The segment of the compacts wobbles. For this reason, each update or each new generation must be met with great care so as not to lose your market share. The Ford Focus 2018 arrives on the roads, and we have already had the chance to test it.

Who was going to tell us more than a decade ago that the compacts would suffer as they are doing now? The most popular market segment of the old continent struggles to stay on the podium of the best sellers, although it has nothing easy with the pressure of the SUV. We are at a point where each generation that comes to light may be the last, so each renewal must be treated with great care and attention. Such has been the case of the Ford Focus 2018 that has already begun its commercialization stage. I have already had occasion to prove it in its international presence.

Obviously, not all models suffer the same thrust of the SUV. The Focus is one of those cars that takes it quite well, in fact, so far this year occupies the 8th place in the ranking of sales at European level, and that we are facing a car that has finished its commercial stage. The Ford Kuga, on the other hand, is not able to match such sales data, but of course, it is not all focused on Ford models. The segment is very competitive.

So, how to propose the renewal of a sales success? Well, simple, not overcomplicating and following market trends. These are not other than a lot of technology, neutral design and sober behavior accompanied by ridiculous consumption and reduced efficiency. All this may seem simple on paper, but bringing it to reality is not easy because getting balance is a job that takes time, and sometimes is not achieved.

Ford has been developing and refining this new generation of Focus for more than two years, the fourth generation to reach Europe. In the aesthetic section, the truth is that it leaves a bit cold. It happens to all new compacts. Personally, they all resemble each other. The new Focus, compared to the previous one, is not a true revolution in the eyes. The only thing that has been done is to polish a little the appearance of the old softening lines, strengthening the character with different ribs and creating a different color palette. And ready.

I do not consider it as something negative because to me the Focus is one of those cars that I have always liked, but it is true that there comes a point where many rivals in the C segment start to seem too much. Personally, it reminds me of a lot of a Hyundai i30, a FIAT Type, or a Peugeot 308. We could define it as a car to European taste, and I see a lost opportunity on the part of Ford to have acted like this since there are always those who seek to give the jarring note

But come on, that does not mean that I like the style of the new Focus. In addition, as usual, thanks to the different equipment packages we can alter the aesthetic character of the car. From this point of view, the Titanium and ST Line finishes are the ones that provide the most sporting touches and sugarcane, while the Vignale finish is designed for those customers who look for more elegance and sobriety with a greater amount of chrome elements.

Ford has been very pilling because it knows that today SUVs are the most demanded products, but also knows that these may not convince everyone, so in an intermediate plane of a parallel reality the Active finish has been created, as I did with the Ford Fiesta. We still have a Focus, but in this case, the suspension is slightly raised and the black protective plastics that seem to be synonymous with camper are added. As the Subaru XV has been doing for years

But leaving aside the aesthetic aspect, where it has become clear that there is a Ford Focus for each potential buyer, it’s time to jump inside. An interior that leaves you quite indifferent, its clear that the wheel is already invented and that nothing can be done to improve it, but it is also a good idea to get off on a tangent from time to time. Why do I say this? Well because once again the appearance is very similar to that of other models in the segment. In this case the i30.

It is the most common way to present an interior today. It may be the most correct way to conceive an interior in terms of livability and ergonomics, but I still miss something bold, something daring in terms of design is concerned. It is good that the elements have to go in their corresponding place, but so much boredom. That’s what Germanic cars are for.

The main thing is the screen, tactile handling and with a size of up to eight inches, below it is the rest of elements and instruments. The presence of buttons has been reduced thanks to the fact that the screen is capable of absorbing a greater number of functionalities, and I like that Ford has not disposed of the air conditioning module. Easy and fast to operate without having to move several menus across the screen

I know what I said that the interior has left me cold, but that does not mean that I appreciate the evolution that has suffered. He has done it on several levels. One of them is in reference to qualities. Like the rest of the models in the segment, the perceived quality has been improved thanks to better-selected materials that bring that leap of sensations. Also, as we used to Ford, the feeling of durability is tremendous. Finally, the moldings can change depending on the level of equipment selected.

The most sensitive area to be modified is the central tunnel. It will depend on whether we choose manual or automatic change. In the situation of choosing the first one, we will have the traditional lever with its corresponding auxiliary buttons on the sides. On the contrary, if we choose the automatic transmission we find that the lever has been replaced by a selector wheel, placing the rest of the keypad behind. In all cases the handbrake is electric.

Jumping into the driving position we find a more traditional environment, or at least more known. Possibly the view of the driver is the part that changes least with respect to the previous model. The multifunction steering wheel presents a very similar shape, just like the instrument panel that does not fall into the temptation of being digital as it is so fashionable now. Two spheres inform us of the basics and a central display shows us the rest of the data that we may need. Classic as well as functional

Obviously, like any new car worth its salt, the technological section takes on more and more relevance. In this section the jump given that is remarkable. In addition to having all the existing and imaginable driving assistants, such as the blind spot detector, the lane departure warning, the adaptive cruise control with brake function, the camera with obstacle detection, the light assistant connected to Full LED headlights, and the 360º safety system, which thanks to various cameras and sensors monitor everything that surrounds the car, being able to act autonomously to avoid a collision.

That’s all about active and passive safety, at least a part. To all that we must add an interesting endowment that promises to make life on board much more comfortable with the aforementioned screen. Parking camera, light and rain sensors, keyless access and start, SYNC 3 infotainment system with connectivity for Android Auto and Apple CarPlay, navigator, heated seats, and for the first time in a Ford in Europe, the Head-Up Display

According to studies, technology is already the third most decisive point when buying a car, only surpassed by design and price. For this reason, it is not surprising that today a compact as the Focus has among its equipment with many elements that years ago were only imaginable in the big sedans. And all this achieved despite having a platform, the C2, dating from 2003. Obviously, in this case, has been revised and completely renovated, but that does not mean that it has been very difficult to integrate modern technology.

Some time ago we told you that the new Focus was going to be one of the latest Ford models to use the C2 architecture, which in turn is based on the C1 structure. In future generations, the compact, like the Kuga, will settle on scalar platforms that promise to reduce costs as well as achieve a faster amortization of each product.

This has caused that the growth of Focus has hardly become evident. The total gain is just 12 millimeters, while the wheelbase gains up to 2.7 meters (52 millimeters more). That translates into a more livable car, at least in its rear rows, where it leaves more room for the occupants’ legs. In fact, four occupants will travel very well, while that fifth should occupy a square somewhat more uncomfortable to be narrower and slightly raised. Even so, three people can occupy the back row as long as they are not excessively large. Three child seats do not fit.

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We tested the Toyota hydrogen car, the Mirai. It reached the market in 2015 ahead of its time. It equips a fuel cell that generates electricity by reacting hydrogen with oxygen. Know it thoroughly with our article.

The Toyota Mirai is a “hydrogen” car, what does this mean? That it is an electric car that the electricity it uses to move it is obtained from a fuel cell in its interior, which generates electrical energy thanks to a chemical reaction, the result of joining hydrogen with oxygen.

Right now we are in a stage in which many manufacturers talk about many of their electric cars and their alleged involvement with the environment, others begin to communicate that they are working on future hydrogen cars although they are not marketed in our countries, such as the Audi A7 h-Tron or Hyundai ix35 FEV that we tested in 2015 or the newly launched Hyundai NEXO. Toyota started the development of fuel cell technology in 1992 and after more than 20 years of work they bring us this model.

Probably you have never met a Mirai even though it was presented in 2015 since it is not marketed in our country. This is due to the nonexistent infrastructure that we have to date. There are only 6 hydrogen eras in the national territory: one place in Zaragoza, in Huesca, in Puertollano, in Albacete and two in Seville. In other European countries, in the United States or in Japan, it is marketed because they do not have this problem. If it were sold in America, even without knowing the purchase aids that would apply, after taxes the amount can be higher than 81,000 dollars. It would not be a popular car in terms of price, but at the environmental level, it is a great advance.

The Toyota Mirai On The Outside

With 17-inch wheels, the most attractive part of its body is undoubtedly the front, with a few LED front light clusters very affiliated and generous air intakes. The “Fuel Cell” logo on the front wing refers to the fact that it equips a fuel cell that allows it to move.

Its body is bicolor and its blue color contrasts with the black tones present in the roof and its three pillars. From the side view can be seen as the roof has a very nice fall to the eyes but as we will see later negatively affects habitability.

The rear wheel arch has been slightly enlarged, the rear part does not show any exhaust pipe – it has one to dislodge water as explained below – and split rear pilots, with a braking line that runs along the entire side of the tailgate.

