#car articles

تم الكشف الرسمي عن نيسان ماكسيما 2019 بعد ان حصلت على تحديثات للجيل الحالي.

الشكل الخارجي لنيسان ماكسيما 2019:

حصل الشبك في الواجهة الأمامية على تحسين، بحيث أصبح تصميم حرف ” X ” أسود اللون، وزوائد رياضية في أسفل المصد الأمامي، و قد أصبح إطار الكروم في وسط الشبك أكبر حجما، بينما تم الحفاظ على التصميم المغزلي لداخلية الشبك.

تغير تصميم المصابيح الأمامية من حيث الشكل الخارجي أصبحت أرفع و أكثر حدة، و أصبحت مصابيح الضباب في أسفل المصد أصغر حجما بتصميم دائري.

حصل المصد الخلفي على تحديث في تصميم المصابيح الخلفية، و التي أصبحت مكحلة من الأطراف، كما تم تغير تصميم مخارج عادم الوقود في أسفل المصد، و كذلك تم تغير مظهر الصندوق الخلفي و إطار الكروم عند مقبض الصندوق.

داخلية نيسان ماكسيما 2019:

ليس هناك تغيرات ظاهرة المقصورة، و ذلك لأنها جاءت في نوع الجلد المغطى للمقاعد و كذلك في الأجزاء المصنعة للتابلوه الأمامي، و داخلية الأبواب و غيرهم، كما تم تغير نوعية السماعات لتصبح أفضل.

مواصفات محرك نيسان ماكسيما 2019:

محرك سعة 3.5 لتر، بعدد 6 سلندر، ليعطي قوة 300 حصان، عند عدد لفات 6400 لفة في الدقيقة، و عزم الدوران 353 نيوتن/متر، عند عدد لفات 4400 لفة في الدقيقة، وناقل الحركة الأوتوماتيكي ذو 6 سرعات.

سيارة البيك أب شيفروليه كولورادو ZR2 Bison موديل 2019  التي تعتبر  مميزة للمغامرات، والسير في الطرق الوعرة.

سوف تحصل على تحديث مميز بداية من يناير 2019 بسبب التعاون بين شيفروليه ومعدل السيارات American Expedition Vehicles AEV.

وقد اختارت الشركة اسم ZR2 Bison ليناسب تصميمها، وستأتي بمحرك بنزين V6، وناقل حركة 8 سرعات.

وقد أضافت شركة التعديل للسيارة أجزاء خاصة تحمي وتساعد الشاحنة في طريقها في الغابات، أو أي بيئة غير ممهدة، لحماية الجزء السفلي من السيارة، حيث أضافت الشركة ألواح للحماية مكونة من الصلب بورون، يغطي خزان الوقود والجزء الخاص بزيت المحرك.

كشفت شركة كيا الكورية عن الجيل الثالث  الجديد سيارة "Ceed 2019" ذات التصميم العصرى الأنيق و المقصورة الجديدة. شملت السيارة Ceed على العديد من التحديثات و التجهيزات التى تختلف عن فئاتها السابقة.

التصميم الداخلي ل كيا سيد 2019: شاشة عرض بقياس 8 إنشات تعمل باللمس، موصولة بنظام JBL الصوتي الشهير. خاصية البلوتوث، WiFi. لوحة عدادات واضحة الرؤيا. عجلة قيادة جديدة،كونسول وسطي معاد تصميمه. ريموت كنترول لدخول السيارة بدون مفتاح. نظام الحفاظ على المسار. نظام المساعدة بالقيادة الذاتية على البقاء في المسار. نظام تثبيت السرعة المتفاعل. نظام الفرامل المانع للإنزلاق.

التصميم الخارجي ل كيا سيد 2019: شملت السيارة على أضواء LED أمامية و خلفية. صادم أمامي بتصميم جديد أضواء ضباب جديدة على الحواف. عجلات جديدة مقاس 17 بوصة. أبعاد السيارة تأتي بطول 4,31 متر، وعرض 1,780 متر، وارتفاع 1,470متر، وقاعدة العجلات 2,650، تبلغ سعة صندوق الأمتعة 395 لتر. تضم السيارة باقة تجهيزات إختيارية، تشمل على العديد من الأنظمة المتطورة. بالإضافة إلى مساعد السير في التكدسات المرورية.

