Reviews of Volvo XC90 2019

Volvo XC90 2019 is a facelift edition for the second generation of compact SUV from Volvo and manufactured in the Volvo factory in Torslandaverken since 2002 ago, but was moved to China at the end of 2014. The first generation was introduced to the North American International Auto Show 2002 and was using the platform Volvo P2, sharing it with the first generation Volvo S80 and other large Volvo cars.

Acquiring a new global platform called Scalable Product Architecture or SPA, the second generation offers a stronger platform but with weight reduction while enhancing safety and driving efficiency. Therefore, the second generation of XC90 managed to win the SUV Trend Motor of the Year in its debut.

Volvo XC90 is one of the vehicles that provides a lot of income for Volvo. After being sold for 320,000 units since it was first introduced, this sporty luxury vehicle gained minor visual changes. Includes a new radiator gril in line with the Swedish brand's new design as well as new wheel and exterior color options.

EXTERIOR VOLVO XC90 2019

Indeed, to know the changes in the exterior of the Volvo XC90 2019, you need a pretty good knowledge with the second generation. There is little change in the front gril with a selection of new paints and wheels. Indeed, Volvo has no intention of delivering significant changes to this car, only providing Volvo's new design language with minor changes.

Review of Volvo XC90 2019: Front Exterior

Volvo provides minor changes to the car's front end, with lights and top grils made with the same look. Although on the front Gril facelift version finally get a chrome accent. The slight changes seen in the front exterior of the Volvo XC90 2019 lie in the larger lower gril that is made to drain more air into the engine chamber. The chrome accent on the air intake on both sides as well as the bottom gril complement the front view made more elegant than the previous version.

Review of Volvo XC90 2019: Side Exterior

As with the front exterior that only gets a minor change, there is no meaningful change from the side exterior of the Volvo XC90 2019. There is only a new 20-inch rim design as well as new color additions that you can choose for your car.

Review of Volvo XC90 2019: Rear Exterior

The changes are also invisible to the stern. Still with the back light with the new integral rear axle, XC90 still obtains an electronically controlled air suspension with five preferred modes. The vertical back light is located next to the back door. While the two exhaust on the bottom complements the updated rear exterior of the Volvo XC90 2019.

INTERIOR VOLVO XC90 2019

Cabin design is also not much changed, just like the exterior. With brown Nappa skins as well as metal speaker lattice for the optional & Wilkins stereo Bowers, the control structure looks simple. There are only a few buttons on the steering wheel and some are below the touch screen on the central console. So, what else can we see in the interior of the Volvo XC90 2019?

Volvo XC90 2019 Review: Dashboard

The dashboard is still the same as the second-generation change with almost all controls and car settings incorporated into the 9-inch census infotainment system with the same vertical display used in the new Wuling Almaz Introduced. There is no other problem on the Volvo XC90 2019 dashboard other than the touch screen that takes a long time to boot with a slightly longer response.

Review Volvo XC90 2019: Steering wheel

Not a significant change compared to the facelift version this time. The Volvo XC90 2019 steering still uses a three-bar view with some feature setting buttons, such as the audio volume buttons. Chrome accents Sweeten the look of the steering wheel, as well as the Volvo logo amid the steering wheel.

Review Volvo XC90 2019: Seats

Drivers and passengers can enjoy the spacious space given in the CX90. In addition to the ample space to store sundries in the cup holders in the central console and the pockets of the doors, the Volvo CX90 2019 seats offer a spacious space for adult passengers to sit comfortably. The seats can be shifted forward to allow access to the sixth and seventh seats in the back. However, just like its rival, CX90 has a stingy leg and knee space in the third row seat.

Review of Volvo XC90 2019: Luggage

The cargo chamber suffered the same fate, which is a little narrow with the third row in front of it, accounting for 447 liters. However the trunk of Volvo CX90 2019 extends dramatically when the line when folded down, even reaching 2,426 liters. Especially if the second row is folded. CX90 has a power liftgate with a kick-to-open function, but in practice, it is quite difficult to open the baggage doors with foot movements.

FEATURES OF VOLVO XC90 2019

The default display of the infotainment screen always displays the navigation, audio and phone information, with the bottom most slots used for the last feature you use. For example information about fuel economy or Audio settings. Some features of Volvo XC90 2019 that you can use are radio and Spotify, until Apple CarPlay and Android Auto are used as standard features in each variant.

Review of Volvo XC90 2019: Active safety features

The safety technology provided by Volvo is abundant, as is the case with all modern Volvo. Pilot Mode Assist for adaptive roaming control, for example, will help steer XC90 on the highway. The other active safety features of Volvo XC90 2019 include 360 degree cameras, parking sensors, self-parking technology, pre-collision warnings and brakes, Lane keep assist, and blind spot monitoring technology.

OPERATION VOLVO XC90 2019

Another advantage of XC90 is its comfortable and charming driving dynamics. The driving satisfaction starts with the powertrain with a 2.0-liter four-line engine powered by Turbo and supercharger. With 316 horsepower as well as 400 Nm torque easily traversing all terrain, the Volvo XC90 2019 operating system has a very strong turbo and supercharged engine although it does not necessarily provide economical fuel.

Olvo says you can reach 100 km/h of silent state in 6.1 seconds. Of course fast enough for this type of vehicle. But unfortunately the engine sounded a bit harsh in its operation. An automatic eight-acceleration gearbox is also capable of doing its job without causing much fuss in the engine room.

