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sydneywidecarrentals · 5 months ago

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All Cars Details

Toyota Corolla

The entire interior of the Toyota Corolla is spacious. The cockpit offers plenty of leg and head room. The rear seats especially shine in this area. If you plan to commute with a lot of passengers, the Corolla can get them there in comfort.

The Toyota Corolla gets excellent mileage for its class. It’s has one of the best fuel economy rating among compact cars, but it does get a respectable 9.4 L /100km in the city and 7.1 L /100km during highway driving. This is a nice rating for a car that is built for the, daily driver. so you will save money on fuel, and get unlimited kilometers.

Toyota Camry

All new Camry models are fitted with a suite of leading-edge safety technologies, headed by autonomous emergency braking, lane-departure alert with steering assist, seven airbags, a reversing camera with guide monitoring, adaptive cruise control, auto high beam, hill-start assist and trailer sway control.

Toyota Kluger

Toyota Kluger 2.4L turbocharged 4-cylinder petrol engine with an 8-speed automatic transmission, 2WD

Toyota Hi-Ace Vans

The Toyota Hi-Ace is the workhorse’s workhorse and it’s enjoyed an unprecedented run of success over the last two decades as the tradie’s vehicle of choice.

Simple, rugged and dependable, there’s nothing fancy about the big box on wheels. The dependable four-cylinder petrol engine is mounted underneath the passenger compartment to maximise available load space and it can take a pallet of freight with ease.

Hi-Ace is powered by a massive 2982cc 4 cylinder petrol engine which generates a maximum power of 134.1 bhp @ 3400 rpm and gives out a maximum torque of 300 Nm @ 1200 rpm. This MUV has a company certified mileage of 12 kmpl. It has a 70 litres fuel tank and a seating capacity of 3.

MG 3

The 2023 MG MG3 Auto is a hatchback car model that comes in different variants. The Core variant has a 1.5L engine and a 4-speed automatic transmission.

MG 5

The MG 5 VIBE 2023 Petrol Auto is a hatchback car model that comes in different variants. The Core variant has a 1.5L engine and a 4-speed automatic transmission.

MG ZS

The 2023 The MG ZS has a relatively upmarket interior, roomy rear seats, tidy handling.

Kia Carnival

The Kia Carnival, in its third generation now, appears to have finally realised that being a practical people-mover doesn’t necessarily mean that it has to look about as appealing as a used gym sock.

The first- and second-generations of the enormous Carnival were commended for their practicality and comfort, qualities that the third-generation has apparently retained, but it’s now packaged in a suit that you could even go as far as to call ‘sleek.’ The Carnival is the sort of car that appeals to families that prefer the real usable space

12 Seater Mini Bus

Designed for safety and comfort, with a high roof and plenty of legroom, the 12 seater mini bus has everything you need for the perfect group trip.

The Toyota minivan gets excellent mileage for its class. It’s has one of the best fuel economy rating among mini buses.

Trucks

Truck rentals, it’s surprising just how big a truck you can drive with a standard car license these days.

Carry up to 4.5 tonnes in gross vehicle mass. So if your planning on moving house; book a truck today.

#car hire #car rental #budget travel

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welovenissan · 2 years ago

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Quick Review Of The Nissan Navara Top Model

A comfortable and well-appointed alternative

Following the release of the facelifted Navara a few years ago, Nissan is once again producing a modern one-tonner at its local factory in Rosslyn. With the old NP300 Hardbody finally having retired, Nissan is offering an expanded range of Navara models, from your basic single cab workhorse right through to the range-topping Pro4X double cab that is the subject of this test.

The double cab bakkie market is a tough one to crack, but Nissan has come in all guns blazing with its latest Navara models, which also has a unique selling point in the form of its five-link coil-sprung rear suspension.

This set-up really makes a big difference to the ride quality, ensuring comfort levels on a variety of surfaces that are more akin to an SUV than a bakkie. It also handles well for a bakkie and the steering feels accurate and intuitive.

Performance and economy

Unlike the pre-facelift model, which had a 2.3-litre twin-turbo diesel power unit, the new Navara features Nissan’s tried-and-trusted 2.5-litre YD25 unit, which produces 140kW and 450Nm. It is paired with a seven-speed automatic gearbox.

The engine does sound a little agricultural at start-up and pull-off, but at cruising speeds it is as refined as you could expect. And while its outputs have fallen behind rivals from Toyota and Ford, the Navara still offers effortless performance that’s likely to satisfy the majority of owners. It also offers loads of low-down torque, with the maximum available from as low as 2000rpm.

As for consumption, on a short highway trip, we managed 7.6 litres per 100km, but in town, the figure rose to 11.3 l/100km.

As you’d expect, the range-topping Navara is available in both 4x2 (Pro-2X) and 4x4 (Pro-4X) guises. Due to time constraints, we were unable to test its trail-crawling ability, but the Nissan does come with all the hardware that you’d expect from a proper off-roader.

This includes a shift-on-the-fly transfer case with low range, a diff lock and hill-descent control. Nissan claims a ground clearance of 221mm as well as respective approach, breaoverk and departure angles of 32.6, 23.3 and 26.5 degrees.

Interior and features

It’s hard to say whether we’re impressed or disappointed by the interior of the Navara Pro-4X as it is very much a mixed bag.

Visually there are some flavourful touches, such as the leather seats with a unique quilting pattern and red stitching, and we really liked the sporty three-spoke steering wheel with its red Nissan logo. But other than that, Nissan didn’t really update the dashboard design of the facelifted model, and the hard plastic surfaces don’t look premium enough for this end of the market. That said, there’s no faulting the build quality and it all feels solidly put together.

The range-topping Nissan Navara is well equipped and in addition to an 8.0-inch touchscreen infotainment system, which is easy to use and ticks all the usual boxes, there’s a four-camera surround view system that comes in particularly handy when you’re parking or bundu bashing.

There’s a whole slew of additional driver assistance features too, including blind spot warning, autonomous emergency braking, lane keeping alert and rear cross-traffic alert. However, it comes with conventional cruise control rather than the adaptive type that’s becoming more common at the upper end of the market.

As far as practicality goes, rear legroom in the Navara is average at best, and headroom is possibly not sufficient for taller individuals.

Loading it up

The Navara Pro4X has a payload of just over one tonne, which is competitive enough, and there’s also a Utili-track cargo management system with adjustable cleats for securing loads. But surprisingly, given the fitment of the latter, there’s no standard bed lining or tonneau cover solution to speak of.

Conclusion and verdict

The Nissan Navara Pro-4X is competitively priced against the equivalent Isuzu V-Cross and cheaper than the Ford Ranger Wildtrak and Toyota Hilux Legend

The Nissan double cab ticks most of the boxes and although performance is average, it does impress with its ride quality and a long list of standard features. It’s certainly worth a test drive if you’re tired of the usual suspects in this segment.

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#Navara #Nissan #bakkies #double cab

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heavyhunt1 · 3 years ago

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Kubota Expands Its U Series With New U48-5 Compact Excavator

Kubota Tractor Corporation is building upon its U Series of machines with the introduction of the new U48-5 compact excavator.

The U48-5 is a tight tail swing 4.8 tonne, tech-forward machine packed with advanced features.

This announcement comes on the heels of the company’s recent introduction of the new KX057-5 and the U55-5, both offering various upgrades from their previous -4 models. The company also launched a new quick coupler for its 3 to 4-ton excavator class, now available for the KX040 at Kubota dealerships.

The new U48-5 features a 5,015 kg operating weight, 40.4 hp, a working range that includes a max digging depth of 3.25 metres and an impressive bucket breakout force of 4,220 kg. “The U48-5 is a brand-new machine that gives Kubota and our customers unique flexibility in the compact excavator model line up across conventional and reduced tail swing offerings in the 2-to-6-ton weight classes,” said Patrick Baker, Kubota construction equipment product manager.

“The 4 to 5-ton class is our sweet spot, anchored by the KX040, and by expanding the U Series, we now have a unique offering that includes all the power of a conventional tail swing in a tight tail for another perfectly matched machine for any job and application.”

Power backed by tech

The U48-5 compact excavator offers a technology-packed cab for smart, instinctive functionality right at the operator’s fingertips. The tech features include a full-digital, full-colour, 18-cm LCD screen with an easy-to-use jog dial for single glance access to various functions such as auxiliary flow adjustment and important maintenance functions.

An optional keyless start is available on the U48-5 and all new Kubota excavators, where the engine can be started with a four-digit code and holds up to 10 user passwords for easy start and anti-theft functionality. With this new technology, operators no longer need to worry about lost keys.

Operator comfort

A larger, redesigned cab with improved operator visibility is central to the U48-5, which comes equipped with a canopy or cab, and now incorporates greater head and foot space for added comfort that leads to more productivity on the job. The cab also features expanded front glass for more visibility and an overall slimmer frame for front window, skylight and left and right window increased visibility. It also lends itself to a more open side display for maintaining greater awareness of the operator’s total surroundings.

This newly designed cab was also engineered to reduce noise, registering at 74 decibels. Furthermore, the floor plate is thicker to reduce noise, and rear engine noise is reduced by a metal partition between the engine and the cab.

Improved comfort features also include new optional air-ride suspension seat that is adjustable to easily slide back and forth to create even more added legroom when in the digging position. Standard LED working lights incorporate a shut-off delay to aid in exiting the machine at dusk or dark.

Source: https://www.equipmentjournal.com/construction-equipment/kubota-expands-its-u-series-with-new-u48-5-compact-excavator/

#construction equipment for rent #equipment rental companies #heavy equipment for rent #power equipment rental #closest tool rental #power tool rental near me

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liveindiatimes · 4 years ago

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Sunday drive with Hormazd Sorabjee: A look at the Hyundai Creta - brunch columns

https://liveindiatimes.com/sunday-drive-with-hormazd-sorabjee-a-look-at-the-hyundai-creta-brunch-columns/

Our way of life has changed suddenly and dramatically. Order has been savagely disrupted by the Covid-19 pandemic and the last few months have seen a string of unimaginable ‘firsts.’ Who would have thought that in April not a single car would be sold? That’s a first the industry would like to forget but will always remember. And for the first time in recent memory, there’s a car at the top of the sales charts that’s not a Maruti. The Hyundai Creta emerged as the best-selling car in May 2020 in a major reshuffle of the top order. The truth is that with so much uncertainty, the Creta’s achievement is a bit of a fluke, but its climb to the top of the ladder isn’t entirely without merit.

