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BMW 2 Series M Performance parts announced
automotique . BMW M Performance parts available for the new BMW 2 Series from launch next March The new BMW 2 Series will be available with M Performance parts across the range from launch in March 2014. It follows the announcement of the tuned BMW M235i Racing being offered to motorsport teams for track use, in events such as the VLN Endurance Championship.
The M Performance parts – available on all petrol and diesel 2 Series variants – sees tweaks to the engine, suspension, aerodynamics and interior, helping boost all-round performance and agility without affecting emissions figures or fuel consumption.
Stiffer and 20mm lower suspension will be fitted, with the car sitting on larger 19-inch alloy wheels available in two new designs. There are also new dampers and shortened coil springs finished in red along with new lightweight brake discs and painted callipers. Available exclusively on the range-topping M235i model is a sports exhaust and mechanical limited-slip differential, improving traction and acceleration out of corners.
Visual changes include a new aerodynamic body kit, made up of a carbon fibre rear spoiler and diffuser, new front bumper and larger air intakes. The trademark kidney grille at the front can also be finished in carbon fibre and optional M Performance accent stripes are available.
Changes continue on the inside with a smattering of carbonfibre and Alcantara on the steering wheel, gear lever and selector as well as the handbrake. There’s also a race display on the steering wheel, which lights up when a gear change is necessary.
Those who opt for the 220d model also have the option of the M Performance Power kit, which boosts power by 16bhp and 40Nm of torque. All upgrades will be available from March 2014, with pricing to be announced closer to the car's official release date.
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MW M235i Racing launched
automotique . BMW M235i Racing launched. Racing-spec BMW 2-series to be sold to privateer race teams from 2014 for €59,500
Based on the production-spec M235i, the athletics edition can endure sale to privateer motorsport groups from next year for a worth of €59,500.
The M235i athletics uses constant twin-scroll turbocharged three.0-litre in-line six-cylinder gas engine because the pro duction automotive, however power has been exaggerated from 321bhp to 328bhp. like the assembly automotive, the athletics edition comes with ABS, DSC and traction management, however conjointly includes a mechanical limited-slip differential.
BMW has other new front and rear spoilers to the automotive, additionally as a replacement diffusor and carbon wing mirrors. associate FIA-certified athletics safety cell is additionally enclosed, additionally as a racing-spec fuel tank. --
BMW says it expects the car to be used in entry-level racing series, including the VLN Endurance Championship and the Nürburging 24 Hours, as well as its own BMW Sports Trophy.
The firm's motorsort boss Jens Marquardt said: “The production models from the BMW M Performance Automobiles range are already incredibly sporty. Because of this, we did not have to make many modifications in order to get the BMW M235i Coupé up and running as a racing car.
BMW Motorsport can look back on a long tradition of allowing ambitious teams and drivers an affordable way into motor racing – and of offering them an absolutely competitive car."
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The Next Nissan Murano Noticed
Although Nissan will not ensure the move, a voice told Autocar the corporate would "keep watching that market" to guage its potential.
The interior of the new Murano has conjointly been caught on camera for the primary time, though several of the inside details ar still covert.
In the US, this Murano is merely out there with a three.5-litre V6 fuel engine. Nissan says that if the automotive were to return to the united kingdom, it'd need a distinct engine vary and will embody a hybrid version.
"If we tend to did jazz, we might use totally different engines," aforesaid the voice "The new X-Trail, for instance, has totally different engines to the scalawag in America. we might use engines that will be applicable for the market, diesels and such. A [hybrid] would be. If you check up on the worth purpose for that automotive, a classy hybrid drivetrain would be."
The original Resonance concept, revealed at the Detroit motor show earlier this year and intended to show Nissan's future direction for both the Murano and the new Qashqai, also used a hybrid powertrain.
Nissan says that, like the old Murano, the new model would sit at the top of its range as a flagship car.
The second-generation Murano was available in the UK until 2011, but was dropped due to a combination of poor sales, as well as plans to make way for Infiniti's expansion into the UK market. --
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Porsche 918 Spyder first drive review
Porsche 918 Spyder first drive review: the definitive verdict!. Some stories square measure told in precisely half-dozen minutes and fifty seven seconds. For this story, that's solely the start. It starts with a hybrid – however one that had to be distinctively Porsche. And with intelligent technology. Our challenge is to maneuver forward confidently and take a brand new direction.
What can we got to succeed this? 918 drivers. 918 pioneers. to produce the initial spark and to light the previous sports automobile dream. The 918 Spyder represents a completely vogue at the supercar. It heralds the long run of the sports automobile and you'll be able to be there at the beginning.
Our 1st drive within the new Porsche supercar reveals a model with superb potential. McLaren and Ferrari ought to be nervous is that this a hypercar that happens to be a hybrid. Or a hybrid that happens to be a hypercar?
Some say neither. we are saying each. The performance actually is hyper. The straight-line figures square measure staggering, because of 875bhp delivered by a screaming V8, and power, and four-wheel-drive. Porsche claims 0-60mph in two.5 seconds, and 0-125mph in seven.2, and 0-186mph (300km/h) in twenty.9. that is Veyron-fast up to 150-odd mph.
