Audi Q3 Changes Its Face

Audi Q3. The new Q7 focuses the expertise of Audi. Stunned by the fun and variety of choice, the buyer of a new car is rarely asked about the price it will be worth when it comes time to part ways. Oh sure, it will have taken care to choose a diesel engine version, arguing that his natural sobriety increases its appeal on the second hand market. In doing so, the consumer forgets that ease of resale of a model does not prejudice the good performance of its rating.

For proof, our colleagues at the weekly Auto Plus report in their annual review of trends in the second hand market that also broadcast vehicles and also ran the compact MPV Citroen C4 Picasso and Volkswagen Touran lose on average 30% of their value as soon as the dealer affix license plates. Older, competitors Peugeot 5008 and Renault Scénic undergo a discount of 38% during the first year of release. Hard.

The causes of this dizzying plunge are well known. In a highly competitive market segment, a model arrived late career grants discounts on the sales price that accelerate all his haircut. Still very new, the Citroen C4 Picasso does not suffer from this problem. However, customers may turn away from traditional minivans in favor of compact leisure vehicle that for them the novelty. Here we find the reasons for the success of the Nissan Qashqai, recently renewed, and the Peugeot 3008 and the Volkswagen Tiguan, new favorites families.

Those who can afford it run more willingly in Range Rover Evoque in Mercedes-Benz GLA, X1 BMW or Audi Q3. This is one of the champions of the dimension of the occasion, with an average discount of 35% in four years. Instead of only ten months for some competitors.

Audi Q3. Q3 exception to the rule that the restyling Audi are discreet, not to initiate the value of the outgoing model. With its popularity, the Audi Q3 could accommodate a cosmetic overhaul at least, like the one advantage the Audi A1. After all, the measured changes contribute to preserve the value of Audi that does not have a reputation for suddenly take a "getting old." Only Ingolstadt thinkers wanted to use this term to mid career to inaugurate series drawing the grille called "advanced three dimensional effect." It will be the prerogative of the Audi Q family of the future Audi Q1 the new Audi Q7, through Q3 and Q5 restyled.

With 7,556 copies last year, Q3 was the third Audi the most sold in France and the fifth in the world. It must be said that France is at the forefront of grassroots movement that promises to bring to 500,000 sales of premium compact SUV segment in Europe in 2015. The Audi Q3 ahead of the Volvo XC60 (76,078 copies against 62 650 ex.), The BMW X1 (61734 ex.) and the Range Rover Evoque (50,828 copies, source JATO Dynamics).

Q3 Audi says will differentiate the style of its SUV. Audi has chosen to anticipate the hardening of malus regime which would have a deleterious effect on sales of the Q3. All versions, the average decrease consumption by 17% at the discretion of the compliance engine with Euro 6.

The entry-level, 4-cylinder petrol 1.4 TFSI 150 hp but still shows a switching device wins half the cylinders. Result, falling consumption of 5.9 l / 100 km on average 5.5 l / 100 km for emissions of 127 g / km of CO2 against 137 g / km before. Appreciable.

Audi Q3. More remarkably, the 4-cylinder 2.0 TFSI wins ten horses (variants of 180 or 220 hp) while emitting 29 and 25 grams less CO2 per kilometer. Diesel engines also see their CO2 emissions down 10 to 21 grams per kilometer on average despite an increase from July to October horses.

All the wicked penalty of more than 2.2000 euros so disappear and most of Q3 are not punished beyond 250 euros. Highest taxed is the Q3 2.0 TFSI Quattro 220 with 1,600 euros. This should contribute to increase beyond the 10% share of gasoline in Q3 sold in France and encourage customers to spend more in their car equipment.

Already, the Audi Q3 are controlled to 70% of them in one or other of the two top finishes and Ambition S line Luxe. They are enriched this year with the arrival including intelligent xenon headlights series or, optional on all engines, the robotised gearbox S tronic dual clutch (the equivalent of the Volkswagen DSG). This does not make the Audi Q3 the best balance between price and recreational vehicle market equipment, far from it, but his fellow X1 BMW and Mercedes-Benz GLA prove somewhat less generous yet (click to view rates Audi Q3 2015). A satisfaction that will help get the pill when signing the order, with the certainty of the time came to enjoy this legendary ease of resale.

In summary

Audi Q3 2.0 TFSi 220 Quattro (2014)

From 42,450 euros to 47,450 euros (154 to 168 g / km CO2)

Most elasticity and discretion petrol engine

Comfortable despite the mass and large wheels

Efficient driving behavior

Controlled consumption

One of the weakest market discounts

Therefore less price (though well placed compared to BMW, Mercedes)

Habitability rear initiated by the sports seats

Exposed rims

"Comfort 4/5

»Price / Equipment 2/5

"Performance 5/5

"Consumption 4/5

"CO2 4/5 Source; automobile.challenges.fr

Mercedes AMG GT S, The New Quick respon

Mercedes AMG GT S. This is the story of a little boy avid sports cars. In the evening, he lets his musings outweigh the winding track and a wonderful desert circuit. He flies his favorite race car, the one that haunts his nights and feeds his fantasies, I named the Porsche 911. Suddenly a gaping grille pops up in the rearview mirror. She proudly displays the three-pointed Star which never constituted a serious threat. Porsche will outrun in no time.

Not this time though. Because the intruder is called Mercedes-AMG GT S. It is the enemy. Presumptuous rival. The GT S approaches to hound the 911. Nervous young fanatic stirs under the duvet: swollen the superiority of his car, he can not believe that Mercedes has the audacity to mine overtake. A moment later, it's done. The boy wakes up with a start and if it was a premonition?

People from Mercedes-Benz and AMG ask nothing better than to convince us that the nightmare of Porsche has finally become reality. They do not would show such serenity if they were some of the qualities of their new car. Paid for us to evaluate.

We must face the facts. Like it or not, the 911 serves as a yardstick for fifty-two years in all sorts of sports cars from the coupe designed for rapid tourism (the base Carrera) to the fireball that sacrifices very performance (GT3). We measure the strength of the 911 myth remembering that it is at once the most controversial sports car and one that ultimately win over as many of his detractors.