Since it was first launched in 2015, the Creta has been the top dog in the SUV segment and it’s a success story that prompted almost every other manufacturer to come out with a rival. That the Creta could fend off competition for most of its lifecycle is a tribute to the fundamental concept of this well-conceived SUV. It’s not too big and not too small, it comes with a wide range of engines, gearboxes, and it packs in all the features you could possibly want. In fact, for most Indian families, this all the SUV you want. However, the Creta has been under attack from the Kia Seltos. Hyundai’s sister brand (and biggest rival) merely took the Creta template and refined it to a different level. But in the game of leap frog manufacturers play by replacing a model every five to six years, Hyundai is ready to hit back with the all-new, next-gen Creta. So can it win back the SUV crown?

The interiors have Bose audio system and the 10.25-inch screen, which sits flush with the dashboard looks great

Designs on you

The job is a lot tougher this time. It’s up against some strong rivals now, which means it has to stand out from the pack even more. And stand out it does but not necessarily in the best way. The new Creta looks radically different and may not be to everyone’s tastes.

But if you can get past the quirky styling, what you’ll find is an exceptionally well-packaged SUV that has everything thrown into it. Hyundai is taking no chances and doesn’t want to fall short on any front. The exterior is richly detailed with 17-inch diamond cut alloys, LED lights, and lots of chrome garnishing.

The interiors have everything from cooled seats to wireless phone charging, an air purifier, a tremendous-sounding Bose audio system, a massive panoramic sunroof and a lot more.

The 10.25-inch screen, which sits flush with the dashboard looks great and is packed with all the features you need and even some you don’t. Like remotely starting the car via an app on your phone.

Hyundai has focused a bit more on the rear seat this time. There’s a bit more legroom than in the previous car, but width is significantly greater, so a third passenger would be more comfortable.

Cruise away

You can choose from five engine and gearbox combinations and it’s the top-of-the-line 140hp 1.4 turbo-petrol mated to a twin-clutch or DCT gearbox that I’m driving. Hyundai hasn’t quite mastered DCT tech the way Volkswagen has and at slow speeds, there’s a hint of jerkiness and the gearshifts are not as seamless as I would have liked.

The new Creta looks radically different and may not be to everyone’s tastes

However, it’s smoother than the Seltos (which uses the same gearbox) and further trumps its Korean counterpart by offering paddle shifters – a first in class. The engine is pretty refined and the turbo dishes out enough grunt to make driving a real pleasure. The Creta is quick, a good cruiser and enjoyable to drive, especially in ‘Sport’ mode. The suspension is on the softer side, which is good for comfort, but it makes the 1.2 tonne Cretafeel roly-poly through corners.

What Hyundai has cleverly done is play to the Creta’s strengths of practicality, comfort and class-leading equipment, but the clincher is the aggressive pricing ( Rs 16-17 lakh).

The King is back!

Hormazd Sorabjee is one of the most senior and much loved auto journalists in India, and is editor of Autocar India

Sunday Drive appears every fortnight

From HT Brunch, June 14, 2020

Connect with us on facebook.com/hindustantimesbrunch

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lovelyfantasticfart · 5 years ago

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10 Best Digital Actuality Functions In Marketing

Every 2016 XC60 comes with standard satellite tv for pc radio and the Sensus infotainment system, which is straightforward to use and affords cool extras like Wi-Fi hot spot connectivity. Normal blind spot monitor with rear visitors alert. It produces minimal noise/vibration when pushed into ABS mode and options large brake rotors that are almost 13 inches in diameter for each the entrance and rear brakes. 40/20/40 cut up rear seat is folded down. And nearly limousine-like legroom, both entrance and back - even with somebody with my 6鈥?鈥?body sitting in the driver鈥檚 seat. In all XC90s, solely the second row comes with youngster seat anchors. Nonetheless, Volvo鈥檚 intention to provide a harmless and comfy driving expertise is noble, and also the S90 is available in this kind of a fashionable wrapper that it鈥檚 simple to know why it's so interesting. The 2018 S90 comes with a exceptional amount of security features. 2018 subaru forester redesign, value.

2018 nissan leaf 2018 nissan leaf price and launch date.. It is a package deal of safety expertise that's well on its strategy to changing into as widespread as a number of airbags on modern vehicles. 50K class, and in addition the trim merchandise included with the last word bundle deal are prime-shelf. The car鈥檚 distinctive character brings out the entertainer side of Jay as he plans an elaborate take a look at to see if children are as excited about automobiles as of late as they had been back in the day. The XC90 2. Request a vendor quote or view used automobiles at MSN Autos. Is the Volvo XC90 Reliable? No V-8s or turbo-sixes for this new Volvo. Which Is better: 2013 Volvo XC90 or 2013 Volkswagen Touareg? 2005 Volvo XC90 T6 6 cylinder twin-turbo from 2016 Volvo XC90 Review. Don鈥檛 worry, Volvo isn鈥檛 strolling away from its long-standing dedication to security. 鈥淎s their investigation continues, we鈥檝e initiated our personal security evaluation of our self-driving automobiles program,鈥?the corporate said on Thursday, adding it deliberate to announce adjustments in the coming weeks.

The XC60鈥檚 muscular yet environment friendly engines, robust safety score, and spacious cabin are largely overshadowed by its aged design, outdated tech features, and low predicted reliability rating. The brushed aluminum mirror caps are another R-Design trim degree unique, and I feel they, too, look nice. Which used 2012 Volvo S80s can be found in my area? I drove our lengthy-term 2012 Volvo S60 T5 last weekend and then took off for the Detroit Auto Show and did not trouble to blog on it. And previously, an proprietor who thought of it fairly normal to drive a booted BMW, Audi or Mercedes would not consider a Volvo as a possible rival. The Volvo V40 hatchback options twice in this checklist, depending on whether it has the elective Driver Support Pack, which adds a lot of advanced accident avoidance techniques. Kyoto Protocol and hoping to curry at least some bi-partisan assist at house. It鈥檚 the second of Volvo鈥檚 new 鈥榤id-sized鈥?automobiles, constructed on the identical SPA platform as all its sisters launched over the previous three years. This current model is the second generation and it鈥檚 even bigger than the unique, but is it still the SUV to go for? There's additionally a V60 Cross Country model with raised suspension and some off-road pretension that is covered in a separate Edmunds assessment.

We gave this nation Social Security, Medicare and worker pension packages. The raised Cross Nation model makes use of the identical engine with AWD as customary and delivers 22/30 mpg. Shortly after launch, the V60 R-Design model will probably be added to the road-up and, along with some exterior tweaks, including bigger wheels and tires, it will also add paddle shifters. For the previous 23 years, WardsAuto has revealed an inventory of the ten best engines out there for the upcoming model year. Like many different couples, we merged our furniture and kitchenware, partially shredded towels and "picture collections" and saved rent money at the same time. Actually got here to just like the Volt, as much for what it represents as for what it merely does as a cushty, every day distance ranger. The XC40 could be very properly screwed together with a layout that's minimalist, trendy - just cool, principally. As a result of it is so effectively balanced the car feels smaller than it鈥檚 measurement relays. I wasn't up for sitting inside, however parking subsequent to the constructing bought me shut sufficient to connect with their public wi-fi. The front-wheel-drive turbo model is EPA-rated at 29 mpg combined (25 metropolis/36 highway). So, if FB blows us out of the water with their dazzling pace, is it even price trying to compete on the technology entrance?

Now for the hard part 聴 you have to exit and discover one. At only 38 tonnes and 600 horsepower we had been quickly out of town limits and into Energetic Cruise Control. Delicate leather-based seating surfaces, real wooden trim and a spectacular panoramic sliding sunroof made the inside a unbelievable place to spend time on the highway, and the highly refined and highly effective drivetrain propelled the hefty wagon with ease. Showing off some Yankee ingenuity, the SRX boasts an enormous sunroof that permits all passengers to take pleasure in an al fresco drive, and the DVD leisure system is mounted low, behind the console. And they provide their prospects further leisure with their app and make this an awesome marketing campaign. Nevertheless, his clan had points with the rear-seat leisure system. Now I've read a couple of reviews which have listed this as a adverse. No drawback. I have tons more. The twin-turbo, 300-horsepower 3.0-liter inline-6 in the 335i convertible might have the mass of 4,023 pounds to move round, however there's not a quicker 4-seat convertible in need of a Mercedes-Benz CLK63 AMG.

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carpostnet · 5 years ago

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2020 Audi Q8 55 TFSI India first drive, review

20th Jan 2020 2:38 pm

Audi’s new flagship SUV is massive on measurement and elegance, and might be tailor-made to your tastes, however is that price this SUV-coupe’s equally massive price ticket?

What is it?

It’s Audi’s new flagship SUV, the Q8. It sits, because the quantity dictates, above the Q7 and alongside the model’s different two flagships – the A8 and the R8. It’s not fairly so long as a Q7 and is simply a five-seater, however it’s decrease and wider and constructed on the identical wheelbase, sporting a ‘slammed’ roof that places it in a really particular area of interest of automobiles. It guarantees to set itself aside inside this area of interest of SUV-coupés just like the BMW X6, Mercedes-Benz GLE Coupe – and extra just lately, the Porsche Cayenne Coupe – by providing an enormous array of customisation choices. This is feasible as a result of the Q8 is a CBU import and Audi says no two clients could have identical-looking automobiles. The different aspect of this customisation coin, although, is a four-month ready interval, however when you’re impatient, Audi India could have a choice of pre-customised Q8s so that you can select from.

What’s it like on the surface?

The different factor that units it aside is that it heralds a brand new wave of Audi SUV design that may quickly make its option to India with the likes of the next-generation Q3 and the facelifted Q7. The footage don’t do the Q8 justice. For one, it’s bigger than you assume, and although it would appear to be simply one other Audi SUV at first look, there are such a lot of small particulars that make it actually particular. The grille, for example – it’s the typical, huge, octagonal ‘single-frame’ Audi grille, however its pronounced body provides it the menace of Hannibal Lecter’s muzzle. You can customise the body, the slats and even the surrounds for the decrease air intakes.

The headlamps are the standard angular, Matrix LED models however their DRL design is particular and, together with the tail-lamps, they do some gentle dance once you unlock your Q8. The bulging rear haunches are a nod to the Ur Quattro rally car, and Audi’s tackle the coupé roofline is particular, as a result of it doesn’t succumb to that curved, hunchbacked form. Instead, it tapers gently after which slams down sharply on the C-pillar. And lastly, the large wheels and tyres (20s are customary, whereas the 21s seen right here and 22s are optionally available) add to its huge, squat stance. It’s not a design I cherished once I first noticed it however, over the course of the day, it has yanked at my heartstrings. If you wish to make an announcement, this can be a nice option to do it.

