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dimanche 27 mars 2016
samedi 28 novembre 2015
2015 Mercedes-Benz A-Class A200
With us, it is with this engine as the Class A sells the majority. In A 180 CDI more accurately, 109 hp variant of the 1.5 dCi which is found on the Megane and Scenic others. A version reduced to 90 hp quickly made its debut on the A 160 CDI before us today. It allows lowering the call price of Class A to € 25,100, and boast some rather interesting consumption, with 3.8 l / 100 km average advertised. So emissions down, confined to 98 g / km (neutral zone of the bonus / malus).
Mercedes has nonetheless made some minor alterations during the transplant, so as to improve the approval. Flywheel, Soundproofing , But the technical basis remains strictly identical.
Small disappointment on first contact. The small diesel snorts so pretty sound, with some vibration in the pedal back and seat. That persist in slow motion , In town, the Start & Stop is thus much too intrusive. There's more constant speed. But acceleration pedal to the metal (essential not to become a mobile chicane), its rumblings are too present. It is more discreet, alas, by his mundane performance: almost 14 seconds for 0 to 100 km / h is limited. We especially deplore his laborious reminders, penalized by its very long and not ideally staged box. In heavy traffic, it spends his time juggling 3rd and 4th. Painful in the long run, especially as the clearances are too large.
At least, there is no incentive to brutality, and notes a rather contained consumption. We recorded only 6 liters of average on our course combining city and highway, with no particular eco-driving effort. That said, others are able equivalent appetite (with higher performance ).
To find with this Class A charmless, it still has access to certain equipment (expensive) more rare in less posh compact, its look (on the upper finishes), and its driving qualities. Let him at least that, the A-Class remains a secure and properly held self. But again, we will have to accommodate some specific grievances model: its management, artificial and random support, comfort and too firm, especially at low speed.
Price :
His performances, certainly not brilliant, are not so disastrous judging the A 160 CDI in the light of its general counterparts. Only the baby Benz premium plays , with fares accordingly. It is on this point that the finding is cruel: beginner to more than € 25,000 (€ 30,000 for the complete equipment it borders), this ambitious star is less talented than other rivals in the name much more modest. One thinks of a Peugeot 308 or even an (already old) Citroën C4 , The premium, so this is not just about keychain.
Test Drive :
Mercedes has nonetheless made some minor alterations during the transplant, so as to improve the approval. Flywheel, Soundproofing , But the technical basis remains strictly identical.
Small disappointment on first contact. The small diesel snorts so pretty sound, with some vibration in the pedal back and seat. That persist in slow motion , In town, the Start & Stop is thus much too intrusive. There's more constant speed. But acceleration pedal to the metal (essential not to become a mobile chicane), its rumblings are too present. It is more discreet, alas, by his mundane performance: almost 14 seconds for 0 to 100 km / h is limited. We especially deplore his laborious reminders, penalized by its very long and not ideally staged box. In heavy traffic, it spends his time juggling 3rd and 4th. Painful in the long run, especially as the clearances are too large.
At least, there is no incentive to brutality, and notes a rather contained consumption. We recorded only 6 liters of average on our course combining city and highway, with no particular eco-driving effort. That said, others are able equivalent appetite (with higher performance ).
To find with this Class A charmless, it still has access to certain equipment (expensive) more rare in less posh compact, its look (on the upper finishes), and its driving qualities. Let him at least that, the A-Class remains a secure and properly held self. But again, we will have to accommodate some specific grievances model: its management, artificial and random support, comfort and too firm, especially at low speed.
Price :
His performances, certainly not brilliant, are not so disastrous judging the A 160 CDI in the light of its general counterparts. Only the baby Benz premium plays , with fares accordingly. It is on this point that the finding is cruel: beginner to more than € 25,000 (€ 30,000 for the complete equipment it borders), this ambitious star is less talented than other rivals in the name much more modest. One thinks of a Peugeot 308 or even an (already old) Citroën C4 , The premium, so this is not just about keychain.
Test Drive :
Mercedes S-Class S500 L Plug-In Hybrid
Now the family has 3 S-Class hybrid models, and for the first time in rechargeable with S 500 Plug-In Hybrid. The green is just starting offensive at Mercedes, 10 other hybrid variants are expected by 2017. The next will be Class C.
This will appeal to business fleets, less taxed than with conventional thermal. Especially attentive to the CO2 hunting markets like Denmark and Sweden, as part of our test. The S 500 Plug-In Hybrid also anticipates the prohibition projects in some cities to thermal vehicles: it announces 33 km of all-electric range.
The environmental argument is obviously theoretical, the 65 g CO2 / km and 2.8 l / 100 km promised outgoing straight test benches and planks of calculating NEDC standard.
In general, the name rhymes rather with V8 S500. The V8 biturbo 4.7 l (455 hp) remains the catalog and now lives with the Plug-In. It gives downsizing: we find the 3.0 V6 supercharged 333 hp (480 Nm at 1,600 laps), recently arrived on the E-Class This block is mated to an electric motor of 115 hp (442 hp combined power) located between the heat and the 7G-Tronic box Plus. The S 500 Plug-In Hybrid remains a pure propulsion. 8.7 kWh battery recharges in 3 hours on a 220v outlet or about 30 minutes drive with the V6 in charge mode.
The charging socket in the rear bumper, is only the visible part of this complex mechanism. This eco S embeds an electronic armada including an unprecedented speed system "haptic". Clearly, a return variable force under the right foot prompts the driver maintain the most virtuous conduct, possibly to stay in all-electric. Wealthy fiber green geeks will appreciate.
Coupled to the front radar and GPS data, the system also indicates when releasing pressure depending on traffic to optimize energy recovery. In addition there are devices now known in the holding route, distance control , The S-Class had already paved the way for autonomous driving, she now integrates efficiency parameters!
Grab a few pints fuel seems ridiculous on a limousine more than 2 tons. The entire device moreover added 145 kg. Note also that the S Plug-In is only available in long wheelbase.
Aside from the specifics of the hybrid, the hands grip is identical to any Class S. So with infinite comfort functions and multimedia, managed via the central wheel and the huge TFT screen. We also see that the fully digital instrumentation offers neither refinement nor the timeless side of classic analog meters. It is not known how the somewhat flashy style of the S-Class will collect the years .
Whether it's the greenest S Class that is not so important. The key, as always on the S, it is the little touches and the rear-seat space.
Too bad the safe, private 115 because of the batteries, leaving only enough space tortured and not huge (395 l). As for the V6, which still retains a pleasant sound and performance close to the V8, say it makes it easier to the driver. Provided that it is as pleasant as possible, if not particularly exciting. It enjoys a good length and zip-ups, with 650 Nm of combined torque. It is not as cozy as the V8, but his approval is significantly higher than the 350 BlueTec Diesel.
Forget the 2.8 l / 100 km announced, score impossible. That said, staying below the 9 l / 100 km with 2215 kg and 442 hp in the hands is bluffing. Before that, you should be familiar with the many driving programs: 4 modes available, conventional on hybrid (electric, hybrid, trickle charging and overcharging) and 3 box management laws (Eco + Eco, Sport ).
The 33 km on electric power are almost strictly realistic staying in town, and scrupulously following the promptings of the accelerator force feedback. On our test, we covered 20 km without heat in Copenhagen and the legal highway speeds.