SPECIFICATIONS VOLVO XC90 2019

Dimension Volvo XC90 2019

Length x Width x Height: 4,950 mm x 2,009 mm x 1,775 mm

Axle Distance: 2,984 mm

Ground Clearance: 238 mm

Luggage Size: 447 liters (2,426 liters without third row seat)

Volvo XC90 2019 Engine

Machine Type: 2.0 liter DOHC Four turbocharged line and supercharged

Cylinder contents: 1,969 cc

Maximum power: 316 DK @ 5,500 rpm

Maximum torque: 400 Nm @ 2,200 – 5,100 rpm

Drive system: ALL-Wheel-Drive

Transmission: Automatic Eight acceleration

Foot Volvo XC90 2019

Front Suspension: Double-Wishbone

Rear suspension: Multi-Link

Brake: 4-Wheel Disc

Rim: 20 inches

Tyre type: P275/45HR20

EXCESS & DEFICIENCY VOLVO XC90 2019

Excess

Charming design, both inside and outside

Increased security technology more

Compact SUV that is comfortable for everyday use

Lack

The infotainment system is not very good with a touch screen that is not so responsive

Unimpressive Fuel economy

LIST PRICE OF VOLVO XC90 2019

This new Volvo SUV has quite a significant price range because of the many additional equipment you can get on this car. In the United States, the price of Volvo XC90 2019 can be obtained in the range $48,195 – $105,895.

CONCLUSION VOLVO XC90 2019

No meaningful change is changing the inside or outside of the Volvo XC90 2019. But it doesn't really affect the car's image as a fancy SUV with a sporty outdoor design and a comfortable cab ride. Although of course, the price of this car is quite expensive compared to other cars in the segment.

Yamaha response against Africa Twin

Honda has taken a blow on the table with the resurrection of his Africa Twin, which in late 2015 returned to dealers under the name 1000L CRF Honda Africa Twin. His rival brands have to put the batteries, and Yamaha could prepare a counterattack with a Ténéré that would drive the engine as the MT-09.

No one doubts that the trail segment is changing increasingly consolidated in the mid-displacement models. Motorcycles with a good package of power, but which have a dose of comfort also important. For combining these two conditions, some houses in the street are putting new models with displacements more content around 800cc to fulfill this task.

Examples of this situation we have seen in Triumph, with its new Tiger, or the full range of BMW, with many models 700 and 800cc. But without doubt one of the most recent samples was the new Honda Africa Twin CRF1000L model that Honda has risen to seize this niche market.

The Honda is a bet that surely will make move to its main competitors, including Yamaha. The house of the three tuning forks may be preparing a counter category, with the help of his best-known trail, the Tenere. Yamaha is pulling out models in which its proponents drink from the MT-07 and MT-09, and this could be a new example that would follow the new XSR700.

In the case of the Tenere, most likely we could be talking about 115CV 3 cylinders the MT-09, properly adapt to the mechanics of the Tenere, where power surely would be reduced by about 5-10 hp. However, this would be a great response from Yamaha to introduce a tough competitor to the new Africa Twin, which will arrive in 2015 to the concessionaires would have to face.

It will certainly be interesting to see if this rumor is confirmed over the weeks. Who knows, maybe in the next Hall of Milan we all get some surprises. Keep you informed.

Rally OiLibya in Morocco

With only three points behind the retired in July Red Bull KTM Factory Racing teammate Marc Coma starts Matthias Walkner (29 years, Kuchl / Sbg.) Next week at the Rally OiLibya in Morocco as a kind of "World Championship leader" into extremely tight race to the FIM Cross-Country Rallies World Championship title 2015th

Parts of the report:

Matthias Walkner shortly before departure to Morocco: "Of course I have the world title in mind, but I'll go so easily as in the last races. It is extremely exciting in Morocco, there can happen a lot! We are all so together scarce, besides my two teammates Pablo Quintanilla and Sam Sunderland but you should still have Paulo Goncalves on the bill. With a win, the champion still can be. In Morocco, everything is what in the Rally scene has rank and name, 90% of Dakar riders compete there.

If it does not work out with the title, I'd be a bit disappointed. But I look at the whole season and that was really good, considering that I only started a year ago with the rally-driving. In this short time I've been extremely learned a lot, but I'm improving further. For Morocco, I have again prepared myself well, had to train a lot and am some roadbook down. Also, I am already started last year in Morocco, and since I have a little know the terrain, which could be an advantage for me. I go at least with a good feeling at the start, looking forward extremely and am curious what comes out at the end. "

After the triumph on the third day at the Dakar 2015 by winning the penultimate special stage of the Abu Dhabi Desert Challenge at the World Cup kick-off, the stage win at the Sealine Cross-Country Rally in Qatar, winning the Sardegna Rally Race and the last second in Atacama Rally, Walkner could fuel the already magnificent season in the OiLibya Rally with his second world title (MX3 World Champion 2012) crowned before the beginning of January with the Dakar 2016, the next highlight is pending.

Appreciation FIM Cross-Country Rallies World Cup after 5 of 6 races

Marc Coma (ESP), KTM, 70 points (not at the start, end of career)

MATTHIAS WALKNER (AUT), KTM, 67

Pablo Quintanilla (CHL), KTM, 65

Sam Sunderland (GBR) KTM, 55

Pablo Goncalves (PRT), Honda, 53

More KTM

Mohammed Al Balooshi (UAE), KTM, 52

Jakub Piątek (POL), KTM, 46

Jordi Viladoms (ESP), KTM, 44

OiLibya Rally 2015

Stage 1, Monday, 5.10. - Loop of Zagora: 133 km liaison stage, 330 km special stage

Stage 2, Tuesday, 6.10. - Loop of Draa: 141 km liaison stage, 224 km special stage

Stage 3, Wednesday, 7.10. - Loop of M'Hamid: 196 km liaison stage, 274 km special stage

Stage 4, Thursday, 8.10. - Zagora-Agadir: 348 km liaison stage, 293 km special stage

Stage 5, Friday, 9.10. - Loop of Agadir: 79 km liaison stage, 237 km special stage

Polaris Slingshot: When Batman meets Transformers!

If the name Slingshot (slingshot French) obviously reflects a sense of precision and power, it refers mainly to the Y-shape of this weapon born in the late nineteenth century. Sounded end of 2013, the Polaris Slingshot, 3-wheeled "competitor" of Can-Am Spyder, will be available in Europe in November, 2015. Difficult to accurately describe the look of the Slingshot as its lines move away from vehicles we usually come across on our roads. Batmobile for some escaped character in the Transformers movie for others, opinions differ depending on the sensitivity and each of references.

