#hilux v6 diesel

[raredesignautomobiles]

2024 Toyota Hilux 3.3 L V6 Diesel Startup Animation

[srjinfoauto]

Watch "HILUX (2023) GR sport vs AMAROK (V6) 2023 | offroad | 4×4 🔥 fighters ready to Ranger & dmax" on YouTube

. Most powerful diesel HiLux to date

Toyota’s engineers have fitted the GR HiLux with a new turbocharger and bespoke new fuel-injection mapping to up the 2.8-litre four-cylinder turbo-diesel engine’s outputs from the usual 150kW/500Nm to 165kW at 3000rpm and 550Nm at 2800rpm, marking a 10 per cent bump in both power and torque.

These are the same outputs as seen in South Africa’s HiLux GR Sport and make Toyota Australia’s new flagship ute the most powerful diesel HiLux variant to date (bettered only by the 2008-09 TRD HiLux with its supercharged 225kW/453Nm 4.0-litre petrol V6).

[irvinenewshq]

Toyota Exec hints at longer look ahead to subsequent technology Prado

Formally one in every of its oldest world fashions, Toyota is maintaining mum on the precise debut of the following technology Land Cruiser Prado as rumours and speculative studies proceed to mount. On-sale since 2009 and recipient of quite a few facelifts since then, the final being two years in the past within the form of two.8 GD-6 turbodiesel engine South Africa acquired quickly after, the alternative for the internally designated J150 Prado had initially been tipped for unveiling in 2021, just for an alleged push-back to 2022 that additionally did not materialise. Whereas reported in June final 12 months that the official reveal now appears set to occur in 2023, the automaker’s Gross sales and Advertising and marketing Supervisor for Australia, Sean Hanley, hinted in an interview with drive.com.au that patrons might be in for an extended after stating that “the present Prado is promoting effectively and patrons find it irresistible”. “I’ve no date (to share with you) on any new Prado and nothing to say on any new Prado besides to say it’s an ideal automobile,” Hanley mentioned. Final replace in 2020 introduced the 150kW/500Nm 2.8 GD-6 engine rather than the outdated 3.0 D-4D. Quizzed additional on studies of the Prado adopting a V6 turbodiesel engine, doubtless the identical 3.3-litre unit utilized by the Land Cruiser 300, and at one stage the rumoured however now seemingly cancelled GR Hilux, Hanley mentioned, “I can’t go there. I do know it’s your job, however I’m not ready to touch upon hypothesis”. He additionally shrugged off strategies concerning the Prado debuting earlier than the following technology Hilux in a preview position, saying, “we don’t talk about future mannequin plans. All I can say is (Prado) is a vital automobile will at all times play a vital position in our mannequin line-up in Australia”. ALSO READ: New diesel engine rejuvenates Land Cruiser Prado Primarily based on current hypothesis, the Prado is anticipated to hitch the Hilux and incoming Fortuner on shifting to the TNGA-F platform utilized by the Land Cruiser 300, its Lexus LX sibling, the North American Tundra, Sequoia and all-new 4Runner that has additionally been shrouded in thriller. Reported in February final 12 months, as being earmarked for hybridisation, more likely to encompass the two.7-litre petrol engine making manner for a 2.5-litre hybrid and even the brand new 2.4-litre turbo used within the Lexus NX and RX, the Prado is also heading the diesel/electrical route within the form of a 48-volt mild-hybrid system being intertwined with the talked about 2.8 GD-6. Prado has been cited as the brand new rival for the all-new Ford Everest. A configuration anticipated for the following Fortuner and greater than doubtless additionally the Hilux, whose North American twin, the Tacoma, the secrecy surrounding the Prado appears set to stay as evident by the dearth of check mule sightings along with Toyota’s silence on disclosing any particulars. Whereas not stunning, a reveal in 2023 stays the more than likely, although 2024 seems simply as attainable at it will tie-in with what can be the Prado’s 40th anniversary. At current although, the precise unveiling stays purely speculative, however don’t be shocked if extra studies and claims emerge over the approaching months and into 2023. Extra on the present Prado could be seen right here. Originally published at Irvine News HQ

[crosscountryrally]

Previa Autos: La carrera con más incertidumbre en más de 10 años enfrentará a Toyota, Prodrive, Audi y MINI

La historia del Dakar en la última década es más o menos la siguiente: Sin importar donde corran, los favoritos siempre han sido Carlos Sainz, Stephane Peterhansel y Nasser Al-Attiyah. Desde 2014, cuando Nani Roma logró una sorpresiva victoria pero integraba el poderoso equipo X-Raid en pleno dominio, solo estos tres pilotos han logrado triunfos: Nasser tiene 2, Sainz tiene otros 2 y Mr. Dakar Peterhansel ha logrado 3.  La historia sigue siendo parecida, pero las cartas han sido barajadas para 2022. Ahora Sainz y Peterhansel integran las filas de Audi después de dos victorias en X-Raid y MINI y estrenarán un revolucionario proyecto con un auto híbrido que nadie sabe bien si logrará ser competitivo de partida. Nasser es favorito entonces pero también estrena auto en la Toyota GR DKR Hilux T1+ que tiene una base en la Hilux anterior, pero renueva casi todo incluyendo el motor. Llegar a la meta y sobrevivir posibles fallas y problemas puede ser más importante como ser rápido y esa incertidumbre no ha sido lo frecuente en el Dakar con estos tres grandes pilotos.

Audi es el equipo más esperado del Dakar 2022 pero eso no los convierte en favoritos. La marca de los cuatro anillos ha invertido gran capital en llegar a la carrera en un plazo alocado, pero buscan pelear la punta con un prototipo híbrido, algo completamente nuevo en el rally raid. El Audi RS Q e-tron ha vivido intensas pruebas, de las que se ha sabido no han sido perfectas, pero el auto está en Jeddah para la largada a solo un año de ser anunciado. Audi no podía ser menos y ha fichado a los últimos dos campeones, Carlos Sainz y Stephane Peterhansel además de un conocido de la casa en Mattias Ekstrom en su segundo año de Dakar. Sainz y Peterhansel ya vivieron en carne propia lo que es un proyecto desafiante cuando debutaron el Peugeot 2008 DKR en el Dakar 2015 y estuvieron muy lejos de la punta. Sainz también sufrió un resto con el Volkswagen diesel en África hace más tiempo. La apuesta en este caso es aún más grande y Audi no sabe bien donde estará posicionado hasta terminar el primer día, porque el auto no ha debutado en carrera. Aun sabiendo el ritmo, terminar la carrera debe ser el objetivo principal de Audi este año.

Entonces los favoritos son los pilotos de Toyota. Los dos nombres más grandes son Nasser Al-Attiyah y Giniel de Villiers (en Arabia a última hora, pero aún no se confirma si podrá correr). El qatarí viene de una temporada perfecta en el Mundial de Cross Country FIA donde ganó todas las carreras en las que participó y se llevó cómodamente el título. Pero claro, eso fue con la Toyota Hilux antigua. En el Dakar 2022, Toyota Gazoo Racing estrenará la Toyota GR DKR Hilux T1+, con la nueva reglamentación para hacer frente a Audi. Un vehículo de mayor peso, con neumáticos más anchos y de mayor perfil (el punto débil de la Hilux anterior por los pinchazos), pero particularmente con un nuevo motor V6 que reemplaza al V8 que había impulsado el proyecto desde hace muchos años. Toyota se ha caracterizado por su confiabilidad, pero esto son carreras. Nasser será el favorito por lejos en este Dakar, pero también debe cuidar la máquina y conservar si quiere ese cuarto título. Toyota llega con una ventaja que podría no ser menor: Tanto Al-Attiyah como de Villiers probaron la Hilux en carrera, algo que ninguna otra marca con auto nuevo pudo hacer. Además, Overdrive, con pilotos privados también condujo pruebas en eventos internacionales con varios autos, sin mayores problemas. Además cuentan con dos compañeros de equipo en Henk Lategan y Shameer Variawa, también con el nuevo auto.

Tal vez los rivales más grandes de Nasser estén en su propio campo, con otras Toyota Hilux T1+. Particularmente hablamos de Yazeed Al-Rajhi, que tendrá una unidad atendida por Overdrive y con el saudí que viene envalentonado con el título del Mundial de Bajas FIA. Al-Rajhi ha crecido mucho desde su llegada y podría aprovechar algo de incertidumbre para ponerse adelante. Otras Hilux T1+ serán llevadas por Lucio Álvarez, Ronan Chabot, Bernhard ten Brinke y Juan Cruz Yacopini.