The capacity of the same according to approved data is 361 liters, a reduced capacity for its length, something common in hybrid or electric vehicles that reserve part of the trunk for your power system or batteries.

Luxurious space for four

It seems that the interior of the Toyota Mirai has been studied so that when we mount in it, it transmits a certain peace and harmony. They have used light and dark colors alike, mixing with each other, topped by plastic details reminiscent of metal. There is also leather on the seats and front of the dashboard, some trim strips finished “black piano” which has been printed a kind of mesh or pattern to convey a greater sense of development and therefore quality. The steering wheel and the front seats are heated.

That it is a “hydrogen car” does not mean that its interior is revolutionary, since, in essence, we find the same elements as in any other vehicle, although some of them have particularities. In the upper part of the dashboard, we find the instrumentation in a horizontal, fully digital layout, which shows the cruising speed, typical data of the onboard navigator and the flow of energy.

Under it in a nearby position to be manipulated by our hand, since it is tactile, the screen of the 7-inch multimedia system, This system integrates Bluetooth, navigation and functions like any other entertainment system although it lacks compatibility with Android and Apple Car Play (the system was launched in 2015 next to the car)

The level of the gearbox is under the front air vents, in a higher position than you would expect, next to the air conditioner that has a tactile interface, both to adjust the temperature and to select the air circulation programming or adjust the air flow. It looks like buttons but in reality, they are buttons that activate to the touch, as if it were the screen of our Smartphone.

In the rear seats, the white color envelops us completely thanks to the finish of the rear seats, the door panels, by the backrest of the front seats as well as the roof. There is not a very generous glass surface but it is very bright.

The Toyota MIRAI Technique

If we could see through the body panels of the Toyota Mirai as if we had X-ray glasses more than a car we would look like a rolling laboratory because it has an electric motor, two hydrogen tanks, a fuel cell, and a battery.

The electric motor generates a maximum power of 154 HP to the front axle and is on it. The fuel cell is under the front seats and is responsible for linking the oxygen with the hydrogen that houses in their tanks and reacting them generating electricity, responsible for feeding this model, and water, which is evacuated through a conduit in the back as if it were an exhaust pipe.

The hydrogen is stored in two tanks; one is under the rear seats and one on the rear axle. The total capacity is practically 5 kilos of hydrogen. Finally, we have the nickel metal hydride type battery that acts as a separator between the boot and the rear seats, has a capacity of 1.6 Kwh and belongs to the Toyota Camry Hybrid, which is marketed in the US.

The battery’s mission is to collect the excess energy produced by the fuel cell or the regenerative braking energy. It is also responsible for feeding the vehicle in the first meters of displacement when starting the march, and when we demand a lot of energy it supports the fuel cell in solidarity to send electricity to the front axle engine.

Driving a Hydrogen Car

With the almost 5 kilos of hydrogen that the Toyota Mirai can store in its tanks, its approved autonomy is 483 kilometers. Unlike electric cars, which require a lot of time to recharge their batteries, refueling can take between 3 to 5 minutes.

As a good electric car is extremely silent, it does not transmit vibrations and when we accelerate hard we hear a small whistle reminiscent of the operation of some appliances. Especially in phases of acceleration until we reach the desired speed and silence reigns again, lightly made up by the aerodynamic sound at high speed (yes the day is a bit turbulent) and by the rolling sound coming from the tires and/or of the state of the road.

For this sensation of silence to be clearly noticeable by its occupants Toyota has used acoustic glass in all the windows including the windshield, has used insulating materials and absorbents between different parts of its body, engine cover and fender in addition to locating the rear view mirrors optimal to reduce wind noise.

Performs 0 to 100 in 9.6 seconds and can reach a maximum speed of 178 km / h, are not particularly relevant data assessing the type of the model. It offers two driving modes that can be selected by pressing two buttons next to the lever of the automatic transmission.

Approved data                                      Toyota Mirai

Acceleration                                        0-100 km / h 9.6 seconds

Maximum speed                                  178 km / h

Weight                                                 1,850 Kg

Extra urban consumption                     0.8 Kg / 100 km

Urban consumption                              0.69 Kg / 100 km

Average consumption                           0.76 Kg / 100 km

The first of these is called ECO and slows down the reactions of the vehicle, especially the sensitivity of the accelerator since it prioritizes the energy maintenance of the model to achieve greater autonomy. The Power Mode is the opposite; to step on the accelerator will show us all its power because the fuel cell and battery will send all their energy to the electric motor responsible for moving our vehicle.

Apart from the positions R N D the lever of the gearbox that functions as a selector, offers a BR mode that corresponds to the engine brake in a traditional vehicle. In this case, the regenerative braking is more effective although it decelerates the vehicle noticeably, so that part of recovering energy can be useful if the driver wishes to reduce the speed without touching the brake pedal. Also in descending sections, we can recover a lot of energy while keeping the speed of the car constant.

At the level of active safety, the Toyota Mirai includes adaptive cruise control, the Pre-crash Safety System, blind spot control, rear cross-traffic alert, automatic light control and inadvertent lane change alert.

The post Toyota Mirai To Test, The Japanese Hydrogen Car appeared first on Car Insurance.

At 18 you desire to get your license to drive anything, at 30 you pose something sportier, at 40 the first cravings appear to have a Cabrio, but at 50 what you want is to have it all, and the Mercedes Clase E Cabrio meets a lot.

In this life, everything reaches its time. The process is unalterable, and at every moment of our life, we ask for something different from the previous one. Something similar happens with cars. Once the maturity arrives the requirements begin to be others such as comfort, quality or refinement. All these attributes are present in today’s test car, the Mercedes E-Class Cabriolet. The ideal vehicle to celebrate from 50 onwards

And is that over the years our body asks us something different, we went from the bicycle to the Vespino, from the Vespino to our first car, which is asked for a spoiler, which makes a lot of noise, a good stereo and little else. From that symbol of freedom we passed to the first family car, and from then on we reach the crisis of the 40s and 50s. In the first of them, we started looking at the sporting rafters with special eyes, while in the following decade we need another type of tastes and demands.

It is curious that in all this process we are refining our tastes about what a car should be like. Obviously, although I have not mentioned it, we want our car, regardless of the time we are in, to like it, to get our attention. The design is the main factor of purchase and if in the tenderest adolescence we seek to be pimps, years later we look for elegance. Elegance like the one that Mercedes exhibits in the E Cabrio

For a few years, the brand of the star has come up with a design philosophy that everyone liked. A design that will withstand the passage of time and that in a way remind us of those models of the late 90’s that are still pretty today. It must also be said that more recently Mercedes has changed that line and that concept of design for something more daring and risky. We have seen it in newer products such as the Mercedes CLS or the new Mercedes Class A 2018, which we have already put to the test.

Personally, I like the design of the Mercedes E-Class Cabrio, I like it for its balance and for its touches of class and refinement. There is nothing in the whole car that attracts attention, it is the whole that does it and I like that. Striking at the same time that discreet and elegant, all this enhanced by a palette of colors something short but in which we find tones like the blue cavansite or a spectacular Rubellite red. After all, at that point in life, the orange and the bright colors have already passed to a better life.

If you cut is the color palette for the body more is that of the fabrics of the hood. Mercedes only gives us the possibility to choose one of the four possible shades: black, blue, brown and red. Of course, we let each combination put it as we want, to our liking. The same goes for the body packages; we can choose a sober Avantgarde or a sportier AMG package that will be ideal for those who have not forgotten their time.

Of doors for inside and the thing is not so sporty, or at least we are not allowed to configure something sporty, since in this area what has been sought is to have a lot of quality. The word is class because that innate quality that is supposed to Mercedes is not so clear since in some parts materials are used that have little to do with the nobility. Among them, the hateful Piano Black stands out, of which I will continue complaining until the last day of my life because it is terrible because of how much it gets dirty and how much it is scratched.

A year ago I had the opportunity to try the Mercedes E-Class for the first time, and at that time I said that the Germans seemed to have paid more attention to technology than to quality. To this day I reaffirm myself in these words, but I also recognize that the processes have improved. However, no one can deny that the main focus of attention when developing the new E has been technology. The display that he presented at the time of its launch has provoked a war between premium brands; Audi-BMW-Mercedes.

If you want to know down to the last detail of what the E-Class has inside, I challenge you to enter your configuration and take a look. The list is practically endless, and talking about everything would cause this reading to be longer than Don Quixote. So I’m going to highlight those that in my humble opinion is the most interesting.

The first one is the driver assistance package. Its price is just over 3,016 dollars and incorporates a high number of attendees, such as the traffic signal reader, speed control, the jam aide, the obstacle detection camera, the active lane change assistant , the lane maintenance assistant, the blind spot indicator, and the adaptive and intelligent cruise control that actually is not as much as they say.