Price :
the S 500 Plug-In Hybrid benefits from a government bonus of $3,300 and TVS exemption on the first 2 years of registration. Which lowers the call price of $122,800 to $119,500, or $ 9,800 less than the S 500 V8 penalized by $ 6,500 malus (199 g). This is still more expensive than $ 14 100 S 350 BlueTec diesel (148 g, 900 $ penalty) but pleasure, performance and user cost largely argue for the hybrid.
Test Drive :
This will appeal to business fleets, less taxed than with conventional thermal. Especially attentive to the CO2 hunting markets like Denmark and Sweden, as part of our test. The S 500 Plug-In Hybrid also anticipates the prohibition projects in some cities to thermal vehicles: it announces 33 km of all-electric range.
The environmental argument is obviously theoretical, the 65 g CO2 / km and 2.8 l / 100 km promised outgoing straight test benches and planks of calculating NEDC standard.
In general, the name rhymes rather with V8 S500. The V8 biturbo 4.7 l (455 hp) remains the catalog and now lives with the Plug-In. It gives downsizing: we find the 3.0 V6 supercharged 333 hp (480 Nm at 1,600 laps), recently arrived on the E-Class This block is mated to an electric motor of 115 hp (442 hp combined power) located between the heat and the 7G-Tronic box Plus. The S 500 Plug-In Hybrid remains a pure propulsion. 8.7 kWh battery recharges in 3 hours on a 220v outlet or about 30 minutes drive with the V6 in charge mode.
The charging socket in the rear bumper, is only the visible part of this complex mechanism. This eco S embeds an electronic armada including an unprecedented speed system "haptic". Clearly, a return variable force under the right foot prompts the driver maintain the most virtuous conduct, possibly to stay in all-electric. Wealthy fiber green geeks will appreciate.
Coupled to the front radar and GPS data, the system also indicates when releasing pressure depending on traffic to optimize energy recovery. In addition there are devices now known in the holding route, distance control , The S-Class had already paved the way for autonomous driving, she now integrates efficiency parameters!
Grab a few pints fuel seems ridiculous on a limousine more than 2 tons. The entire device moreover added 145 kg. Note also that the S Plug-In is only available in long wheelbase.
Aside from the specifics of the hybrid, the hands grip is identical to any Class S. So with infinite comfort functions and multimedia, managed via the central wheel and the huge TFT screen. We also see that the fully digital instrumentation offers neither refinement nor the timeless side of classic analog meters. It is not known how the somewhat flashy style of the S-Class will collect the years .
Whether it's the greenest S Class that is not so important. The key, as always on the S, it is the little touches and the rear-seat space.
Too bad the safe, private 115 because of the batteries, leaving only enough space tortured and not huge (395 l). As for the V6, which still retains a pleasant sound and performance close to the V8, say it makes it easier to the driver. Provided that it is as pleasant as possible, if not particularly exciting. It enjoys a good length and zip-ups, with 650 Nm of combined torque. It is not as cozy as the V8, but his approval is significantly higher than the 350 BlueTec Diesel.
Forget the 2.8 l / 100 km announced, score impossible. That said, staying below the 9 l / 100 km with 2215 kg and 442 hp in the hands is bluffing. Before that, you should be familiar with the many driving programs: 4 modes available, conventional on hybrid (electric, hybrid, trickle charging and overcharging) and 3 box management laws (Eco + Eco, Sport ).
The 33 km on electric power are almost strictly realistic staying in town, and scrupulously following the promptings of the accelerator force feedback. On our test, we covered 20 km without heat in Copenhagen and the legal highway speeds.
Price :
the S 500 Plug-In Hybrid benefits from a government bonus of $3,300 and TVS exemption on the first 2 years of registration. Which lowers the call price of $122,800 to $119,500, or $ 9,800 less than the S 500 V8 penalized by $ 6,500 malus (199 g). This is still more expensive than $ 14 100 S 350 BlueTec diesel (148 g, 900 $ penalty) but pleasure, performance and user cost largely argue for the hybrid.
Test Drive :
vendredi 27 novembre 2015
2016 New Mercedes CLA250 Shooting Brake
Not to be confused with the real estate, the brand offers from upper segment of the C-Class and E-Class. The body Shooting Brake, understand "shooting brake", was inaugurated in 2012 on the other 4-door coupe in the range: the CLS.
The recipe on the CLA is identical: the gauge does not move a centimeter, either in length or height. But the flowing roofline is stretched to a steeply raked tailgate. We thus find practical aspects of an ordinary break, but not the usual cubic style.
The silhouette of CLA Shooting Brake is particularly dynamic. The tapered rear glass area to amount adds dynamism to the silhouette. As CLA cut, it retains a squat appearance, muscular. As if he had been compressed in length. This gives it a powerful style, dynamic, aggressive enough.
This is even more marked on our version of AMG equipped with impressive shields and large 19-inch wheels. As against the proportions are slightly less balanced for the entry-level models with more discreet body kit and small wheels 17.
In front seats, nothing new face cut. We find the environment and therefore the CLA-Class. With boards of very modern edge, very bold. The quality of materials is not always flawless. We appreciate the leather stitched in red. But a little less unflattering plastic that make up the lower part of the furniture.
The low driving position and high beltline always make the atmosphere a little cramped. Especially with sports seats and atmosphere enveloping very dark version of our 45 AMG.
Rear seat against by the outer ear enjoy doubling cutting less rounded doors facilitate access on board. Once installed, we also find that the legroom is not evolving. By cons, headroom is improved by 4.2 cm. This is just what was missing aboard the cut, so that two adults are really comfortable. It also can accommodate a panoramic sunroof.
This body obviously benefits mainly to the chest. Compared to the coupe, capacity increased by only 25 liters only of only 5%. But nevertheless the tailgate provides access to a usable space over the height. Although the loading threshold is high enough, and rather narrow base, we can now accommodate a bike once folded seatback. And that changes everything.
In the Road :
To paste at best with the sporting spirit of this shooting break, we chose the most turbulent model in the range: 45 AMG version and four-cylinder 2.0-liter turbo 360hp. Is the best market performance.
At the wheel, there is no revolution in relation to the cut: the first rear visibility remains relatively small with narrow windshield and rear pillars very impressive. But fortunately the backup camera is standard for maneuvers in town .
No real surprise either side damping. Overall, this is still quite firm on this version AMG. It is a position fully assumed by Mercedes, which in this segment emphasizes behavior, dynamism, rather than comfort, which excels its big sister, the C-Class nevertheless We would have liked the brand offers a damper regulation, with several driving modes, to make the chassis a little more comfortable, especially in town.
Price:
Easier to live Coupe, CLA Shooting Brake does is no less exclusive. Quite the contrary. Without direct rival, it represents an interesting alternative to the Audi A3 Sportback. But especially to his sister, the C-Class Estate, posted 3,600 $ more expensive.
Offered from 30.900 $ 180 petrol version and 35,950 $ in diesel 200 CDI, the Shooting Brake will start depending on the version 1000-1500 euros more than the Coupé. So a good deal, considering the benefits increase. A little less considering the rates, the version 45 AMG: 63.100 $ without options.
Test Drive :
The recipe on the CLA is identical: the gauge does not move a centimeter, either in length or height. But the flowing roofline is stretched to a steeply raked tailgate. We thus find practical aspects of an ordinary break, but not the usual cubic style.
The silhouette of CLA Shooting Brake is particularly dynamic. The tapered rear glass area to amount adds dynamism to the silhouette. As CLA cut, it retains a squat appearance, muscular. As if he had been compressed in length. This gives it a powerful style, dynamic, aggressive enough.