Otro desafío grande viene desde Bahrain Raid Xtreme. El equipo de Prodrive también ha reordenado sus fichas y tendrá un prototipo muy nuevo, tal vez no tan modificado como la Hilux, pero también adaptado a las normas de la T1+ en su segundo año de Dakar. Prodrive sigue con una alineación bien poderosa: Sebastien Loeb, Nani Roma y Orly Terranova, que se suma a la escudería este año. El año pasado, si bien mostraron algunas luces, Prodrive quedó algo lejos de la punta aunque pudo rescatar el quinto lugar de Nani Roma ante el abandono de Loeb. Si el medio mecánico los acompaña, Prodrive puede apostar por un podio o incluso pelear la victoria general. La pre-temporada no ha sido ideal para ellos, aunque han sumado muchos kilómetros. Iban a participar del Abu Dhabi Desert Challenge, pero un incendio en un accidente con combustible hizo que se arrepintieran de probar el nuevo auto en carrera. Así, al igual que Audi, llegarán a saber que tan bien anduvieron en la primera etapa. Aunque claro, al no hacer una revolución tan grande, se esperaría que estuvieran peleando arriba de entrada.

Eso es por los autos nuevos. También hay algunos equipos que no han actualizado sus autos a la clase T1+ y apuestan por vehículos que ya llevan un par de años en el Dakar. X-Raid presentará tres MINI JCW Buggy, el auto campeón de los últimos dos años e invicto en Arabia Saudita, para Kuba Przygonski, Denis Krotov y Sebastián Halpern. Przygonski particularmente puede ser una amenaza, el MINI JCW Buggy está más que probado y pese a no recibir la actualización reglamentaria, todavía podría ser competitivo y podría aprovechar cualquier falla de Toyota, Audi o Prodrive para anotar una victoria o un podio. Krotov tuvo una buena temporada en el Mundial de Cross Country FIA siendo tercero incluyendo un par de podios. Pese a que todavía no está al nivel de punta, se caracteriza por un buen ritmo. El mendocino Halpern ha estado en el Top 10 en las últimas fechas del Mundial FIA también y anotó un excelente podio en el Hail Rally que lo deja ilusionado.

En MINI también habrá un par de pilotos que apuestan al fiable pero antiguo MINI JCW Rally o MINI All4Racing: Yasir Seaidan, Laia Sanz, Vaidotas Zala entre otros. Ese auto lleva más de 10 años dando vueltas, pero rara vez se rompe y eso es una garantía.

Con menores opciones, también hay otros autos de generación antigua presentes: Mathieu Serradori y Brian Baragwanath con los Century CR6, Cyril Despres y Khalid Al-Qassimi con los Peugeot 3008 DKR además de Guerlain Chicherit con un prototipo basado en ese modelo. Christian Laveille también va con el MD Rallye que le ha dado Top 10 recientemente. Finalmente, si, con un vehículo T1+ pero totalmente impredecible por las dudas sobre su desarrollo, estará Martin Prokop...

Como ven, muchas variables como para declarar un ganador a esta altura.

[miguelitov8]

S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes

Com quase 20 mil unidades vendidas, Toyota Hilux foi a líder do segmento em 2019Christian Castanho/Quatro Rodas

As picapes médias vêm ganhando cada vez mais em potência e conforto, tornando-se carros convenientes tanto para o trabalho no campo quanto para o dia a dia na cidade.

Mas qual delas entrega mais? Para ajudar a responder essa pergunta, QUATRO RODAS destrinchou as medidas, motorizações e capacidades de carga das principais picapes médias cabine dupla vendidas do Brasil.

A Amarok V6 é dona da maior capacidade de carga do segmentoChristian Castanho/Quatro Rodas

O título de mais potente da categoria ficou com a Toyota Hilux Gazoo Racing Sport e seu poderoso motor 4.0 V6 a gasolina de 234 cv.

O detalhe é que em breve este título passará para a VW Amarok. Isso porque o motor V6 turbodiesel da picape alemã passou por uma recalibração e saltou para 258 cv.

A produção da Amarok com o motor reprogramado inclusive já começou na fábrica da VW em Pacheco, Argentina. Seu lançamento, porém, deve ser atrasado por causa da pandemia do coronavírus.

Mesmo sem ela, o utilitário da Volkswagen ainda é o concorrente com mais torque no segmento: são 56,1 kgfm oferecidos pela configuração 3.0 V6 de 225 cv.

Toyota Hilux GR Sport é por enquanto a mais potente da categoriaDivulgação/Toyota

Ainda sobre motores, vale destacar o sumiço das opções flex. Somente Chevrolet S10 e Toyota Hilux ainda oferecem versões com propulsores movidos a etanol e gasolina.

No quesito espaço para os ocupantes, vitória da Ford Ranger. A picape tem 3,22 m de entre-eixos, o maior do segmento, vencendo fácil os rivais Nissan Frontier (3,15 m) e VW Amarok (3,10 m).

Ford Ranger é dona do maior espaço entre-eixosDivulgação/Ford

Por fim, quando o assunto é capacidade de carga, o jogo se equilibra. Podendo carregar até 1.143 kg de carga útil, a Amarok vence o quesito, mas é seguida de perto por Ranger (1.123 kg) e S10 (1.122 kg).

Veja também

NotíciasFord Ranger Raptor deve ganhar motor V8 do Mustang, mas com insanos 718 cv17 fev 2020 - 14h02

EspecialMenor Custo de Uso 2020: as picapes médias mais baratas de manter26 mar 2020 - 07h03

TestesComparativo de picapes: Ranger encara Hilux, S10, Amarok, Frontier e L20020 ago 2019 - 07h08

Confira na tabela o comparativo completo entre Chevrolet S10, Ford Ranger, Mitsubishi L200 Triton, Nissan Frontier, Toyota Hilux e VW Amarok.

 ModeloMotorizaçãoCâmbioPotência e Torque (etanol/gasolina)Dimensões (comprimento, largura e altura)Entre-eixosCapacidade de cargaTanque de gasolinaChevrolet S10 2.5 flex e 2.8 dieselManual ou automático de 6 marchas2.5 flex: 206/197 cv e 26,3/27,3 mkgf

2.8 diesel: 200 cv e 44,9(MT)/51 (AT) mkgf

536,1 x 187,4 x 178,7 cm 309,6 cm1.049 a 1.122 kg 76 lFord Ranger2.2 diesel e 3.2 dieselManual ou automático de 6 marchas2.2 diesel: 160 cv e 39,3 mkgf

3.2 diesel: 200 cv e 47,9 mkgf

 535,4 x 186,0 x 182,1 cm322 cm1.001 a 1.123 kg80 lMitsubishi L200 Triton2.4 dieselManual de 6 marchas ou automático com modo manual de 5 marchas190 cv e 43,8 mkgf528,0 x 182,0 x 179,5 cm300 cm1.055 kg75 lNissan Frontier2.3 dieselManual de 6 marchas e automático com modo manual de 7 marchas160 cv e 41 mkgf (Frontier S)

190 cv e 45,9 mkgf (demais versões)

526,4 x 185 x 182,6 cm315 cm1.000 a 1.025 kg80 lToyota Hilux2.7 flex, 2.8 diesel e 4.0 V6 a gasolinaManual de 5 marchas ou automático de 6 marchas 

2.7 flex: 163 cv e 25 mkgf

2.8 diesel: 177 cv e 42,7(MT)/45,9(AT) mkgf

4.0 V6 a gas.: 234 cv e 38,3 mkgf

 531,5 x 185,5 x 181,5 cm308,5 cm815 a 1.035 kg80 lVW Amarok2.0 diesel e 3.0 diesel V6Manual de 6 marchas ou automático com modo manual de 8 marchas2.0 diesel: 180 cv e 40,8 (MT)/42,8 (AT) mkgf

3.0 diesel V6: 225 cv e 56,1 mkgf

525,4 x 195,4 x 183,4 cm309,7 cmaté 1.143 kg80 l

  S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://quatrorodas.abril.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/

[usedcarmania]

Popular Large SUVs’ Towing Capacity

The ability to tow bigger loads is one of the primary ‘reasons for purchase’ of large SUVs for sale. Here is a handy guide on just how much some of the most popular SUV models in SA can haul.

One reason SUVs are so popular is the additional practicality they offer – and a big part of that practicality equation is how many kilos they can tow behind them.