Another recommendation is the LED Multibeam headlights, I do not think it is necessary to explain why, but they simply increase the visibility, and with it the security, once it is done at night. The last package to select is the so-called technological package, 3, 30 dollars extra. With it, we will have a Mercedes of the last generation with a large number of screens. Add a HUD, two large digital screens, the COMAND Online system and ambient lighting with 64 colors. The latter is mandatory, so no; you can not get rid of it.

The rest of the options are present to increase comfort on board, so we can find heated front seats with massage, Burmester sound equipment, and some other trinkets that are not really going to change the behavior of the car, except for the pneumatic suspension, named by Mercedes Air Body Control. I will talk about it in the dynamic part but advance that you can already book 2,016 dollars to add to the final purchase invoice.

Those who want a Class E Convertible over other options such as the BMW 6 Series Convertible, is because it seeks above all comfort. The comfort concept has been associated with Mercedes since ancient times and today the manufacturer is still betting on it in its larger models. The four passengers that fit inside this car will travel in the most comfortable way imaginable. The seats are perfect for long trips, and only if we go with the hood removed the air will weigh the quality of the trip.

Not even the front passengers will have to suffer from the excess of air at the time of circulating with the hood removed. The bezel locks very well on the front seats preventing the aerodynamic flow bother, and can be conversations at a really low tone. Of course, the rear occupants “swallow” all that air but not that it is something especially annoying as long as we do not drive at high speeds. Recommendation: always wear a pair of beanies in the glove compartment…

The reality is that that comfort is not compromised with anything. Nothing in the E Class Cabrio 220 d incites you to excesses. The idea is to get from point A to point B with a lot of class and elegance and without a hint of haste, and that despite having a short mechanical range that will never be below the 194 horses of the unit tested, with a maximum of 299 if we choose the only version of gasoline, the E 350. All versions have 9G-Tronic automatic change and only the diesel variant is capable of mounting a 4MATIC all-wheel drive, something I do not see at all necessary.

Test Mercedes E Class 220 d Cabrio

I have already said that from a certain age it is not necessary to run; at least you do not want to run. And in the Class E 220 d Cabrio nothing prompts you to do so. Given the significant emission restrictions planned by the European Union, manufacturers are increasingly committed to complying with them. The problem with all this is that there is only one way to get it, and it is “capping” the engines, limiting their response quite considerably. For this reason, the 194 horses of today do not yield the same as the 194 horses of a few years ago.

Since I first got into the E-Class controls, I saw that the faster I got the better the car behaved. The four-cylinder, two-liter turbocharged engine is developed with the main purpose of being a saver and complying with current and future regulations. Despite having correct performance data; from 0 to 100 km / h in 7.7 seconds and a top speed of 237 kilometers per hour, these do not seem to move from paper to reality.

The aforementioned power does not seem so, and to say it somehow the car takes it quite calmly when accelerating. The eye that with this I do not mean that it does not have power, that it has more than enough, but it does not seem that there are so many horses that hide under the hood. Despite having several driving modes: Eco, Normal, Comfort, Sport, + and Individual, only from the most sporting mode of all begins to notice certain verve in the response of the engine and change. In the rest of them, the behavior varies between extrapolating and soft, being the Eco mode the most desperate of all for the response that it offers.

At the time this was classified as something negative, however now does not seem to bother me so much because once you discover the hood it does not matter if the car takes 7.7 or 8.5 seconds to accelerate. You do not want to run; on the contrary, you want the trip to last a long time in order to enjoy a pleasant spring day, an invigorating breeze and a feeling of absolute comfort. If you want to run this is not your car.

The post Test Mercedes E-Class Cabrio, The Sweet Crisis of The 50 appeared first on Car Insurance.

The French design and quality meet under the same body, the DS 7 Crossback. The first SUV designed by and for the reborn brand based on the design it’s main purchase argument although that may be its main disadvantage.

The French design and quality meet under the same body, the DS 7 Crossback. The first SUV designed by and for the reborn brand based on the design it’s main purchase argument although that may be its main disadvantage.

When we say that the French have a unique style to develop cars, you just have to look at their automobile history to realize it. The first time we saw the acronym DS was in the year 1955 when they were associated with 19, or more popularly known as Shark. You have to put yourself in the situation of those years to realize the breakthrough of the design of the DS 19. So much so that on the first day in his exhibition at the Paris Salon he accumulated more than 12,000 orders

That imprint stayed forever in the DNA of DS, and today design continues to be the first thing for them. The DS 7 Crossback is a vivid image of it, and it is clear that he does not want to leave anyone indifferent, and he succeeds thanks to a presence that attracts attention. Throughout the car combine the elements that blend the typical style of an SUV with other more elegant away from that atmosphere jacket.

On the front there is a large number of elements, such as the huge grille finished in a lacquered black that provides an extra brightness, the large chrome blocks, and the optics, both the main ones and the daytime lights, which not only serve to illuminate the road but also bring that touch of refinement. Everything is highlighted and topped by this successful yellowish copper color that DS called Gold Byzantine.

The side has also been very worked, although it is the least creative area. It has typical features of all crossovers such as the use of black plastics in wheel arches and heel pockets. This is also where one notices the dimensions of a car that belongs to the D-SUV segment, 4.57 meters long by 1.9 wide. The nose is very high, like the body line that marks the waist of the car. All this serves to generate that sense of packing and robustness.

The back again abuses elements of generous dimensions, such as the bumper, something excessive, and the boot lid. Once again the chromed touches, like the mask that unites optics mark, the refined style where it is possible to highlight some headlights that are impressive both day and night. By the way, the French, so much that they boast of design, have copied the Germans at the time of getting rid of the exhaust pipes. Those that you see do not lead anywhere.

Surely you all have ever heard that of French luxury. French manufacturers always claim to be premium and although many may not be crossed out as such, the question is that DS is, or at least pretends. From doors to inside the environment that is perceived is of quality, and only with the smell, you notice it. Special attention has been paid to the materials used; these being of good taste and with a better touch than we see in many other models. Soft surfaces are combined with skins and leathers of the highest quality, such as that of the test unit that brought Opera inspiration, the highest of its range, whose price is above 2,320 dollars.

As I say everything is perfectly made, with very good settings that end up transmitting that feeling of quality. However, I think designers have gone very far with prioritizing the way they have left aside the issue of ergonomics. In honor of the truth is something typical of DS, it always has to give that discordant touch, like the rear windows, or rather the absence of them, the DS 4.

In this case, we are not facing something like this, but we can see that not much attention has been paid to being ordered when placing the buttons. An example, the windows, they are in the central tunnel, something atypical and that causes me a lot of confusion because my natural tendency is to reach for the door. However, I do not think that this is the worst, because it simply takes time to get used to it and that’s it.

For me, the worst are the buttons that are hidden behind the wheel. They hide without wanting to hide them, but the result is that. Since they are placed behind the wheel, these are practically invisible to the driver that of not knowing the placement of each one will force to deviate the look with the known danger that it supposes at the time of circulating. A similar case is the control of the cruise control that is once again practically hidden behind one of the spokes of the steering wheel. A danger that is already common in almost all French brands.

Where I can not put any stick is in the technology and equipment section. You can not say anything else that comes with everything you need and much more. It should be noted a number of elements, such as a large number of driving assistants including a semi-autonomous driving system, called Connected Pilot, adaptive cruise control, 360 ° camera, charging by induction, and as well as the attention signal to driving that alerts us when we are not sufficiently focused on driving. In fact, the equipment is so wide that only one HUD is missing, places to ask

As a good car of its time, the presence of screens is prominent. In the central console, it is possible to emphasize the presence of one whose size oscillates between 8 and 12 inches. Its handling is tactile, and through it, we can manage the entire car, from navigation, connectivity equipment, and air conditioning. Since there is no proper module to adjust the temperature, it must be done by clicking on the screen. On the one hand is something negative, since it forces us to look at the panel instead of the road, and on the other, we must recognize that since it is always visible, the performance is much faster than in other models that copy this format.

But in the absence of a screen, what better to put two. The other is found in what was formerly the instrument panel. The presentation is very similar to what we see in other models of the PSA house, especially in Peugeot, although in this case the design of the graphics has been changed to look different. The amount of information that can show is incredible and its quality does not present any complaint, although it is not up to the standards of other models such as BMW or Audi.

Given the premium category that is sought, what is sought is to offer maximum comfort possible in each trip. Carefully designed front seats are in charge of this. Its design is the first thing that catches your attention, but it is your comfort that has just conquered you. They do not attach especially to the body, but the truth is that they are ideal for long trips. They are also heated, ventilated and have five different messages.