This is even more marked on our version of AMG equipped with impressive shields and large 19-inch wheels. As against the proportions are slightly less balanced for the entry-level models with more discreet body kit and small wheels 17.
In front seats, nothing new face cut. We find the environment and therefore the CLA-Class. With boards of very modern edge, very bold. The quality of materials is not always flawless. We appreciate the leather stitched in red. But a little less unflattering plastic that make up the lower part of the furniture.
The low driving position and high beltline always make the atmosphere a little cramped. Especially with sports seats and atmosphere enveloping very dark version of our 45 AMG.
Rear seat against by the outer ear enjoy doubling cutting less rounded doors facilitate access on board. Once installed, we also find that the legroom is not evolving. By cons, headroom is improved by 4.2 cm. This is just what was missing aboard the cut, so that two adults are really comfortable. It also can accommodate a panoramic sunroof.
This body obviously benefits mainly to the chest. Compared to the coupe, capacity increased by only 25 liters only of only 5%. But nevertheless the tailgate provides access to a usable space over the height. Although the loading threshold is high enough, and rather narrow base, we can now accommodate a bike once folded seatback. And that changes everything.
In the Road :
To paste at best with the sporting spirit of this shooting break, we chose the most turbulent model in the range: 45 AMG version and four-cylinder 2.0-liter turbo 360hp. Is the best market performance.
At the wheel, there is no revolution in relation to the cut: the first rear visibility remains relatively small with narrow windshield and rear pillars very impressive. But fortunately the backup camera is standard for maneuvers in town .
No real surprise either side damping. Overall, this is still quite firm on this version AMG. It is a position fully assumed by Mercedes, which in this segment emphasizes behavior, dynamism, rather than comfort, which excels its big sister, the C-Class nevertheless We would have liked the brand offers a damper regulation, with several driving modes, to make the chassis a little more comfortable, especially in town.
Price:
Easier to live Coupe, CLA Shooting Brake does is no less exclusive. Quite the contrary. Without direct rival, it represents an interesting alternative to the Audi A3 Sportback. But especially to his sister, the C-Class Estate, posted 3,600 $ more expensive.
Offered from 30.900 $ 180 petrol version and 35,950 $ in diesel 200 CDI, the Shooting Brake will start depending on the version 1000-1500 euros more than the Coupé. So a good deal, considering the benefits increase. A little less considering the rates, the version 45 AMG: 63.100 $ without options.
Test Drive :
jeudi 26 novembre 2015
2015 Range Rover Sport
The green setting is done in the most discreet and painless as possible. To the eye already, almost no clues ahead. Just an EV button next to the Terrain Response, to force the all-electric mode. No question to waive off-road capabilities of the Range Sport: ground clearance remains unchanged, and he knows even still crossing fords (up to 850 mm).
Hybridization is classic. The electric motor, attached to the automatic transmission 8 reports, provides additional assistance to 48 hp 292 hp V6 diesel identical to SDV6. No charging plug-in (the Porsche Cayenne are right), nor ambitious electric range: only 1.6 kilometers in all-electric, up to 48 km / h maximum. In total, it has 340 hp is the same power that the SDV8.
In Hybrid, the Range Sport therefore responds more to the logic of downsizing pushed as a search for "zero emission". Specifically, afford a good deal of grip during the most asylum driving phases, and relieve heat on challenging courses as our getaway Turini pass and the Rallye Monte Carlo new energy.
Admit as much at the outset, we are unable to match the 6.4 l promised average. Much less the 5.9 l made by one of the teams entered in the event. Drop a big monster of more than 2.3 t for Eco-marathon on special rally is something brilliantly offbeat.
The times have beautiful be identical to the V8 diesel, approval is not quite the same. Although not as intimate is the V6 remains discreet and interventions transparent electric. In any case, its strength is impressive: 6.7s on 0-100 and muscular raises through its 700 Nm of torque.
This only lasts so long. Empty batteries, we can not count on the only V6. Furthermore, the intervention of the power only lasts a few moments at each solicitation.
In his defense, the combined management of both engines is accomplished: casting pipe, electrical frequently relieves V6. Especially on such terrain, with more efficient regeneration downhill, coasting or braking. It should also get used to the consistency changes the brake pedal, sometimes mushy or very direct.
Price :
A good conscience is billed at full price: from $88,300 in HSE, finishing first available hybrid. Is $ 9,700 more than the SDV6 , The gap is reduced to $ 8,300 ($ 2,200 for the hybrid) including penalties. For a few thimbles of grappillés diesel is still strong.
The advantage of the hybrid is held in more than Autobiography finish Dynamic, facing SDV8 pummeled 8,000$ of malus. The advantage to buying rises to $ 5,500. But our version still requires $ 100,800 , In absolute terms, the economy is very thin at this level range. Since it is also about pleasure, the pleasure and the top luxury V8 probably deserve a little financial outlay.
Companies will find their account with a significantly reduced TVS: $ 1,900 per year savings compared to SDV8 and $ 300 less than the non-hybrid SDV6.
Test Drive :
Hybridization is classic. The electric motor, attached to the automatic transmission 8 reports, provides additional assistance to 48 hp 292 hp V6 diesel identical to SDV6. No charging plug-in (the Porsche Cayenne are right), nor ambitious electric range: only 1.6 kilometers in all-electric, up to 48 km / h maximum. In total, it has 340 hp is the same power that the SDV8.
In Hybrid, the Range Sport therefore responds more to the logic of downsizing pushed as a search for "zero emission". Specifically, afford a good deal of grip during the most asylum driving phases, and relieve heat on challenging courses as our getaway Turini pass and the Rallye Monte Carlo new energy.
Admit as much at the outset, we are unable to match the 6.4 l promised average. Much less the 5.9 l made by one of the teams entered in the event. Drop a big monster of more than 2.3 t for Eco-marathon on special rally is something brilliantly offbeat.
The times have beautiful be identical to the V8 diesel, approval is not quite the same. Although not as intimate is the V6 remains discreet and interventions transparent electric. In any case, its strength is impressive: 6.7s on 0-100 and muscular raises through its 700 Nm of torque.
This only lasts so long. Empty batteries, we can not count on the only V6. Furthermore, the intervention of the power only lasts a few moments at each solicitation.
In his defense, the combined management of both engines is accomplished: casting pipe, electrical frequently relieves V6. Especially on such terrain, with more efficient regeneration downhill, coasting or braking. It should also get used to the consistency changes the brake pedal, sometimes mushy or very direct.
Price :
A good conscience is billed at full price: from $88,300 in HSE, finishing first available hybrid. Is $ 9,700 more than the SDV6 , The gap is reduced to $ 8,300 ($ 2,200 for the hybrid) including penalties. For a few thimbles of grappillés diesel is still strong.
The advantage of the hybrid is held in more than Autobiography finish Dynamic, facing SDV8 pummeled 8,000$ of malus. The advantage to buying rises to $ 5,500. But our version still requires $ 100,800 , In absolute terms, the economy is very thin at this level range. Since it is also about pleasure, the pleasure and the top luxury V8 probably deserve a little financial outlay.
Companies will find their account with a significantly reduced TVS: $ 1,900 per year savings compared to SDV8 and $ 300 less than the non-hybrid SDV6.
Test Drive :
VW Golf 1.0 TSI
That's already one year we tried the new generation of small gasoline turbo engine under the hood of the Audi A1. Dubbed Ultra 1.0 TFSI, the 3 cylinder 95 bhp had pleased us both by its performance, but also by its low fuel consumption.