While the following list shows the maximum towing capacities of different SUVs, it’s worth knowing that this doesn’t necessarily mean that is the actual weight you can tow as there are several other factors including the gross vehicle weight and maximum tow-ball weight.

As a rule, if you want to tow anything bigger than a camper trailer, you’d want a vehicle with at least 2000kg braked towing capacity, which is the maximum towing weight with a trailer or caravan that has its own brakes.

As a guide, the Toyota LandCruiser Prado, a common choice among those who tow heavy loads, can lug up to 3000kg. Most double-cab bakkies, like the Ford Ranger, can tow up to 3500kg braked.

So how do the popular mainstream family SUVs stack up?

Ford Everest

With a new Ranger comes a new Everest and a whole new set of figures. The rear-wheel drive Trend, all-wheel drive Trend and Sport are powered by a 2.0-litre twin-turbo diesel four with a ten-speed automatic. The thrifty four pumps out 154kW and 500Nm.

Stepping up to the Platinum you'll find a 3.2-litre turbodiesel V6 (replacing the five-cylinder), also with a ten-speed automatic. The big banger spins up 184kW and 600Nm.

Either will tow 3500kg braked (up from 3000kg) while a trailer without brakes should max out at 750kg. The difference between the two is the slightly higher payload figure and therefore higher GVM and GCM of the six.

Hyundai Santa Fe

Hyundai’s seven-seat large SUV has a 2500kg braked towing capacity for both the 3.5-litre petrol V6 and 2.2-litre turbodiesel versions. The maximum towball down load is 200kg.

Isuzu MU-X

Like most other ladder-chassis ute-based SUVs, the MU-X can tow up to 3500kg in both 4x4 and 4x2 guises and comes standard with trailer stability control.

Maximum towball down load is 350kg.

Jeep Grand Cherokee L

The new Grand Cherokee L is exclusively powered by a 3.5-litre Pentastar petrol V6. All grades except the Summit Reserve can pull 2800kg with a braked trailer. The top-of-the-range has air suspension so towing is down to 2240kg. Both will tow 750kg with an unbraked trailer.

With the release of the new Grand Cherokee L, the diesel motor has been dropped.

All versions have a maximum towball down load of 281kg.

Kia Sorento

All versions of the seven-seat Kia Sorento have a 2000kg braked towing capacity regardless of petrol or diesel drivetrains.

The Sorento's maximum towball down load is 200kg.

Mitsubishi Pajero Sport

The Triton-ute based Pajero Sport has an excellent 3100kg braked towing capacity and trailer stability control.

The maximum towball download number is 310kg.

Nissan Patrol

Nissan big 4X4 SUV has a 3500kg braked towing capacity, with pulling large loads made easier thanks to its big 5.6-litre V8 petrol engine. The highest load you should put on the towball is 350kg.

Toyota Fortuner

The Hilux-based 4x4 now has a 3100kg braked towing capacity that’s handy but falls short of its main rivals such as the Ford Everest but matches the Mitsubishi Pajero Sport. Trailer stability control is standard.

Toyota LandCruiser Prado

Australia’s biggest selling large SUV has braked towing capacities of 2500kg and 3000kg for the manual and automatic versions respectively, with towing made safer with trailer stability control.

BMW X5

BMW's first SAV - sports activity vehicle – the X5 is still going strong. The big Beemer can tow 2800kg braked with a maximum towball down load of 140kg. These figures apply to all versions.

Audi Q7

Audi's second-generation Q7 can haul 3500kg in 45TDI, 50TDI, 55 TFSI and SQ7 versions. Each has a towball down load maximum of 350kg.

Land Rover Defender

It's hard to believe, but the classic Defender nameplate is only now in its second generation. The modern machine can tow 3500kg with a braked trailer.

The Defender's maximum towball down load is 350kg.

Land Rover Discovery

Land Rover's second nameplate, the Discovery, is now in its fifth generation and can tow 3500kg with a maximum towball down load of 350kg.

Range Rover

Land Rover's posh boi, the Range Rover, comes in about 1500 variants and can tow 2500kg with a towball download of 250kg.

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Info originally compiled by WHICHCAR?

[adhi029]

New Cars That You Should be Excited About

When you think of new cars that you need to get excited about in 2022 the first name that comes to mind is that of Facelift Skoda Kodiaq. It was launched on 10th January this year and its ex-showroom price is around 35 lakh rupees. This particular model had previously been discontinued by Skoda owing to the BS6 rules and regulations. At that time it only had a diesel engine – this was a major reason in this case as well. The facelift version in 2022 is expected to have a fresh petrol heart. The exterior is also supposed to be updated in terms of design and you would also get some premium features in the interiors.  

Toyota Hilux 

Toyota Hilux was launched in January 2022 and its ex-showroom price varies between 22 lakh and 30 lakh rupees. This is supposed to be the most dependable and sturdiest vehicle from Toyota. Still, you should get it insured, and for that, you can buy car insurance online as well. This is a pick-up truck that we are talking about over here. It would be based on the same platform that has been used in the case of models such as the Innova Crysta and Fortuner.  

Tata Altroz DCT 

Tata Altroz DCT was launched in January 2022 and its estimated ex-showroom price of nine lakh rupees. This is the second anniversary of the premium hatchback from Tata. This is a wonderful car and you would naturally want to make sure that it is in good enough shape. For that, you have to make sure that it is always insured and this is where having a car insurance app can be so helpful for you. This would basically be a DCT variant of the car whose Turbo variant was launched recently. Apart from that, you should not expect any major aesthetic change. 

Conclusion 

No matter what you do to insure your car make sure that you buy it from a premium platform such as PhonePe, where you get the best insurers in India under one roof. After all, if you own the Facelifted Audi Q7 you would want to protect it in the best way possible. Launched in January 2022 the car comes at a rather hefty price of a minimum of 80 lakh rupees. In fact, just like Kodiaq Audi had discontinued this model too because of the BS6 emission norms. It had a standard V6 diesel engine.   

[cabiauto]

Fim de linha: os veículos que não vão continuar em 2022

Níveis de emissões e evoluções tecnológicas determinam o fim da produção de alguns modelos

Feliz 2022! Sim, a coluna relativa ao fechamento do mês de dezembro de 2021 ficou para o início de 2022 e com isso, começamos de forma diferente. O motivo ficou por conta dos muitos veículos que não vão continuar em nosso mercado nesse novo ano. No primeiro momento você pode achar que isso é ruim, mas é preciso evoluir principalmente quando o assunto é poluição, ou seja, o nível de emissão dos motores.

Em função da Norma Proconve L7 que entra em vigor nesse mês de janeiro, muitos motores que não atendem os níveis de emissões e ruídos estão saindo de linha e levando junto alguns modelos.

A Chevrolet inicia 2022 tirando três modelos de linha. As saídas de Joy e Joy Plus, versões antigas de Onix e Prisma, respectivamente, já eram esperadas. Dessa forma, a primeira geração do Onix e a segunda do Prisma deixam oficialmente de ser vendidas no Brasil.

Além deles, a marca também deixou de oferecer a S10 com motor 2.5 flex. A decisão vem pouco mais de um mês após a Toyota encerrar as vendas de Hilux e SW4 movidas a gasolina e/ou etanol. Assim, todas as picapes médias do país contam exclusivamente com motorizações diesel.

A Fiat em 2021 passou por uma grande transformação. A marca encerrou as vendas do Grand Siena, do Uno e do Doblò, além das versões com motorização 1.8 E.torQ de Argo, Cronos e Toro. Até o Mobi perdeu sua versão de entrada Easy, que era a versão mais barata, vinha sem ar-condicionado.

O Uno Ciao é uma série especial limitada de 250 unidades em homenagem a um ícone da indústria automotiva brasileira. Fabricado de forma ininterrupta desde agosto de 1984 no Polo Automotivo de Betim (MG), o Fiat Uno acumula 4.379.356 milhões de unidades produzidas.

A Honda é outra marca que passa por uma grande transformação.

A produção nacional do Civic em Sumaré (SP) foi encerrada ao final de 2021, enquanto o esportivo Civic Si deixou de ser importado. A nova geração do Civic deve voltar a ser oferecida em breve, agora importada. O Civic Si talvez só em 2023.

Outro que teve a produção encerrada ao final de 2021 foi o Honda Fit. Apesar de uma nova geração na Europa e Japão, ficou caro produzir o modelo e a Honda adotou uma nova estratégia para os países emergentes. O novo City nas versões hatch e sedan é um modelo global e atual para atender os clientes da marca.

