Comparison: Ford Kuga 1.6 4×2 EcoBoost vs Mazda CX-5 2.0 165 2WD

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We had already confirmed the great response turbodiesel versions, but Ford Kuga and Mazda CX-5 also dare to cross from shore. You will not find today two SUV in its class and power in 4x2 version and gasoline. ¿Undertow? With two engines so advanced, and yet so antagonistic, it was time to take account: You may not be way back.Comparison: Ford Kuga 1.6 4x2 EcoBoost vs Mazda CX-5 2.0 165 2WDComparison: Ford Kuga 1.6 4x2 EcoBoost vs Mazda CX-5 2.0 165 2WDComparison: Ford Kuga 1.6 4x2 EcoBoost vs Mazda CX-5 2.0 165 2WDComparison: Ford Kuga 1.6 4x2 EcoBoost vs Mazda CX-5 2.0 165 2WD

Forget the turbodiesel at least for a day. Yes, I know it may seem counterintuitive, especially when speaking here SUV two media, more than 4.5 meters long and up to 1,630 kg. Of course, both are evolving petrol engines, which may surprise you and may even be worthwhile. At the moment, remember only one thing: 250.000 km. Do you plan to do? Otherwise I think mandatory, at least, to contemplate this alternative and stop reading, especially with two such complete products like Mazda CX-5 and Ford Kuga, where source also start with an advantage.

One is that, unlike its rivals in size, both associate these petrol engines also their 4x2 versions, which monopolize more than 70% in the segment and allow open access prices: Ford Kuga are today and Mazda CX-5 cheaper.

Another is that we do not speak here either two "gasoline" more. Mazda and Ford offer today possibly the most advanced engines of the moment, although technologically almost opposites. In his day and also compare their Ford Focus and Mazda 3, where their gasoline engines have come today to reach 50 percent of its sales. Amazing. For now, Ford Kuga and Mazda CX-5 are just 20%, but if in the compact are so interesting, why not these SUV with new mechanics adapted? You no longer find or that little 3-cylinder 1.0 Ecoboost Ford, nor the 120 hp 2.0 then tested on Mazda. We climbed as much this time step, in vehicles and engines ....

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¿Turbo or atmospheric?

The question is eternal, and repeated in Kuga Ford and Mazda CX-5; two cars with mechanical modern, technically, only share 4 cylinders and always more efficient direct injection. The rest, brand tactic. On one hand, "Downsizing", that is to say small displacement and turbo, for a very modern Ford 1.6 Ecoboost 150 hp... official, of course. Other, traditional optimization for Mazda with SKYACTIV technology, capable of proposing a classic atmospheric 2.0, yes, with higher compression ratio in the world in a propellant gas, dual variable valve timing, reduced friction by 30% and 165 hp ... again officers. And, in practice, none are. Tucked into bank, the Ford Kuga's up to almost 180 real hp, while the Mazda CX-5's low at 155: what, for better or worse, is a reflection of their characters.

A lot of technique, yes, but the result? Well, a priori, it depends on what you seek. Simply start the two to receive and wealth of information. Smoother and quieter 2.0 of Mazda CX-5, something nerve louder and 1.6 Ecoboost the Kuga. It feels, feels and also observe road. With finesse and progression always inherent gasoline engines, both move with great pleasure in the daily rhythm, although the Ford Kuga is significantly faster.

For mostly low engine speeds, the Ford Kuga 1.6 Ecoboost almost drives like a turbodiesel, without missing exceed 2,500 rpm to advance power, unlike a Mazda CX-5 2.0 solvent but requires stretched. Stretched, yes, it falls short in some (not many) demand scenarios. A mountain, overtaking one end or full load repechos traslucen lack of power. With identical exchange developments, the Ford Kuga overcomes superb speed in 6th situations where the Mazda CX-5 5th forced to pass and even then to 4th gear not down 4,000 rpm and keep pace barely.

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a priori clear advantage for a "left over" Ford Kuga 1.6 Ecoboost ebullient ... until you look consumption, of course. Because even at that time of troubles Mazda CX-5 2.0 solvable by pulling on the other hand, spends up to more than the Japanese SUV liter, which otherwise will usually be more than two. And yes there is no solution in Ford. Sox 7 l / 100 km in Mazda CX-5 to a sprinter Ford Kuga will go down where ever 9. And usually you see 10. It's a lot, even more than a Mercedes Class A 45 AMG all-wheel drive and 360 hp. Therefore difficult to take a day, though, for € 2,000 less, resulting in more profitable end this Kuga Kuga Diesel gasoline for 100,000 km. Time to throw memory: the Mazda CX-5 are 250,000 km. And that's a lot.

The most dynamic SUV

Within that efficiency of Mazda CX-5 2.0 lot has to do weight. Developed on a new modular architecture, barely 1,450 kg, less even than the Opel Astra compact like. Less spending, but also more agile before a Kuga almost 200 kg heavier, and that this second generation is softened noticeably. Very well insulated, better than the Mazda CX-5 also extends its route in extension of the suspension to roll with high comfort. In any case, yes, we are facing the two most effective segment cars, also moving in these tuned 4x2 almost as well on dry asphalt as 4x4.

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And it is always with halo of sportsmanship, Ford Kuga is still committed to a very direct contact, even more than the Mazda CX-5, which makes it very reactive guide, but then not accompany him much greater body roll. Is, in practice, more SUV, more ostentatious in their reactions than a Mazda with very little to envy of any compact car. Because afinadísimo components (suspension, steering, changing ...), the CX-5 is always very precise and progressive movements.

Firm, but not uncomfortable, the Mazda CX-5 rotates almost flat even in strong support, with a rear rounded curves best, always, albeit with a high safety margin, safeguarded by an ESP well calibrated. No doubt a reference today in its category, with other significant added value compared to Ford Kuga: more general space throughout height and trunk, and a price, discount, is now even more competitive than ever-adjusted day Ford Kuga complete. Have you closed both SUV because the circle? Maybe not yet balance against Diesel, but without much power requirements, the Mazda CX-5 2.0 petrol yeah that's safe return: I bet you will not make those mentioned margin 250,000 km.

Comparison: Ford Focus 1.6 TDCI 115 vs 110 Mégane 1.5 dCi

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The Mégane Renault, one of the best selling models in our market receives a rival of care, the renewed Ford Focus, whose pricing is extremely aggressive and equipment.Comparison: Ford Focus 1.6 TDCI 115 Titanium vs Renault Mégane 1.5 dCi 110 LimitedComparison: Ford Focus 1.6 TDCI 115 Titanium vs Renault Mégane 1.5 dCi 110 LimitedComparison: Ford Focus 1.6 TDCI 115 Titanium vs Renault Mégane 1.5 dCi 110 LimitedComparison: Ford Focus 1.6 TDCI 115 Titanium vs Renault Mégane 1.5 dCi 110 Limited

It is clear that in the new Focus most notably, at first glance, is the front rejuvenated, sleeker and reminds us unfailingly as brand image, Aston Martin. However, the best of this new delivery model is more hidden oval, farthest from the first glance. Following the hearing, inside it is seen quickly that the central screen and has a decent size, exactly 8 inches.

In addition, they changed the design and size of the controls on the steering wheel before impractical. Now, they are better deployed but are too small and are positioned so close together that it is easy to err on the pressure and also require too much attention to the remote view of the road. And far from what the eyes can see easily, now Focus uses thicker carpets, thicker side windows and a pointed insulation of the engine compartment with the clear objective of reducing the noise level that exists in the passenger compartment.

renewed Focus

It was because of our perception, the Focus has been changing the perceived touch on your driving through a series of mechanical performances. It has increased the rigidity of the front axle, increasing the lateral resistance of the bushings in the suspension by varying the setting of the dampers and revising suspension geometry. This, coupled with a recalibration of the electric assist steering model gives the oval half a touch saloon, leaving the driver a clear taste to Mondeo. And we do not exaggerate, because we had both cars almost simultaneously.

In addition, also it has an elaborate system of connectivity an advanced voice control, allowing act on the audio, navigation, air conditioning and mobile phone. As most exclusive offer, has a semi-automatic parking system must handle -even online treadle and battery. And only with these elements, the Mégane differences are more than notable, though there are many more in the portfolio of Ford for the Focus. Our French veteran live his last months between us, perhaps even a dozen, but his long range shot prevents this platform electronic update that, certainly, will incorporate his replacement.

worthy

Even so, This Limited version of Mégane still fight hard. It is true that your presentation can not match the visual quality of the Focus Titanium, but maintains a good touch. Their equipment, though generous, is not at the same level despite prices so similar, demonstrating that Ford aggressive trade policy is more intense in its compact renovated. Elaborating on this topic, Focus has a very interesting option Come zero cost coming from series-, which are optical groups bi-xenon adaptive, guarantors excellent night vision effectiveness.

Driving, we have only found one but as regards the comfort of Ford. The front backrests generate excessive pressure on the high back though, as married repeating, each body behaves differently against a seating configuration. Nevertheless, in the front seats of our anatomy Mégane fits perfectly and found no hassle. Livability is very even between both, an advantage for Renault rear headroom and better space there for the legs of the occupants in the Ford. As in most such saloons, approval for five seats is more theoretical than real, unless the three users of the rear bench are people wiry body. The main advantage of Renault made Palencia is in the trunk, with an additional 50 liters, they always come in handy in this type of family cars.

two Gauls

In this confrontation between French and German-American, there is a traitor. This is the built-in this Focus, PSA source, or engine, French and bred. Very similar, almost identical powers, accelerations reflect this equality almost a tenth. However, when recovering or it is forward, the longest transmission developments in the Mégane are felt, and clearly, so the Focus is demonstrated more agile in the top two gears. This technical decision does not lead to drastic advantages in consuming fuel, chapter in which both move to excellent level. Models of this size and weight -the Focus goes up beyond the 1,300 kilograms with full- deposit, with spending figures that even demean the 5 l / 100 km in mixed use, between city and highway, They show up where it is coming on consumption optimization without technological eccentricities or unusual materials. Despite this similarity in fuel costs, the difference in the size of the deposit, on behalf of Renault makes its autonomy is significantly higher, almost 150 km, they always come in handy when finishing a long journey it is without making an annoying extra stop.

