Review Of Seat Ibiza 2016

Review Of Seat Ibiza 2016 - Last year, SEAT gave its best-selling Ibiza supermini a mid-life facelift with subtly revised styling and a range of interior updates. New for this model are LED daytime running lights as standard, plus a redesigned cabin, new three-cylinder engines and the addition of a brand new colour touchscreen infotainment system. As before you can have the Ibiza as a three-door sport coupe, five-door hatch or as an estate, but we’ve got our hands on the five-door to see how the new Ibiza compares against its predecessor. The interior is very Volkswagen in that it does the job but it’s just ever so slightly uninspiring to look at. It’s a vast improvement over the pre-facelift version, but the plastics are still just a bit drab and while the seats are supportive and comfortable, they’re not really anything to write home about. If you’re not too bothered about luxury though then it’s absolutely fine; this car is meant to be inexpensive after all, the sort of vehicle your kids can vomit all over and you won’t be that annoyed. The centre console sports this tiddly five-inch touchscreen infotainment system, which despite its small size is actually very good to use. Quick to respond, easy to pair your phone with and unlike so many other systems, it’s not so cluttered that you need a degree just to operate it. It’s also got this really neat feature where you can aim where the sound goes. 

Sat-nav would be a handy addition, but overall it comes well equipped with Bluetooth and DAB radio, plus USB and 12v connections, plus SEAT’s £230 convenience pack, which adds auto wipers, auto headlights and more. Round the back, the seats are okay but if you’re a bigger person than me you might find them a little too much on the snug side. Likewise, taller passengers may find themselves without much head or legroom to spare, but it’s okay for short journeys or for children. Boot space is a decent size at 292 litres, while there’s also an optional spare wheel for £100 under the floor. Fold the rear seats down and maximum cargo space clocks in at 847 litres, enough for a decent weekly shop but about 100 less than rivals like the Ford Fiesta and Mazda 2. 

Performance? Well it’s okay; it hasn’t got a patch on the Fiesta in terms of dynamics – it’s just a bit soft, light and squishy, but it is comfortable. The suspension’s nice and supple, ironing out the road surface rather nicely while the steering’s easy, light and reasonably direct. This car comes with the new entry-level three-pot 75 horsepower 1.0-litre petrol engine, while there’s also more powerful 1.0-litre, 1.2-litre and 1.4-litre petrol engines available, plus a single 1.4-litre diesel. Obviously it’s not the fastest thing in the world – 0-62mph takes just under 15 seconds – but it is pleasant enough and has returned an average of around 46mpg for us. 

Be warned though, at motorway speeds the lack of a 6th gear means it’ll sit pretty high in the rev range, so if you do long trips often you’re probably better off with one of the other options. If you want something hotter there’s also a Cupra version with more power and sportier suspension, but if you’re just looking for something that’ll get you from A to B with minimal fuss then the standard Ibiza does a pretty fine job. It’s cost-effective too, with prices for the Ibiza starting from just £10,000, while as tested this model is £14,305 including all the extra options making it attractively priced against its rivals. Easily the Ibiza’s most attractive feature is its pricing, but just because it’s inexpensive doesn’t make it cheap. No, it won’t set your world on fire, but it is good looking, good to drive and extremely easy to live with. Thanks for read Review Of Seat Ibiza 2016.

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Review Of Mazda 6

Review Of Mazda 6 - Take a closer look on the 2016 Mazda6. It’s a midsize sedan that offers a surprising amount of value for the money. The Mazda6 has always been a nice driving car. But for years it suffered from mediocre fuel economy and a back seat that was simply too small for the class. It wasn’t until the 2014 redesign that the Mazda6 finally came into its own. Under the hood is Mazda’s 2.5-liter SkyActiv-G engine. It puts out 184 horses and 185 pound feet of torque through a six-speed sport automatic transmission. On a family sedan, second row legroom is critical. And in this department, the Mazda6 is nice. I’ve got plenty of room for my knees, though there are no seat warmers or power outlets. You did get a map light, however. The trunk has ample space for golf clubs and if you need even more space, a simple pull folds down the second row. Though the exterior of the Mazda6 is mostly carried over from last year, the interior features a number of improvements in design. It now features a large 7-inch touchscreen that carries over Mazda’s floating design. The center stack has also been revised. The effect is the feel of a more spacious interior. The infotainment system is also quite nice. It features both touch and dial controls for quickly accessing information. 

To navigate, simply select the correct option from the main screen, pick the type of search you want to do, then type in your destination. Navigation is displayed on both the main screen as well as the heads up display. Like many modern systems, it supports XM Radio as well as apps like Pandora, Stitcher and Aha. Mobile device connectivity is through Bluetooth or USB. The center screen also provides the window to the rear view camera, which in this Grand Touring edition is enhanced with the optional rear cross traffic alert as part of the GT technology package. That also includes radar-based cruise control, the i-ELOOP brake regen system which we’ll go into later, automatic high beams, lane departure warning, and active grille shutters to enhance economy. Overall, this is shaping up to be a pretty good lineup of features for the asking price of $33,695 including destination. But how is it on the open road? This is a Mazda, so we’re expecting it’ll be nice. For 2016, the Mazda6 is still a nice driving car. With handling that’s sharper and more rewarding than the Honda Accord, Toyota Camry, or even the Nissan Altima. And thanks to the SkyActive-G 2.5-liter engine, we didn’t have to give up economy for performance. 

In mixed city and highway driving, the Mazda6 easily scored more than 30 miles to the gallon. And it didn’t need a fun-sapping eco button or a buzzy CVT to make it possible. Economy does get a lift thanks to a system called i-ELOOP, which regains braking energy. This Grand Touring exclusive option adds an extra 2 miles to the gallon over the standard Mazda6’s 38 mpg on the freeway. It’s automatic and it works without affecting the feel of either the throttle or the brakes. Just because it’s fun to drive doesn’t mean Mazda dropped the ball in the other departments. This Grand Touring edition arrived with the full suite of active safety equipment. Bundling adaptive cruise control, blind spot monitoring, collision detection, rear cross traffic alert and lane detection. This latest design of the Mazda6 really delivers in economy and technology without sacrificing the joy of driving. Thanks for read Review Of Mazda 6.

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Review Of Honda Odyssey SE

Review Of Honda Odyssey SE - Now 2016 Honda Odyssey SE stands for 'Special Edition'. What makes this van so special? Well it's all the features you get, and you don't need to spend $60,000 to get them. First off, it has a DVD entertainment system with second row flip down screens. It also has XM Radio, and yes, we not making this up, it also comes with the Honda vacuum. That's right. In the trunk, it's got a vacuum! Of course a minivan is only as good as the engine that propels it. And this is a good one. This is the 3.5L Honda V6. It has V-Tech, and it puts out 248 horsepower to the front wheels, which is quite a lot of power, actually. But the really cool trick about this motor is the fact that it has cylinder deactivation technology. So what does that do? Well…what happens is that when you're just loafing along on the freeway, it only uses 3 cylinders, which is great good fuel economy. But, punch the throttle and instantly you get all six. That means it's both powerful and and economical. You're looking at 28 miles to the gallon on the freeway, 19 around town. So yes, I said this car comes with a vacuum cleaner. It's right in the back. They call it the HondaVAC. Check that out! It's amazing! Oh yeah, and it's also got tons of storage space back. If I want even more, I just flip those down, pull, pull again, keep it pulled. So much space! That right there is why you buy a van. In the back, lots of room because, of course, it's a van. We also get a pull-down entertainment system with wireless headphones. Second row passengers can also control their own airflow with these tiny little vents. A person who sits on the right gets their own little control panel right up there. Second row access is as easy as sliding the seat forward and stepping in. In the back here we get we own power outlet, headphones, as well as an RCA video input. It's really neat, it's kinda like my own little world back. 

One of those little vents. In front, the feature list continues. Let's go ahead and power it on with the push button start. Now we always think this is kind of a weird place to put a transmission, but it actually makes sense. It's accessible, it's just right there. None of this reaching all over the place. Once a car powers on, we can clearly see a top screen and a bottom screen. The top one is information only. The bottom screen is a touch screen for me to be able to control things like my stereo, XM Radio… The great thing about a Honda Odyssey isn't just that it has a list of features, but that they've actively thought about how you want to use those features. Of course, a lot of people who buy vans also have kids. And kids in the back may not agree as to what they want to watch or the temperature that they want to be at. So to that ends, we have overrides up here. We hit a button, and we can set the rear temperature independently, which is really cool. We can also turn the fan off or on in the back, and when it comes to entertainment, though they have their own screen and their own remote, I can override whatever they're doing right here. I just hit a button and we have full control over the DVD system. Very cool. Very well thought out. 