The front panel includes three lenticular lights. The mini windshield deflects the air but does not stop suicide mosquitoes. Glasses therefore recommended! The driver seat adjusts in depth, it allows all sizes to feel comfortable and ensure a good "feel" the pedals. This ensures the toothed belt final drive of Polaris Slingshot.

First, second, third the staging of the five-speed and speed is perfect pass without downtime. The ABS braking is to match the dynamic performance of the machine with 298 mm disc brakes that combine power and progressiveness. Carrying capacity remains limited despite the presence of a deep glovebox (with USB) and two large storage space hidden behind the seats. The Slingshot is classic pedal with accelerator right, brake and clutch in the middle left. With dimensions of 265/35 R18, rear tire lacks a bit of width and watch less impressive than we had hoped.

The tank holds 37 liters of gasoline. Unfortunately, the screw cap does not lock. Above the headrests, these arches ensure the safety of the driver and passenger in the event of rollover. The passenger enjoys a grab handle for not being "balanced" in turns. This reversing camera facilitates maneuvering. The rear visibility is limited on the Polaris Slingshot. Meter, tachometer, odometer, fuel gauge, clock, rear view camera the dashboard Polaris Slingshot is complete.

3-spoke steering wheel is adjustable in height.

If the development and assembly of the Slingshot is provided by Polaris, the American brand has partnered with General Motors to give life to his new baby. The famous engine thus ensures the supply of the 4-cylinder in-line, 4-stroke water-cooled DC 2384. It develops 175 horsepower and maximum torque of 225 Nm at 4 700 r / min. The engine up in the towers with strength and appears quite demonstrative effect despite a "kick in the ass" more discreet than I fantasized it. The wind, engine noise, the smells, it makes us live tricycle road with no filter and that is its charm. The impression of driving a kart XXL is omnipresent, the chassis can take the paths by line, direction changes are instantaneous and if any deviations to the acceleration remind us of the presence of a single rear wheel, the Slingshot s' apprehends primarily as a classic tray. Despite the width of its front end, the Slingshot is handled with the fingertips and without effort. The turning radius content also contributes to the excellent maneuverability of the craft that seemed more clumsy it statically.

Warranty and Price

- 2-year P / MO unlimited km

- € 29,990

           Ensure Buy

Technical sheet

Engine: 4T 4-cylinder, water-cooled, DOHC

Engine Size: 88x98 = 2384 cm3

Max power: 173 hp at 6200 rev / min

Torque: 225 nm to 4700 rev / min

Operation: electric starter

Power: injection

Clutch: dry

Transmission: 5-speed + reverse

Frame: Tubular

Front suspension. Ø, deb. mm

Ar suspension. :, Deb. mm

Brake BC. : Ø 298 mm ventilated discs,

Brake ar. : Ø 298 mm ventilated discs,

Pneu BC. : 205/50 R17 Kenda; ar. : 265/35 R18 Kenda

Fuel tank: 37 liters

Length: 3800 mm

Seat height: mm

Dry weight: 755 kg

Standard equipment

Glove box

ABS

ESC

Storage space behind the front seat

Storage behind back seat

USB socket

Windshield

Reversing camera

Clock

Odometer

Tachometer

Adjustable seat depth

Height adjustable steering wheel

Hand brake

LED lights

Transmission 5-speed

Reverse gear

Sounded end of 2013, the Polaris Slingshot, 3-wheeled "competitor" of Can-Am Spyder, will be available in Europe in November 2015. Certified as L5e tricycles, the Slingshot is available with a simple self permits (+ training 7:00 ). In except that the helmet is not mandatory, the driving position itself as that of a car with two front seats, steering wheel and seat belts. A curiosity that we present exclusively.

Difficult to hide my emotion when those responsible for Polaris France handed me the keys to the Polaris Slingshot. Try these vehicles is still a privilege, especially when you're the first and only all-European journalist presses to ask your sitting posture in this toy awaited by an entire profession. So you will understand my excitement and enthusiasm when to press the button to wake charged 4-cylinder in-line 2.4-liter that lies under the immense and disturbing cover of Polaris Slingshot.

The Slingshot puts points on the Y

If the name Slingshot (slingshot French) obviously reflects a sense of precision and power, it refers mainly to the Y-shape of this weapon born in the late nineteenth century. With two wheels in front and one rear wheel, the Slingshot immediately think of the Can-Am Spyder trike appeared in 2008. Yet if the two concepts seem close at first glance, the two devices have finally little in common. Can-Am overlaps like a motorcycle and pilot with a handlebar, Polaris has two seats side by side and moves with the wheel. Another major difference helmet is not mandatory aboard the Slingshot.

A question may then arise at this stage of our trial. why this type of vehicle testing on a website dedicated to quads? Just because Polaris, the world leader quad, embarks on a new path and that this initiative should be encouraged. The Slingshot is approved as a tricycle L5e (yes, like a scooter Piaggio MP3 for example), this strange machine is available with a B license over seven hours of training if necessary. Considering that the product clearly approximates the automotive world, the American manufacturer also trying to blow this training requirement in France. For the record, the Slingshot is approved (almost everywhere) in the United States like a motorcycle, so it requires the use of helmets and proper driving license.

When Batman meets Transformers

Difficult to accurately describe the look of the Slingshot as its lines move away from vehicles we usually come across on our roads. Batmobile for some escaped robot Transformers movie for others, opinions differ depending on the sensitivity and each of references. One thing is sure, the physical Polaris leaves no one indifferent and his drawing power is incredible. Novelty or stylistic prowess real effect? Difficult to judge at the moment, but it is clear that the effect "Wow" is present.

A huge delta-shaped hood, carved edges of the sickle, a large mustache ready to devour the asphalt and fleeing back to digest all this. The plumage is attractive and makes you want to know a little more about measurements of the beast. With a width of 1971 mm and a length of 3800 mm, the slingshot is more compact than a Porsche Carrera 911 for example (width 1808 mm, length 4499 mm). Question power, there is no comparison since the German develops 370 horses against 175 horsepower, but beware, the Slingshot weighs half with 755 kilos on the scales. The match weight / power ratio between a classic sports series and this new tricycle is more balanced.

