Ferrari 250 GT LWB

The 250 GT California Spider shared its underpinnings with the 250 GTO race car. The body was hand beaten out of aluminium. The exterior styling was based on the Ferrari 250 GT Cabriolet Series I which was designed by, none other than Pininfarina. You can spot the slight tweaks that have been made on the California Spider’s design.

Inside, the 250 GT California Spider isn’t what you call luxurious. The interior stripped off any unnecessary stuff, in a true sports car fashion. The heater is the only comfort feature that has been left untouched.

Under the neatly rolled hood is a naturally aspirated V-12 with single overhead cams and 2-valves per cylinder. The engine develops 222 horsepower from a total of 3.0-liter it displaces. The fuel system consists of a set of Weber Carburetors.

The longitudinally mounted V-12 engine delivers power to the rear wheels via a 4-speed manual transmission. The car is able to accelerate to 60 mph in just 6.5 seconds and has a 222.5 bhp, 2,953 cc overhead-camshaft Colombo V-12 with triple Weber carburetors, four-speed manual transmission, independent front suspension via A-arms, coil springs, and telescopic shocks, rear suspension via live axle, semi-elliptic springs, and hydraulic shocks, and four-wheel hydraulic disc brakes. Wheelbase: 102.4 in

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Toyota LandCruiser Prado

New South Wales’ Snowy Mountains played a role in the Australian beginnings of Toyota, and the Landcruiser, when construction company Thiess used second-generation 20 Series ’Cruisers as Snowy Scheme workhorses in the late 1950s.

Four decades later the Toyota Prado arrived in Australia in its second generation, a slightly smaller version of the LandCruiser. Now in its fourth generation, the best-selling large SUV has just been treated to a facelift. (Meanwhile, as engineering feats go, we Aussies are still yet to top the Snowy Scheme).

Revised styling and redesigned interiors herald new driving aids, retuned suspension and improved safety. Meanwhile, pricing of the entry-level turbo diesel six-speed manual Toyota LandCruiser Prado GX (above) remains unchanged at $55,990, and price increases further up the range are small. The three-door, which was a slow seller, has been dropped.

A bold new five-column grille dominates the frontal styling rework, taking attention away from the new headlights and deeper bumper. Elsewhere, new 17- and 18-inch wheels and new paint colours set the new Toyota LandCruiser Prado apart from the original fourth-gen model, which arrived in Oz in late 2009.

Inside, a redesigned dash brings a new multi-media audio system, ‘Optitron’ dials and a TFT info screen for up-spec models; new interfaces and settings for carry-over off-roading systems, such as the addition of a ‘rock and dirt’ mode to the multi-terrain select system, which is now operated by a dial; and the addition of new systems such as trailer-sway control, which is incorporated into the electronic stability control.

Seven airbags and a rear-view camera remain worthy safety inclusions in the five-star ANCAP-rated wagon.

Toyota LandCruiser Prado GX and GXL variants offer silver highlights and piano black trim, while the upmarket VX and Kakadu (above) bring leather accents and woodgrain-look trim that looks both very Japanese and dated. Seven-seater variants – that’s all bar the GX, in which the extra row costs $2K – benefit from better third-row access thanks to a rear seat that now folds forward at a greater angle.

Toyota says the $64,190 turbo diesel five-speed auto GXL (up $555) is by far the buyers’ pick – 70 per cent of people choose it. Just five per cent of punters opt for the pricier $78,990 (up $1355) VX turbo diesel, and five per cent choose the expensive if well-equipped $92,590 (up $1455) turbo diesel Kakadu flagship – it gets a rear Blu-ray player, for example, which is far too good for the kids. The 20 per cent who buy the base GX includes a large proportion of commercial buyers.

The take-up rate for petrols is just five per cent, and the percentage of people who buy a manual in preference to the $2700-costlier auto is almost as small. Why does Toyota offer a petrol variant? Because when the Japanese maker sells almost 15,000 LandCruiser Prados each year (more than any vehicle in its segment), five percent of which amounts to more than 700 cars. However, at $1000 extra for the torquey, economical turbo diesel, you’d have to be seriously anti-diesel not to consider it.

Both the 4.0-litre petrol V6 (above), with 202kW of power and 381Nm of torque, and the 3.0-litre turbo-diesel four-cylinder, with 127kW and 410Nm, are carry-over engines.

Look more closely at the figures and you’ll see why it’s the diesel that does it for most buyers. While the torque figures are similar, the diesel offers its peak from a lazy 1600rpm – 2800 less revs than in the petrol. Meanwhile, the diesel is easier on the juice, at 8.5-8.8L/100km (manual-auto), compared with 11.5L/100km for the auto petrol.

Australia is the world’s third-largest market for the Toyota LandCruiser Prado, and the development of the LandCruiser remains inextricably linked to our wide, brown land, starting with the 450,000 durability and reliability testing kilometres carried out Down Under. Chief engineer Sadayoshi Koyari says his team’s motto is, “If it can survive in Australia, it can survive anywhere.”

Also, the Kinetic Dynamic Suspension System (KDSS) found on up-spec variants was invented and developed by Western Australia’s Kinetic Suspension Technology. The system can decouple the anti-roll bars, allowing increased wheel travel.