The frame Focus has always been among the best in its class since the appearance of this model, and its conflict with the Golf for the lead in this field it has suggested discussions between experts and amateurs for a few years. In its new definition, the Focus adds yet another ingredient in the heat of this confrontation, Transitional Enhanced Stability, which anticipates the performance of stability to eliminate even that scare altering the heart rate us "swallow us a curve". This is to maintain the highest dynamic capabilities without altering the comfort of driving. The Mégane offers a more classical also effective, torsion beam rear, and also fine-tuning architecture but. Both can trace any road farfetched, but the Focus digests it more elegance. In a pooled analysis, the Focus plays its tricks of modern technology and excellent architecture to be superior to willful and Mégane forever grateful.

Comparison: Citroen Xsara Coupe 2.0 HDi VTS / 3p Toyota Corolla 2.0 D4-D Sol

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The adoption of a modern direct injection diesel engine "common rail" 90 hp enables the Corolla in the group increased demand for its segment; a good argument to be measured with the sales leader, renewed Xsara HDi, which premieres image and equipment upgrades and security.Comparison: Citroen Xsara Coupe 2.0 HDi VTS / 3p Toyota Corolla 2.0 D4-D SolComparison: Citroen Xsara Coupe 2.0 HDi VTS / 3p Toyota Corolla 2.0 D4-D SolComparison: Citroen Xsara Coupe 2.0 HDi VTS / 3p Toyota Corolla 2.0 D4-D SolComparison: Citroen Xsara Coupe 2.0 HDi VTS / 3p Toyota Corolla 2.0 D4-D SolWith greater or lesser dedication, Japanese brands are taking positions to meet the inexhaustible Diesel demand has emerged in recent years in Europe. For Japanese manufacturers, who would follow shortly Koreans consolidated in the Old Continent inevitably happens to offer diesel engines. Since the mechanical diesel in passenger cars are used almost exclusively in Europe, there are manufacturers who still renounce their ranges offer this type of engine -case Subaru-; others face the current scenario -Mitsubishi looking for European partners with Renault, Honda has filed a Rover engine for Accord-, and finally there are those who are committed to developing their own mechanical, if Mazda, Nissan and Toyota. Of the latter, it is to praise the efforts of Toyota stand up to the best European specialists, with their recent family D4-D engine with latest technology "common rail" and 4-valve per cylinder.The engine is derived Corolla debuts bright 2.0 D4-D 110 hp Avensis, without "intercooler" to cool the air feeding the engine, turbo and lower pressure new mapping, leaves the power in 90 CV. The known HDi Xsara presents similar technical, technology "common rail" and also 90 hp. The most obvious difference is the more conventional cylinder head 2 valves per cylinder, a circumstance that marks differences in these mechanical performance. As good candidate to lead the market, both engines have a very smooth running, little sound, just vibrations to be transmitted Diesel and perform exemplarily in long marches from just 1,700 rpm. In practice, are developments of change that determine a separation between these two engines, especially in view of the timer and the supplier, because for pleasure of use, it is difficult to choose one of the two. The Xsara has chosen a rather long development in 5th theoretically looking to reduce consumption and noise levels. But the moment of truth, the Corolla D4-D with your best tight end development is not only able to recover and advance in all measurements in less time up to 2.3 seconds less, equivalent to 70 meters in maneuver 80 to 120 km / h in 5ª- but open traffic has obtained a lower consumption (0.7 liters less than half). His 5th gear is more capable when crown repechos, forward and recover, saving reductions or stepping on the accelerator with more intensity. Only the tables are reversed when driving very fast, demanding maximum performance engines, a situation where the Xsara has barely reached the 9 liters of media when the Corolla exceeds 10 liters. And this is extensible to any type of track.In the dynamic section, each model has its own distinct personality. In short, we could say that the Corolla is a comfortable model for suspensions and Xsara VTS finish in our test unit, it has a sportier dynamic orientation or reflected on their best behavior. The Corolla is a car with a very nice overall feel. Their suspensions are on the soft, smooth steering and shift touch and clutch-from hydraulic-drive eventually set off with high pleasure of use. Normal driving behavior is noble and secure, rewarding driving comfort but, as we force the march on winding paths, the limit appears before. Corolla reactions are predictable as the situation, time may require greater attention by the agility of your rear is not force it. If wide roads and smooth curves conveys confidence no matter much the rate at which circulemos, tortuous paths in this circumstance is somewhat disconcerting to medium / high speed.Corolla is initially understeer on corner entry, but the correction to recover drawn, lifting off the throttle unleashes an immediate trend Oversteer. However, we are talking about a reaction that only appears forcing the march. The Xsara is firmer suspension and shows a tread aplomada. It does not offer the sweetness of the Corolla when absorb bumps, but you may not cross out of rough asphalt uncomfortable, and yes more precise in all circumstances. In short, it is very close to the ideal balance. The Xsara also characterized by its directional rear axle very active, but the reactions are more balanced. Its front end is more incisive and suspensions touch better informs the driver steps on where and how the car, something that does not happen so faithfully in "filtered out" Corolla. Supports the Xsara are faster and just understeer, but the defense also helps close the curve. It is also true that this Citroën sportier looking and effective mood for Xsara Coupé, which mounts larger wheels -15 inch, wider tires sports specifications and a variable direction depending on the speed, which helps transmit more driver information, although still somewhat city can be hard.In the brake section, both models offer very good response power and resistance to fatigue, but in the case of Corolla distances lengthen over-the account 81 meters from 140 km / h is not a good cifra-, while Xsara that can be described as remarkable. Corolla tires, midrange and anything oversized, have some responsibility here. Other sportier profile help improve braking distances and surely attenuate the initial understeer tendency.The driving position in both models is well achieved, but the Xsara set-up offers more opportunities and better seats: wider, with better lateral support and memory throwback to rest them for access to the rear seats. Another important difference is in the ability of the bellboys, more generous in the Citroën that, not surprisingly, offers larger outer dimensions than the Toyota (Corolla is short wheelbase), which accrues an interior with greater habitability.Our two protagonists are standard equipment most complete of their respective ranges, although quite complete detail the renewed Xsara and a more complete list of options (offers, inclusive, satellite navigation). If the starting price of the Xsara is higher by 200,000 pesetas, with the current promotion of 500,000 pesetas 300,000 pesetas it is below the Corolla. This has an excellent engine and a general touch more refined vehicle even more exclusive image of our country, but in any case, its best virtues serve to overshadow the Xsara.With greater or lesser dedication, Japanese brands are taking positions to meet the inexhaustible Diesel demand has emerged in recent years in Europe. For Japanese manufacturers, who would follow shortly Koreans consolidated in the Old Continent inevitably happens to offer diesel engines. Since the mechanical diesel in passenger cars are used almost exclusively in Europe, there are manufacturers who still renounce their ranges offer this type of engine -case Subaru-; others face the current scenario -Mitsubishi looking for European partners with Renault, Honda has filed a Rover engine for Accord-, and finally there are those who are committed to developing their own mechanical, if Mazda, Nissan and Toyota. Of the latter, it is to praise the efforts of Toyota stand up to the best European specialists, with their recent family D4-D engine with latest technology "common rail" and 4-valve per cylinder.The engine is derived Corolla debuts bright 2.0 D4-D 110 hp Avensis, without "intercooler" to cool the air feeding the engine, turbo and lower pressure new mapping, leaves the power in 90 CV. The known HDi Xsara presents similar technical, technology "common rail" and also 90 hp. The most obvious difference is the more conventional cylinder head 2 valves per cylinder, a circumstance that marks differences in these mechanical performance. As good candidate to lead the market, both engines have a very smooth running, little sound, just vibrations to be transmitted Diesel and perform exemplarily in long marches from just 1,700 rpm. In practice, are developments of change that determine a separation between these two engines, especially in view of the timer and the supplier, because for pleasure of use, it is difficult to choose one of the two. The Xsara has chosen a rather long development in 5th theoretically looking to reduce consumption and noise levels. But the moment of truth, the Corolla D4-D with your best tight end development is not only able to recover and advance in all measurements in less time up to 2.3 seconds less, equivalent to 70 meters in maneuver 80 to 120 km / h in 5ª- but open traffic has obtained a lower consumption (0.7 liters less than half). His 5th gear is more capable when crown repechos, forward and recover, saving reductions or stepping on the accelerator with more intensity. Only the tables are reversed when driving very fast, demanding maximum performance engines, a situation where the Xsara has barely reached the 9 liters of media when the Corolla exceeds 10 liters. And this is extensible to any type of track.In the dynamic section, each model has its own distinct personality. In short, we could say that the Corolla is a comfortable model for suspensions and Xsara VTS finish in our test unit, it has a sportier dynamic orientation or reflected on their best behavior. The Corolla is a car with a very nice overall feel. Their suspensions are on the soft, smooth steering and shift touch and clutch-from hydraulic-drive eventually set off with high pleasure of use. Normal driving behavior is noble and secure, rewarding driving comfort but, as we force the march on winding paths, the limit appears before. Corolla reactions are predictable as the situation, time may require greater attention by the agility of your rear is not force it. If wide roads and smooth curves conveys confidence no matter much the rate at which circulemos, tortuous paths in this circumstance is somewhat disconcerting to medium / high speed.Corolla is initially understeer on corner entry, but the correction to recover drawn, lifting off the throttle unleashes an immediate trend Oversteer. However, we are talking about a reaction that only appears forcing the march. The Xsara is firmer suspension and shows a tread aplomada. It does not offer the sweetness of the Corolla when absorb bumps, but you may not cross out of rough asphalt uncomfortable, and yes more precise in all circumstances. In short, it is very close to the ideal balance. The Xsara also characterized by its directional rear axle very active, but the reactions are more balanced. Its front end is more incisive and suspensions touch better informs the driver steps on where and how the car, something that does not happen so faithfully in "filtered out" Corolla. Supports the Xsara are faster and just understeer, but the defense also helps close the curve. It is also true that this Citroën sportier looking and effective mood for Xsara Coupé, which mounts larger wheels -15 inch, wider tires sports specifications and a variable direction depending on the speed, which helps transmit more driver information, although still somewhat city can be hard.In the brake section, both models offer very good response power and resistance to fatigue, but in the case of Corolla distances lengthen over-the account 81 meters from 140 km / h is not a good cifra-, while Xsara that can be described as remarkable. Corolla tires, midrange and anything oversized, have some responsibility here. Other sportier profile help improve braking distances and surely attenuate the initial understeer tendency.The driving position in both models is well achieved, but the Xsara set-up offers more opportunities and better seats: wider, with better lateral support and memory throwback to rest them for access to the rear seats. Another important difference is in the ability of the bellboys, more generous in the Citroën that, not surprisingly, offers larger outer dimensions than the Toyota (Corolla is short wheelbase), which accrues an interior with greater habitability.Our two protagonists are standard equipment most complete of their respective ranges, although quite complete detail the renewed Xsara and a more complete list of options (offers, inclusive, satellite navigation). If the starting price of the Xsara is higher by 200,000 pesetas, with the current promotion of 500,000 pesetas 300,000 pesetas it is below the Corolla. This has an excellent engine and a general touch more refined vehicle even more exclusive image of our country, but in any case, its best virtues serve to overshadow the Xsara.