محرك كيا سيد 2019 شملت السيارة على عدة محركات: الأول محرك ثلاثي الإسطوانات تيربو، بسعة 1.0 لتر، بقوة 118 حصان. الثاني محرك سعة 1.4 لتر، بقوة 99 حصان. الثالث محرك جديد تيربو، سعة 1.4 لتر، بقوة 138 حصان. الرابع محرك سعة المحرك 1600 سي سي، 4 سلندر، سيزود بصندوق سرعات مزدوج التعشيق “دبل كلاتش” من 7 سرعات، و ناقل الحركة أوتوماتيكي، و نوع الدفع Front Wheel Drive، سعة خزان الوقود 53 لتر.

TO ME, COFFEE IS A LIFE that brings elixir. I find it extremely hard to work every day without a hot cup of my favorite drink, first thing in the morning. So imagine my joy when I found out that I would drive about 250 km from Bengaluru to Chikmagalur. Finally, Chikmagalur is the Coffee Center of India, one of the two major coffee cultivation districts in the country along with Kodagu (Coorg). As I will find later, the connection of Chikmagalur with coffee deeper. We started at the top of the morning in our Hyundai Elite i20 at Bengaluru famous Vidhana Soudha. This majestic building is not only an architectural wonder, but also Karnataka's seat of state legislation. A fitting place to start this road trip then. From here, it was from Bengaluru and on the NH 75. This four-lantern is an explosion drive, and I quickly worked through the elite six-speed gearbox until I comfy cruise at three-digit speeds. In an instant we had arrived in Hassan. Here we took a little change to Shettihalli, after we had heard of the exotic, abandoned Shettihalli Rosary Church there. The 20-kilometer turn took us through a small village road, which was partially broken and full of waves. The sleek suspension of the elite caused the bad roads to cause no distress, and soon enough we were faced with a sight that was worth the almost nonexistent streets. Sitting on the banks of the Gorur Hemavathi dam, this is an old shell of a once splendid gothic church. The story is that the Shettihalli Rosary Church was built by French missionaries in 186o, and fell into nothingness a century later. It is absolutely fascinating, and, sitting on the shore of the reservoir just adds the beauty and mysticism of everything. The Shettihalli Church is not the only historical relic with religious roots on the way from Bengaluru to Chikmagalur. Once you are back on the highway and in the hills towards Chikmagalur, Belur and Halebidu can be found quite a bit on the way. The original capital of the Hoysala empire, which covers the region from loth to lit. Century, the most famous remainder of this rule is the Temple of Belur in Chennakeshava. Hoysala King Vishnuvardhana commissioned the construction of this temple in 1117 to celebrate military success under his rule. About 6 miles away is Halebidu, which took over as the capital of the Hoysala empire in the izth and t3th century. Vishnuvardhana also built and founded this city, and its primary attraction is the Hoysaleswara Temple, which was built in the izth century. Both temples are elaborately carved from soapstone and carry beautiful figures along the exterior walls of the temple. Inside the temple, also somewhat as menial as the braces for the temple pillars have been carefully shaped, and are definitely worth a visit for the sheer talents and creative nous shown in their construction. Truly, both temples are lost in their art and their historical and cultural significance. Soon the temples set out again, and we entered Chikmagalur. First we visited the coffee museum. The warm and friendly staff led us through the history of coffee in India, and here I realized how intrinsically this city is connected with coffee. It turns out that the entire coffee movement started here in Chikmagalur thanks to a Sufi saint named Baba Budan. Coffee was practically unknown in India in the 19th century and was exported eastwards from the Middle East in roasted form, so that the region could maintain its monopoly on the coffee trade. The legend says that during his pilgrimage to Mecca, Budan discovered the miracles of coffee and smuggled him on his way back from the pilgrimage to seven raw coffee beans in his walking stick. He planted the beans in the Chandragiri hills in Chikmagalur on his return to India, beginning with India's triumph with coffee.

We got the AT-variant of Toyota Innova Crysta for a nice long drive. A close twin of manual variant, which we have reviewed, the major changes include a more powerful engine and an automatic transmission.