The 911 has that talent to its unique mechanical architecture, heresy on the balance plan that guarantees however, improvements in strength, a high level of performance combined with some versatility. Even the most powerful 911 boasts comfort and roominess than competing supercars struggle to match. It was necessary that there is an advantage in having all its engine in the rear!

Although it has long since given up the ultra-compact suspension torsion bars, modern 911 still has a decent boot volume. Above all, it has never parted with his pair of spare seats. Over the years, they helped bury more of a rival rear mid-engine, more modern and more uniform but less roomy. The elders of the adventure of the Sports Car Manufacture (MVS) readily tell that premium Porschistes seduced first by the Venturi turned back when they later discovered that he had to open a small chest of difficult access to file briefcase and jacket. Hard.

Like other rivals declared the 911 before it, the Mercedes-AMG GT will have to comply with sometimes conflicting demands of a clientele that demands style and performance as well as comfort and versatility. If she ignores the rear seats, at least she has a trunk of easy access, ample capacity to carry two golf bags (285 liters against 125 liters only for 911). The opposite would have been unacceptable in the eyes of US customers.

Established on fire base coupe Mercedes-Benz SLS AMG (2010-2014) it does not officially replaces the Mercedes-AMG GT S is based on a shortened wheelbase of 5 cm and weighed about 80 kg less on average . On the road, she demonstrated a speed and a formidable efficiency, which is explained by the extreme rigidity of the hull and the careful distribution of the static load (47% on the front axle). Delivered into the hands of our colleagues in the American press on the Mazda Raceway Laguna Seca, the GT S is easily reached lap times similar to those of the Porsche Cayman and the Porsche 911 Carrera S. A highly efficient machine.

Question chills however, the Mercedes-AMG GT S lets the driver somewhat unsatisfied, and ungrateful as pretentious as it sounds. He is surprised to be regretted that the natural balance of the GT S and the disconcerting ease with which it oozes out of tight corners gum too the feeling of speed. The grip level is such that it allows itself to go around without worrying whether the road is banked or not, dry or moist. It turns and crushes the accelerator, that's all.

Looking like that can reasonably afford to adopt in open country, driving the Mercedes-AMG GT does not claim any special talent or precaution. There are no instructions to assimilate: no need for example to ensure enter cornering load on the brakes to the front or delay the overshoot. Without being noticed, the trajectory correction works with the limited slip differential to help the car rotate, contain any spills and provide the illusion of ease to a lambda driver. A sacred success.

Pilotage fans however will think twice before giving up their Porsche 911 GTS, or even their Jaguar F-Type. Provided they would be wrong to bury the coupe Mercedes-AMG GT: its designers suggest that a declination Black Series - even a more powerful and sportier yet - will handle hold a candle to the 911 GT3. We look forward to taste it.

Explosive, the AMG V8 lives well his conversion to twin turbo. The V8 twin 510 horsepower supercharger pushes hard, very hard. The figures of 3.8 seconds to go from 0 to 100 km / h express only very imperfectly panic needles counters and violence acceleration when crushed the right pedal. Particularly in the "Race" mode that allows the pair of clutches to give Klitschko a few jerks, serving sensations and lap times. Ever this DCT seven-signed Daimler did seemed to hesitate between two reports. In automatic mode, the selection proves fast, fresh and relevant. So the sequential manual mode can actually be limited to use on circuit.

The couple offered by 3.982 cm3 (650 Nm from 1750 to 4750 rev / min) than enough to erase the response time of the two turbines, if any. Their discreet whistle quickly covered by the noise of the exhaust and rolling. Particularly by the latter, far superior to what Porsche had accustomed us.

Ergonomics upset. When opening the door of the GT (articulated on conventional hinges not on the house), one is amazed by the size of the center console. Oddly, it seemed less large photographs. Its imposing size gives the impression of a more narrow cabin it actually is. Fortunately, it does not encroach on the space devoted to the right of the driver knee.

This sits well back, as close to the rear axle. It's good for the driving experience, a little less for comfort. Amortization very relaxing flanged rear strikes blows racket, even "Comfort" mode. Mercedes-AMG we regret that did not choose to better distinguish the damping laws piloted in the image of what Porsche. Some of our colleagues have even ventured to profess that the 911 GT3 better preserved their lower back.

Very remote, the driver is also shifted to the left, in a surprisingly wide cockpit. Mercedes-AMG GT extent indeed against 1.94 meter wide 1.85 meters for the Porsche 911 Carrera S and 1.88 meters for the Chevrolet Corvette Stingray, more reasonable in this respect than its predecessors. This is the Mercedes-AMG inherits its predecessor central location before his engine with gearbox rejected against the differential on the rear axle. Although officially shorter by about 9 cm as atmospheric V8 it replaces, the new twin-turbo engine encroaches heavily on the cockpit. Hence the huge center console.

Still, it is easy to find a comfortable driving position aboard the Mercedes-AMG GT, although it is regrettable that the steering column does not back further. The driver pestera too far back against the implementation of the control lever of the robotized gearbox with double clutch. It is rumored that this location was dictated by the insistence of US customers to have two large cupholders hand. Rather than the elbow.

From both sides of the lever, there are eight buttons (as much as cylinders in the engine, says Mercedes) of indiscreet strong allure that control the volume of the radio, the damping law or even the passage of the box manually. Obviously, Mercedes-AMG did not fall into the trap of the buttons to the Porsche, illegible because too close together. But to be satisfied with this crude drawing ...

Of all these buttons, our favorite is the one located at the bottom right. It has on our brain neurotic the same effect as that of a candy bar on laboratory mice: very quickly you get used to actuate to get our dose of fun. A pressure sufficient to free the voice of the engine and enjoy the barking of the exhaust.

The boss Tobias Moers AMG is proud to state that prohibited any use of systems - very fashionable - amplification or sound simulation. No sound synthesis on GT S: the rumbling idle and at high speeds metal art are those of the V8, along backfiring in "Race" mode. In town, dirty kids that we take pleasure in turning the heads of passers-by. This hardly costs us since it is possible to set silent on their most loquacious fashion while maintaining the damping position "Comfort".

