Duel Honda XADV Versus Yamaha TMAX. The luxurious Yamaha TMAX 530 DX today faces the hybrid Honda X-ADV 750. A match at the top for two maxi scooters with the technique very singular and just as different to driving.
Here is the shock of 2018 maxi scooters high-end! On the one hand, the must-have Yamaha TMAX 530, sales leader in maxi scooters for ages and represented here in its best equipped and most technological version, the TMAX DX. On the other side of the ring, the new Honda X-ADV 750, a scooter that scrambles the cards, a kind of cross-over between the maxi scooter and the bike. What make it a real rival for the king TMAX, without giving the feeling of being in front of yet another copy. We chose to oppose them today, tests daily, road and measured in support to verify the arguments of each one. Is the Yamaha TMAX 530 DX still the must have of the segment? the new Honda X-ADV 750 is it relevant at all levels? The answers are here and now!
Porsche Cayenne Hybrid 2018. No diesel for the moment, under the hood of the new Porsche Cayenne. In contrast, the plug-in hybrid is gaining ground and becoming almost inevitable. Inherited from the Panamera, the system here reconciles virtue and performance up with a clear pre-eminence for the time.
In principle, the plug-in hybrid should be the best-selling version of the Porsche Cayenne third of the name, just recently renewed. Like his predecessor, by the way. And even if the Diesel comes back in the range (probable), the tax situation of the hybrid should always ensure some success to the latter. For companies, already: the new Cayenne is approved at 72 g / km of CO2, the TVS is only 144 € per year (a classic Cayenne S is penalized more than 4,000 € per year!). As for individuals, the calculation is simple: the Cayenne E-Hybrid starts at € 92,304, or € 2,000 less than the S. In addition impacted by 10.500 € of penalty! This leaves a small envelope to pick from the catalog of options, as always numerous and expensive. We understand that Porsche is counting on a share of about 80% of hybrid for the sales figures of the newcomer.
And then, the Cayenne E-Hybrid already leaves with some sympathy: in luxury SUVs, Porsche is now the only one to offer a 6-cylinder in a hybrid engine. The Range Rover P400e, the BMW X5 or the GLE 350 e are all satisfied with 4 cylinders much less pleasant.
Chrono side: 2.3 tons catapulted
A reading of the data sheet, one understands even better the advantage that can prevail the hybrid face Cayenne S 100% thermal (440 hp). Not only in view of its 3.2 l / 100 km announced, that we know illusory, or its 44 km announced all-electric. Admit... we still traveled 35 km without waking once the V6 which is sufficient in everyday use.
It is especially the performance side that the E-Hybrid impresses, despite its extra 300 kg related to batteries and devices charging system: 5 s to clear the 0 to 100 km / h, 2 tenths better than the S.
No surprise about the mechanics, borrowed from the Panamera 4 E-Hybrid: in this case, the well-known 3-liter V6 (340 hp), rather musical especially if we opt for the sport exhaust that fitted our model, associated with an electric motor of 136 hp. The combined power amounts to 462 hp, as for the sedan. Same for the maximum torque: 700 Nm when both engines operate simultaneously, with an impressive thrust to the key. The least revival is masterful! To reassure: the button Sport Response, at the bottom of the steering wheel, is always present (as on the rest of the range). Except that it activates here an electric boost, and no longer the pre-charge turbos. We are still at Porsche, put a motor electric to a 6-cylinder must above all serve the time!
The engine approval also benefits from the remarkable management of the Tiptronic S, an evolution of the automatic ZF 8-speed gearbox already seen on the Panamera, which contributes to smooth running. No need here for the speed of a dual-clutch transmission, the beefy pair more than compensates for the slight latency that can be found with the most economical Hybrid mode and that disappears completely in Sport or Sport +, the latter being even caricatural in its management, for an SUV of this size. A Cayenne, it is wide. Its vocation, all hybrid is it, remains to evolve on major axes and to enchain long routes motorway.
What's left of Cayenne S?