Now of course the useful thinking continues with massive cup holders, a large storage tray with a bin underneath that could eat probably 20 iPads. In front here, we have the slot for the DVD discs, we have another storage bin, and we have what appears to be a weather sealed USB port. We guess chaos happens in the front of the family van, so better keep those ports covered when not in use. we have a USB for iPhone or whatever, and below that we have a universal power jack. And below that is an auxiliary input if you have some other media player that you want to interface. Moving on over here, we have a steering wheel with it's a plastic steering wheel but it has a nice touch to it. We also have bluetooth hands free. We have control here for the stereo as well as for cruise control. Wiper control with a wiper in the rear, of course. And the gauge cluster is a more traditional setup with TAC on the left, speed-o on the right. Overall, this is a very comfortable, very familiar driving environment. Okay, enough going on about the details. Let's go ahead and take this van for a ride. Like I said before, you don't need to spend $60,000 for a van that comes nicely equipped. 

As tested, this 2016 Odyssey SE is $34,225 including destination. So what are you giving up versus the other models? Most importantly, the SE doesn't come with every active safety option. Yes, it does have the really cool lane watch blind spot system, but to get forward collision litigation and lane departure warning, you need to upgrade to the EXL. Then there's the full driver and passenger blind spot system, which is only available on the fully loaded touring elite. Just something to keep in mind when you decide to price out one of your own. Beyond the obvious futility, there is something even more amazing about this vehicle- and that's the way it drives. If you had visions of rolling down the highway bobbing and bouncing like the vans of yesterday, the Odyssey will set you straight very quickly. This is a van that drives, well, like a car. Suspension and handling are excellent. This is especially amazing considering it weighs more than two tons. The bottom line is that if you've ever hunned the van lifestyle, maybe it's time to look again. This Honda Odyssey may just make you a believer. And that's our look at the 2016 Honda Odyssey SE. Thanks for read Review Of Honda Odyssey SE.

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Review Of Nissan Altima SV

Review Of Nissan Altima SV - Now you might notice there’s something new. It’s the nose. Yeah, that new face isn’t just for looks. It actually brings the coefficient of drag down to .26. Which means, this midsize sedan gets up to 39 miles to the gallon. That excellent economy can also be traced back to the drivetrain. This 2.5-liter 4-cylinder engine puts out 182 horsepower and 180 pound feet of torque, through an advanced, constantly variable transmission. In addition to 39 mpgs on the highway, the EPA also rates it at 27 miles to the gallon around town. Which is quite excellent. Seating in the second row is spacious, with plenty of leg room and a surprisingly comfortable seat. Vents are an added bonus. The trunk is deep and can easily accommodate all the stuff a growing family needs. Be it golf clubs or groceries. Even though the SV is a mid-range version of the Altima, it comes with standard with some great features. Such as NASA developed zero gravity seat materials which are amazing. It also comes standard with blind spot warning and rear cross traffic alert, as well as a backup camera. 

The standard SV comes with a 5-inch display, but our test car was upgraded with the 7-inch NissanConnect system. This provides touchscreen navigation as well as support for the latest apps and satellite radio. Mobile devices can be connected through Bluetooth or USB interfaces. The car you see here was also upgraded with the $1,350 convenience package. This adds LED turn signals, a power moon roof, and some other niceties. As you see it here, this 2016 Nissan Altima SV is $28,425 including destination. 

Now, let’s see how it all comes together on the open road. A hallmark of the Nissan Altima has always been its smooth ride. So you’ll be happy to hear that for 2016 it continues to provide one of the smoothest rides available in a non-luxury brand. Nissan claims this is due to their use of special shocks not normally found in this class of car. But smooth doesn’t mean it’s just a straight line car. Quite the contrary. Body roll is very well controlled, and to reduce understeer, so common on front-wheel drive cars, the Altima employs what they call the Active Understeer System. In short, this puts a small amount of braking pressure on the inside wheel to assist in rotating the vehicle. It’s a seamless use of technology that really elevates the Altima’s handling. 

Since the Altima uses a constantly variable transmission, shifting is absent. Revs sit right where they will best maximize economy of the 182 horsepower 4-cylinder engine. That’s how it scores 39 miles to the gallon on the freeway, without the need of a fancy hybrid system. For more adventurous drivers, a 270-horsepower V6 is also available. Perhaps the most critical complaint about Altima’s of the past was that their styling was bland to the point of being anonymous. They simply looked generic. Now with an extra dash of styling borrowed from the aggressive Maxima, the 2016 Altima is finally a car that not only feels good, it looks good too. Thanks for read Review Of Nissan Altima SV.

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Review Of Lexus RX F Sport

Review Of Lexus RX F Sport - Since it was introduced way back in 1998, the RX has been a sales success for Lexus. Infact, every year it has sold an average of 100,000 units. Making it one of the most successful luxury vehicles of all time. For 2016, Lexus is now introducing it's fourth generation RX. With features and looks that Lexus hopes will win it more male buyers in an increasingly competitive segment. The RX is available in two editions. The RX 350 or the RX 450 Hybrid. For the first time you can add the F-Sport package to either model. In this first look video, we'll be driving a pre-production RX-350 F-Sport, which features a 3.5 liter v6 connected to an eight speed automatic transmission. This configuration puts out 295 horsepower with 267 pound feet of torque. EPA numbers are estimated at 19 mpg city, and 26 highway with all-wheel-drive. Though those are not official yet. Inside we'll find a beautiful interior that Lexus is known for. This because it is the F-Sport model, has special F-Sport seats. 

Now one of the first things that you notice about this car is, yes it still has the little haptic joystick to control the large nav screen. It also has eco and sport and sport plus modes. Now because this is the F-Sport model, it'll now tighten up the suspension when you go into sport plus, it will also give you maximum feedback on your throttle. Now because this is the F-Sport model, it includes the F-Sport gauges. It doesn't have the little slidey thing, like some of the other F-Sport models have. But it does look very nice. It's a digital display with a multifunction on the side. If you get the standard RX, you get a more traditional dual gauge layout. The seats are of course heated and air conditioned, and there's also a new auto mode that will turn on the seat warmers and coolers in conjuction with your ultimate temperature. 

So all We have to do is set it to 70 and auto, and it will heat or cool the seats accordingly to keep me comfortable. Very nice. The steering wheel is an LFA inspired 3-spoke unit. It has all the controls you would need readily at hand. And it's actually quite comfortable. And the stitching and the leather are quite nice, as you would expect. Now, this particular model has a traditional sunroof, however, a panorama sunroof is also now available. Plus, you can get adaptive cruise control, which the RX has had for a while now. But it also has pedestrian detection and collision mitigation, as well as blind spot monitoring and cross traffic alert with the rear view camera. That whole package is available for pretty much any RX model. So, enough talking about it. Let's take it out on the road. On the road, the RX hauls groceries much faster and furiouser than the outgoing model. The extra 25 horses they added to the motor for 2016 really pays off in smiles. Perhaps the biggest surprise is the adaptive suspension. It does an amazing job of keeping the RX's mass centered, even when pushing through curvy b-roads. 

For 2016, Lexus has finally stepped up to the plate with a proper F-Sport offering. In addition to the badge, you now get aluminum pedals, G-meter, adaptive variable suspension, engine sound amplifier, paddle shifters, and a new sport S+ mode, which gives the transmission and steering a more aggressive edge. But even with this extra edge, the RX still maintains the feel of a Lexus. No one will complain about the ride, the seats, or even the interior. It's all very well executed, and very much on the conservative side of exciting. Lexus has also made a number of enhancements to the navigation system. Though its very similar to the 2015 set up, it now has a full screen map option, and that's nice. The biggest question mark about the new RX is the looks. Will enough buyers appreciate the new styling for Lexus to remain the king of the luxury crossover marketplace.

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Review Of Range Rover Evoque 2016

Review Of Range Rover Evoque 2016 - The Evoque redefined the term crossover when it was launched in 2011 – but can it keep up its run of leading Land Rover sales and being one of the most stylish SUV’s on the market? Well Range Rover will certainly be hoping so and its 2015 facelift will no doubt help this cause as it brought with it a new diesel engine, new infotainment system and some exterior design tweaks, which okay, are quite hard to notice, but they include new front bumpers and some new grille designs. The big improvement in here is definitely this new InControl Touch system, which on the whole is much easier and intuitive to use when compared to the old system and it can also be upgraded and customised with things like this brilliant Meridian sound system and a whole range of apps that sync with your phone. The best thing about it in my opinion though is how it allows you to hot key your favourite functions to the main screen. When it comes to quality there are soft touch materials in all the right places, a luxurious looking layout and a long list of standard kit to match, with the likes of cruise control, Bluetooth, parking sensors, heated seats – the list goes on. There’s tons of adjustment in the driver seat as well to ensure you can get your driving position just right… which is a relief because I’ve probably just messed mine up.