Obviously, the two front seats will be those that enjoy more space, but the truth is that behind is not going bad either. With the driver’s seat configured for a height of 1.75, the space left for the legs of the rear occupants is more than enough, as for the head. The ideal capacity is for four passengers, but a fifth will not be at all uncomfortable since, as 4×4 versions are not considered, the ground is completely flat.

Although its size can coast catalog, DS 7 Crossback, it may well be the largest of the C-SUV as the smallest of the D-SUV. The issue is that it offers a good volume of boot that has two heights. The minimum volume is 555 liters, and the maximum of 1,752 is achieved by folding the second row of seats in a 60:40 ratio maneuver that can be done both from the boot and from the seat itself,

Test DS 7 Crossback BlueHDI 180 HP

Going into the field of mechanics and dynamics, say that the range of the DS 7 Crossback is not especially wide. The offer consists of two gasoline blocks and another diesel. The powers oscillate between 130 and 225 horses with gearboxes that are mostly automatic eight relations. In our case we have been able to test the variant that a priori seems to us as more favorable both for performance and consumption; the BlueHDi 180 hp with eight relations EAT box.

Having said that, we must be very clear about the general approach of the DS 7 Crossback, that approach is none other than offering the maximum possible comfort in each displacement, This means that it is a car configured to be especially soft reactions. On the one hand, we have a suspension, which is associated with the Active Scan Suspension system. Through the camera, located behind the interior mirror, it scans the condition of the asphalt to preconfigure the suspension before reaching a pothole or an obstacle, so that the occupants notice it as little as possible.

The question and the truth are that it shows, although of course the whole system is associated with a suspension with a clear road character, very soft and clearly comfortable. Sincerely is that in this aspect you can not put any hits, as long as we do not leave the comfort zone of the car, where clearly the DS 7 does not feel especially comfortable. Neither chassis nor suspension is designed to work in a cheerful driving.

The post Test DS7 Crossback, The Quintessence of the French SUV appeared first on Car Insurance.

While the first units of the new BMW X4 arrive at the dealerships we had the opportunity to get behind the wheel to see how much it has changed compared to its predecessor. The SUV with a German coupe line puts the accent on a superb dynamic behavior.

The BMW X6 introduced in 2008 was the first Sports Activity Coupe (SAC) of the German brand, which is what they call the SUVs with coupe airs. A striking and controversial model since it was not as practical as a traditional SUV nor was it as sporty as a coupe. The sales figures gave the reason to BMW that in 2014 repeated the formula in a medium format, the BMW X4.

After more than 200,000 units marketed worldwide since its launch, the first generation of the BMW X4 gives way to its relief. The new model, completely updated, is already available in Spanish dealers after its world debut at the last Geneva Motor Show.

The appearance of the new X4 combines slender lines of the recently introduced BMW X3 accompanied by muscular lines that leave hint the dynamism of a model with a coupe silhouette. On the front the view goes to the huge double kidney grille and three-dimensional finish, imposing, accompanied by traditional double headlights with LED technology and horizontal fog lights to underscore the width of the vehicle.

In the side view, the protagonist is, evidently, for the roof fall that has been redefined with respect to the previous model, being softer and more harmonious, extending the characteristic Homiest curve. A tight fold runs through the door handles to the rear headlights and the wheel arches have a slightly hexagonal profile housing wheel with wheels between 18 and 21 inches.

The rear of the X4 stands out for its clean lines, It has a few rear pilots with very stylized three-dimensional sculpture and all versions have a double exhaust, which is not integrated into the bumper against fashion. The model launches four new colors for the body: Photonic Blue, Flamenco Red, Sparkling Storm brown and Sunstone Metallic beige.

With respect to its predecessor, the exterior dimensions of the BMW X4 have varied proportions because it has grown in length (+81 mm), width (+37 mm) and wheelbase (+54 mm). At the same time it is lower (-3 mm), lighter (up to 50 kg less) and has a more optimal aerodynamic coefficient (Cd 0.30).

The equipment levels are known as Advantage, xLine and M Sport, in addition to an exclusive BMW Individual options and the innovative M Sports X finish. The latter is characterized by moldings in Frozen Gray color as well as air intakes, skirts side panels and specific back protector.

All versions offer standard features such as LED headlights, electric tailgate, front and rear parking sensors, leather multifunction sports steering wheel, variable sports steering, three-zone automatic climate control, and BMW Connected Drive services.

The interior is modern and elegant. The design is identical to the one shown on the X3 and gives a luxurious atmosphere, with perfect settings, very pleasant materials to the eye and touch, galvanized door frames with embossed X logos and adjustable ambient lighting with six colors. The only negative point is that the Bavarians have also been tempted to resort to the undesirable bright black plastic in the center console.

The list of extras is very long (and expensive) allowing you to configure each unit to the smallest detail. These options propose, among other things, the new Vernasca leather upholstery in Tacora Red exclusively for the X4 or a huge panoramic electric opening sunroof with 924 millimeters in length and 890 millimeters in width.

The German coupe SUV can also count on the key with BMW Display Key screen that premiered the flagship Series 7. On its 2.2-inch touchscreen, you can check fuel level, autonomy available, lock the doors, close the windows and control the auxiliary heating system.

The list of gadgets is endless, some as practical as the magnificent Parking plus Assistant with the overhead view, panoramic view and 3D visualization with a 360º image of the vehicle and its surrounding area, others of more doubtful utility as the multimedia system with control of gestures, rather imprecise.

In the rear stool has gained something slower for the legs and the head, although the free height in the rear seats is still the most critical level of the X4 compared to the X3 due to the fall of the roof. Even so, passengers of up to 1.85 m in height will travel comfortably behind.

The cargo space has also grown to reach a good 525 liters capacity of the trunk, providing this model with greater versatility of use and standing slightly above that of its great rival, the Mercedes GLC Coupé. The base is at a remarkable height forcing many heavy objects that you want to enter inside, whose hollow is very usable and is perfectly topped. The backrest of the rear seats can be folded in a 40:20:40 ratios to achieve up to 1,430 liters of volume.

The mechanical range consists of two gasoline engines X4 xDrive20i (184 hp) and X4 xDrive30i (252 hp) and three diesel X4 xDrive20d (190 hp), X4 xDrive 25d (231 hp) and the blunt X4 M40d (326 hp). The latter is the only mechanic with six cylinders in line; the rest is made up of four cylinders.

Later the range will grow. The arrival of the X4 M40i (360 hp) and the X4 xDrive30d (265 hp) is scheduled for August and the more vitaminized fuel variant personified in the brutal BMW X4 M will surpass 450 hp. All the versions are associated with a sport automatic eight-speed Steptronic gearbox and the BMW xDrive all-wheel-drive system.

All the propellers comply with the new Euro 6d emission regulations. For this, the manufacturer in Munich uses a particulate filter for petrol and particulate filter engines, an oxidation catalyst, a NOx absorption catalyst and an SCR catalyst with AdBlue injection in the diesel. The active grille, the active wing, and the air curtains, among other measures, achieve that the aerodynamic drag is reduced by 10%, improving the efficiency in the advance.

Unlike the X3, totally oriented to comfort, this model puts the accent on sportsmanship. For this purpose, it proposes a limited slip differential, a wider rear track, and a firmer tare suspension. In addition, an optional adaptive suspension with electronically controlled shock absorbers is provided to adjust its behavior to driving style and road conditions.

The behavior is superb from the dynamic point of view. In addition to the aforementioned, the medium-sized SUV coupe of the German brand benefits from a lower center of gravity than its predecessor, a configuration of the intelligent all-wheel-drive system that favors the rear-end distribution and the Performance Control function that varies the distribution of torque between the rear wheels to optimize grip.

Anyway, the personality of the X4 can be transformed, as usual in BMW models, with the Driving Experience Control that modifies different parameters to achieve a more sporty or comfortable configuration. In the most efficient mode, the X4 proves to be very comfortable but without reaching the exquisite point of the X3.

Although not its natural habitat, the new BMW X4 increases the off-road capabilities of the previous model. The ground clearance is 204 mm and has a wading depth of 500 millimeters. The entrance and exit angles are 25.7 ° and 22.6 ° respectively and the central angle is 19.4 °. Values far from those of a vehicle with a decidedly off-road approach but which at least allow us to depart from the asphalt safely provided we do not look for great difficulties

The new generation of the BMW X4 emphasizes everything that its predecessor put on the table: a strong image, a dynamic behavior within reach of few SUVs and a luxurious and comfortable interior. It is still not as practical as an X3, but it brings a great dose of differentiation to conquer for its image. In this evolution, it becomes an even more suggestive car and is on sale from 62,002 dollars.