I do not need to get into a 200-WORD introduction as the Toyota Innova Crysta is incredibly popular in India. If you have ever visited the city or on a highway, or booked an intercity cabin, or at an event where a politician drove or even visited a remote village, you are probably aware of what I am. It has never been an automatic transmission before, though, has it? Rhetorical question because it certainly is not, but that's all in the past. The new, first-class Innova Crysta does it, and we drove. However, before we come to the succulent center of this self 'box and to a more powerful engine, we need to peel back the covers. Let us begin with the utmost: the appearance.

Toyota Innova Crysta Test The Crysta AT is almost identical to its manual variant family: large, bouffant and with SUV cues on what is a traditional MPV. In fact, there is not even an "AT" or "auto" badge that gives away the modified transmission. Instead, the only difference is the "2.8" at the back to beat you off that something is different; The manual has a 2.4-liter engine. Overall, the car is sharp and a little medium weight in this new avatar. It is also bold and prominent, with the LED projector wraparounds and mammoth trapeze grilles arrested your attention immediately, while the L-shaped rear lights design and small spoilers are the highlights on the back. The handbook and car twins are as monocyte on the inside as they appear from the outside. Everything from the Top Man Handbook is replicated here, including the suede upholstery, chic wood panels, an airplane-like folding chute and enough cup holders to feed the entire ensemble from 'The Expendables'. The interior is exceptionally spacious, the seats are quite comfortable (in all three rows) and stumble with minimal shrub. The Pilo seats in the second row are leaning forward and backwards, and you can even use a handy lever near the passenger seat headrest to adjust its position for leg space when you sit in the second row with no one occupying this Seat.

Boot space, is also no problem, and the above tumbler capability is handy when you expand it further. The plastic quality is decent and overall I was very pleased to spend time in the cabin of Toyota Innova Crysta. In addition, functions such as "PWR" and "ECO" are controlled, a touch-screen infotainment with navigation, an easy-to-read and brightly lit combination instrument with TFT center and controllable controls. The bright differences are the absence of a live third pedal, the manual shift lever for a selector lever and a fleshier eardrum that testifies to its larger power maker. The latter is because the Crysta AT receives a 2.8-liter turbo diesel engine with 174 hp and a peak torque of 360 Nm. The 'box is a regular ol' torque converter with an electronically controlled automatic transmission, which basically shows the intuition and adapts the shifting time to driving styles.

Toyota Innova Crysta AT collects a head of steam at a decent rate despite its size, as illustrated by its o to Too km / h time of 11.78 seconds. It is also able to sustain the impulse to some intoxicating speeds when unleashed on the highway and also feels well planted in the top trains of its upper stroke. Motor noise is a bit of a problem, and could have done with a little more attention. The shifts are on point, too, and the car box does its job well so you can get smooth power on the highway and within the city. The ride quality is also pleasant, easy on the softer side and ensures comfort even on less than perfect roads. The good ground clearance of the car means that you do not need to worry, even if you drive through drilled B-roads. Cornering is not the Innova Forte, that is, you will not be comfortable walking around sharp curves that are in a lot of speed, but you really want to throw the Innova into a corner with your woman sitting next to you, your parents in the second line , And your children in the third? I know I certainly do not. Taking turns is nice and smooth rather than aggressive, where the Crysta feels most comfortable.

Toyota C-HR Concept Test and Comment

The Toyota C-HR concept, which stands for Coupe High Rider, combines a coupe like upper body with the superstructure of an SUV. First unveiled at the Paris Motor Show 2014, Toyota have followed with Gusto and unveiled the standard model at the 2016 Los Angeles Motor Show. The C-HR styling is based on what Toyota calls "Sensual Speed-Cross". It features a diamond architecture design with wheel arches prominent at all four corners, emphasizing strength and stiffness. The front of the C-HR represents a development of the design identity of Toyota: the upper grille flows from the Toyota badge into the wing extremities of the headlight clusters and winds completely around the front corners of the vehicle. Toyota maintain the shoulder axis, which runs forward and back, emphasizing the fast-looking, lifting feeling of the thin body. The C-HR Coupe-like styling is further reinforced by disguised rear door handles integrated into the C-pillar. The elaborate wheel arches give the new C-HR a wide and powerful posture additional markings in theDesign department.