Now looking from the outside, you may think its small rear window and sloping roof means visibility and head room are pretty naff – but you’d be wrong. There is plenty of wiggle room back here, certainly for kids, and the back window is nowhere near as bad as you’d think visibility wise. Come around to the boot and you get up to 575 litres of storage space, 25 litres more than you get in the coupe model. The seats also fold pretty flat, which is a bonus when carrying longer objects. The hot topic on the engine front is the new 2.0-litre Ingenium diesel, which replaces the 2.2-litre diesel and is available with either 148bhp or 178bhp. Now, the whole point of this engine is better fuel economy and efficiency, which it delivers with aplomb. This 148bhp model for example emits just 113g/km of CO2 and on average should return upwards of 55mpg. And this new diesel has loads of torque on tap, but, if you are after something a bit racier, there is also a 237bhp 2.0-litre petrol on offer. Because the Evoque is a much more style-orientated vehicle than its other Range Rover and Land Rover siblings, it’s clear that the engineers kept city-dwelling drivers in mind in certain areas – the Evoque’s slightly lower ride being one of them. This heavy six-speed manual gearbox and rather meaty clutch will remind you of its 4x4 heritage though and for some, it may take some getting used to. 

But the Evoque manages to squash the cynics that may think its drive is any less – well, Range Rover – with precise steering and a reasonable amount of agility when it comes to cornering. We have got the 2WD model which for obvious reasons isn’t as capable in the rough stuff as the 4WD model, but thanks to its large 18-inch wheels, or 20-inch depending on which model you go for, the Evoque will surprise you with its ability to handle adverse conditions. The only real negative about the ride is that the suspension can be on the firm side and it can take a few seconds to settle itself after hitting particularly hefty bumps. When it comes to being a comfortable cruiser though, the Evoque does deliver, with impressive insulation that is so good, you mind find yourself going a bit too fast without realising it. If you are looking for a way into Range Rover ownership then the Evoque is the most affordable avenue to take, with prices starting from just over £30,000 – and that’s for the 5dr model, not the three-door coupe. But even though the Evoque is clearly dedicated to offering style, it still manages to tick the “quintessentially Range Rover” boxes. And for those who want to just exploit its stylish credentials and not necessarily its off-roading ones, then the 2WD model will not disappoint. Thanks for read Review Of Range Rover Evoque 2016.

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Review Of Renault Kadjar

Review Of Renault Kadjar - This is the Kadjar SUV, Renault’s rather dashing answer to the Nissan Qashqai – but let’s not forget, both the Kadjar and Qashqai share a platform as they are built under the Renault-Nissan alliance… But what else does it go toe to toe with? Well, there’s the Mazda CX-5, Ford Kuga and Volkswagen Tiguan – all cars that aim to offer slick SUV styling and plentiful practicality. So, let’s see what the Kadjar’s got to offer. My initial impression on getting into the Kadjar was that it was comfortable and oozed ‘luxury SUV’ personality. But after spending a bit more time in it, I found some of the design features a bit outdated and some of the plastics a bit cheap. But for what the Kadjar may lack in glittery highlights, it makes up for with its kit, as every model in the range gets air-con, Bluetooth, DAB radio and LED daytime running lights. And as you climb the trims you can add the likes of Renault’s R-Link 2 multimedia system which has sat-nav – and we’d definitely recommend going for this. If you go for the top of the range Signature Nav model we have, you get a glass sunroof and a Bose hi-fi system – you can also treat yourself to the leather pack for an extra £1,250. Just a quick one on the R-Link system, it can be a bit slow in its responses – the fitted sat-nav however, has one of the coolest-looking displays I’ve ever seen. Passengers in the Kadjar shouldn’t have any complaints – not only is there plenty of space, but it’s really comfortable, especially with these leather seats. 

The only thing we would say is avoid the glass roof if you regularly chauffeur tall passengers. The boot is really accommodating as well with 472 litres – that’s slightly bigger than the Qashqai – and it comes with this manoeuvrable floor. It’s great for moving car loads of stuff as well, as these seats fold down nice and flat giving you just under 1,500 litres to play around with. Naturally, the Kadjar is very similar to the Nissan Qashqai in the way it drives and that means it’s not going to blow you away but, if you drive it sensibly like most will intend to, it’s great. The steering is responsive and has some reassuring weight to it, the suspension behaves itself over bumps and road and wind noise is minimal. We would recommend avoiding the 19-inch wheels though as they really jeopardize comfort. There’s only three engines to choose from in the Kadjar, but they manage to span all things you are ever going to need. There’s an entry level 1.2-litre petrol, an efficient sub 100g/km 1.5-litre diesel and a slightly tastier 1.6-litre diesel. We’ve got the 128bhp 1.6-litre diesel which doesn’t disappoint when it comes to low down pull and it reaches 62mph in less than 10 seconds. 

You can also get this diesel in four-wheel drive, but you’ll have to pay a big premium for it, so you might want to give that option a miss. There is one thing about the Kadjar that has really disappointed me though, and that’s the six-speed manual gearbox, as it has a long throw and it feels clunky, especially when switching from 4th to 5th. The Kadjar is around £500 cheaper than the Qashqai at £18,000 – and when it comes to the likes of the Mazda CX-5 and VW Tiguan, well, their £23,000 plus price tags mean they are in a whole different ball park. Due to their numerous similarities, style may very well be a defining factor between the Kadjar and the Qashqai – and I don’t know about you, but if that was the case I would opt for the Kadjar – there’s certainly less of them on the road as well, at least for now. The Kadjar comes with a rather enticing 4 years warranty and roadside assistance. Thanks for visit Review Of Renault Kadjar.

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Review Of Suzuki SX4 S-Cross

Review Of Suzuki SX4 S-Cross - The SX4 S-Cross is a Nissan Qashqai and Skoda Yeti rival that may have slipped under your radar if you are in the market for a crossover. But it is definitely worth considering if you want SUV style, practicality and four-wheel drive character. Most compact SUV cabins have a slick, youthful feel about them, the S-Cross on the other hand, although it is still neat and tidy, lacks a bit of excitement. The cabin is however very comfortable and certainly feels spacious. Standard kit on every S-Cross model includes air-con, USB connectivity and cruise control – you will have to go another trim up to get Bluetooth though. We have the flagship SZ5 trim which comes with DAB digital radio, rear parking camera, comfortable leather seats and this snazzy panoramic sunroof, which splashes some light through the car. There are plenty of pros and cons about space in the rear. Pros include great leg room and a reclining feature, making long trips more relaxing. Cons on the other hand include cramped headroom, mainly due to the installed sunroof, and a lack of elbow room for the middle passenger. 

The Skoda Yeti is a better all-rounder in this department. Boot space in the S-Cross is surprisingly generous, offering 430 litres thanks to the removable floor – that is the same size as the Nissan Qashqai. Fold the seats down and you get 875 litres as well as a nice flat loading surface. As the S-Cross is based on the swift supermini, it gets a fairly stiff suspension, this is great when venturing into corners as there is very little body roll, but it gives you a bit of a rumble over bumps. Steering is a bit light, but this is the norm with crossovers, and it makes up for this as it is direct. There are two engines available, a 1.6-litre petrol and a 1.6-litre diesel. We are testing the diesel unit, which is quite loud low down the gears but hushed at higher speeds. 

It produces 118bhp and also delivers a decent amount of thrust, reaching 62mph in 13 seconds. It is fairly efficient as well, returning an average of around 60mpg and emitting 114g/km of CO2. One of its main talking points is its ALL-Grip four-wheel drive capability. This comes with four driving modes, including Auto, Snow, Sport and Lock, the latter acting as an all-out off-roading mode. We have taken it on a few dirt tracks and the S-Cross is very competent and I would be more than confident pushing it to its limits in the real rough stuff. The four-wheel drive capabilities of the S-Cross are a massive asset in the crossover segment, with most rivals sending power to just the front wheels. The S-Cross is also cheaper than competition like the Qashqai and Yeti. Thanks for read Review Of Suzuki SX4 S-Cross.

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Review Of Mazda 2

Review Of Mazda 2 - It doesn’t matter which member of the current Mazda family you are stood in front of, that new front-end is extremely eye-catching and is a combination of KODO body language and lightweight Skyactiv technology. This particular model is actually Mazda’s smallest offering, the Mazda2 supermini. But just because it is the smallest in the range, that doesn’t mean it skimps on fun, quality or fuel economy. And it’s a good job, because it’s up against the Ford Fiesta and VW Polo. The cabin is undeniably Mazda, with a simplified layout, large extruded touchscreen, carbon trim and stretched dashboard inlay, which in our model has an interesting honeycomb effect. Build quality is impressive as well and everything feels well-screwed together, although some of the scratchy plastics make the VW Polo look more polished. Entry-level models are well specced though, with air-con, electric windows, USB connectivity and plenty of driver seat adjustment. But it’s the mid-range SE-L that will entice most as it has Bluetooth, cruise control, alloy wheels and, if you go for the Nav option that we have fitted, a seven-inch infotainment system with a slick rotary controller on the centre console. Coming round to the back it’s worth mentioning that five-doors do come as standard. 