Ford EcoSport 2015 1.0 EcoBoost 125 hp, good balance

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We tested the renovated Ford EcoSport 2015, in this case 1.0 EcoBoost petrol engine 125 hp, an interesting option for its balance and overall liking.Test Ford Ecosport 2015 1.0 EcoBoost 125 CVTest Ford Ecosport 2015 1.0 EcoBoost 125 CVTest Ford Ecosport 2015 1.0 EcoBoost 125 CVTest Ford Ecosport 2015 1.0 EcoBoost 125 CV

Just two years after release in the market, Ford undergoes a complete update to your small SUV, he Ford EcoSport. Cosmetic changes on the outside and inside are not very abundant -the main, externally, is the no spare wheel which I was previously on tailgate-, although the modifications are most important at the technical level, with a mechanical range and adapted to the European standard of emissions euro 6 and a number of technical adjustments you had to explain.

In terms of chassis, he Ford EcoSport 2015 It presents new adjustments suspensions, new springs and dampers (Body is now 1cm closer to the ground). A new electronic stability control programming and the new power steering also part of the technical review of Ford EcoSport 2015. With all these changes, in the Oval want the Ford EcoSport grow in the dynamic whole chapter to adapt much of its chassis to the peculiarities of European roads.

This renewal Ford EcoSport 2015, Engineers American brand also wanted to enhance their refinement, to make various improvements towards reducing noise (mechanical and aerodynamic), vibes Y asperities that may occur up. To this end, it has worked especially everything related to the isolation with new insulation and thicker materials in the doors, the windows and dashboard.

Ford EcoSport 1.0 EcoBoost 125 CVFord EcoSport 2015, Euro 6 engines

Mechanical offer Ford EcoSport It is adapted to the anti-pollution standard Euro 6. The big news is the addition of a New Diesel Engine 1.5 TDCi 95 hp, in essence, the same as released in its day also renewed Ford Focus. an atmospheric 1.5 Ti-VCT 112 hp and: gasoline, two alternatives include Turbo from three cylinders 125 hp 1.0 EcoBoost. It was the latter that could lead to the Ford EcoSport 2015.

In some markets, the supply of engines EcoBoost at Ford EcoSport It will be completed with a 140 hp version. For this version of 125 hp, it seems a very interesting option for its acceptable performance and overall balance. Yes we appreciate the improvement in terms of sound and vibration lower rate compared to the previous version. The high driving position is nice for ease of use and good visibility it brings you, even fans Ford used to drive the Fiesta and Focus will feel something rare in the EcoSport.

He Ford EcoSport Engine 1.0 still engaging a manual gearbox 5-speed, gear and precise operation. According to our view, a sixth gear, with developments in the tight and balanced in our view change is not necessary.

At the controls, the inside the Ford EcoSport 2015 It presents new settings and new chrome that increase both the feeling of visual quality and real. By trim levels -Trend, Titanium and the new EcoSport S- and mechanical versions, the Ford EcoSport 2015 It is placed in a good position in the growing segment nourished urban SUV. A fault: the absence of 4x4 versions and type of side opening tailgate, although slightly increases its opening radius is still inconvenient, especially in parking online. By the way, now that the weather is somewhat worse, with renewed Ford EcoSport a new winter pack, which includes windshield and mirrors heated mirrors and air vents in the rear seats is offered. Throughout 2016, the equipment is complete with the availability of a new navigation system and camera connectivity and a rear parking aid.

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Test: Nissan Qashqai 1.6 DCI 130 4X2, or compact SUV ¿?

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Renew a sales leader is the most complicated task for a manufacturer, too many changes and run the risk of reversing the trend. Let's see if the new Nissan Qashqai platform meets expectations.Comparison: SportSedan Mazda3 SKYACTIV-D 2.2 vs Skoda Octavia 2.0 TDIComparison: SportSedan Mazda3 SKYACTIV-D 2.2 vs Skoda Octavia 2.0 TDIComparison: SportSedan Mazda3 SKYACTIV-D 2.2 vs Skoda Octavia 2.0 TDIComparison: SportSedan Mazda3 SKYACTIV-D 2.2 vs Skoda Octavia 2.0 TDI

Nissan itself recognizes: It is not easy to replace a bestseller that has left the bar so high. With the Qashqai, Nissan gambled with a vehicle nor was SUV nor was a saloon, the two things at once. Then strange concept but totally common today. The move went so well that rivals were quick to react and go to meet. It was an ugly and not particularly attractive car, but won over the crowd by being different, aesthetics away all terrain SUV world then and closer to that of a conventional tourism, but keeping up SUV. In addition, he rounded with a range, good engines, different drive systems and two sizes of body. In short, a complete and different car. Now comes the first major change to the second generation, which premieres new platform, renounces long body and provides the same mechanical and transmission strategy. It has superior visual quality, aesthetically more appealing and announces most energy efficient and dynamic; analyze plays.

Not what impression you cause your new aesthetics but the general tone of all the reviews I've gathered is that apparently now closer to an SUV yet, and that is lower than 3 cm before; I do not say this as a criticism but as a feature. The answer to this can be the model that Nissan plans to draw on the same basis, to be built in Barcelona and, undoubtedly, will complement to offer an even more complete range. Whatever the reason, we are facing a good car, those who can recommend without fear of being wrong.

Enhanced Interior

Nissan QashqaiThe much more modern, outward appearance is complemented by an interior to match. Sobriety of the previous generation is now going to design more care. It is maintaining quality, but better-looking materials, at least as far as the dashboard and instrumentation refers. It is better equipped as standard, which complements technologically advanced systems which now estilan, Nissan grouped under the name Smart Protection Shield, formed by the dead angle control, fatigue detector, motion detector, notice of a frontal collision, the recognition signal, the automatic color lights, etc.

There are more comfort seats, front and rear and top longitudinal dimensions as earn up to 3 cm in the space of rear legs. The internal width does not vary and, despite being lower, the new design of seat and platform allows gain 1 cm is not bad. If you do not know the above, with the new Qashqai will have a good half inside saloon, the best of the online market and what they offer SUV rivals, who only earn him inside height, although the data from Nissan is not bad. Out of the rear seats in this generation it is slightly more uncomfortable than the previous; space by leaving the foot is reduced by 4 cm, with the added disadvantage that the wheel arch hinders the operation. Not critical, since you can enter and exit the car without problems, but remarkable compared to the previous one.

The capacity measured by us the boot has been undermined in this generation in 30 liters, offering less space than most of its modern rivals, exceeding 500 liters capacity. The explanation is shorter than them. The 455-liter has go far, but they are little when compared with rivals SUV or compact family members who are registering figures of around 600 liters. There are greater modularity in the cargo space, with double bottom (Included in the measurement of the 455 liters) and a system with two lids can partition the hole. To the sides, two practical hooks for shopping bags not open. There are large gaps in the whole interior, highlighting that is under the front armrest supporting a bottle of 1.5 liters of water standing.

At the wheel

Nissan QashqaiIt offers a really good overall refinement. Just the engine sounds and vibrations do not reach the occupants, even for the steering wheel the driver. This feature remains in virtually all sections. Very comfortable suspension, more than before, and therefore not going soft on the road. He is putting them liked. It seems to be true the greater structural rigidity announced for this platform, which has allowed them to soften the set without spoiling the dynamic qualities. Moreover, the absence of a direct confrontation I daresay this frame is more effective than previous. Not tired occupants and it is obedient to the drawn. To look for defects chassis must put the Qashqai in situations for which it is not intended. At this critical point, prevailing criteria well moron ESP little but betting on sports safety; I think dynamically from now will be put in the Segment reference positions. Its height allows certain dalliances for clues in good condition, but in the end are tires which put the limit, and this unit with its 19-inch wheels unnecessary, you are limited only to the asphalt.

The prestacional level is similar to the previous generation engine identical. This has been slightly shortened developments in the first three speeds, maintaining the same for the next three. This allows you largest urban agility, which contributes to its rolling so nice. Consumes less thanks to the Stop / Start system and a more conservative electronic management. Consumption data was the 1.6 dCi Renault were already good, are now better, ranking with 5.4 l / 100 km average between the segment savers. If you drive quiet and you ignore the recommendations of the scorecard you can move in stockings reach about 4.5 liters without it torture. The Tekna 19 finish" our test unit was equipped it to the brim with items you often do not need, especially for just over € 29,000 it costs. I I recommend you look into finished more modest, as they continue to offer a good standard equipment and an even more competitive price. It was a good car and it still is.

Honda Vision 50, now on sale

Honda Motorrad division launchesSpanish its new Vision 50 is a scooterHigh wheel thickens the range of accessmanufacturer that will be sold for 1,799 euros.Honda Vision 50, now on sale

Honda has just announced the price it will have on the Spanish market its new Honda Vison 50. At a cost of most competitive, the new high wheel scooter the Japanese motorcycle manufacturer intends to follow her older sister estala the Honda Vision 110, which has entered strongly in the list of sales on the Spanish scene.

1,799 euros the price has been set for this purely urban motorcycle. It is 200 euros less than the Vision 110 version, a more attractive option to enjoy the benefits that a manufacturer like Honda can offer: quality of materials and a after-sales service as complete.