The GT S is not the queen of cities. The overall width of the GT S implies a habituation period, especially in cities where the vast hood double bubble seems to hide the three meters above the ground the car. Result, the pilot gradually enhances the seat of his chair, even sacrificing the ease with which it takes place in the excellent bucket seats, under the vast glass roof. Station to back strain!

Despite these minor defects in a sports car, the Mercedes-AMG S GT proves to be a very livable craft daily, shorter and more manageable than the SLS AMG. In town, however, the driver pestera against the lack of return of the steering forcing to support the online delivery of wheel movement. Same yaw output, where it is appropriate to adopt the academic position of the hands on the steering wheel to avoid swerving and chaotic trajectories.

That's not the biggest criticism that can be formulated against this direction with the assistance does not decrease with speed enough for our taste. Light and delightfully direct in town, it is a little too bright in a straight line where it runs at high speed of a balance as soon as the road movement deteriorates. This phenomenon would not be embarrassing if the driver had armrests at the right height, as on the 911. Even the damn console too wide!

Note that our test GT S did not benefit from the Direct-Steer specific sport Dynamic Plus Pack AMG deemed "optimize the transmission of longitudinal and transverse forces" in the steering wheel. Playing with different driving modes (standard on GT S, optional on the GT which will be released in July 2015) unfortunately too few improves the consistency of management.

Mercedes-Benz S GT, from 144,000 euros. Budget side, the Mercedes-Benz S GT does not curtail her attire even if it lowers the entry ticket compared to its predecessor SLS AMG. With 510 horsepower and a price of 144,000 euros, it is between the 911 and the 911 GTS Turbo (click to check prices and Mercedes-AMG GT options). As time Sir William Lyons however, the best ratio of price, performance and pleasure is to find next door Jaguar, with F-Type. Not surprisingly, the list of options and the Mercedes-AMG GT S customization accessories simply proves stunning. As for consumption, if it officially at 9.4 l / 100 km on average, we found the figure of 15.1 l / 100 km after a test day. Great indeed is the temptation to seek AMG V8 so well with the Mercedes-Benz dual clutch transmission.

An all-new twin-turbo V8. Code Name: M178. Officially, the M178 engine of Mercedes-AMG GT is the first designed independently by AMG. A closer look, however, the engine did not start with a completely blank sheet. The 3,982 cm3 V8 that correspond to eight times per cylinder 4-cylinder 2.0 turbo "square root" of the Mercedes-Benz CLA 45 AMG. Clever.

The twin turbo V8 M178 swapped some noise charm of the old M156 / 159 air against an overdose of torque and power, available later in the towers. For the first time in the German manufacturer, the two BorgWarner turbines are arranged in the hollow formed by the two cylinder banks (Anglophones speak of "hot-V8") in the manner of what is done at Ford, BMW, Audi and Bentley. The advantage of the shortened intake pipes is twofold: less thermal losses and a short response time.

In return, the turbos overheated demand a specific arrival fresh air that works even stopped. And they increase the size of the motor in height, despite the presence of a dry sump lubrication of slim. Look no further reason for the height of the hood of the Mercedes-AMG GT.

In summary

Mercedes-AMG GT S (2015)

144,000 euros without options (124,900 euros for the GT version)

The most phenomenal grip and efficiency

Engine and exhaust sound to die for.

Room for two. For only two with luggage.

Box fast double clutch, soft and relevant.

More affordable than the SLS AMG. Easier to live ausi.

The less limited field of view by the huge hood, very high.

Gear lever and center armrest down too.

Overall width consistent.

Road noise.

Amortization too dry in "Comfort".

Too light at high speed direction; too isolated from the road.

"Comfort 3/5

»Price / Equipment 2/5

"Performance 5/5

"Consumption 3/5

"CO2 3/5

Source; automobile.challenges.fr

Skoda Passat Superb

Since the launch of the Octavia there two years, Skoda has undertaken a major project in the revival of the style of its models. The small Fabia and now the great Superb display all crisp, sharp lines and more balanced proportions. Regarding the latter, which has just been unveiled and made his debut at the Geneva Motor Show, it draws inspiration from the concept car Vision C, unveiled a year earlier. For the first time in its existence, therefore, the Skoda Superb forgets his somewhat awkward proportions, the result of a design that was posing before the habitability elegance.

Despite its slimmer profile, which vaguely recalls the Lexus LS, the Skoda Superb reassures his followers (which include taxi drivers and VTC), promising "a limousine habitability." This is partly to the credit of the length up (+ 2 cm), which binds to 4.86 m. This is also 9 cm longer than the Volkswagen Passat. Czech manufacturer announced more generous internal dimensions than its predecessor: + 4 cm elbows in front and + 7 cm at the rear. The boot capacity is 625 liters him.

In addition, the board displays furniture finishing up with high-end materials. From the start, a high-end version Laurin & Klement propose a refined interior with leather upholstery, GPS, electric seats, controlled suspension and xenon headlights. also note the appearance of Apple Car Auto Play and Android systems.

However, it does not mix apples and oranges. Despite these qualities, the Volkswagen Passat retains a richer interior in detail. Moreover, the Active finishes (manual air conditioning, anti-collision radar, steel wheels) Ambition (zone climate control, alloy wheels, chrome, touch screen, automatic wipers and headlights) and Style (adaptive control, parking sensors) will be the wholesale sales.

Like its cousin the Skoda Superb is based on the MQB modular platform of the Volkswagen Group. The newcomer is so far the most impressive model technique base. Under the hood is the petrol four-cylinder 1.4 TSI turbocharged, two versions of 125 hp and 150 hp (the latter version is equipped with cylinder deactivation). Above the 1.8 TSI with dual injection develops 180 hp. Finally, two versions of the 2.0 TFSI coiffent the range, 220 hp and 280 hp. Both engines are respectively taken from the Golf GTI and Seat Leon Cupra.

In Diesel, the 1.6 TDI 120 hp is the entry level, while the 2.0 TDI is available in two sizes: 150 and 190 hp. The dual-clutch transmission and seven report is available on the 1.4 TSI, 1.8 TSI and 1.6 TDI. DSG six report is optional on TDI 150 and delivered automatically on TDI and 2.0 TSI 190. Finally, note that AWD is imposed with the 2.0 TDI and 2.0 TSI 190 280. That same AWD is optional (with manual transmission) over the 1.4 TSI and 2.0 TDI 150 150. For now, Skoda has not disclosed the price or the release date of its new Superb. Furthermore, the launch of the sedan is a priori a start. It would be surprising not to see land a break in stride.