Montado em Catalão, Goiás, o Mitsubishi ASX foi outro que deixou o nosso mercado em 2021.

Não foi uma despedida total, pois o modelo ganhou uma renovação tão grande no visual que até de nome mudou, passando para Outlander Sport. Já o Pajero Full, clássico da marca por aqui, foi embora em definitivo.

Com uma série especial de 100 unidades o Sandero RS já não é mais fabricado em São José dos Pinhais (PR).

Para esse ano que se inicia, nem tudo é fim. A Audi voltará a produzir por aqui e teremos o A3 nacional, BMW X4 e X3 serão reestilizados com fabricação brasileira, a estreia da marca de luxo da CAOA – Exeed, que vai trazer o VX, um SUV de 7 lugares maior que o Tiggo 7 PRO, tem também o Cruze Sport6 RS, a renovada Silverado V6 turbo diesel e V8 gasolina, o novo C3, Argo e Cronos com transmissão automática CVT, Fiat Fastback, a picape Ford Maverick e a F-150, modelo que esbanja sucesso no mercado norte-americano, a Honda terá o City Hatch já em março nas lojas e a nova geração do HR-V, que por enquanto não terá a versão híbrida, ainda esse ano, e até mesmo o Jeep Renegade, passa por evolução no início do ano estreando a motorização 1.3 turbo flex e perdendo as opções com motorização diesel.

E tem mais! A picape Peugeot Landtrek chega importada do Uruguai com câmbio automático e motor 1.9 turbo diesel, enquanto o 2008 elétrico virá da França. A mesma motorização 1.0 turbo flex da Stellantis vai ser lançada no 208 turbo com câmbio CVT. A Renault apresenta no primeiro semestre a primeira reestilização do Kwid, assim como acontece com a Toyota, que vai renovar o Yaris nas versões hatch e sedã.

Para quem achou que na coluna de hoje só teríamos notícias ruins, a verdade é que a engenharia e indústria brasileira continuam em evolução constante e adequando seus modelos, motores e tecnologias conforme as legislações. Os carros que não atendem ao Proconve L7 só poderão ser vendidos até março de 2022.

Por: Tarcisio Dias

[miguelitov8]

S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes

Com quase 20 mil unidades vendidas, Toyota Hilux foi a líder do segmento em 2019Christian Castanho/Quatro Rodas

As picapes médias vêm ganhando cada vez mais em potência e conforto, tornando-se carros convenientes tanto para o trabalho no campo quanto para o dia a dia na cidade.

Mas qual delas entrega mais? Para ajudar a responder essa pergunta, QUATRO RODAS destrinchou as medidas, motorizações e capacidades de carga das principais picapes médias cabine dupla vendidas do Brasil.

A Amarok V6 é dona da maior capacidade de carga do segmentoChristian Castanho/Quatro Rodas

O título de mais potente da categoria ficou com a Toyota Hilux Gazoo Racing Sport e seu poderoso motor 4.0 V6 a gasolina de 234 cv.

O detalhe é que em breve este título passará para a VW Amarok. Isso porque o motor V6 turbodiesel da picape alemã passou por uma recalibração e saltou para 258 cv.

A produção da Amarok com o motor reprogramado inclusive já começou na fábrica da VW em Pacheco, Argentina. Seu lançamento, porém, deve ser atrasado por causa da pandemia do coronavírus.

Mesmo sem ela, o utilitário da Volkswagen ainda é o concorrente com mais torque no segmento: são 56,1 kgfm oferecidos pela configuração 3.0 V6 de 225 cv.

Toyota Hilux GR Sport é por enquanto a mais potente da categoriaDivulgação/Toyota

Ainda sobre motores, vale destacar o sumiço das opções flex. Somente Chevrolet S10 e Toyota Hilux ainda oferecem versões com propulsores movidos a etanol e gasolina.

No quesito espaço para os ocupantes, vitória da Ford Ranger. A picape tem 3,22 m de entre-eixos, o maior do segmento, vencendo fácil os rivais Nissan Frontier (3,15 m) e VW Amarok (3,10 m).

Ford Ranger é dona do maior espaço entre-eixosDivulgação/Ford

Por fim, quando o assunto é capacidade de carga, o jogo se equilibra. Podendo carregar até 1.143 kg de carga útil, a Amarok vence o quesito, mas é seguida de perto por Ranger (1.123 kg) e S10 (1.122 kg).

Veja também

NotíciasFord Ranger Raptor deve ganhar motor V8 do Mustang, mas com insanos 718 cv17 fev 2020 - 14h02

EspecialMenor Custo de Uso 2020: as picapes médias mais baratas de manter26 mar 2020 - 07h03

TestesComparativo de picapes: Ranger encara Hilux, S10, Amarok, Frontier e L20020 ago 2019 - 07h08

Confira na tabela o comparativo completo entre Chevrolet S10, Ford Ranger, Mitsubishi L200 Triton, Nissan Frontier, Toyota Hilux e VW Amarok.

 ModeloMotorizaçãoCâmbioPotência e Torque (etanol/gasolina)Dimensões (comprimento, largura e altura)Entre-eixosCapacidade de cargaTanque de gasolinaChevrolet S10 2.5 flex e 2.8 dieselManual ou automático de 6 marchas2.5 flex: 206/197 cv e 26,3/27,3 mkgf

2.8 diesel: 200 cv e 44,9(MT)/51 (AT) mkgf

536,1 x 187,4 x 178,7 cm 309,6 cm1.049 a 1.122 kg 76 lFord Ranger2.2 diesel e 3.2 dieselManual ou automático de 6 marchas2.2 diesel: 160 cv e 39,3 mkgf

3.2 diesel: 200 cv e 47,9 mkgf

 535,4 x 186,0 x 182,1 cm322 cm1.001 a 1.123 kg80 lMitsubishi L200 Triton2.4 dieselManual de 6 marchas ou automático com modo manual de 5 marchas190 cv e 43,8 mkgf528,0 x 182,0 x 179,5 cm300 cm1.055 kg75 lNissan Frontier2.3 dieselManual de 6 marchas e automático com modo manual de 7 marchas160 cv e 41 mkgf (Frontier S)

190 cv e 45,9 mkgf (demais versões)

526,4 x 185 x 182,6 cm315 cm1.000 a 1.025 kg80 lToyota Hilux2.7 flex, 2.8 diesel e 4.0 V6 a gasolinaManual de 5 marchas ou automático de 6 marchas 

2.7 flex: 163 cv e 25 mkgf

2.8 diesel: 177 cv e 42,7(MT)/45,9(AT) mkgf

4.0 V6 a gas.: 234 cv e 38,3 mkgf

 531,5 x 185,5 x 181,5 cm308,5 cm815 a 1.035 kg80 lVW Amarok2.0 diesel e 3.0 diesel V6Manual de 6 marchas ou automático com modo manual de 8 marchas2.0 diesel: 180 cv e 40,8 (MT)/42,8 (AT) mkgf

3.0 diesel V6: 225 cv e 56,1 mkgf

525,4 x 195,4 x 183,4 cm309,7 cmaté 1.143 kg80 l

  S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://quatrorodas.abril.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/

[crosscountryrally]

Prodrive nos muestra más detalles de su 4x4 para el Dakar 2021

Prodrive ha develado más detalles de su proyecto para ser una potencia en el Dakar 2021 enfrentando a Toyota y a X-Raid - MINI. El equipo llevará el nombre de Bahrain Raid Xtreme (BRX) y tendrá dos autos 4x4 (no buggy 4x2) en competencia, cuyos pilotos no han sido confirmados. El diseño inicial del auto ha sido realizado por el prestigioso diseñador de Jaguar, Ian Callum: La inspiración de Callum se nota en las líneas que se parecen al Jaguar I-Pace, especialmente en la parte trasera. De todas maneras, aún no hay marcas asociadas a este proyecto, es Prodrive por si misma. Otros nombres clave de Prodrive también hacen su presencia en BRX como David Richards será el director del equipo; el team principal Paul Howarth, con experiencia en el proyecto de WRC de Subaru y en el actual proyecto de Le Mans de Aston Martin y David Lapworth, también con varios campeonatos en el WRC junto a Subaru. 

El BRX será all-wheel drive y tendrá un motor V6 twin-turbo de gasolina, capaz de entregar 400 HP y 700 Nm de torque. El auto pesará 1.850 kilogramos y contará con una estructura tubular de acero y una carrocería de fibra de carbono. Medirá 4,5 metros de largo y contará con un estanque de combustible de 500 litros. La configuración lo deja justo al medio entre lo que es el MINI JCW Buggy 4x2 que tiene un motor diesel V6 y la Toyota Hilux 4x4 que usa un motor V8.