The new one Honda Vision 50 It was presented at the Motorcycle Show of Milan 2011 (EICMA) with Honda motorcycles like Honda CBR1000RR 2012 or Crosstourer. While it is a more modest model for urban drivers seeking cheap motorcycle and car as a substitute in the big cities, no longer have the benefits inherent in Japan's brand. This high-wheel scooter has a drive four-stroke 49 cc and yields a total power of 3.8 CV delivery. It also boasts a wheels between 14 and 15 inches, ensuring greater stability.

Its economic character is marked not only by price but also by its low consumption: 1.9 l / 100 km in urban territory. In addition, this citizen has a motorcycle autonomy is recorded in 280km. The Honda Vision 50 is available in the market and aims to join the lists of best selling bikes in our country. Time to time.

Ssangyong Tivoli, now with 115 hp diesel engine

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Ssangyong increases the supply of Tivoli six months after its release with the appearance of a diesel engine, e-XDi160 of 1.6 liters and 115 hp.Ssangyong Tivoli D16T comes to the Diesel Ssangyong SUVSsangyong Tivoli D16T comes to the Diesel Ssangyong SUVSsangyong Tivoli D16T comes to the Diesel Ssangyong SUVSsangyong Tivoli D16T comes to the Diesel Ssangyong SUV

The resulting version of Ssangyong Tivoli surnamed D16T in relation to the engine rather than the power is 115 hp, obtained between 3400 and 4000 rpm; while the maximum torque of 30.6 mkg, achieved between 1,500 and 2,500 rpm. This Diesel direct injection and VGT, It meets, as is required with the emission standard Euro6.

Ssangyong TivoliAlthough series Ssangyong Tivoli D16T takes a manual six-speed gearbox, It is also possible to associate with this diesel automatic, Aisin home, with the same number of relationships. It represents 1,500 euros and can be mounted on the Tivoli Ssangyong with Limited finish, regardless of the type of drive used. It is standard on the Red Edition.

In addition to two-wheel drive, the Ssangyong Tivoli can have traction 4x4 thanks to a connection system electronically controlled and distributes torque depending on bonding conditions. Additionally, Ssangyong Tivoli incorporates a function of center differential lock which it allows for additional motor skills below 40 km / h on very slippery surfaces. With this traction rear suspension changes and, instead of the torsional axle wheels 4x2 rolls a deformable parallelogram mounted. This system four-wheel drive increases 2,000 euros the price relative to Ssangyong Tivoli front-wheel drive.

He average consumption approved this Ssangyong Tivoli D16T, If you carry the manual gearbox and traction is front, It is 4.3 l / 100km, the equivalent of 113 g / CO2. The automatic transmission is an increase in such spending of 1.2 l / 100 km, bringing the average consumption at 5.5 l / 100 km. To have all-wheel drive, manual transmission, this consumption is at 4.5 l / 100 km by 5.9 l / 100 km if you take the automatic gearbox. This variety of configurations is possible only within the Tivoli Ssangyong diesel engine range, since the gasoline is kept exclusively for sale with front wheel drive and petrol engine.

Ssangyong finishes in Tivoli

Ssangyong TivoliPremium, Limited and Red Edition are the three trim levels that combine with the new diesel engine. He Premium and includes the bizonal climate control, the reversing camera, he rear parking sensor, the touch screen 7 "for audio equipment, Smart Key, he Adjustable driver's seat height Y alloy wheels 16 ".

He Limited, in Ssangyong Tivoli D16T 0 4x2 with automatic, adds to the above the rain sensors and lights, he electrochromic interior mirror, he knob and steering wheel trimmed footl, the heated front seats, the alloy wheels 18 " and the knee airbag. Also the type wiper blades Aeroblade.

Ssangyong Tivoli in eXDi160 Limited front-wheel drive and manual transmission the basic equipment of the Limited add the heated steering wheel or the browser; while in the or those with all-wheel drive and automatic He too start button, he Monitoring instruments box wave leather upholstery black. In the finished Red Edition this tapestry combines Also the red.

Ssangyong prices Tivoli

The prices They range from 19,000 euros it costs Ssangyong 4x2 Tivoli D16T with Premium finish the 25,500 D16T posed by automatic 4x4 Red Edition and the Auto 4x4 Limited. 21,000 euros cost the D16T 4x2 Limited with manual transmission and 4x4 Premium D16T. The D16T Limited 4x2 with automatic cost 22,500 euros.

official price

Discount

Price campaign

Tivoli Ssangyong 4X2 16T Premium

19,000 euros

1,000 euros

18,000 euros

Ssangyong 4X4 Premium Tivoli D16T

21,000 euros

1,000 euros

20,000 euros

Ssangyong Tivoli D16T 4X2 Limited.

21,000 euros

1,000 euros

20,000 euros

Ssangyong Tivoli D16T 4X2 Limited Aut.

22,500 euros

1,000 euros

21,500 euros

Ssangyong Tivoli D16T 4X4 Limited Aut.

25,500 euros

1,000 euros

24,500 euros

Ssangyong Tivoli D16T 4X4 Red Edition Aut.

25,500 euros

1,000 euros

24,500 euros

Comparison: Audi A3 Sportback 2.0 TDi vs BMW 118d and Mercedes A 200 CDI

by Comments Off on Comparison: Audi A3 Sportback 2.0 TDi vs BMW 118d and Mercedes A 200 CDI
Having never intended, the new Mercedes Class A tense rivalry more so enter the three German premium brands. Quality and technology is common in their models, but each claims his own personality.Comparison: Audi A3 Sportback 2.0 TDi vs BMW 118d and Mercedes A 200 CDI BEComparison: Audi A3 Sportback 2.0 TDi vs BMW 118d and Mercedes A 200 CDI BEComparison: Audi A3 Sportback 2.0 TDi vs BMW 118d and Mercedes A 200 CDI BEComparison: Audi A3 Sportback 2.0 TDi vs BMW 118d and Mercedes A 200 CDI BE

Until "Yesterday"In the compact segment, Audi, BMW and Mercedes They have been less rivals including what you would expect for such disparate points of view. The rear-wheel drive content and size of the first series 1, We placed sportsmanship on any other matter, sacrificing space and functionality for betting Mercedes the format minivan and mechanics 'ad hoc' of their First Class. In between, the A3 Sportback, a compact conventional in its variant 5 door, It is suited to provide greater interior space and luggage compartment without interfering with the "sporty" body dynamics of three.

Comparison: Audi A3 Sportback 2.0 TDi vs BMW 118d and Mercedes A 200 CDIToday the differences do not jump to the eye. All three models have come very close to each other, or perhaps we should say that the BMW and the Mercedes They have approached the standard Audi. In its second generation, series 1 has grown and improved livability and trunk, but following faithful to longitudinal engine and exclusive RWD, own all BMW. He Mercedes Class A It is now a compact style more traditional, size of content with transverse engine and front wheel drive and a surprisingly dynamic frame. Meanwhile, New Audi A3 Sportback He remains true to its principles and combines functional 5-door body with a frame, like its rivals, you can choose different settings for comfort care or exalt dynamism.

Audi, winner in space

In the case of versions 5 door, perhaps the most functional aspect of their bodies interest you. And here the Audi is the best. If the meter does not justify its supremacy, the subjective feeling of space is itself far superior to its rivals, perhaps simply because the sheet / glass ratio. Mainly, in the rear seats of Series 1 and Class you feel caged. The porterage also mark important differences: very good 370 liters of the A3 Sportback, up to 295 Class A, There is a world of difference. In addition, the gate of the Audi releases greater loading mouth.

It putting in motion a dynamic that can reach conclusions depend very much on the final configuration of frame you have available on each model. The combinations These brands offer you (Wheels, tires, suspension, gearboxes, springs, address, etc.) They are endless and in our case we have encountered units of different profiles. In any case, the most surprising is the Serial basis Class A, that makes touch-up in the sportiest car Lot. Its overall firmness provides a soaring dynamism, working very little about the direction. very flat and fast turns, at the slightest hint with a very effective front end for guiding and traction, that seems insurmountable lateral grip and traction. between curves, series is probably the car that you will feel safer going very fast. Quite a contrast against the series 1.

Comparison: Audi A3 Sportback 2.0 TDi vs BMW 118d and Mercedes A 200 CDIIt's funny how BMW in recent years he has changed the development of their suspensions. Of the minimum "tolerances" of yore, we have moved to more flexible suspensions, which make BMW and specifically this series 1 always sits a few millimeters loose buffer. In my view, he has lost sense of poise and touch some information entering curve for better filtering, but BMW amateur does not convince me first. I have not had the chance to try a series 1 with piloted damping, but they have told me that is the solution to contain these vertical movements that will remain accurate. It is true I think it's more a matter of tact, that the inlet bend and guide the series 1 is as fast you can expect. Only when you start to go very fast, truly missing greater containment of movement. By its power level is very clean curve and not for good or evil your propulsion with good weather seems to condition its dynamics. He contrast in front of Mercedes also it appears in the ride quality. But here, by comparison, Series 1 is more smooth and refined that a Class A somewhat rough and babbling rolling and in certain phases of bacheo not seem "Mercedes".

He balance It is again the starting point A3 Sportback. We've tried with sport suspension Serial finish Ambition, A suspension does not reach the Class discomfort or the "vagueness" 1 Series, with results of dynamism, drivability and comfort ideal for all types of paths.

Around 150 CV

The technological wealth of these brands also it puts you on the table many mechanical combinations. Over the Diesel blocks of each brand, A3 features 150 hp, 143 and 136 hp the 118d CDI 200. In all cases, you can count on manual or automatic transmissions. Here the A3 had the manual shift and the other with respective automatic excellent performance that made us remember S-tronic Audi.

Comparison: Audi A3 Sportback 2.0 TDi vs BMW 118d and Mercedes A 200 CDIThe three engines meet all the necessary qualities to shine in every way. Brazenly pushed easy from very low engine speeds, They are Smooth, progressive and very fast in acceleration. With great development but only 6 speed compared to 7 Mercedes and BMW 8, the A3 sees no reason so much and its rivals use their gearboxes for equal benefits. But in any case, A3 2.0 TDI It shows an absolute solvency. Its operating system is amazing, so much pushing barely exceeded 1,000 rpm and by how up to 5,000 read.

