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augustineabbot · 3 years

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Emotional abuse refers to acts or omissions that harm a child's sense of self in a way that causes, or could cause, behavioural, cognitive and emotional disorders.

Emotional abuse refers to acts or omissions that harm a child's sense of self in a way that causes, or could cause, behavioural, cognitive and emotional disorders. Physical neglect may involve inadequate food, clothing, shelter, cleanliness, medical care and protection from harm. Emotional neglect occurs when a child's need to feel loved, wanted, safe and worthy is not met.. But the 'beef' with Hamilton wardrobe seems to be that he avoids standard, sombre hued legjobb kutyaruha esőkabát suiting and embraces colour, print and decoration.This year Elle Style Awards saw him eschew a classic suit by opting for one in a rich paprika colour by Marni good on him, I saw. He a youthful looking guy and there plenty of time for a classic grey pinstripe.With Naomi Campbell at a GQ event in 2007 (Photo: AP)Likewise his fondness for an eyecatching floral bomber jacket or two by Oliver Spencer; the guy attending a fashion show where he be papped and sat alongside the international style press an eye catching, vivid statement piece is par for the course.A quiet moment at the British Grand Prix 2015 (Photo: Getty)Which isn to say he a style icon; he'd do well to consider dialling things down a notch to focus on one particularly splashy piece instead of pairing it, for example, with distressed, ripped, zip riddled denim and a stonking pair of studded high tops.But we all have a style progression and David Beckham, now firmly part of the Best Dressed firmament, experimented with left of centre fashion as a young sportsman who just nike delta force ár come in to money and was being smučarski kombinezon hlače beseeched by designer brands.Hopefully, as Hamilton's style evolves, so too will the curious cockatiel haircut. Even Beckham donned corn rows at one point; we all have our style cross to bear.. The more powerful diesel 4x4s will offer towing capacities of up to 2,500kg.Alongside this VW is looking at the feasibility of a GTE plug in hybrid version of the Tiguan. A version was shown at Frankfurt, using the same powertrain as the Passat GTE, it blends a 154bhp 1.4 litre turbocharged petrol engine with an electric motor to give a total of 215bhp."This is still under investigation," Treptow told Auto Express.However, the concept version promised a claimed combined figure of 149mpg, CO2 emissions of 42g/km, and an all electric range of 30 miles. Emissions as low as that would ensure (under current legislation) that the GTE would be free from road tax and exempt from the London szemüveg csúszásgátló Congestion Charge. I, too, went to high school in the midwest during the preppy era. I actually longed for some of that attire but the closest I came was a Hunt Club polo shirt from JCPenney (not nearly as nice as a real Ralph Lauren polo shirt, oh well) and a pair of Dexter deck shoes. Then parachute pants became popular and I wanted a pair of those too. She has also written features on topics including tourism on Catalina Island, a helicopter pilot school at John Wayne and nobody's favorite subject: taxes. Although we do not pre screen comments, we reserve the right at all times to remove any information or materials that are unlawful, threatening, abusive, libelous, defamatory, obscene, vulgar, pornographic, profane, indecent or otherwise objectionable to us, and to disclose any information necessary to satisfy the law, regulation, or government request. We might permanently block any user who abuses these conditions.. "These brief company reports contain information that can benefit expert and novice investors who want to stay ahead of the market."All stocks and options shown are examples only ghete de schi not recommendations to buy or sell. Our picks do not cizme vara cu toc represent a positive or negative outlook on any security. Potential returns do not take into account your trade size, brokerage commissions or taxes expenses that will affect actual investment returns. Spy shots and exclusive images of the new Audi A8 saloon plus details on its weight saving tech, 3 autonomy and hybrid engines The next Audi A8 will hit back at the Mercedes S Class and BMW 7 Series on the technology and efficiency fronts.The German brand's flagship A8 saloon has a history of lightweight construction but engineers admit that responding to customer demands is likely to bring a small gain in kerbweight for the new version. The car's bare metal construction is around 50kg heavier than the structure of the existing A8.Three key factors are said to have caused the new Audi A8's increase in mass. The first is the requirement for a full length panoramic sunroof, because this demands extra bracing to avoid chassis flex. I think mustang női ikea molnig csillár cipő árgép a lot of people were quite moved, by their faces. Obviously, it nike black tn 001 means quite a lot to them. Said she was honoured to be in the show.. After adventure came culture. The next section, entitled American Painting Now, contained an exhibit of 23 huge paintings by well known artists of the 1960s, commissioned for the pavilion by head curator Alan Solomon. The list of artists read like a Who's Who of modern art, and included James Rosenquist, Claes Oldenburg, Andy Warhol, Jaspter Johns, Jim Dine, Ellsworth Kelly, Barnett Newman, Robert Rauschenberg and Roy Lichtenstein. A change management inbox was also created to receive the ongoing communications and it was accessible to everyone. Training sessions were held with supervisors and staff by our Senior Advisor, Change Management. There were two modules that were introduced: Communicating to Drive Change and Coaching to Drive Change. I baby nike trainers truly think Huff hates hitting at AT but would never go public. Occassionally when the Giants need a basic normal base hit to LF Huff has it within his repetoire to his swing approach and that way The other 99% of the time he unfortuantely is a hitter who makes up his mind and starts his swing (almost) without reading pitch/location. Last year Huff guessed correctly most of the time especially since he was a new hitter in the National League. The developer wanted the location for a lot of reasons. It is right off the freeway, in between Salt Lake and Provo, and next to Cabelas. The variety of businesses and prime location should attract male and female consumers, especially with the new mall bringing many stores to Utah for the first time..

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topaugust8 · 3 years

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Just How To Tow One More Cars And Truck Safely.

Price Of Towing Cars And Truck

Content

Tow Truck Dublin 24.

Always Had Good Service And Friendly.

Optional Cover Extras

Does Auto Insurance Policy Consist Of Breakdown Cover?

When Is It Ok To Tow Another Auto, As Well As What Do I Require To Understand Prior To Towing?

These will reduce the edge as well as for that reason the motorist must turn out bigger than usual in a corner or when entering/exiting a driveway. On https://fastrecovery.ie/diesel-in-petrol-car-kilteel/ with a large back overhang, the rear corner will pivot bigger than the course the back wheels take, as well. The transmission must be solid sufficient and also have the appropriate gearing to be able to deal with towing. Generally a manual automobile is capable of towing more than an automated, yet this does depend upon the clutch. Too much stress through the clutch will make it slide, and too much stress and anxiety through the transmission can create the fluid to get too hot, strip the teeth off the gears, or do some other damage. Do not fail to remember that if you are towing a trailer that you won't have the ability to infiltrate website traffic.

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• If the driving permit held only permits you to drive an automatic car or if you call for a vehicle with any adjustments. We will certainly keep you moving with a replacement automobile in case of an "to blame" accident, a fire or a theft in which the vehicle has actually not been recouped. For simply ₤ 10, you can purchase a Courtesy Cars and truck Plan which will certainly obtain you back on the road and also save you needing to pay expensive cars and truck hire charges by giving you with a vehicle for up to 14 days. • Cover for locksmith professional fees if keys are secured your car or house with a cover restriction of ₤ 1,500. • As much as ₤ 100,000 lawful cover for the recovery of without insurance losses such as recuperation of your plan unwanted as well as seeking compensation for any kind of injury suffered. There are a few insurance providers who are experts in supplying policies for older tourists.

Tow Truck Dublin 24.

