment system more intuitive, the steering better. The F-150 chassis is stupendous, the innovations have increased, and it has earned an NHTSA five-star safety rating.

It was unanimous. The Ford F-150 is Motor Trend’s 2018 Truck of the Year. “It was a pretty resounding win,” road test editor Chris Walton said. “Nothing really came close.”

The F-150 was once again up against its nemesis: the Colorado ZR2 Crew Cab with either a 3.6-liter V-6 or a 2.8-liter turbodiesel I-4. And there was the GMC Sierra Denali 3500 HD, a dually with a 6.6-liter Duramax turbodiesel V-8.

Ford proved its superiority with an impressive range of trucks with a different grille and wheel-tire combo for every taste and ride and handling that have come a long way since 2015.

2018 Ford F-150 4×2 Supercab XL

This rear-drive work truck with lots of rubber and vinyl, a front bench seat, an AM/FM radio, a CD player, and a slotted coin holder has an element of purity. There is a wisp of nostalgia listening to the 3.3-liter naturally aspirated V-6 work to produce 290 horsepower and 265 lb-ft of torque. It was visceral while delivering the lineup’s second-best efficiency at 19/25 mpg in city/highway driving. (The rear-drive 2.7 EcoBoost ups those numbers by 1 mpg each.) “I always fall in love with the base models,” editor-in-chief Ed Loh said.

WORKIN’ IT Despite the lengthy list of pricey variants, we were nonetheless wowed by the capability of the basic F-150 work truck.

We were not as misty-eyed about the carryover six-speed automatic. Executive editor Mark Rechtin experienced an abundance of gear hunting uphill, whereupon it stayed in sixth gear downhill and would only downshift in Sport or Tow mode. Associate online editor Alex Nishimoto also experienced weird gear choices—he once downshifted to second in Sport mode downhill at 40 mph. Some liked the start/stop system, but others found it a bit harsh and felt it paired better with the 10-speed.

It was a pretty resounding win. Nothing really came close.

Our entry truck has less ground clearance and no four-wheel drive, so it could not get to our washed-out quarry of choice for the dirt-drifting shenanigans that the four-wheel-drive F-150s enjoyed.

The XL is a champ with a trailer. It weighed less than the trailer it towed (not to mention the smaller Colorado) but tied for the second-fastest quarter mile while laden and was a handling master on the skidpad. Features editor Christian Seabaugh was impressed. “The little 3.3 has zero trouble towing its 5,000-pound trailer,” he said. “Tow/Haul mode keeps the gears low and the engine roaring. No shift shock. Rock solid and stable. Super easy to park this trailer, too.”

The bare-bones truck has a boxed steel frame, a locking removable tailgate, pickup box tie-down hooks, trailer sway control, hitch assist, hill-start assist, and curve control standard.

“I love the tiny screen that still gives you all the major features (except for navigation),” said Loh, who used USB and Bluetooth to play Pandora, Spotify, Amazon Music, and NPR One. “The backup camera works well and has a zoom feature that allowed me to connect a trailer with little help from the spotter. Everything works. Nothing is luxe. That’s the way it is supposed to be—functional.”

It’s easy to question this F-150’s value proposition when focusing on its $32,760 starting price, but when you look at its class-leading payload and towing capacity, the bill becomes easier to swallow. Trucks are made to work, after all. Still, the base F-150 is a few thousand dollars more than some competitive half-ton pickups when comparably equipped.

Our tester came to $36,285 with the must-have spray-in bedliner option, chrome appearance package, cruise control, and 17-inch painted aluminum wheels with Michelin LTX M/S2 tires.

2018 F-150 4×4 Supercrew Lariat

Seabaugh thinks the $995 bump for the 2.7-liter twin-turbo EcoBoost V-6 engine (325 hp and 400 lb-ft of torque) and the 10-speed transmission is money well spent. This is one of the new engines a lighter-bodied F-150 made possible. (Buyers can also opt for the 3.5-liter EcoBoost V-6, which we didn’t test in this variant because it was in play last year.)

“I can’t believe that such a tiny engine can produce this much power,” Motor Trend en Español editor Miguel Cortina said. “This is probably the one that I would get if it were my own money.” That will be $48,265 please, Mr. Cortina, if you want the base model; it’s $60,475 for our tester.