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The Audi RS is the maximum exponent of each model. They are acronyms that inspire sportsmanship and if we join them to a coupe concept the effect is magnified. The Audi RS 5 Coupe has the face of a good child, but do not be fooled, when you want to behave like a hooligan.

The Audi, unlike BMW, have always been considered as good children. Simpler cars in their handling and whose features were easier to control, Today Audi has managed to remove part of that mask of good-natured thanks to models such as those that make up the RS range. They represent the most extreme lineage of the brand, and in its portfolio, we find the model that today occupies our test, the Audi RS 5 Coupe.

Although today sportsmanship is expressed in different sizes and concepts, in the purest and strictest sense of the word are the coupes that best represent it. The line of these is difficult to match, whether compact, saloon or SUV, which lately is associated, wrongly, with this concept. They are the most beautiful, pure and sporty sports cars, although depending on the time we could also say the same for the Cabrio.

The aesthetic factor is fundamental when it comes to creating a presentational coupe. It’s not something that affects performance, but the image says a lot about a car. While some look for the most inhospitable corners to put some spoiler or a briefcase or any other plastic element that add to the design, Audi has decided to do it discreetly. He has taken the base of the Audi A5 and has added details, counted, and ready.

Personally, I like the style, although I do not know if I prefer it to other rivals who abuse more of that hooligan and rough point, as is the case of the BMW M4. Those from Ingolstadt have looked for another way of doing things, it does not mean that it is better or worse, because after all design is a matter of taste. I think that in this case, it has been possible to place the RS 5 in a medium term, something more discreet than its more direct rivals.

Obviously, we see elements changed with respect to a normal A5, such as the front and rear bumpers, the sills, the rear spoiler, the double exhaust and the rims of a particular design. But beyond that, not many new details are noticed. Of course, the material with which they are made some of those own pieces changes, maybe in some cases carbon fiber. A detail that I repeat does not add performance but gives that touch.

The truth is that there is a lot to play with when setting up the Audi RS 5 Coupe. Audi allows you to play with a multitude of options so you can make a car to suit you. The color palette is very extensive, even if your painting is not among the list you can request the one you want from the factory, the Exclusive division will be responsible for creating and applying it. But be careful what you want because your ego may spread checks that your wallet cannot pay.

We are talking about a premium brand and that is noticeable in trifles like the price. Let me deviate a bit from the road, but I want to make it clear that the main problem with this car is the price. Its base cost is almost 117,000 dollars. That’s a lot of dollars, not just for this car, almost for anyone. And that’s just the starting price, because as you leave the hand adding trinkets the budget may have no end.

Well, following where I was going. The RS 5 shows a good sporty appearance on the outside, but not so much on the inside. I had the chance to try several units of the A5 and the truth is that in all of them I felt “practically the same”. It is clear that the RS unit adds its own elements, but these do not transfer you to a purely racing atmosphere. At the end of the day, everything resides in the details, which, as with the exterior, are made up of more sporting materials, such as carbon fiber once more.

That does not mean it is a good place to be. If there is something to recognize Audi is the quality of its interiors, superior to the average of great execution. The RS 5 has all the equipment you need and imagine. Audi has a motto; “at the forefront of technology” and that is evident in all those gadgets that flood the cabin, such as the digital instrument panel, the Head-Up Display or the most advanced infotainment equipment.

The truth is that no case these elements affect performance, rather the contrary, because they add a valuable weight. However, they make life on board more comfortable and simpler. That allows the RS 5 Coupe to get its good side, its GT character. The RS 5 has that point of great tourism that allows you to travel great distances without excessive inconvenience. It is not a sports car of the old days in which everything was hard, rough and heavy. In this case, we are facing a reasonably comfortable car, well insulated and even with front seats that can give you gentle massages.

The only ones who will have something to say against the long routes will be the occupants of the second row of seats. As it happens in all the models of similar dimensions and the same shortage of rear doors, the later travelers will hardly have space to sit down or even to move. Just to access these places is somewhat tedious, so if we think about using them, it is better for children. Although now we are in luck since Audi has decided to launch the Sports back version.

But who buys a sports car for its livability and interior? Surely the minority, what matters here is performance, and for that, we have to talk about mechanics. The RS 5 Coupe employs a turbocharged V6 engine manufactured entirely in aluminum with 2.9 liters of displacement that develops a maximum of 450 horses and 600 Nm of torque available in a very wide range of revolutions, from 1,900 to 5,000 laps. A jewel of impressive value that is associated with a Tiptronic automatic change of type converter of the pair with eight relations and to the well-known Quattro traction.

On paper, the performance figures are similar to those of big sports. From 0 to 100 km / h in 3.9 seconds, and peak speed limited to 250 km / h. obviously, there is a problem, consumption. Official data announce an average expenditure of 8.9 liters per 100 kilometers, and in a real world, consumption is between that figure and infinity because it depends largely on who drives, how to drive and where to drive. So, in this case, the consumption figures hardly matter.

Test Audi RS 5 Coupe

The RS 5 Coupe is entered, by performance, into swampy terrain where the Porsche 911 is the undisputed leader. However, and being entirely fair, it is not the main rival of the Audi, because that’s what the BMW M4, the Mercedes-AMG C63 Coupe and the Lexus RC F are. As I said above, Audi is looking for an approach that well it is not extreme in the aesthetic or housing; yes it results in the presentational.

Long ago I had the chance to try one of those cars that leave an excellent taste in your mouth, the Audi S5 Coupe. During that test, I remembered many times the 911. A tremendously balanced car with 354 horses makes you do not need more. However, Audi thinks that it can give more, and for that reason, we have in our hands a RS 5 that is able to take those sensations and take them to a new limit.

I will obviate the fact that this car, like any other Audi, has been designed to be functional and versatile. This means that the RS 5 is not a car that is clumsy. Its driving is very simple either in a traffic jam or at high speeds. In fact, it is a car that you can pose for the day, except for consumption, there is nothing that is especially annoying or that provokes rejection. During the week of testing, I have tried it in all kinds of situations and I have not felt uncomfortable at any time.

But it is clear that this car is not designed to suck the typical morning traffic jam. This car asks for open road shouting. For the same reason, I’m also going to jump at one stroke the different types of driving that it presents: Comfort, Auto, Dynamic and Individual. I think it’s clear enough what role each one plays, so I’m going to go directly to the sporty mode, the Dynamic, which should always be on.

With it on, the car becomes what it really is, demonstrating how radical it can be. It must be said that Audi has used the same chassis that has a conventional A5, so there are no changes of any kind except a new stabilizer bar. It is a platform that makes you very clear that it can withstand extreme rhythm. He does not care how fast or followed the changes of direction; he faces them with complete ease, without disheveled.

The RS 5 Coupe is like all powerful Audi, it goes through the site. That is the true bulwark of this car, which can be driven by anyone. You quickly get to him generating a very pleasant sense of control and security. To put it another way, it’s not a car that wants to kill you on every turn. And that has a lot of good, but also something bad since it reduces emotion. In a way, those who seek this type of behavior also seek to explore their limits as a driver, and the RS 5 Coupe has the limit so high that it leaves you behind.

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Only one propeller, one gearbox (Lineartronic) and one AWD drive. Two finishes and a technological package without equal, interior space and all for less than 29,000 dollars, Of course, if you are here thinking about sportsmanship, then you are looking for the WRX STi.

A year ago, we began to tell you all the news of the Subaru Impreza of 2018. If this is your first reading about the car, do me a favor. Forget what you think you know about the model. Because you will not find more than a sweet incongruity, Incongruence because the Impreza has skipped a generation in America (being this the fifth), to reach the dealers, not in a radical format or prepared to compete in rallies but quite the opposite. All the weight of sportsmanship is now in the hands of the Subaru WRX STI of which we have spoken so much. Incongruence because it is still called Subaru Impreza and it is a name and surname with so much weight that even, even to me that I have tried the current model, it is my job not to think about the radical variant of the brand.

Sweet because Subaru understands that C-segment models are an important market in countries like ours. Sweet because the mechanical offer is extremely simple to understand because there is only one: a 1.6-liter petrol boxer propeller associated with the Lineartronic automatic transmission (CVT) that develops 114 hp and a maximum torque of 150 Nm at 3,600 rpm. And if you want GLP, they install it for 2,000 dollars more.

The simplicity also comes to the finishes: Sport (26,664 dollars, adding a promotional campaign of 1,624 dollars that is currently in force) and Executive (26,912 dollars, with the campaign, in this case, 1,972 dollars). There are 3,248 dollars of difference that in my opinion are justified by the equipment.