Audi A6 Test

LAST MONTH DURING THE Diwali Week, I decided to take a break and go south for the long weekend. Although I drive and drive cars day and day I like to drive to the destination rather than fly and then driven into a stinking taxi by someone who can not drive to save his own life. But there is a condition for my driving: Audi A6 must be very good. Like most of the time the press department at Audi came to my rescue and lent me an Audi A6 for the ride. Whenever I make a long trip, I leave the house very early to avoid the local traffic, which is met until Kolhapur. After setting the alarm for 2 o'clock it was exactly 3.00 clock when we drove out the gate. Driving in the dark is no problem thanks to the brilliant matrix headlights of the A6. The state of the road to Satara leaves much to be desired, as there are a number of diversions. I had to take it easy, but I managed to get it to Kolhapur in less than three hours. Once you enter Karnataka, the road becomes much better and the quantum of traffic drops. This is where the A6 comes into its own as it stretches its legs and begins to cruise between 160 and 180 km / h with the speedometer read between 2,000 and 2,300 rpm in seventh gear. The A6 is such a voracious mile-muncher that before I realized that we were on the Hubli bypass at 7.15. The car continued driving miles after kilometers and the next thing I knew was that the navigation system asked me to leave the highway at Sira and head towards Mysuru. Instead, I ignored the navigation and went to Bengaluru. Later I realized that it was a mistake. The road from Sira to Mysuru is a one-lane, but 8o km shorter than the one I had taken. The ride was good until I got off the lovely road as I had covered 850 km in 8 hours and 15 minutes.

The moment I came to the road from Bengaluru-Mysuru, there was traffic for the next 40 to 45 km. The Mysuru bypass is ready, so you do not have city traffic, as the ring road connects to the airport. The ride from Mysuru to Masinagudi is very relaxing as you drive through the Bandipur and Madumalai forest reserves. As we passed through, we saw Bison, a mother elephant and her calf, hoard of stained, and a pair of faults. All the animal photos were captured by the A6 except for the tiger photographed by a gypsy during the jungle safari. After half an hour without interruption I reached the Jungle Hut in Masinagudi at 3.30 pm. This was my third visit to Masinagudi and Jungle Hut. I love this hotel because you can drive up and down through the forest reserve until 8.30 clock in the evening and see a lot of fauna along the road. The Jungle Hut Resort is a fabulous place to stay. There is a personal touch because the owners, Anushree and Vikram, personally take care of the everyday life of the resort. The rooms are very nice, clean and comfortable and the atmosphere is warm. The best part is that the quality of the food is very good: everything is homemade from their cucumbers to the canned and they even bake their own bread. The second stop was Tranquil Resort in Wayanad, a distance of no km from Jungle Hut and seven kilometers from Sultan Battery. This no-km ride from Masinagudi is very picturesque as you drive through the bamboo forest and then turn right onto Gudalur. Once you leave Gudalur, the landscape changes. Now you see the hilly terraces of tea plantations and the winding road through the mountains is simply breathtaking. The ride was very relaxing as I was just walking along Trundling and enjoying the scenery. After the moo-km long nonstop ride from Pune to Masinagudi, this no-km two-hour drive felt just around the corner. The Tranquil Resort is located on a 400-acre coffee plantation. They say it's a home stay, but, frankly, it's as good as any five star resort. The tree villa I stayed was beautiful; In fact, the entire hotel is in its original form directly from the rooms, the well-kept gardens, the swimming pool to the dining area.

SKODA RAPID REVIEW

FIVE YEARS AGO, SKODA RAPID was born and honestly at the beginning of his life it was a handsome car that managed to turn his heads. Over time their family members such as the Yeti, Superb and Octavia received major updates, but the Rapid remained pretty much the same. It felt old and looked out of place between the Spanking new Skoda family. The Skoda engineers probably thought of communicating the rapidly deserved modern treatment. The Skoda Rapid has been reworked and now looks very impressive in the Skoda lineup in India. Was a half decade waiting really worth it? We drove to Dehradun to find out how hip this latest skoda is. At the beginning, the Rapid has always been one of the most sought after Skoda cars in India mainly because it was the entry into the brand after the sudden farewell of the cute Fabia. The swanky looking exterior of the new Skoda Rapids is the freshest of the Czech car makers and honest, the new design makes the Rapid more like its older siblings. The headlamp unit is new with LED DRL and gives the car a very European look.