Walton was impressed. “It never fails to amaze me how well pickup trucks drive now,” he said. “The 2.7 is all the engine most folks will ever need, and the steering is shockingly precise.” On the sweeping curve of the Davis Dam grade where Walton measured steering input, the truck held its steering angle like it was on railway tracks. The Lariat’s strong brakes and street tires brought it to a stop from 60 mph in 119 feet—impressive for a truck weighing 5,265 pounds. The chassis is fantastic, shining the way we think Ford originally wanted it to. “It is an absolute sweetheart to drift,” Seabaugh said.

Loh gave kudos to Ford for leading the way on safety technology with airbag-equipped seat belts for rear passengers and a lane keeping assist system that gently caresses (rather than nudges) the truck back to the center of the lane.

Where the 2.7-liter failed to impress was the downhill on the Davis Dam. With cruise control set to 65 mph, the Lariat’s small displacement meant insufficient engine braking for its cargo load—hitting 76.2 mph in our test. Otherwise it did the loop with less drama than other trucks, exploiting the torque to its advantage.

The $48,265 base model has foglamps, BoxLink cargo management, a power-sliding rear window, an 8.0-inch screen, Sync 3, adjustable pedals, and heated/cooled front seats. Extras on our $60,475 tester include a bedliner, a twin-panel moonroof, 20-inch wheels with Goodyear Wrangler tires, active park assist, a 360-degree camera, blind-spot detection with trailer tow monitoring, remote start, and heated power-folding mirrors, steering wheel, and second-row seats.

A quibble: the console shifter’s too-soft detents. It is too easy to shift from park past drive and into Manual mode, Nishimoto found. Going the other way, it frequently zipped past reverse and into park—an anxiety on quick three-point turns. But we all liked the 10-speed automatic, which kicks down several gears instantly on acceleration, going from 10th to fifth at 65 mph at wide-open throttle.

2018 F-150 4×4 Supercrew Platinum

Yes, a good old-fashioned V-8. The 5.0-liter has the same torque as the 2.7-liter turbo V-6 at 400 lb-ft, but it ups the ante with 395 hp and the rumble of a V-8, which was once the staple of every full-size truck. Emotionally, it’s the engine we want: relaxed, steady power.

We expected the Raptor to dominate the performance tests, but the 5.0-liter is right on top of it. It wasn’t much slower from 0 to 60 mph, and even though they tied in the quarter mile, the 5.0-liter was going 96.6 mph to the Raptor’s 91.4—so it was passing like a freight train. “That kind of shocked me,” Walton said. The 5.0-liter sounds and hauls like a truck should. It did the quarter mile in 20.3 seconds at 71.9 mph while from PerformanceJunk WP Feed 3 http://ift.tt/2hWRxNi via IFTTT

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superautoreviews · 7 years ago

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2020 Ford Edge Price, Interior, Review

New Post has been published on http://fordrumors.xyz/2020-ford-edge-price-interior-review/

2020 Ford Edge Price, Interior, Review

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2020 Ford Edge Price, Interior, Review – More fresh styling along with a transmission update from an automated with six rates of speed to one with nine. The changes would be mid-cycle updates to your traditional five-passenger midsize crossover SUV previous entirely newly designed for model-season 2015 and scheduled because of its next total redesign in the design year 2020. 2020 Ford Edge will come back to Ford’s ’18 collection since the greater, more expensive boost from the small Escape so when a sportier substitute for the in the same way sized but more loved ones-oriented Explorer.

Why should I wait for a 2020 Ford Edge?

2020 Ford Edge Price

To find out what Ford does to upgrade design of the 2020 Ford Edge that also looks refreshing right after 36 months on your way. Hanging around offers you accessibility 9-velocity intelligent, which is intended to enhance previously-very excellent driveability and also to boost just midpack fuel economy. Also, it roles you to make use if Ford helps make Edge provided by today’s most important safety characteristic, autonomous emergency braking. Proportions will not transform, leaving the large area for 5 and one of much biggest cargo holds inside the very competitive established. Although the price is practically sure to raise. Moreover, Ford could juggle some features or powertrain combinations to produce a new leading Edge design just like the Platinum release which was an effective 2016 addition to the Explorer range.