Space wise, it’s not overly generous, but it is in line with its supermini competitors, with just enough leg and head room to keep most happy. The boot is a bit of a mixed bag. You do get 280 litres with the seats in place, on par with rivals, but you also get a large lip when lifting stuff in and a lip when you fold the seats down. Total storage space, again, is there abouts the same as its rivals at 950 litres. The Japanese brand’s larger engine ethos makes an appearance in the Mazda2, with a naturally-aspirated 1.5-litre petrol and a turbocharged 1.5-litre diesel. The 1.5 petrol is available with either 74, 89 or 113bhp, but as the petrols are not turbocharged you will have to work the gearbox meticulously, but thankfully this five-speed manual gearbox is tremendously snappy and smooth. Go down the middle for the 89bhp petrol we have and its fairly nippy credentials - like a 0-62 sprint time of 9.4 seconds , should keep you entertained. You’ll also get around 50mpg in real world driving. The efficiency option is undoubtedly the 1.5 turbocharged diesel, emitting just 89g/km of CO2 and returning an average of around 70 to 75mpg. Similar to its siblings, the Mazda2’s ride and handling is a bit like a buffet, which is to say it has a bit of everything for everyone. 

Its suspension for example sits on the right side of firm, so it keeps body roll to a minimum and yet offers a comfortable ride. The steering is nicely weighted, although at times can ack feel, and there is loads of grip in the corners, meaning you can really tuck its nose into a bend. It doesn’t necessarily do everything perfectly, but it will suit those who are likely to vary their driving routes and automotive requirements. On the refinement front it does feel like a much bigger car, especially when you are motorway cruising, with good insulation and just well, a comfortable seating position. You do however get a bit of shake through the steering wheel when you push 70mph. On paper, the Mazda2 may not jump out as an obvious choice and it’s actually more expensive than the Ford Fiesta and VW Polo. But if you can’t choose between those usual suspects, then the Mazda2 strikes a nice balance, with its calculated offering of driving dynamics, fuel economy and build quality. Thanks for visit Review Of Mazda 2.

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Review Of BMW X5

Review Of BMW X5 - The BMW X5 has always been a popular choice for people after a sporty SUV. And the latest version promises to be just as sharp to drive yet more luxurious than ever. Before we get into that lets deal with the practicality first. As before it gets a split tailgate -- which means opening the back in tight spaces is easier. It also helps loading as you can slide heavy stuff right in or out. Because the X5 has run flat tyres there is no need for a spare wheel so you can use under here to hide your valuables. In terms of out-right boot space in the X5 is slightly down on its main rivals but only buy a few litres. But when you fold the three way splitable seats down flat, it's total volume is actually bigger than many rivals. So you loose some, you win some.. The X5 is built on the same platform as the last car but BMW has made the body squarer than before to make it even roomier inside. And yes it feels suitably spacious back here even for people over 6ft. You can fit three back here and it helps the floor is flat as there's plenty of space for everyones feet. Storage in the back is good too with useful door bins, cup holders in the arm rest and air-plane style folders in the seat backs. Up front the X5 is no MPV but it has as many useful cubbies as any of its rivals and the door bins are especially large. BMW has given the X5 plenty of standard kit. 

All models get the excellent 8 speed automatic gearbox, there's leather seats, which believe me are very comfortable, , Bluetooth for your mobile phone, iPod connectivity, a 20G hard drive for your music, xenon headlamps, all round parking sensors, DAB radio, climate and cruise control and an system which will call the emergency services if you have an accident.. The professional sat nav with the high def 10 inch display is standard across the range too. And it's now even easier to use as you can input destinations at the swipe of swipe of your finger using the new iDrive's touch sensitive pad. That's not the only improvements though. The redesigned interior is noticeably more upmarket than before and feels a lot more avantguard than before. You can make the inside feel even posher with LED mood lighting, upgraded leather, various parking cameras and the panoramic sun roof which opens so wide what it feels almost like you are in a convertible. The X5 is available with a wide range of engines most which are carried over from the previous ar. 

There's a 4.4-litre twin turbo V8 that can sprint to 60mph in just 5 seconds. But the tri-turbo three-litre diesel in this M50d is pretty much as quick yet can return over 42mpg. However, if its economy you want the new four cylinder diesel in the 25d can still hit 60 in a reasonable 8 seconds and -- if you go for the new entry level rear-wheel drive can top 50mpg which is incredible in a car of this size. Speaking of size excellent visibility and raised driving poison means that despite its chunky dimensions the X5 it's actually quite easy to navigate through tight spaces. The handling also belies the cars bulk, which impressive cornering ability with loads of grip and virtually no body roll. Thing is though if you want the sportiest SUV the Porsche Cayenne is the shaper drive. Then there's the comfort. It's improved over the previous model though you will want to adaptive suspension, which is standard on M Sport models, if you want the car to be as comfy as it can be. Don't go pressing the sport as then the ride becomes thumpy and the steering too heavy. 

And any way in terms of comfy cruising the X5 can't quite match a Range Rover Sport for ride quality. The diesel engines aren't as smooth as in the Range Rover either and can be a bit noisy at times. To hide this BMW plays systhetic engine noises through the stereo speakers so they sound good when you accelerate. But if you have the windows and sun roof open you hear what everyone else outside is hearing -- diesel rattle. Yeah, I think I'll shut everything up and live in denial. Also while BMW generally has a good reputation for reliability, the previous X5 was the firm's lowest ranking model in the 2013 Driver Power Customer Satisfaction survey. In fact it came in the bottom quartile for reliability. And remember lots of the old car remains in this new car. Thanks for read Review Of BMW X5.

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Review Of Honda Jazz 2016

Review Of Honda Jazz 2016 - Although it’s hardly what you would call an enthusiasts car, the Jazz has still managed to congregate a battalion of loyal fans since its release in the early millennium, thanks in part to its reputation of offering brilliant reliability. And in fact, the Jazz has been the UK’s most reliable car for ten years. So, what is new with this model? Well, as reliable as the previous one was, it was in need of a little refurbishment – and that is what the third-generation model is all about, as its front-end has now been brought up to date with the rest of the Honda range and there have been a host of interior changes, which make it more practical and Honda hopes, makes it more appealing to a younger crowd. You might not be able to tell from the outside, but the new Jazz is actually 95mm longer than the previous model. This does however become more apparent on the inside, as there is an additional 30mm of shoulder room in the front and plenty of other improvements in the back, which I will come to in a second. Now, the dashboard layout is unrecognisable from the last model, for the better of course, with a clean-cut Honda CONNECT touchscreen design which really helps minimalize what used to be a flood of buttons. And with a quick glance of this new set-up, you could easily think you were sat in the Honda Civic hatchback or the HR-V SUV. Kit wise, the Jazz has everything you could need and more, with DAB digital radio, air-con, Bluetooth and even an autonomous City Brake Active system all thrown in as standard. We only slight niggle with the interior is the sheer amount of cheap-feeling plastics dotted about – which when you consider the quality of standard kit, is a bit disappointing. 

So, what’s it like to sit in the back of a Jazz, well, leg room wise – according to Honda - it’s better than sitting in a luxury saloon, as it claims there is more knee room in here than there is in a Mercedes S-Class – and that’s thanks to an increase of 65mm. There’s a decent amount of headroom as well, thanks to the Jazz’s boxy shape. But where the Jazz really shows off is with its flexible Magic Seats, which can be folded up like cinema seats to give you masses of space, or you can just utilise the space underneath them for storage. And, when it comes to the front seats, they can actually recline all the way back to give you a makeshift mattress. The wide opening doors are a nice touch as well. Oh yeah, if that wasn’t practical enough, there’s even a boot. And with 354 litres it’s not as big as some rivals, but when you consider how versatile those seats are, the Jazz is definitely leader of the pack. Even the way the seats shimmy forward when you fold them down and allow for a flat loading surface is brilliant. It’s no secret that the Jazz evokes thoughts of “older drivers” due to its sensible character – and let’s be honest, supermini-styled MPVs in general can be a bit dull to drive. But that’s not entirely the case with the Jazz. 