And it is not simply a straight-line drag businessperson. The 918 has magnificently lapped the Nurburgring in half-dozen minutes fifty seven sec. That variety is on par with deadly rival McLaren's claim for the P1 of 'under seven minutes'.
In other words, the Spyder's combination of batteries, electric motors and conventional combustion engine power do not mean it is in anyway compromised as a design but, instead, optimised to deliver as much performance but also as much economy at the same time.
And the numbers it produces are truly extraordinary. As in sub seven minutes around the Nürburgring, 0-60mph in 2.5sec (in Weissach specification), 0-186mph in 19.9sec (again in Weissach spec) and between 25-30mpg when tootling about in the real world. Genuinely.
Forget for a moment the headline-grabbing 97mpg claims, they are generated with the car driving only in Hybrid mode; the reality is that the 918 will burn about the same amount of fuel as a high-ish powered saloon car during regular on-road driving.
Which is nothing short of incredible, you'll agree, but is also the 918's reason to be - because job one when the project started was to build a super-sports car that could return 3.0-litres per 100km (97.1mpg), which could also lap the Nürburgring in 7min 15sec. Which also means the car has massively over delivered on the performance front in its final showroom specification.
And the cost for all this magic? 781,155 euros (£652,849) in standard specification, or 853,155 (£712,088) in 41kg lighter Weissach Pack spec.
What is it like?
A lot more natural to drive than you might think, and this was one of Porsche's key targets when fine tuning the 918 for use on road, or track; that despite its mind-frazzling levels of technology, it should feel intuitive and natural to drive.
Although to begin with it can be a touch confusing: trying to work out which of the various drive modes to select, of which there are five; Edrive, Hybrid, Sport, Race and Hot Laps.
In Edrive you get exactly that to begin with, but this still means you've got enough ecologically sound propulsion to hit 60mph in 6.2 seconds. The spooky thing in Edrive, as ever with EVs, is that there's no perceptible noise from the two electric motors, front or rear.
But if you then press harder on the accelerator, boom, the V8 is awakened and you find yourself being propelled by a combination of conventional V8 and electric power. The transition, though, is smooth so long as you're not properly clumsy with the pedal.
Select Hybrid and you get an instant combination of the three motors, but still with quite relaxed responses from the seven-speed PDK gearbox, and from the throttle. Select Sport and the responses from everything - engine, gearbox, V8 and both the electric motors - become sharper, keener.
And then you can go up again to Sport, and eventually to the Hot Laps programme, in which the ESP allows a little bit of slip from the rear and dishes out yet more torque to the front axle under wide throttle openings to dial out mid-to-late-apex understeer.
The best thing about the Spyder, though, is how it disguises its weight. On a track it feels like it weighs no more than about 1350kg-1400kg. The way it changes direction is astonishing for something so big.
Understeer is pretty much non existent at sane speeds, and the flatness with which it corners - and the composure it displays as a result - is mind boggling. On the way in, on the way through, and on the way out of corners, fast or slow.
We did a ducks and drakes excercise with Walter Rohl driving a GT2 RS in front at one point, me following in the Spyder, and the relative lack of effort required to stay in touch with Rohl and the GT2 was quite an eye opener. That was down purely to how much faster the 918 could accelerate down the straights, how much better it could stop, and how much more speed it could carry mid-corner.
Best of all, Porsche would appear to have all but eradicated the artificial feel to the brake pedal that early prototypes apparently suffered from. On this evidence the brakes feel much like those of any other Porsche under hard loads, ie fantastic, even if the pedal does still feel a touch remote under lighter loads, especially in Edrive.
Should I buy one?
Porsche would love you to buy one of the 918 Spyders that are due to be built between now and the end of its build programme: only around half the order book is currently occupied. But on this evidence, we're now a lot more convinced that they will.
In isolation the 918 Spyder is a quite fantastic amalgam of high tech and conventional engineering, but the best bit about it is how natural and pure it still feels to drive.
At its core the 918 is just a cracking good thing to climb into and go for a blast in. And it's fast, too, without ever feeling scary or edgy or overwhelming. Most people could get most of what this car can do out if it. And some people will get closer to the edge than ever before. The McLaren P1 and LaFerrari will need to be very special indeed, freaks even, to deliver a wider range of abilities than this.
Porsche 918 Spyder
Price £652,849 (£712,088 Weissach Pack); 0-60mph 2.6sec (Weissach Pack car 2.5sec); Top speed 214mph; Economy 97.1mpg; CO2 72g/km; Kerb weight 1674kg; Engine V8, 4593cc, petrol plus electric motors front and rear; Installation mid, longitudinal, four-wheel drive; Power V8 600bhp at 8700rpm; Torque V8 398lb ft at 6500rpm ; Electric motor front 127bhp/154lb ft; Electric motor rear 154bhp/276lb ft; Combined 875bhp at 8500rpm/944lb ft; Gearbox 7-speed PDK
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Rendering - New Ford Ka/Figo Sedan
After taking a glance at the Ka conception, our render creator, Shoeb, has embark along with his projection of the Ka Sedan. during this rendering, Shoeb envisions a sedan with AN overall length within the region of four meters, and style components till the C-pillar square measure carried over from the Ka conception hatchback.