Here Volkswagen presents a new trend, more powerful, designed to propel, at first, the Golf, Golf Estate and Golf Sportsvan.
The 1.0 TSI here to test develops 115 hp and 200 Nm, and is expected to eventually replace the 4-cylinder 1.2 TSI 110 hp.
This mechanism is a concentrate of technology: mass reduced by use of aluminum, low friction, very high injection pressure (250 bar), specific exhaust , A real gas plant which rightly asks a question on the long-term reliability. As is also the case for the 1.0 EcoBoost Ford.
Anyway, this mechanism is attractive in practice. Silent and available in town, the 3-cylinder does not lack character on the road. The 1.0 liter up in the towers with gusto, and offers great performance (0-100 km / h in 9.7 s). Only the staging of the 6-speed manual transmission remains too long. Note that the DSG is also available.
Pleasant to carry, this mechanical appetite of a sparrow. We never exceeded 5 liters per 100 km, it is true on the Dutch roads undemanding.
Intermediate finish and fitted with 16-inch wheels, the Volkswagen Golf 7 is to his advantage. The compromise comfort / efficiency is convincing here. No need to invest in expensive wheels and the damping control optional.
For the rest, the Volkswagen Golf retains its attributes. A beautiful habitability , 4. And for a two-speed finishing quality. Rigorous on visible parts, and less careful in the lower parts and rear. Hopefully the Wolfsburg firm will introduce some changes to its next facelift.
Price :
Here Volkswagen presents a new trend, more powerful, designed to propel, at first, the Golf, Golf Estate and Golf Sportsvan.
The 1.0 TSI here to test develops 115 hp and 200 Nm, and is expected to eventually replace the 4-cylinder 1.2 TSI 110 hp.
This mechanism is a concentrate of technology: mass reduced by use of aluminum, low friction, very high injection pressure (250 bar), specific exhaust , A real gas plant which rightly asks a question on the long-term reliability. As is also the case for the 1.0 EcoBoost Ford.
Anyway, this mechanism is attractive in practice. Silent and available in town, the 3-cylinder does not lack character on the road. The 1.0 liter up in the towers with gusto, and offers great performance (0-100 km / h in 9.7 s). Only the staging of the 6-speed manual transmission remains too long. Note that the DSG is also available.
Pleasant to carry, this mechanical appetite of a sparrow. We never exceeded 5 liters per 100 km, it is true on the Dutch roads undemanding.
Intermediate finish and fitted with 16-inch wheels, the Volkswagen Golf 7 is to his advantage. The compromise comfort / efficiency is convincing here. No need to invest in expensive wheels and the damping control optional.
For the rest, the Volkswagen Golf retains its attributes. A beautiful habitability , 4. And for a two-speed finishing quality. Rigorous on visible parts, and less careful in the lower parts and rear. Hopefully the Wolfsburg firm will introduce some changes to its next facelift.
Price :
We tried the Volkswagen Golf 1.0 TSI 115 hp previews. Order taking will not happen until September in France, with first deliveries starting in November. The rates are not yet known, but one can expect a sum of about $ 22,000 for the Trendline finish. More or less the same rate as the current 110 hp 1.2 TSI sold $ 21,820.
Test Drive :
mercredi 25 novembre 2015
2016 Mercedes Benz GLC
Mercedes GLK has not so far met with success as hoped in selling only 650,000 copies since its launch in 2008. honorable figures but away from the competition as the Audi Q5 and BMW X3 flow to about 150,000 units year. What pushed Mercedes to react!
For his new family SUV, the automaker at the star has decided to start from scratch, starting with the name. The "K" is now replaced with a "C" to mark the relationship to the C-Class, the two vehicles share the same platform.
Another change, not least, the design. One point that had certainly worked against the GLK considered by many as too square, even if inspired by the legendary G-Class GLC thus sports a more dynamic look, perhaps more consensual but ultimately very close to a Class C and elevated Break more compact.
And as in the C-Class Estate, there are lots of space. The GLC may in particular rely on an increased length of 12 cm from the GLK (4.66 m) which is reflected in terms of cargo volume and habitability. The trunk is now the best in its class (550-1600 liters) and it offers all the amenities expected of the premium as power tailgate with opening with foot ($ 550), for storing the reel or the back seat , flip through the buttons in the trunk and close the files.
Progress continues to the rear seats where the occupants find easily their ease. The headroom is generous (even with double glass sunroof), the knee room is excellent and even the middle of the passenger is received. His only concern is to properly adjust the air conditioning tri-zone to avoid getting sick xD .
Kinship with S Class continues on embedded technologies, a field in which Mercedes is at the forefront for many years. The GLC logically takes to the facilities already seen on the upper segments like semi-autonomous driving in traffic ($ 1,550 on Fascination), a system acting on the side wind or the semi-automatic parking. Add to that a series of damping control or an optional air suspension ($ 2300), and you get a very nice car to drive.
The big highlight of the GLC, is undoubtedly the compromise between comfort and dynamism. Well soundproofed, 4-cylinder turbo diesel with 204 horsepower 2.2 is associated with a standard automatic transmission 9 as soft reports on reactive passages faster speeds. Taking advantage of a gargantuan torque of 500 Nm (between 1,600 and 1,800 rev / min), the GLC 250d 4MATIC is not stingy times. However it tends to falter a little too fast, at around 4,000 r / min.
When driving more dynamically, its 1845 kg are fairly well distributed and GLC suffers neither of exaggerated body roll, nor too strong a tendency to understeer. Obviously, this is not a sports car but it is doing pretty well in combos curves. Only problem, the brake pedal is too mushy and lacking much bite. Especially after a few bends supported, effectiveness seems diminished.
Price:
Who says again, said necessarily small rate increase. Compared to its predecessor, the Mercedes GLC logically displays a higher entrance fee: $ 44 000 for the GLC 250 4MATIC against $ 38,400 for the GLK 200. In addition to the more powerful engine and AWD, the GLC has a Endowment much richer set: Attention Assist, Collision Prevention Assist Plus damper regulation, dual-zone climate or keyless start.
The top finishes are-they also slightly more expensive than the GLK and competitors BMW X3 and Audi Q5. But again, the basic facilities are numerous and worthy of a higher segment. Our trial version of GLC 250 4MATIC Fascination is sold $ 59,600 but benefits in addition to the radar front / rear parking with semiautomatic parking, reversing camera, head-up display, tri-zone air conditioning, WiFi, 3D navigation or the intelligent lights .
For his new family SUV, the automaker at the star has decided to start from scratch, starting with the name. The "K" is now replaced with a "C" to mark the relationship to the C-Class, the two vehicles share the same platform.
Another change, not least, the design. One point that had certainly worked against the GLK considered by many as too square, even if inspired by the legendary G-Class GLC thus sports a more dynamic look, perhaps more consensual but ultimately very close to a Class C and elevated Break more compact.
And as in the C-Class Estate, there are lots of space. The GLC may in particular rely on an increased length of 12 cm from the GLK (4.66 m) which is reflected in terms of cargo volume and habitability. The trunk is now the best in its class (550-1600 liters) and it offers all the amenities expected of the premium as power tailgate with opening with foot ($ 550), for storing the reel or the back seat , flip through the buttons in the trunk and close the files.
Progress continues to the rear seats where the occupants find easily their ease. The headroom is generous (even with double glass sunroof), the knee room is excellent and even the middle of the passenger is received. His only concern is to properly adjust the air conditioning tri-zone to avoid getting sick xD .