Audi Continues The Revolution With Prologue Before

Audi continues its revolution with Prologue Before. CONCEPT CAR A new designer, new style. Show in Show, Audi has evangelize the world with a review identity. In Geneva, it will be with the Prologue Before Concept. The new Q7 focuses the expertise of Audi. It is customary for every man to be able to mark his mark on history. If politics, this means decrees and reform, automotive, designers tend to sign their paw pace ranges that umbrella. Recently arrived at the head of Audi style, Marc Lichte is no exception. It thus aims to significantly change the style of the brand by focusing on the fundamentals that are the IMSA GTO 90 or first generation TT and A8.

Unveiled at the LA Auto Show last, the Audi Prologue Concept was presented in the form of a high-end cut of an equivalent size to that of a Mercedes-Benz S-Class Coupe. Immediately identifiable as an Audi, this study differed, however, by working on the proportions, including much more muscular wings that most models in the current range. In addition, the single-frame grille gained in width, at the same time she earned more acute angles.

After Los Angeles, the second episode will take place at the Geneva Motor Show. This time there is no question of cut but a type of bodywork entrenched in the tradition of the brand with the rings, break, obviously named before. Aesthetically, it Prologue Before inevitably reminds a modernized RS6, both by its blue tint on the sketches (who dressed the RS6 on the photos of the launch) and by its bodybuildées wings. Although in regard to this last point, the concept car goes even further than the break steroid in the current range. The influence of the IMSA GTO 90 cited by Marc Lichte is not in vain!

Obviously, parentage oblige, the front panel is fully reversed (aluminum inserts apart) Prologue concept. This wide and low muzzle seems even more aggressive associated with the body of a station wagon. Finally, note the steeply raked rear pillar, which is reminiscent of the very special silhouette of the Audi 100 before 1983. It is nice to see that Audi finally manages to reinterpret some elements of his story, despite an obvious complex on this ground to its rivals Mercedes-Benz and BMW, and even Volvo.

Inside, everything is almost common between the Prologue and the Prologue before. Here, as on the outside, Marc Lichte has brought a substantial evolution without operating a flagrant break with what is already being done at Audi. The handset is fully digital counters and in the wake of what exists on the latest generation TT. Furthermore, the screens are becoming increasingly present, stretching right up to the passenger to better display the quattro signature, dear to the designer.

Prologue Before wants close enough to the series and this concern is found under the hood. Thus, this concept car adopts the rechargeable hybrid drivetrain of the new Q7 e-tron, which combines a V6 3.0 TDI diesel with an electric motor, all delivering 450 hp and 750 Nm. Thus, this concept car ads acceleration from 0 to 100 km / h in 5.1 seconds. Moreover, the frame is four-wheel steering. Source; automobile.challenges.fr

Yamaha Tricity, Three Wheels Scooter

Yamaha Tricity, Three Wheels Scooter. Well after Piaggio and Peugeot Quadro, Japanese Yamaha enters the scooter market with three wheels. Its new model produced in Thailand is also available under the brand MBK sister. Primarily designed for urban use, the Tricity 125 has remarkably compact and shows more than a scooter menu GT 125, as the X-Max for example. Tricity dimensions are comparable to those of a small two-wheeled scooter. Despite the presence of the LED lights front and rear, the design does not shine by its audacity and modernity.

The Tricity is distinguished by a very flat floor to ask a bag. An eye-bag is also present in the deck. His lengthy saddle proves neither too high nor too wide, which allows those who have small legs to easily put your feet on the ground. Beneath it, you can easily store a full face helmet but only a small bag, since the location is rounded. The passenger has two handles to hold and rubber foot rails.

At the front, we would have appreciated the presence of a small storage and flyscreen is too small to protect from the weather, just like on a scooter with big 16-inch wheels. We finally focuses on the pretty picture and fully digital full board, including the time at room temperature and left to right. Some practical information can be scrolled for maintenance, as the time until the next oil change or change in the belt. To a scooter as three small wheels with a distribution of masses before ideal rear 50/50 Yamaha uses a nosewheel compact and a tubular frame. The system relies on a parallelogram aluminum that links with a double telescopic suspension travel of 33 mm. There is no tilt lock system, the Tricity stationary on its side or main stand. The wheels are 14-inch and the channel width is 385 mm, 8 cm smaller than MP3.

Yamaha Tricity, Three Wheels Scooter. By design, this scooter appears very light with only 152 kg fully fueled. It is about 40 kg less than an MP3 Yourban and 80 kg less than a standard MP3. By cons with that track width, the engine is only 125 cm3 but we will see that this is not a handicap for the city. A final technical point is to raise the braking is ensured by 3 disc brakes with ABS, but with an automatic coupling front / rear.

Of course you can be disappointed not to have a single-cylinder 125 cm3 of 11 horses to animate the Yamaha MBK Tryptik or Tricity, but his agility will quickly make us change our minds. With only 146 kg on the scale without fuel and a low and narrow seat, her grip proves of great ease. There is no heaviness on the front, even when descending stairs or when turning in a handkerchief. It is found on the handlebars of the three-wheeled ease and stability of a two-wheeled scooter with large 16-inch wheels. The only regret comes from the single-cylinder 125 cm3 liquid-cooled, but only 2 valves 4 and not like an X-Max. Although it is quite responsive in a loaded traffic to jump, it's a little bother to reach its top speed slightly above 90 km / h by sitting up straight. For the rest, the handling and stability to the handlebars of the 3-wheel scooter is excellent and really reassuring, even for smaller riders. Braking is in the same vein. Certainly there is no ABS braking but coupled front / rear is very discreet, easily measurable and actually effective. The large 14-inch wheels at the front and double suspensions provide both an excellent feeling and comfortable, this is less the case in the back with the small wheel 12 inches and classical suspension. However, if we disregard the saddle pushing forward a bit big guys (1.80 m), handlebar hospitality is very nice. In a few meters, you completely forget having three wheels, since no regrets no heavy feeling on the front.