What’s it like inside?

After 2019’s new A6, the inside is maybe not as novel; however it’s no much less spectacular. Here too, you have got an awesome diploma of customisation at your fingertips, with a alternative of 11 upholstery colors and 9 inlay trims to combine and match. Audi’s new dashboard design merely screams ‘tech’, with its winged trim completed in gloss black, seamlessly housing the twin MMI touchscreens (we’ll get again to those in a second). The solely bother is it’s angled such that, in peak afternoon gentle, the reflections off it may be blinding. Fit and end are, as ever, an Audi hallmark, and although the others have caught up, the richness of supplies and the way in which they’re introduced collectively in listed below are nearly flawless.

There are three screens, the first being the most recent era of Audi’s path-breaking Virtual Cockpit digital dials. You can’t customise this like you may with some rival automobiles, however they’re so properly designed and executed, we’ve got doubt you’d wish to. The different two screens are a bit extra controversial – the twin MMI infotainment unit relegates nearly all features from the centre console into two touchscreens. The one on high is fairly customary – navigation, media, telephone, car settings and the like, whereas the decrease one handles local weather management, seat features and some different driver options. With nearly each operate moved to the display screen, you’ll end up peering down and away from the highway very often – the most important victims being local weather management and driving modes. Audi has in-built a haptic suggestions system that rewards your inputs with a tactile and audible ‘click’, however this additionally means it’s important to jab the display screen fairly firmly, which isn’t what you’re used to from a touchscreen. Still, there’s no arguing how good trying and loaded with options it’s.

Speaking of options, the Q8 has a reasonably beneficiant customary options loadout, with standouts like HD Matrix adaptive LED headlamps, adaptive air suspension, a panoramic sunroof, parking assistant and an incredible-sounding 1,920W Bang & Olufsen hi-fi system. And beneficiant it must be on the Audi Q8’s worth, however there are nonetheless a number of choices over and above this – four-zone (somewhat than dual-zone) local weather management, a head-up show, seat heating, air flow and therapeutic massage, and rear-wheel steering, to call some.

The entrance seats on this explicit car are very good, with an enormous number of changes, together with aspect bolstering and squab extensions. However, the switches on the aspect of the seat solely deal with primary actions; for additional adjustment, heating, cooling and therapeutic massage features it’s important to go – you guessed it – to the touchscreen.

The backseat is a shock, providing far more room than you’d anticipate. With no third row to slot in, legroom is somewhat huge, and headroom (although not as a lot as a traditional SUV) is greater than in most different SUV-coupés; due to that in another way executed tapered roof. You’re pampered with the likes of a panoramic sunroof and powered sunshades, however the seat itself may have been cushioned a bit higher. At over 600 litres, the boot is massive too, however the loading lip is sort of tall and large suitcases stacked upright may foul with the sloping tailgate.

What’s it prefer to drive?

So it’s bought nearly sufficient luxurious to match as much as the A8, its limousine sibling, however may it actually have sufficient efficiency to match an R8? Of course not; though the 600hp V8-powered RSQ8 that’s more likely to be launched later, comes so much nearer. Still, with seems like these, you anticipate some quantity of sportiness – 340hp and 500Nm of torque from a 3.0-litre turbo-petrol V6 does sound fairly respectable. 0-100kph in a claimed 5.9sec sounds even higher for this 2.1-tonne SUV; however can it ship?

Against our testing gear it managed a robust 6.07sec within the 0-100 dash, which isn’t removed from the declare. In follow, although, it doesn’t really feel notably sporty, with energy swelling in briskly however calmly. As the numbers attest, it’s not sluggish; however then it doesn’t really feel pressing both, missing that mid-range thwack you’d have gotten from Audi’s 3.0-litre, V6 diesel – an engine we’re actually going to overlook. Rev it out and it doesn’t sound notably sporty both; all you hear is a distant mechanical churn.

This powertrain is at its greatest, nonetheless, once you’re not on the restrict. Reach over and fumble round for the Drive Select icon on the far finish of the decrease touchscreen, change from Dynamic to Comfort and drive the Q8 55 TFSI at eight-tenths, then it feels way more in its ingredient. Doing this makes you realise simply how good ZF’s 8-speed automated has change into in 2020; it’s simply as comfortable slamming-in the ratios at a breakneck tempo, as it’s sliding silently by way of them in visitors. It’s then you definitely’ll discover that that is an extremely refined engine that’s very easy in its energy supply in any respect revs.

What actually comes as a shock is the experience high quality. Oftentimes, massive SUVs like this, using on air suspension with huge wheels and tyres, are inclined to really feel a bit lumpen and fidgety, however Audi has managed to get it spot on with the Q8. The air suspension isn’t overly comfortable or floaty, however it additionally doesn’t get too uncomfortable in Dynamic mode. Our check car is working 21-inch wheels on 285/45 R21 tyres, they usually nonetheless have a reasonably beneficiant quantity of rubber sidewall across the rim (a sign of simply how huge this car actually is). This signifies that they’re surprisingly good at absorbing the sharp hit off the sting of a pothole, for example.

Great experience high quality often comes with a trade-off to dealing with; however once more, Audi has accomplished a commendable job of balancing issues out. You must have the suspension in Dynamic mode in fact, however physique management is impressively contained; solely one thing like a Porsche Cayenne does a greater job of it. What continues to be not on top of things, and is beginning to sound like a little bit of a cliché now, is the steering, which simply isn’t as sharp or communicative as you’d like in a car of this sort and worth. That stated, it makes up for it, partially, with an unimaginable agility afforded by the optionally available rear-wheel steering. It takes away a variety of this car’s bulk from behind the wheel and offers you much more confidence to tuck it into corners.

Should I purchase one?

There have been a number of mentions of worth over the course of this review, so to finish the suspense, right here it’s – Rs 1.33 crore (ex-showroom), earlier than choices and customisation. That’s round Rs 50 lakh greater than a Q7 and bang alongside the Q8’s extra posh cousin, the Porsche Cayenne Coupe. Now whereas this may drive away among the model snobs, stick round, as a result of there’s so much to love right here.

The Q8 is the quintessential flagship, packing in every part we love about Audi; and as such, it carries a flagship worth. It’s bought an extremely well-executed inside with a stunning quantity of house, it’s well-kitted-out earlier than the choices begin, and it rides rather well. The efficiency and dealing with could not match as much as its worth or the way in which it seems, however these seems alone may be sufficient – it’s actually a stunner. Audi, nonetheless, is relying on the customisation to essentially drive the Q8 to its meant clients, and that may simply be the precise strategy. The unique Q7 was a success amongst the jet set in India – primarily Bollywood stars and large industrialists; and what do they like most? Standing out from the group. So whereas the Audi Q8 won’t promote in massive numbers, it’s the exclusivity and personalisation that may, somewhat actually, set it aside.

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techgadgets365 · 5 years ago

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Even if you aren’t a fan of electric vehicles, you’ll know this one. The Nissan Leaf is one of the pioneering EVs of modern times and is the world’s largest-selling, highway-capable electric car, with Nissan selling over 4 lakh units of it, up until March 2019.

First unveiled in 2010, the Leaf was sold in many markets around the world; India was to get the car, but the company deferred the launch and will now bring this, the second-generation car, here, sometime towards the end of this year. The new Leaf is roomier, faster and has a better range too. It’s also cheaper than the outgoing car, but being an import, expect a sticker price of about Rs 40 lakh; that’s not cheap but Nissan does promise a more complete motoring experience.

A lot has been done to make the Leaf stand out from a conventional car. The wedge shape is alluring, especially in red. The headlights flow neatly into a faux-grille area – a black translucent panel that has neat pyramid-like structures beneath. Around the side, the Leaf gets a floating roof and a blacked-out rear section.

Culture shock

If your expectation of EVs is based on what was on sale in India so far, be prepare to be very surprised. Nissan is yet to finalise trim and features for the India-spec car but we can expect it to get a fair bit of kit like six airbags, ABS, a Bose sound system, electronic climate control, electric seat adjustment, leather seats, power windows, central locking and a 7.0-inch touchscreen with Android Auto and Apple CarPlay. Given that the connected car experience has already started in India, Nissan could offer its full connectivity suite which includes remote diagnosis and pre-cooling the car via a smartphone; as well as Amazon Alexa and Google Assistant control.

On the inside, the dash is quite functional and fairly conventional. The only giveaway to the car’s alternate propulsion system is the gear selector, which is a small knob with a joystick-like movement; the pattern isn’t intuitive but there is a small legend printed just ahead along with a position indicator too.

The quality of the switches, door pads and dashboard are all quite acceptable if you think midsize sedan; but you’ll be disappointed to not find the finish and luxury you’d normally expect from a car that costs Rs 40 lakh. The premium paid, however, is not for a luxury car but for the extra attention it will get you – and for the alternate propulsion system that’s billed to be future of the automobiles.

The seats are comfortable and supportive, room at the front is decent and the seating position is quite high (because you sit above the batteries) but despite this, you have enough headroom. At the rear, it’s safe to say that no hatch in India feels so big. Legroom is very good for an average-sized adult and headroom is generous too. Plus, you can also seat three people in reasonable comfort, although the middle passenger will have to contend with a centre tunnel.

Amped up

Having tested a wide variety of EVs, we know range anxiety is a real thing, and so we made sure we were near available charging points. The infrastructure is sparse today, but a few companies have started offering space for public chargers –like DLF which let us use the facility at DLF Cyber City for our test.

We used about 70 percent of our charge in 87km, and this included a lot of hard acceleration runs (timing), a lot of stationary time with the AC on (cameramen need time to shoot the insides) and very little use of the Eco mode.

This, of course, is far from ideal and you should get more; our full road test will give us a better idea of the range.

As for motive power, there are two powertrains on offer – one with a 40kWh battery system (the one we drove), with an EPA cycle range of 241km, and the other with a 62kWh battery and a promised range of 364km. The 40kWh system is the version that’s likely to launch here; it has a 150hp motor that puts out 320Nm of torque from 0-3283rpm. Yes, zero. Electric motors develop max torque right from the word go, and thus from behind the wheel, the Leaf feels like every other electric car, very quick off the line, followed by linear acceleration. While the initial burst is very strong, it’s not really dramatic. And even though its claimed time stands at a quick 7.9sec for the 0-100kph dash, it doesn’t really feel all that fast due to the lack of any aural drama.