A short off-road test course at the $16m new National Industrial Skills Training Centre in Wodonga, Victoria, provided a sample of the LandCruiser Prado’s significant skill-set.

The front camera’s ability to tell the driver, via an on-screen graphic, where the front wheels are pointed proved invaluable when the LandCruiser Prado’s oversized grille was pointed at the sky.

The crawl control system took the throttle and brake work out of climbs and descents, leaving a relaxed driver to merely steer.

And the full-chassis 4×4’s long-travel independent front and live axle rear suspensions, with KDSS, helped keep all four on the dirt over a particularly challenging sequence of moguls.

Suspension revisions aimed at improving the LandCruiser Prado’s on-road manners also formed part of the facelift. Roll-stiffness was increased in an effort to reduce body roll, the hydraulic power steering was recalibrated, and the tuning of the stability control and traction control systems was improved.

On tarmac, the Toyota LandCruiser Prado remains understeer-biased. There’s a feeling of reluctance to turn-in that results from a small amount of lost motion either side of straight ahead, and a slight sense of unwillingness from the chassis as it’s coaxed into corners.

However, once you’re used to it and turn in earlier (or dial on more steering lock) the Prado’s an agreeable tourer on open country roads.

A lack of steering feedback does sap confidence and makes it difficult to judge front tyre grip levels. The nose feels like it will move from a subtly understeery mid-corner attitude to actually sliding, and will. But, again, a more sympathetic driving style helps sidestep the problem.

The above are standard separate-chassis symptoms and also reflect the offroad-ready tyres fitted to the LandCruiser Prado. It’ll never approach the dynamic ability of SUVs that aren’t engineered to also go offroad, but in the context of its separate chassis specification, the LandCruiser Prado handles well and rides comfortably.

The turbo diesel is clearly an off-roader-style rather than passenger-car-style engine, but is a willing worker that’s acceptably quiet. Other noises, such as tyre and wind are similarly well contained. The low torque peak means you don’t need to rev the engine hard, however the auto is a bit slow to downshift on hills, requiring a right-foot prompt for a lower ratio.

The Prado’s brakes are powerful and inspire confidence, and the ABS works effectively on dirt.

As medium-duty four-wheel-drives go, the Toyota LandCruiser Prado GX and GXL represent a worthwhile upgrade from the likes of Mitsubishi’s Pajero ($50K) and Nissan’s Y61 Patrol ($55K). The Toyota costs a bit more than its Japanese rivals, but it is more refined, has better road manners, and is just as capable in the bush.

However, the up-spec VX and Kakadu start to feel expensive in the context of the genuine premium on offer in a German SUV. Also consider that $100K buys a base Range Rover Sport, which will seriously challenge the LandCrusier Prado off road while trumping it for interior class and dynamics.

At the lower end, it’s best to think hard about what it is your wagon will spend its days doing, because if you’re not going to make full use of the abilities that a separate-chassis off-roader such as the Prado brings, a more dynamic road-biased SUV would make a better, more comfortable family car.

Consider Toyota’s own Kluger ($40K) or, even better, a Ford Territory ($40K) or Mazda CX-9 ($45K).

However, for genuine off-roaders, only a Land Rover Discovery 4 ($70K-$130K) can top the Toyota LandCruiser Prado, which means this civilised off-roader certainly has its niche, as more than 200,000 Aussie buyers have discovered since 1996, at a rate of more than 1000 a month.

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GRAN TURISMO 6

You see that game on your shelf called Gran Turismo 5? Pick it up. Now drop it in the nearest bin and forget it ever happened. Gran Turismo 6 delivers the racer we always knew the PS3 and Polyphony were capable of. In fact, it’s so good that even its minor annoyances can’t hold it back from negating the generational divide and snatching back its title of ‘best console racing sim’, next-gen be damned.

Even on hardware from 2006, GT6 manages native 1080p, 60fps (except for replays and particularly busy moments), and grids full of immaculately-modelled, licensed cars. And it tops all of this off with day/night transitions and wet-weather racing. It’s the full package straight out of the box, making its next-gen competition (*cough* Forza 5) look like a demo. For lens flare effects. Yes, I just went there.

The very first thing you notice when you take control of the initial race around Brands Hatch is the responsiveness of the steering. It’s all about realism, weight transferral, and inertia, yet there’s enough grip there to swerve around a slower AI car without having to cancel things in your diary to accommodate the manoeuvre. I cannot emphasise enough, driving a car in GT6 feels like no other racing game on the market, and I love it.

Obviously the first thing you’ll want to do is turn off all the assists, which include the obligatory dynamic racing line, traction control, ABS, and what have you. The game doesn’t need them and neither do you. Why? Because the cars are so controllable in their natural state, so perfectly balanced between realism and accessibility, pinpoint driving is possible even with a DualShock 3.

However, get a corner wrong with either controller and the resulting physics are pretty special. In some cars, the sudden lack of grip on the grass means a dinner trolley slide into the barriers. Conversely, in a 4WD Mitsubishi Lancer Evo, it means a few seconds of rally driving as you try to keep it under control and wrestle the car back onto the circuit. Both simulations are exemplary.

Unlike many modern racers, there’s no rewind button. But that’s the cheat’s way out anyway. As a trade-off, impacts won’t end your race as thumping your car into the wall won’t affect your handling like it does in Forza or GRID. Damage is limited to a few scuff textures instead of a gearbox full of 3rd gears. You’re basically indestructible, which is one area the GT series still comes up short.