Attempt to keep some stress in the towrope or towing pole in all times, which will reduce any kind of jolting. This can be achieved by using light braking stress whilst being lugged. When making use of a towrope, this will certainly take up any type of slack as well as help to extend the rope's life by maintaining it out of contact with the roadway surface area. Thoroughly enjoy the brake lights as well as signs of the car that is towing, for optimum notification of any kind of upcoming moves. Stay clear of any unexpected adjustments of instructions or extreme manoeuvres, as the driver being lugged will locate it hard to steer as well as brake when the engine in their lorry is not running.

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First, contact your motorhome dealer/manufacturer and also ask them for comments on a tow bar. finder.com is an independent contrast platform and information solution that aims to supply you with the devices you require to make far better decisions. While we are independent, the deals that appear on this site are from companies from which finder.com gets compensation. We might receive payment from our companions for placement of their service or products. We might likewise obtain settlement if you click on certain web links uploaded on our website.

Always Had Good Solution And Also Friendly.

You must additionally link a high-vis item of towel to longer tow lines. If your tow rope is longer than 1.5 metres, you'll need to affix a coloured cloth or high-vis indicator to make sure it shows up to other drivers.

Tow truck companies working tirelessly as snow blankets mid-Michigan - WILX

Tow truck companies working tirelessly as snow blankets mid-Michigan.

Posted: Tue, 16 Feb 2021 08:00:00 GMT [source]

The expert team at Lorry Breakdown Healing Providers Ltd are dedicated to assisting you in your time of requirement, despite the circumstance or your demands. Some plans can offer you a discount, or offer specialist plans for campers charter member. You could also ask fellow participants for caravan breakdown cover assesses to discover the very best service provider.

Optional Cover Additionals

The AA, RAC and also Eco-friendly Flag have the biggest market share of everybody we evaluate, but our results reveal that other companies can supply high-grade service-- often at a reduced cost. If you have actually located a less costly quote somewhere else, talk to your favoured provider and also see if it will certainly satisfy the quote or defeat it. Consider your needs and pick a suitable level of service. This may helpful if you have a number of vehicles, or on a regular basis get lifts from someone else.

City of Eau Claire puts temporary towing rules in place - WEAU

City of Eau Claire puts temporary towing rules in place.

Posted: Wed, 13 Feb 2019 08:00:00 GMT [source]

This way the auto will evaluate 5-600kg more than the kerbweight and also the caravan will certainly weight less than it's MTPLM and also your proportion of campers to vehicle weight will be no place near 85%. Many contemporary caravans have stabiliser hitches, and also some vans likewise have stability systems such as Al-Ko ATC or BPW's iDC system. These apply the campers's brakes if sensors spot any snaking. Shock absorbers have likewise come to be a lot more common in recent times, enhancing security especially on poorly surfaced roads. If you are fitting a tow bar to a lorry which was first driven prior to 1st August 1998, your tow bar can be of any kind of style and does not legally have to be of an approved kind. You can inspect on-line with the DVLA right here to see precisely what automobiles you're enabled to drive. Any tow bar should be 'type authorized' as being designed to be able to handle the tons your automobile can tow.

#best breakdown cover #car recovery near me #car towing capacity #tow truck near me #tow truck price #towing a car #towing a caravan #towing a trailer meaning #towing a trailer with a van #towing capacity #towing limits #towing meaning #towing test

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captainiainr · 5 years

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NEW DEFENDER STACKS UP THE HIGH-TECH: I was not a fan of the old Defender. I can understand why it was modestly popular but I always found it to be too focused on the work being demanded of it, which led to serious cabin compromises. I could not fit! The new car is a completely different kettle of fish. It is still cramped but even I can find a decent driving position in it. Yet, from the bits that cannot be seen, the new version whisks the time-honoured marque onto a significantly higher plateau. The amount of technology on-board is sure to add to its kerbweight but you can rest assured that those who need to know your whereabouts will do so quick sharp. Therefore, the latest Land Rover Defender not only looks great but opens a fresh book on technological advancement. Read on...

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onwheelsxyz-blog · 5 years

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New virtual Jaguar concept could preview future EVs Jaguar has revealed a new model designed for the Gran Turismo videogame, which could offer a glimpse of its future electric sports car design. The Vision Gran Turismo Coupé concept is the latest addition to the virtual motorsport title, and will be available for players to download from the end of December. Jaguar has expressed no intent to bring it to production in real life, however. The concept is said to have been “designed and developed from the ground up, taking inspiration from the brand’s incredible racing lineage,” with the brand’s historic C-Type and D-Type racers listed as styling influences. The coupé’s powertrain, while not taken from any one real model, is based on that featured in the firm’s I-Type and I-Pace electric racers. The virtual model packs a combined 1006bhp and 885lb ft from three high-output electric motors, one driving the front axle and two at the rear, which is enough to push it from 0-62mph in under two seconds, and on to a top speed of over 200mph. There has been no indication of a hypothetical range figure. In terms of its design, the concept takes clear inspiration from the current F-Type, with visual references to previous Jaguar concepts, including the 2013 C-X75 supercar. It is constructed using a range of experimental lightweight materials, with a carbonfibre monocoque tub at its core helping to achieve a 1400kg kerbweight and near-50:50 weight distribution. The concept’s roofline is low to the ground, and a swooping

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rkcarnews-blog · 5 years

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New Post has been published on https://www.rkcars.my/mclaren-gt-debuts-as-the-practical-supercar-with-620-hp/

McLaren GT Debuts As The Practical Supercar With 620 HP

McLaren redefines the rules of Grand Touring with a unique new car for a new McLaren audience

New McLaren GT delivers classic Grand Tourer attributes of competition levels of performance and continent-crossing capability, yet is lighter, faster, more engaging and more usable

The first true McLaren Grand Tourer in the McLaren product family, alongside existing Sports, Super and Ultimate Series

Shares McLaren Speedtail DNA, with beautiful lightweight body and innovative, luxurious, high quality materials throughout

Outstanding ride comfort and segment-leading cabin refinement

Total stowage capacity of 570 litres with rear luggage bay accessed via front-hinged, full-length glazed rear tailgate, available electrically powered; room for bags as well as golf clubs or skis

New infotainment system is McLaren’s most sophisticated to date; features industry-standard HERE® navigation mapping and real-time traffic information

New Proactive Damping Control suspension system provides remarkable levels of comfort; combines with hydraulic steering system to deliver renowned McLaren driving dynamics

Braking and steering at lower speeds optimised for everyday ease of use; ride height and ground clearances engineered for urban usability

Carbon fibre structure and aluminium body panels underpin 405PS-per-tonne power-to-weight ratio; new 620PS 4.0-litre twin-turbocharged McLaren V8 with 630Nm and broad, flat torque curve to ensure seamless, relentless acceleration

True supercar performance for the Grand Touring segment: 0-200km/h (124mph) in 9.0 seconds and a top speed of 326km/h (203mph)

The fourth new model introduced in the McLaren Track25 business plan announced last year

Order now for delivery towards the end of 2019; priced from £163,000 (UK)

McLaren Automotive today reveals its unique interpretation of a modern Grand Tourer: the new McLaren GT. Sleek, elegant and muscular, the superlight new GT challenges the conventions of the Grand Tourer category with a compelling blend of beautiful design, high-quality innovative materials, true supercar performance and McLaren driving dynamics and engagement.

“The new McLaren GT combines competition levels of performance with continent-crossing capability, wrapped in a beautiful body and true to McLaren’s ethos of designing superlight cars with a clear weight advantage over rivals. Designed for distance, it provides the comfort and space expected of a Grand Tourer, but with a level of agility never experienced before in this segment. In short, this is a car that redefines the notion of a Grand Tourer in a way that only a McLaren could.” Mike Flewitt, Chief Executive Officer, McLaren Automotive

Positioned alongside the established Sports, Super and Ultimate Series families, this is a new McLaren for a new audience and provides an alternative to existing products in an expanding market segment. In re-imagining the spirit of traditional Grand Touring – long-distance driving in comfort, at higher speeds and with room for luggage – McLaren has also redefined the modern GT ownership experience with a car that is lighter, faster and more engaging than existing products in the segment, with greater space, comfort and usability.