Yes, if you are fine featuring its seems and powertrains and pleased with its great, if not excellent, safety rankings. Lots of customers are: revenue is stable, managers give it great reviews for performance and design, and expected reliability is previously mentioned regularly. Baring inclusion of the new leading, Edge’s first 2017 selection will probably have over for your ’18 variation, with base SE, amount-marketing SEL, elegant Titanium, and performance-tinged Sports versions. Buying a ’17 signifies you would probably benefit from clearance income as retailers cull inventory of ’17 Edges in anticipations in the revamped ‘18s. Which should counteract most any near-expression reselling worth shed to buying and Edge without having the extremely latest design featuring; long term, it will be described as a wash.

2020 Ford Edge Redesign

2020 Ford Edge Sport

Expect a tweaked beak, improved taillamps, new tire patterns, and maybe newer shade choices. Cabin resources and particulars might be altered, also. Nevertheless, the general body condition and interior design of the 2020 ford edge will not be modifed. As well before, aesthetic variations between toned levels must fall to included exterior brightwork as you ascend the fishing line, with the Sport once again dressed in trendy darkish and shadowed clip. Wheels continue as differentiators, way too, with 18-” alloys likely regular around the SE and SEL, 19-inches alloys with 20s optionally available on the Titanium, and 20s common with 21s optionally available on the Sport. On the inside, expect leather upholstery being typical on Titanium and Sport and possibly a no-cost solution about the SEL. The dashboard will again combine the automaker’s end user-pleasant Sync 3 infotainment program, although Ford could conceivably increase how big its touch-screen from the new 8-inches show. A brand new collection-topper within the Explorer Platinum mildew would likely include exterior gingerbread and up the interior deluxe quotient, maybe even showcasing real hardwood and lightweight aluminum cabin highlights.

2020 Ford Edge Engine Adjustments

2020 Ford Edge Engine

Developed in cooperation with General Motors to be used in some top-tire-push GM, Ford, and Lincoln vehicles, the 9-speed automatic must provide better acceleration, faster throttle answer, and fuel economy compared to the half a dozen-pace. It will, nonetheless, indeed lover with similar a few engine choices. Anticipate a turbocharged 2.-liter four-cylinder to carry on as being the standard engine in SE, SEL, and Titanium designs. 2020 Ford Edge ought to once more generate close to 245 horse power and 275 lb-feet of torque for velocity that’s flawlessly confident in daily driving. Search for a 3.5-liter V-6 of around 280 horse power and 250 pound-toes of torque to remain recommended for SEL and Titanium. It must once again provide strength in a much more linear trend in comparison to the turbo 2. but not appreciably a lot more quickness. An amazingly vibrant and effectively-mannered turbocharged 2.7-liter V-6 with 315 hp and 350 lb-toes of torque has been limited to the Sports product. A new chief – Edge Platinum? – Could properly use this engine, but execute its luxury quest with smoother suspensions settings than installing to the Sports version. Much like the Sport, it might be probable regularly come with an all-wheel push. AWD would keep an option instead of top-tire travel in the SE, SEL, and Titanium.

Fuel Economy

That is what the 9-pace intelligent is designed to attain. Even with gas mileage a somewhat lower concern these days, Edge can use some enhancement, as well as results will be useful for aiding Ford to fulfill its government Company Average Fuel Economy obligations. Count on the ’18 Edge to for one more time utilize a few mileage-stretching type of features, for example, energetic grille shutters made to lessen aero drag by immediately closing and opening depending on motor vehicle rate and engine weight. Ford might also develop option of a method that instantly powers on the engine in a cease and restarts it if the driver releases the brake pedal. Which include has been an alternative to front side-travel SE types together with the turbo 2.-liter engine?

The 2017 EPA amounts Ford would attempt to beat together with the 2020 ford edge rated types with the turbocharged a number of-tube at 20/29/24 mpg city/highway/combined with front-travel and 20/27/23 with AWD. Even though end-start off process is not counted in EPA rankings, Ford states the top-drive 2017 SE would level 21/29/24 miles per gallon if this had been. Together with the 3.5-liter V-6, ’17 Ends scored 17/26/20 with front side-drive and 17/24/19 with the AWD version. The new turbo V-6 Sport rated around 17/24/20 miles per gallon city/highway/put together.

Ford probably continues to advocate typical-level 87-octane fuel for all Sides but also will probably note it analyzed the two turbo engines with 93-octane fuel. That implies you will receive their full performance and greatest miles using the higher priced octane.