Lift off the pedal and the motor acts like a generator, sending charge back to the batteries; this helps with range and also slows the car down. It’s calibrated to feel close to the slowdown of a conventional car during engine braking. Move to B mode and the effect is stronger. However, it is in e-Pedal mode that it’s at its max, where the car also uses the regular friction brakes to come to a full stop. The effect in this mode is dramatic enough for you to drive around ignoring the brake pedal and using just the accelerator most of the time. However, I found it to be a little too much in certain start-stop traffic conditions. Ironically, the brakes that feel unservoed otherwise are best in e-Pedal mode.

The Leaf ride is good despite the stiff suspension necessitated by the car’s heavy 1.5-tonne weight, and apart from some up-down clunkiness, ride on our roads was good. The light steering is great in traffic, and because of the lower centre of gravity (thanks to the weight of the batteries placed low down), you can fling the car around with some level of confidence; just don’t expect hot-hatch levels of grip from the ‘efficient’ tyres.

At the end of the day, the Leaf feels pretty much like a conventional car. The ride is good, it’s got all the creature comforts you’d expect, and the space is more than adequate too. Of course, being an import, it isn’t going to be cheap, but the real issue will be its range. For now, charging points are few and there isn’t a standardised fast-charging plug that can be used by all cars. A home charger would be a must then, but Nissan should consider the 62kWh battery – a potential range of 360km would be far more practical in our environment.

Factfile Price Rs 40 lakh (estimated) Length 4480mm Width 1790mm Height 1540mm Wheelbase 2700mm Kerb weight 1490-1520kg Motor type Synchronous Power 110kW at 3283-9795rpm Torque 320Nm at 0-3283rpm Battery type Lithium-ion Battery capacity 40kWh Range 241kms (US EPA) Charging time 16hrs (3kW) / 8hrs (6kW) 40min (quick charge)

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cars4starters · 6 years ago

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What is it?

The grand daddy of Volvo’s SUV range.

The seven-seat XC90 is also the oldest of its SUVs, dating back to 2002 and now in its second generation.

The current shape was introduced in 2014 and is longer, wider and lower than its predecessor — at 4950mm in length, with a wheelbase of 2984mm.

The second row features three individual seats with recline adjustment and can be slid backwards or forwards to create more legroom for passengers in the third row or to increase luggage space.

The third row which packs flat is suitable for teenagers and small children.

A child booster cushion is integrated into the second row centre seat.

What’s it cost?

Prices start from $93,900 plus on roads for the diesel 2.0-litre Momentum.

Our 2.0-litre twin charged petrol T6 R-Design is priced from $104,900, but that’s not where the range stops.

There’s also the T8 hybrid, priced from $122,900, $124,900 or a rarefied $174,200 — all figures before on roads.

Our test vehicle had a few options fitted including the Premium Pack, which brings the final figure to $114,800 plus on roads.

The Premium Pack priced at $8000 includes sunblinds for the rear side doors, Bowers & Wilkins audio, heated rear seats, active chassis with rear air suspension, and tailored dashboard and door top panels with colour-coordinated seams.

Metallic paint adds another $1900.

The dash with its dominant, vertically mounted 9.0-inch touchscreen computer is familiar from the smaller XC40 and XC60 models.

The Bowers & Wilkins system is a real work of art, with 1400 watts of power and 19 speakers.

In fact, the 19th speaker, the subwoofer, uses the car body itself, turning the entire interior of the car into a giant speaker.

Being a Volvo the XC90 comes choc full of safety equipment too, including active cruise with auto emergency braking and receives a maximum five star rating for safety.

When linked to your mobile phone, Volvo On Call automatically alerts emergency services in the event of an accident.

What’s it go like?

The interior sets a benchmark for comfort and ergonomics, with oodles of room and large easy to use controls.

In our test vehicle it was trimmed in an attractive combination of greys and blacks, with carbon fibre look inserts and metal speaker grilles.

Loaded with technology the seven-seat wagon features a 2.0-litre four cylinder petrol engine that is both turbo- and supercharged.

The unusual combo produces 235kW of power and 400Nm of torque, the latter from 2200 to 5400 revs.

The supercharger is designed to boost bottom end performance and combines with the turbocharger to deliver a strong, smooth throttle response across the entire rev range.

VW offered a similar twin-charged setup with the Golf for a short period, longer with the Golf Convertible which sat on an older platform.

The twin charged engine in the XC90 is paired with an 8-speed auto, with drive to all four wheels as required, and does the dash from 0 to 100km/h in 6.5 seconds — despite a 2 tonne plus weight penalty.

Drive modes include Eco, Comfort, Dynamic, and Off Road, but with a space saver spare, 20 inch rims and expensive low profile Continentals — few people are likely to actually take the car off road.

Gear change paddles are provided, but to be honest we did not bother with them — with plenty of torque the need just wasn’t there.

The steering is light and perhaps a touch too sensitive, but the lane keeping assistance technology which steers the car back into its lane is among the best and least intrusive that we’ve tested.

Speed can be displayed digitally and cameras are employed to keep an eye on the current speed limit, with information available either in the dash or projected onto the lower windscreen via head-up display.

The system also warns of school zones and fixed speed cameras, although we still haven’t worked out how to get audible warnings.

The only problem with the head-up display is that it is almost invisible with polarised sunglasses.

With fuel consumption rated at 8.5L/100km, we were getting 10.7L100km from the 71-litre tank after some 430km of mixed driving.

What we like?

Imposing

Great paint job

Strong performance

Rear air outlets

Superior implementation of lane assist

Impressive Bowers & Wilkins sound system

What we don’t like?

No wireless charging

Still can’t work out how to get audible camera warnings

Digital radio does not supply artist/song title

Touchscreen show finger marks

Can’t see head-up display with polarised sunglasses

The bottom line?

Taken in isolation it’s too big and too expensive.

But in comparison with a Benz, BMW or Audi. the XC90 starts to look a whole lot more attractive.

CHECKOUT: Volvo XC60: the Goldilocks option

CHECKOUT: Volvo XC40: what’s the big attraction?

Volvo XC90: room to groove #Aussie #carnews #carphotos #carreviews #cars4starters #notjustcars #website #T6R-Design #Volvo #XC90 What is it? The grand daddy of Volvo's SUV range. The seven-seat XC90 is also the oldest of its SUVs, dating back to 2002 and now in its second generation.

#Aussie #car news #car photos #car reviews #cars4starters #not just cars #T6 R-Design #Volvo #XC90

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qubemagazine · 6 years ago

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New Post has been published on Qube Magazine

New Post has been published on https://www.qubeonline.co.uk/mitsubishi-launches-its-most-intelligent-and-agile-electric-truck-yet/

Mitsubishi launches its most intelligent and agile electric truck yet

NEWS FEATURES FIRE & SECURITY SUBMISSIONS RESOURCES

Building on the success of its popular 80-volt, EDiA EX, Mitsubishi Forklift Trucks has announced the latest addition to its award-winning electric range: EDiA EM.

The most intelligent and agile truck in its class, this range of 1.4 to 2.0 tonne 48-volt electrics is also one of the most durable.

Packed with features, it has been engineered to deliver all the manoeuvrability, power (performance) and reliability expected from a Mitsubishi lift truck. In short, it offers a true alternative to traditional IC engine trucks.

In tune with drivers

Designed and engineered to perform, the class-leading range works intuitively: tailoring the truck’s performance to the individual operator’s. EDiA EM’s sophisticated software examines and analyses real-use data – automatically adjusting the truck’s parameters for operations that are safe and productive. For drivers, this means that – regardless of load weight – they can expect the same, predictable response.

Every model benefits from the Mitsubishi SDS (Sensitive Drive System). It automatically smooths start and stop movements, increases agility and adapts the truck’s performance to the speed of the driver’s foot movements. In addition, EDiA EM benefits from Intelligent Curve Control as standard. Sensing the angle of a turn, ICC responds automatically by seamlessly reducing speed very early in the manoeuvre – for maximum stability and accurate, positive cornering. EDiA EM it is the most agile, thanks to its >100º steering axle and dual drive motors. These provide smooth on-the-spot turning – without the initial tyre ‘push’ which can quickly wear down tyres.

High visibility

Safety was a top priority for the EDiA EM’s designers. By thinking ‘outside of the box’, the team was able to successfully maximise visibility. While a low, counterweight design ensures good rear vision, forward views to the fork tips benefit from a number of simple, but often ingenious changes. In the fully adjustable operator compartment, for example, forward vision is free of obstacles, thanks to its low-profile narrow bulkhead dashboard and small, featherweight steering wheel. In addition, designers have improved visibility through triplex masts with a clever mast redesign. Uniquely, the EDiA EM mast incorporates close-coupled hoses to widen the view for operators. Responsive, highly-ergonomic controls, improved legroom, and a low-noise design all work to minimise operator fatigue – thereby minimising the chance of costly accidents.

For the driver

In busy operations every second counts. That is why the 3-wheel model of the EDiA EM series can be specified with 360-degree steering — as found in the popular Mitsubishi reach trucks — allowing the driver to reverse directions smoothly, precisely and — most importantly — without stopping. Not only can this speed up turn times and maximise productivity in tight spaces — even in containers — but it can greatly reduce the amount of centrifugal force acting upon a load, which could otherwise cause unsteady loads to fall. With state-of-the-art curve control stabilising the truck on turns and the Passive Sway Control system minimising sway action in higher lifts, EDiA EM is constantly working to make the operator’s work as safe, efficient, and predictable as possible.