Like all McLarens, the new GT has a carbon fibre structure that possesses exceptional strength and rigidity while enabling unparalleled driving dynamics and lightest-in-class kerbweight. At 1,530kg (DIN), the McLaren GT is more than 130kg lighter than its closest core competitor and literally hundreds of kilogrammes less than other cars in the segment. With 620PS from its 4.0-litre, twin-turbocharged V8 engine, the power-to-weight ratio of the superlight new McLaren GT is a remarkable 405PS-per-tonne.

The bespoke MonoCell II-T monocoque – the T denoting ‘Touring’ – incorporates a carbon fibre rear upper structure that adds minimal weight but allows the creation of a 420-litre luggage area below the front-hinged, full-length glazed tailgate. The tailgate has a soft-close function as standard and can be optioned as electrically powered.

The low height of the engine and positioning of the exhaust system has allowed the volume, shape and usability of the luggage bay to be optimised. A golf bag or two pairs of 185cm skis and boots as well as luggage can be carried with ease, while a further 150 litres of storage at the front means the new McLaren GT can accommodate a total of 570 litres.

The strength of the carbon fibre core structure means that glazed C-pillars and rear-quarter windows can be incorporated into the design, enhancing rearward vision and bringing still more light into an inherently spacious and uncluttered cabin. Dihedral doors swing upwards to expose a wide opening and low sill.

The interior is a cosseting space designed to delight on longer journeys, but with all the essentials for focused, high performance driving; the seating position, location of controls and forward visibility are as important here as they are in any McLaren. The streamlined, electrically adjusted and heated seats, which are unique to the McLaren GT, have been engineered to meet the requirements of Grand Touring, being optimised for long-distance comfort, with the perfect amount of padding and shoulder and back support in combination with superb lateral control.

Technology and modern craftsmanship share equal prominence in the new McLaren GT, with the finest high-quality materials complemented by features such as the most sophisticated McLaren infotainment system to date; hidden-until-lit ambient lighting and the option of an electrochromic glazed panel in lieu of the standard carbon fibre composite gloss black roof, darkening or lightening at the touch of a button. Machined and knurled aluminium switches and controls – including the steering wheel-mounted gearshift paddles – contrast with gloss black surrounds for the infotainment screen, window switches, gear-selection console and air vent housings. A 12-speaker, Bowers & Wilkins premium audio system featuring carbon fibre sub-bass woofers and Kevlar mid-range drive units, is available.

The Nappa leather trim that features as standard can be upgraded to softgrain luxury leather or Alcantara®, depending on which vehicle specification is chosen. Cashmere will become available as an additional choice towards the end of 2019 – the first time that this exclusive material has been used in a production vehicle. SuperFabric® trim for the rear luggage bay is another option, the innovative woven fabric that is infused with a layer of tiny armoured guard plates, providing increased resistance to stains, cuts, nicks and abrasions, as well as being breathable, easy to clean and quick to dry.

The infotainment system developed for the new McLaren GT is the company’s most sophisticated to date. Among the fastest-operating in any car, it also features industry-standard HERE® navigation mapping and real-time traffic information. The driver interface operates in a similar way to a smartphone and the seven-inch central touchscreen is used to select from vehicle functions such as satellite navigation, Bluetooth telephony, media streaming and voice activation. DAB digital radio (or Sirius satellite radio in North America) is standard. Heating and ventilation controls are also incorporated into the touchscreen, ensuring ease of use and reducing the overall number of switches and controls. Dual-zone climate control and air conditioning are standard, with the system allowing fully automatic and independent settings for both the driver and passenger.

Ahead of the driver and providing key vehicle information is a 12.3” TFT screen. The instrument graphics are like those seen on aircraft, the aeronautical influences delivering clear, crisp displays that are easy to read. In addition to vehicle speed, gear selection and engine revs, the instrument cluster can also display turn-by-turn navigation, phone calls, chosen audio output and tyre temperatures and pressures. When a reversing camera has been specified, the image behind the vehicle is displayed when reverse gear is selected, which keeps the driver’s eyeline as high as possible.

As befits a Grand Tourer, ambient refinement was a priority for the new McLaren GT from the outset. Unique engine mounts that are half the stiffness of those in the track-focused McLaren 600LT help to minimise structure-borne noise, while low-frequency sounds emitting from the carbon fibre structure are reduced rather than amplified into the cabin in the way that they are in the McLaren Senna; in Comfort mode, the new McLaren GT is the most refined McLaren ever.

Creating a new type of McLaren – and the first true Grand Tourer from the brand – saw the McLaren design team embracing the visual history of Grand Touring cars while remaining true to the philosophies that underpin all McLaren design. The long, elegant exterior lines that are widely recognised as Grand Tourer design cues are executed in the new McLaren GT according to the aerodynamic principles that define every McLaren. The muscular rear fenders – another design trait commonplace in Grand Touring history – are an example of the form of every McLaren being true to its function, incorporating here the air intakes for the high-temperature radiators that cool the engine.

At almost 4.7m, the new McLaren is longer than any of the cars in the McLaren Sports or Super Series. The front and rear overhangs extend further than is traditional for McLaren, but the 10-degree approach angle at the front (13-degree with vehicle lift engaged) means the new McLaren GT can cope with the most aggressive traffic calming measures. In combination with underbody clearance of 110mm (130mm with vehicle lift) this ensures the car is eminently usable in all urban situations; not only is it competitive with all rivals, but in ‘lift’ mode it is the equal of mainstream sedans.

“The new McLaren GT combines McLaren’s design philosophies with classic Grand Tourer visual cues. Bold, elegant volumes flow seamlessly from nose to tail, encapsulating the beautifully crafted cabin. The sophisticated, sculpted body expresses both the power of the car and its ability to cosset occupants during long-distance driving. The teardrop shape of the cabin, which stretches back to encompass the rear luggage area, follows the aerodynamic principles inherent in all McLarens, while the muscular rear fenders that form the side intakes for the high-temperature radiators are an example of how we merge both beauty and functionality to create breath-taking authentic designs. The new McLaren GT clearly stands out both as a new type of McLaren and a cutting-edge interpretation of a

The width and stance of the new McLaren GT are emphasised at the front by the signature ‘hammerhead line’ that runs horizontally across the nose and draws the eye out to the sides of the vehicle. At the rear, an integrated fixed rear wing, large diffuser and substantial exhaust tailpipes are reminders that this is a Grand Tourer with supercar performance.

The source of that performance is a new, 620PS 4.0-litre, twin-turbocharged engine, designated M840TE. Further expanding the family of McLaren V8 engines, it is bespoke to the new McLaren GT and has the immense power and torque and superior exhaust sound quality that are the hallmarks of a true Grand Tourer. Torque of 630Nm is produced between 5,500rpm and 6,500rpm, with more than 95% of this available from 3,000rpm to 7,250rpm. The new engine is mated to a 7-speed SSG transmission to deliver linear, seamless and relentless acceleration.

The performance statistics* speak for themselves: with a launch control function optimising acceleration from a standing start, 0-100km/h (0-62mph) is achieved in 3.2 seconds (0-60mph in 3.1 seconds), 0-200km/h (0-124mph) is dispatched in 9.0 seconds. The maximum speed of the McLaren GT is 326km/h (203mph).