A little more rigor when the road begins to turn. Fatally, even if its 2,295 kg are perfectly held by the piloted suspension, the slightly firmer calibration results in a comfort less felted on bad road especially in the filtering of large irregularities. Marginal reproach, of course! But by adding less agility (the inertia is felt at a good pace, making 4-wheel steering a highly recommended option) and variations in consistency of the brake pedal(Sometimes you have to worry about the consistency of the brake pedal, which varies depending on the state of charge and the needs for energy recovery), the E-Hybrid can not boast of the remarkable homogeneity of a motorized Cayenne. classic thermal. While looking at rivals dynamically, let's recognize it.
Finally, it will also count with 125 l less for luggage. The double bottom floor being occupied, the volume is reduced to 645L. Still one of the largest in the category, that said. On board, the refinement remains identical to any Cayenne, except for a few details specific to the E-Hybrid: the "acid green" needle of the central rev counter (only instrumentation always anaological), echoing the brake calipers and exterior lettering. Of course, the driving mode management system now includes several sub-menus designed to force the walk in all-electric (E-Power), preserve the battery, or trigger charging via the thermal (attention, the consumption grime then very quickly).
At the pump
The hybrid is above all a clever way to evade the governmental penalty, to enjoy a mechanical approval and performance largely comparable to the Cayenne S. In itself, the interest of the hybrid in terms of energy balance is interesting only in a context of frequent refills (between 7 and 8 am on a domestic socket, 2:30 on a terminal 32A or wallbox). As with all plug - in hybrids, it is possible to travel from home to work without consuming a single drop of gas, and to reserve the 75 - liter range of the tank for weekend trips.
We thus raised 10.5 l / 100 km of average at the end of our test on a rather demanding course, and making the most of the resources of the 462 hp: about 250 km traveled on moderately hilly departmental roads and highway, with a complete load and an extra charge of about 30% during the course.
PLUS:
Engine approval, performance
Interesting sobriety
Tariff position
MINUS:
Weight
Expensive and numerous options
Feel of braking
Balance sheet
Paradoxically, the most techno Cayenne is also the most economical! The table would be even more favorable with at least a good quintal less. That said, performance and preserved engine enjoyment mark the spirit more than its consumption figures. At Porsche, there is no question of sacrificing the time, therefore.
Never satisfied despite a plethoric range, Volkswagen has just launched its new T-Roc, a raised vehicle midway between an urban crossover and a compact SUV. A model with great ambitions that we tried during a journey of 2,000 km. The best way to dominate a segment is always to invent it. A credo become legion among German manufacturers, accustomed in recent years to multiply models.
Volkswagen is an exception to this Germanic rule, the Wolfsburg builder staying true to its sober side. Leaving behind the competition, especially in small crossovers and SUV.
It will have been necessary to wait until the end of last year to finally see Volkswagen invest this segment of urban vehicles raised with the T-Roc. Bigger (4.23 m) than the Renault Captur, Peugeot 2008 and Citroën C3 Aircross which will be the rivals of the future T-Cross, but smaller than a Tiguan, the T-Roc denotes in the range.
Good and less good
By its style already, more trendy and less classic than the usual productions of the brand. Its beveled three quarter rear, its indicators integrated in the rims of the air intakes of the front bumper, its colorful hues or its flag dissociated dissociate it very frankly from the Golf, with which it shares the same platform.
The cabin as for him returns more in the row. The presentation is rather simple and modern with the famous digital slab, but it is imperative to check the box dashboard and colored door panels (optional) to brighten a very dark set. But practical with plenty of storage such as the drawer under the passenger seat.
The bad surprises come rather hard plastics profusely in the cockpit or a space with the legs disappointing for a vehicle of this type. Defects that are not found on the Golf, yet the same size and sold at the same price.
Same thing for the trunk, which because of the all-wheel drive, loses 53 liters to reach a load volume of 392 l, less for example a Peugeot 308. All for a basic modularity 1/3 2/3.
The all-wheel drive, a necessity?
A trunk down and a weight up (1.455 kg) with the 4Motion. Adjustable in several modes, the all-wheel drive offers excellent traction on all surfaces and when the road is wet.