2020 Ford Edge Additional Features

2020 Ford Edge Interior

Add-on of autonomous emergency braking would head line the main additions. Such as the ’17 Edge, the ’18 would offer you several driver assists as common or recommended, based on the product. These include sightless-location forewarning with back cross-website traffic alert, adaptive cruise control to maintain a setup distance from traffic in advance, and lane-preserving auto steering. The current 2020 Ford Edge is also provided by sensors that advise of an approaching frontal accident. However, it cannot stop immediately to minimize 1. That ability is required when a vehicle would be to be entitled to a safety status automakers covet due to its advertising and marketing punch, Leading Safety Pick position through the Insurance Institute for the Highway Safety. The new 2017 Ford Fusion sedan along with the Lincoln MKZ and MKX crossovers merit the ranking by autonomous urgent braking. So do Edges’ midsize-crossover competitors from Hyundai along with Japanese car like Honda and Toyota and also Kia and Nissan. High rated Safety Pick status might be an excellent adjunct to the maximum five stars the Edge previously makes for comprehensive occupant protection in federal government accident tests.

Otherwise, anticipate the ’18 Edge to offer a remarkable variety of comfort and convenience characteristics again. Amid these will be a warmed up steering wheel, warmed up and cooled front side seats, and a panoramic moonroof. Also on tap will likely be hands-free of charge car parking to find a proper area and automatically draw the new Edge into – and away from – a parallel spot. Even admittance-levels SE need to give back with a rearview camera, Bluetooth online connectivity, and far off keyless access. Upgrading through SEL and Titanium variations – and also the possible “Platinum” – would yet again exclusive items like an imbedded navigation program, rear-hindrance recognition, Brought interior illumination, auto high-ray headlamps, automatic environment management, along with a palms-free of charge power liftgate. Try to find the ’18 Edge Sport to once again function among its devices pace-hypersensitive adaptive directing and front side buckets with improved bolstering.

2020 Ford Edge Price & Release Date

2020 Ford Edge Specs

They will raise; by exactly how much, even Ford probably will not know till it surveys model-season 2020’s competing scenery. Our projections involve Ford’s location charge; it had been $895 about the 2017 Edge. Moreover, since most Edge buyers order AWD, that is the basis for our basic-price estimates. Deduct $1,995 to physique your front-wheel-generate bottom price. Moreover, do not forget that the ’18 Sport and likely any leading can come regularly with AWD.

Using the 2.-liter turbo some and AWD, search for the 2020 Ford Edge SE to start out around $32,250, the SEL around $35,100, as well as the Titanium all around $38,900. The 3.5-liter V-6 should once again put about $625 to the SEL and Titanium. Calculated foundation price for that 2020 Edge Sport is $42,200. We estimation any offered “Platinum” version to get listed about $49,000. Count on a 2020 Ford Edge release date within the initially half of 2017.

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usamotorscycle-blog · 8 years ago

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2017 Triumph Street Triple RS Review: First Ride

The last time Triumph conducted a major revamp of its Street Triple family was 2013. At that press launch Triumph didn’t feel it necessary to include any track time because even the uptown R model remained predominantly a street bike. Four years on and Triumph has reshuffled the Street Triple deck and expanded the portfolio to three models (S, R, RS), each with a specific focus including the new performance leader RS model we just finished testing in Spain. While still largely a street bike, the RS features enough go-fast performance Triumph felt compelled to showcase the bike’s wherewithal around one of the most famous Spanish racetracks, Catalunya. While the 2013 Street Triple R was a substantial uptick to the original ’09 model, it maintained the same 675cc inline-Triple of the previous year’s bike. Not so at all with the 2017 incarnation. You’re probably aware Triumph bumped displacement of the new version 90cc, from 675cc to 765cc. What we learned from Triumph engineers in Spain, however, is the new mill was developed from the existing Daytona engine, not the previous year’s Street Triple engine.