That aside, Polyphony has clearly learned a stack of lessons from its GT5-shaped misstep. For starters, every track now looks worthy of its HD resolution. Foliage is more naturalistic (softened by a touch of bloom lighting), and the lighting effects add considerable atmosphere to even the most basic races. The game also looks demonstrably better in 1080p compared to 720p because the pixel meshes used for distant foliage are less noticeable. There are a few jagged lines that betray the game’s now last-gen tech, but it could feasibly pass for a PS4 game if you didn’t know better.

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Lexus RC

Lexus is planning to launch its new RC coupe by fall. Though the car looks extremely stylish from the exterior, what adds to the looks of the car is the special paint job of the RC coupe. The car is said to have gone through a paint job with the application of 4 base coats. With no less than 4 special coating that the car gets, RC coupe is bound to shine and stand out from the rest of the cars.

The pictures of the car that are available on the internet show that there are two colors used for the base – red and silver. The exceptional finish of the car does not come only from the four coats of paint. The car is also baked twice in order to give depth to the colors. The most important factor while the car is being painted is to maintain the balance between the depth and the brightness.

The perfect color of the RC coupe comes only from the perfect balance between the clean coatings and the colored layers.

The first silver coat is covered by a clear coat, which further gets a coating of translucent red and then another clear coat. This makes it a total of 4 coats that gives balance to the color. Usually Lexus uses only the base coat before a car is painted, but for the RC coupe, the company adds depth to the color which reflects red as well as silver due to the 4 different layers of coats. The RC Coupe was first seen at the Tokyo Motor Show 2013, which is expected to be launched for sale by fall as a 2015 car.

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BMW 5 Series Launched In India

It has been over three years since the sixth-generation of the BMW 5 Series was launched worldwide, including here in India. While the 5 Series has been popular, the company claiming to have sold over a million units, its competitors have been closing in.  Audi took the crown from BMW in the luxury car space at the end of  last month and Mercedes-Benz has been attacking the market with a slew of new launches. The announcement of a new E-Class by Mercedes has really forced BMW to act fast. New European emissions standards (EU6) to be introduced in 2014 has also forced the car-maker to revamp its model lineup. The new engine lineup for the 5 Series is more efficient and emits lesser harmful gases into the environment, with a targeted reduction of nitrogen oxide emissions.The new 2014 BMW 5 Series has been launched in India, 4 diesel variants of the car have been launched with prices starting at Rs. 46.90 Lakhs ex-showroom Delhi.

The BMW 5 Series is now offered in three different trim lines, the Modern Line, Luxury Line and M Sport Line. The different lines get different styling changes; The Luxury line, as the name suggests, incorporates more things that enhance the luxurious characteristics of the 5 Series (more chrome basically). The Modern line gives the 5 Series a more modern feel (less chrome, some matt finished parts). Finally, the M Sport line is for those who want more sportiness from the 5 Series (M Sport accessories). In other markets, these lines are offered with all engine choices whereas in India BMW has launched these lines as standalone options.

There are subtle styling changes inside and out. New features introduced in this update include adaptive LED headlights, LED fog lamps, integrated indicators in the ORVM covers, new alloy wheel designs and paint options.

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BMW Z4

BMW's two seater sports car, the Z4, will be launched in it's all-new avatar on the 14th of November 2013. The new Z4 will feature minor updates to the sucessful two seater roadster with the aim to strengthen the aging platform's market relevance. With stunning GT looks featuring a long swooping bonnet and a short stubby tail, a metal folding roof that allows the driver the best of both worlds and a fantastic engine package under the bonnet, the Z4 is most certainly one of the best cars to come out of the BMW brand in recent years.

The Z4 though is more than five years old in it's current avatar and the updated Z4, which will be launched in India on the 14th is nothing more than a minor facelift. With a newly designed headlight, slightly redesigned bumper and a black roof option, the average joe will find it hard to differentiate the new version from the older one. However, that said, the Z4 is still one of the most beautiful cars that one can buy under a crore and is also one of the best drivers cars in it's segment. Although newer competitiors like the Porsche Boxster and the Mercedes SLK have overtaken the Z4 both in relevance and in some cases, performance, the Z4 is still a force to reckon with. 

The Z4 in India will come in the sDrive35is guise but if rumors are to be believed, BMW will also launch the cheaper Z4 18i and Z4 20i to make the Z4 much more accessible to the Indian market. The 35i will feature a 3.0 Litre 6-cylinder twin-turbo engine producing 340PS and 400NM of torque. The Z4 18i features a 2.0 Litre turbocharged petrol engine making 156PS while the Z4 20i features a 2.0 Litre turbocharged petrol engine making 183Bhp. Expect the new Z4 to be launched at about Rs 70.0 Lakh 

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bmw m1 hommage

It’s time for BMW to respond to the R8, SLS and 911 supercars topping the respective ranges Audi, Merc and Porsche. The August 2012 issue of CAR Magazine reveals how BMW is planning to revive the M1 supercar some time around 2016.

The new BMW M1 will be considerably lighter, more powerful and more efficient than its current rivals, thanks to a combination of new tech and old-school low mass. Read on for the details of the first true BMW supercar in a quarter of a century.