Change Mercedes It is double clutch and has a very good performance that enhances the engine response. On paper, the 1.8 CDI not so strong at the ends as 2.0 TDI, It may seem slower, but look at our measurements and will amaze you. In manual operation also undertakes changes very fast and smooth, from paths steering wheel paddles. Draws attention to the tiny main lever anchored behind the wheel, which is easily reached with your fingers.

He BMW Steptronic by torque converter is equally fabulous for speed and smoothness, but it stresses primarily for its 8th march, that allows you to llanear very low engine speeds. The combination of 118d Steptronic It is also a source of dynamism and comfort. It is very fast, pushes well from below and rises smoothly up to 4800 rpm. Now it's your turn to choose the car and set it to your liking.

Ford Focus ST vs VW Golf GTI Performance, what is better?

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The Ford Focus ST does not seem to change much, but introduces significant improvements and equipment rack to rival more than ever, with the VW Golf GTI. 's face!Comparison: Ford Focus ST vs Volkswagen Golf GTI PerformanceComparison: Ford Focus ST vs Volkswagen Golf GTI PerformanceComparison: Ford Focus ST vs Volkswagen Golf GTI PerformanceComparison: Ford Focus ST vs Volkswagen Golf GTI Performance

The Volkswagen Golf has not only been the GTI driver category generation after generation (and that's been more than thirty years since it first appeared), but even maintained over time as long as the Reference in this category of sports.

For some years now also the Ford Focus has its ST sports version, whose approach is very similar to the VW Golf GTI basis, While it is true that so far has not been able to steal too much prominence to the German myth. And we say to date ... because this time retried overcome.

The last Ford Focus ST which has landed on the market looks today better prepared than ever to rival in the best possible conditions with the almighty Volkswagen Golf GTI. For the occasion, and to see to what extent can overshadow him, the Golf we have also chosen scarier version Performance: account, inter alia, with a slightly more powerful engine, which develops 230 hp instead of 220; also offers larger brakes, 18-inch wheels Serial rather than 17 inches and, above all, a differential mechanical limited slip electronic control that makes a difference when rolling very fast. Outwardly, this Golf GTI Performance also for the front brake calipers painted in red, among other less distinguished striking details.

Ford Focus ST: your changes

He Ford Focus ST envite faces the seeming perhaps not too changes over its predecessor. However, analyzed further, we see that benefits from important improvements in terms of aesthetics and equipment, but most importantly without doubt the It shows changes from the technical point of view. The gasoline engine of 2.0 liter turbo hardly remains unchanged, but now with the addition of System Start / Stop, get reduce fuel consumption by around 6 percent. For this mechanism is continued announcing a maximum power of 250 hp and nearly 37 mkg torque, which puts it ahead of even rival Volkswagen Golf in what regards to mechanical performance. While it is true that we must also bear in mind that, according to official data, Ford Focus ST It weighs about 40 kg more, something that has also been found by measurements on scale our Technical Center.

Ford Focus ST vs comparative VW Golf GTI PerformanceEven more important are the new features this Ford Focus ST with respect to the frame. Technicians Ford Team RS have completely changed the tuning of suspensions for behavior more agile and sporty. With this goal have changed completely the running gear set-ups, they have substituted dampers for a more energetic moron and also change the Rear suspension springs. In addition, Ford has also worked on the revision of the electric power steering and traction control, which in this case acts as autoblocante. They are subtle changes and, as discussed below, achieved optimize performance and driving pleasure Ford Focus ST.

VW Golf GTI: balance GTi

He Ford Focus ST only It is offered with manual shift six speeds while Volkswagen Golf GTI as well It is available with box of DSG automatic double clutch that, as the defendant has been our choice for the occasion. Needless to say, with the DSG, Volkswagen Golf GTI Perfomance this becomes a sport much more suited to everyday driving and especially in the urban travel, where the Ford Focus RS is not too comfortable: Its controls are harder to operate, while management has a very limited turning radius.

The Volkswagen Golf is always as a more comfortable, smoother handling car. Their suspensions, although they are quite strong too, better absorb the irregularities of the firm ... and that our unit is not mounted dampers controlled option. Ford Focus ST have a sporty mood and it shows, it is hard as a board, is noisier and engine offers a much more violent response, more turbo effect.

The Ford Focus ST is, to put it somewhat more temperament, although it is true that the 2.0 TSI petrol Volkswagen is even more satisfying: it is soft and very refined in its operation, but offers a capacity of impressive response and It boasts a huge power at all times. The Volkwagen Golf GTI is also a more satisfying when traveling car, more comfortable and pleasant, while, stopwatch in hand, offers superior performance, although it is true that the differences are minimal. Bulkier are the differences in change in fuel consumption, around liter more per 100 kilometers in favor of the VW Golf GTI.

Ford Focus ST: internalVW Golf GTI Performance vs Ford Focus ST, including curves

Time and delve more tortuous paths, mountain roads twisty and constantly changing support. Here, el Violkswagen Golf GTI demonstrates high efficiency in those circumstances, it is resulting also easy and rewarding driving. It is a car that believes all things, which always goes where you want it and that hardly puts the driver in trouble. If your heavy cavalry advantage, you can roll very quickly because it always transmits tranquility and boasts a very easy and predictable reactions. In addition, brake very well and without any fuss, although it is true that the Ford Focus ST makes it even better: Your system is more powerful, but does not seem as resistant to fatigue. Which makes sense if you consider that the disks are smaller.

He Ford Focus ST already evident his sportier and radical mood. If you are looking for fun, there is no doubt that the Focus ST is a good car. Improvements in the frame are noted here, and a lot: Agility has won many integers and as a result the car is shown as effective as rewarding driving. It penetrates easily into the turns, the front is very agile, fast and accurate, while the rear is shown much more receptive to change support in the Volkswagen Golf GTI

Finally, it's time to take stock: given the choice, the Price is not a factor, especially if the Volkswagen Golf is dispensed with the DSG, the five-door or even pack Performance. In this case, they must influence over other issues, such as personal tastes, emotion or passion for driving. Once more the Volkswagen Golf GTI represents the perfect balance, common sense, while the Ford Focus ST is a sporty GTi, more radical and appropriate for a younger clientele and passionate. Now, you decide.

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Contact Citroen DS3 Cabrio, five-seater convertible

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The DS3 design completes its offer with a particular both Cabrio version. It has canvas roof, which can handle up to 120 km / h, good trunk and seats five occupants, something unusual in this segment.Contact: Citroën DS3 CabrioContact: Citroën DS3 CabrioContact: Citroën DS3 CabrioContact: Citroën DS3 Cabrio

It is clear that a car that lives both its image as the DS3 You must have its convertible version. Citroen they have not hesitated for a moment and therefore take the market a variant rafter, in spite of which he is falling. It is not the best time for cars 'entertainment', but if it for you besides being the most beautiful of the world, penalizes little practical aspects, it is perhaps not such a crazy idea.

In style

Contact Citroen DS3 Cabrio, five-seater convertibleMost convertibles or compact utility derivatives choose to hide the roof, either metallic or canvas, in the trunk. With this get a beautiful line when they open at the same time achieve a feeling of total freedom behind the wheel roof. Citroen have taken another path, which already marked himself Pluriel, his predecessor, and we can also see in the Fiat 500 Cabrio. Its roof is canvas, but runs through rails located on the roof arches, which are fixed, as in the 500 (in the Pluriel is dismounted) and is folded just above the trunk.

With this system is achieved that not a single centimeter of space is not lost in the rear seats, the trunk maintain good capacity and that it can manipulate the roof regardless of speed, up to 120 km / h in this case. It also ensures a better theoretical tightness since there are far fewer rubber gaskets, and greater protection against the wind. Against because they the feeling of 'freedom' is not total, although I think it's more than enough some might prefer a convertible for lifelong protection without lateral crystals windows. Also it requires a loading of much fairer trunk.

A motor equality weighs just 25 kilos more than the closed version. To counter homelessness in the rear, they are mounted reinforcement bars behind the seats and in the final part of the trunk. The roof is electric drive, While it has a manual deflector on the windscreen pillar that can be hidden in summer to more air at low speed; from 90 km / h it is necessary to take high to avoid the typical sound retemblor that occurs in cars sunroof.

He roof is canvas, with three colors to choose from. Opening entire system is manufactured by the specialist Webasto in Germany and it has three layers of insulation and airtightness. Opening has three presets: one that simulates a sunroof, another roof that folds over the trunk and the last one even picks the rear window. The rear optics include two mirrors that reflect inside each other the leds, causing curious effect 3D.

Motor and behavior

Contact Citroen DS3 Cabrio, five-seater convertibleThe DS3 Cabrio offers three mechanical petrol Y one Diesel. Begins its range with a three-cylinder 1.2 petrol, which for this car set 82 horses. Above, the source 1.6 BMW in its two powers, 120 and 150 hp, depending on whether you are or not turbocharged. Diesel bets on 1.6 HDi 92 hp, which it is the only family that has Start / Stop and the possibility of automated or manual change.

I could try it with the THP 155 hp engine. This is an engine that I really like and feel very well at all the models that carry it. It is refined and very well distributed its power throughout its speed range without consumption is a major burden. With him we have a quick and pleasant DS3. Aerodynamic front protection is very good. In the rear seats a little annoying wind, so you have to climb with cap If you do not want to end up with hair like Jackson's sixth Five. The roof is closed the usual noisiness of a rafter shown, although it does not become stressful.

The DS3 Cabrio is a car that has 7 body colors, 8 different interior, 6 customization kits and tires of all kinds. Two equal hard to see, and now three types of roof, even more. Its price has not been reported yet, but from what we could find out the price increase will be between 2,000 and 2,500, depending on version.

It is approved for five passengers and has 245 liters of luggage capacity, this is not very usual in a cabrio.

Renault Talisman Sport Tourer, best family sedan bodywork

by Comments Off on Renault Talisman Sport Tourer, best family sedan bodywork
The new Sport Tourer Renault Talisman is put on sale in Spain with a starting price of 26,900 euros. five engines are available to choose fromSport Tourer Renault Talisman, family carSport Tourer Renault Talisman, family carSport Tourer Renault Talisman, family carSport Tourer Renault Talisman, family car

The new Sport Tourer Renault Talisman who wants to seduce a family car with three bodies silhouette seems either very traditional or very little versatile. The length It is almost identical to that of the sedan (Varies just one centimeter, with a total of 4.86 meters), but his trunk It is a bit less if we measure until Luggage cover: 572 liters Sport Tourer 608 of the saloon.