 “El Rally Dakar es uno de los grandes desafíos dentro del automovilismo, y uno que Prodrive ha querido llevar a cabo durante mucho tiempo; esperando la oportunidad correcta.  La idea vino del Príncipe Salman, que quería que Bahrein entre en un equipo. Ese fue el nacimiento de BRX " comentó David Richards, director del equipo BRX y líder de Prodrive. “Nuestro equipo de diseño ha estado trabajando en el auto durante más de nueve meses. Ya hemos estado evaluando el motor en nuestro dinamómetro transitorio en Banbury y el primer chasis ahora se está ensamblando en nuestro taller. La formación de un nuevo equipo es increíblemente emocionante para todos los involucrados, y realmente creemos que hemos creado un equipo y un automóvil que es perfecto para participar en el Rally Dakar ".

Además, BRX anunció lo que conformará su estructura oficial con 3 camiones T5 de asistencia, 1 camión T4 en competencia y otro camión extra de asistencia, con un personal permanente en carrera de 48 personas. Los pilotos aún no se anuncian, aunque Nani Roma lleva la pole position para ser contratado por la estructura británica. Kris Meeke también ha sido sondeado debido a sus antiguos contactos con Prodrive por ser piloto oficial del equipo cuando representaron a MINI en el WRC.

“El Dakar es para el automovilismo lo que el Monte Everest es para los alpinistas. Es uno de los grandes desafíos en el automovilismo y uno que Prodrive aún tiene que asumir, pero ahora es el momento adecuado. El equipo enfrentará ambientes hostiles y terrenos desafiantes que requieren resistencia casi sobrehumana para conquistar. No es raro que los pilotos compitan durante más de ocho horas. Hay que acercarse al Rally Dakar de una manera muy diferente, el auto no solo debe ser duradero sino también fácil de atender, y las cosas saldrán mal y hay que planificarlo. Si algo se rompe, debe ser fácilmente reparable” agrega Richards. “Sin embargo, no se trata solo del automóvil, más de 200 personas habrán participado en llevar al equipo a la línea de salida en 2021, y habrá más de 60 miembros del equipo en el campo en la carrera. Para asegurarnos de estar completamente preparados, todos tendremos que pasar por un programa de acondicionamiento físico para asegurarnos de que estamos preparados para el Dakar ”.

Imágenes y Citas: Prodrive / BRX

[carroesporteclube]

Toyota Hilux GR-S: Marca lança nova safra da série especial criada pela divisão esportiva Gazoo Racing. A Hilux GR-S chega ao Brasil com duas opções de motorização: 2.8 turbodiesel de 177 cv (400 unidades) ou 4.0 V6 de 234cv (100 unidades). Os preços: Hilux GR-S V6 - R$ 204.990 Hilux GR-S diesel R$ 220.090 #CarroEsporteClube #Hilux #HiluxGRS #CarroEC_toyota #hilux2020 #GazooRacing https://ift.tt/39IYvyU

[tenacioususedcars]

Everything you need to know about the Toyota Fortuner

Everything you need to know about the Toyota Fortuner.

If ever there was a perfect vehicle for its era, it’s the Toyota Fortuner for sale. Arriving on local shores just as the SUV craze really started gaining momentum, it had the ideal combination of rugged design and practicality. And, thanks to its Hilux-derived platform, it ticked the boxes of those who needed the genuine off-road ability to complement its streetwise appeal. Now into its second generation, the Fortuner shows no sign of losing momentum, either.

Of course, the Fortuner wasn’t the first car of its type on our market – the Nissan Sani was conceptually similar, and pre-dated the Fortuner by almost two decades, and Isuzu had their KB-derived Frontier to vie for those same buyers long before the Fortuner arrived. But these older vehicles were perhaps a little ahead of their time, and while both of them sold quite strongly, they never approached the Fortuner’s tremendous success. 

History has proven the Fortuner to be the ideal vehicle for its time, with a rugged ladder-frame chassis and the kind of military-grade durability you’d expect from a Toyota commercial vehicle. What many South Africans don’t realise is that Toyota had been doing this kind of thing overseas for decades, before finally releasing the Fortuner on local shores in 2006. 

From Trekker to Fortuner

In reality, a commercial-based SUV has been part of Toyota’s international range since the Hilux first spawned a “Trekker” model in its third generation, back in 1981. Toyota took this design in-house in 1984, when the first 4Runner appeared, based on the fourth-generation Hilux. It’s actually quite amazing that it took Toyota SA so long to bring these versatile vehicles here, but when the Fortuner finally arrived, it made a big impression indeed.

Local fans fell in love with it right away, partly because of the Fortuner’s intrinsic qualities of practicality and ruggedness, but also because Toyota cleverly positioned it as quite distinct from the Hilux – giving it the imagine of a smaller, more affordable Land Cruiser-type family vehicle. 

This strategy worked a charm, and the Fortuner immediately shot up our local sales charts, settling into a top-10 position almost right away. And it’s still working, because as of January 2019, the Fortuner was South Africa’s fourth-best selling passenger vehicle, racking up a round 1000 sales in a depressed market.

The current range

In contrast to the vast proliferation of Hilux models on our market, the Fortuner range is quite easy to understand. Most of the range is made up of diesel-powered variants, with only the entry-level and range-topping versions using petrol power. Two trim levels are available, and there’s a choice between 6-speed manual- or automatic gearboxes with either 4x2 or 4x4 drivetrains. All Fortuners feature 7 seats as standard, with the rearmost row folding to the side of the load bay when not in use.

All petrol-powered variants use an automatic gearbox, while diesels can be had with either a manual- or automatic transmission. The range opens with a 2.7-litre petrol-fueled engine, in the lower trim level. This engine produces 122 kW and 245 Nm and is only available in RWD (4x2) format. 

It retails for a bit more but includes a reasonable specification for the money: 17-inch alloy wheels, 7 airbags, ABS with EBD, stability control, a rear differential lock, power steering and air-conditioning are all included, as are a rear-view camera, electric windows and mirrors and a touch-interface audio system with Bluetooth- and USB functionality and steering-wheel-mounted controls.

Diesels, diesels everywhere

Next up is a brace of lower-trim diesels with the same equipment level, using a 2.4GD-6 turbodiesel with 110 kW and 400 Nm. This engine can be mated to an RWD drivetrain in either manual- or automatic flavour, while the 2.4GD-6 4x4 comes exclusively with the automatic transmission. 

Moving into the high-spec realm are the four 2.8GD-6 derivatives, producing 130 kW and either 420 Nm (when paired to a manual gearbox) or 450 Nm (with an automatic). Either transmission option can be mated with RWD or a 4x4 drivetrain. Added standard equipment over the 2.4GD-6 includes cruise control, a colour information display in the instrument cluster, 18-inch alloy wheels, navigation, leather upholstery, electric adjustment for the driver’s seat, and LED headlights. 

The range-topping 4.0 V6 4x4 has peak outputs of 175 kW and 376 Nm. It features the same equipment as the 2.8GD-6, with the addition of an electric remote tailgate. Predictably, this variant isn’t a strong seller, with its combination of steep pricing and profligate thirst steering most customers in the direction of a 2.8 GD-6. 

The Fortuner’s future

It��s unlikely that Toyota will tamper too much with their winning recipe, so it’s safe to say that the Fortuner will continue largely unchanged for a while yet. However, trim updates and possible mild facelifts should keep it relatively fresh in the marketplace, and we can expect Toyota’s usual stream of special editions to come along as the model range ages. Other than that, the Fortuner should remain basically as is, until its replacement eventually comes along – but that is still many years into the future.

Test drive a Fortuner for sale at Group 1 Cars today!

Article source: https://ultimateusedcars.wordpress.com/2020/02/28/everything-you-need-to-know-about-the-toyota-fortuner/

[mitsubishifever]

Mitsubishi Triton 2019 Range Review

Everyone loves an underdog.

The largest, loudest and most-fancied might be the darlings of the media, but there’s something about an unassuming contender capable of upsetting the status quo that appeals to our national psyche.

Mitsubishi has played that role in the ute market for four decades. While bigger brands such as Toyota, Holden and Ford have stronger followings, Mitsubishi’s Triton remains a compelling machine which goes about its business a little differently.