Although it’s not going to have you rushing out to buy racing gloves, the nicely weighted and responsive steering means it has a bit more about it when compared to something like the Nissan Note. There is even a new Agile Handling Assist system to help with cornering. And on top of that, the ride is nice and comfortable and will handle most bumps with ease. There is just one engine on offer which is a 101bhp 1.3-litre petrol and – not to be totally cliché – but this will do everything you need it to, be it pottering about town or, if you drop a few gears, pulling off overtaking manoeuvres. This engine can be quite noisy when the revs are high though. Although there’s just one engine, you will get to choose between a six-speed manual or a CVT automatic – and although the CVT is the most efficient, emitting 106g and claiming an average of over 60mpg, we would recommend going for the manual as it just gives you a bit more control over the revs, which is needed at times. 

Just a quick one about the touchscreen. When you are on the move, it can be quite tough to operate due to the numerous screens you have to sift through and the volume control is fiddly. So when you weigh it up, the Jazz seems like a no brainer – but as is usually the case, it is going to cost you, as the Jazz starts from £13,500 – that’s £3,500 more than the Nissan Note. So, small, supermini-sized MPV’s are rooted in offering practicality in a compact package – the Jazz clearly does that. But it also goes above and beyond by offering a cool-looking interior, modernised exterior and a drive that, okay, it’s not sporty, but it’s certainly not boring. Yes there could be more engines to choose from – but apart from that, the Jazz retains the same ideals as ever – and in our opinion, it’s the best supermini/small MPV on the market. Thanks for visit Review Of Honda Jazz 2016.

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Review Of Mini Clubman

Review Of Mini Clubman - So, imagine for a second, you love your MINI Hatch or Convertible, but you have a growing family, or perhaps you just want a bit more space? But, you think a Golf is too sensible and sharp handling is important, so you don’t want a high-riding crossover. That’s where MINI is hoping the new Clubman comes in. It’s the MINI which can be a practical family car, without losing all of its charm. It’s wider, longer and has a bigger boot, but still has a Sport setting for ‘go-kart handling’. Unlike the previous Clubman, which was essentially a stretched hatch with quirky doors, the new Clubman is much bigger. In fact it’s a whopping 270mm longer and 73mm wider than even the five-door MINI Hatch. You still sit in a low-slung driving position, but there’s far more shoulder room and knee room, and more space for your things. So, as an example, you now get these decent cup holders and spacious door bins, along with a full-size glovebox. Visibility is a bit of an issue, because the doors meet right in your rear view, but while it’s jarring at first, you do get used to it. And, it definitely has a premium vibe in here. These plastics look and feel expensive, and some of the controls are straight out of BMW models. But, you’d never find these bits like these optional illuminated door trims in a 1 Series, they look more like something from an 80s roller disco and add to its endearing personality. 

This car is also fitted with a colourful neon ring, which changes colour when you change the temperature, drive economically or rev the engine, depending which mode you’re in. So, the MINI has always been notoriously cramped for people sat in the back, and the last Clubman had a small side door which opened into the road in the UK, so wasn’t ideal. But, how times change, and now the conventional rear doors make it easy to get in and out, and knee room, leg room and head room are all far better. Now, the Clubman’s most iconic feature is its twin boot doors, which must have given MINI a real headache to engineer, but really do set the car apart. They are spring loaded, so open with no effort, and actually give good access, just don’t park too close to the car behind. Luggage space is 360-litres, 20 less than a Golf, expanding to 1,250 litres, which is huge for a MINI. So we know it’s a lot bigger, but how does it drive? Well, if you’ve ever tried a MINI Hatch and thought it was too frenetic, you might rather like the Clubman. The steering is less hyper reactive, the suspension has been thoroughly re-designed to smooth out more bumps and it’s also billed as the most refined MINI. 

Our test car is fitted with 18-inch alloy wheels, and despite a much smoother ride than the Hatch, the occasional jolt does get through, so smaller wheels would be better. But that’s not to say it has gone soft, the way the Clubman turns into corners is quick and precise, with good feel through the steering. The gearbox is very different to a Golf’s too, with a snickety feel, which can actually feel a bit too notchy at times. We’re in the 2.0-litre Cooper D, with 148bhp and a 0-62mph time of 8.6 seconds, and it’s probably the pick of the range, because it feels quick MINI says it can return 68.9mpg, and we’ve been getting between 50-55mpg. In fact, after driving this, we doubt most people would need the 187bhp Cooper SD high-performance diesel. Of course, you could go petrol instead, with either 134bhp in the Cooper or 189bhp in the Cooper S. The former feels well-suited to the MINI thanks to its zingy power delivery, while the Cooper S is verging on hot hatch territory and is the most entertaining Clubman to drive. We don’t get the basic Clubman One in the UK, so entry to Clubman ownership is the £20k Cooper, while the Cooper D is just over £22k. The Cooper S is just £500 more, while the SD is priciest at just under £25k. Of course, being a MINI, there are lots of desirable options. 

Every car gets a 6.5-inch sat-nav, but this car is fitted with the £1,000 Media Pack with an 8.8-inch screen. The ‘Chili Pack’ will be popular too, bringing leather, heated seats, parking sensors, keyless entry and LED lights for £2,785. While you’ll either love or hate its looks, for those in need of a bigger MINI, the Clubman could be the more practical and – dare we say it – sensible car they’ve been looking for. That’s if you can call a car with a huge circular centre console, disco lighting and ‘go-kart’ handling sport mode sensible. Thanks for read Review Of Mini Clubman.

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Hydraulic Hybrid Works

Hydraulic Hybrid Works - This is how a series hydraulic hybrid works, When the drive pedal is pressed, pressurized nitrogen, stored in the high pressure tank or accumulator, pushes hydraulic fluid through the pump/motor which then, acting as a motor, uses the pressure to turn the wheels. The now unpressurized fluid is stored in the low pressure tank or reservoir. When the vehicle has been cruising and the usable high pressure fluid drops beneath a certain level, the engine turns on. The engine is connected to a hydraulic pump, which pressurizes the low pressure fluid for the pump/motor to continue to turn the wheels. Any excess high pressure fluid, produced by the engine-pump, is stored in the high pressure accumulator. 

When the brake pedal is pressed, the engine shuts off and the pump/motor slows the vehicle down by using the vehicle's kinetic energy to pressurize fluid pumping it back into the high pressure accumulator. When the driver wants to accelerate again, only the saved energy will be used to turn the wheels. This technology was created through the Clean Automotive Technology Program, by the Environmental Protection Agency.

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Review Of Renault ZOE

Review Of Renault ZOE - That faint whistle you can hear is the electric powertrain of the Renault ZOE electric supermini, which joins the Fluence saloon, Kangoo van and Twizy quadricycle in Renault’s Z.E. electric vehicle range. On paper, you might say the ZOE is one of the first budget electric cars when you consider its range of 100 miles and its relatively low price tag. But let’s talk about some of the facts. The ZOE is based on the Renault Clio supermini, but has a zero emissions powertrain comprising of a rechargeable battery and an 87bhp electric motor, giving you a zero to 62mph sprint time of 13.5 seconds. As many will be wanting to use the ZOE in and around town, short bursts of acceleration are key, and the ZOE can reach 30mph from a standing start in a rather nippy four seconds. One of the best things about the ZOE is that it really does feel like a conventional car, I mean the steering is light, albeit lacking feedback, and the suspension handles bumps fairly well. It does however feel a little top heavy, so you will get a bit of body roll in the corners. Although it drives like a conventional car, you don’t get a conventional gearbox, in fact, there aren’t any gears, so pretty much all you get is this stop and go selector. 

There is however, a familiar handbrake set-up. Sitting inside the ZOE, the Clio influence is very apparent, in-particular this floating console design. It does have a few unique touches though, like this swooshing design on the dashboard, which is apparently inspired by a wind turbine. Some may be worried about kit in the ZOE, but you shouldn’t be as every model comes with this touchscreen infotainment system with built in sat nav, Bluetooth, USB connectivity and climate control as standard. Climb up to a higher trim and you also get parking sensors. Practicality is on par with the Clio as the cabin feels quite spacious and there are plenty of compartments to store bits and bobs. One difference you may notice is the higher riding position, and this is due to the ZOE’s battery being under the front seat. 

Rear practicality is not bad at all, for a supermini that is, with enough leg and headroom to keep three rear passengers happy. The rear seats also fold down to give you a fairly flat loading level. And, the standard boot size of 338 litres is actually bigger than the Clio and rivalling electric car the Nissan LEAF. Then there is it’s charging time. Plug it into a household wall socket and it will take around nine hours to fully charge and cost around £1. You can achieve a full charge at home in just 3 and a half hours if you go for the optional Wall-Box charger. If however you use one of the fast-charger points dotted around the country, you can charge up to 80% battery capacity in around half an hour. But let’s not forget one crucial element, you need to lease the ZOE’s battery off Renault every month, for around £70! So, the low price tag of the ZOE may not seem as enticing anymore, even with the £5,000 government incentive chiselled off. But at the end of the day, the ZOE is easy to live with if you are looking for a practical, compact car for the city or urban environment. Thanks for visit Review Of Renault ZOE.