Kinship with S Class continues on embedded technologies, a field in which Mercedes is at the forefront for many years. The GLC logically takes to the facilities already seen on the upper segments like semi-autonomous driving in traffic ($ 1,550 on Fascination), a system acting on the side wind or the semi-automatic parking. Add to that a series of damping control or an optional air suspension ($ 2300), and you get a very nice car to drive.
The big highlight of the GLC, is undoubtedly the compromise between comfort and dynamism. Well soundproofed, 4-cylinder turbo diesel with 204 horsepower 2.2 is associated with a standard automatic transmission 9 as soft reports on reactive passages faster speeds. Taking advantage of a gargantuan torque of 500 Nm (between 1,600 and 1,800 rev / min), the GLC 250d 4MATIC is not stingy times. However it tends to falter a little too fast, at around 4,000 r / min.
When driving more dynamically, its 1845 kg are fairly well distributed and GLC suffers neither of exaggerated body roll, nor too strong a tendency to understeer. Obviously, this is not a sports car but it is doing pretty well in combos curves. Only problem, the brake pedal is too mushy and lacking much bite. Especially after a few bends supported, effectiveness seems diminished.
Price:
Who says again, said necessarily small rate increase. Compared to its predecessor, the Mercedes GLC logically displays a higher entrance fee: $ 44 000 for the GLC 250 4MATIC against $ 38,400 for the GLK 200. In addition to the more powerful engine and AWD, the GLC has a Endowment much richer set: Attention Assist, Collision Prevention Assist Plus damper regulation, dual-zone climate or keyless start.
The top finishes are-they also slightly more expensive than the GLK and competitors BMW X3 and Audi Q5. But again, the basic facilities are numerous and worthy of a higher segment. Our trial version of GLC 250 4MATIC Fascination is sold $ 59,600 but benefits in addition to the radar front / rear parking with semiautomatic parking, reversing camera, head-up display, tri-zone air conditioning, WiFi, 3D navigation or the intelligent lights .
' 2015 Porsche Cayman GT4 '
911 Lovers "air" are convinced, recent generations have gradually shifted to the standards of Grand Touring. For a 911 or a minimum teigneuse, it must become GT3 or GT3 RS, and weapon technology. Not really the idea that one has a sporty stripped.
Gros aspirated engine in central position, manual transmission, mechanical locking and aerodynamic thrust: the most endearing of the Porsche family would be upset that Cayman. We had had a taste with very fun Cayman R previous generation. No, this time it's much more serious.
First, a large graft. The GT4 inherits the 3.8 L flat-six of the 911 Carrera S. The slide in the narrow engine cradle comes with a few adjustments: lighter flywheel, and fatally tortured more air intake where ie power to 385 hp. Harmless: with 3.48 kg / hp, the Cayman GT4 is still before the donor 911 (3.54 kg / hp).
More importantly, only the manual transmission is available. It comes from the GTS but deflections were shortened and revised staging. Finally, chassis side, we find the front axle of the 911 GT3 (adjustable) and rear shock absorbers from the same source. In short, pure pistarde below. The optional PCCB brakes are also shared with the GT3.
The spirit of the older sister is also present in the cabin with optional carbon bucket. The air conditioning is even a free option, just to grab a few kilos. Shame not to have gone further in simplifying the radicalism against doors and fittings (handles more than replaced by strips). Both the weight (1340 kg, is almost identical to the Cayman GTS) and for the spirit of the car, but no doubt is it to leave room for a RS GT4.
The Cayman GT4 seems almost cramped little quick on technical routes. Here, on the circuit of La Ferte-Gaucher in short configuration, the relatively long box tiering on the interim reports is felt (almost 130 km / h in 2nd!) In recovery in output pin, one often finds under the peak torque (420 Nm at 4,750 rev / min), imposing tough to keep a rhythm. Remain beyond the 5,000 laps. This is great, there are still almost 3,000 laps before the red zone.
Price:
Neither power of infinity or brutality. If the sharper Cayman is terrible for the 911 is as much in terms of pure performance that philosophy between versatility (it has two trunks, our spine and our fillings are still there) and moderate toughness.
It is understood that the followers of pre-996 911 find their account there to the point of GT4 everyday mount. More generous anyway, starting at just under $ 90 000, a Carrera S charged about € 20,000 more. Note that the Sport Chrono Package (with smartphone application!) The PCCB brakes and the Clubsport package of our model ($ 7380 and $ 3960) are really necessary as followers of days tracks repeatedly. They will be well advised to await the arrival of a future GT4 lightweight RS and announced to over 400 hp.
Test Drive :
Gros aspirated engine in central position, manual transmission, mechanical locking and aerodynamic thrust: the most endearing of the Porsche family would be upset that Cayman. We had had a taste with very fun Cayman R previous generation. No, this time it's much more serious.
First, a large graft. The GT4 inherits the 3.8 L flat-six of the 911 Carrera S. The slide in the narrow engine cradle comes with a few adjustments: lighter flywheel, and fatally tortured more air intake where ie power to 385 hp. Harmless: with 3.48 kg / hp, the Cayman GT4 is still before the donor 911 (3.54 kg / hp).
More importantly, only the manual transmission is available. It comes from the GTS but deflections were shortened and revised staging. Finally, chassis side, we find the front axle of the 911 GT3 (adjustable) and rear shock absorbers from the same source. In short, pure pistarde below. The optional PCCB brakes are also shared with the GT3.
The spirit of the older sister is also present in the cabin with optional carbon bucket. The air conditioning is even a free option, just to grab a few kilos. Shame not to have gone further in simplifying the radicalism against doors and fittings (handles more than replaced by strips). Both the weight (1340 kg, is almost identical to the Cayman GTS) and for the spirit of the car, but no doubt is it to leave room for a RS GT4.
The Cayman GT4 seems almost cramped little quick on technical routes. Here, on the circuit of La Ferte-Gaucher in short configuration, the relatively long box tiering on the interim reports is felt (almost 130 km / h in 2nd!) In recovery in output pin, one often finds under the peak torque (420 Nm at 4,750 rev / min), imposing tough to keep a rhythm. Remain beyond the 5,000 laps. This is great, there are still almost 3,000 laps before the red zone.
Price:
Neither power of infinity or brutality. If the sharper Cayman is terrible for the 911 is as much in terms of pure performance that philosophy between versatility (it has two trunks, our spine and our fillings are still there) and moderate toughness.
It is understood that the followers of pre-996 911 find their account there to the point of GT4 everyday mount. More generous anyway, starting at just under $ 90 000, a Carrera S charged about € 20,000 more. Note that the Sport Chrono Package (with smartphone application!) The PCCB brakes and the Clubsport package of our model ($ 7380 and $ 3960) are really necessary as followers of days tracks repeatedly. They will be well advised to await the arrival of a future GT4 lightweight RS and announced to over 400 hp.
Test Drive :
mardi 24 novembre 2015
McLaren 570S (2015)
Objective conquest for McLaren. The 650S with the task of tackling the Ferrari 488, it was appropriate for the British manufacturer to offer a sporty smaller wing. The pace is fast: McLaren has returned only recently to road productions, after stopping the highly exclusive F1 (106 copies 1993-1998). In 2011 alone, with 12C quickly turned into 650S.
The 570S opens the way for a new range "general public" Sports Series baptized in the new McLaren nomenclature. Then come the Super Series (650S) and Ultimate Series (P1 and derivatives). In front, we find a young Audi R8 and a very established Porsche 911 Turbo S. The English looks otherwise less common than its two rivals. One should not cross his chubby little porridge P1 at all street corners: its production is expected at about 1,800 units / year. Therefore nonetheless still young for a small manufacturer.