Mitsubishi launches its most intelligent and agile electric truck yet

NEWS FEATURES FIRE & SECURITY SUBMISSIONS RESOURCES

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howardlyontx · 6 years ago

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FIRST DRIVE: 2018 Volvo XC60 Malaysian review – RM299k-RM374k

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The Volvo XC60 is perhaps one of the most important cars to Volvo and I saythat because the previous XC60 did tremendously well in many of its major marketsThis as you can tell is the second-generation XC60 and it looksnothing like the older model In fact, this baby is entirely new from the ground upThis very unit right here is the top-of-the-line T8 Twin Engine Inscription PlusIt’s fully imported from Sweden and is priced at RM373,888It rides on the new Scalable Product Architecture platform that’spurposely designed to accommodate a plug-in hybrid system but there’s also anon hybrid option like the T5 Momentum that we’ll be getting soonI’ve already done a full walk-around video of this car so if you want to watch that videoclick on the link in the description box below But for you first-timers I’llbriefly run things down once more On the outside the XC60 is basically a shrunkendown version of the XC90 Here in the T8 guise it gets this unique chrome grillewith the Iron Mark badge, 19-inch 10-spoke dual tone alloy wheels and dual exhaust pipesThe wheels can be upgraded to 21-inch items and we’re told that theprice of it together with the tyres starts from around RM15kThat’s not too bad right? Standard items include these full LEDheadlights with Thor’s Hammer LED daytime running lightsActually I keep calling it Thor’s Hammer but it doesn’t even look like it – it just looks like aweird T but it still looks good and very distinctly Volvo so call it whatever you want I guess?Keen observers will notice something different aboutthis car and that’s because it comes fitted with this exterior styling packFor RM8,288 you get this aluminiumfront and rear skid plates, silk metal side mirror caps as well as AMG style exhaust tipsThe real pipe is hidden somewhere behind so it’s still purely aestheticsTf you choose to go with this styling pack just keep in mind that afoot sensor for the tailgate release will be moved to the left side of the carjust under this sensor right hereNow I really like getting in and out of the car – it’s really convenientIt’s not too tall like the XC90, but just about nice enough for everybody to get in and out ofIt’s really convenient – Volvo says it’s because of this under wrap doordesign which makes the lower portion of the car here much thinner hence the convenienceIt’s great for older people too, except that the rear doorsdon’t open as wide as it should – shameIn here as you can probably already tell is quite swanky and veers towards the minimalistic side of thingsunlike the old car with the chock full of buttons, the dash here looks really nicevery neat and also very classy The only physical controls on the dashare for the media, front and rear defoggers and emergency signalEverything else is digitised into this 9-inch Sensus Connect touchscreen display includingthe dual-zone climate control With this you can access just about every featurethat comes with the car such as the active safety features, 360-degreeall-round view camera, head-up display adjustment and even the entire owners manualGood luck with that!The dashboard design as a whole probably won’t impressthose who prefer the German way of interior designing but I think thisapproach will age a little better Quality wise it’s right up there amongthe best in its class although I think new Audi Q5 which is not here yet by the waystill takes the cake for the best overall build qualityIf you know Volvo then things like this little Swedish flag on the edge of the seat is a givenbut here they’ve gone a step further by putting it into the chrome strip whichoutlines the metal mesh trim and if you find this combination a little bit toobland or not contrasty enough then I suggest you go with the open pore Driftwood trimIn other markets you get a choice of a two-tone interiorThe top part black and the bottom part white Personally I like that the most comparedto this all-black theme that we have here in this press unit simply because it’smore luxurious that way but at least Volvo is offering a maroon brown option for the seatsSpeaking of seats it’s unfortunate that we don’t get nappa leathersettling instead with this regular leather seatsIt’s not bad but it’s not impressive either, plus the grain on theleather makes it look rather cheap Comfort wise it’s supportive in all theright areas and there’s even an extendable thigh support for both seatsOver to the center this entire portion looks as though it’s beenlifted off the XC90 and only the Inscription trim comes with thiselectronic glass gear shifter The T5 Momentum will get the regular stick typeOh an interesting thing I learned is that this steering wheelis actually the R-Design steering wheel and there’s perforationon the sides and also explains why there’re paddle shifters as wellThe only thing missing is the R-Design badge down hereBut you know what I really really like about this car? It’s this 15-speaker Bowers & Wilkins sound systemIt is literally hands-down the best sound system in its class and it’s onlyavailable if you choose the Inscription Plus trim – one way of telling if your carcomes with it is through this speaker this tweeter actually, from the top andthe yellow diaphragm in the speakers right hereI’m not kidding guys, this stuff is really the bomb and if you play lossless audio files through this USB portright here you’ll be able to hear every layer of a song and the instruments that make itJust get itBack here I’ve got the driver seat adjusted to my driving positionand as you can clearly tell there’s lots of legroom, good headroomand decent visibility out There’s only one air vent built into each side of theB-pillars right here and I don’t quite like how cheap it feelsAnd if you’re a restless guy like I am who fidgets a lot during a long-distance drive this narrowfoot well can be a little bit of a problem but otherwise I think it’s pretty livableThere’s no booster seats back here, just a couple of ISOFIX anchor mountsplus a nice little storage area for you to keep your phone underneathyour seats away from prying eyesFor practicality the XC60’s boot space is 505 litres large That’s only about 10 litres larger than the older modelbut still quite a bit smaller than the Mercedes-Benz GLC and upcoming BMW X3Ilike the fact that the seats can be electrically folded if you need more spaceto lug your stuff around and the models with the air suspension get theoption of manually raising or lowering the boot heightUnderneath the boot floor you will find a tyre repair kit and no, this car does not run on run flat tyresBefore we start talking about the driving experience let’s first talkabout the engine under the hood Primary propulsion comes from a 2. 0 litrefour-cylinder engine that’s turbocharged and supercharged to produce 320 hpand 400 Nm of torque That alone is more powerful thanmost of its rivals in the class so that really says something and on top of thatthere’s an electric motor mounted over the rear axle producing 87 hpand 240 Nm of torque Together the plug-in hybrid system makes about407 hp and 640 Nm of torque That’s a lot a lot of power on paperbut it doesn’t really feel like it because the very nature of this car issupposed to be as fuel efficient as possible instead of chasing down someMercedes-AMGs or some sports cars But the power is there as a really nice bonusThe cool thing is you know that the car is capable, you know that it cando 5. 3 seconds to the 100, but when you’re cocooned in this much luxury you justlose all the care in the world – you don’t want to speed so much in a car like thisbut it’s good to know that it can I spent about 4 days with the carand every night I leave it to charge around 7 to 8 hours to get a full chargejust to be safe – Volvo says depending on the charging output when you get 2 to 7hours but I just leave it overnight because that’s my routine and Volvo saysyou can get 45 km on a full charge Realistically though, I’m getting35 and the instrument meter here the battery gauge in fact is pretty accurateNow I believe the discrepancy has a lot to do with the car’s weight because thisthing weighs 2. 1-tonnes But if you ask me whether I feel theweight driving this car around, honestly I don’t because it’s really powerfulThe easiest way of telling whether your engine is alive or not is to turn your audio downand even then sometimes I find it difficult to tell because it’s justreally quiet and then is a mark of a well-made plug-in hybrid systemAfter spending so much time with the car I find that the 8-speed automatictransmission still has some way to go before it’s properly fluid in theway of gear shifts – I think the gearing ratio can be adjusted to make full useof the power band and it’s not quite BMW in a sense but it would be perfect if it isAnother thing I don’t quite like about the car is braking feel andhonestly I feel that it’s one of the car’s weakest links – it’s a realchallenge to modulate the brake pressure it’s either I brake too little or too muchit’s very difficult to get that sweet spot and it can be very annoyingwhen you’re in stop and go traffic And sometimes when you brake you get a lotof oscillating movements especially when you want to park your car and you feelthat there’s a little bit more space for you to drive upfrontYou know it’s funny how Honda can do such a wonderful job with the City and Jazz HybridSo Volvo I honestly think and feel that youshould do something about this – you should pay a little bit more attentionto the braking department But having said that it’s considerably better thanthe XC90 so there is some progress to give Volvo some creditIn terms of steering, there’s not much feedback at all from the road but it’s not unusualbecause it’s a Volvo after all and honestly it doesn’t bother me as muchthe turning radius is actually pretty decentdespite riding on 19-inch wheels so that bit got me a little bit surprisedas for ride quality this car is fairly comfortable – we have a hump coming up here andyeah damping is not too bad – it absorbs the bump really well and based onprevious experiences models with the air suspension will tend to be a little bitmore plushy compared to the dynamic chassis that will come with the CKD versionsThe downside to this is that like I said earlier you get a lot ofrocking motions so I guess it takes some getting used toThe body tends to roll a fair bit more at higher speeds compared to the Mercedes-Benz GLCbut not at the expense of traction so that’s not a cause for concernthe CKD versions will not get air suspension at all no matter which modelyou choose, not even the top trim so the ride will be stiffer but we really haveto drive that first just to be sure Last but certainly not least is the safety systemIt’s the whole deal and you get everything Volvo has to offer includingmy favorite Pilot Assist system – simply click on the button here on the leftside of the steering wheel and what it does is it basically drives on its ownat speeds of up to 130 km/h and it can even steer for you if you’ve got thelane keeping system on It’s quite literally the best thing ever and it’sgonna make all that long-distance driving a lot more pleasant, a lot moreconvenient and a whole lot less tiring Just think of Pilot Assist as a moreadvanced version of adaptive cruise control and you won’t be far offspeaking of which this car also gets adaptive cruise controlBy the way the Pilot Assist feature that’s available on the Mercedes-Benz S-Classand BMW 7 Series and granted its smoother on them bothbut they’re not really in this price range and category are they?The very fact that Volvo has decided to put Pilot Assist in a car like this and in a price range like thisis commendable and I don’t think any other SUVs out there has this featureNevermind SUVs not even carsTo top it all off, there’s other stuff like City Safety, pedestrians, cyclists and large animal detectionas well as blind spot monitoringSo at the end of the day the XC60 T8 Twin Engine packs a lot of powera lot of safety tech and a lot of style That’s a lot for you to consider and rightfully sobecause I think in my opinion the car is a lovely place to be in and if I hadto choose it would be this over the Mercedes-Benz GLCBut it’s also worth knowing that this car is 20% more expensive than the GLC 250 but this hasthe added advantage of a plug-in hybrid system, at least until the GLC 350e comes alongThe good news is the CKD versions will be rolled out in April and pricingfor that starts from RM298,888 for the T5 Momentumto RM343,888 for this version, minus the air suspensionFor that kind of money what car would you rather buy?That’s all for this round of review – thank you for watching, this has been Matthewand I will see you in the next one

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deonheim30 · 6 years ago

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FIRST DRIVE: 2018 Volvo XC60 Malaysian review – RM299k-RM374k

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numberplates4u-blog · 6 years ago