Is the Mitsubishi Triton right for me?

Like its L200 predecessors, the Mitsubishi Triton isn't a ute for bragging about big numbers. There are competitors with larger and more powerful engines, greater maximum payloads and more impressive towing capabilities. Mitsubishi didn’t feel the need to mess with its relatively compact 2.4-litre diesel engine as part of a mid-life update for the model.

Pitched at pragmatists, the Triton is for folks who champion value for money. As before, it's one of the most affordable established utes in its class and continues to be available in three body styles - single cab, club cab and dual cab - with a choice of rear-wheel drive or four-wheel drive, petrol or turbo-diesel power and manual or automatic transmissions.

What does the 2019 Mitsubishi Triton cost?

This ute represents one of the more affordable pick-ups on sale.

There are 20 variants to choose from - the GLX with a five-speed manual and 2.4-litre petrol motor and the fully-loaded four-wheel-drive GLS Premium with a 2.4-litre turbo diesel engine and six-speed auto.

Walking through the range, the petrol engine is only available with a manual transmission and rear-drive hardware in the cheapest single-cab body and entry-level GLX trim. 

Upgrading to four-wheel-drive running gear with a low-range transfer case is an option.

Switching the basic cab-chassis layout for a pick-up tub costs is also possible, then you can choose between trim levels bringing increasingly impressive features.

Mitsubishi hosted journalists in Tasmania for the Triton’s national launch, where we had an opportunity for quick stints in a number of models before spending a full day at the helm of the range-topping GLS Premium.

What is the Mitsubishi Triton's interior like?

Home to a cabin trimmed in perforated leather with heated front seats, the GLS Premium is intended to take on rival machines such as the Toyota HiLux SR5 and Ford Ranger XLT, which sit toward the top of their respective ranges. A multi-function four-spoke steering wheel with metal shift paddles features tilt and reach adjustment - a rarity in this class - along with electric driver’s seat adjustment, digital climate control and improved noise management to make the Triton more comfortable on longer trips.

It’s not a perfect environment - plastic elements feel cheap, the seats are a little flat and taller occupants have to duck to negotiate a low roof and relatively high seat in a door opening that’s a little tighter than most.

How much space does the Mitsubishi Triton have?

That said, there’s plenty of room inside the Triton (even if it is a touch smaller than key rivals, giving away 20 centimetres to the Ranger’s longer wheelbase) both in the front and back. Passengers have plenty of cubby holes to stash odds and ends, along with the benefit of USB connectivity in the front and rear.

 What's the Mitsubishi Triton's tech like?

Four USB points join a 12-volt outlet and HDMI connectivity hooked up to a 7.0-inch touchscreen found in the top three grades. Apple CarPlay and Android auto feature as part of the package, but sat-nav isn’t on the menu - you need to rely on third-party smartphone services such as Google Maps or Waze.

Beyond that, clever touches include an oddball air conditioning system which draws air into a duct mounted in the middle of the model’s roof lining before directing it toward back-seat passengers. Though it sounds strange, the system works well in practice, directing cool air to faces instead of feet.

Practical tech includes clever hardware allowing you to twist a knob and shift from rear-wheel-drive to four-wheel-drive traction while driving at speeds below 100km/h - where some rival machines require you to stop and put the transmission in neutral.

A multi-terrain system tailors the car’s systems for a variety of circumstances including rocks, mud, sand and tarmac, aided by a hill descent control function and a rear differential lock for the top model.

 How reliable is the 2019 Mitsubishi Triton?

While engineering largely retained from the previous model isn’t a particularly sexy selling point, some buyers will be attracted to the Triton’s proven and simple mechanical elements. Though it’s too early to say how the Triton will perform over the course of a decade, the previous model has proved less troublesome than Toyota’s HiLux with its diesel filter issues.

 How safe is the Mitsubishi Triton?

Safety is a particularly strong point for the Triton, which is available with gear that’s really hard to find in a ute. We’re talking about autonomous emergency braking, a 360-degree camera, lane departure and blind-spot monitoring systems, a rear cross-traffic alert system and a clever feature which stops you from accidentally accelerating into obstacles at low speed.

Buyers on a budget who want safety tech without the top models’ asking price can plump for a safety pack adding self-braking and lane departure tech to some versions of the basic Triton GLX.

It ticks a lot of boxes, but you won’t find active cruise control or active lane-keeping assistance on any model.

What is the Mitsubishi Triton's warranty like?

Further peace of mind comes from Mitsubishi’s standard five-year warranty, which is currently boosted to seven years or 150,000 kilometres of coverage as part of a sales promotion in place until June 30, 2019.

What's under the Mitsubishi Triton's bonnet?

Mitsubishi offers two engines in the Triton. The cheapest two-wheel-drive cab-chassis model is powered by a 2.4-litre four-cylinder petrol motor mated to a five-speed manual transmission. It’s a budget option, and a little breathless due to modest outputs of 94kW and 194Nm that really aren’t too muscular.

Most customers are going to skip that option in favour of a 2.4-litre four-cylinder turbo diesel engine with much healthier 133kW and 430Nm peaks - figures much more adept to working with heavy loads or in trying conditions. The engine is a carry-over unit from the previous model, though diesel automatic variants now get a six-speed transmission as opposed to the old five-speed auto.

It’s not a bad engine by any means, sounding and feeling slightly sweeter than some of the more agricultural motors behind the badges of key rivals.

But the Mitsubishi can’t match the ultimate pulling power of stronger variants with bigger engines, and they’re certainly are times when you can find yourself wishing for a slice of the significant torque advantage held by the likes of VW’s Amarok V6.

How much fuel does the Mitsubishi Triton use?

Fuel economy is something of a sore topic for the new Triton. Despite running the same engine as its predecessor and having an extra gear to play with, fuel use for popular automatic diesel variants has increased by one litre per 100 kilometres of driving to an official figure of 8.6L/100km, something Mitsubishi attributes to bluff, less aerodynamic styling, more aggressive gearing (for improved towing and acceleration performance) and a small increase in weight.

It shouldn’t be a dealbreaker as the real-world difference will be little more than a couple of hundred dollars per year, which isn’t much when you’re dropping up to $50,000 on a new ride.

We’ll revisit the Triton’s real-world fuel economy at a later date - hard running in soft sand, steep rocky trails and winding mountain roads produced figures far removed from what most owners can expect.

What's it like to drive the Mitsubishi Triton?

Our time with the Triton started with a 15 minute run in a 1984 Mitsubishi L200 ute, essentially the same model which first went on sale 40 years ago. The charming (and immaculate) little runabout restored by Mitsubishi served as a reminder of how far utes have come, and just how much people expect from a modern pick-up.

That is, unless you’re buying the basic petrol Triton, which ticks a lot of the same boxes with a wheezy petrol engine, smooth-shifting five-speed manual transmission, basic stereo and spartan cabin. A quick drive of the cheapest Triton reminded us that this is a cut-price machine normally found at rent-a-ute businesses or on company fleets.

Those spending their own money are much more likely to go with the high-spec GLS Premium, or something close to that spec.

We drove the car on a variety of surfaces - torturous ribbons of Targa Tasmania tarmac, steep rocky trails, loose gravel and soft sand, coming away impressed by its breadth of ability.

Taking advantage of its shift-on-the-fly 4X4 system, we barrelled along a broad variety of surfaces, stopped only by a climb in soft sand which needed a second attempt to ascent.

The Triton feels sweet to steer compared with bigger rivals, and reasonably planted on the road thanks to fat new 265mm-wide tyres with a highway bias.

An equivalent Ford ranger weighs in around 230kg heavier than the Mitsu, which is equivalent to having a big trail bike or a small jet ski in the back.

Responding faithfully to driver inputs, the locally-tested Triton brings sound body control and a reasonably impressive ride when unladen. The new six-speed auto is a good gadget, helping make the most of a modest engine and bringing new refinement to highway cruising by keeping the revs down.

We didn’t have an opportunity to tow with the model or put a solid amount of weight in the back, something we plan to address soon.

Drive's verdict

Mitsubishi is on to a good thing with the new Triton.

It looks sharp, offers strong safety features and brings outstanding value - particularly when drive-away prices and the current seven-year warranty promotion are taken into account.

Yep, there’s plenty of fight in this underdog.