The original M1 of 1978-81 was sadly quite a debacle (Lamborghini failed to supply the cars it was contracted to build, then the rules for the racing series it was designed for changed, leaving the M1 in no-mans-land.)  BMW eventually built 460 of the wedgy, 277bhp two-seaters, powered by a 3.5-litre in-line six which of course went on to see duty in the E28 M5, albeit slightly modified for its supersaloon application.

As BMW’s first (and only) mass-produced mid-engined car, and arguably the first truly user-friendly supercar, the M1 has acquired cult status as the grandfather of the M-badged motors. Quite a legacy then, for the 2016 M1 to live up to.

BMW M1 is a rare sports car made by BMW in just 456 units. This is the only supercar ever produced by the Bavarian car manufacturer that is now considered to be part of history.

This car features a 3.5-liter 6-cylinder engine mounted in the center of the vehicle. The machine is equipped with mechanical fuel injection system Kugelfischer which makes it able to produce 277 hp and very strong in his day.

Developed together in a joint venture between Lamborghini and BMW, M1 was made between 1978 to 1981, which means, M1 youngest was 32 years old.

Of 456 units built, only 399 were certified by the use of the highway, while the other 57 units have undergone special tuning for racing purposes.

Auction house RM Auctions has made 1980 units M1 Henna Red color makes it even more exclusive because only 72 units that are colored like that. Unfortunately, this paint is no longer original. He has been repainted by the previous owner.

Unfortunately again, the vehicle was imported from Europe to America not through the federal standard procedure, so it would be difficult to list them in California, where the vehicle is currently located.

The car was auctioned with bidding starting price of U.S. $ 150,000 (Rp1.45 billion). Prices are fairly 'cheap' to buy part of BMW heritage pieces.

BMW Motorsport is preparing a supercar that will be named M1 Hommage. The reason this car will be a new challenger class sports car from Audi and Mercedes Benz.

The BMW M1 Hommage is developing that uses only two-seat sports car like. M1 Hommage was estimated using 4.0-liter twin turbo engine capable of spraying VW 600 hp.

In addition, the M1 Hommage will also use the technology embedded in i8 concept car, among others, the body of carbon fiber materials. The use of carbon fiber has the potential to reduce car weight to about 1250 pounds.

To improve performance, the design of the M1 Hommage also pay attention to aerodynamics. Namely the use of components such as fins that can change shape at high speed. The same thing has also been applied in the Ferrari 458 Italia.

With the M1 Hommage a variety of technologies will be able to run 100 km / h in three seconds danger. While the maximum speed reached 321 km / hour.

The plan, this car concept began to be exhibited in 2014. While the new car will be released to the market around 2016.

BMW M1 Hommage himself had produced in 1978. When the M1 use 3.500cc engine capable of spitting out 273 hp. BMW also only produce 456 units. Production was terminated in 1981.

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2014 BMW X5

n fact, BMW shied away from the term SUV, instead minting a new phrase: Sports Activity Vehicle.

As one might expect, the BMW-branded utility vehicle drove smaller than it was and offered excellent comfort. One could even have described it as sporty. And many did.

Fast forward nearly a decade and a half and the these attributes continue to be emphasized on thethird generation X5.

SAME OLD STYLE

Judging from the exterior design, it’s easy to jump to the conclusion that the new X5 is a lot like the old one. Sure it has the same wheelbase, but this new generation of X5 is wider, lower and longer, growing discreetly in size.

There are also a few new details that help this X5 stand out from previous models, like the new look headlights that connect to the signature grille. Fog lights have moved up and are more centered, while down low there are new “Air Breather” slats cut into the front bumper, with “Air curtain” vents on the fenders, both of which to combine to reduce drag around the front wheels. Around back you’ll spot a redesigned set of tail lights and bumper-integrated exhaust pipes.

Modernized? Certainly. But if the look of BMW’s premium crossover didn’t work for you in the past, the new model will do little to change your mind.

Helping the big vehicle stay nimble and fuel conscious, BMW has cut almost 200 lbs. of weight. Combined with other improvements like the standard 8-speed automatic, electric power steering and improved performance from the 4.4L V8 engine, you can expect to get about two more miles per gallon on the highway with the most powerful xDrive50i models.

Those looking for the best fuel economy will find the diesel powered xDrive35d to fit the bill, although the diesel engine requires a $1,500 premium over the similarly equipped gasoline model. Finally, a new base sDrive35i model is available using the 3.0L turbo-six motor but is without all-wheel drive, sending power to the rear wheels.

INTERIOR AMBIENCE

Step into the new X5 and it’s clear that BMW put a focus on delivering a premium atmosphere. Gone are the odd hard-plastics and in their place is not only a sense of luxury, but style too. While BMW’s are known for swaying on the conservative side of things (save for red-leather) when it comes to interior design, the X5’s dash and cabin shows a bit more flow and flair.

Two specialty interior design packages are available: one featuring Ivory White Nappa Leather upholstery contrasted with a grey leather dash and oak wood trim, while the Mocha Interior design package features sexy brown upholstery (which has a slick sheen just like roasted coffee beans) and is paired with black leather on the dash, and a brighter wood trim. Both design packages represent the sort of luxury and trim you would expect in the brand’s flagship 7 series.