Another defining element of the new McLaren GT – and arguably what will cement its position as the new segment leader – is its dynamic prowess. The suspension, steering and brakes are all bespoke to the car and honed and optimised to provide an outstanding Grand Touring driving experience, with inherent balance, responsiveness and precision yet better ride comfort than any other McLaren.

The suspension is a lightweight aluminium, double wishbone design, paired in the new McLaren GT with hydraulic dampers to deliver Proactive Damping Control. Governed by the most sophisticated iteration yet of the pioneering Optimal Control Theory software algorithm developed for the 720S, the suspension uses inputs from sensors to ‘read’ the road, interpreting what will likely happen next and reacting predictively in just two milliseconds. Overall, body movement is tailored for occupant comfort and vertical load and contact patch variation are optimised to enhance grip levels, but each of the three active dynamics handling modes – Comfort, Sport and Track – has its own distinct set of parameters to reflect the selected preference, for example, a particularly compliant ride in Comfort mode.

Driving precision and enjoyment is further enhanced in new McLaren GT by hydraulic steering, which uses a single software ‘map’ across Comfort, Sport and Track modes to deliver optimal feel and response. Reflecting the requirements of the new McLaren GT, it also provides increased assistance at low speeds to aid urban driving and parking, without loss of rewarding feedback at higher speeds.

Just as the steering response more than meets expectations across the wide range of Grand Touring driving styles, so too do the tyres and brakes. McLaren and its technical partner, Pirelli, have developed a bespoke P ZERO™ tyre for the new McLaren GT that meets the demands of high-performance driving and comfort and refinement in equal measure. The 21-inch alloy rear wheels, which are the largest ever fitted to a McLaren, are paired with 20-inch at the front and available in 7- or 15-spoke designs.

The high-performance braking system has also been designed to deliver across the full range of requirements, from precise pedal feel and hard deceleration when driving at higher speeds to usability and comfort at lower speeds or when holding the vehicle in traffic, where less pedal effort is preferable.

“The new McLaren GT delivers the dynamic performance and driving exhilaration expected of a McLaren but is also an exceptionally refined vehicle. We’re particularly proud of the Proactive Damping Control suspension, which utilises the next generation of our pioneering Optimal Control Theory to deliver levels of ride comfort that better all previous McLarens. Overall, the breadth of ability demonstrated by the new McLaren GT – especially its everyday usability – is truly remarkable.” Darren Goddard, McLaren GT Vehicle Line Director, McLaren Automotive

The new McLaren GT is available to order now from McLaren retailers worldwide, with customer deliveries commencing towards the end of 2019. UK pricing starts at £163,000 including taxes.

Further information about the new McLaren GT, including detail of the different levels of specification, the range of colours and interior trim choices and the options available – including components developed by McLaren Special Operations – can be found here: cars.mclaren.com/new-mclaren-gt.

#Debuts #GT #HP #McLaren #Practical #Supercar

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commercialvansolutions · 5 years

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Petrol versus Diesel for Vans

Diesel vans under increasing scrutiny – could petrol be a better choice?

Petrols have wider power bands, are more refined and cheaper

Diesels last longer, are more efficient and have more pulling power

Up until five years ago, diesels had all but replaced petrols on the LCV scene but with an increasingly anti-diesel agenda taking place at Westminster and the advancement of petrol technology, the petrol van is back on track. We assess the pros and cons of both fuels to determine which is best suited to you and your business.

Brief history

In the ’80s, petrol and diesel sales in vans were relatively on par. While diesel engines had the fuel economy and longevity, petrol engines were worlds ahead in terms of refinement, engine noise and power – and you didn’t have to wait the best part of a minute for the glow plug light to go out.

All that changed with the wider availability of turbo power, and the arrival of common-rail technology at the turn of the millennia was the final nail in the petrol van coffin.

Arguments for petrol

Diesels aren’t as simple as they used to be either. Nowadays, most diesels are fitted with two-stage turbochargers and diesel particulate filters, while the Euro6 generation of vans look to require exhaust emission after-treatment systems like trucks.

Diesel particulate filters (DPFs) are most efficient when driven at a constant speed, for at least 15 minutes; any less and they’re prone to clogging up on short, or stop-and-start, runs. A typical DPF replacement costs around £1,200 and can fail as low as 60,000 miles for city operators, although some companies offer DPF cleaning and second hand DPFs, which are slightly cheaper. Failure to replace or clean a DPF could ultimately cost you a lot more.

Petrol engines also weigh considerably less than their diesel counterparts, which can reduce the kerbweight by as much as 30 or 40kg. Although this does mean more goods can be thrown in the business end, petrols do struggle with heavier loads. On the plus side, the reduced weight means they are slightly better balanced which helps with the handling.

Despite rapid advancement in the refinement of diesel engines, they still aren’t quite as smooth as the petrol. Vibrations on the steering during idling and noise in the cab while accelerating are a lot lower when compared with a diesel.

Arguments for diesel

High torque outputs, which are a natural attribute of diesels, is a key attribute van buyers look for. It’s the turning force, rather than power, that helps fully laden vans off the mark at traffic lights or pickups climb a particularly steep incline.

Diesels tend to last longer than petrols, and is one of the reasons why vans are kept for an average of 10 years before being replaced. This is because diesel has a superior lubricating property and the engines are designed to withstand much higher pressures. This helps maintain strong residual values as vans typically cover more miles than passenger cars.

Whereas petrol prices are slightly cheaper than diesel, the fuel economy of an average diesel still beats petrol by quite a way. For example, the Transit Connect’s 1.6-litre TDCi 75 is 16.9% more fuel efficient than the 1.0-litre Ecoboost 100 on the combined cycle, and the lead increases on the highway and with a heavier load.

Conclusion

There is no such thing as a ‘typical van driver’ as distance and workloads vary greatly, from inner city florists to long-distance highway maintenance. Having said that, this is an argument confined to the sub 2.5t market; chiefly because there are no petrol engines above that threshold anymore.

Diesel spells out two of the key characteristics van buyers look for in a van, pulling power and fuel economy, and for that reason will be the mainstay for years to come. However, if you spend a lot of the time idling around, say Islington, a petrol may just be the choice for you.

Do you wan to know more details about the meat delivery trucks and gruau van insulation then please contact us and send your queries.

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privateplates4u · 6 years

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Audi A8 review - the world's leading limo?