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Mercedes-AMG E 63 review

For Explosive performance, drift mode on S model, high quality interior Our Rating 5 Against Not what you’d call cheap, high running costs, potential depreciation issues 2016 Flagship Mercedes E-Class is the world’s best performance saloon Finally, after years of trying, Mercedes-AMG has created a four-door saloon with enough power and poise to knock the BMW M5 from its perch. The monumental performance is kept in check by four-wheel drive and a host of safety devices, while cylinder deactivation makes it surprisingly efficient. Opt for the S model, engage Drift mode and you’ll think you’re driving a naturally aspirated, rear-wheel-drive AMG. A super-saloon in every sense. 14 Sep, 2017 4.5 The new E-Class is deceptively attractive, looking every inch the junior S-Class, which will appeal to buyers of premium executive cars. The AMG is suitably discreet, almost stealth-like in its appearance. Note the V8 Biturbo 4Matic+ badge on the front wings, the sculpted bonnet and colour-coded lip spoiler on the boot. More obvious changes include the flared wheel arches, AMG-specific grille and bumpers, and four trapezoidal tailpipes. The interior has superb fit and finish, with AMG lettering on the the centre console and AMG start-up logo in the central screen to let you know you’ve climbed aboard the range flagship. The AMG sports seats are delightfully supportive and supremely comfortable, but the ‘performance’ seats in the S model offer even more lateral support. All models get a three-spoke multifunction steering wheel and a 12.3-inch display with AMG-style displays and a racetimer. You’ll be in no doubt that you’re in a Mercedes-AMG, but it’s not too OTT. Sat-nav, stereo and infotainment The infotainment system is a familiar Mercedes-Benz system, with a few AMG trinkets thrown in for good measure. These include different instruments and performance-focused information, such as g-force and gearbox temperature. Opt for the S model and you can enjoy the AMG Track Pace system, enabling lap/sector times and videos to be recorded and analysed. This is available on Apple iPhone via an app downloaded from the App Store. Image 3 of 17 Image 3 of 17 5 Cutting to the chase: this might be one of the best all-round performance cars in the world. There’s a sense that AMG has garnered all its experience of the past 50 years to create a thoroughly modern interpretation of a V8 four-door saloon. In range-topping S guise, as tested here, the E 63 offers explosive, almost fearsome pace – arguably too much for Britain’s tight and congested roads – and yet it can tip-toe back from behaving badly on a B-road and nobody will bat an eyelid. For the first time in the UK, the E 63 is underpinned by Mercedes’ 4Matic+ four-wheel drive system, which continuously adjusts torque to the axle as required. But any fears that the 4Matic+ might be as welcome as a wasp at a picnic are soon forgotten in the E 63 S. Select Race mode, kill the traction control and pull the shift paddles towards you and Drift mode is engaged. All of a sudden the nine-speed automatic transmission stops being automatic, putting you in charge of the gear changes and removing the ESP safety net. Talent, space, nerves of steel and a budget for new tyres is required, but far from being a gimmick, Drift mode proves that a big German saloon can let its hair down once in a while. This truly is a performance car for all seasons and every occasion. There’s a variety of driving modes – Comfort, Sport, Sport+, Race and Individual – each one tweaking the engine mapping, suspension, gearbox shift speeds, the response of the differential and ESP, and even the exhaust note. Image 5 of 17 Image 5 of 17 In our view, the Sport setting provides the optimum experience, with the stiffer suspension delivering a degree of tautness to the body control. The way in which this two-tonne saloon changes direction and devours corners is simply breathtaking. But our biggest compliment is this: when you’re truly on it, the E 63 feels like a naturally aspirated, rear-wheel-drive AMG of yesteryear. It’s a digital remaster of a classic album; it truly is that good. Engines In ‘standard’ guise, the E 63 AMG’s 4.0-litre twin-turbocharged V8 engine produces 563bhp and 750Nm of torque, enabling it to sprint to 62mph in 3.5 seconds, before hitting a top speed limited to 155mph. By the E 63 S is the true powerhouse and is likely to be the most popular model. It delivers 604bhp and a colossal 850Nm of torque, taking the sprint time down to 3.4 seconds. The top speed is limited to 155mph, but in both cases an optional AMG Driver’s Package (£765) will unlock a top speed of 186mph. The engine is so much more than a tweaked version of the motor found in the C 63 S. Twin-scroll turbochargers are used for the first time, the pistons are new and the air intake and charge air cooler have been optimised - and that’s all before AMG set to work with the engine software. The nine-speed AMG Speedshift automatic transmission has been mated to a wet start-off clutch, which replaces a torque converter to save weight and improve response times. The result: lightning-quick and seamless up and down changes. Image 14 of 17 Image 14 of 17 4.5 The E 63 shares all of the active and passive safety systems with the regular E-Class, making it one of the safest performance cars you can buy. Active braking assist, multiple airbags, attention assist, emergency braking and a tyre pressure monitoring system are just some of the standard features. For the ultimate protection, a Driving Assistance Plus Package is available for £1,695, which, in short, will do everything it can to keep you on the straight and narrow. Active braking, steering and lane keeping are included, along with preventative measures in the event of a side or rear collision. Image 17 of 17 Image 17 of 17 The E-Class was awarded a maximum five-star safety rating by Euro NCAP, scoring 95 per cent for adult occupants, 90 per cent for child occupants, 77 per cent for pedestrian safety and 62 per cent for safety assist technologies. Mercedes-Benz didn’t perform quite so well in our most recent Driver Power Survey, finishing 21st out of 27 on the list of best manufacturers. A score of 88.92 percent meant that only Renault, Vauxhall, Land Rover, MG, Citroen and Dacia finished below the German marque. Warranty The Mercedes-AMG E 63 comes with a three-year unlimited-mileage warranty and up to 30 years of anti-corrosion cover. Servicing Mercedes-AMG offers a Service Car package, allowing you to spread the cost of servicing a new car. On E63 models, the price works out at £45 per month, based on two services taken over 24 months or three services over 36 months. Other options are available. 4 The E 63 is a proper practical performance car, with space for five adults, even if the transmission tunnel restricts room in the middle back seat. The AMG front sports seats – upgraded to ‘performance’ seats in the S – are supremely comfortable on long journeys. Size At 4,988mm in length, 1,463mm height and 1,907mm width (excluding door mirrors), the E 63 is slightly longer, taller and wider than the standard E-Class saloon, reflecting its beefier and pumped-up stance. Leg room, head room & passenger space Legroom is excellent, while the roofline ensures that adults will find plenty of headroom in the back. That said, the rear bench is best reserved for two adults, as three abreast is a bit of squeeze. The transmission tunnel also impacts on legroom for the central rear passenger. Image 12 of 17 Image 12 of 17 Boot With 540 litres of luggage capacity, the E 63 saloon offers the largest boot in its class, on a par with the Jaguar XE and 10 litres more than the BMW 5 Series and A6. It’s well shaped and offers excellent access for a saloon car. If that’s not enough, there’s always the E 63 Estate, which offers 640 litres of space with the rear seats in their upright position, extending to as much as 1,820 litres with the seats folded down. 3 Fuel economy isn’t going to be high on the list of priorities when buying a Mercedes-AMG E 63, but today’s performance car must at least tip its hat to fuel efficiency. For the first time in a turbocharged Mercedes-AMG, cylinder deactivation is used, with cylinders two, three, five and eight deactivated during partial load. In Comfort mode, deactivation is available from 1,000 to 3,250rpm, with the dashboard informing the driver when four cylinders have been shut down. The result is an impressive 31.7mpg on a combined cycle and CO2 emissions of 207g/km. This results in a first-year ‘showroom tax’ of £1,200, followed by five years of £450, which includes the £310 supplement for cars above £40,000. Insurance groups Unsurprisingly, these are not cheap cars to insure, but the supercar-taming performance doesn’t quite equate to a supercar-style insurance group. The E 63 is Group 46 and the E 63 S Group 47, while the Edition 1 is Group 48. Depreciation Mercedes-AMG products aren’t known for their rock-solid residual values, and depreciation can be eye-wateringly brutal. Buy new and you might lose the cost of a good supermini within a matter of months. Image 6 of 17 Image 6 of 17

http://www.autoexpress.co.uk/mercedes/e-class/100929/e63-amg-saloon

#In-depth reviews

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privateplates4u · 7 years ago