The complete list can be found here, but to highlight some elements, the Executive includes LED headlights, dual-zone climate, 17 “wheels (of 16 in the Sport), leather steering wheel and lever, 8” screen and 6 speakers (opposite). a simpler screen and four speakers), reversing camera, LCD screen for onboard computer and rear vehicle detection system in terms of security. I still do not understand how parking sensors are not included in this list, which should be standard. If you want, as an accessory you can install the rear sensor for 353 dollars.

Precisely, it is good for the sensors to speak at this moment, because the Impreza is not exactly a small car. In fact, it is a compact car of generous size, partly motivated by a unique platform for the new models of the brand. It measures 4.46 meters long and 1.77 meters wide without mirrors and a height of 1.48 meters. This translates into two conclusions: A very spacious interior, being one of the positive points of the vehicle and some complexity to introduce the car in the narrower garages. However, it helps with good visibility to maneuver and an acceptable turning radius between walls. By the way, the traction of the Subaru Impreza is integral, or as it calls the brand Symmetrical All-Wheel Drive.

Security before everything

A few years ago, Subaru presented Eyesight, collecting the main driving aids and safety systems. This has led the Impreza to postulate according to EuroNCAP as the safest model in its category. In the model, it agglutinates the warning and braked before a frontal collision, the adaptive cruise control, warning of an exit of lane and permanence in the same, function of control of the accelerator, notice of skidding and detection of advance of the front car. All of this as standard

By having the Executive version in trials we also have blind spot detection composed of powerful LEDs in the mirrors, one of the most visible of all we have tried (others remain in a few covert lights). The rest of the systems are operated through several pushbuttons distributed by the car, which could be grouped in a more orderly manner. In fact, the Impreza abuses the keypad.

For example, the multimedia system and the onboard computer screens or the display above the central screen have various forms of interaction. The large 8-inch screen is tactile and intuitive to operate, but it is the least informative in relation to vehicle data. Rather it serves as a multimedia showcase and applications to make this Japanese, a more technological car.

The central screen has risen in an impressive way, using a capacitive touch panel of the real ones. Not so many years ago, the Japanese had really mediocre screens and now they are up to the expectations of cars of superior ranges. However, they have some task when it comes to reducing buttons because only on the steering wheel (and behind it) there are 13 buttons and two levers and you have to get used a little. Additionally, there are another half dozen pushbuttons for security systems.

Design Exercise

I am pleasantly surprised in the design exercise of the Subaru Impreza both exterior and interior. I like the personality of the front, which is very sporty and how the exterior lines converge in a behind with a lot of personalities, presided over by three-dimensional rear pilots that stand out from the body. The lighting is run by LEDs thanks to the Executive finish.

One of the elements that draw more attention is the huge and reclined front windshield. It translates into a bright interior with a lot of visibility. The width of the set inside is very well used and preside front seats with fins marked to hold well to the occupants. At the wheel, an excellent visibility is perceived from any angle, and to a park, the camera has a good resolution although the fisheye distorts the image a bit and the objects approach too fast to what a sensor would be the ideal complement in this case.

The dashboard and the central console are V-shaped, passing from a horizontal line descending at both ends to be presided over by a vertical arrangement of the elements. The air conditioning outlets on both sides of the central screen allow it to be placed in an elevated position.

The climate control module and all the buttons have an excellent touch and the surfaces are covered with padded plastics with a level of finishes certainly good. It is curious that he has opted for a lacquered fiber finish molding for the front doors, but that in the rear doors loses the lacquer.

To tell the truth, the good sensations that are perceived in front, are lost, partly in the rear seats. It also enjoys a lot of space for the legs and head, although obviously, the all-wheel-drive offers less comfort for three passengers through a high central tunnel. I consider it important to offer an air conditioning outlet to the occupants of the second row of seats from this segment of vehicles and more by offering a dual-zone module in the Executive finish. They are, in my point of view, the least comfortable points of the car. Additionally, the trunk has a volumetric capacity that is not bad but does not stand out: 385 liters, with a regular space in forms but divisible seats in 60/40 proportion.

Ongoing

The car has a push-button start and electromechanical parking brake. They are no longer new in the automotive sector and provide comfort to the user. In cold and stopped, the Subaru Impreza raises the revolutions to take the temperature. Fortunately, the propeller does not emit an unpleasant sound. The lever moves and is not electronic as we begin to see in the new automatic changes.

No driving modes, although it does not sell what it does not intend. Neither is Sport nor is ECO. It is balanced

The CVT or Lineatronic is an old acquaintance already. The car thanks to the variation does not give the sensation of being slow, especially in the first 30% acceleration load, where the Impreza progresses progressively. The Lineatronic change is very comfortable because it has no slips or jerks and is suitable for the city. A sweet inconsistency that the worst part of this gearbox is accentuated the more loads we ask.

If for example, we need to have power for an exit in incorporation, the change revolutionizes the car to the limit of the regime and the thrust is progressive, giving a feeling certainly unpleasant and a slow response. I agree that this level of demand is made in a timely manner but I am sure that an offer in manual or with a change of torque converter, would improve this aspect and delivery feeling. It has an ‘L’ position, which serves to give it greater retention, for example in mountain passes.

However, the car is very suitable for day to day. The steering is noble, being comfortable and looking to please the driver. In part, it helps a very high visibility, motivated by a very inclined and large windshield, which favors the front visibility. The rearview mirrors are large, and thanks to the Executive finish, the Subaru Impreza can boast a technological display worthy of premium cars. Thanks to the Eyesight, the car is constantly warning of possible dangers and interacting with the user.

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We tested the Audi S4, the spearhead in the Audi saloon body. It is still very sporty, although the step with the Audi RS4 or RS5 is accused, by type of propeller and overall hardness. We are before a logical sports car.

I’m not going to cheat you. Of the three German premium manufacturers, Audi is possibly the best ordered of the nomenclatures of sports variants. Audi RS, BMW M and Mercedes AMG,  It has no loss, but in recent years versions have appeared that are not so radical but with an extra spicy. More in Mercedes (smaller AMG nomenclatures) and in BMW (M Performance), than an Audi, where the jump has been upwards; we will all remember the Audi S3 and suddenly, an RS3 appears.

We can not really say that the RS models are exactly from this time, because it was already more than 20 years ago that the Audi RS2 was launched but it has been in more modern times where it has spread across practically the entire range of Audi and now we understand and we internalize that an Audi S can have an older brother RS according to bodies. Point.

That leads us to try an Audi S4 in saloon body and make the bodywork because both the Audi A4 and the A6, the RS version is reserved only for the Avant model, and not for the saloon. Fortunately or not, we are before the spearhead for this format. The car is very powerful, with 354 HP on paper and a 3.0-liter V6 turbo engine. Thanks to the turbo, it is capable of delivering a maximum torque of 500 Nm between 1,370 and 4,500 rpm.

Obviously, it can only be selected with Quattro integral traction that includes a self-locking central differential. The distribution of traction is 60% -40% back-front. The gearbox is an eight-speed and torque converter that is commercially called Tiptronic and works very well. Thanks to this, the car scratches the asphalt and wrinkles it in 4.7 seconds from 0-100 km / h and the maximum speed, as it is religion, is limited to 250 km / h.

On paper, everything indicates that it is a fast car, and its 7.7 l / 100 km of approved means even invite us to think that it is even thrifty (when it really is not like that). For those who may be interested in the trunk, the capacity is generous, with 480 liters that are distributed in more than one meter deep and exactly one meter wide. The announced weight itself is a little high with just over 1,700 kilos empty (although it is noted that the 90% full tank and 75 kilos of ballast that would correspond to the average driver are taken into account.) Also, it is a figure that I am sure that will weigh on the body.

The car part of 87,000 dollars, a figure that is obviously capable of fattening without brake based on paint, steering wheels, seats and technology. Yes, I would bet for the higher level seats, which are one piece and cost 1,363 dollars. They come coated in Nappa leather. The series is sports, but two pieces and come in Alcantara / leather but can be selected in Milano leather for 736 dollars. Fortunately, there are several visual elements that are standard, such as the Audi Virtual Cockpit and the navigator. For almost 1160 dollars we can bet on Matrix LED headlights that work in halftone and are highly recommended.

There is, if possible, a more sporting differential that costs 1,984 dollars whose function is to distribute torque on the rear axle. The variable sports suspension ‘damper control’ is also optional and costs 1,444 dollars. There is also an address that is regulated according to driving conditions (dynamic steering) which costs 1,500 dollars. I really think that the Audi S4 comes very well equipped, although, in the technical aspect, the sports differential and the variable suspension seem to be recommendable. In the technological, it depends on tastes. For example, the reversing camera costs 661 dollars and standard comes with parking sensors. I like that.