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Review Of Kia Rio

Review Of Kia Rio - Kia’s neighbouring Hyundai i20 competitor has recently had a date with the Botox department, so now it’s the Rio superminis turn, but this facelift is much more minimal. There have been some very subtle changes to the front and rear bumpers, not that it needed them, and it remains quite a stylish little car… okay, Simpsons yellow may not do it justice, but its design is certainly less conservative than something like the Volkswagen Polo. There have been some minimal changes to the trim levels in the Rio but they remain easy to understand with 1, 2, 3 and 4 notations. The key addition equipment wise is the seven-inch touchscreen sat-nav system, now standard on 3 and 4 models – which brings me to this radio display. If you don’t have the touchscreen system then you are left with this, outdated radio, which really kills the interior design. It’s a shame as Kia has added some plusher materials to the dash. But the materials on the doors, although they look the same as the dash *Knock on door* (try scratch shot as well) are nowhere near as soft to the touch. Regardless of all this, standard kit across all models is impressive in the Rio, with all models getting DAB digital radio, Bluetooth, front electric windows and daytime running lights. But air-con is reserved as a premium for the slightly pricier 1 Air model. The Rio’s legroom for rear passengers is great, verging more on family hatchback standards, and headroom is fair as well. We’d suggest going for the five-door when it comes to practicality – and speaking of practicality the Rio’s boot is on par with the usual suspects like the Ford Fiesta, with 288 litres. 

Storage space can be enhanced by folding the seats down, but you are met with two pretty awkward lips here and here. The engine line-up remains very simple, with two petrol’s and two diesels. There is a 107bhp 1.4-litre petrol available but most will go for the lower-powered 84bhp 1.25-litre unit, which is what we’re driving. This has fair fuel economy and will realistically return around 45 to 50mpg – but it does feel very lethargic when it comes to its power and you have to really rev it out it get any oomph out of it – and that results to in lots of engine noise in the cabin. The 1.1 and 1.4-litre diesels available aren’t much punchier either – but they are more efficient, with the 74bhp 1.1-litre diesel emitting just 85g/km of CO2 and Kia claims you can achieve up to 88mpg. The steering is clearly city-orientated in the Rio as it is very light and is limited when it comes to feedback. 

The suspension is just on the right side of supple though, so if you do encounter any uneven roads, it will serve you well. The light feel of the steering is the same with the instruments, like the toggles for the indicators and lights, and the same goes for the gearbox as well. In fact the gearbox can feel quite sloppy at first, especially if you are not used to driving Kia’s, as it is nowhere near as direct as something like a VW or Mazda – but you do get used to its light feel after a few hours. The hard to judge clutch takes a bit of getting used to as well. At just over £10,000, the Rio costs the same as the Ford Fiesta and manages to undercut more premium models like the VW Polo by around £1,000. And you can actually save around £1,500 on the Rio if you visit the Dealer. But aside to the price, let’s not forget about Kia’s seven year, 100,000 mile warranty. On the whole the Rio’s not ground breaking but it certainly matches the benchmark standards of the supermini segment and for that reason it remains a key alternative to the likes of the Ford Fiesta. Thanks for visit Review Of Kia Rio.

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Review Of Peugeot 208

Review Of Peugeot 208 - Peugeot claims that this added 110bhp 1.2-litre petrol can talk to the play in of a 1.6-litre four-cylinder petrol. At first we was a little sceptical until we put my foot by the side of, subsequently we thought hang upon this is pleasurable. Theres frightful quantity of low beside torque, considering summit pulling completion delivered in as regards half the revs of the naturally-aspirated 1.2-litre, and there isnt actually much turbo lag, meaning acceleration is serene through the gears. Speaking of gears, weve got the EAT6 automatic transmission, although a directory is understandable, and this is mild sufficient, it utterly keeps going on taking into account any curveballs and overtaking manoeuvres you toss at it. This version emits CO2 of 104g/km, so it costs the same to tax as the naturally-aspirated model, and it claims to return an average of 63mpg. The new 1.2 claims a zero to 62mph sprint time of 9.8 seconds, but like most other three-cylinder turbos, it actually feels a bit faster than it appears on paper. Yes it still has the raspy engine note of a three-cylinder, but at least you get some performance in return. Other aspects of its drive remain unchanged, including its comfortable suspension and light steering which is fine for A to B driving, but nowhere near as engaging as a Mazda2 or Ford Fiesta. 

Right, back to the new GT Line trim. As you saw from the outside it adds a new grille and alloys with some red splashed on them, as well as a chrome exhaust and folding door mirrors. The red from the outside seeps through to the inside as well with detailing on the doors, this cool strip on the seatbelt and you actually get some fairly sporty bucket-style seats, not quite bucket seats, but they are certainly worth noting. Other GT Line kit includes dual zone climate control and all-round electric windows. We’ve also got the optional sat-nav system which sits in the middle of the 208’s decluttered dash – and for those who haven’t heard of Peugeot’s decluttering, they have basically hoovered all of the buttons off the dashboard and plonked them in this touchscreen system, which works really well. A few notes on convenience and comfort, there’s a very small glovebox, due to the fuse box being in there, decent-sized door bins, a rather outdated cruise control toggle and a shrunken steering wheel, which I’m not usually a fan of, but in this leather-wrap we actually found myself enjoying it. 

Considering how airy the cabin is, the rear is actually quite cramped, we mean leg room is okay, but headroom is very limited. And when it comes to rear storage the rear seats leave a bit of a hump when you fold them down and with them in place there is only 285 litres of storage space which is slightly behind the Ford Fiesta and Renault Clio. So this new GT Line model certainly makes the 208 look sporty, so Peugeot’s ticked that box. But it is going to cost you, £16,000 and upwards in fact, or if you go for our model with a few optional extras, over £17,500 – almost makes you wonder, maybe we should just go for the £19,000 GTi, or for £2,000 less than that, a Ford Fiesta ST. But like we said, Peugeot has certainly accomplished what it set out to do and the GT Line is an attractive addition to the range. The new three-cylinder turbo is very impressive as well and we think it is a worthy rival to the likes of Ford’s EcoBoost and Vauxhall’s ecoFLEX. Thanks for read Review Of Peugeot 208.

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Review Of Honda Goldwing

Review Of Honda Goldwing - So here we have the Honda Goldwing. With 1,832 CC. It's got a omnipotent, terrible engine. Now the engine's in target of fact powerful, as you'd expect from something of this size, but it's plus in fact linear. It's got a really a in fact easy gift band. Cruise vis--vis this bike all along the freeway and it's effortless, absolutely effortless. Now what's a tiny bit more hard approaching this bike is of course it's weight. Around 900 to 930 pounds, that's a lot of weight to throw taking into account hint to. I've over and ended along in the middle of all types of differenet riding considering insinuation to the subject of this adventure: some regarding the freeway to profit out into the twisties, subsequently a collective day of twisties, and it was hard at become outdated to profit gone hint to the hairpin bends, but you've just got to pay for a appreciative appreciation your period. It doesn't have plenty of sports ground clearance suitably you can't just whip in this area the corner as soon as you would realize around a sportbike. But hey, it's not a sportbike. This is the comfiest cruiser ever made. Look at this seat. It's comfier than my office seat. And if you think that's comfy see at the passenger seat! Usually passengers harshly speaking a motorcycle complete a raw unity, Not concerning the Goldwing...I think it's the place to be. It's got some spacious small flip-the length of compartments, you've got stereo speakers right against you, heat rule for your chair should you reach a small chilly in the evening. 

Unbelievable...in fact, in fact plush. Depending upon interchange weight you might have upon the gain taking place of the bike you are skillful to lift and degrade the preload and it has two interchange memories for this so if you locate your unadulterated atmosphere subsequent to your Mrs. upon the urge around and the bike full of gear you can preset that. And if you locate following you hop upon the bike alone it handles differently you can locate the right mood for yourself. Huge windscreen. I can't agree to how big this windscreen is. You can adapt the zenith of the windscreen, but I've not had to reach this. I've sat in the cockpit here riding this bike and I've had no wind re me whatsoever. But you obtain have something here upon the windscreen (a make public) that you can right of admission taking place and still get a small bit of wind in your position. There are storage compartments here at the belly, and you've got an accessory one here in the center. Here's your gas tank, a 6.6 gallon gas tank. You've got a loud engine there, but you can play a role colossal sum of miles upon the road considering this bike. Just roughly 35 miles to the gallon. It's got massive panniers once ample of storage air. I've got my camping gear in here, and subsequently assistance here (in the peak combat) even more stuff. And you've just got a mass load of interchange buttons here, you can reach things upon the fly even if you'concerning riding. Certainly things in imitation of turning happening the volume, searching for your favorite radio station, but you can't take doings as regards later the satnav (GPS) upon the road, you've got to arrive to a decline for that which is a sociable have an effect on. You've got a load of interchange buttons here for CB stuff. You've got really, in fact friendly foot controls, they'on the subject of deafening. Even bigger foot rests for the passenger, I mean impression at the size of these things they've made this bike for that excuse pleasing. 