The X5 comes standard with just enough goodies to set it apart from its competitors. The new iDrive system works wonderfully with the standard navigation system thanks to a new touch-pad placed right on top of the controller.

Other excellent standard features include heated seats, a basic parking assist, a power lift gate, a panoramic moon roof and two-zone automatic climate control.

SEE ALSO: 2013 Mercedes ML550 Review

Our models also showcased the upgraded audio systems. Catering to the high-class audiophiles BMW offers either an $875 HarmanKardon system, or a 1,200-watt, 16 speaker Bang & Olufsen system. While the B&O system is quite impressive, it’s hard to recommend spending $3,635 upgrading to it over the already sublime Harman system.

Like BMW’s other offerings, choosing an X5 fit for you means sifting through plenty of pricey options. Our top pick includes the Driver Assistance package which adds a spiffy heads-up display and rear-view camera for $1,400 – the latter of which really should be standard on all trims.

BMW AND DYNAMICS GO LIKE PEANUT BUTTER AND CHOCOLATE

The testers we had a chance to pilot also featured BMW’s optional dynamic handling package. For $4,500 it adds an adaptable suspension with an automatic self-leveling rear suspension. Expensive, yes, but from behind the wheel it feels worth every penny.

Past X5s felt in tune with the road but to a fault, meaning a few bumps and potholes could interrupt the smooth driving experience. The new X5 features a revised suspension setup and with the additional dynamic handling package, proves to be a huge improvement. Not only is the ride smoother but noticeably quieter too.

Click the dynamic handling switch to Sport or Sport + and you’re reminded just what made the X5 so popular in the first place. The electric power steering becomes heavy and precise, while the chassis feels tighter. Throttle response, which is already excellent in the turbocharged V8 model, gets a bit more sensitive and the transmission holds on to gears for longer, foregoing fuel economy, while making this vehicle feel like one of BMW’s sportier sedans.

Still, the X5 is not without its compromises. While the ability to turn on its sporty mode with the flick of a button is appreciated, its default settings are rather lazy and uninvolved; unbecoming of a BMW.

Speaking of un-BMW-like, the auto-start-stop system which turns off the vehicle’s engine when coming to a stop is as coarse as ever and seems like a questionable decision when you’re at the helm of a 4.4L V8. The diesel model also exhibits some signs of lagginess, especially when getting going from a stop.

YOUR NEEDED DOSE OF ENGINE

Besides those minor complaints, both engines sampled are impressive. The turbocharged 4.4L V8 sounds great and is silky smooth, delivering 445 hp and 480 lb-ft of torque, a nice increase from the last generation model and now helps the big vehicle reach 60 mph in just 4.9 seconds. Getting 17 MPG combined (14 MPG city, 22 MPG highway), the big engine seems a bit wasteful, especially since the diesel engine feels so good.

While official numbers for xDrive35d are yet to be announced, we saw numbers close to 26 mpg while on a spirited highway drive route. With the new generation model now receiving the 8-speed automatic in addition to weight savings, it’s expected to see better fuel efficiency numbers than the last diesel X5. The diesel model responds well, and has tons of mid-range punch. While it wheezes out a bit in the higher-end of the tach, the spirit of the vehicle is still intact, and just like the V8 engine, helps make the SUV feel agile and willing.

THE VERDICT

It’s difficult to look at the exterior of the X5 and imagine that it would drive so well - its chunky proportions hinting at a truck-like drive. And yet the engine hides the car’s size well, the chassis feels tight and capable, while the transmission is snappy, helping to deliver a driving experience unlike its German rivals (Porsche aside).

Starting at $53,725 for the rear-wheel drive sDrive35i, and scaling all the way up to $69,125 for the xDrive50i, the BMW X5 is well priced at $5,000 more than the Mercedes M-Class, yet $10,000 less than a Range Rover Sport.

The BMW X5 finds that middle-ground sweet spot. It may just be the perfect combination of on-road performance and luxury, once again setting a benchmark for exactly what buyers are looking for in this class. By addressing key criticisms of past models without disrupting its strengths, the X5 ends up being an all-around winner, and will stand out to almost every buyer considering it.

SOURCE: http://www.autoguide.com/manufacturer/bmw/2014-bmw-x5-review-3492.html

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BMW 1-series launched at Rs 20.90 lakh

Sep 3, 2013

BMW has launched the new 1-series compact luxury hatchback at a starting price of Rs 20.90 lakh for the base petrol variant. The 118d base trim is priced at Rs 22.90 lakh, the 118d Sportline trim at Rs 25.90 lakh and the top-spec 118d Sportline Plus at Rs 29.90 lakh (ex-showroom, all India).
The 1-series hatchback comes with two engine options, a 1.6-litre turbo petrol that puts out 136bhp and a 2.0-litre turbo diesel with a power output of 143bhp. Both BMW 1-series variants come mated to a ZF eight-speed automatic gearbox.
The petrol 116i is only available in the base trim, while the diesel 118d is additionally available in Sport Line and Sport Plus trims.
The base trim gets fog lights, automatic headlights, a start/stop button, rear parking sensors, a CD player with aux-in compatibility, Eco mode, BMW’s Brake Energy Regeneration, six airbags, ABS, and 16-inch alloy wheels.
The 118d Sport Line adds dual-zone climate control, a sliding front armrest, electric seat adjust with memory, a hands-free facility with USB interface and BMW’s iDrive controller.
The top-spec 118d Sport Plus comes with features like keyless go, rear air-con vents and a sunroof. It also gets larger 17-inch alloy wheels.
The BMW 1-series will also come with four different driving modes to choose from – Comfort, Sport, Sport+ and Eco Pro – which alter the way the engine, gearbox and steering behave. It also gets run-flat tyres, so there’s no spare wheel.
The carmaker is offering its 'BMW Service Inclusive Plus' package free of cost for the first 100 customers. According to the carmaker, this includes services "as often as necessary" within the inclusive period, with the added bonus of avoiding the inconvenience of discussing cost estimates and undertaking financial transactions at every workshop visit.