But this is a smaller capacity theoretical data, because if we wind the cover-luggage and loaded the car up to the ceiling, we will have a capacity other 492 extra liters. A trunk very regular shapes, with 1.07 meters wide at the mouth of cargo and 1.12 meters deep. If the seats folded down, we can load objects up to 2 meters long.

This new Sport Tourer Renault Talisman is one of the top three cars in its category If we follow the boot capacity in liters measured by the Technical Center WWW.AUTOPISTA.ES. Only exceed Skoda Superb Combi, with 625 liters and its little brother, the Skoda Octavia Combi which reaches 620. Even if we consider as an enlarged Octavia compact and therefore a smaller category, the following would be the Mercedes E-Class Estate 555 liters. Of course, we have to check if 572 liters announced by the brand correspond with our measurements.

Sport Tourer Renault Talisman Porter

Renault Talisman equipping Sport Tourer

Inside the new Sport Tourer Renault Talisman highlights its large touchscreen from which you manage and customize many elements of the car: from the sound system, through modes Driving five modes Multi-sense system. However, this vertical display is only for the top-end versions, the most basic and has a lower horizontal configuration. The Life finish, the start to the end, does not have this large central screen.

Besides the aforementioned Multi-sense system, the highest range can have versions of the steering system to the four wheels 4Control. This, according to Renault "in terms of feelings, it's like Talisman Sport Tourer shorten their battle for the benefit of maximum flexibility".

As to system safety and comfort, Sport Tourer has the same devices as a sedan versions. You can expand the information here.

The behavior of the new Sport Tourer road does not differ practically nothing about his brother as a sedan. Perhaps we should point out something more than rumorosidad in the rear seats due to a lower insulation between the trunk and passenger compartment when compared to the sedan.

Sport Tourer Renault Talisman, their engines

This Renault Talisman Sport Tourer has the same range of engines, with five powers available, the sedan. two petrol 1.6 tce 150 or 200 hp. In the case of Diesel, these are three: 1.6 dCi 160 hp, the range-topping 1.6 dCi 130 hp and 110 hp 1.5 dCi. The change can be manual or automatic dual-clutch, but always six relations.

Prices (without discounts) of Renault Talisman Sport Tourer

Version

euros

Life Energy dCi 110 ECO2

26,900

Intens Energy TCe 150 EDC

33,500

Intens Energy dCi 110 ECO2

29,100

Intens Energy dCi 130

30,700

Intens Energy dCi 130 EDC

32,300

Zen Energy TCe 150 EDC

36,100

Zen Energy TCe 200 EDC

38,100

Zen Energy dCi 130

33,300

Zen Energy dCi 130 EDC

34,900

Zen Energy dCi 160 Twin Turbo EDC

36,100

Initiale Paris Energy TCe 200 EDC

44,500

Initiale Paris Energy dCi 160 Twin Turbo EDC

42,500

Source: Renault

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BMW Active Tourer 225xe: space and ecology, proof

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The BMW 225xe shows its best side in the city, where it operates with great ease, space and ecology. Consumption outside it turns against them.BMW 225xeBMW 225xeBMW 225xeBMW 225xe

He Active Tourer BMW 2 Series 225xe It is a hybrid plug and urban minivan. It is remarkable that single plug-in hybrid minivan there now in our market is BMW. Not a negative, quite the opposite, as the world moves and not to go against these things and more when the house continues to offer its usual range, but it is still surprising that it is the only not and that either the BMW sport but because common brands in the minivan product is no longer available a plug-range and even simply hybrid. The fact is that BMW is ahead of all with the new 225 Xe, a plug-in hybrid and all-wheel drive. Hybridization of this Serie 2 Active Tourer It is achieved by combining a three-cylinder gasoline engine with an electric motor located in the rear. There is no mechanical connection between them, in the style of what makes Peugeot with its RXH and Volvo with the V60, so the greater difficulty of development in this model is coordinating the work of the two mechanics who can work independently (traction or propulsion) or together (4x4). To this adds one battery function external load, whereby certain mileage to zero emissions and ensures that, as we shall see in the test, is the most interesting point of this 225 Xe. We try to understand this car, which is not easy.

It combines a gasoline engine three-cylinder turbocharged 136 horses with an electric "huge" 65 kW achieve a combined output of 224 horses. Unlike what happens in most hybrids, there is an electric motor attached to the thermal drive itself. What does lead is an alternator starter, as well as recovering energy and start the internal combustion engine in certain situations need torque at full throttle from standstill, for example, you can add up to 15.3 mkg to the system during briefly. It has a lithium ion battery that, besides working for the hybrid system, it allows fully electric theoretical autonomy of almost 30 km, as initially it indicated the car itself. This autonomy is achieved with a recharge time 3 hours in a conventional plug.

BMW 225xe

The hybrid system has the BMW 225Xe three operating modes the driver decides to blow button. By default it sets the Auto e-Drive, in which the car will move up to 80 km / h in electric mode until battery exhausted, from there the electrical operation will depend conduction, as in a conventional hybrid. Mode Max eDrive 2 Series becomes a pure electric, with a limited top speed to 125 km / h. The way Save Battery We can leave the car in hybrid mode while retaining the battery charge, to use electric range when it suits us. In this mode if the battery is below 50 percent, it is set to automatically recharged using the power recovery and the heat engine. To this is added the Sport, Comfort and Eco Pro usual, who prioritize driving style. In the Eco Pro also activates the driving sailing, thereby leaving the car in neutral with the engine off to gently lift off the throttle.

On a Series 2 Active Tourer conventional physically changes in relation to the location of the battery, that is under the rear seats. So the bench is fixed and the height is reduced by 4 cm, something that does not involve big problem since leaving 93 cm to the ceiling are more than enough. The trunk loses 30 liters, although important are not decisive. Nevertheless the fuel tank passes from 51-36 liters.

The performance It is spectacular in electric mode. It's like driving an electric i3; nice, quiet, eco-friendly, with the dynamic quality of an entire BMW and space of an Active Tourer. With this finish and details M Sport see it too hard for the orientation of the car, but dynamically defends very well. Without the M package saved 3,246 euros, we gain comfort and stability continues to provide quality. Autonomy with battery charged butt usually around in town the 15- 20 kilometers, depending on our driving. Personally I could not do more than 17 km in all tests I did, all the normal driving, without seeking the greatest efficiency. With that distance in a city like Madrid you have left over for your daily efforts, provided they do not transport live, claro.Una after exhausting the load, not surprisingly, it begins to consume gasoline. If you do the average of the first 100 km manage consumption below 4 liters without much difficulty. The wonderful initial efficiency recedes as you're increasing the distance; They are 136 bhp electric supply in a car weighs 1,759 kilos whopping and that GTI has benefits, then it is no surprise you complete the 8 liters of average expenditure in normal driving. If you also take advantage of the great power that has, spending soars. The 225xe uses less fuel than a gasoline engine of 225 horses unhybridized but 2 liters over this same model with 190 hp engine 220d, which is only slightly slower and has a much larger deposit which doubles autonomy.

BMW 225xe

Ideally take in Battery Save mode (save battery) outside the city or ring roads and switch to Max eDrive (electric). It is a simple operation that involves no laziness and help you consume less gasoline; This is greener, that not cheap because electricity is not free and making those 17 km in electric translated into euro is hovering around 1 Euro, which is almost the same as you do in fuel cost taking into account the average consumption that we measured in our Technical Center. The electrical function allows you to access restricted areas of cities (Or in certain European cities) where you could never get in a car with GTI benefits of this 225 Xe and that is one of its greatest virtues. Further, being hybrid plug is exempt from paying the ticket O.R.A. in Madrid, for example.

Do not look at the 225xe wheel drive car since, even if it is below 130 km / h, 4x4 is focused on efficiency. It is true that security is a plus and helps cornering, especially when stability control intervene, but most of the time act as traction or propulsion. I see in him a very specific use, a car is not so useful for everyone as it is with other mechanical, cheaper and more versatile and does not require a place to plug in. Its price is high, because it offers expensive technology and, for that matter, BMW offers large, because it can. We might consider why BMW has made such a plugin hybrid sports version, not more "rational". The answer is also found in other brands: Why VW hybridizing a Golf GTI to achieve GTE instead of a cheaper version? It is a question of price, because currently the plug-in technology is expensive and the market would make little sense to make a car "cheap" at the price of expensive, so a brand like Toyota or plug is raised to its popular hybrid models; economically compensate them for the moment.

BMW 225xe

This car will be interested if you make daily trips of less than 100 km and have a place to plug it in these conditions is very good. If you're traveling with him you can find autonomies of 300 km. BMW has managed to make efficient performance, something understood in a car like the 1 Series and not a family-oriented car. For that you better 218d and 220d recommend the.

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Test: Porsche Macan Turbo, the best of three worlds

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The Porsche Macan Turbo is a new species that applies to all. If you do not know if you buy a good tourism, sports or luxury SUV you can hit him.Test: Porsche Macan Turbo, the best of three worldsTest: Porsche Macan Turbo, the best of three worldsTest: Porsche Macan Turbo, the best of three worldsTest: Porsche Macan Turbo, the best of three worlds

With the Porsche Macan Turbo we can say for the first time offering the performance of a sports and versatility of an SUV. Although many people instead of versatility you look for in this type of body is a false image and safety in case of accident. The truth is that Porsche has been successful fully with the Macan. The Cayenne is a big car, undoubtedly, but it's too big and heavy. Remove this reduced version allows for a more balanced, complete and satisfactory model. Even seems a much nicer car than his older brother. This is one of the most spectacular market without attracting attention shrillness. Inside one is in an atmosphere of absolute comfort. The helm station is perfect from all points of view. The control panel is spectacular, with the style that launched the Panamera at the time with a center console with all buttons and functions at your fingertips. By the way, Porsche has a habit that could copy other brands is that each function has its button is visible and well indicated. There is no possibility of confusion. And today, with the tendency to offer minimalist designs with backsplashes clean splattered without anything, that was what gave name- because the functions are to be found in the multifunction display or buttons hidden in the most unlikely places.