The reverse of the medal, the agility of the T-Roc is partly amputated. While the SUV still has a good level of dynamism but changes in support are less responsive and the front train suffers from a registration curve less easy, relegating it in terms of amenity behind the Golf.
The 4-cylinder 2.0 TDI 150 horsepower also suffers from 4-wheel drive with a propensity to drink more: we found 6.4 l / 100 km on a course of 2,000 km of which only 300 km of city.
Fortunately, thanks to his generous torque and his perfect agreement with the DSG7 box, he does not mind the task when it comes to relaunch the beast to start the fire or double on the highway. Provided to turn off the Stop & Start, too slamming to re-acceleration, and not be too much looking at the high volume of fuel oil.
Comfort and prices... Golf!
Finally, the good road surprise of the T-Roc concerns its driving comfort. With optional damping (1,440 €) and despite 18-inch wheels, it is comfortable on all surfaces, including the most degraded roads and even dirt roads. The usual firmness to the German has moved rather in leather upholstery Vienna (€ 1,670), very pretty to the eye but uncomfortable on long trips.
And the prices in all this? Sold from 21.990 € with the 1.0 TSI 115, the T-Roc climbs up to 38.950 € for the upscale 2.0 TDI 4Motion DSG7 Carat Exclusive. Our trial version 2.0 TDI 4Motion DSG7 First Edition is sold for € 35,830, sum to which we must add 5,000 euros of options.
The latter is still well equipped standard with 18-inch wheels, the digital panel, the infotainment system with navigation and internet, the adaptive controller or the recognition of panels. Only missing on the call, keyless start and reverse camera still available on other finishes.
Balance sheet
The Volkswagen T-Roc represents a more modern alternative to the very classic Golf and its reference approval. But for this choice to be really justified, it will probably forget the diesel and all-wheel drive to benefit from a larger trunk, a lower mixed consumption and a lighter weight. Question of choice, and needs!
It is impossible to speak motorcycle without addressing the one that has changed everything (or almost): 4-cylinder in line, disc brake, design, manufacture, performance and grip, the "oven" laid the foundations of the modern bike.
HONDA CB 750
To understand the shock provoked by Soichiro Honda, we must immerse ourselves in the 1969 Special Summer Motorcycle Review. Here is what was written: "The Honda crystallizes most of the modern motorcycle. It's the big engine that the motorcyclists were waiting. The 750 is a very beautiful bike coupled with a superb piece of mechanics. Honda has just given a new direction to the "Moto" with a big Mr. Si in 1965, its CB 450 rivals already with the English, the CB 750 K0 is ahead of the competition with this machine that some already saw straight from Mike Hailwood's RC181. But in the absence of a double ACT engine, 24 valves and horses to know more than what to do, the brand unveils, in spring 69, a 4-cylinder with single ACT and 8 valves of 67 horses. And if, on paper, this does not seem to be a revolution for the end of the 60's, it's actually a big step towards the modern motorcycle produced in mass production. Solutions such as the compact 4-cylinder long stroke (with dry sump) inserted into a double steel cradle frame, and the presence of a hydraulically operated disc brake attest to this.
The 4-cylinder dry sump develops 67 horsepower. A real revolution as mechanical as aesthetic. Character, performance and style that will open a new path and give birth, a few years later, pure and hard sports.
A real break in the motorcycle world
"From 5,000 rpm, the speed at which the horses really come in numbers, the reps on all the gears are extraordinarily nervous and allow instant overruns. Roadholding and braking perfectly meet the expectations of a major road sports owner. Mass is said and yet, Honda keeps reviewing its copy. Between June 69 and June 70, the CB 750 will receive 300 changes! Then, new versions will come with the K1, K2 and K6 then the F1, K7 and F2, the latest produced in 1971. For information, the K series is characterized mainly by its 4-2-4 exhausts, when F have a classic 4-in-1. In total, 553,400 units will come out of the world's No. 1 channels. But for the purists, K0 represents the symbol of a major shift in the world of motorcycles. There is undoubtedly a before and after CB 750.