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Range Rover Velar SUV

For: Hugely desirable, great to drive, beautiful interiorOur Rating: 4 Against: Rear-seat practicality not as good as some rivals, expensive to buy, no Apple CarPlay or Android Auto 2017 The Range Rover Velar is Land Rover’s most desirable product yet. Rivals are arguably better value, but the Velar has more style dynamism The Range Rover Velar is the SUV of the moment. Its slippery shape and stunning interior make it ultra desirable, but it’s the first Range Rover to heavily prioritise form over than function. There’s a good selection of engines but be aware of tight rear seat passenger space and high list prices. The Velar may well start at just under £45,000 but you’ll be spending a lot more than that for a Velar with all the kit you’d want. That said, who said style and fashion come cheap? 14 Aug, 2017 4.2 One of the highlights of the Range Rover Velar is its interior. It showcases the next wave of Range Rover interiors with its three-screen set-up and minimalist interior design. Ever since the launch of the fourth-generation Range Rover in 2012, all subsequent models have had beautifully made and tastefully designed interiors, but the Velar moves things on a notch with a level of technology and tactility we’ve not seen on a Land Rover before. It’s not just the interior that shows the future either. While the sloping roofline will be very much a Velar ‘thing’ in the range, you can expect the sleeker headlamps, restyled grille and pop-out door handles to make their appearances on other forthcoming Range Rovers like the next Evoque due in 2018. Sat-nav, stereo and infotainment One of the most striking features of the Range Rover Velar is its interior. Not only is it minimalist and elegantly designed but there’s a focus on technology that we haven’t seen before from Land Rover. All but the entry-level ‘S’ get three screens as standard – there’s a 12.3-inch display ahead of the driver just like you’ll find on the Range Rover, and Land Rover’s new Touch Pro Duo System which consists of a 10-inch touchscreen in the middle of the dash. When you get in and touch the starter button, the screen tilts forwards as much 30 degrees and it looks very smart as it does its business. Below it is a 10-inch display where the buttons would normally be on the facia. Image 3 of 28 Image 3 of 28 Apart from two rotary controls, there no physical buttons for the screens – but by using these circular switches you can flick through the different menus. These buttons allow you to choose which mode you’d like for the Terrain Response system, as well as letting you adjust the temperature for the air-con. It all looks smart and ultra modern but, with the lower screen in particular, it does involve you taking your eyes off the road to prod the display. German rivals offer more intuitive systems, and while Jaguar Land Rover’s InControl Touch Duo system looks and works well enough, there’s no Apple CarPlay or Android Auto which is a glaring omission when virtually every one of the Velar’s rivals offers this type of convenience. 4 The Velar is positioned as the most dynamic Range Rover in the range. It uses the mostly aluminium platform from the Jaguar F-Pace and shares a large amount of componentry with that very car. While the ride on standard steel springs is harsher than on any other Range Rover, the Velar still feels more comfortable and refined than the F-Pace. This only improves with the more expensive V6 models, as they come with air suspension as standard. Velars fitted with air suspension ride very well indeed and don’t feel remotely bouncy. Nor do they lend the car to excessive body roll, with plenty of control through tight bends. Image 12 of 28 Image 12 of 28 The ride is made even more comfortable with small wheels, as the biggest 21 or 22-inch rims can send small shockwaves into the cabin. However, the Velar looks best on large wheels so most people will put up with a small amount of discomfort in order to look good on the road. You’d be hard pushed to tell the Velar is related to the Jaguar F-Pace because Land Rover has succeeded in making the Velar feeling very ‘Range Roverish’ to drive. The steering is meaty but languid and the Velar’s natural character is to waft rather than thrill – this is despite it being supposedly the most dynamic Range Rover model ever. The feeling is helped by the standard eight-speed ZF automatic gearbox which, depending on which engine you go for, can feel super sharp or a little lost when it comes to choosing the right gear. Engines The Velar is available with Jaguar Land Rover’s latest 2.0-litre petrol and diesels built at its new Wolverhampton factory in the West Midlands. We’ve yet to try a Velar powered by a 2.0-litre engine in either petrol or diesel guise, but experience with other large JLR SUVs like the Discovery would suggest they are a decent fit. Most buyers will be persuaded to go for the V6 engines. Though older they still offer desirable amounts of power and torque – the 296bhp 3.0-litre turbocharged diesel is a highlight. Though slightly costly to run, it nicely matches the Velar’s part-luxury, part-sporty nature, and is quiet and smooth on the move. Image 26 of 28 Image 26 of 28 Many potential buyers will take one look at the 375bhp 3.0-litre supercharged petrol’s running costs and be put off immediately, however we suspect a few buyers will still plump for it, as it allows the Velar to easily rival cars like the Porsche Macan GTS. It’s the same engine used in the Jaguar F-Type and offers similar levels of aural delight – even if the Velar is naturally slightly quieter thanks to its larger body, better sound insulation and more hushed exhaust system. It’s a seriously quick car, though, and can haul the two-tonne Velar along at a decent pace. 4.1 The Range Rover Velar is so new that we’ll need to wait a little longer before forming any real verdicts on reliability. However, it uses plenty of tried and tested parts from cars like the Discovery and Range Rover Sport, so any potentially serious issues should have been ironed out by now. That said, the brand didn’t fare too well in our most recent Driver Power survey, placing just four spots off the bottom (24th overall) - only MG, Citroen and Dacia came off worse. Owners cited poor reliability as the main issue, while connectivity (the Velar doesn’t get Apple CarPlay or Android Auto yet), infotainment and electrics are among other problem areas. Image 9 of 28 Image 9 of 28 Safety should be pretty good, though. The Velar hasn’t been crash tested by Euro NCAP, but the latest Land Rover Discovery gained a full five-star rating with a 90 per cent score for adult occupancy. And while the Velar lacks any real autonomous tech, it comes with automatic braking, adaptive cruise and lane-keep assist. For these reasons, the Velar is likely to be a very safe family car. Warranty All Range Rover Velar models come with a three-year unlimited mileage warranty, which is on par with rivals. A BMW X5 offers the same guarantee, but a Audi Q7’s warranty is limited to 60,000 miles. Servicing Service plans for the Range Rover Velar haven’t been revealed yet, but Land Rover offers an inclusive setup on the Discovery and the brand’s latest model should be no different. For reference, a five year plan with a 50,000-mile limit costs from £725 on the 2.0-litre diesel Disco, rising to £825 for the 3.0 V6 models. Higher mileage drivers are covered, too, paying a little more for a higher limit. 3 The Velar sits between the Evoque and the Range Rover Sport and as such its dimensions fall neatly between those models. When lined up in size order the Velar looks to be a large car, though it’s not the same inside. While there is plenty of room up front, helped by the minimalist design and the panoramic sunroof (if fitted), space for rear seat passengers is a little tighter than it should be. Boot room is good though – it sits between the Audi Q5 and the Audi Q7 for outright space with the seats up or down. Image 20 of 28 Image 20 of 28 Cabin storage is average – there’s a large glovebox and a usefully sized cubby under the central armrest, but the doorbins are rather small. That said there are a couple of nicely designed storage spaces to match the design-led interior, such as the space behind the 10-inch touchscreen on the dash and the cupholder in the centre console that is hidden from view until the Land Rover badge near the gearknob is pressed. Size The Velar is quite a large car and as such it tends to sit between the mid and large-SUV segments. It’s roughly the same length as a Porsche Cayenne but only just a little taller than a Porsche Macan. The Velar is relatively easy to get into compared to other larger Range Rovers thanks to its lower driving position; go for air suspension or a V6 model and the Velar can automatically go into ‘Comfort access’ mode to make getting in and out easier. Leg room, head room & passenger space It’s very easy to get comfortable up front. There’s a slightly sportier driving position than other Range Rovers and sitting up front is not quite as majestic as the large Range Rover due to the thinner, sportier seats that have no pull down armrests. There’s plenty of adjustment in the seat - especially if you have electric seats – as well as in the steering column, so getting a good driving position is easy. Image 16 of 28 Image 16 of 28 It’s a slightly different story in the rear. Due to that sloping roofline six-footers will find their heads touching the roof, and they may struggle for legroom if the two passengers up front are tall. The Velar is more of a four-seater, too, as the middle seat in the back is small and there’s not much foot room for a third passenger due to small footwells. That said, there’s plenty of room for children. Boot While space in the back seats is a little tight, the boot makes up for it. It’s of a good shape and the rear seats fold down and lie down nearly completely flat. At nearly 120cm wide and nearly a metre deep, the boot is surprisingly practical. There’s 673 litres with the seats up and 1,731 litres with the seats down, meaning it sits somewhere between the Audi Q5 the Audi Q7. If you go for a space saver spare wheel is robs you of underfloor storage. The boot lip is quite large though making loading items a little trickier than it should be and unlike the big daddy Range Rover there is no split-tailgate. 3.6 The Range Rover Velar is different from more attainable Land Rover models such as the Evoque and Discovery Sport because there is no front-wheel drive version offered. Even the entry-level diesel is 4WD only, which fits with the car’s high-end target market. It does, however, mean that the 178bhp diesel manages a respectable but not outstanding 52.5mpg on the claimed combined cycle, with CO2 emissions of 142g/km. That’s only marginally less than front-wheel drive versions of the BMW X3, for example, which shows how efficient Land Rover’s four-wheel drive system is. If you want to step up to a the 237bhp twin-turbo 2.0-litre diesel, the economy penalty isn’t too bad, either (it manages 48.7mpg and emits 154g/km). More impressive is the V6 diesel, which despite the extra two cylinders and a substantial 700Nm of torque still claims 44.1mpg and 167g/km. Regardless of CO2, however, all Velars are subject to the £310 a year road tax supplement for cars over £40,000. Image 13 of 28 Image 13 of 28 Unsurprisingly, the petrols fare less well when it comes to efficiency. The most frugal 247bhp 2.0-litre four-cylinder manages 37.2mpg combined and emits 173g/km, while the 296bhp V6 is very nearly as good. The top-spec supercharged 375bhp V6 petrol only manages 30.1mpg combined, and emits 214g/km of CO2. Ultimately, buyers at this price point are more worried about range than fuel consumption, and it’s the diesels which offer a greater distance between fill-ups. Insurance groups The Velar’s insurance looks to be roughly on a par with rivals from Audi and BMW, and cheaper than cars such as the Porsche Macan, which is a good achievement when you consider the Velar’s cost and desirability. The base diesel starts at group 31, and it rises to group 45 for top-spec supercharged V6 models. Depreciation Land Rover hasn’t released residual value data for the Velar just yet, but we’d be surprised if it fared any worse than other JLR products. Smaller siblings like the Range Rover Evoque offer residuals that are well ahead of many premium rivals, so we’d expect to see the same again here, with the Velar rivalling the Porsche Macan for retained value after three years.

http://www.autoexpress.co.uk/land-rover/range-rover-velar/100453/suv

#In-depth reviews

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autoblog365-blog · 8 years ago

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8 show-stopping details on the Peugeot Instinct concept

One of the concept car stars of the 2017 Geneva motor show is the Peugeot Instinct, an autonomous shooting brake with active aerodynamics, shape-shifting seats and concrete interior trim (yes, really). We’ve been inside the concept at Peugeot’s Paris design studios for an up-close look in advance of the show – here are the key design highlights to seek out under the show lights in March.

1) Those seats

The Instinct’s shard-like exterior is dramatic, but the concept’s focus is its futuristic four-seat interior, nominally designed for the year 2025. ‘We started the design on the inside,’ Matthias Hossann, Peugeot’s head of concept cars, told CAR. ‘Often autonomous concepts have a very big interior, with seats that swivel through 180 degrees, for example. we kept the interior the size of a typical production car interior. This interior occupies the same amount of space as a 308, roughly, but with a lower roof.’ ‘Seats that can be turned are unrealistic with a compact car. we invented an “adaptive-fit seat” with a sliding seat base.’ When the car enters one of its autonomous driving modes (more on which shortly), the seats can slide forwards and downwards into a hammock-like reclined position, the better to grab forty winks or thumb through some reading. We tried sitting in both upright and reclined positions, and the seats manage to support upper body and shoulders effectively even at their most laid-flat. Sitting in the back, the front seats are designed in such a way as to avoid stealing much legroom when in hammock mode. ‘When you’re on a plane and someone puts their seat back in front of you, it can be horrible,’ says Hossan. ‘We want to avoid that.’

2) Leftfield materials

‘We used materials like you would find in the home,’ interior designer Arthur Condert told us. ‘Materials that are nice to touch. The seat fabrics are the same as many sofas, and on the doors and on the floor, we used a very thin layer of concrete – it has a nice texture, and becomes warm to the touch.’ The concrete really is a thin veneer, by the way, so doesn’t add another tonne to the kerbweight. The thick knitted carpets on the floor are sourced from Israel, while the 3D ‘digital knitting’ surfaces on the seats are similar to the type of material you’d see in modern trainers. ‘We are exploring using more of these “noble” materials rather than plastics,’ Condert told CAR. ‘They are more expensive, but we try to use them in an intelligent way.’

3) Holographic instruments

The next step in Peugeot’s small wheel/raised instruments ‘i-Cockpit’ setup, the three-dimensional holographic instrument screen features deliberately clear, simple graphics. In manual drive mode it displays vehicle speed, battery level and so on, while in Autonomous mode it switches to show distance covered so far, and the remaining journey time. Lower in the driver and passengers’ field of vision is a giant widescreen display recessed within the dash.

4) That exterior

The brief was ‘to design a highly desirable autonomous car,’ Matthias Hossann told us. ‘We wanted the exterior to be as smooth and simple as possible.’ The shooting brake form was partially inspired by the Peugeot 504 Riviera of 1971, he tells us, and the XL grille treatment by the 402 Andreau of 1936. ‘The front of car has to inspire this notion of efficiency. We design the 3D-printed grille to look as “full” as possible.’ There’s no B-pillar, and the giant doors open like the pages of a book, as far as 90deg to the body.