The passenger compartment can not be perfect and, of course, has had to sacrifice something about his older brother. Clearly, you can not make a smaller car outside and has the same space inside. And in this case the losers are passengers in the rear seats. You're yes they are a bit fair to the model approach, but more than enough for the vast majority; what I do think is good sized trunk.

Porsche Macan Turbo testSports facilities ...

But it's when you get up when you fall in love Macan Turbo. The interior is perfectly soundproof and only road noise or engine sound is heard. The engine also has a lot to do because it is a marvel of finesse. This is a new generation of V6 90º manufactured by Porsche in Zuffenhausen and both the S version, as in this Turbo in question carries a supercharger with two turbos. The performance difference in both versions is marked by the engine and different electronic set-point. Therefore staggering is 60 hp, as Turbo reaches 400 hp. Therefore, the Macan Turbo is the first against the stopwatch. And thanks in part to the good work of the Launch Control system that takes advantage of optional equipment tires 21 "diameter.

Of course it is a wheel drive with the center differential disk so that the torque to be distributed the front in the proportion as necessary, including 100%. Typically it behaves like a rear wheel drive, but such is the torque developed that always noticed you are working motor going forward. The PDK paddles on the steering wheel is also wonderful with its seven gears. The latter has a development some relief to achieve good consumption on the road, but also it shows off the hook. Because the power of the motor can with everything. In normal mode driving, the electronic system tends to leave the car sailing under certain circumstances such as when you lift your foot, and it's a feeling I do not like much in this car. Possibly decrease consumption, but sometimes get a little hung curves and not pleasant. to avoid it is best to always carry the Sport Plus mode is a feature of the Sport Chrono Package carrying this Turbo and modifying the electronic management for a sports use both engine and change and greater hardness of the suspension piloted. Everything can be improved with air suspension (1,700 euros) and a limited slip rear differential (1,700 euros) which improve further the limits of this Macan. In addition to increasing the body height to 23 cm (off road has even a button) or lower for a more sporty driving up to 15 cm.

Porsche Macan Turbo test... And sports behavior

But if there is something to stay with the behavior and stability. As we said earlier, it behaves as a good sports sedan. Weighs more than 2 tons and its center of gravity is somewhat higher, but not noticeable when we took the car to the limit. Because the driver does not have to work hard with the steering wheel to keep the car on your site. It has a lot to battle and a very generous way note and that provides stability especially in the fast corners. With all controls just disconnected you lose motor skills. And the deformable parallelogram suspension in both trains and damping are just perfect. Along with the engine, the best car. What other shows in circuit is that the car weighs when braking, but I must say that the brake holds great rugged use. And if someone does not trust, you can choose optional ceramic for something less than 10,000 euros. Although I believe that is not necessary and it would increase excessively a bill already is quite high because the car's base price is above 93,000 euros. If we consider that your little brother Macan S costs 25,000 euros less and equipped with the same engine but with 60 hp less because we can say that their main enemy is at home.

TSI Seat Ibiza, Renault Clio and Nissan Micra TCE IG-T: Which is better?

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3-cylinder engines gasoline is today a real alternative to diesel. And among utilities. We face and measure the new Seat Ibiza with the Renault Clio and the Nissan Micra.Comparison: TSI Seat Ibiza, Nissan Micra IG-T and Renault Clio TCEComparison: TSI Seat Ibiza, Nissan Micra IG-T and Renault Clio TCEComparison: TSI Seat Ibiza, Nissan Micra IG-T and Renault Clio TCEComparison: TSI Seat Ibiza, Nissan Micra IG-T and Renault Clio TCE

He B segment, the utility of, continues to evolve constantly, and new generations of Seat Ibiza and Nissan Micra are a proof of this. so settled models as the Renault Clio should start feeling, if not threatened, at least somewhat uncomfortable with his presence. And is that newcomers Perfect greater or lesser extent qualities that were already bright, adding others cut distance to the next higher segment.

livability more than decent, very effective behavior Y equipment every time more sophisticated are factors that add even more versatility and appeal to a category that still, today, is the most demanded the Spanish market. And that despite the SUV ...

Three-cylinder: Fashion engines

Once again, engine cylinder gasoline 3 They are showing remarkable level of development, pleased to use more than their Diesel thanks to its lively response, the good level of torque and gives them a turbo efficiency is increasing. The theory is very similar in all three: small displacement, fewer cylinders, few internal friction, overfeeding ...

Comparison UtilityHowever, in practice they have a different personality, and that both Nissan Micra as Clio share the same mechanical and transmission. The 95 hp 1.0 TSI Seat Ibiza is the greatest pleasure of use provides, because their torque delivery is earlier, with turbo very linear and less effect on progression, so it is easy to dose accurately from few laps. In addition it quieter, more refined their opponents, bringing more smoothly. To top it off, their level of thrust is more consistent in performance and surpasses the other two models.

As for the Nissan Micra and Renault Clio, low regime is less forceful, especially in the TCE 90 hp Renault the only one with which we have failed to improve the official figure for acceleration from 0 to 100 km / h-, so you have to be more pending change not to let the tachometer needle drop too. In addition, the entrance to the turbo is slightly sharper and less immediate than in Ibiza, so sometimes we must make some further correction on the accelerator, usually because we walked too.

None of the three is too fast, but all discharge their responsibilities efficiently and you do not need much involved in driving for low consumption, although it is true that diesels are still less sensitive to changes of pace. In any case, none of our three protagonists gives trouble accelerate decisively at peak times, since the average trip computer does not suffer and is always kept in very contained levels without carrying out an ecological driving on especially if we maintain legal speeds.

BENEFITSNissan Micra IG-TRenault Clio TCESeat Ibiza 1.0 TSI
Acel. 0-100 km / h11.64 s12.86 s10.25 s
Acel. 0-1000 meters33,5 s34.6 s32.2 s
Overtaking 80-120 km / h10.60 s12.61 s9.94 s
Loudness 100 km / h68.0 dB69.0 dB66.5 dB
Loudness 120 km / h70.8 dB71.4 dB69.9 dB
Braking from 140 km / h71.4 m71.2 m72.5 m
Weight scale1,100 kg1,167 kg1,122 kg

He B segment, the utility of, continues to evolve constantly, and new generations of Seat Ibiza and Nissan Micra are a proof of this. so settled models as the Renault Clio should start feeling, if not threatened, at least somewhat uncomfortable with his presence. And is that newcomers Perfect greater or lesser extent qualities that were already bright, adding others cut distance to the next higher segment.

livability more than decent, very effective behavior Y equipment every time more sophisticated are factors that add even more versatility and appeal to a category that still, today, is the most demanded the Spanish market. And that despite the SUV ...

Three-cylinder: Fashion engines

Once again, engine cylinder gasoline 3 They are showing remarkable level of development, pleased to use more than their Diesel thanks to its lively response, the good level of torque and gives them a turbo efficiency is increasing. The theory is very similar in all three: small displacement, fewer cylinders, few internal friction, overfeeding ...

Comparison UtilityHowever, in practice they have a different personality, and that both Nissan Micra as Clio share the same mechanical and transmission. The 95 hp 1.0 TSI Seat Ibiza is the greatest pleasure of use provides, because their torque delivery is earlier, with turbo very linear and less effect on progression, so it is easy to dose accurately from few laps. In addition it quieter, more refined their opponents, bringing more smoothly. To top it off, their level of thrust is more consistent in performance and surpasses the other two models.

As for the Nissan Micra and Renault Clio, low regime is less forceful, especially in the TCE 90 hp Renault the only one with which we have failed to improve the official figure for acceleration from 0 to 100 km / h-, so you have to be more pending change not to let the tachometer needle drop too. In addition, the entrance to the turbo is slightly sharper and less immediate than in Ibiza, so sometimes we must make some further correction on the accelerator, usually because we walked too.

None of the three is too fast, but all discharge their responsibilities efficiently and you do not need much involved in driving for low consumption, although it is true that diesels are still less sensitive to changes of pace. In any case, none of our three protagonists gives trouble accelerate decisively at peak times, since the average trip computer does not suffer and is always kept in very contained levels without carrying out an ecological driving on especially if we maintain legal speeds.

BENEFITSNissan Micra IG-TRenault Clio TCESeat Ibiza 1.0 TSI
Acel. 0-100 km / h11.64 s12.86 s10.25 s
Acel. 0-1000 meters33,5 s34.6 s32.2 s
Overtaking 80-120 km / h10.60 s12.61 s9.94 s
Loudness 100 km / h68.0 dB69.0 dB66.5 dB
Loudness 120 km / h70.8 dB71.4 dB69.9 dB
Braking from 140 km / h71.4 m71.2 m72.5 m
Weight scale1,100 kg1,167 kg1,122 kg

According to Measurements of our Technical Center, with respective average consumption of 5.2, 5.9 and 5.5 l / 100 km, Nissan Micra, Renault Clio and Seat Ibiza They can be considered little thirsty cars. One of the drawbacks that you can put them is that they have manual gearboxes 5-speed, when a 6th would allow a better and less staggering jump between some marches.

CONSUMPTIONNissan Micra IG-TRenault Clio TCESeat Ibiza 1.0 TSI
Consumption city6.0 l / 100 km6.5 l / 100 km6,1 l / 100 km
Consumption Highway4.8 l / 100 km5,5 l / 100 km5,2 l / 100 km
average consumption5,2 l / 100 km5,9 l / 100 km5,5 l / 100 km

Behavior: Effective racks

With regard to behavior, these mechanical tricilíndricas offer certain advantages when compared to diesel engines, and even four-cylinder gasoline engines, as they are lighter and less overloaded the front in case of performing a dynamic driving. Perhaps because of the gradual increase in size in recent generations of utility vehicles, the stability of our three protagonists approaches the compact segment models.

You do not feel disoriented when traveling by highway apace, or when affronts one twisty mountain road, and they adapt well to any type of use without losing their good urban qualities. The Extra 67 kg of Renault Clio -the most heavy- against modern Nissan Micra -the lighter- are felt only if driving is very demanding, making the limit appear before some inertia and some drifting of the front tires, but still remains at a high level and feel of your address, which offers less assistance than the Micra when we are in full support, provides a lot of confidence.