New Skoda Rapid Test DriveThe new bumper, also adds a lot of fashionable character to the rapid fascia. It is the new wide lattice, which, however, brings together the entire family look. We also appreciate the fact that the minimum rear end of the new Rapid is now in line with the rest of the sharp angle design. The whole design exudes maturity, elegance and refinement and is above all pleasant to see. The interior architecture of the new Rapid is also in harmony with the rest of the family. Simplicity is the name of the game on the inside, some Skoda are known for. Your signature No-Nonsense-Touch is clearly in the cabin. The new dashboard has all the necessary touches, including a new 6.5 inch touchscreen infotainment system with MirrorLink connectivity Yes, a mirror connection that allows you to pair your smartphone with the system and it literally reflects your phone on the Display. Apart from this, the new Rapid comes with a variety of other creature comforts and features that are sure to attract a whole host of tech-savvy customers. The Rapid remains the same as the cab; However, the leatherette seat covers are new and they feel first class. Also the steering wheel is new, although the instrument console remains the same. Space-wise, Rapid is one of the best cars in its segment thanks to plenty of space. Quality and passability were never an issue for the Czech automobile manufacturers, and the Rapid is very good in terms of interior quality. Yet it is not just the aesthetics that gave Rapid a new identity. It is the stuff under the hood, which has also been tweaked. The x.5-liter in-line four-cylinder turbocharged diesel engine connected to a seven-speed dual-clutch transmission is the same unit; But that is the tip where the engineers were involved. Earlier the same x.5 TDI engine used to produce 105 hp and 250 Nm of torque, but the tweaked one churns no PS and 250 Nm of torque, which is transmitted to the front wheels via the excellent seven-speed DSG. Now the shock on the power might not be significant, but it works in terms of improving the car's fuel efficiency and drivability. In terms of feeling, the engine does not feel much different than before, because there is still light engine chatter that filter through the cabin; The refinement and smoothness levels have not really improved, but they are still quite good. However, the performance and the torque delivery are quite sorted. Skoda Rapid CommentsThe 250 Nm of torque are available from 1,500 rpm up to 2,500 rpm and max power of 4,000 rpm. Although there is a bit of turbocharger below 1,500 rpm, which is natural, it does not really urge you to accelerate. The delivery is also linear and not abrupt, and as soon as you reach 1500 rpm, the Rapid moves in a much civilized way. Acceleration is smooth and you never have to work your right foot hard to find the right amount of input. In terms of driveability, I do not really feel the extra five horses are working their magic, although just a real test on the road will show the tiny differences between the previous car and this. Overall, the driveability was awesome, mainly because the seven-speed DSG wonders. This transmission from the VW Group is a technical miracle and adds a lot more refinement to the Rapid. It shifts gently, the force transmission is seamless and the downward layers are alsoQuite fast. It makes driving the rapid at low speeds a matter of convenience. Speaking of performance, I did not really push the rapid hard as we were in the mountains. On the few stretches of the straight open road I got, I managed to nail the throttle and check the acceleration, and I must mention that the Rapid was quite fast. When we drove from Dehradun to Mussoorie, the queen of the mountains, Rapid felt no different when dealing with the earlier car, especially because the suspension was exactly the same as before. The MacPherson strut at the front and the multi-link setup at the rear are on the softer side of things, making the Rapid a nice ride that was a Skoda brand feature from the days of the first Octavia. However, the setup is not like sponge; It has the right amount of softness that allows Rapid to absorb shocks and curls with ease, while keeping everything in line when sudden directional changes are made. In the hills, direction changes are all. I was glad the Rapid kept his line like a well-trained puppy. The steering reacted in a very nice way with lots of feedback, which was trustworthy. There was a bit of body-roll, but with a soft setup, one gets noticeable body-roll. However, it never made me nervous.