After the first confusion (Front, the similarity with the 650S is confusing) the distinguishing signs are clear: 570S lost the rear spoiler shrink the 650S, offset by a large aerodynamic work at the dug flanks and rear pillars . Spectacular, from all angles! Furthermore, the car body is no longer carbon but aluminum. However, it retains the same fiber monocoque structure that other McLaren.
Since the English (not so small, the 570S is a little longer than the 650S) is supposed to spend more time on the road and on the track, she is entitled to a few extras to make life easier (storage in the doors , lifting the front axle for ramps ...). McLaren insists it is even the first manufacturer to receive a cup holder. Thank you for the gesture, but in everyday driving 570S remains a lifestyle choice.
Devoid of hydraulic suspensions of the 650S, it is firmer than this one and posture at the wheel is more about racing berlinetta that Grand Touring Coupe. Feeling accentuated by very steep tubs of our model , And even if access to the cockpit was facilitated, doors elytra more in the spectacle they provide easy installation on board.
Price:
The 570S starts at $ 182,350. That's about $ 17,000 less than a R8 Plus and a 911 Turbo S. We also note that the carbon-ceramic brakes are supplied automatically, the steel discs being offered in free option. Accessible in the sense that we find difficult pleasure equivalent to this price and power. Lamborghini Huracan, almost as saucy, émarge to $ 203,400. Even better: the 540C, chastened version of the 570S, will start at $ 161,000
The price climbs easily by drawing in the list of options: our model was equipped with the exterior carbon package (€ 9,820, including the monstrous diffuser), the sports exhaust system ($ 4,040), bucket ($ 6,240) ?? Not to mention the service customization choices MSO (McLaren Special Operations), to configure the custom 570S.
The 570S opens the way for a new range "general public" Sports Series baptized in the new McLaren nomenclature. Then come the Super Series (650S) and Ultimate Series (P1 and derivatives). In front, we find a young Audi R8 and a very established Porsche 911 Turbo S. The English looks otherwise less common than its two rivals. One should not cross his chubby little porridge P1 at all street corners: its production is expected at about 1,800 units / year. Therefore nonetheless still young for a small manufacturer.
After the first confusion (Front, the similarity with the 650S is confusing) the distinguishing signs are clear: 570S lost the rear spoiler shrink the 650S, offset by a large aerodynamic work at the dug flanks and rear pillars . Spectacular, from all angles! Furthermore, the car body is no longer carbon but aluminum. However, it retains the same fiber monocoque structure that other McLaren.
Since the English (not so small, the 570S is a little longer than the 650S) is supposed to spend more time on the road and on the track, she is entitled to a few extras to make life easier (storage in the doors , lifting the front axle for ramps ...). McLaren insists it is even the first manufacturer to receive a cup holder. Thank you for the gesture, but in everyday driving 570S remains a lifestyle choice.
Devoid of hydraulic suspensions of the 650S, it is firmer than this one and posture at the wheel is more about racing berlinetta that Grand Touring Coupe. Feeling accentuated by very steep tubs of our model , And even if access to the cockpit was facilitated, doors elytra more in the spectacle they provide easy installation on board.
Price:
The 570S starts at $ 182,350. That's about $ 17,000 less than a R8 Plus and a 911 Turbo S. We also note that the carbon-ceramic brakes are supplied automatically, the steel discs being offered in free option. Accessible in the sense that we find difficult pleasure equivalent to this price and power. Lamborghini Huracan, almost as saucy, émarge to $ 203,400. Even better: the 540C, chastened version of the 570S, will start at $ 161,000
The price climbs easily by drawing in the list of options: our model was equipped with the exterior carbon package (€ 9,820, including the monstrous diffuser), the sports exhaust system ($ 4,040), bucket ($ 6,240) ?? Not to mention the service customization choices MSO (McLaren Special Operations), to configure the custom 570S.
THE New Audi R8 V10 Plus
27,000 copies worldwide,: since its launch in 2007, the Audi R8 is a real commercial success. A success built at the expense of sarcasm of skeptics who saw it as a generalist supercar tasteless.
It must be said that despite its legitimacy in motorsports - 13 wins in the last 16 editions of the 24 Hours of Le Mans - the builder to Rings had largely been slow to market its competing berlinettes of Ferrari and Porsche 911 Turbo other.
8 years after his new and strong reputation, the R8 back in a second generation. And if the Ingolstadt brand is rather shy in terms of changes with its more conventional models, it did not hesitate to thoroughly review its sporty cut to make it even more sensational.
Unmistakable, the R8 is evolving towards more aggression. The face of food we look with its new Single Frame grille and more slender lights, the famous side sideblades carbon are now sliced in two and more angular rear spoiler always receives an imposing carbon for even more wickedness.
Let's talk about carbon because it allowed the German fulgureuse to lose up to 15% of its weight (1555 kg), all in stiffening the chassis by 40% through the use of aluminum and RTCs (plastic reinforced with carbon fiber). Even compared to the R8 V10, the "Plus" lightens forty kilos, merit going to the series of carbo-ceramic brakes ($ 10,430 on the base model), the smaller tank and engine cover carbon rear.
Another difference - not least - among the only two models available in the catalog, the power of the 5.2 V10 540 horsepower for the base model and 610 nags for the "More", 60 additional standards compared to the old generation . Hats off to Audi offering an almost equally powerful engine than the competition, without succumbing to the temptations of downsizing and turbocharging other!
Atmospheric forcing, organ pipes 10 shows its chest as and its revving. Far from being sluggish in low revolutions (560 Nm at 6500 r / min), the V10 quickly becomes explosive and literally monstrous up to 8520 rev / min, just before the switch. All under the screams of the sports exhaust (2,230 euros) from the metal with the acute backfires worthy of a hunting party.
About Price (Somewhat Expensive) :
Inflation has not spared the new Audi R8 V10 Plus. Sold from € 199,000 ($ 213,770 for our test model), it exceeds $ 22,000 the price of the older generation. A significant increase in rates Audi justified by a richer standard equipment including the carbo-ceramic brakes "offered".
Nevertheless, the rates of the new R8 is now closer to those of its competitors as its prestigious cousin Lamborghini Huracan ($ 203,400) or the Ferrari 488 ($ 209,240) and Porsche 911 Turbo ($ 200,405). But finally saw nothing surprising performance and driving pleasure it distilled.
Video :
It must be said that despite its legitimacy in motorsports - 13 wins in the last 16 editions of the 24 Hours of Le Mans - the builder to Rings had largely been slow to market its competing berlinettes of Ferrari and Porsche 911 Turbo other.
8 years after his new and strong reputation, the R8 back in a second generation. And if the Ingolstadt brand is rather shy in terms of changes with its more conventional models, it did not hesitate to thoroughly review its sporty cut to make it even more sensational.
Unmistakable, the R8 is evolving towards more aggression. The face of food we look with its new Single Frame grille and more slender lights, the famous side sideblades carbon are now sliced in two and more angular rear spoiler always receives an imposing carbon for even more wickedness.
Let's talk about carbon because it allowed the German fulgureuse to lose up to 15% of its weight (1555 kg), all in stiffening the chassis by 40% through the use of aluminum and RTCs (plastic reinforced with carbon fiber). Even compared to the R8 V10, the "Plus" lightens forty kilos, merit going to the series of carbo-ceramic brakes ($ 10,430 on the base model), the smaller tank and engine cover carbon rear.