For safety, you also pay and if you want the blind spot or exit checkpoints and other aids, you will have to pay, once again, an additional amount. As standard, there is the Pre-Sense City that warns of the danger of a frontal collision and brakes the car in case of detecting a more delicate situation.

But we are here to value the Audi S4 for what it represents: a sporty variant. Fortunately, there are still saloons like this that stretch the gum against the SUV fashion and bet on a traditional format but radical sensations.

It is a long car, with 4,745 mm in length and a battle of 2,825 mm. Without mirrors, the car measures 1,842 mm and with mirrors, 2,022. High is 1,404 mm. To put in context the dimensions is 19 mm longer than a conventional Audi A4, equal in width and 23 mm lower.

But where it really is its differential appeal is in the aesthetics marked and adorned by the pride of the Audi S products, which are the specific elements. The front grille and bumpers are sporty, with huge contrast sections, specific brake calipers and a V6 T anagram on both sides. The mirrors are gray, thus differentiating the exclusive version whose rear shows its most radical side thanks to the four tailpipes. To tell the truth, he is aggressive in aesthetics but discreet at the same time; the pureblood is now the RS and there it is impossible not to distinguish it from a conventional version.

The ‘S’ anagrams appear in the entrance moldings and in the seats, which, as we mentioned at the beginning, impress, grip well and their aesthetics fall in love. Leather and Alcantara are the materials, together with the plastic that one sees as soon as the door is opened. And the feeling of quality is very high and the visual appeal is undeniable. Maybe the standard Audi A4 is already a big car.

Carbon fiber moldings and ‘Quattro’ anagrams cannot be missing for the Audi S4. The gear lever (where another ‘S’ logo is housed, is more aesthetic than functional.) Its shape serves to support the hand and to be able to handle with greater comfort the rotating wheel of the infotainment system, whose screen is not integrated so harmoniously and it seems a necessary addition on the dashboard, the resolution is sublime and the functionalities, a pending task since the complexity is still greater than in other models.

It is noted that the protagonist has been focused on the Audi Virtual Cockpit, which is still current and surprising, although it does not make the car better, visually more attractive. To tell the truth, so much personalization option and the menus rob a lot of protagonism to the central screen, which is where it is really interesting to see certain information, although seeing the gigantic map behind the wheel is brilliant. And is that the Audi, inside, have a caring presence. The steering wheel, flattened by the lower part, is again more aesthetic than practical. And the cams are shy and for small hands are slightly away from the ideal position.

In the rear seats, more for four than for five occupants, space is generous, although the central tunnel is too sharp. The air conditioner, being of three zones, shows a display for the rear occupants. The height of the window is certainly high and for greater privacy, our unit has practical side curtains and darkened windows.

Ongoing

The start is by button, and how could it be otherwise, what seems careful in the aesthetic part, it is also in the auditory part. The bellow is accused but elegant, with a certain rage although decent. It is not like in the Audi RS5 or RS3, where it seems that the throats of hell open at each gas stroke. Here there is sportsmanship and sensations, but in its proper measure and even a little more; bravo for work well done.

As is logical, the driving programs allow each user to configure the car and adapt the parameters to each driving situation. Obviously, sports cars adjust suspension, direction, and power delivery so that everything happens more violently, more directly; a perfect union between the car and the road. However, the Sports mode is really remarkable at all levels, which does not happen with many sports.

I have started talking about the ‘racing’ part of the car, because it is an S4, and what is expected from the performance can only be found here. It seems that the car hardens chord and becomes more predictable and reactive, but there is a little trick: the all-wheel drive and mechanics that hold the chassis like a wild animal in its natural terrain. The only problem is that a strong change of direction displaces a lot of weight, and although electronic aids and traction are there for your relief, it has been easier for me to enter that delicate area where the car already warns you not to, you are behaving as you should. So I decide to loosen and literally stay stuck thanks to the very powerful braking of the Audi S4; who designs the brakes in this house?

The post Audi S4 Test: Logical Sportsmanship appeared first on Car Insurance.

While the first units of the new BMW X4 arrive at the dealerships we had the opportunity to get behind the wheel to see how much it has changed compared to its predecessor. The SUV with a German coupe line puts the accent on a superb dynamic behavior.

The BMW X6 introduced in 2008 was the first Sports Activity Coupe (SAC) of the German brand, which is what they call the SUVs with coupe airs. A striking and controversial model since it was not as practical as a traditional SUV nor was it as sporty as a coupe. The sales figures gave the reason to BMW that in 2014 repeated the formula in a medium format, the BMW X4.

After more than 200,000 units marketed worldwide since its launch, the first generation of the BMW X4 gives way to its relief. The new model, completely updated, is already available in American dealers after its world debut at the last Geneva Motor Show.

The appearance of the new X4 combines slender lines of the recently introduced BMW X3 accompanied by muscular lines that leave hint the dynamism of a model with the coupe silhouette. On the front the view goes to the huge double kidney grille and three-dimensional finish, imposing, accompanied by traditional double headlights with LED technology and horizontal fog lights to underscore the width of the vehicle.

In the side view, the protagonist is, evidently, for the roof fall that has been redefined with respect to the previous model, being softer and more harmonious, extending the characteristic Hofmeister curve. A tight fold runs through the door handles to the rear headlights and the wheel arches have a slightly hexagonal profile housing wheel with wheels between 18 and 21 inches.

The rear of the X4 stands out for its clean lines, It has a few rear pilots with very stylized three-dimensional sculpture and all versions have a double exhaust, which is not integrated into the bumper against fashion. The model launches four new colors for the body: Photonic Blue, Flamenco Red, Sparkling Storm brown and Sunstone Metallic beige.

With respect to its predecessor, the exterior dimensions of the BMW X4 have varied proportions because it has grown in length (+81 mm), width (+37 mm) and wheelbase (+54 mm). At the same time it is lower (-3 mm), lighter (up to 50 kg less) and has a more optimal aerodynamic coefficient (Cd 0.30).

The equipment levels are known as Advantage, xLine and M Sport, in addition to an exclusive BMW Individual options and the innovative M Sports X finish. The latter is characterized by moldings in Frozen Gray color as well as air intakes, skirts side panels and specific back protector.

All versions offer standard features such as LED headlights, electric tailgate, front and rear parking sensors, leather multifunction sports steering wheel, variable sports steering, three-zone automatic climate control, and BMW Connected Drive services.

The interior is modern and elegant. The design is identical to the one shown on the X3 and gives a luxurious atmosphere, with perfect settings, very pleasant materials to the eye and touch, galvanized door frames with embossed X logos and adjustable ambient lighting with six colors. The only negative point is that the Bavarians have also been tempted to resort to the undesirable bright black plastic in the center console.

The list of extras is very long (and expensive) allowing you to configure each unit to the smallest detail. These options propose, among other things, the new Vernasca leather upholstery in Tacora Red exclusively for the X4 or a huge panoramic electric opening sunroof with 924 millimeters in length and 890 millimeters in width.

The German coupe SUV can also count on the key with BMW Display Key screen that premiered the flagship Series 7. On its 2.2-inch touchscreen, you can check fuel level, autonomy available, lock the doors, close the windows and control the auxiliary heating system.

The list of gadgets is endless. Some as practical as the magnificent Parking plus Assistant with an overhead view, panoramic view and 3D visualization with a 360º image of the vehicle and its surrounding area, Others of more doubtful utility as the multimedia system with control of gestures, rather imprecise

Later the range will grow. The arrival of the X4 M40i (360 hp) and the X4 xDrive30d (265 hp) is scheduled for August and the more vitaminized fuel variant personified in the brutal BMW X4 M will surpass 450 hp. All the versions are associated with a sport automatic eight-speed Steptronic gearbox and the BMW xDrive all-wheel-drive system.

All the propellers comply with the new Euro 6d emission regulations. For this, the manufacturer in Munich uses a particulate filter for petrol and particulate filter engines, an oxidation catalyst, a NOx absorption catalyst and an SCR catalyst with AdBlue injection in the diesel. The active grille, the active wing, and the air curtains, among other measures, achieve that the aerodynamic drag is reduced by 10%, improving the efficiency in the advance.

Unlike the X3, totally oriented to comfort, this model puts the accent on sportsmanship. For this purpose, it proposes a limited slip differential, a wider rear track, and a firmer tare suspension. In addition, an optional adaptive suspension with electronically controlled shock absorbers is provided to adjust its behavior to driving style and road conditions.