According to Triumph, in addition to increased bore and stroke, 80 new parts were used developing the new Street engine including a new crankshaft, pistons, connecting rods, balance shaft, and nikasil-plated aluminum cylinder liners. The result is a more powerful three-cylinder with a claimed 16% increase in peak horsepower and a 13% increase in peak torque for the RS compared to last year’s R model. By the numbers, Triumph claims the base model S to output 111 hp at 11,250 rpm and 54 lb.-ft. at 9,100 rpm, the R model to output 116 hp at 12,000 rpm and 57 lb.-ft. at 9,400 rpm, and 121 hp at 11,700 rpm and 57 lb.-ft. at 10,800 rpm for the RS. Note that the R and RS produce the same amount of torque with the R model peaking 1,400 rpm earlier than the RS. This is due to a different camshaft in the R model, and is an example of the individual character Triumph baked in to each bike, with the R emphasizing streetable, mid-range engine performance compared to the higher-revving nature of the RS. More For Less: $8K Four Vs. $8.2K Triple Vs. $8.7K Twin Having only spent time aboard the RS, no honest comparison can yet be made between the S, R, and RS models, nor how each is characterized by its design parameters. What is known is that the engine in the RS performed flawlessly during testing on the street as well as on the track. The linear power delivery we liked so much about the previous 675cc engine was made better by the 90cc bump in displacement. The RS delivering a little extra emphasis when twisting the throttle while maintaining a mid-displacement fun zone without treading into the ridiculously fast atmosphere of Tuonos or Super Duke Rs.

The new Street Triple continues the legacy of laudable streetability with an aggressive yet comfortable seating position, with ample legroom and a moderate forward lean. The seat is supportively plush, and handling manners neutral. Within minutes the new Street Triple felt as familiar as any bike I’ve owned for years, allowing for a fun street ride and a fast track session. That the bike is a claimed 4.8 pounds lighter certainly doesn’t hurt as well. Accompanying the Street Triple’s new engine is a Continental electronics package including ride-by-wire throttle, ride modes (see chart), switchable ABS, switchable Triumph Traction Control, and self-cancelling turn signals. The R and RS both enjoy a slip and assist clutch, while the RS is also endowed with a quick-shifter. None of the models, however, offer cruise control which, on a bike where complaints are few and far between, seems like an oversight. Ride Modes Throttle Map ABS Traction Control Available On S R RS Rain Rain Road Rain X X X Road Road Road Road X X X Sport Sport Road Sport X X Track Sport Track Track X Rider Rain Road Sport Road Track Off Rain Road Sport Track Off X X Tied to each ride mode are default settings for throttle mapping (Rain, Road, Sport), ABS (Road, Track, Off), and TTC (Rain, Road, Sport, Track, Off). There is some limited adjustability within the default selections of each ride mode, but only the R and RS models come with full customization in the Rider mode, which is also the mode allowing ABS and TTC to be turned off. Toggling through and selecting ride modes is accomplished on the fly via a five-way joystick on the left handlebar (Track mode requires the bike to be stopped). On the R and RS models, bike information is delivered through a full-color TFT display.

There exist six different styles of display from which to choose. Pictured is the standard high-contrast road setting (with animated GPI within the tach). Choosing style 02 shrinks the speedo and enlarges the tach. Other styles are somewhat Star Treky. You can also select the contrast you prefer or set it to auto contrast when the display will change according to ambient light. The five-inch display is one of the best we’ve seen yet, with an assortment of styles to choose from to suit personal preferences or riding conditions. Its functionality is intuitive and easy to navigate, while information is legible and smartly configured. The S model receives an updated version of the LCD instrument cluster and analog tach seen on the previous model. The Four-Thirds Shootout: Tre Cool Further differences among the models are found in the braking and suspension departments, with the RS boasting four-piston Brembo M50 front brake calipers, a fully adjustable Öhlins STX40 monoshock and fully adjustable 41mm inverted Showa big piston fork. The R model comes equipped four-piston Brembo M432 front brake calipers, fully adjustable Showa monoshock, and 41mm inverted separate-function Showa big piston fork, while the S model has two-piston Nissin front brake calipers, 41mm inverted non-adjustable Showa separate function fork and Showa RSU shock with preload adjustment.

Outfitted with Brembo M50s, braking performance goes unquestioned. The fully adjustable Showa fork and Öhlins STX40 monoshock felt great on both the street and track. Street speeds were a little slow-going due to wet, foggy weather, but track speeds were full tilt, and both ends of the Triumph handled everything Catalunya threw at it. Note the 90-degree air valve. When it comes to braking performance on the RS, what needs to be said? Brembo M50s are still the best in the business regardless to which bike they’re affixed. Powerful without being abrupt, easily modulated at either street or track speeds; until something better comes along the M50s will continue to dominate. The street portion of our ride began with inclement weather, keeping aggression level low, but with stock setting in place for both front and rear suspension units the Showa fork and Öhlins shock delivered a compliant ride. For the track, Triumph engineers stiffened front and rear settings to deal with the higher speeds, leaving me wanting for nothing, and feeling comfortable through every bend of the 16-turn Catalunya circuit.