Atmospheric forcing, organ pipes 10 shows its chest as and its revving. Far from being sluggish in low revolutions (560 Nm at 6500 r / min), the V10 quickly becomes explosive and literally monstrous up to 8520 rev / min, just before the switch. All under the screams of the sports exhaust (2,230 euros) from the metal with the acute backfires worthy of a hunting party.
About Price (Somewhat Expensive) :
Inflation has not spared the new Audi R8 V10 Plus. Sold from € 199,000 ($ 213,770 for our test model), it exceeds $ 22,000 the price of the older generation. A significant increase in rates Audi justified by a richer standard equipment including the carbo-ceramic brakes "offered".
Nevertheless, the rates of the new R8 is now closer to those of its competitors as its prestigious cousin Lamborghini Huracan ($ 203,400) or the Ferrari 488 ($ 209,240) and Porsche 911 Turbo ($ 200,405). But finally saw nothing surprising performance and driving pleasure it distilled.
Video :
lundi 23 novembre 2015
Mini ClubMan 2015
The previous generation Mini Clubman was not just a willingness of those responsible of the German-British brand marketing to propose a model more in their range. The Mini Clubman Estate first name was founded in 1969 and has a successful career, particularly in the UK where it was sold until 1982. His replacement introduced in 2007 has successfully sold (212,000 copies worldwide) and answered a need for space of the Mini customers. Yet despite its atypical style, he suffered internal competition Countryman version, available in 5-door it and therefore family.
It is therefore on this issue that the engineers have been working for this new generation, bigger and even jumping desired market segment, as it now compare to premium compact ... As the BMW 1 Series.
The line of self is transfigured. Clubman increased by 27 cm in length (4.25 m), 9 cm in width (1.80 m), and 10 cm wheelbase (2.67 m). And it shows profile with a neo-retro design pushed to its climax. Some see himself an air of Ford Thunderbird at the front.
Both doors trunk grant it an undeniable exotic and rather easy access to the cargo hold, although the volume is not the most generous of its new category (from 360-1250 liters). If you live in the city, you can however be hampered by opening these doors when a wall or just another vehicle behind. Prudence then when you engage the automatic opening!
We were not very convinced of the diesel supply in previous versions, while we could not wait to discover this Cooper D 150 hp.
And it is clear that this mechanism is very respectable. Discreet, flexible (330 Nm) and performance (0-100 km / h in 8.5 s), this diesel works well with the new 8-speed automatic transmission. And consumption is very low, as we measured 5.9 liters per 100 km on a course swallowed at high speed.
Mini is often synonymous with suspensions of drought. This is less the case today. Without being the undisputed reference in comfort, Mini Clubman offers a rather good compromise, and always favors a nervous driving. Agile and playful when we like to tease, she has a better calibrated direction on other models in the range, including the new BMW X1.
About Price :
On the first level, the equipment is rather full (16-inch alloy wheels, leather steering wheel, air conditioner, radio, board computer ...) ... In a rate that still starts at 22.900 $ Clubman 102 hp essence.
The Cooper D 150 hp starts from 27,900 $ and 43,710 $ achieved even on our trial version packed with options!
Video :
It is therefore on this issue that the engineers have been working for this new generation, bigger and even jumping desired market segment, as it now compare to premium compact ... As the BMW 1 Series.
The line of self is transfigured. Clubman increased by 27 cm in length (4.25 m), 9 cm in width (1.80 m), and 10 cm wheelbase (2.67 m). And it shows profile with a neo-retro design pushed to its climax. Some see himself an air of Ford Thunderbird at the front.
Both doors trunk grant it an undeniable exotic and rather easy access to the cargo hold, although the volume is not the most generous of its new category (from 360-1250 liters). If you live in the city, you can however be hampered by opening these doors when a wall or just another vehicle behind. Prudence then when you engage the automatic opening!
We were not very convinced of the diesel supply in previous versions, while we could not wait to discover this Cooper D 150 hp.
And it is clear that this mechanism is very respectable. Discreet, flexible (330 Nm) and performance (0-100 km / h in 8.5 s), this diesel works well with the new 8-speed automatic transmission. And consumption is very low, as we measured 5.9 liters per 100 km on a course swallowed at high speed.
Mini is often synonymous with suspensions of drought. This is less the case today. Without being the undisputed reference in comfort, Mini Clubman offers a rather good compromise, and always favors a nervous driving. Agile and playful when we like to tease, she has a better calibrated direction on other models in the range, including the new BMW X1.
About Price :
On the first level, the equipment is rather full (16-inch alloy wheels, leather steering wheel, air conditioner, radio, board computer ...) ... In a rate that still starts at 22.900 $ Clubman 102 hp essence.
The Cooper D 150 hp starts from 27,900 $ and 43,710 $ achieved even on our trial version packed with options!
Video :
dimanche 22 novembre 2015
Infinity Q 30 2015
Infiniti is Nissan what Lexus is to Toyota. Namely, an upscale division primarily for the US market.
But do not leave the field open to German in Europe, Nissan has decided to launch its mark on the Old Continent (since 2008 in France). In lack of image and with a range too small, difficult for Infiniti to do already the difference.
The arrival of the Q30 is interesting in more ways than one. Starting with its positioning. With its air of crossover, this global Japanese attack is yet to Audi A3, BMW 1 Series and Mercedes Class A.
It is interesting to note the good work done by designers. Outside, the Infiniti Q30 frankly distinguishes its Germanic cousin, with more fluid and elegant lines. Longest (4,425 m), but more slender ... It's probably the most original in its segment, although some will find a few similarities with other Japanese productions (Juke Nissan and Mazda sedans).
The similarities with the Mercedes A-Class are more obvious on board where a careful eye will notice the doors, center console and the same stalk. Yet again Infiniti has managed to bring his personal touch. The first finish is more careful with materials imitating leather or Alcantara look great. Then, GPS integration is better thought, even if it is not a model of clarity. Finally, trim inserts, aluminum or lacquered plastic are more harmonious and give a real luxury feel to this Infiniti.
No miracle to wait however in livability with a knee space and headroom average. No more. The trunk looks good (368 liters), but regrets that it has no double bottom.
As announced by the folks at Infiniti Q30 has received some chassis changes from the Mercedes. The compromise chosen damping is rather better, with great comfort without rigor or penalized. The versions with 19-inch wheels are firmer, but are not too annoying to use.
Despite its challenger status, Infiniti Q30 has premium rates. The petrol range starts at 26,300 $ entry which is far from being sold off. To justify this positioning, Infiniti announced a rather full staffing. This is not quite the case of the entry-level version: CD radio, manual air conditioning, monitoring tire pressure ... of steel wheels.
It takes 33,200 $ for the diesel version of 109 hp Premium Black Finish City more interesting: imitation Alcantara upholstery, optical LED, navigation system, alloy wheels 18 inches But still more expensive than the BMW 1 Series 116d sold 32,350 $ in its highest finish Urban Chic.
Finally, the top of 2.0t range equipped with the dual-clutch gearbox and four-wheel drive starts at 41,030 $ in Sport trim.
Watch This Video ^^ :
But do not leave the field open to German in Europe, Nissan has decided to launch its mark on the Old Continent (since 2008 in France). In lack of image and with a range too small, difficult for Infiniti to do already the difference.
The arrival of the Q30 is interesting in more ways than one. Starting with its positioning. With its air of crossover, this global Japanese attack is yet to Audi A3, BMW 1 Series and Mercedes Class A.