2019 Mitsubishi Triton GLS Premium specifications

Engine: 2.4-litre turbo-diesel four-cylinder

Power: 133kW at 3500rpm

Torque: 430Nm at 2500rpm

Transmission: 6-speed manual or 6-speed automatic, four-wheel drive

Fuel use: From 7.9L/100km

 Article source: https://www.drive.com.au/new-car-review/mitsubishi-triton-2019-range-review-120685

[miguelitov8]

S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes

Com quase 20 mil unidades vendidas, Toyota Hilux foi a líder do segmento em 2019Christian Castanho/Quatro Rodas

As picapes médias vêm ganhando cada vez mais em potência e conforto, tornando-se carros convenientes tanto para o trabalho no campo quanto para o dia a dia na cidade.

Mas qual delas entrega mais? Para ajudar a responder essa pergunta, QUATRO RODAS destrinchou as medidas, motorizações e capacidades de carga das principais picapes médias cabine dupla vendidas do Brasil.

A Amarok V6 é dona da maior capacidade de carga do segmentoChristian Castanho/Quatro Rodas

O título de mais potente da categoria ficou com a Toyota Hilux Gazoo Racing Sport e seu poderoso motor 4.0 V6 a gasolina de 234 cv.

O detalhe é que em breve este título passará para a VW Amarok. Isso porque o motor V6 turbodiesel da picape alemã passou por uma recalibração e saltou para 258 cv.

A produção da Amarok com o motor reprogramado inclusive já começou na fábrica da VW em Pacheco, Argentina. Seu lançamento, porém, deve ser atrasado por causa da pandemia do coronavírus.

Mesmo sem ela, o utilitário da Volkswagen ainda é o concorrente com mais torque no segmento: são 56,1 kgfm oferecidos pela configuração 3.0 V6 de 225 cv.

Toyota Hilux GR Sport é por enquanto a mais potente da categoriaDivulgação/Toyota

Ainda sobre motores, vale destacar o sumiço das opções flex. Somente Chevrolet S10 e Toyota Hilux ainda oferecem versões com propulsores movidos a etanol e gasolina.

No quesito espaço para os ocupantes, vitória da Ford Ranger. A picape tem 3,22 m de entre-eixos, o maior do segmento, vencendo fácil os rivais Nissan Frontier (3,15 m) e VW Amarok (3,10 m).

Ford Ranger é dona do maior espaço entre-eixosDivulgação/Ford

Por fim, quando o assunto é capacidade de carga, o jogo se equilibra. Podendo carregar até 1.143 kg de carga útil, a Amarok vence o quesito, mas é seguida de perto por Ranger (1.123 kg) e S10 (1.122 kg).

Veja também

NotíciasFord Ranger Raptor deve ganhar motor V8 do Mustang, mas com insanos 718 cv17 fev 2020 - 14h02

EspecialMenor Custo de Uso 2020: as picapes médias mais baratas de manter26 mar 2020 - 07h03

TestesComparativo de picapes: Ranger encara Hilux, S10, Amarok, Frontier e L20020 ago 2019 - 07h08

Confira na tabela o comparativo completo entre Chevrolet S10, Ford Ranger, Mitsubishi L200 Triton, Nissan Frontier, Toyota Hilux e VW Amarok.

 ModeloMotorizaçãoCâmbioPotência e Torque (etanol/gasolina)Dimensões (comprimento, largura e altura)Entre-eixosCapacidade de cargaTanque de gasolinaChevrolet S10 2.5 flex e 2.8 dieselManual ou automático de 6 marchas2.5 flex: 206/197 cv e 26,3/27,3 mkgf

2.8 diesel: 200 cv e 44,9(MT)/51 (AT) mkgf

536,1 x 187,4 x 178,7 cm 309,6 cm1.049 a 1.122 kg 76 lFord Ranger2.2 diesel e 3.2 dieselManual ou automático de 6 marchas2.2 diesel: 160 cv e 39,3 mkgf

3.2 diesel: 200 cv e 47,9 mkgf

 535,4 x 186,0 x 182,1 cm322 cm1.001 a 1.123 kg80 lMitsubishi L200 Triton2.4 dieselManual de 6 marchas ou automático com modo manual de 5 marchas190 cv e 43,8 mkgf528,0 x 182,0 x 179,5 cm300 cm1.055 kg75 lNissan Frontier2.3 dieselManual de 6 marchas e automático com modo manual de 7 marchas160 cv e 41 mkgf (Frontier S)

190 cv e 45,9 mkgf (demais versões)

526,4 x 185 x 182,6 cm315 cm1.000 a 1.025 kg80 lToyota Hilux2.7 flex, 2.8 diesel e 4.0 V6 a gasolinaManual de 5 marchas ou automático de 6 marchas 

2.7 flex: 163 cv e 25 mkgf

2.8 diesel: 177 cv e 42,7(MT)/45,9(AT) mkgf

4.0 V6 a gas.: 234 cv e 38,3 mkgf

 531,5 x 185,5 x 181,5 cm308,5 cm815 a 1.035 kg80 lVW Amarok2.0 diesel e 3.0 diesel V6Manual de 6 marchas ou automático com modo manual de 8 marchas2.0 diesel: 180 cv e 40,8 (MT)/42,8 (AT) mkgf

3.0 diesel V6: 225 cv e 56,1 mkgf

525,4 x 195,4 x 183,4 cm309,7 cmaté 1.143 kg80 l

  S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://quatrorodas.abril.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/ S10, Hilux, Ranger e mais: as diferenças de motor e dimensões das picapes publicado primeiro em https://carangoslegais.com.br/

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Hilux GR-S a gasolina: confira preço e equipamentos da versão V6 de 234 cv

Está disponível, no site da Toyota, a Hilux GR-S II. Versão equipada com motor 4.0 V6 a gasolina de 234 cavalos (cv) tem preço definido em R$ 204.990. Além do conjunto mecânico diferenciado, picape conta com design e preparação da Gazoo Racing, divisão esportiva da marca.

LEIA MAIS

SW4 e Hilux 2020 ganham equipamentos, mas preços sobem

Novas picapes virão em onda em 2020; veja os lançamentos previstos

Confira as picapes médias cabine dupla com maior capacidade de carga

A Toyota Hilux GR-S a diesel já era oferecida no Brasil. Na linha 2020, a configuração custa R$ 214.690 e é equipada com 2.8 turbodiesel de 177 cv.

Além da potência, as duas opções da Hilux GR-S têm diferença de torque. A versão movida a diesel tem 45,9 kgfm e mais nova 38,3 kgfm.

Design

A Hilux GR-S tem capô e teto na cor preta, rodas de liga leve aro 17″ com acabamento na cor preta, protetor do para-lamas, ornamento no farol de neblina, protetor de caçamba, capota marítima, santantônio, grade dianteira com logo Toyota por extenso, estribos laterais tubulares e retrovisores externos na cor preta, lanternas traseiras escurecidas, adesivos Toyota GAZOO Racing nas portas e emblema GR nas portas dianteiras e na grade dianteira.

No interior, console entre os bancos dianteiros em couro com porta-copos, porta-objetos com tampa e descansa-braços. Revestimento dos bancos em couro perfurado e material sintético com logo Toyota GAZOO Racing nos encostos de cabeça dianteiros e volante também com revestimento em couro com o mesmo logo.

Compõem o visual da Hilux GR-S a costura interna na cor vermelha, o painel de instrumentos com detalhes pretos e vermelhos, o porta-objetos nas portas e sob o banco traseiro, tapetes e smart key exclusivos com logo Toyota GAZOO Racing.

Ficha técnica da Hilux GR-S II 4×4 Aut

Motor

Gasolina VVT-i V6 4.0L 24V DOHC com torque de 38,3 kgf.m e potência de 234 cv a 5.200 rpm.

Transmissão

Automática de 6 velocidades sequencial.

Tração da Hilux GR-S a gasolina

Opções 4×2, 4×4 e 4×4 reduzida com acionamento eletrônico. O modelo conta ainda com controle eletrônico de estabilidade, controle eletrônico de tração, assistente de reboque e bloqueio do diferencial traseiro.

Equipamentos da Hilux GR-S V6

Ar-condicionado digital com saída de ar central para os bancos traseiros;

direção hidráulica;

acendimento automático dos faróis com temporizador;

banco do motorista com ajuste elétrico de distância, inclinação e altura;

freios ABS com EBD e BAS;

airbags frontais (dois) de joelho (motorista), laterais (dois) e de cortina (dois);

computador de bordo com tela de 4,2″ de TFT;

modo de condução Eco e Power;

controle de velocidade de cruzeiro;

sistema multimídia de 8″ com GPS10;

TV Digital11;

rádio com MP3;

câmera de ré;

conexão USB e Bluetooth®;

controle de subida e de descida em rampa;

suspensão recalibrada;

espelho retrovisor interno eletrocrômico;

câmera de vídeo fixada no para-brisa; e

luz de condução diurna (DRL).