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Armadillo-T

A group of researchers at the Korea Advanced Institute of Science and Technology (KAIST) has been working on a foldable, compact electric vehicle that can be utilized either as a personal car or part of the public transit system to connect major transportation routes within a city since 2011. After years of work, his research team introduced a prototype micro electric car called “Armadillo-T,” with a design that is based on the armadillol.

In its unfolded form, the 450-kg (992-lb) vehicle measures 2.8 meters (110 inches) long. However, by tucking in the rear section of its body (sort of rolling itself up, like an armadillo) it reduces that length to 1.65 meters (65 inches). This would let three of the cars fit within one standard Korean 5-meter (16.4-foot) parking spot. The user can then us a smartphone app to turn the electric vehicle 360 degrees to get it in really tight spots! 

When it comes to performance, the 4-wheel drive Armadillo-T sports a 13.6-kWh battery pack in the nose of the car and can hit a top speed of 60 km/h (37 mph) with a range of 100 km (62 miles) on one 10-minute fast charge. There’s no word at this point on pricing or if there are plans to commercialize the somewhat odd little car. Who knows, maybe the Armadillo-T will become the next Ford Model-T!

Once folded, the small and light (weighs 450 kg) electric vehicle takes up only one-third of a 5-meter parking space, the standard parking size in Korea, allowing three of its kind to be parked. With a smartphone-interfaced remote control on the wheels, the vehicle can turn 360 degrees, enhancing drivers' convenience to park the car, even in an odd space in a parking lot, the corner of a building, for example.

Professor In-Soo Suh said, "I expect that people living in cities will eventually shift their preferences from bulky, petro-engine cars to smaller and lighter electric cars. Armadillo-T can be one of the alternatives city drivers can opt for. Particularly, this car is ideal for urban travels, including car-sharing and transit transfer, to offer major transportation links in a city. In addition to the urban application, local near-distance travels such as tourist zones or large buildings can be another example of application."

The concept car has loads of smart features on board, too: the cameras installed inside the car eliminate the need for side mirrors and increase the driver's ability to see the car's right and left side, thereby reducing blind spots. With a smartphone, the driver can control Armadillo-T and enable remote folding control. The car has a maximum speed of 60 km/h, and with a ten-minute fast charge, it can run up to 100 km.

Professor Suh explained that the concept of Armadillo-T was originally initiated in 2011 as he focused his research interest on the sub-A segment of personal mobility vehicles (PMVs), which are smaller and lighter than the current compact cars, as a new personalized transport mode.

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Rolls-Royce Wraith

The new Rolls-Royce Wraith is exactly what a Rolls coupe should be - smooth, swift and refined

Search the price lists for £235,000, 5.3-metre long coupes and you’ll find the Rolls-Royce Wraith is a unique proposition. Saloon cars of the Rolls-Royce Ghost’s stature are few and far between in the first instance. Coupes based on them, like the Wraith, fewer still.
The Bentley Continental GT, you could argue, is on the same theme, only offering lesser quantities of space and price and luxury. The Ferrari FF is another alternative that could be used for the same job: a car that’s an event in itself, which can seat four over a long journey.
Sporty, however, the Wraith is not. Rolls won’t even use the word. This is the most powerful Rolls-Royce ever made, and Rolls alludes to it being the most dynamic car it produces.
But look at the figures: length, 5269mm; width, 1947mm; weight, 2435kg. It’s no FF. Yes, the engine makes 624bhp, but it’s ostensibly the same unit as used in the Ghost, which means it’s a stroked version of an already large BMW V12, enlarged to some 6.6-litres and equipped with two turbos. There’s only so much dynamism you can have with those numbers.
This being a Rolls-Royce, there’s only so much dynamism you’d want: Rolls says it might be the easiest car in the world to drive quickly, that it offers unstressed pace. The vehicle might be in a hurry, but you won’t be. Let’s see.

Our drive is of a pre-production Wraith, so interior fit and finish might not be up to a final scratch that is, we know from experience, usually from the uppermost drawer. But even in this early Wraith’s cabin, not much inside isn’t right.
Carpets are thick and deep, the leather is apparently of ‘Phantom grade’ and feels it, and the wood is as wooden as wood should be. Coach doors opened wide, and with the driver’s seat moved, it’s no chore to climb into the back, and no chore to stay there. This is a full four-seater, no question. At 5.3m long, even with the generous boot length it has, it would be scandalous if it weren’t.
You’ll probably know the Ghost is, however loosely, based on the architecture of the BMW 7-series, and the same applies to the Wraith. It’s a steel monocoque rather than an aluminium spaceframe like the Phantom, and a lot of the unseen systems are from BMW.
Nothing wrong with that, mind. Inevitably, there is more noticeable BMW-sourced content in the Wraith’s cabin than in the Phantom: but the Wraith feels as classy as it ought to at the money. There’s nothing wrong with the action of any of the hardware – and there’s sufficient bespoke Rolls stuff to rub along with: vents and heater controls are as sweet as they come.