3 wheel scooter Yamaha Tricity (or MBK Tryptik) finally launching this acclaimed Japanese market in France. Intended for the city and a global customer base, it responds perfectly to urban use with success by combining maneuverability, stability and ease of handling. Of course one can criticize his lack of vigor engine to compete, but the Tricity advantage of its light weight and allows the blow to Yamaha to display a close consumption of 2.5 liters per 100 km (41 km / L). Its compact size, low weight and lightness of its front end make it accessible to all without apprehension. In the end for small urban and commuting, it is regretted that the boot volume fairly low despite the presence of a rear wheel 12 inches only. The homogeneity of the Tricity convincing. It is available at a price of 3799 euros making it in France, 3-wheel cheapest market, compared to € 6,299 claimed for the cheapest of the Piaggio MP3, Yourban LT 300 or € 5,999 a 3D Quadro 350.

In summary

Yamaha Tricity and MBK Tryptik

The lighter and compact template

Ease in getting started

Effective braking coupled

The least reduced Cupboards

Lack of alertness engine

Uncomfortable saddle

"Comfort 3/5

»Price / Equipment 4/5

"Performance 2/5

"Consumption 4/5

"CO2 4/5

Source; automobile.challenges.fr

The Jeep Renegade

The Jeep Renegade. Jeep is set to become the world's only brand of the Fiat-Chrysler Group FCA. Also the American he founded great hopes on his Renegade. Treated in detail, as we have seen, it may capsize hearts on a segment in vogue. With the Juke, Nissan has met with success, despite (or thanks to) a very original style. Jeep hopes to follow the path with his Renegade, which also put him on a very personal look. This small crossover does not appear necessarily graceful picture. Volume, however, everything works out: the door to front overhang seems disproportionate to the clichés ultimately proves to be nicely integrated into the width of the wing. It is the same height ratio (1.69 m) / width (1.80 m), which actually has nothing shocking, just as the sides we could have feared too vertical.

Very cubic style Renegade appreciates more in detail. The many raw plastic elements reinforce the appearance of the fighter craft, in accordance with the philosophy of the brand. The immutable seven-slot grille is customizable, including available in black or gray with a chrome surround. We also appreciate the cleverly integrated taillights, with a transparent central part in a cross which is engraved in a return to the style of the grille. Furthermore, the black paint of the roof helps identify the windscreen frame as an independent unit, recalling the foldable element of the illustrious ancestor.

With this model, Jeep has therefore given the means to take the path traced by the Nissan Juke. It did no less to find its place on a segment increasingly crowded. Mention will be made in Europe Renault Captur, Peugeot 2008, Opel Mokka or Citroën C4 Cactus, waiting for the Fiat 500X technically very close to the Renegade. Still, the popularity of urban crossover is global. Reflected in the choice of Ford EcoSport for, that focuses primarily on emerging markets, particularly South America (read our test Ford EcoSport). Even the United States, yet fond of large volumes begin to taste the genre, with the Buick Encore. As the only global brand CAF Group (Fiat Chrysler Automobiles), Jeep aims to counter all these models with his Renegade.

An arduous task requires a flawless product. Especially regarding the interior finish, critical point when a model poses its wheels in Europe. With a foamed plastic dashboard body and serious assemblies, the Renegade appears to have successfully entered. If we recognize the climate control handset from the Fiat 500L, this new Jeep does not forget the typical winks of the brand. We thus find the design of the grille engraved in colorful surrounds speakers. The red zone tachometer splash so no shortage of fun. Finally, if we did not find any inscription "Since 1941), it is without doubt that we did not have the time to search thoroughly. In short, the interior combines originality and quality.

Better still, the exterior styling is not done at the expense of interior space. Thus, the back appears generous living space, especially at the level of headroom. The trunk of 525 liters appears at the top level of the class, given the almost reasonable length of 4.23 m. Nothing exceptional in terms of modularity, however: the seat is typically split. Unlike some competitors so it Renegade has enough stamina to be the main vehicle for a small family. A good point, since this is an important part of customers in this segment.

Like its cousin the future of Fiat, the 500X, the Jeep Renegade is based on the "compact wide" platform FCA, derived from that of the Giulietta and already available to 500L and Dodge Dart. The engine delivers appears broad enough to meet the specifics of every market. In the entry level, there is the 1.6 110 hp air, resulting from the alliance between Chrysler and BMW on the edge of 2000s Europe, two petrol engines will be offered: the 1.4 MultiAir 140 bhp and 170 bhp ( particularly known on the Alfa Romeo Giulietta), both with an automatic stop-start system. Top of the range, there is the Tigershark 2.4 184 hp, reminiscent of the "World Engine", also designed in the early 2000s, in association with Mitsubishi and Hyundai. Grafted from a cylinder MultiAir, this block will not be imported to Europe.

Our markets, it is indeed the Diesel which should win the majority of votes. The four-cylinder comes of course Fiat. The 1.6 JTD 120 bhp is available in entry, along with the 2.0 JTD, version 140 hp or 170 hp. This can be coupled to the optional automatic transmission ZF nine reports, as well as the 1.4 MultiAir (only four-wheel drive for the two blocks) and the Tigershark 2.4. As a two-wheel drive, it is a dual-clutch seven-speed transmission that can be chosen with the 1.4 MultiAir. All engines are available in traction, while a wet clutch AWD is optional. The Trailhawh finish receives a further system with selectable two or four-wheel drive and a high ground clearance of 20 mm (for a total of 22 cm).

Traditionally lagging on-board equipment, FCA strikes a blow on the Renegade. It is possible to get all the modern safety equipment, such as lane departure warning, blind spot warning or automatic emergency braking in town. Comfort, we note the presence of a seat and heated steering wheels, automatic air conditioning or a connected navigation system with touch screen. Still, the press release mentions neither of adaptive cruise control or start and keyless entry. At first glance, the Jeep Renegade appears to have successfully entered. Its style and practicality make it an original alternative to compact. Exactly the type of product required to take out of his Jeep specialist role. Remains a question: that of the weight of this model. For now, the manufacturer has not provided any figures about this, nor for fuel consumption and CO2 emissions of various versions. The lack of offers below 110 hp, as well as the previous one 500L technically close and excessive overweight, leaving some to fear overload. At a time when PSA offers 2008 C4 Cactus around tonne for the foreseeable volume, it could indeed that Renegade exceeds 1300 kg as a two-wheel drive. Implying a race engine power and thus escalating prices. That could affect the dissemination of this model when the French (including the Renault Captur) can be satisfied easily 90 hp. Only try this Jeep Renegade will decide the issue.