For Hugely intelligent tech, excellent comfort, nimble for its size Against Doesn't feel quite as special as an S-class High-tech and slick inside and out, the A8 is an impressive luxury car - if not quite as compelling as an S-class It’s not known for its great drivers’ cars, but the luxury saloon class is the automotive world’s best window into the technology we’ll all be using in the future. As such, you can view the latest Audi A8 as an indication as to what you can expect from the next couple of generations of more exciting cars like the RS4, from haptic touchscreens to semi-autonomy and road-monitoring active suspension. The A8 is also an improvement in its own right over the car it replaces. Technology doesn’t raise as much suspicion in the luxury class as it does with sports cars or hot hatchbacks, and most of the new A8’s features ensure it gets closer to the luxury ideal than its predecessor, from an improved ride quality to a quieter cabin and an even more effortless drive. [gallery:5] It can’t quite entertain us like something smaller and lighter, but the latest A8 also handles better than before, with a nimbler feel thanks to four-wheel steering, while steady improvements in engine technology mean the initial offering of a pair of V6s (petrol and diesel) feel as punchy as they are refined and frugal. Despite all this, the A8 doesn’t quite eclipse the Mercedes-Benz S-class for us. While the Mercedes’ baroque styling isn’t to all tastes and its cabin quality isn’t quite up to the Audi’s level, it’s both more involving and more comfortable than the Audi and feels more special from behind the wheel. Audi A8 in detail Performance and 0-60 time - Healthy power and torque figures overcome a hefty kerbweight (despite the aluminium construction) to deliver strong performance - 0-62mph in 5.6sec for the 55 TFSI. Engine and gearbox - Two engines currently available, both 3-litre V6s, one petrol and the other diesel - the latter sure to be more popular in the UK. Eight-speed Tiptronic automatic is standard. Ride and handling - Four-wheel steering gives the A8 surprising agility and the ride improves on the previous model. It’s as relaxed as ever, too. MPG and running costs - Diesel’s 50.4mpg and petrol’s 37.7mpg are both reasonable, but S-class and 7-series are more frugal still. Interior and tech - Debuted Audi’s new trend for dual central touchscreens with haptic feedback. Usual Audi quality and sense of imperviousness are present and correct. Design - Less cohesive overall than previous A8s but still relatively subdued next to rivals despite the comically large grille. Prices, specs and rivals Just shy of £70,000 will get you behind the wheel of an A8, with the 50 TDI standard wheelbase coming in at £69,100. The 55 TFSI lifts that to £71,000, while the long-wheelbase versions of each add £3995 to those totals. From that point you can quickly ramp up the price with options. Moving from 18-inch alloy wheels to 19s is £1900 and to 20s is £2850. Matrix LED headlights with laser technology are £4900, individual electric rear seats are £3200, ventilated massage seats £1600. S Line trim is available for £4495 which adds 19in wheels by default and sports seats in place of the usual “comfort” ones. > BMW 7-series review Standard kit is comprehensive though: the large but by no means exhaustive list includes LED headlights, leather trim, Virtual Cockpit instruments, navigation, 36 months of Audi’s connected services, adaptive cruise and a head-up display. [gallery:7] The A8’s most obvious rivals are the BMW 7-series and Mercedes-Benz S-class, with left-field alternatives coming in the shape of cars like the Lexus LS, Maserati Quattroporte, Jaguar XJ and - for a select band of customers - the Tesla Model S. Competition among the German trio comes mostly down to personal brand preference, though evo’s own choice would be the S-class, which remains a dominant force in this sector of the market with a mix of luxury, driving characteristics and technology that gives it the edge over the Audi and BMW. The others are more heart-over-head purchases, particularly the ageing but entertaining Jaguar and Maserati. The Tesla lacks the quality and pedigree of the others but probably leads the market in performance and technology. Performance and 0-60 time Until Audi produces an S8 or reverses its decision not to drop the W12 engine into the car, the 55 TFSI will remain the quickest A8 in a straight line sprint. With little fuss and only slightly less noise the petrol V6 will carry the A8 to 62mph in 5.6 seconds from rest, with the long wheelbase version of the same just a tenth slower. Top speed is limited to 155mph. The diesel isn’t far behind - 0-62mph takes 5.9 seconds here and in contrast to the petrol, there’s no on-paper performance deficit for long wheelbase models. Top speed is, once again, limited to 155mph. > Lexus LS True to the luxury car brief, neither engine feels particularly stressed in its near two-tonne cage. Both the petrol and diesel remain relatively hushed however hard they’re worked - audible certainly, but not concerningly so - and the petrol in particular almost sounds like it’s doing its job in a neighbouring car. Performance is strong too, and you’ll only be left wanting more if you’re exploring the very top of the rev range in each; there’s a hint of breathlessness that admittedly might disappear once the engines are run in. [gallery:6] The petrol’s silken responses make it the more appealing of the duo and there’s a linearity to the performance that makes it easy to access without ever promising actual excitement. The diesel is hardly rowdy but Mercedes’ recent introduction of inline-six diesels (and BMW’s continued use of them) show that a V6 like Audi’s will never quite compete on refinement. With both units delivering their maximum torque figures from little over 1000rpm, there’s effectively no penalty in lolling around at low revs and driving on the torque, but switch to Dynamic mode and both engines seem to work even harder in their mid-ranges with a welcome improvement in throttle response. Few owners will regularly use the gearchange paddles on the back of the steering wheel, but they do make it even easier to access the deepest reserves of urge, and react quickly enough to your gearchange demands. Engine and gearbox Slightly indecisive? Good news, because you currently have a choice of only two powertrains in the A8. Both displace three litres and both are V6s, with one being powered by diesel and the other using petrol. Nice and straightforward. Well, not as straightforward as it might have been given Audi now calls them the 50 TDI and 55 TFSI, but that’s why we’re here. The 50 TDI produces 282bhp at 3750rpm and sends 443lb ft of torque (at 1250rpm) to all four wheels via an eight-speed tiptronic automatic, while the 55 TFSI develops 335bhp at 5000rpm and 369lb ft from a low 1370rpm, also sending its power through an eight-speed auto to Audi’s quattro all-wheel drive setup. [gallery:4] Both use mild hybrid technology. Audi’s take on the tech involves a 48-volt electrical system and a belt-driven starter-alternator, with the ability not just to start and stop the engine, but also cut it on the move for engine-off coasting, and energy recuperation under deceleration. The benefits look bigger in practice than the fairly meagre 0.7-litre cut in consumption (0.15 gallons) every 62 miles suggests. It works out at around 80 miles of the A8 50 TDI’s theoretical 900-mile range on an 82 litre/18 gallon fill. Not bad for the fuel light bingo enthusiasts among us... Ride and handling Ride and comfort are more important in a car like this than handling precision and fun, and this brief has turned out a car that behaves much as you’d expect. The ride quality feels like an improvement on the old model, which itself wasn’t uncomfortable but was always a little more firm than you’d probably wish for from a luxury saloon. Equally, it isn’t quite up to S-class standards when it comes to flowing over rough surfaces, so the A8 always feels a little more like a high-end private hire vehicle than a proper luxury limousine. The tradeoff here is that there’s surprisingly good body control despite the near-5.2-metre length and near two-tonne kerbweight. Body roll is kept to a minimum and the A8 tracks quickly and smoothly through most corners, the weight only starting to take its toll when you ask for quicker direction changes, where it takes a little longer to compose itself. > Best sport saloons 2018 Audi’s fitment of four-wheel steering helps here too. While the smaller A7 is slightly disappointing with the four-wheel steering setup, it makes a bigger difference to the A8, particularly around tighter corners when the rear wheels turn up to five degrees in the opposite direction to those at the front. It shrinks the car usefully, making it feel almost like the much smaller A4 in certain corners - though like others in this class, the A8’s girth forces you to wind back the pace on tighter and narrower roads. [gallery:1] Grip levels are strong and while you don’t get much indication of what the front wheels are doing through the muted steering, there’s enough accuracy and response that the lack of feel isn’t too concerning. And the rest of the time, the steering feels ideal for a car of this type - syrupy smooth and weighted well enough to give an impression of stability at speed. The A8 is of course in its element on the motorway, where only a small rustle of wind noise from the mirrors and a hum from the wide tyres disturbs an otherwise peaceful cabin. MPG and running costs With only two engines currently available you won’t need to burn many calories on deciding which model will best suit your idea of low running costs. On fuel consumption, CO2 and related taxation alone, the diesel looks to be the better pick: both standard-wheelbase and LWB 50 TDIs are capable of 50.4mpg on the combined fuel economy cycle, with CO2 of 154g/km. That will result in a £515 first-year VED bill and £450 a year thereafter, owing to a list price of over £40,000. BIK for 2018-2019 is 34 per cent. In contrast, the petrol 55 TFSI (again irrespective of wheelbase) achieves 36.7mpg combined and 175g/km of CO2. Its own tax figures are £830 in first-year VED and £450 thereafter, and 35 per cent in BIK for 2018-2019. In other words, the petrol will cost you more both to fill and to tax. There are no solid indications on the horizon as yet how taxation and systems like the London congestion charge may change relative to petrol and diesel models, so for the time being the diesel - which also costs less to buy than the petrol - looks like the more affordable car to run. Interior and tech The A8 was the first recent Audi to incorporate a dual touchscreen layout for minor controls. Similar to that used in the Range Rover Velar it’s better to use in practice, with convincing haptic feedback to let you know when you’re using the virtual buttons - from a surprisingly realistic button press vibration to small scrolling clicks. The trick is remembering to use it like actual buttons - as a light touch is no longer enough to activate certain controls. Smartphone-style pinches and swipes can also be used, for example when operating the navigation system. As such systems go, it’s well resolved and a relatively intuitive way of operating the various functions - including but not limited to audio, ventilation and the aforementioned navigation. But we’re still not convinced it’s better than systems operated by physical, tactile controls, such as BMW’s rotary iDrive controller. > Tesla Model S review The Virtual Cockpit instrument cluster remains an excellent setup though, and the rest of the A8’s cabin is excellent. It’s not as sumptuous as that of an S-class and lacks the wow-factor too, but many will prefer the A8’s ruthlessly logical horizontal architecture, beautiful standards of build and excellent materials. [gallery:2] You’ll not struggle to find a suitable driving position given the range of adjustment on offer, and the seats are well shaped - enough to secure you in cornering but wide and flat enough for long-distance comfort. There's plenty of space in the back too, which will surely be this car’s true purpose. The A8 is packed with other technology too. Active suspension is available, and while the most useful daily feature of this setup is the ability to monitor the road ahead and prepare the suspension accordingly (a system we’ve not yet tested), the cleverest feature is an ability to lift either side of the car by 80mm if it detects an imminent side impact - ensuring the colliding car hits the stronger sills of the A8 rather than focusing energy into the doors. A8s also get SAE Level 3 autonomous features - a level where where monitoring of the driving environment, and steering and acceleration/deceleration duties are conditionally autonomous, but the car still needs a driver to intervene in certain conditions. The A8’s take is “traffic jam pilot”, where systems can control the car autonomously at up to 37mph on dual-carriageways and other multi-lane roads in heavy traffic, and offer remote and garage parking functions. Design You won’t need to be an ardent car-spotter to recognise this new car as an A8, even if you might need a little more skill to discern it from the model it replaces. In other words, it looks like a big Audi saloon, neither original nor particularly offensive, even if the new car’s front grille has grown to comically large proportions. Current Audi design trends mean the company hasn’t been able to resist fiddling and tweaking individual panels and the result is a slightly busier shape than before, but by the standards of its closest rivals - the BMW 7-series, Mercedes-Benz S-class and Lexus LS, the Audi is fairly understated. [gallery:11] The exception is that new rear light setup and the Blackpool Illuminations impression it does when you unlock the car, but given it was Audi that started the trend for LED daytime running lights in the last few decades, you can bet that others will adopt the Christmas tree effect too, so you’d better get used to it. The A8 remains a primarily aluminium car, but Audi has also increased use of high-strength steels, magnesium and carbonfibre too. Body strength and torsional rigidity have increased as a result and the body itself is physically lighter than it was before, but the influx of new kit means the A8 as a whole is nearly 100kg heavier than the car it replaces. 3 May 2018