So, it feels like a Rolls-Royce? Yes, unequivocally. The driving position is high, the seats are amply sized and generously padded, as you’d expect.
The high seating position aids visibility, which is useful in a car this large, but unlike in the Phantom, you can’t see the edges of the vast bonnet, which makes the Wraith slightly trickier to manoeuvre and place.
Bristol, a manufacturer which, under better stewardship, might still be thriving today making cars to rival the Wraith, knew that – if you can see the edges of the bodywork, you know how much room you’ve got to play with. The first few yards behind the Rolls-Royce Wraith’s wheel – marginally more thickly-rimmed than a Ghost’s – are occupied with deciding just how big it is.
Manageably big, is how it turns out. Some 18cm has been lost from the Ghost’s wheelbase to create the Wraith, and while agile it ain’t, you can tell there’s less volume on the move here.
It’s quick too, no question: the figures suggest it’ll hit 60mph in 4.4sec and go on to a limited 155mph, but it’s the quality of the performance, rather than the quantity of it, that matters. Drive at 40mph and you’ll be steering a car that feels as quiet as any in production. Ask for full throttle and, with precious little discernible lag from its turbos and a fine response from the eight-speed gearbox (which is also be influenced by the satellite navigation so, cleverly, holds gears when corners approach rather than shifting-up because you’ve lifted off), the Wraith ups and moves.
There’s notable pitch under acceleration (and braking too) of course – it would be bizarre if there wasn’t – but there’s no question that, given enough room, this is an easy, natural, flowing, simple car to drive swiftly.
Body movements are as restrained as you’d hope – no more, no less, though over complex, poor road finishes, there’s slight cabin intrusion. It’s discernible through the seat base – it feels like patter but you wouldn’t call it something that harsh - and also through the rim of that lovely wheel, a kickback that’s absent from, say, the Phantom, though also a feature of the Ghost.
In the Ghost saloon, you might call it a slight issue. In the Wraith, more overtly dynamic in the first instance, you’d just call it a characteristic. We didn’t mind it a jot. Fact is, you can have imperious ride quality and isolation; or you can have keen body control and dynamism, but you can’t have the finest of both. For our money, the Wraith gets the appropriate amount of each.

You might well. The Wraith is epitomised by some of its systems, like the navigation-led gearbox selection: that’s there to help you along, to make life easier, without being a pest.
Rolls-Royce likes those kind of options: the ones that do you a favour without you realising it, like a good butler. We imagine. And the Wraith is that sort of car. Quiet, restrained (except for the exterior) and feels like a Rolls-Royce. Which is just as it should be.
Rolls-Royce Wraith
Price £235,000; 0-60mph 4.4sec; Top speed 155mph (limited); Economy 20.2mpg; CO2 327g/km; Kerb weight 2435kg; Engine V12, 6592cc, twin-turbocharged, petrol; Power 624bhp at 5600rpm; Torque 590lb ft at 1500-5000rpm; Gearbox 8-spd automati

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Nissan Terrano diesel India

The Nissan Terrano is easily the most awaited of the rebadged vehicle from Renault/Nissan. So far we’ve seen Nissan launch the car first after which Renault makes some styling changes and adds a bit more kit to sell it as a more premium offering. The Terrano bucks that trend by being based on a Renault and also being more expensive.

Exterior design

At first glance a very untrained eye might not notice the Renault Duster that this Nissan is based on. And that’s fair given that almost every body panel on the Terrano is new except for the roof and rear quarter panel. The design seems more grown up and sophisticated when compared with the Duster. The front is what sees the most change with a completely new face that’s very in line with Nissan’s family look. The grille is all new and is a larger, more modern iteration of those three piece affairs we’re used to seeing on SUVs like the Patrol. The headlamps are sleeker and more angular but blend well into the grille.

 

The bonnet is also completely redesigned and features two lines that flow into the grille. Fresh bumpers make for a smarter housing for the fog lamps while the air dam ends in a bash guard in a similar fashion to the Duster. The exaggerated wheel arches from the Duster remain but the Terrano’s sharper visage reduces the overtly muscled impression you get from the Duster. New 16-inch wheels fill those arches quite well and the Terrano boasts high ground clearance that gives it an imposing look. The side profile is perhaps the most reminiscent of the Duster but even here both doors have been redesigned and they get a new line along the base that gives the side a little more definition. The B and C pillars have been blacked out. The rear also gets a thorough make over with more angular tail lamps that fill in those metal blanks much better than the Dusters lamp’s. It’s nice to see that the Nissan has made the rear lamps fully functional and they aren’t simply dummy plastic pieces added onto the sides. The sharp rear design complements the face well.