It is interesting to note the good work done by designers. Outside, the Infiniti Q30 frankly distinguishes its Germanic cousin, with more fluid and elegant lines. Longest (4,425 m), but more slender ... It's probably the most original in its segment, although some will find a few similarities with other Japanese productions (Juke Nissan and Mazda sedans).
The similarities with the Mercedes A-Class are more obvious on board where a careful eye will notice the doors, center console and the same stalk. Yet again Infiniti has managed to bring his personal touch. The first finish is more careful with materials imitating leather or Alcantara look great. Then, GPS integration is better thought, even if it is not a model of clarity. Finally, trim inserts, aluminum or lacquered plastic are more harmonious and give a real luxury feel to this Infiniti.
No miracle to wait however in livability with a knee space and headroom average. No more. The trunk looks good (368 liters), but regrets that it has no double bottom.
As announced by the folks at Infiniti Q30 has received some chassis changes from the Mercedes. The compromise chosen damping is rather better, with great comfort without rigor or penalized. The versions with 19-inch wheels are firmer, but are not too annoying to use.
Despite its challenger status, Infiniti Q30 has premium rates. The petrol range starts at 26,300 $ entry which is far from being sold off. To justify this positioning, Infiniti announced a rather full staffing. This is not quite the case of the entry-level version: CD radio, manual air conditioning, monitoring tire pressure ... of steel wheels.
It takes 33,200 $ for the diesel version of 109 hp Premium Black Finish City more interesting: imitation Alcantara upholstery, optical LED, navigation system, alloy wheels 18 inches But still more expensive than the BMW 1 Series 116d sold 32,350 $ in its highest finish Urban Chic.
Finally, the top of 2.0t range equipped with the dual-clutch gearbox and four-wheel drive starts at 41,030 $ in Sport trim.
Watch This Video ^^ :
Bugatti 16 C Galibie
Waiting to replace its Veyron, Bugatti will launch what will undoubtedly be the flagship of the year 2012, the 16 C Galibier
According to Auto Motor Und Sport our colleagues, the Alsatian manufacturing plancherait for a total production of 1000-1500 copies away from the 3,000 initially planned.
Equipped with W16 of the Veyron downsized to 850 hp, the Galibier could receive a plug-in hybrid system and an electric motor allowing the car to run for 40 km on electric power.
As for the name, the French firm has not yet decided. Nevertheless, the Royal or 16 C Galibier will cost a whopping $ 1 million .
Watch This Video :
According to Auto Motor Und Sport our colleagues, the Alsatian manufacturing plancherait for a total production of 1000-1500 copies away from the 3,000 initially planned.
Equipped with W16 of the Veyron downsized to 850 hp, the Galibier could receive a plug-in hybrid system and an electric motor allowing the car to run for 40 km on electric power.
As for the name, the French firm has not yet decided. Nevertheless, the Royal or 16 C Galibier will cost a whopping $ 1 million .
Watch This Video :
The Fiat 124 Spider "From 1968 to 2016" (Development)
The Fiat 124 Spider is its world premiere on Wednesday as part of the LA Auto Show. He had partially sighted last night with the profile photo of a presentation template in preparing the show.
This new roadster from the firm of Turin is based on the iconic Mazda MX-5. Some will notice the differences between the two models, while others say that the 124 Spider is only an MX-5 rebadgée.
The 124 Spider sports the overall silhouette of the MX-5, but differs in several details in design. These differences are visible on the cover of the dual projection and design of lights, more rounded, whose shape is inspired by that of the 124 original Spider.
Fiat has credited his roadster a double wishbone suspension. Within the cabin, he took the attributes of its Japanese cousin, including its infotainment system that was renamed Fiat Connect 7.0.
For now, only one operator is to the agenda, the block 1.4 Turbo develops 160 horsepower to 249 Nm of torque. It may be associated to a standard six-speed manual transmission or an optional automatic transmission.
The commercial launch of the Fiat 124 Spider will be effective in the course of next summer in the United States. Tariffs have not yet been disclosed
Note that the first 124 copies will be editing
"Prima Edizione Lusso" with a numbered plaque for each of them. Dressed in an exclusive blue livery "Azzurro Italia", this limited series will be reserved for the United States.
Watch This Video ^^ :
Ford Mondeo Vignale 2015
Look no difference in the silhouette of the Mondeo Vignale, cosmetic changes are slight. Grille way or bee, some chrome accents on the bottom of the shield Vignale ... The signature is placed on the sides and chrome rod between the taillights. Just enough to give a little more opulent look to the big Ford sedan, not more.
Mondeo Vignale also stands out in terms of service, offering a concierge dedicated in particular to maintenance procedures. For example, a driver loads the conveyor and the return of the car when passing the garage. The only real novelty eventually. In terms of equipment, nothing new: the Vignale, based on the already well endowed Titanium
finish, it just adds dynamic LED headlights (directional and with automatically low beam) and metallic paint.
The 4-cylinder 2-liter TDCi 210 PS our test is a priori the best engine to take them some 1600 kg (unladen) Mondeo. Very flexible, helped by the Powershift automatic transmission rather reactive and soft, twin-turbo diesel that delivers attractive performance with its very strong torque (450 Nm at 2,000 revs / min). His raises are strong, but the imposing mass inevitably reflected on its consumption. Approximately 7.5 l / 100 medium is a bit high for a modern diesel.
From the outset, the TDCi watch royally discrete constant speed. A little less at idle and full load ... refinement efforts are sadly marred by the not so perfect insulation. In particular vibrational level: same light, the few trepidations going back in the direction idling ring true in this overall quality interior. That said, some premium Diesel do little better. The hybrid or single Ecoboost gasoline should logically be free of these annoyances and more sticking to the Mondeo BCBG
Spend more than $ 40,000 for Mondeo is dared. And yet, the bill climbs quickly to enjoy a full equipment. For our TDCi 210 hp equipped with the ventilated seats / massage, help to the automatic parking or adaptive controller, count $ 47,100. Even the blind spot warning (though current system) is optional.
Mondeo Vignale also stands out in terms of service, offering a concierge dedicated in particular to maintenance procedures. For example, a driver loads the conveyor and the return of the car when passing the garage. The only real novelty eventually. In terms of equipment, nothing new: the Vignale, based on the already well endowed Titanium
finish, it just adds dynamic LED headlights (directional and with automatically low beam) and metallic paint.
The 4-cylinder 2-liter TDCi 210 PS our test is a priori the best engine to take them some 1600 kg (unladen) Mondeo. Very flexible, helped by the Powershift automatic transmission rather reactive and soft, twin-turbo diesel that delivers attractive performance with its very strong torque (450 Nm at 2,000 revs / min). His raises are strong, but the imposing mass inevitably reflected on its consumption. Approximately 7.5 l / 100 medium is a bit high for a modern diesel.
From the outset, the TDCi watch royally discrete constant speed. A little less at idle and full load ... refinement efforts are sadly marred by the not so perfect insulation. In particular vibrational level: same light, the few trepidations going back in the direction idling ring true in this overall quality interior. That said, some premium Diesel do little better. The hybrid or single Ecoboost gasoline should logically be free of these annoyances and more sticking to the Mondeo BCBG
Spend more than $ 40,000 for Mondeo is dared. And yet, the bill climbs quickly to enjoy a full equipment. For our TDCi 210 hp equipped with the ventilated seats / massage, help to the automatic parking or adaptive controller, count $ 47,100. Even the blind spot warning (though current system) is optional.