5) First look at Peugeot’s next-gen headlights

That cuboid headlamp design is likely to reappear on future production Peugeots. ‘One of the elements we want to push in the future is to integrate radars, sensors, lasers into the lights,’ says Hossann. That’s the black spot you can see in the centre of the lights: ‘It’s like a pupil,’ he says. ‘We want people to always when they see a Peugeot, to look it in the eyes.’

6) Focus on self-driving tech

The Instinct's main thrust is that it represents Peugeot’s take on the concept of autonomous cars. ‘Self-driving cars are the next automotive revolution. Every manufacturer will be offering this technology. The difference will lie in how they go about it,’ is Peugeot's official line. The Instinct is designed with four driving modes, two manual (Drive Boost and Drive Relax – the latter partially assisting the driver) and two robot (Autonomous Soft and Autonomous Sharp – the latter piloting the car as quickly as comfortably possible). While in either of the Auto modes, the driver can tap the gearlever-like command stalk on the centre console to tell the car to overtake traffic ahead, or switch between modes. Like many recent autonomous car concepts, the steering wheel retracts into the dash in autonomous mode, but does so in a particularly neat way, folding itself gracefully flush with its surroundings. Likewise, the throttle pedal retreats further into the footwell in Auto mode. ‘The good point is you can master your time,’ says Hossann. ‘You can choose between driving or doing something else – decide to sleep, to eat, to read – amplify your life.’ Cryptically/alarmingly, he adds that in Autonomous Sharp mode, the car can be programmed so that ‘Sebastien Loeb can drive you to work everyday. Autonomous mode doesn’t mean boring.’ Does that mean you can send Seb the bill for the tyres, we wonder?

7) Trick aerodynamics

One of the concept’s party pieces is an extending front spoiler that incorporates the entire light guides (those diagonal DRL mandibles), joined by a downforce-aiding connecting strip. Deployed automatically above 55mph, it also helps to tidy airflow around the wheelarches – and looks quite neat in the process. The crease along the Instinct’s flank incorporates a hidden channel guiding airflow to an outlet in the rear wheelarch, helping to reduce drag while also helping the design avoid appearing slab-sided. ‘Aerodynamicists hate sculpted sides – they want flat surfaces,’ Matthias Hossann explains.

8) It’s connected to the Internet of Things

Using an open platform developed in collaboration with Samsung, the Instinct’s infotainment systems are designed to be connected to smartphones, smartwatches – and also items in the home such as smart TVs (for instance, you could continue watching a film where you left off when you climb into the car), or automatically locking the house doors when you start the engine. Don’t expect this to be the last time you hear about ‘IoT’ functions on a concept car in 2017…

Peugeot Instinct concept in a nutshell:

Nominally designed for the year 2025 Four-seater shooting brake with manual and autonomous driving modes Plug-in hybrid petrol-electric 4wd drivetrain with 300bhp Unorthodox interior materials, including knitted carpets and concrete veneers Seats can slide into reclined positions in Auto mode ‘Internet of Things’ connectivity with objects at home Square headlight graphics incorporating sensors likely to appear on future production Peugeots Sweeping rear light graphics differentiate between driving modes Official debut at 2017 Geneva motor show, before beginning global show tour Click here for CAR’s full A-Z of the 2017 Geneva motor show

credit:http://www.carmagazine.co.uk/car-news/motor-shows-events/geneva/2017/8-show-stopping-details-on-the-peugeot-instinct-concept-at-geneva-2017/ Click to Post

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welovenissan · 8 years ago

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Nissan NP300 Navara First Drive

By Wayne Gorrett

Posted in Nissan Navara South African car launches Car launches Home Featured General Car SUV

The arrival of the new Nissan NP300 Navara is long overdue and by all accounts, local introduction is expected early in 2017. Will the locally-built new Navara be worth the wait? Our UK correspondent drove Nissan's latest double-cab offering to find out...

During the Nineties, almost every middle manager with a family wanted a double-cab as their company car; they sold like hot vetkoek and, as a result, South Africa remains enthralled by the "family bakkie". The first-generation Navara made its UK debut in 2001, but it was merely a tinselled-up version of the Hardbody, a stalwart (replete with sliding heating controls) that still soldiers on in South Africa as the NP300. Mzansi had to wait until late 2005, when the second generation (D40) Navara arrived as a full import, and it has undergone a host of updates throughout the years.

But, after almost 11 years, it's high time for an all-new Navara. Codenamed the D23, this Navara started life as a blank-canvas project – even the name hasn’t escaped a makeover. The "NP300 Navara" designation follows the new global house style for Nissan's commercial vehicles, denoting the type of vehicle (Nissan pick-up) and gross vehicle mass (3 tonnes).

As you can see from these images, Nissan hasn’t tinkered too much with the outer appearance of the new Navara, which features a revised front grille, restyled bumper and sleeker bonnet. It certainly looks handsome in the metal, but that's not to suggest it's a show pony: the newcomer can still haul a 1-tonne load and pull 3.5 tonnes on the rear hook – just but not both at the same time. To do that you’ll need to reduce the tray load by half a tonne.

Handsome new NP300 Navara proves its mettle on a rutted off-road course.

Much improved interior

The Navara is again offered in king cab (KC) or double cab (DC) form and both versions offer rear seats, but while the DC has a traditional bench in the back and four conventional doors, the KC has two (cinema style) flip-down rear seats and small back doors hinged on the rearmost edges of the cab.

The interior represents a significant improvement for the Navara. On the high-spec derivatives there’s piano black trim, metal-effect accents, a touchscreen infotainment system with satnav and surround view monitor, the latter of which is a very handy feature on a vehicle of such enlarged dimensions.

The infotainment system will be familiar to anyone who's driven a top-end Nissan SUV or crossover recently. The system is intuitive to use by virtue of simple, easily-navigitable menus and slick Bluetooth pairing, although the image quality relayed by the surround-view cameras could be better.

... but no soft-touch dashboard

Although its cabin looks SUV-like in quality, the Navara's still based on a commercial vehicle underneath – the leather steering wheel and gear lever feel upmarket, but those expecting soft-touch plastics on the dashboard will be disappointed. Yes, the Nissan cabin's overall build quality is solid and will probably be as tough as old boots, but the plastics are all hard to the touch, unfortunately.

Piano-black finish and touchscreen infotainment lends a luxurious, SUV-like feel to the Navara's dashboard.

Nissan SA has not confirmed engine/transmission line-up for the local-spec Navara, but expect it to be offered with the choice of 2- or 4-wheel drive and the option of a standard 6-speed manual or 7-speed automatic gearbox.

The South African range could receive the new 2.3-litre Renault-Nissan alliance turbodiesel motor, which is claimed to be up to 24% more efficient than the ageing 2.5-litre unit it replaces, and is said to be the "cleanest and most economical in its sector". Available with two power output options, 120 kW (409 Nm) and 140 kW (450Nm), the range-topping version introduces twin turbocharging technology – a first for Nissan in this segment.

The current 3.0-litre V6 dCi, which produces 170 kW and 550 Nm of torque, is expected to remain.

Multi-link rear suspension configuration lends the Nissan improved handling stability and a forgiving ride quality.

New independent suspension

In this regard, Nissan has set a precedent with the latest Navara. Gone is the bone-shaking leaf-sprung suspension on DC models which, mercifully, has been replaced by a new independent five-link coil system which provides a much more refined and well-behaved ride.

However, all KC models retain the rear leaf spring arrangement.

The decision to switch to a multi-link rear suspension is entirely justified as the results are instantly evident. The outgoing Navara bounced and shimmied its way along the road, leaving the driver constantly aware of the rear of the vehicle whilst giving the feeling that the load bed is entirely separate from the cab.

The new NP300 Navara does away with that feeling thanks to its new suspension as the multi-link setup removes the wobble and crash of the rear, while a new rubber seal between the load bed and the cab provides cushioning and reduces shaking.

The ride is undoubtedly smoother, but it’s as a rear passenger where you’ll notice it most. Previously the Navara (like most pickups with leaf springs), would gently jiggle you into submission over a long journey. Now, the ride is fairly static and bobble-free.

Rear passengers (in particular) will benefit from the pliant ride quality, especially on long-haul journeys.

What's more, the rear-seat comfort has also been improved by increasing the angle of the seatback and the length of the cushion squab. While rear legroom is still not overly generous, it must be said, the changes have made the new Navara a much more practical vehicle for four occupants.

More composed, both on- and off-road

From the driver’s seat, the Navara now feels more composed both on- and off-road. The improved ride quality and quicker steering rack make the driving experience more enjoyable and less of a challenge. If you entered a quick, sweeping corner in the outgoing model, the nose tended to push outwards, but the new model tracks much better in the bends and the steering wheel conveys the front wheels' contact with the road with greater accuracy.

Despite the improved on-road characteristics, the 2017 Nissan Navara is still more than capable off road. A 4WD derivative comes complete with a low range ’box, hill descent control and excellent axle articulation. If you want to get really serious, a rear diff-lock is optional. Fortunately, it was fitted to all the test vehicles.

Nissan’s proven electronically controlled four-wheel-drive system has three settings: 2H, 4H, 4L and a more lightweight construction helps the NP300 Navara feel more nimble and agile than its predecessor, while the 450 Nm of torque means there’s plenty of push when needed. Up steep and rocky trails and down deep, rain-carved gullies, the Navara didn’t break into a sweat… but I did!

Navara features electronically-controlled 4WD and a differential lock; its axle articulation is excellent.

... considerably better road manners

The NP300 Navara offers the best ride comfort of any unladen bakkie I’ve driven to date. The previous-generation Navara (and other leaf-sprung competitors) tended to be bouncy and rather unsettled, but the new Navara DC feels much more stable and displays considerably better road manners.

However, there are still reminders that the Navara is, in essence, a working vehicle. There’s no getting away from the fact that below the sheet metal there’s a heavy-duty live axle attached to a ladder-frame chassis.

Nonetheless, the NP300 Navara will be one of the best pick-ups to have ever reached South African shores when it arrives. While not quite blurring category lines, it certainly narrows the gap between rough, tough, work-a-day bakkies and road-biased SUVs.

To pre-order your 2017 Nissan Navara, arrival date, estimated for March 2017, visit a reputable Nissan dealership near you.

Article and image source: https://www.cars.co.za/motoring_news/nissan-np300-navara-2016-first-drive/42494/#.WGUyJ3dh3I5

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