The B and C pillars have been blacked out

Interior Design

The interiors have also seen quite a few changes. The centre console gets a refresh but the overall look is similar to the Duster. The audio system is new and the buttons have a much nicer damped feel than the Duster’s and the audio quality leaves nothing to complain. The central air vents are now rectangular as opposed the circular ones on the side and there’s a new closable stowage unit directly above them. Nissan has made subtle use of chrome and silver garnishes to give the cabin a luxurious appearance. The door trim has been given a smart but subtle wood trim and the interior gets a slightly lighter shade of beige. Build quality is on par with the Duster. Besides that everything from the Duster including the seats and the rear AC vent remains the same although Nissan has ditched those clever audio controls that are mounted behind the wheel on the Renault. Overall the Terrano brings little more to the table other than a significant styling rejig.

The centre console gets a refresh but the overall look is similar to the Duster

Drivetrain

While things look drastically different, the Duster and Terrano are in fact very similar under the skin. The mechanicals remain untouched which is actually a rather good thing since the Duster is such a well engineered product. Two engines are on offer – the 1.6-litre petrol that makes 104PS and 145 Nm of torque while the 1.5-litre K9K diesel is offered with two output options – 85PS/200Nm or 110PS/248Nm. We got to drive the top end 110PS XV variant. This engine displaces 1461cc and uses a variable geometry turbo to provide a very meaty power delivery. Peak power is developed at 3900rpm while torque peaks at 248Nm at 2250rpm.

On the move, the Terrano feels exactly like the Duster

Driving impression

The driving feel, as you’d expect is identical to the Duster. Switch on the engine and you get the same characteristic clatter that we’ve gotten used to with the 1.5-litre K9K. However once you shut the doors the Terrano does a great job of cutting out a lot of the noise which gives you a good sense of being isolated from the road. There’s a new steering wheel but it feels very similar to the Duster’s. The clutch retains the same long and springy feel that gets tiring in traffic. Even the gear knob for the 6-speed transmission has the same hard stitching that I disliked in the Duster for the rough feel it has against the skin. Like in the Duster, the engines displays some lag upto about 1300rpm after which you get a strong surge of power all the way upto 4000rpm after which it starts to taper. Shifting at 3000rpm proves more than enough for brisk driving though. In gear drivability is strong and overtakes in 6th gear are possible at highway speeds.

The Terrano is almost exactly as fast as the Duster with a 0-100kmph time of 12.7 seconds

Performance and mileage

We managed to do a quick performance run and like we expected the Terrano is almost exactly as fast as the Duster with a 0-100kmph time of 12.7 seconds. The top speed lies at a true 172kmph. Likewise the fuel efficiency figures tally as well and we got an impressive highway figure 21.6kmpl on the Terrano as against the 21.9kmpl on the Duster. The difference can be attributed to different traffic conditions and the heavy winds we encountered while testing.

The boot space is good and can swallow most holiday luggage

Ride and Handling

The Terrano uses independent MacPherson struts and coil springs up front with a torsion beam set up at the rear along with coil springs and an anti roll bar. This suspension set up is exactly what you’d find underpinning the Duster and the Nissan is all the better for it. As soon as you start moving, the Terrano mirrors the Duster’s strongest point — this is one of the best riding cars on the market. Nothing slows a Terrano down and it simply ploughs through whatever poor and broken roads you throw at it. The snazzy new 16-inch wheels but they are wrapped with the same 215/65R16 section MRF Wanderer tyres. The high profile aids in the ability to absorb bumps but they provide good grip. Body roll is quite restrained and the car grips well enough to give you the confidence to push it hard through a winding road. Unfortunately the hydraulic assisted steering also retains the same tendency to snap back when you hit a bump mid corner and that can spring a nasty surprise on you if you’re not expecting it.

Nissan has made the rear lamps fully functional and they aren’t simply dummy plastic pieces added onto the sides

Braking

We loved the Duster for its braking performance and the Terrano with the same Disc/drum setup performs very well. The car came to a halt from 100kmph in a short 40.24m which is just a little shorter than the Duster. The Terrano shows the same confidence shedding speeds in a straight line without any squirming at the steering wheel and with good control from the ABS.

The car came to a halt from 100kmph in a short 40.24m, which is just a little shorter than the Duster

Features and kit

Kit levels in the Terrano are exactly what you get in the Duster. In the safety department you get two airbags, ABS, a reverse parking sensor, and a bash guard to protect your engine when on rough terrain. The XV offers keyless entry, two 12V sockets, tilt adjustable steering and height adjustable seats. With the good comes the bad and the Terrano carries forward the Duster’s negative points as well. The seating position isn’t perfect and the driver’s seat still has the tendency to rock slightly under braking. The controls for the ORVMs still lie in that awkward position under the handbrake while the rear power windows are in the same position in the door pads and that has you accidentally opening the windows every time you rest your elbow. These are just minor niggles and none of them are a deal breaker but the fact is that they still exist.

The Terrano doesn’t really offer anything over the Duster besides the significant styling differences

Conclusion

The Terrano doesn’t really offer anything over the Duster besides the significant styling differences. However we believe the Terrano will be well received because it’s a handsome and more premium looking design and will appeal to those who think the Duster has become a little passé. The significantly tweaked visuals and similar kit should be incentive enough to spend what we believe will be Rs 50,000 to 70,000 more than the equivalent Duster. Nissan will start taking pre-sales bookings from the first of September while the car will officially go on sale in October during the festival season. The compact SUV segment just got a hot new player.

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