Fotos Toyota | Divulgação

O post Hilux GR-S a gasolina: confira preço e equipamentos da versão V6 de 234 cv apareceu primeiro em AutoPapo.

https://autopapo.com.br/curta/toyota-hilux-gr-s-v6-preco/ encontrado originalmente em https://autopapo.com.br

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The first and second parts of this three-part series looked at issues relating to the vehicle, how to get to the Simpson Desert, possible itineraries, what to take and how to avoid any problems.

Barry and his convoy have now completed their adventure and are here to talk about everything else you need to know such as how much fuel you’ll need, what kind of animals you need to be wary of, and some suggested camping spots along the way!

A retrospective of our trip

We did it! Eight vehicles, sixteen adults and six kids. No tyre problems, minimal mechanical issues and apart from minor cuts and scratches, everyone safe and sound. Just like it should be and just like it can be for you with the right planning and preparation.

For almost two weeks in mid-June, the sun shone, winds were light, the days were pleasant and the evenings, although cold, were not freezing.

For me, this was crossing number three and from a driver’s point of view, the slowest but easiest. Slow because there were many undulations along the tracks that restricted speed, even in some of the flatter areas. Add to this a lot of bush dodging, the result of a number of years of good rainfall producing amazing growth that you might consider most “un-desert” like.

The easiest crossing because, again as a result of recent rains, the sand dunes were quite firm and compact. This, together with the right tyre pressure, made dune crossing much easier with most vehicles not requiring low-range, even at Big Red. Another positive side effect of this was a far better than anticipated fuel consumption – but more of that later. So, let’s look at the highlights.

Outback hospitality

As mentioned in part 2 of this series, our group decided to eat out for dinner when the opportunity arose.

So we had the pleasure of dining at Mt Dare Hotel, Birdsville Hotel, Mungerannie Hotel and the Copley Pub. In each of these places, the food was delicious, copious and very reasonably priced.

Other good meal experiences had by our group were lunch/snack at the Pink Roadhouse at Oodnadatta and breakfast and lunch at the Birdsville Bakery.

An absolute highlight was our evening at Mungerannie. The staff were entertaining and couldn’t do enough to make our stay fun. The kitchen coped with our large group exceptionally well and some of our team partied well into the night.

Simpson camping

It takes a while to get there, so make the best of it. Our plan included two full days where we stayed put and just enjoyed the desert, and what a great decision that was. On one of these occasions, we did not see another person for about 44 hours – ah, the peace, serenity and solitude. The kids could play, people went for walks around the dunes amazed at the growth and the incredible number of animal tracks and there was time for a sit-down, a read and even an afternoon back-bash.

Sometimes it is a challenge to find a good flat, clear campsite, especially with the amount of growth around, so here are three that were excellent, especially with a larger group:

On Rig Road about 15km east of Mokari airstrip – 26 19′ 14.9S 136 36′ 02.4E

Rig Road – 26 25′ 42.0S 137 24′ 09.0E

On QAA line – 25 57′ 22.5S 138 00′ 12.4E

Desert Creatures

Dingoes were quite common and kept a good eye on us, coming quite close to camp and wandering through during the night. Keep an eye on the kids, especially the littlies, and don’t leave anything outside the tent or vehicle at night.

Other unwelcome evening visitors were rats. These came right up to tents and swags and were prone to nibbling – on almost anything. Our two swag dwellers found some well placed small LED lights around the swags acted as a deterrent as they do not like the light.

The other precaution we took was to lift vehicle bonnets when arriving at camp to cool down the engine before nightfall. Rats can be attracted to warm places and nibble on vehicle wiring. A small LED light in the engine bay may also be a good idea. I had never encountered the rat problem in previous trips, doubtless another by-product of the excellent conditions.

Driving

For those who love driving, and 4WDing in particular, this is a great trip. In the main, all of the outback roads leading to and from the desert were in great condition – a credit to the road crews that constantly maintain them.

Lowered tyre pressures on these roads ensured a comfortable ride and a reduced risk of tyre damage. Not one tyre issue on our entire trip! That’s 32 tyres covering a combined 26500 km – we were very happy travellers.

The desert driving was excellent with the first steep dune crossing always being a bit of a “heart-in-mouth” moment. “Will I make it??” The exhilaration of going over the top is worth any initial angst and you soon learn to gauge speed and gear choice. Sometimes you might misjudge and not quite make the top. The key here is not to sit there spinning wheels and digging holes but stop and carefully back down the dune and try again.

I’ve mentioned it a lot, but tyre pressures are critical to success. 20psi proved to be a pretty good pressure in these conditions and although there were a few “second go’s”, everyone managed very comfortably.

Big Red

If you’re travelling east, this is the last and largest sand dune of the Simpson. Everyone has to have a go at trying to climb it. There is an alternative easier crossing available if this is not your thing, but for our group, the challenge was out.

Confronted with several options, the consensus was “straight up”. Everyone made it and the view from the top, which usually is a large flat expanse and the road into Birdsville, was instead an enormous lake. This is the result of the incredible rains in the area in recent times. A number of our vehicles repeated the feat with others at the wheel just to be able to say “I climbed Big Red”.

Fuel Consumption

As covered in the previous two articles, there are a number of logistical issues to be addressed for a successful crossing, a key one being fuel.

Keeping in mind that every crossing will be different and that ours was probably on the easier end of the scale, due to the moisture in the sand, the amount of fuel used

was less than anticipated. Our entire group had considerable reserves when arriving in Birdsville, but we were prepared for the worst and as you will know, those prepared are those who won’t get caught out.

Between Mt Dare and Birdsville our group covered 640km. Fuel usage was:

Hilux 3l turbo diesel auto – 106 litres

Landcruiser 100 4.7l V8 petrol auto – 154 litres

Jackeroo 3.5l V6 petrol auto – 143 litres

Landcruiser 100 4.2l turbo diesel manual – 101 litres

Pajero 3.8l V6 petrol auto – 141 litres

Landcruiser 200 4.5l V8 turbo diesel auto – 103 litres

Prado 4.0l V6 petrol auto – 120 litres

Landcruiser 100 4.2l turbo diesel manual – 112 litres

Toileting

Our group used a variety of options, most involving a hole in the ground with a variety of seat options that are available. A pop-up shelter provides the privacy. Ensure holes are dug at least 30cm deep and that toilet paper is burnt (supervise the children).

While travelling, a dash into the bush does the job.Ladies, take a zip-lock bag with you for used toilet paper and dispose of later. For the first time ever, I took a Porta Potti and it proved to be another effective and simple toileting option.

Water

On a trip like this, water is at a premium. One way to save is to use baby wipes to clean the nether regions and provide a good level of personal freshness and hygiene. When it comes to dishes, use paper plates and bowls which can also be used to light the fire after.

  Other useful information

Fly nets: Make sure you have them.

Fires: Bring your own wood, heat beads, briquettes, etc. There are still many old railway sleepers along the Oodnadatta Track so pick some up if you have space. Enjoy this luxury while you can as there is a proposed complete fire ban in some areas of the Simpson starting from 2013.

Trailers: I made my feelings clear about trailers in the first article – don’t bring them. However, there are still plenty out there, including some large and substantial camper trailers. Hauling these up fragile dunes is massively wearing on both the dunes and the vehicle. It’s also responsible for many of the scallops or potholes that impede progress when nearing a dune crest. I have little doubt that they will also appear on the banned list in due course.

Tarps: Great for providing shade, if you are spending some time camped in one spot, for giving a clean place for the kids to sit on to play games, and to put your clean gear on when setting up and dismantling camp.

Now, I got this idea from Graham Cahill, Editor of 4WD Action magazine, and he is one tough 4wding dude – so don’t laugh. The good old-fashioned stable table is great for eating a meal sitting around the campfire. Also great for the kids to use while travelling.

Well, there you have it, a brilliant trip with everything going to plan. The Simpson is accessible to anyone with a sense of adventure, a well-prepared vehicle and a couple of weeks to spare.

With all the rain in recent years the desert is at its best, so get out there and have a look.

Have you crossed the Simpson? Let us know, we want to hear about your adventure.

The post Crossing the Simpson Desert for Beginners (Part 3) appeared first on Snowys Blog.