A general under the hood

If the development and assembly of the Slingshot is provided by Polaris, the American brand has partnered with General Motors to give life to his new baby. The famous engine thus ensures the supply of the 4-cylinder in-line 4-stroke, water-cooled, 384 cm3 of charge of 2 cause huge carbon fiber timing belt force to the rear tire Kenda. With its dimensions (265/35 R18), the latter also lack some size and watch less impressive than we had hoped. This disappointment is combined with some shrinkage finishing details with regard to the standing of the craft. In particular retain the grain a bit rude of some interior plastics and some rough adjustments. Everything else exudes quality and sportiness with a neat body paint, wraparound seats, strong safety belts, ramps LEDs beautiful at the rear of the vehicle and a dashboard (digital and analog) Full even including a reversing camera.

In hindsight, I inevitably lack the time to get on board of this machine that challenges the conventions. Devoid of doors and roof, the Slingshot is easily accessible despite sitting as close to the floor of cows. The seat adjusts in depth, it allows all sizes to feel comfortable and ensure a good "feel" the pedals. Clutch left, brake in the middle, right accelerator, the classic for this machine equipped with traditional manual five-speed transmission with reverse. Key in the ignition, quarter turn right, injection boots and extinction lights tells me that I can finally push the button electric starter.

Kart to play

The first meters made a senator train highlight the flexibility of the engine (maximum torque of 225 Nm at 4 700 r / min) and effectiveness of the progressive power steering. Despite the width of its front end, the Slingshot is handled with the fingertips and without effort. The turning radius content also contributes to the excellent maneuverability of the craft that seemed more clumsy it statically. Reaching the end of a long road dented, not really suited to the philosophy of the craft, the long and winding roads wet Corrèze finally stand before my (three) wheels. Pressing the ESC to avoid playing the Philippe Candeloro and here I am about to press firmly on the accelerator. Despite the electronic aids, the rear end happily patina acceleration and sensations are immediately appointment.

First, second, third, the staging of the box is perfect pass and reports no downtime. The engine up in the towers with strength and appears quite demonstrative effect despite a "kick in the ass" more discreet than I imagined. However, no real disappointment as being at ground multiplies the thrills and speed effect. The first enfilades allow me to appreciate the quality of the front that displays a formidable rigor despite some softness felt in the steering wheel three legs (adjustable in height). The impression of driving a kart XXL is omnipresent, chassis for taking the trajectories by line and make quick changes of direction. And if some drifts acceleration remind us of the presence of a single rear wheel, the Slingshot is apprehended primarily as a classic tray. The ABS braking is also in keeping dynamic benefits Slingshot with 298 mm disc brakes that combine power and progressiveness. A flat anyway, this pre-production model required me to pump at least once on the middle pedal to fully enjoy the braking. A purge of the system should put everything in order as brand managers. Comfort level, all logically firm but very good quality shock absorbers avoids unpleasant returns in the back and legs. The vibrations in turn are almost nonexistent.

The third wheel of the coach

After a few minutes of driving, I began to take stock of Slingshot and pleasure felt at the wheel grows gradually as my braking distances shorter. The wind, the thud and rewarding the engine, the scents, the soil a few centimeters butt , This tricycle makes us live the road with no filter and that is its charm. Obviously, this freedom necessarily a price, starting with that of exclusivity. Indeed, the Slingshot is lived only in good weather (no roof) and two people. Then carrying capacity remains limited despite the presence of a deep glovebox (with USB) and two large storage space hidden behind the seats. Finally, the price asked for rolling different is not trivial, even if the purchase of such a vehicle necessarily beyond the stage of reason.

The Slingshot decently so can not be considered a primary vehicle. It comes in addition to a car or a motorcycle to enjoy new sensations and make green with envy all who cross your path. In just a test now, I can not count the number of cuckoos, winks and smiles that I got. The sound system thoroughly (excellent sound for that matter) and cap on his head (mini windshield deflects the air but does not stop suicide mosquitoes), I became the main attraction of the city of Reygades and its surroundings. Stronger than a dating site the new Slingshot? Surely!

Conclusion

After Can-Am Polaris ATV is the second manufacturer to embark on the segment of road tricycles. Intimate enemies long, the two manufacturers of recreational leisure gear again find themselves on the same ring, but with fighters with very different characteristics. The Spyder is clearly typed motorcycle (handlebars, helmets, saddle, passenger behind) and Slingshot resumes automotive codes (driving, no mandatory helmet, driver and passenger side by side). In the final, the new Polaris instead of playing in the KTM X-BOW and other Campagna T-Rex, although the comparison with the Spyder seems inevitable. Exhilarating to drive, and sexy as hell necessarily atypical, the Slingshot will first be marketed in the Polaris Network (quad brand leader in France and in the world). The French subsidiary expects to sell between 100 and 200 units in the first year of commercialization. This short essay has not allowed us to measure consumption and pure performance of Slingshot. A good opportunity to pay a new tranche of fun soon.

Amazing look

Accuracy of the front

Rear player

One of a kind

The pleasure of driving along the ground and in the open air

Maneuverability

Very efficient braking (if fault corrected pumping)

The astonished gaze of passers-by and motorists

Engine flexibility

Aspect limited practices

Some plastics back

Unimpressive rear wheel width

We still would like more thrills in the towers

Cap which not lock

Engine: 8/10

Chassis: 8/10

Esthetique: 10/10

Equipment: 7/10

Vitesse max:

Acceleration 0-100 m:

Turning diameter:

Conso. average :

Autonomy: nc

Final Rating: 8.3 / 10

All SOurce and Image from moto-infos.com

Smart Mini Car, Work more to save the plant

The Smart Mini Car. A big setback for Mercedes (Daimler). The German group had hoped to push through in its French plant in Hambach (Lorraine), which produces the popular minicar Smart. But three of the four unions oppose a return to the 39 hours of weekly work, proposed by management in return for preservation of 800 direct jobs, 1,600 suppliers with actual installed on site. The management proposal will be voted employees Friday, September 11. Only the CFE-CGC, the union executive, says it is ready to sign the agreement.