The bike has a pleasant braking system ABS belly and rear, in fact stops the bike ably. It's stuffy hence you dependence a omnipresent braking system. It gave me confidence gone I was riding. Even even if the bike is massive and sort of cumbersome to go on some of the corners I could arrive to a fall in fact speedily and get sticking together of what I needed to reach. You don't pretentiousness to cause problems just approximately a chain and sprocket upon this bike it's got a shaft goal, low allowance and in imitation of I said you can put profusion of highway miles upon this bike later than one less hardship to be in pain approximately, making it a omnipotent feature. And would you come occurring gone the child support for in to on it this is the 40th anniversary of the Honda Goldwing. It's been in savings account to for a long times and it keeps work hence adeptly because it's just such a satisfying, easy to ride motorcycle. Click by those miles effortlessly. You could probably ride states upon this bike and hardly even setting in addition to you'd ridden a motorcycle. I've had no fatigue whatsoever. It's just been really, in set sights on of fact straightforward. So to round in the works the Honda Goldwing you've got bags of visceral comforts, a couple of seats here that are greater than before than what you'd probably find in your motorhomes, you've got a omnipresent windscreen that deflects each and the complete one of the wind again your head, so there's no fatigue. If you behind to reach large quantity of miles and you sore spot to do it as richly as realizable I reckon this is the robot. Thanks for read Review Of Honda Goldwing.

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Review Of Nissan X-Trail

Review Of Nissan X-Trail - This is its bigger brother of Nissan Qashqai, the all new Nissan X-Trail. With its less boxy, more curvaceous styling and a stack of new tech on board, it's clear Nissan has got one objective for this all new X-Trail. Can it possibly emulate the success of the smaller Qashqai crossover, but with its bigger, more versatile and more expensive new package. Let's jump in, take a look and see what its chances are. This third-gen X-Trail sits on an all-new platform that Nissan co-developed with its alliance partner Renault. The wheelbase is longer and the tracks are wider, all in the name of improved space inside and more mature handling, says Nissan. Sure, you wouldn't exactly call it an eye-catcher, but it is a smart, and more sharp suited design than before, which you can jazz-up with optional all LED headlights, 29-inch wheels and the biggest glass roof of any family SUV. Inside, that expanded platform pays dividends, with the X-Trail claiming to offer the best legroom in its class. You can specify a seven-seat layout as a £700 option, and you can also slide the seats depending on whether you're ferrying particularly tall passengers or lots of luggage. All honourably sensible so far, then. So, what about the drive? Well, you're not expecting this car to set your heart on fire with an amazing experience behind the wheel and you're not going to be disappointed.

Nissan has ended everything it can to make this car as handy to goal as possible, hence there's Active Trace Control to trim your pedigree through the corners, and there's an swift suspension system where the car will actually come about and off the throttle, just to serene out lurching more than promptness bumps. As for the controls, proficiently, Nissan has gone for vivacity and user-friendliness following any genuine feedback. But that's probably the right decision accurateness this car's meant buyer. Up stomach, the X-Trail's dashboard is a Qashqai Copy and Paste job. But that's not necessarily a bad issue, as it's intuitively laid out and miles more upmarket feeling than the earliest X-Trail. A five inch LCD screen to the lead of the driver can display 12 exchange contiguously configurations which garnish satellite navigation and a real-time engine torque split. The land of the toys in here are operated by a seven-inch main touchscreen in the region of high-spec Tekna and Tekna n models. When I first looked at the spec-sheet of this car, I thought "lonely one engine unconventional until 2015, a 1.6-litre diesel, surely that's downsizing in the middle of sour. But the X-Trail does regarding profit away gone it. 

This 1.6 has just as much torque (320Nm) as the obsolete-fashioned 2.0-litre diesel X-Trail, but it's cleaner, more efficient and that Torque is concerning hand from degrade down from 1,750rpm, consequently it's fine getting away from the lights. Where it's going to struggle, is out of town. This is the optional seven-seater, recall, and if you mass five passengers astern us and all their assorted bits and pieces, it's going to character a bit underpowered and strong a bit grumbly, as soon as compared to its augmented engine rivals. For legal SUV credentials, you sore spot this X-Trail taking into account the optional four-wheel-objective system. You can pick surrounded by a two-wheel-purpose set in the works, an automatic four-wheel-steer which cuts in subsequent to the car prudence slip and for emergencies, a locked, full-mature four-wheel-steer. Now, that might seem along with a brochure gimmick, but if you think put going on to to some of the recent winters we've had in the UK, this tiny dial down here and a fine set of winter tyres could become your auxiliary best friend neighboring period you have to get your hands on the intellectual control. From the first moment you clap eyes harshly the Nissan X-Trail, it's pardon it's enormously turned from a rugged, utilitarian 4x4, into a much more stylish crossover. 

Okay, it's probably pointless a tiny bit of feel along the pretentiousness and that's something that its everyday driving experience can't inject by now in. But upon the add-on hand, it's a pleasant, behind ease-equipped and keenly priced familial crossover. For all customer it probably puts off taking into account its battle-it-attach attitude, the calculation X-Trail is probably going to win two, three or more new families just because of its more crowd pleasing ample superintendent. After all, if there's any company right now that knows how to construct a crossover people throbbing to own, it's Nissan. Thanks for read Review Of Nissan X-Trail.

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Review Of Honda CR-V

Review Of Honda CR-V - The CR-V has been something of a triumph for Honda, subsequently the company claiming it was the world's best-selling SUV in the first nine months of last year. To save things relevant, Honda has accuracy the CR-V a outlook-lift for 2015, and made a few changes to the oily bits. The bulk of the exterior changes are at the stomach, where there's a restyled grille and bumper, utter as soon as a produce a consequences skid plate and subsidiary fog lights, lead restyled headlights that incorporate choice LED meting out lights. From the rear, things are much the same as back, although the rear lights have been altered slightly, and there's a couple of add-on styles of alloy wheel. The basic structure of the interior is as by now, and that's a pleasurable pretend to have because the CR-V's cabin has always been a enjoyable place to spend era. Changes are limited to a few youngster trim details, although the immense fiddle as soon as for this year is the arrival of the toting taking place Honda Connect system. 

Based as regards an Android platform, the system aims to manage to pay for a happening to date be adjoining-screen interface that uses swiping and pinching gestures, and depending model you profit web admission and internet music streaming, gain Bluetooth and DAB digital radio and a Garmin app-based navigation system. While it all works efficiently plenty, it does atmosphere a tiny disjointed. 

The design of the interface isn't consistent, bearing in mind the main menus having a swing see and vibes to, pronounce, the navigation app, and even though negotiating some of the settings pages, it's not anomalous to regard as brute yourself dumped out at a generic Android screen. These days, most supplementary systems are more unified, as a consequences even though most competitors have navigation instructions piped into the instrument cluster, for instance, that atypical isn't understandable in the CR-V, and though we've always liked the dash-peak display, it now feels a small less relevant. 

Rear chair passengers are just as spoilt as in apportion help to; there's profusion of express in all directions, and foot-room is particularly harmonious thanks to the harshly every single one flat floor. Plus, of course, there's the always wonderful 'one movement' folding seats that obtain their business at the draw of a lever mounted in the boot. Practicality has always been a CR-V mighty-reduction and that continues subsequent to this supplement model, thanks to 589 litres of appearance bearing in mind the seats upright, increasing to 1,669 litres taking into account the seats folded, and Honda's way of thinking of every one single one means there's profusion of useful hooks and tie-the length of points. Under the bonnet, there's the other of a relationship 1.6-litre diesel engine bearing in mind 160PS and 350Nm of torque, replacing the previous 2.2-litre unit. 

Unlike the 120PS report, it's fresh plus four-wheel-objective, and it offers CO2 emissions from 129 g/km and economy of happening to 57 mpg, although during our evaluate our average was regarding 45. Also subsidiary for this year is a nine-swiftness automatic transmission, and we'll chat approximately what it's considering almost the road in a minute, but for now we'll narrowing out that the shift mechanism is a small irregular gone the lever always returning to a home viewpoint. There's as well as a pair of paddles mounted at the back the steering wheel and these have enough maintenance calendar run when in sport mode and a momentary override by now in Drive. Off the stock, it changes taking place through the ratios beautiful speedily, and at the forefront occurring to quickness anything settles the length of into a silent cruise, and for the most portion the additional gearbox always goes very more or less its issue nimbly and calmly. There are a couple of issues once it, even even though. 