Comparative Seat Ibiza and rivalsOn the other hand, tared suspension also firmer in Clio, It gives true sportsmanship, even at the cost of comfort if the asphalt is in good condition. He Nissan is very similar to Renault in efficiency curve and reactions of the frame, always noble, while providing an iota more agility and a little more comfort to its occupants in certain types of bump, along with greater verve in performance, which contributed to our test unit one more dynamic.

As for the Seat Ibiza, it draws attention to its good overall feeling (Steering, pedals, change, motor) to be a B-segment car and its balanced chassis that combines comfort and efficiency masterfully, this time without using the optional dampers controlled. Such shock absorbers and have also tested and get the emergency braking even more effective, with excellent 66 meters stopping from 140 km / h and more control as we approach the limit of tire grip, but an extra that we have not missed in the normal use of the car.

The high cornering agility and precision make the Seat Ibiza feel light, while maintaining a remarkable poise and stability, and supported by electronic aids that protect a subtle but constant and they get a great driveability and safety at all times, without reaching "bother" or subtract effectiveness. The frame has the right amount of sportiness to be a version of 95 hp (106 hp actual, measured on our dyno) and do not get bored their commanders.

Another factor contributing to the pleasant driving the Seat Ibiza and the quality feel that conveys is your good sound insulation, which it is maintained even at high speed. Similarly, has very thin front pillars that improve the front side visibility, very desahogadas rear seats and a complete multimedia system equipped with a large and modern display. It is, again, one of the references of the polyvalent segment.

Seat Ibiza, Nissan Micra and Renault ClioSpace in the three

Entering finally to evaluate its interior, highlight the colorful atmosphere the Nissan Micra, with leather upholstery on the dashboard and interior doors. Its instrumentation is easy to read and is complemented by a good color display for the trip computer and other menus. In livability and trunk is very even rivals, offering only slightly less legroom.

For his part, Renault Clio abused our hard plastic finish and it has less equipment. Despite its original design, the instrument panel is less complete, but instead is a very functional utility: the All you have ceiling handles in the rear seats and front passenger, while providing a good space in all dimensions.

For his part, Seat Ibiza offers more interior vented and driving posture impeccable. Its dashboard is very similar to the Lion and offers a large central touch screen. It is clearly the more interior height and offers more rear legroom, completing an outstanding set.

SPACENissan Micra IG-TRenault Clio TCESeat Ibiza 1.0 TSI
front width135 cm135 cm139 cm
rear width129 cm125 cm132 cm
front height93-98 cm91-97 cm93-99 cm
rear height88 cm87 cm94 cm
Legroom65 cm68 cm72 cm
Trunk325 liters330 liters330 liters

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Toyota Prius vs VW Passat 1.6 TDI BlueMotion: Which is better?

by Comments Off on Toyota Prius vs VW Passat 1.6 TDI BlueMotion: Which is better?
We are facing the two most efficient saloons. Toyota Prius, the hybrid par excellence turned-pragmatic car, Volkswagen Passat BlueMotion against the most extreme Diesel. What wins?Comparison: Toyota Prius vs. TDI BlueMotion Volkswagen Passat 1.6Comparison: Toyota Prius vs. TDI BlueMotion Volkswagen Passat 1.6Comparison: Toyota Prius vs. TDI BlueMotion Volkswagen Passat 1.6Comparison: Toyota Prius vs. TDI BlueMotion Volkswagen Passat 1.6

February this year marked our previous contact with the Volkswagen Passat 1.6 TDI BlueMotion, model points to beat the BMW 316d a whole in a comparative where the main raison d'être was the fuel economy. Until today, I have lived with several Porsche, other VW Passat, Audi occasional an SUV vortices of all sizes, brands and power levels. And also, for a full week, a new generation Toyota Prius, that perhaps you recognize by its air of Toyota Mirai, the Toyota's hydrogen car; that you come back no longer see a chapel on its roof Taxi; or the same as, now makes you feel stale many other traditional cars that just a few days ago you seem the most versatile -mecánicamente speaking- or refined.

Rate your car for freeBlueMotion, and I quote the second name and not the name of the car has evolved a lot over the years and has greatly streamlined touch, driveability and especially the mechanical compromise between usability and actual consumption characterized by the program focused on minimizing emissions cars. I believe this is the best development of all pure BlueMotion that have existed and currently exist not to be confused with the names BlueMotion Technology, used in virtually all cars today already Volkswagen-, and I assure you this is VW Passat but the best, certainly one of the best options for those who need or want to move to lower cost per kilometer without implying any side effect .

I could list many other models, but this Volkswagen Passat 1.6 TDI BlueMotion It is also the best example debunks the efficiency of the Toyota Prius as the main reason for purchase, with the usual exception of the professional whose only range is the city. If you worth, in my case I took four generations to assimilate the Prius as a user experience rather than ultra efficient and useful tool transport, greatly improved in this new edition whose performance and actual consumption, precisely, they have a great little step back. So, If you look at Toyota Prius for its figures, you're lost... because it's not the best of this new car; he moves simply at their own pace, and although you probably would fall also surrendered to his other benefits, I bet you will not fall into this nondescript driving the previous generation.

Volkswagen Passat, a locomotive

Even taking into account the aforementioned "normal" from This Passat 1.6 TDI BlueMotion Volkswagen, diving in traffic with it involves taking certain rules. One measure maneuvers well in time and meters and get involved in driving devoting one hand to shift and one eye to engine speed, and that VW has taken this oil small engine 1.6 TDI 120 hp. Aided by the most constant and low speed at which we have been moving lately on the road, andste Passat not only does not clash at all in real traffic, but even it will seem agile enough response.

Toyota Prius vs Volkswagen PassatI take my hat off to this specialized Volkswagen Passat 1.6 TDI BlueMotion 120 hp, with a family in tow she is able to move equivalent consumption figures a good utility. All also involved in a high quality environment and isolation, as corroborated by figures of sound that would comparatively loud to already very stealthy Toyota Prius, much slower than his opponent in full throttle, this exercise seldom lend upon usury to Prius. Because their condition automatic, overtaking ability itself is more than worthy and safe.

In this exchange of cars, now between Toyota Prius and Volkswagen Passat 1.6 TDI BlueMotion, your brain now begins to focus on small and large interferences that should miss when I confronted him with the aforementioned BMW 316d. These slight movements or 1.6 TDI engine cabeceos on appropriate stand when you accelerate or stop doing are just a small example of how it changes the concept of quality of life through the lens of the Prius. Suma mechanical vibrations while recognizing the good work that is under the body of the Volkswagen Passat, the slight tingling that transmits turbodiesel feet through the pedals; or hands from the steering wheel or gear shift that requires fairly participation by the driver; noise…. Whether in stationary or from the moment that you throw shooting: the Toyota Prius seems simply another galaxy.

Improved unresolved the effect of slippage e-CVT transmission Toyota Prius: It is actually superior insulation which dilutes the effect. Its acceleration is acoustically more natural. And change itself, with its tiny lever, it is a real treat when maneuvering. Also its tread, quality or effectiveness patching ... Nothing does this new generation Toyota Prius with its predecessors. although very "al dente" and for my taste a little dry on the rear axle, cushioning works more efficiently and natural shaping of this specific Volkswagen Passat, in which damping effect has too much influence a huge wheel of high profile addition dampers combined with short trips that originate small, fast and intense body movements.

Yet, despite this fact, not cross out the Volkswagen Passat 1.6 TDI BlueMotion uncomfortable and yes I keep stressing the impeccable quality of its chassis in terms of dynamic behavior, putting a still unattainable bar for Toyota Prius greatly improved, which I still find address slow, and whose brake pedal is still impossible to accurately modular in its first quarter tour. Plus "electric", In addition to these numerous stages in town that can cover in electric mode, provided that the route is favorable or very gently modulate the accelerator, Toyota Prius Now the future transports you promptly disconnecting the internal combustion engine on the road, even at speeds of 100/110 km / h, although records achieved by the Volkswagen Passat Bluemotion locomotive will no longer return to the present but the past: the Toyota Prius now spends half liter more than before, although their consumption remain very low in absolute terms.

Toyota Prius vs VW Passat 2016In short, our data

consumptionsThe most important in these saloons section. The more city, more congested is better efficiency demonstrates the Toyota Prius, the average consumer is penalized by a good road record in absolute value, but not in relation to the technology behind it. He Volkswagen Passat simply a champion: 4.6 l / 100 km of final average, compared 5,2 l / 100 km Toyota Prius.

AccelerationWhat provision are looking for? One is reasonably slow (Passat), the other is very slow to dry (the Prius). The difference is that, compared with the nonchalance of Toyota Prius in this exercise, the Volkswagen Passat've had to step on the clutch three times before reaching 100 km / h; or five, before passing through the first 1,000 meters. 0 to 100 km / h in 10.29 seconds in the VW Passat BlueMotion… and in 12.22 seconds in the Toyota Prius.

Frenada: Critical at short distances. This exercise does not reflect, in meters, modulation and pedal feel, still weak point of a Toyota Prius that at short distances, it remains difficult to modulate precisely to avoid sudden braking in the last meters. In Prius 73.7 meter stops from 140 km / h.... and in Volkswagen Passat TDI's 76.3.

Sonority: two Toyota Prius in one. Toyota asserts that better quality and higher level of isolation from the outgoing generation, and I bear witness that, except at full throttle, is a super quiet car, but enough to know our figures to understand the good work that VW has done around your car. Always one to two decibels below at any speed.

overtaking: Worth the automatic effect of the double contribution of strength of the two engines is the Toyota Prius. Not very fast, but more effective than a rival whose mechanical system must not lose sight if you need maximum agility that you can provide.

Power and torque. In the 1.6 TDI Volkswagen Passat we measured 90 percent of peak torque between 1,500 and 3,000 rpm, but its elasticity is in diluted by the effect of its long and open transmission. The Toyota Prius, meanwhile, loses official power, but his electrics gains prominence: 122 hp has the Prius for the Passat 126.7. Dimensions and weights. the Toyota Prius is progressing well. Larger in all dimensions than its predecessor, the Japanese already offers a very good relationship between exterior size and interior dimensions, but it is impossible to compete with the giant Volkswagen Passat: 87 cm front leg 77; 91 cm face 90; Y 610 liters of luggage space compared to 440 Toyota Prius.

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