"The CFDT has agreed to sign the agreements of competitiveness, but when necessary," said Didier Getrey, union representative in the company. "It's a bit paradoxical to ask us to work more when there is no work," he adds, referring to the four Fridays which will be non-working by the end of the year, followed eight days between Christmas and New Year. For, despite a raise with the new model devised in collaboration with Renault, the two-seat Smart does not always recipe and chains are far from turning at full speed.

"The goal is to keep the average payroll to better sell the company," said Jean-Luc Bielitz, CGT, which supports his claims on an article published in February in a German economic magazine Hamburg, Manager Magazin. Daimler would not be satisfied with the sales of the new Smart Fortwo, produced 40,000 copies since its launch, according to the union for an annual target of 100,000.

Unions denounced an "employment blackmail". Indeed, threats loom. The new version of the four-seater Smart occurred since the end of last year in the Renault Novo Mesto plant in Slovenia. Under cooperation agreements between Daimler and Renault. "Management said they could also do it the two places," says Didier Getrey.

Wage increase

The company, very discreet on the subject, invoking the need to improve competitiveness and provides a wage increase of 120 euros gross per month, or 6% of base pay and a single premium of 1,000 euros in return a 12% increase in working time. Schedules to spend 37 hours on 1 October 2015 and 39 hours on 1st October 2016 to return to 35 hours in 2020. The executives cede their side ten days of RTT.

Emmanuel Benner, the CFTC considers it too early to discuss the need for competitiveness plan. "We can not say that the Smart sold poorly. China is not started, the United States are just beginning. The CFE-CGC speaks of" a difficult decision "but says it is prepared to make sacrifices in the name the sustainability of jobs. "We must try to optimize the chances on our side to continue to produce (in France) after 2020," said its central delegate Mario Mutzette. Whatever the outcome of the consultation on Friday, it will be necessary to confirm an agreement, to be signed by trade unions representing at least 30% of the vote in professional elections. The Smart factory in Moselle is the only assembly plant for a foreign manufacturer in France with the Toyota site Valenciennes (North).

Fiat, Alfa Romeo, Opel, Volvo, kings of unprofitable sales

Car Market. The europe car market takes off now. But the official sales figures conceal realities far less flattering. Sales to rental companies to almost zero margin demonstration models passed as false used cars are in fact largely distort the market ... Some manufacturers do not hesitate thus artificially inflating their sales figures to achieve their business goals. Fiat and drains 36% of the small 500 in France through short-term rental companies and that percentage even rises to over 50% for minispace Fiat 500L, according to inter-builders statistics obtained by Challenges (first seven months of 2015 by France ). Huge percentages. Opel (GM), 45% of family Insignia are absorbed by those renters and 36% of the Opel Astra compact. This is also the case for 29% of Ford Galaxy MPV.

The "premium" is not outdone

And "premium" models are not indented. BMW sold between January and July 23% of its Series 3 (before facelift) through this channel, 40% of its Mercedes E-Class and Volvo half its V70 wagons. Sales to short-term renters are at very low wage rates and tightened to the manufacturer, who will also get to see a few months all these recent models on the used market. Overall, Fiat sold 28% of its new cars in the short-term renters in the first half in France. Jeep (a brand of the Fiat Chrysler Automobiles group) is 27% and Lancia, another label's Italian-American group reaches 45%, ie nearly a sale on both! A record of all makes. Opel achieves on average for 29.4% share of its total sales in France with short-term rental companies, Ford 22.4%. It's a lot. Against 12.1% for the average of all makes (seven months).

False used vehicles

Another channel to evacuate the overflow readily salable cars: demonstration vehicles. These sales are even more toxic. Because it is new cars registered early without identified customer behind, which will then be passed as false Used vehicle "zero kilometer". Nearly a quarter of Alfa Romeo Mito and Giulietta are thus passed through this. But 32% of the "SUV» Hyundai Santa Fe Korean, 35% of Japanese Honda Civic, about as big "Crossovers" Volkswagen Touareg, 38% of large 4x4 Jeep Grand Cherokee. Models sold to garages (demonstration) loom large in some 37% of total sales in France over the first six months of the year for English Jaguar (JLR), which registers and more also many vehicles as such " to manufacturer. " These are self-registrations, period! With these two parallel channels, Jaguar exceeds 45%! An extremely high percentage. The Japanese Mazda reaches 27%, fellow Mitsubishi 26%. The average for all brands is only 12.6% (seven months).

Profitable sales to individuals

Ultimately, the most profitable sales channel remains indisputably that of new car sales to private customers, identified. Simply. This is the most virtuous. But it weighs just 50% of the French market. In this context, the most "healthy" manufacturer in France proves to be the Dacia Romanian subsidiary of Renault low-cost! With 84% of vehicles sold to individuals in France, the firm Pitesti beats a record of all makes. The attractiveness of his models, simple and accessible, allowing it to bring in enough customers concessions without using commercial devices.

Volkswagen (55%), Seat (Volkswagen, 62% group), Toyota (63%) but also the Korean Hyundai and Kia (58% on average for both brands) are also doing very well on average. Citroën (49% of transactions with individual customers) and Peugeot (46%) are also honest levels. Renault also. At these sales to individuals, will add an important asset: these manufacturers also realize a lot of sales to companies. This channel is certainly less profitable than sales to individuals, but much more profitable than transactions with short-term renters or false Used models!