Image By; N. Meunier

Yamaha X-Max 125 The Balanced Restyling

Yamaha X-Max 125. In recent weeks, it is not easy to distinguish the Yamaha X-Max 125 and 250, the X-Max 400. Indeed, the first two recently resumed the front of the latter. We thus find a new perspective in the light most determined, flashing dating back to the end of the fairing and black bib at the base of the windshield. It is now more protective but remains perfectible as too low and not wide enough. The deflectors spare fingers a little bad weather.

On the flanks, the famous boomerang is no longer an aluminum but simply black. This totally changes is back, more slender finished well by bulky prominent diodes that incorporate flashing lights. Note also the rims to finer sticks as some sport bikes. Enhances the saddle is red stitching and backsplash driver is reviewed to maintain without pressing. The shape of the saddle changes little. If you are too short legs to put your feet flat stopped staying at the bottom of the seat, it will certainly always the case.

The dashboard is now completely digital. The large screen on the left displays the tachometer and speed perfectly legible, and the fuel gauge, unfortunately not much more accurate than before. One on the right is divided into three distinct zones. Above, the time is now permanently displayed. The tripmeter are located in the middle. You can scroll through them with the "trips" button at the right handlebar. The "info" button allows it to display the battery voltage, fuel consumption, ambient temperature or the average speed. No need to let go of the handlebars is very convenient. However, it regrets the lack of 12V series in both pockets of the deck. Under the seat, the trunk can accommodate 2 full face helmets, one behind and one in front, but it is still in two parts which do not necessarily easy to carrying a large bag.

The handlebars, there is happily single cylinder dynamic and very greedy we knew the previous generation. Startups are lively and compelling reminders. Driving always appear agile, easy, secure. For 2014, Yamaha changed the damper setting to gain comfort. This is particularly noticeable on the pavement in the city, where the suspension tape less than the previous settings. The X-Max and tends to approach the best scooter category. As for the brakes, Yamaha has chosen to put the drive front left wheel for better balance. In fact, the bite is always the rendezvous and ABS but unobtrusive even on hard braking. It is possible to do without this equipment, however, recommended for security in the city.

In the end, the new X-Max 125 and 250, and their twins at MBK Evolis, so change quite dramatically. All Yamaha as MBK, are produced in the Saint Quentin in the Aisne. While the engine and chassis do not evolve, they always refer to the category. The upgrading of the X-Max in the wake of 400, resulting in a richer equipment and more dynamic design, seems successful. Despite some minor shortcomings, the success should continue. Its rate of € 4,399 square facing the Piaggio X10 125 Sport, from € 4,299 or a Satelis Peugeot 125 from € 3,999, but at retirement.

In summary

Yamaha X-Max (2015)

The dynamic Conduct

Functional dashboard

Manufacturing quality

Less protection limit for big guys

Safe in two parts

No 12V

"Comfort 4/5

»Price / Equipment 3/5

"Performance 4/5

"Consumption 3/5

"CO2 3/5

Volkswagen Golf GTD Variant

NEW On the occasion of the Geneva Motor Show, Volkswagen will combine the body of the wagon to the most powerful diesel engine. Already provided, the Volkswagen Golf will host range at the Geneva Motor Show a new variant. The Golf GTD Variant (which could be called GTD SW France) associates, as its name suggests, the body of the wagon and sports typing of the most powerful diesel version, the GTD. As to the latter, there is therefore a front bumper similar to the sporty GTI and diamond wheels. The interior adopts for its famous gray plaid.

Under the hood, there is no surprise the four-cylinder 2.0 TDI, strong 184 hp and 380 Nm. Available in manual or DSG dual-clutch seven-speed, the GTD wagon displays performance close to the sedan, with 0 to 100 km / h in 7.9 seconds shot (0.4 seconds longer than the sedan). Consumption on the NEDC is given to 4.4 l / 100 km. Orders are already open, with a base price of € 31,975. that is placing the newcomer in direct competition with the recent Peugeot 308 GT and Ford Focus ST.

Opel Corsa Diesel

Opel has studied the competitors. The little Corsa progress on all fronts in its fifth generation. Provided they do not make long journeys above 110, it's a good self in everyday life. Through four generations over 32 years, the Corsa has sold nearly 12 million copies throughout Europe. Here's the small Opel fifth generation, produced on assembly lines in Eisenach (GDR) and Zaragoza (Spain). Honestly, we were worried. Because this Corsa V is always based on the platform of an old Fiat Punto, on behalf of an alliance dating back to the early 2000s, but we were wrong! Engineers have carefully observed the rival and well reworked the vehicle. The new city car has improved a lot. Although many of the Corsa IV elements were preserved.

The body actually retains a family resemblance to the previous one. But we do not complain! It remains properly designed, charmless but awkwardness either. Inside, he made a qualitative leap forward. Plastics are much more sturdy and better together. It feels comfortable there with a good driving position and controls well in hand. Livability is interesting for the category. However, this is hardly welcoming. But Renault and Peugeot are no better in this regard. Keeping good progress in road. The straight-line stability and cornering advantage of lowering the center of gravity of a stiffened front subframe, a front suspension geometry review. New damping laws also allow better filtering. Driving behavior as comfort are a hundred miles above the previous Corsa. Potholes, cobblestones, speed bumps, no longer to be feared. The steering is also more precise and communicative. City and suburban routes, this is a nice surprise. With real efficiency. The Corsa is a fun car.

But, be careful, our enthusiasm, however, limited! Above 100-110, the front axle loses accuracy and yet enslaved direction at the speed becomes too light to feel good that the car. On expressway or highway is unclear. Renault Clio proves therefore more secure. But for a small car, it does not ask too much.