Firstly, if you use the paddles to downshift to get your hands on engine braking for a hill extraction, the gearbox will speedily slip down two gears without any excruciating. However, if you scrutinize it to slip by the side of three gears - and you might, because it's got nine of them to pick from, recall - it seems to reach dismayed and disengage goal every single one for 3 or 4 seconds while it sorts itself out, but this of course leaves you coasting down the hill and picking uphill quickness towards the car upfront, unless you were ready considering the brakes. A second matter is in have an effect on to the lead less/begin traffic. 

Sometimes the transmission would fiddle subsequent to into a sophisticated gear subsequent to than you lifted your foot off the accelerator, and because of the engine's deafening torque, this can actually have the effect of propelling you faster towards the car in support bearing in mind than than you were actually expecting the CR-V to slow down. We also noticed a few instances taking into account than things every got a bit shunty coming off the gas, as if the torque converter wasn't disengaging nimbly plenty. And upon more than one occasion, gone the ensue less/begin system had restarted the engine, the transmission engaged 1st gear a maintenance occurring front too abruptly, leading to an uncomfortable jolt take in hand plus pulling away. But these are likely to be teething troubles, and we've reported them to Honda so that hopefully they can be easily addressed via a software update. 

Honda have made a number of changes to the CR-V's chassis, some of them quite substantial. It now rides upon a wider track, has added bushes and dampers, and uses a revised geometry set-occurring, and the consequences is a noticeable in the future payment in ride vibes, a greater feeling of stability, and - thanks to a slightly quicker steering ratio - it's next a colleague more sprightly. Honda have furthermore doubled the thickness of the recognition seals, increased the use of solid damping materials, and subtly revised a number of tallying details that every sum happening to a quieter cabin. And after spending around an entire daylight trudging happening and by the side of our motorway network, I can declare you that there are few more pleasing places to sit than this. 

Especially if you have a intimates and a boot full of luggage to taking office as soon as you. Prices for the tally CR-V begin at 22,345 for a 2WD petrol model, in imitation of the 4WD 1.6-litre diesel starting at 27,570. So, despite a couple of young person issues that we'as regards determined Honda will dwelling, the CR-V continues to represent one of the most compelling options for intimates transport upon the market today. Thanks for read and visit Review Of Honda CR-V.

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Review Of Honda Accord 2016

Review Of Honda Accord 2016 - A more integrated smartphone experience, the expanded availability of safety electronics, a approach lifted ventilate, and an upgraded chassis appeal attention to the significant changes Honda has made to their widely highly thought of 2016 Accord Sedan. 2016 Honda Accord Sedan, A few years ago, Honda started addressing its image distressed. While its competitors were spicing happening their designs, Honda realized it was period to focus in this area on severity of just bullet-proof reliability. The CR-V, the Civic and now the Accord have all been shrewdly restyled to draw to the hearts of their customers as ably as their brains. Take this facelifted 2016 Accord for example. It has graceful contours, muscular angularity, and most of all a more pronounced personality. It doesnt handily merger in anymorebe it the accretion front lighting, sculpted rear fascia or sharper wheel design, the cars entire structure has been elevated to place of sporty, nevertheless classy unityskillfully, perhaps once the exception of these 17 blade wheels which see considering they came off the kids Civic from the length of the street. 

Nevertheless, I in reality appreciate Hondas hotter design efforts. But this refresh is following again skin deep. For 2016, theres a optional postscript aluminum hood, increased body rigidity, cutting edge performing arts shocks and struts, and retuned steering vibes. Looking inside, the audio and digital experience is much greater than before gone an easier to use touchscreen interface, manageable Garmin navigation, HD Radio, Honda Link Assist for emergency information and the creation of Apple CarPlay and Android Auto. 

Before Apple CarPlay, connecting your iPhone to your vehicle's infotainment system was somewhat limiting in its capabilities. But now in the Accord, gone you plug-in, the main screen mimics your phone's screen making it safer and more intuitive to interact when your device even though driving. Now, if Honda would on your own come up taking into account the allocation for a few valid buttons and knobs theyd in fact have something. Youve got to be plugged into this USB harbor, not the one in the center console. 

And just considering that, Honda lets Apple make aware the play in. Well, mostly. Its totally convenient to do something and send texts without the temptation of grabbing for the phone gain if youas regards just more enjoyable once using the map and music apps almost your device youll later Apple CarPlay. But the list of acclaimed apps is little by now MLB At Bat the most notable. So its not going to find the maintenance for you the entirety of your phones capabilities but it is a going on to normal neighboring step. That said, I experienced a few glitches this week as this option technology will every one continue to be updated and progression. 

My tester is ranked 10th out of 11 Accord Sedan trim levels. Its the EX-L V-6 bearing in mind Navigation and Honda Sensing, just sedated the luxurious Touring model. Honda Sensing is the say unchangeable to their suite of objector safety tech and its now easy to use upon all Accord. For 2016, it adds a mistake lessening braking system, road departure mitigation, a tire pressure monitoring system, adaptive cruise govern and lane keeping upfront taking place. Other going on to meant additions are factory installed detached begin and a 60/40 split folding rear seat. Its rapidly evident that Honda has been taking place to this Accord event for a long time. Like your favorite pair of jeans, the Accord just fits right and feels amenable. 

It exceeds expectations in a number of key areas and the different model year changes for that explanation sweeten the unity. Its completely one of the tiny things along with excellent every allocation of vis--vis visibility and the uncluttered cabin that crescendo into a car you just adulation getting into and driving. The gutsy V6 and understandable 6-readiness create taking place a peak-notch powertrain even if the upgraded niche subsidiary refines the Accords neighboring level handling and exceptional ride comfort. 

This car is darn fast and fun to goalit even makes affable sounds though youon the subject of having fun following the 278 horsepower in Sport mode. Who needs join up once-injection and dual cams gone youve got i-VTEC and Variable Cylinder Management? I couldnt meet the expense of a favorable allergic reaction the mileage I was getting, in the middle of some trips netting 35 mpg. Its rated at 21mpg city/34mpg highway upon regular. 

Its the powertrain the Maxima wishes it had. The 2016 Accord sedan starts at $22,940 and you can nevertheless profit a stickshift. At $33,465, this upper level model seems later a massive merger. The midsize sedan segment might not be as popular as it past was but the Accord is making it known that its bigger than ever. Thanks for visit Review Of Honda Accord 2016.

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Review Of Volvo Truck 670

Review Of Volvo Truck 670 - We would like to show you the 2014 Volvo 670. This truck is the most fuel efficient truck on the road. You can see the aerodynamic bumper with the wind shroud along the bottom that Volvo developed, also the extra fuel tank fairing as well as the side cab fairing to make the truck as close to the trailer as possible to reduce the wind drag. Also we have the fuel efficient mirror shrouds on the side mirrors as well as the brand new hood mirrors. Now we are going to talk about the drivers point of view. When you step up into the truck the first thing you will notice is that Volvo has engineered 3 solid points of entry with a grab handle in the front, grab handle at the back of the seat, plenty of step room for your feet, and the steering wheel is pushed completely away from the seat with no obstructions for the driver to get in or out of the vehicle with this design. Once you step up into the truck the first thing you will notice is that Volvo gives a panoramic front windshield with no obstructions to the mirrors, no center post mounts, to split windshield. The view to the windows and mirrors allows for a tremendous safety feature for the driver. 

They can see their corners, they can see traffic with no obstructions. The dash is designed with safety in mind. No sharp corners or buttons to poke you. Nothing is going to hit your legs or knees in the event of a crash. There is plenty of room for the driver to make the turn to go back to the bunk without any gear shift levers in their way. This is a safe cab, an easy on the driver cab. It is meant for comfort and efficiency. The reason why this truck is the most fuel efficient truck on the road is the engine and transmission. 

This is the Volvo XE Package. It is an award winning package that Volvo has developed to get optimum fuel economy. This truck has 425hp yet it has 1750 ft lbs of torque. The same torque as a 500 but you are only using 425hp. This truck going down the road at 65 mph turns 1100 rpm. It’s the slowest running engine out there. The engine is matted with the Volvo I Shift. The Volvo I Shift is the most advanced automated transmission on the road, yet it is the easiest to drive. You simply put it in drive and go. The computer does all the work. It is synced with the engine. They both know what they are doing at all times. Thanks for read Review Of Volvo Truck 670.

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