The Optima has grown, Kia shows at the IAA 2015

Kia shows at the IAA 2015, the new Optima. The sedan will be more comfortable and is longer, taller and wider than its predecessor. Here first information! The taillights are reshaped and beams with LED technology. Kia launches the new Optima in the European version of the IAA 2015 (17 to 27 September). The Koreans promise improved ride comfort. Serve with the modified external dimensions of the sedan: Because of the fundamentally renewed Optima grows in length (4855 mm) and height (1465 mm) to provide a smooth centimeters. In the width of the Optima sets to as much as 30 millimeters and now measures 1.86 meters. Visually, the design is only slightly changed compared to the old model. Another new feature is the front bumper with its horizontal air intakes and a redesigned grill. At the rear, there are new LED lights and a trunk lid, which opens into an indicated spoiler. On September 26, 2015 launch, prices not yet called Kia.

The interior has refined with higher-quality materials Kia. In addition, the sound will be improved. The larger outer dimensions allow a more airy interior. So the legroom of the new Optima to the old model exceed 25 millimeters. Even the trunk has become more spacious: 510 liters instead of 505 liters. For enhanced security in the new Kia Optima installed an autonomous emergency braking system and a standard counter-steering assistance. An adaptive suspension to make the Optima also agile.

More than a Facelift. Inside, the new Optima more space and higher quality materials than its predecessor. The known motors has modified Kia. So now it brings the 1.7-liter diesel 141 hp (previously 136 hp). Specially tailored to the diesel is the new seven-speed direct shift gearbox. The two-liter petrol engine now manages € 6, but makes 163 hp with two PS less than in the current Optima. By 2016, Kia announced a plug-in hybrids. In addition, a sporty version of the Kia sedan is already in development. First pictures of Optima GT appeared recently on the net. To recognize: a rear diffuser, two oval tailpipes and black sidebars and the GT Plaques - not to be confused with the GT-Line. This should be the European answer to the American Optima SX Optima GT. Which is driven by a two-liter GDI four-cylinder with a turbo. In the SX engine delivers 250 horsepower, it is expected to develop a similar performance even when GT.

Zero DS Test 12.5: little by little

Zero Motorcycles has reached a new milestone in 2015. Its range launched in 2013 finally receives the quality components that failed him: suspensions, tires and ABS braking. That deserved a test well, namely the new Zero DS. At Zero, it's a little Policy permanent evolution, typical of startups who occupy the segment of the electric motorcycle. The current range was launched in 2013, bringing good progress in terms of autonomy, but also performance, and especially driving pleasure. 

End of 2014, the brand unveiled at Intermot commendable developments: adjustable Showa suspension, braking (Spanish) J.Juan, ABS Bosch, Pirelli tires. For the first time in the history of the Californian start-up, these components were developed in collaboration with these suppliers (except tires). This quality is minimal given the very high price of these electric bikes. On the sidelines, other elements were renewed: rims, hollow wheel axles, redesigned saddle, mirrors, handles.

Autonomy also rose, albeit more slightly. 10% increased, the proposed battery capacities and range: 9.4 kWh (€ 13,990), 12.5 kWh (€ 15,990) and up to 15.3 kWh with Power Tank option ( € 2,400 and 20 kg heavier). In the combined cycle, a Zero S "12.5 + Power Tank" claims up to 298 km in the city and 50 km / h and 164 km at 90 km / h and 132 km to 110 km / h. This is a little less on a Zero DS, including aerodynamics is less favorable. Our test model, a DS 12.5, is announced for 224 km, 135 km and 108 km. Finally, they are always accessible to A2 license, power continues to withholding approval not exceeding 20 kW.

In real conditions, we traveled 139 km mainly in Eco mode, which some thirty kilometers in photo shoot and video (repeated stops and starts). Subsequently, we made predominantly of the expressway between 90 and 110 km / h cruising. This without abusing times, and anticipating some braking to harness the energy recovery. He left us 10% load and trip computer still showed 20 km of autonomy. This corresponds approximately to announced autonomy in use combined city / highway.

In Sport mode, we hardly less, or 130 km. The times being more consistent, it turns out that was drained under the handle to raise. By speeding wisely, not to exceed 50 km / h and using as much as possible of the engine brake, the 224 km claimed in town seem realistic. The full recharge takes about 8.6 hours a sector, less if you opt for one or two external chargers (expensive). Hold for CHAdeMO fast terminal is no longer available, only the adapter "automobile" SAE J 1772 still is.

Docile but punchy

No brutality at startup, electronic delivers the torque gradually. The force said it simply to get out of the flow. Past 30-40 km / h, the controller gives free rein to electrons. In Sport mode, an ample thrust propels the crew masterfully while the figures run frantically to the LCD meter. Depending on the setting, the next red light happens very quickly, cornering or jump in figure as a result of generous torque (92 Nm). The engine whistling sound is more strident, and covers the quaver of the belt. Yes, electricity is not absolute silence, but a kind of astronautics modulation. Be careful though, it is not enough for pedestrians and motorists spot you in the background noise of a big city.

In Eco mode, it is less spectacular than 250-300 of the same ilk: the power is reduced to 60%. There remains however enough to move efficiently on the boulevards as on expressway. The maximum speed also goes to 155 km / h to 120 km / h, the engine brake is a little far, an effect of energy recovery during deceleration. The Custom mode does not grow a beard ... It allows, through a smartphone application, adjust at will power and energy recovery, among other functions and information on the motorcycle.

In town

Common with the Zero S and SR, frame and this impression of riding a "small" bike. Figuratively, because the saddle perched 843 mm leaves us a tip foot to the floor (1.76 m pilot size). View the compactness of the set, you'd swear settle on a 250-300. The weight concentrated at the center of the motorcycle (battery) yet evokes a large displacement. Once past this contradictory sensation, the Zero DS is proving very well balanced and agile. However, it happens too fast in the direction of thrust, and the considerable turning circle requires a little advance. As with any self-respecting trail, city driving is fun, and it does not concern the height of sidewalks or paved areas. However, after a day on the handlebars, we wonder how well the saddle, still hard, may be new. Fortunately, the shock is more conciliatory, despite some firmness on large cuts (in factory setting).