http://www.evo.co.uk/audi/a8

#Cars

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numberplates4u-blog · 6 years

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Audi A8 review - the world's leading limo?

For Hugely intelligent tech, excellent comfort, nimble for its size Against Doesn't feel quite as special as an S-class High-tech and slick inside and out, the A8 is an impressive luxury car - if not quite as compelling as an S-class It’s not known for its great drivers’ cars, but the luxury saloon class is the automotive world’s best window into the technology we’ll all be using in the future. As such, you can view the latest Audi A8 as an indication as to what you can expect from the next couple of generations of more exciting cars like the RS4, from haptic touchscreens to semi-autonomy and road-monitoring active suspension. The A8 is also an improvement in its own right over the car it replaces. Technology doesn’t raise as much suspicion in the luxury class as it does with sports cars or hot hatchbacks, and most of the new A8’s features ensure it gets closer to the luxury ideal than its predecessor, from an improved ride quality to a quieter cabin and an even more effortless drive. [gallery:5] It can’t quite entertain us like something smaller and lighter, but the latest A8 also handles better than before, with a nimbler feel thanks to four-wheel steering, while steady improvements in engine technology mean the initial offering of a pair of V6s (petrol and diesel) feel as punchy as they are refined and frugal. Despite all this, the A8 doesn’t quite eclipse the Mercedes-Benz S-class for us. While the Mercedes’ baroque styling isn’t to all tastes and its cabin quality isn’t quite up to the Audi’s level, it’s both more involving and more comfortable than the Audi and feels more special from behind the wheel. Audi A8 in detail Performance and 0-60 time - Healthy power and torque figures overcome a hefty kerbweight (despite the aluminium construction) to deliver strong performance - 0-62mph in 5.6sec for the 55 TFSI. Engine and gearbox - Two engines currently available, both 3-litre V6s, one petrol and the other diesel - the latter sure to be more popular in the UK. Eight-speed Tiptronic automatic is standard. Ride and handling - Four-wheel steering gives the A8 surprising agility and the ride improves on the previous model. It’s as relaxed as ever, too. MPG and running costs - Diesel’s 50.4mpg and petrol’s 37.7mpg are both reasonable, but S-class and 7-series are more frugal still. Interior and tech - Debuted Audi’s new trend for dual central touchscreens with haptic feedback. Usual Audi quality and sense of imperviousness are present and correct. Design - Less cohesive overall than previous A8s but still relatively subdued next to rivals despite the comically large grille. Prices, specs and rivals Just shy of £70,000 will get you behind the wheel of an A8, with the 50 TDI standard wheelbase coming in at £69,100. The 55 TFSI lifts that to £71,000, while the long-wheelbase versions of each add £3995 to those totals. From that point you can quickly ramp up the price with options. Moving from 18-inch alloy wheels to 19s is £1900 and to 20s is £2850. Matrix LED headlights with laser technology are £4900, individual electric rear seats are £3200, ventilated massage seats £1600. S Line trim is available for £4495 which adds 19in wheels by default and sports seats in place of the usual “comfort” ones. > BMW 7-series review Standard kit is comprehensive though: the large but by no means exhaustive list includes LED headlights, leather trim, Virtual Cockpit instruments, navigation, 36 months of Audi’s connected services, adaptive cruise and a head-up display. [gallery:7] The A8’s most obvious rivals are the BMW 7-series and Mercedes-Benz S-class, with left-field alternatives coming in the shape of cars like the Lexus LS, Maserati Quattroporte, Jaguar XJ and - for a select band of customers - the Tesla Model S. Competition among the German trio comes mostly down to personal brand preference, though evo’s own choice would be the S-class, which remains a dominant force in this sector of the market with a mix of luxury, driving characteristics and technology that gives it the edge over the Audi and BMW. The others are more heart-over-head purchases, particularly the ageing but entertaining Jaguar and Maserati. The Tesla lacks the quality and pedigree of the others but probably leads the market in performance and technology. Performance and 0-60 time Until Audi produces an S8 or reverses its decision not to drop the W12 engine into the car, the 55 TFSI will remain the quickest A8 in a straight line sprint. With little fuss and only slightly less noise the petrol V6 will carry the A8 to 62mph in 5.6 seconds from rest, with the long wheelbase version of the same just a tenth slower. Top speed is limited to 155mph. The diesel isn’t far behind - 0-62mph takes 5.9 seconds here and in contrast to the petrol, there’s no on-paper performance deficit for long wheelbase models. Top speed is, once again, limited to 155mph. > Lexus LS True to the luxury car brief, neither engine feels particularly stressed in its near two-tonne cage. Both the petrol and diesel remain relatively hushed however hard they’re worked - audible certainly, but not concerningly so - and the petrol in particular almost sounds like it’s doing its job in a neighbouring car. Performance is strong too, and you’ll only be left wanting more if you’re exploring the very top of the rev range in each; there’s a hint of breathlessness that admittedly might disappear once the engines are run in. [gallery:6] The petrol��s silken responses make it the more appealing of the duo and there’s a linearity to the performance that makes it easy to access without ever promising actual excitement. The diesel is hardly rowdy but Mercedes’ recent introduction of inline-six diesels (and BMW’s continued use of them) show that a V6 like Audi’s will never quite compete on refinement. With both units delivering their maximum torque figures from little over 1000rpm, there’s effectively no penalty in lolling around at low revs and driving on the torque, but switch to Dynamic mode and both engines seem to work even harder in their mid-ranges with a welcome improvement in throttle response. Few owners will regularly use the gearchange paddles on the back of the steering wheel, but they do make it even easier to access the deepest reserves of urge, and react quickly enough to your gearchange demands. Engine and gearbox Slightly indecisive? Good news, because you currently have a choice of only two powertrains in the A8. Both displace three litres and both are V6s, with one being powered by diesel and the other using petrol. Nice and straightforward. Well, not as straightforward as it might have been given Audi now calls them the 50 TDI and 55 TFSI, but that’s why we’re here. The 50 TDI produces 282bhp at 3750rpm and sends 443lb ft of torque (at 1250rpm) to all four wheels via an eight-speed tiptronic automatic, while the 55 TFSI develops 335bhp at 5000rpm and 369lb ft from a low 1370rpm, also sending its power through an eight-speed auto to Audi’s quattro all-wheel drive setup. [gallery:4] Both use mild hybrid technology. Audi’s take on the tech involves a 48-volt electrical system and a belt-driven starter-alternator, with the ability not just to start and stop the engine, but also cut it on the move for engine-off coasting, and energy recuperation under deceleration. The benefits look bigger in practice than the fairly meagre 0.7-litre cut in consumption (0.15 gallons) every 62 miles suggests. It works out at around 80 miles of the A8 50 TDI’s theoretical 900-mile range on an 82 litre/18 gallon fill. Not bad for the fuel light bingo enthusiasts among us... Ride and handling Ride and comfort are more