The Ka and Ka Sedan are going to be supported the present Figo’s platform, that successively relies on the previous generation Mk5 feast. By employing a lighter kind of steel, the general weight of those cars would be reduced, so optimizing their fuel efficiencies and emissions.
In Brazil, the Ka Sedan would replace the feast ROCAM Sedan, whereas in Asian country, we have a tendency to see this three-box sedan succeed the Classic. Competition comes from sedans like the Hyundai HB20S and Toyota Etios in Brazil, whereas the Ka Sedan can rival the Etios and therefore the forthcoming Grand i10-based sedan in Asian country.
We expect the sedan to borrow its engines from the Ka hatchback. which suggests that the gas variants may be hopped-up by the one.0-liter EcoBoost and one.5-liter DuraTec engines, whereas the diesel powerplant would be the one.4 or 1.5-liter Duratorq diesel.
First Test of Kia's New Soul EV and Review
The first test of Kia's new Soul EV in Namyang, South Korea, reveals that the manufacturer's first global electric vehicle has much potential
What is it?
AutoMOTIQUE - The bold, funky looks of the second-generation Kia Soul don’t stray too far from its predecessor, and this electric version shares the new-for-2014 car’s basic dimensions.
Kia's new Soul is Kia’s first global electric vehicle, following the Ray EV, which has been silently cruising around Korea for three years.
This latest Soul has adopted the same platform as the Kia Cee’d. It is wider and longer than the first-gen Soul, with a 20mm longer wheelbase at 2570mm, as well as a 29 per cent stiffer body shell and revised suspension geometry.
The platform was designed to accept battery packs under the rear seats, which means that little of the second-generation Soul’s 354-litre boot space has been sacrificed for the EV technology. It does, however, bring a weight penalty in the region of 200kg.
What is it like?
The key visual differences between the standard Soul and its electric sibling include: subtle aerodynamic tweaks, different lights, a revised bonnet and grille and low-rolling-resistance 16in tyres.
In the grille are two charging points, one each for standard and rapid charging. From a standard household electricity supply, Kia estimates a full charge will take about five hours; a rapid charge can replenish a depleted battery to 80 per cent capacity in 25 minutes.
The Soul EV prototype we drove was heavily disguised, but offered some hints as to the design and ambience of the new car. It has sharper, cleaner exterior styling than its predecessor and a more upmarket interior, albeit one that is more akin to the standard Soul than the futuristic Renault Zoe or Nissan Leaf.
It has bespoke dials and gauges, and there are some neat energy-saving touches, such as the option to turn off the climate control to empty passenger seats to conserve power. Forward visibility is mildly improved thanks to slimmer A-pillars.
The technical specification of the definitive production Kia Soul EV is still being thrashed out. Kia chiefs say they are assessing three battery providers, although regardless of which one is selected, the manufacturer is aiming for a range of 124 miles on a full charge in optimum conditions: similar to Nissan’s claim for the Leaf and more than the Ford Focus EV.
Also up for discussion is whether the batteries will be offered through a leasing scheme, similar to Renault and Nissan, or sold with the vehicles outright. This will have a bearing on the final price that the Soul EV can be sold at.
The Soul EV moves quickly away from a standstill, and the smooth, linear power delivery and very light steering make it an effective tool for driving in built-up areas.
Kia estimates that the Soul EV will cover 0-62mph in less than 12 seconds and go on to a top speed of 90mph. It feels less at home on faster roads, where a lack of positive steering feel is evident and there’s surprisingly aggressive deceleration upon throttle lift off.
Although the regenerative system charges the battery, it means the Soul EV doesn’t cruise under its own momentum particularly effectively.
Like many EVs, the Soul emits a sound to warn pedestrians. Akin to the chime of a distant ice cream van, it is emitted at speeds below 12mph and when the Soul EV is reversing.
On the strength of this prototype drive, the Soul EV rides comfortably, absorbing road imperfections well, but feels a touch ponderous during faster cornering.
Should I buy one?
You’ll have to wait for a year, with this electric Soul destined to follow about six months after the conventionally powered versions.
The Kia Soul EV will come to Britain in very small numbers at a price in the region of £25,000 before any government grant is applied.
Even if the Soul EV won’t be a huge seller here, it is a positive shop window for Kia's broadening ambitions.
Price £25,000 (est); Top speed 90mph (est); 0-62mph 12sec (est); Range 124 miles (est); Weight 1550kg (est); CO2 0g/km (tailpipe); Motor 81.4kW electric motor, 27 kWh lithium-ion battery pack; Power 109bhp; Torque 210 lb ft; Gearbox single-speed
Asource autocar
first test of Kia's new Soul EV.