The 2017 Street Triple RS topped out at 149 mph down Catalunya’s front straight. Never once did the fairingless naked wobble or give any hint of instability at the track. Pirelli Diablo Supercorsa SP tires (stock on the RS) certainly helped. Footpegs were occasionally grinding away, but not enough to hinder the bike as a damn fun trackday toy. Other niceties abound on the Street Triple RS, such as a new gullwing swingarm, revised exhaust system, lower chain guard, bar-end mirrors, a color-matched belly pan and seat cowl. The front brake lever is adjustable not only laterally to the handlebar, but also longitudinally. Of course you’re going to pay a little extra for the all the fringe benefits the RS carries. The price for the RS begins at $12,500 (a $1,300 increase over the outgoing 2016 RX model), whereas the R model starts at $11,200 (a $900 increase over the 2016 R model), and the S model at $9,900 (a $500 increase over the 2016 S model).

At full honk on the track the quick-shifter snicked through the gears like butter, but on the street at anything less than full-throttle upshifts, we’d rather use the clutch to smooth gear selections. Besides, the slip-assist clutch makes lever pull so light there’s nothing to complain about there either. We already had a love affair with the outgoing Street Triple model – enough to award the Street Triple R our 2009 Bike of the Year trophy – and this newest version has improved in nearly every way possible: engine, suspension, brakes, weight and electronics. At $12,500, the RS certainly costs more than a Yamaha FZ-09, upgraded for 2017 and being ridden and tested by our Evans Brasfield this week. If you’re cross-shopping, it would be better to compare the $9k Yammie to the base model Street Triple with just a $900 difference in MSRPs. A more appropriate match-up for the Street Triple RS would be MV Agusta’s Brutale 800 that lists for $13,498. Give us a little time and we’ll gladly compare them for you. Mid-displacement three-cylinder shootout, stay tuned. 2017 Triumph Street Triple RS + Highs Fast but not furious Equally at home on street or track An already light bike made a little lighter – Sighs What, no cruise control!?! Only two color options R model’s red subframe looks more high-spec than RS’s silver subframe

Triumph will be offering a special Low Ride Height of the R model Street Triple. Carrying the same MSRP as the standard R model, the LRH version boasts suspension dedicated to lowering the bike 30mm (95mm of front wheel travel and 98mm of rear wheel travel vs 115mm of front wheel travel and 134mm of rear wheel travel on the standard R model. Triumph also says the LRH has “revised seat foam construction” to help reduce seat height from 32.5 inches of the R model to 30.7 for the LRH model. 2017 Triumph Street Triple RS Specifications MSRP $12,500 Horsepower 121 hp @ 11,700 Torque 57 lb.-ft. @ 10,800 rpm Engine Capacity 765cc Engine Type Inline-Triple Bore x Stroke 78 x 53.4mm Compression 12.65:1 Fuel System EFI Transmission 6-Speed Clutch Wet, multi-plate, slip and assist clutch Final Drive Chain Frame Aluminium beam twin spar Front Suspension Showa 41mm upside down big piston forks (BPF), 115mm front wheel travel. Adjustable compression damping, rebound damping and preload. Rear Suspension Öhlins STX40 piggyback reservoir monoshock, 131mm rear wheel travel. Adjustable spring preload (lock-rings), compression damping and rebound damping. Front Brakes Twin 310mm floating discs, Brembo M50 4-piston radial monoblock calipers Rear Brakes Single 220mm fixed disc, Brembo single piston sliding caliper Front Tire 120/70 ZR17 Rear Tire 180/55 ZR17 Seat Height 32.5 in. Wheelbase 55.5 in. Rake/Trail 23.9º/3.9 in. Dry Weight (claimed) 366 lbs. Fuel Capacity 4.6 gal. Electronics Ride modes, R-b-W, ABS, TTC, quick-shifter Colors Matt Silver Ice or Phantom Black (Metallic) Click to Post

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