important in a car like this than handling precision and fun, and this brief has turned out a car that behaves much as you’d expect. The ride quality feels like an improvement on the old model, which itself wasn’t uncomfortable but was always a little more firm than you’d probably wish for from a luxury saloon. Equally, it isn’t quite up to S-class standards when it comes to flowing over rough surfaces, so the A8 always feels a little more like a high-end private hire vehicle than a proper luxury limousine. The tradeoff here is that there’s surprisingly good body control despite the near-5.2-metre length and near two-tonne kerbweight. Body roll is kept to a minimum and the A8 tracks quickly and smoothly through most corners, the weight only starting to take its toll when you ask for quicker direction changes, where it takes a little longer to compose itself. > Best sport saloons 2018 Audi’s fitment of four-wheel steering helps here too. While the smaller A7 is slightly disappointing with the four-wheel steering setup, it makes a bigger difference to the A8, particularly around tighter corners when the rear wheels turn up to five degrees in the opposite direction to those at the front. It shrinks the car usefully, making it feel almost like the much smaller A4 in certain corners - though like others in this class, the A8’s girth forces you to wind back the pace on tighter and narrower roads. [gallery:1] Grip levels are strong and while you don’t get much indication of what the front wheels are doing through the muted steering, there’s enough accuracy and response that the lack of feel isn’t too concerning. And the rest of the time, the steering feels ideal for a car of this type - syrupy smooth and weighted well enough to give an impression of stability at speed. The A8 is of course in its element on the motorway, where only a small rustle of wind noise from the mirrors and a hum from the wide tyres disturbs an otherwise peaceful cabin. MPG and running costs With only two engines currently available you won’t need to burn many calories on deciding which model will best suit your idea of low running costs. On fuel consumption, CO2 and related taxation alone, the diesel looks to be the better pick: both standard-wheelbase and LWB 50 TDIs are capable of 50.4mpg on the combined fuel economy cycle, with CO2 of 154g/km. That will result in a £515 first-year VED bill and £450 a year thereafter, owing to a list price of over £40,000. BIK for 2018-2019 is 34 per cent. In contrast, the petrol 55 TFSI (again irrespective of wheelbase) achieves 36.7mpg combined and 175g/km of CO2. Its own tax figures are £830 in first-year VED and £450 thereafter, and 35 per cent in BIK for 2018-2019. In other words, the petrol will cost you more both to fill and to tax. There are no solid indications on the horizon as yet how taxation and systems like the London congestion charge may change relative to petrol and diesel models, so for the time being the diesel - which also costs less to buy than the petrol - looks like the more affordable car to run. Interior and tech The A8 was the first recent Audi to incorporate a dual touchscreen layout for minor controls. Similar to that used in the Range Rover Velar it’s better to use in practice, with convincing haptic feedback to let you know when you’re using the virtual buttons - from a surprisingly realistic button press vibration to small scrolling clicks. The trick is remembering to use it like actual buttons - as a light touch is no longer enough to activate certain controls. Smartphone-style pinches and swipes can also be used, for example when operating the navigation system. As such systems go, it’s well resolved and a relatively intuitive way of operating the various functions - including but not limited to audio, ventilation and the aforementioned navigation. But we’re still not convinced it’s better than systems operated by physical, tactile controls, such as BMW’s rotary iDrive controller. > Tesla Model S review The Virtual Cockpit instrument cluster remains an excellent setup though, and the rest of the A8’s cabin is excellent. It’s not as sumptuous as that of an S-class and lacks the wow-factor too, but many will prefer the A8’s ruthlessly logical horizontal architecture, beautiful standards of build and excellent materials. [gallery:2] You’ll not struggle to find a suitable driving position given the range of adjustment on offer, and the seats are well shaped - enough to secure you in cornering but wide and flat enough for long-distance comfort. There's plenty of space in the back too, which will surely be this car’s true purpose. The A8 is packed with other technology too. Active suspension is available, and while the most useful daily feature of this setup is the ability to monitor the road ahead and prepare the suspension accordingly (a system we’ve not yet tested), the cleverest feature is an ability to lift either side of the car by 80mm if it detects an imminent side impact - ensuring the colliding car hits the stronger sills of the A8 rather than focusing energy into the doors. A8s also get SAE Level 3 autonomous features - a level where where monitoring of the driving environment, and steering and acceleration/deceleration duties are conditionally autonomous, but the car still needs a driver to intervene in certain conditions. The A8’s take is “traffic jam pilot”, where systems can control the car autonomously at up to 37mph on dual-carriageways and other multi-lane roads in heavy traffic, and offer remote and garage parking functions. Design You won’t need to be an ardent car-spotter to recognise this new car as an A8, even if you might need a little more skill to discern it from the model it replaces. In other words, it looks like a big Audi saloon, neither original nor particularly offensive, even if the new car’s front grille has grown to comically large proportions. Current Audi design trends mean the company hasn’t been able to resist fiddling and tweaking individual panels and the result is a slightly busier shape than before, but by the standards of its closest rivals - the BMW 7-series, Mercedes-Benz S-class and Lexus LS, the Audi is fairly understated. [gallery:11] The exception is that new rear light setup and the Blackpool Illuminations impression it does when you unlock the car, but given it was Audi that started the trend for LED daytime running lights in the last few decades, you can bet that others will adopt the Christmas tree effect too, so you’d better get used to it. The A8 remains a primarily aluminium car, but Audi has also increased use of high-strength steels, magnesium and carbonfibre too. Body strength and torsional rigidity have increased as a result and the body itself is physically lighter than it was before, but the influx of new kit means the A8 as a whole is nearly 100kg heavier than the car it replaces. 3 May 2018

http://www.evo.co.uk/audi/a8

#Cars

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diabolus1exmachina · 2 years

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Aston Martin V8 Cygnet

The gloriously unlikely Aston Martin V8 Cygnet features the running gear and suspension of the previous-generation Vantage S crammed into the bodywork of the Toyota iQ-based city car. The very existence of this machine is proof of Aston Martin's sense of fun, but it’s also a manifesto for its Q by Aston Martin bespoke division and a demonstration of the scale of commissions it’s willing to take on for affluent clients.The firm first toyed with concepts for a V8 Cygnet years ago, and when an Aston Martin collector heard of them, he asked if it would be possible to actually build a driveable, road-legal one. The Q division was given the task and the resulting car, delivered after a 10-month development programme, is proof of a commendable reluctance to say no.