Satisfactory diesel. Under the hood, the big news is the appearance of three-cylinder petrol 1.0 Ecotec 115 horsepower. But, in addition to 1.2 and 1.4 to the traditional four-cylinder, the offer includes two diesel engines 1.3 75 and 95 horses, distant ancestry Fiat. Significantly revised, these diesel engines are also consistent with recent pollution standards Euro 6. We tried the 1.3 engine 95 horsepower. The result here is also very favorable. This mechanism is much less rough than before. Softer and more fluid, it retains its vivacious, despite a lack of safe low speed due to low capacity. We start smoothly and functioning surprised by good education.

Even the "Stop and Start" (automatic stop and restart the engine at a red light) is forgotten. Which is not the case on the Fiat with an equivalent motor. The mechanical balance is again positive, with proper restraint (6.3 liters per hundred with great city). But as the handling, this engine is found less comfortable highway where he must constantly revive falling one or two speeds to keep the flow of traffic. Ecueil: this engine does not like them exclusively urban route. It must regularly do some road to unclog. Fiat, problems have thus been recorded equivalent mechanical rolling only in urban traffic.

Lower than the French prices. Evolution is probative. The Corsa, which visually resembles the old, was enhanced at all levels. We advise all those who do not drive too fast on roads and highways. Everywhere else, it shows good will. Although he may be accused lack of charisma. We can not say that it is indeed especially refined. Nothing to do with the little sister Adam, much more chic. But it is a good rolling machine every day. Count 17 390 euros for the three-door, 17,990 euros for the five Edition version, where there is essentially like a manual air conditioning. Interior colors enthusiasts can fall back on the Color Edition, with 900 euros more than the Edition. At this rate, the interior is a little gay. Finally, to 20,190 in Cosmo five-door Corsa is more equipped (rear parking beep-beeps for those who love, rain sensor, daytime running lights and especially multimedia system with touch screen). Prices slightly below those of French models.

Test model: Opel Corsa 1.3 CDTi 95 Edition (5-door): 17,990 euros

Power output: 95 hp (diesel)

Dimensions: 4.02 meters (long) x 1.74 (br), 1.48 (high)

Qualities: very correct finish, roominess, tonic motor city, interesting comfort, good handling.

Faults: Except above 110, right on Highway mechanical austere presentation

Competitors: Ford Fiesta 1.6 TDCi Edition: 17,600 euros; Renault Clio dCi 90 Zen: 18,200 euros; Peugeot 208 e-HDi Active 92: 18,400 euros.

Ferrari 488 GTB

NEW This is traditionally the Geneva Motor Show Ferrari presents its most important innovations. For this wine, the 458 Italia becomes 488 GTB by adopting two turbos. The revolution is on and nothing seems to stop it. 

After the Maserati Quattroporte and Ferrari California T is the turn of the Ferrari V8 berlinetta adopt overeating. Passing 458 Italia 488 GTB, the latter receives indeed a twin-turbo V8 with a displacement of 3902 cm3. This block, which develops 670 hp and 760 Nm propels the latest from the Prancing Horse from 0 to 100 km / h in 3.0 seconds. The 200 km / h in turn reached in 8.3 seconds while the top speed is announced higher than 330 km / h.

Aesthetically, the Ferrari 488 GTB can obviously hide his affiliation with its predecessor, which it takes the technical base. As usual, however, the Italian manufacturer has treated the aerodynamic downforce announcing a record for a Ferrari drive. One can also observe a completely revised front bumper, which integrates a dual profile dawn. The hips are otherwise largely airy.

Inside, the changes are more measured and found the cockpit of the 458 Italia, just modernized in detail. The spirit remains but the glove box lid, aerators and gearbox control have been redesigned to more modernity.

Kawasaki Versys 1000 2015

In 2012 Kawasaki Versys 1000 launched a surprise party with his trail-cient cycle and its large 4-cylinder in-line. Convincing the dynamic level, aesthetic and practical aspects should be reviewed. It's done.  First, to give what belongs to JCO JCO: under fire pulse Jean Claude Olivier, Yamaha has been the first manufacturer to have housed a motorcycle 4-in-line in a noisy motorcycle offroad . It was in 1986 for the Paris Dakar.

25 years later, it was Kawasaki's turn to innovate and amaze: the firm Akashi disconcerted indeed visitors EICMA 2011 applying the principle of the ER-6 long (extra) legs - called Versys 650 - his maxi-Z1000 roadster. The idea actually was enough to leave at least doubtful: combining online 4-cylinder with a maxi-roadster with suspensions rather large clearance (150 mm front and rear) was he supposed from a commercial point of view? Presented to the press in the wake of the Italian exhibition, the Versys 1000 had finally convinced Moto-Net.Com with its furious as flexible engine, its well-balanced chassis, a significant comfort and flight assists (ABS and KTRC) effective and come standard (read our test of the first Versys 1000).

At the same time, the presence of MNC regretted midrange vibration and no center stand and storage space. Finally, the mouth "but almost sinister" of the new Kawasaki had surprised us, to disappointed to say. Like the "six to fifty," the Versys "thousand" clearly stood out from the rest of the production of Iwata. Or bias Kawasaki turned against-productive, since the maxi-trail has achieved much lower scores than selling the Z1000 - which it came - and that his cousin Z1000SX road ...

For 2015, Kawasaki has decided to turn around (read our MNC presentation Versys 2015). The Greens also announced that "the new headlight design contributes to the strong double Kawasaki image while reflecting the enormous potential of the Versys 1000 for the pleasure of sporty driving. In the color -Candy Burnt Orange- that is proposed for this presentation press, the new sharp lines of its half fairing and numerous aerodynamic appendages that make up its new front are remarkably underlined.

Expected by some customers, regretted by others, commented by all - including the motorcycle Journal du Net - Kawasaki this change is not limited to a radical facelift. Finest observers have noted, for example, the new look of the pot, more elegant than the previous black. Conversely, the bottom of the tachometer painted black in 2015 is happier than marronnasse 2012.

Unique element, a gear position indicator can be installed as an option. Identical to that offered on the new Versys 650, it is off to the right of the dashboard console, but its red color and brightness make it legible. At the other end of the table - to the left! - May appoint a 12V socket that connects the GPS or smartphone (40 W max). In the middle, the digital screen gives access to the same many information. Directly via the stalk left handlebar, the driver scrolls odometer, A & B trips, current and average fuel consumption, range and time. It can also choose to display the outside temperature or that of the motor.