On the road

The DS is quite different from the fierce S. Its geometry is more stability-oriented (caster angle, hunting and generous wheelbase, front wheel 19), perfect even at high speed. The response of the front end is "softer", registering more gradual bend, the behavior is more natural amount. It does not lack agility thanks to the large handlebars, from where one dominates a front perfectly rigorous. The bike stands obediently, and Showa suspensions serve very well this rigid frame to perfection. Once assimilated the response of the throttle, the bike is very pleasant on small road. Of course, trail tires induce characteristic vagueness of its kind, and no incentive to take too steep angle. Under the effect of torque, the back can still initiate a stall, but nothing to do with Kenda mounted on previous models! This new mounts fits well with ABS, discreet in his reactions and intrusive. I must say that the front brake J.Juan is not a powerhouse, even if you only good in common use. However the feeling greatly increased, and biting is more docile than before.

On earth?

And what about outside bitumen? The Zero is not a real enduro, if that sticks by its rims, and its transmission through toothed belt that does not like pebbles and dust. More troublesome, the electronic torque management is not very suitable for drift to earth. Open fully: firstly, the rear tire maintains its grip and patina of a sudden as a result of the couple's arrival in mid regime. This is obvious in Eco mode, a little less in Sport mode. There was always the "response time" on re-acceleration, and no clutch to help. Finally, the handlebars are too low while standing on the footpegs. In short, a trail for peaceful walks in the paths, not for sporting adventure. ABS is switched off on the DS, however, unlike the S and SR.

Conclusion

Expected, this development significantly improves the dynamic performance of Zero, and the perception that people have of electric motorcycle. Because everything is not a matter of life: taking care of their driveability, the Zero approach more than ever the quality standard we are used to in the thermal world. With advances in batteries promised for the next few years, the concept is all the more desirable ...

Behavior

Performances

Suspensions

Discreet ABS

Autonomy city

Price

Hard stool

Charging time

Feeling rear brake

Turning circle

Engine:

Chassis:

Esthetique:

Equipment: 9/10

9/10

7/10

8 / 10Vitesse max:

Acceleration 0-100 m:

Turning diameter:

Cons. average:

Autonomy: 158 km / h

nc

5200 mm

nc

140 km

Final Rating: 8.3 / 10

All image and info by; moto-infos.com

Astor Orcal 125, a new option classic look

So that our French neighbors have a very different culture from ours biker can be checked with the arrival of the Astor Orcal 125. This is a bike that comes to complete the offer for those who want to buy a 125 cc for driving without a license motorcycle, and also do not want to drive a scooter as 90% of people.

In our country we do not know when this will be available Orcal Astor, but if we know that in France you can buy one from the 18th of July. Besides you can do for just 2,320 euros, a price that places it midway between the cheapest Scooter and a sports option in the engine.

The mechanics used indicate that it is of Japanese, specifically Yamaha is said in the video test Motor Live. In the sheet that we have a 125 cc engine, air-cooled feed carburetor. The stated power is 7.1 kW at 8,000 rpm and provides a pair of 9.5 N · m to 6,500 rpm. Perhaps not the most powerful bike, but remember we are not talking about a sport or anything like that. This Astor Orcal is an eminently citizen bike.

Will we see in Spain? For the moment we put us in contact with French importers and they told us they are still looking for importing in our country and they expect to reach our market in 2016. What is clear is that slowly, very slowly, options will appear at the usual scooter that has reigned for 125 years in the market. Here you can watch a video (in French) of the test they have done in France with her.

Moto Guzzi V7 Racer

The classic Moto Guzzi V7 Racer - in tuned version. Moto Guzzi V7 Racer - infernal sound! To speak at nearly 5 degrees below zero (!) By a test would be, probably a bit daring, so let's call it a nice test drive including spying, as the raw sound arrives at the passersby so. We're talking about the Moto Guzzi V7 Racer, which still places a pleasant throaty but rather subdued two-cylinder sound of the day in the production version. Thanks to the successful Otto Leirer tuning but is a so dull and Boller Direction sound from the two jaunty Zard silencers that inconspicuous to swim in traffic is no longer easily possible.

But it is also not necessary, the sound is magnificent and uncomfortable either on the machine itself or for the passers - loud just is not always too loud. Visually and acoustically tuning so is a full hit. But also in terms of performance a lot has changed, almost 6 hp more brings the V7 Racer thanks to the Zard-conditioning together on coordinated STC engine electronics. A good value for an exhaust tuning, a very good value when you consider that the V-twin-cylinder Murl the V7 factory brave 49 PS delivers - ie an increase of almost 15 percent!

In addition an increased torque at low and medium engine speed range around 10 Newton meters, thus a better passage and thus a less strenuous driving on the Moto Guzzi V7 Racer. This fits naturally awarded to a motorcycle that is not recommended for people, who value the ultimate skew and the best time on the track, but for those who do not always look at the clock and sometimes come comfortably to be just to enjoy the brilliant look of jaunty iron.

Moto Guzzi V7 II Due

New V7 2015 Guzzi at INTERMOT. With the V7 II, the brand with the eagle before the latest generation of its worldwide bestseller series. According to ancient tradition, the company latest model from Mandello del Lario is - Moto Guzzi V7 II (Due). Tailored to the individual customer's taste, are the - three different models to choose from Stone, Special and Racer.

Parts of the report:

New technology and improvements in terms of comfort, handling and safety distinguish the Moto Guzzi V7 from II series. First new model with the Moto Guzzi small block engine has the V7 II a new 6-speed transmission. Shorter gear ratios in the first and allow the last two courses, with less speed loss during switching operations with better traction. The revised clutch now work according Guzzi even smoother and more precise. Both novice lovers can rejoice. For 2-channel ABS and MGCT "Moto Guzzi Controllo trazione" - Traction Control) follows Moto Guzzi the desire of its customers for more active safety. Nevertheless, the motorcycle still looks earthy enough to repeat customers not to scare.