The behavior is superb from the dynamic point of view. In addition to the aforementioned, the medium-sized SUV coupe of the German brand benefits from a lower center of gravity than its predecessor, a configuration of the intelligent all-wheel-drive system that favors the rear-end distribution and the Performance Control function that varies the distribution of torque between the rear wheels to optimize grip.

Anyway, the personality of the X4 can be transformed, as usual in BMW models, with the Driving Experience Control that modifies different parameters to achieve a more sporty or comfortable configuration. In the most efficient mode, the X4 proves to be very comfortable but without reaching the exquisite point of the X3.

Although not its natural habitat, the new BMW X4 increases the off-road capabilities of the previous model. The ground clearance is 204 mm and has a wading depth of 500 millimeters. The entrance and exit angles are 25.7 ° and 22.6 ° respectively and the central angle is 19.4 °. Values far from those of a vehicle with a decidedly off-road approach but which at least allow us to depart from the asphalt safely provided we do not look for great difficulties.

The new generation of the BMW X4 emphasizes everything that its predecessor put on the table: a strong image, a dynamic behavior within reach of few SUVs and a luxurious and comfortable interior. It is still not as practical as an X3, but it brings a great dose of differentiation to conquer for its image. In this evolution, it becomes an even more suggestive car and is on sale from $62,002 dollars.

So you have the choice at the end of the day, if you like its features or no because you are the one who is going to afford the price of it, there are a lot of types of cars, but I’m sure that this one is one of the best cars ever

The post Test BMW X4 2018 appeared first on Car Insurance.

We tested the Jaguar F-Pace with the 250 hp gasoline engine from the Ingenium family, which is the access version of the range. The British luxury SUV boasts comfort, dynamism, and a distinguished image is the 25t AWD enough?

The rise of SUVs is not just a fad; it is a widespread trend in almost every market that has come to stay. So it is not surprising that most manufacturers have opted for this lucrative type of vehicle, even among those who had no tradition in this field. A good example of this is the Jaguar F-Pace, the first incursion of the British brand among high-performance SUVs.

The sales figures quickly proved that Jaguar was right and soon became the best-selling model of the brand. For example, three of every five Jaguar cars that left the American dealerships in 2017 were an F-Pace. The commitment to this type of vehicles is reaffirmed with a model in more compact format, the Jaguar E-Pace, another larger, the future Jaguar J-Pace, and even the range will add a 100% electric crossover in the figure of the Jaguar i -Pace.

Returning to the F-Pace, we wanted to examine the new generation of Ingenium gasoline engines, keeping the F-Pace 25t AWD version. It is one of the most interesting because of its relationship between performance, consumption and price. It treats of a propellant of 2,0 liters with four cylinders and turbo that generates 250 CV linked exclusively to an automatic change of eight speeds and to the traction to the four wheels (AWD).

But before starting the engine let’s take a look at this unit that plays everything black. Not only because its body has been dressed in Santorini Black but also because the optional Black Pack that imposes, it has the bright blacked on the front grille, the side gills and the profile of the windows.

The traditional elegance of Jaguar is maintained in this SUV, while the sporty touch is seen through some features inspired by the Jaguar F-Type, the roof descending line or the double exhaust. The dimensions of the F-Pace impose. Not so much its length, which is maintained in a practical 4.75 m but by a disproportionate width of 2.07 m (up to 2.17 if we count the rear-view mirrors) that importune circulating through narrow streets or parking in a battery.

The customization options are extensive and, in addition, the equipment is generous depending on the level of equipment chosen as there are four finishes: Pure, Prestige, R-Sport and Portfolio. The F-Pace S and F-Pace SVR versions are also available with other more powerful engines. Some exterior features that this model can have are the adaptive LED headlights with the unmistakable daytime running lights J Blade or the alloy wheels up to 22 inches.

As it happens on the outside, the interior also appeals to black. The dashboard, sober design is made with good adjustments (not excellent) but the materials do not show too luxurious an atmosphere in relation to the price of the model. Given the final bill, which in this particular unit is around 92,000 dollars, one would expect the presence of wood or aluminum, but its absence remains striking.

The seats are very comfortable for their ergonomics and soft and leave the driver in an elevated position to dominate the environment and remember that we are in an SUV. Ahead of this one is the spectacular digital instrumentation, with a 12.3-inch screen that allows a large dose of personalization with a very modern and functional design. The information can also be completed with an optional Head-up Display with laser technology that displays information directly on the windshield.

Behind the space is very abundant. The rear seats provide a comfortable shelter for passengers of up to 1.85 m both for knee and headspace and allow three adults to find a reasonable range for long trips. Here you can see the advantages of a car over two meters wide. Of course, unlike some of its rivals, does not offer seven seats or option.

As standard, the Jaguar model has an In Control Touch infotainment system with an 8-inch touchscreen. Depending on the finish, the Touch Pro system can be equipped with a 10.2-inch touchscreen with multi-touch gesture recognition and Dual View technology that allows the driver and the passenger to see different contents at the same time on the same screen.

The Touch Pro system integrates a Navigation Pro navigation system with visually very attractive 3D maps, but sometimes it has not guided me through the most optimal route and has even given erroneous indications. It also includes a Meridian audio system with 11 speakers and 380 W, although an option there is an exquisite sound system Meridian Surround with 17 speakers and 825 W with Trifled technology to offer a more immersive sound experience.

The access threshold is very high and that of the trunk is also due to the generous free height of the vehicle. The trunk of 650 liters is huge, the largest in the segment, and it is very profitable especially for its large width. This volume is achieved in the case of mounting a puncture repair kit because the capacity is reduced to 508 liters with the spare wheel of biscuit and to 463 liters if a spare wheel of normal size is stored. The rear seat is foldable in a 40:20:40 ratios to expand the space to 1,740 liters.

Power More Than Enough

The mechanical range of the British SUV is very varied. After driving the gasoline engine access is clear that the 250 HP of this version are in full form. They are more than enough, being able to overcome 100 km / h from standing in just 6.8 seconds. With a quick direction and good agility to be a crossover, it does not fear the twisty roads.

The thrust is forceful throughout the range of revolutions with a maximum torque of 365 Nm that is delivered consistently between 1,200 and 4,500 rpm, a wide range of use. In addition, the turbo delay is almost non-existent. Jaguar explains that one of the keys is in the use of a double-input turbocharger powered by an integrated exhaust manifold that synchronizes the exhaust impulses of two separate pairs of cylinders.

The SUV, whose base is the IQ modular platform that also uses the Jaguar XE, the XF, and the Range Rover Velar, It shows a great dynamic behavior. It does not reach the level of dynamism of the Porsche Macan or the Alfa Romeo Stelvio, but it does not stay far from these either. In its more professional slope, it spends fuel without remorse, being located above 11 l / 100 km with ease.

However, the F-Pace with the Ingenium engine shows great variations of consumption according to our driving style, so it is necessary to be clear how to take advantage of it. For this, the driving modes of Jaguar Drive Control come with pearls with Eco, Dynamic, Rain, Snow or Ice programs.

Practice a decidedly efficient driving reward with this engine. Away from the city, with smooth accelerations, anticipate braking, take advantage of steep slopes and maintain moderate speeds is able to obtain close to 7 l / 100 km, a fantastic value for a gasoline vehicle of this size and power.

If we do not put so much effort, it will drink between 8.5 and 9.5 l / 100 km going at a leisurely pace. In any case, the F-Pace is comfortable on long trips, with a very contained sonority and with a very smooth and quite fast gear change with 8 speeds.

Although its elegant aesthetics might suggest otherwise, the F-Pace shows great off-road skills. It is more refined than a Land Rover Discovery Sport, with which it shares some mechanics, but has little to envy outside the asphalt. The ground clearance of 213 mm is very remarkable and useful for the field, and also the camera system 360 degrees, which helps to overcome obstacles and maneuver without difficulty.

Undoubtedly, one of its great values for off-road practice is the effective four-wheel drive system with Intelligent Driveline Dynamics (IDD). In normal driving conditions, 90% of the torque is transmitted to the rear wheels and can reach 100% according to the needs.

The distribution of torque between both axes is carried out by means of a multi-disc electro-hydraulic clutch controlled by a centrifugal electro-hydraulic actuator. With both technologies the distribution of the traction is carried out with extreme rapidity and, according to Jaguar, the total transfer of torque of 100% from the rear wheels to the front wheels takes place in only 165 thousandths of a second.

The technological arsenal also includes the optional Adaptive Surface Response system (AdSR) recognizes the differences between low traction surfaces (mud, ice, gravel, and snow) to maximize the available grip by adjusting torque distribution, engine response and braking.

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