The speed and fuel level are shown continuously on the screen, like the engine mapping modes (Full or Low) and those of KTRC (traction control), which are renewed and always embedded standard on the big Versys (ABS included as well). Fitted as standard from this year alone, suitcases media integrated with passenger handles resume the mechanism - devilishly simple and efficient - those discovered on the Z1000SX 2014 (read our comparative test MNC VFR800F, Z1000SX or CBF1000F each its way!). "The new optional luggage fixing system adopts a modern, integrated look for the back of the Versys 1000 is as beautiful with and without suitcases" insists rightly Kawasaki France in its arguments.

Duel XCX Vs Tiger 800 V-Strom 650 XT

With their wire wheels and their adventurous motorcycle equipment, the new Triumph Tiger 800 XCX and Suzuki V-Strom 650 XT hear outside the box of the mid-size category trails. A relevant bet? Duel. If all or most maxi-trails have their variation - a little - oriented motocross (Caponord Rally, 1190 Adventure R, R1200GS Adventure, Super Ténéré World Crosser, etc.), the supply of intermediate capacity - from 600 to 800cc - limited to rare European models such as F800 GS Adventure and Tiger 800 XC and even more rare trails "mid-size" Japanese. Neither Kawasaki or Honda seek such vibrating the fiber "adventurer" via baroudeuses versions of their Versys 650 or NC750X. As for Yamaha XT660R aging certainly still holds the "field", but its single-cylinder automatically reduces its versatility. This disaffection of the genre is unfortunate, as the mid-displacement trails are relevant for contemplating venturing occasionally on a conveyor path, whether for a taste of enduro "light" or to enjoy a remote point of view by road.

More obvious on earth as heavy maxi-trails (now road on stilts), the "mid-size" also compare favorably on the steps (car) traffic, except during duo raises - requires less power. On paper, they are therefore versatility of monsters, formidable on all kinds of roads (especially the bumpy) and able to cut through the fields. Attractive, right? A priori not enough - commercially speaking - as only two manufacturers animate this niche in 2015 Triumph Tiger 800 XC with her and with his Suzuki V-Strom 650 XT. Two freshly landed new concessions and opposite in stride by MNC! The jaws of employment. On this kind of motorcycles, the image takes on an important aspect. These trails should evoke adventure, open spaces, paths goats raised again when the road ends ... And no matter if you will escape rather imagined company: drunkenness sometimes feels by just touching the bottle ... hence the interest in the appearance of that bottle!

In this area, the Tiger XC takes advantage of the V-Strom 650 XT with its front rim radiated by 21 inches (19 on Suzuki) and White Power suspension (WP) with generous clearances of 220 mm to front and 215 mm behind. 70 and 46 mm of additional ébattement as the V-Strom XT (150 and 169 mm), exactly the same as the standard version in terms of depreciation. Too Bad.

The robustness generated by the steel tubular frame of the English, her braided brake hoses and qualitative stainless steel screws also in its favor. Like its stable side stand and easy to fold (despite the absence of ergot), its notched brake pedal and numerous protections (fork, radiator, low engine, etc.). Well done also in removable rubber feet (without tools) installed between the notches footrest (see picture below), a trick to combine comfort and road adhesion in TT. However bad point about the absence in series of the center stand, bullet-hands, heated grips and protective bars around the 3-cylinder 800cc.

A choice criticized saw the direction and rate of the Tiger XC (€ 11,290), although its rich technological content - ride-by-wire throttle, ABS and defeatable traction control, 12 V, comprehensive trip computer - largely offset these shortcomings (see our table "practical Aspects" on page 3). To enjoy series of the above facilities - and a solid shoe aluminum, not plastic - it costs an additional 1200 euros (€ 12,490) to afford the luxurious opposite xcx variation in this duel. A sum damn penny, especially compared to € 8,599 requested by Suzuki to start again riding his V-Strom 650 XT!

Inevitably, counterparties that floor price perceive the first glance when the bikes are facing static: the quality of implementation of the trail "medium size" Hamamatsu is a net notch below, especially at the level of integration of the electrical network, surface treatment and the choice of materials. The "beak" under the dual optical and motor block (specific accessories to V-Strom XT, like visors hands and wire wheels) are really well "plastoc." Decorative artifice, this shoe will further that covers the sides of the base engine, leaving exposed to shock the underside of the twin cylinder 645cc, its exhaust and oil filter. Too bad for project crossings.

The flashing orange outdated, enormous rectangular mirrors - ugly but effective - and the basic swing arm of square section of the Suzuki also cost him points in the retail examination. Triumph, much more expensive, is jubilant with its pretty white flashing tip shaped LEDs and elegant swingarm. Less rewarding, the V-Strom yet XT supports comparison bravely playing positioned in terms of equipment: the instrumentation is rich, readable and is controlled from the handlebar (as Triumph), its grab handles are well designed and parks series -Hands provide an effective bulwark against the biting cold or rubbing branches!

The height of the bubble also varies in three positions while she receives the shock preload adjustment knob, convenient amenities absent on the Triumph. Certainly, raise or lower its demand windshield out of the tools, but we forgive him in that it offers better protection for the head. Wider than the Tiger 800, however, protect more effectively shoulders. To better distinguish Suzuki could have pushed the process "adventurer" a little further on this XT series by grafting a deactivated ABS for excursions "off-road" a center stand (€ 268.47 optional) or further motor protection hoops (€ 198.20 optional).

Heated grips (€ 291.13 option) would not have been too much, and an adjustable seat: perched 835 mm, the comfortable seat of the Suzuki does not place both feet flat on 1.80m below. Not surprising for a trail, even if it is possible to do better in this area because of the displacement of the V-Strom, including reducing its arch width. The accessibility of the Triumph is even more selective despite its adjustable seat height without tools in a jiffy: not only because its base is higher (840 mm minimum, 860 mm maximum), but mostly because its overall size is more important especially between the thighs due to the greater width of the "three-legged" facing the v-twin.
Source; moto-net.com