Jeep Cherokee in the most extreme Adventure tracks in the world

Jeep Invitation to Travel. What matters most to you: ends or the means? Surely achieve a goal is something outstanding, it makes you feel good, inflated ego, ready for another. But the means are much of the enjoyment of coming to an end. It is the media that you learn, falls, matures, try again, do best ... A track off-road is a good example of where the means are cooler than the end, or, more than that, which means They are "The" end - in the case is to have fun overcoming obstacles. Attend the Jeep Experience 2015 made me go back and find the part of the media that made me get where I am and who I am today. It does off-road in Moab, USA, in the midst of one of the most challenging rocky chains in the world, was a distant dream for a 18 year old kid who was entering automotive journalism through the gate off-road. We were in 2000 and 4 × 4 magazine & Co. was basically the bible of the off-roader: addition to the publication itself, the editor of events gathered a huge group of passionate with their preparations jipões, all with the magazine's adhesive.

Our Cherokee Trailhawk had no adhesive, only one paper on the windshield with the word "Brazil". Chosen because of the color, a solid gray that blends nicely with the trilheiro estilão this release. The ability to evil ways is stamped on the face: high ground height, pneuzões marshes, steel chest and anchor points exposed in front and behind (these hooks in red in the picture above). This version has leaves like plant, prepared by whatever comes. 

Despite the appearance potboiler, comfort there is nothing to luxurious version Limited (see complete test). Joining off-road with luxury is nothing new (the Range Rover was doing it in the 1970s), but in these times of allergic crossovers to land, it is still exciting to find a real SUV, ready for real tracks, and not whose biggest challenge is to find place in front of the school children.

In the five years I worked in the 4 × 4 & Cia, and I followed several trails throughout Brazil, but never seen anything like this here. We are in the suggestive "Hell's Revenge" (Revenge of Hell), a jumble of huge boulders to look just like that of the roadrunner design ("Beep" "Beep") that escapes the coyote. Other references are the Indiana Jones films and the Last Crusade, or the harrowing 127 hours with six Oscar nominations. On the first climb hell longer intimidates. A narrow, sloping rock where the only guide are the rubber marks left on the ground. 4 × 4 traction, reduced and electronic locking rear differential case, the Cherokee Sport reveals a skilled climber, but look out the side window scares: A hesitation toward and that steel armor of two tons plummets ravine below with us in. Just tweak "Moab off-road crash" on YouTube and you'll understand what I'm saying.

The subidona the stone was just the first of many during the path 6.5 miles (10.5 km). But our car seems to have been developed exactly in this place - and it was the same: the Hell's Revenge is one of the challenges that the Jeeps have to meet to receive the "Trail Rated" seal. Impressive as the input angles (29,8º), central (23,3º) and output (32,1º) give the job done even in the deepest trenches - in some it seems that if there was one degree less the front bumper Whole shave. The span is also convincing, 22.1 cm, although they are inevitable some stone strokes under the car during the adventure. But we have to give a discount because all the way not seen an original car even: they were Hummers H1 (those for military use), Jeeps Wranglers levantadões and giant tires, highly prepared cages and even a small Suzuki Samurai armed to the teeth . And the people there in the comfort of air conditioning, the soft suspension and posting pictures on Facebook by Wi-Fi media center ...

More important in this hell is strength. Ramps with frightening slope, those in which you only see the hood and the sky, and down where you are hanging the seat belt are the main course menu. We turn on the 4 × 4 traction reduced at the trailhead and were only disable it to return to the asphalt. We also use the rear lock (which leaves each wheel with 25% strength) and Rock (Rock) mode drive system - which adopts a schedule of specific gear changes, basically using the first and second reduced. Another valuable feature is the electronic control descents (HDC), in which the ESP gives pulses the brakes through the ABS and secure the car on the steepest slopes. But I confess that it made the thing means "easy." For a little more excitement, dismissed the use of most of the time (except when the slope was huge and there were many stone steps in between) and was controlling the first reduced and brake. But if it had rained, the HDC would be essential. The lack of rain did not mean, however, no mud on the trail. Several times true cross flooded formed between the rocks, large pools with plenty of jagged, which required caution and take accelerator. Another test for the Cherokee, this time for sealing the doors, which proved to be perfect, without leaving even get a drop of water. The Jeep ensures that the model is capable of up to 50.8 cm immersion smoothly with air intake or electrical work. After a few hours of torture (for the car), we arrive at a fantastic plateau on top of a mountain for lunch. The menu had sandwiches with cherry-coke, cookies and a beautiful view of the cliff at 1,750 meters altitude.

The trip back did not mean relief in hard times: what was ascent became cliff and it was turned down wall ahead. Always with the 4 × 4 reduced traction, the Cherokee was practically a tractor with its 3.2-liter V6, which had 32.2 Nm of torque required quite on track. The exchange nine marches, usually mild in trade, it means harsh with the use of reduced giving leaps in changes. As for the 271 horsepower, they were in halter - on track almost did not use high speed, and on the road, well, try to accelerate in the US and see a police car come up where you least expect. After nearly eight hours behind the wheel, I confess that the warm Cherokee leather seat was not so comfortable as well. My back has asked for a pit-stop when we got to camp overnight. There was only choose a tent (which fortunately the staff of the Jeep had already mounted), changing clothes (without the right to bath) and enjoy dinner at the mouth of the cave, entitled to country music on the guitar.

Awakening the next morning came the sound of trumpets at Camp sound system. It was time to get ready (bath would only come at the hotel later ...) and swallow a breakfast because soon we were already running at "Wind Caves", a kind of high desert (with altitude ranging from 1128 to 2195 meters) that is in one of the last areas relatively "virgin" between Utah and Colorado. While not as radical as the trail the previous day, we face a very technical way, with lots of rocks and sand, resulting in an environment of millions of years of erosion and sedimentation. Interesting to note that although there are many loose stones in the mountains, not even seen a rolling hill. If there was still any doubt about the valor and the Cherokee Trailhawk capacity, the second day sealed the issue with a flawless presentation of the model, without hesitation even in challenging stone steps. When they finally emerged the asphalt and the comfort of the hotel bed, just came to mind the question I used the text from the beginning: the end is good, but there is no doubt that it is the medium that makes it worth the trip!

By Daniel Messeder, Moab (United States). Photos: Jeep Disclosure and author.