Two Cygnet bodyshells left from the development of the original car were used in the V8 project. The finished project combined one of those shells with the front and rear subframe of the Vantage, including the twin-wishbone suspension. In place of the Cygnet’s 97bhp 1.3-litre four-cylinder engine is the 4.7-litre naturally aspirated V8 from the Vantage S.

Wheel-arch extensions cover a dramatically expanded track, but the other bodywork has barely changed, with only slight modifications to the front and rear bumpers. On the road, it's much less compromised than it should be. The new bulkhead location has created an offset driving position, with the pedals sitting in what soon turns out to be an angle-cricking position.

With the V8 engine crammed in, the Cygnet has become a strict two-seater, having a pair of Recaro buckets in place of the original four-seat layout. The interior features lots of carbonfibre trim, including on the dashboard and door cards. Plus, it has gained Vantage instruments and Aston's trademark R/N/D gearshift buttons in a neat dashboard binnacle, whereas the standard Cygnet made do with a Toyota shifter.

There's even a traditional Aston fly-off handbrake, albeit between the seats rather than mounted next to the door. The snarling soundtrack is barely silenced V8, but the heads it turns are soon wearing looks of incredulity at the sight of the steroidal Cygnet that's the unlikely source of the commotion.

Performance feels strong: Aston says that the Cygnet would have the legs on the Vantage in a straight drag race, because its 250kg-lighter kerbweight gives it a 0-60mph time of 4.2sec. You'd need to have swallowed a handful of brave pills to get anywhere near the quoted 170mph top speed, though.

#aston martin cygnet #v8 #Vantage S #Toyota iQ

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enterprisemag · 5 years

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Aston Martin DBX: An SUV with the soul of a sports car

A bold new chapter and a landmark moment in Aston Martin’s illustrious 106-year history, Aston Martin has today unveiled its first SUV and a model that will propel the brand to new heights worldwide. That model, is DBX. The culmination of an extensive development programme that began with physical testing in Wales last year and virtual development stretching back to 2015, DBX signals a new era in Aston Martin’s pursuit to deliver exceptional performance, style and usability in a segment previously unexplored by the world-famous manufacturer. Bringing both the versatility and indulgence expected of a luxury SUV with sports car levels of dynamic performance, DBX sets a bold new standard in this sector. Aston Martin Lagonda President & Group CEO, Dr. Andy Palmer said: “I can’t emphasise enough how incredibly exciting and significant DBX is for Aston Martin. Through its development alone, this beautiful SUV has already taken the company into new territories and in inspiring directions. DBX also marks a key moment in the delivery of the third and final phase of our Second Century Plan, not only representing the promised expansion of our portfolio but also signaling the start of production at Aston Martin’s second manufacturing plant. We have both delivered this model through our expertise, but also by garnering invaluable experience and knowledge from external counsel, including our Female Advisory Board. This is a real landmark for this great British brand and I promise that DBX will reward all who experience it in their everyday lives.” Set to be built in Aston Martin’s purpose-built manufacturing facility in St Athan, Wales, the foundation of DBX is a new dedicated SUV platform, something rarely seen across the sector. More than ever before, this clean sheet of paper has allowed all departments within Aston Martin to innovate and push the boundaries of what British design and engineering can create, resulting in a truly remarkable product. Utilising bonded aluminium, a construction method Aston Martin has refined through the development of its sports cars, the body structure is both very light and incredibly stiff, assisting in the delivery of an overall kerbweight of 2,245kg. Right from its genesis, it was designed to allow maximum room in the cabin, putting a premium on refinement and class leading spaciousness for both front and rear occupants. Meanwhile, the exceptional stiffness inherent in the design of the new platform has also enabled DBX to achieve exceptional dynamics both on and off-road. Adaptive triple volume air suspension has been combined with the latest 48v electric anti-roll control system (eARC) and electronic adaptive dampers to provide the new SUV with a huge breadth of ability. With its capacity to raise the ride height by 45mm or lower it by 50mm the air suspension gives any driver the confidence to tackle a wide range of terrain. While this of course provides benefits while on the move, the system can be further programmed to aid with ingress, egress and loading requirements, aiding on a practical level. The adaptive triple chamber air springs enable variable spring stiffness, giving both luxurious comfort and dynamic prowess. Extraordinarily the eARC – capable of 1,400Nm of anti-roll force per axle – can limit DBX’s body roll for handling that is much more akin to that of a sports car than an SUV. This sophisticated system of adaptive air suspension, dampers and eARC allows for maximum ride comfort when transporting up to five occupants and their luggage, while maintaining a highly responsive and engaging dynamic capability. Powered by a new version of the characterful 4-litre, twin-turbocharged V8 engine found in DB11 and Vantage, DBX features an impressive output of 550PS and 700NM of torque, carefully tuned to meet the specific needs of this model. With a sound character that is unquestionably Aston Martin, the active exhaust system ensures this is a luxury SUV that can sound refined one moment and exhilarating the next. The engine’s versatility isn’t restricted to its vocals either; the turbocharged V8 has cylinder deactivation to enhance fuel economy, yet it can also propel DBX from 0 to 62mph in 4.5 seconds and on to a top speed of 181mph. Transmitting this power and torque to the ground is a nine-speed torque convertor automatic gearbox, allied to an all-wheel drive system with active differentials featuring an active central differential and an electronic rear limited slip differential (eDiff). This allows the torque to be moved precisely both fore and aft in the vehicle and also across the rear axle. When combined with the bespoke steering system that has been tuned to deliver feel and sports car-like response, DBX imbues the driver with an overriding sense of control, whatever the conditions. Aston Martin’s first ever full-size 5-seat model is not only exceptionally versatile in terms of the terrain that it can tackle, it is also extremely adaptable to a wide variety of lifestyle needs and owners. Designed to accommodate the world’s 99th percentile male and 5th percentile female, DBX has been very deliberately created with instant familiarity and ease of use from the start. With 632 litres of boot space and 40:20:40 split folding rear seats DBX possesses all the flexible load capacity expected of an SUV with class-leading interior space. The load space offers a practical and cleanly designed space. A narrow load sill and broad aperture maximises the practicality for a variety of luggage, such as suitcases, golf bags and ski equipment. Complimenting the incredibly high standard specification of DBX, which includes all available active safety systems, there are many optional accessory packages offered. These packages will tailor the car even further to customers’ needs, sports or pastimes. For example, the Pet package will include, amongst other things, a portable washer to help attend to the needs of a muddy dog after a walk. Alternatively, the Snow package will deliver boot warmers to make a ski trip just that little bit more pleasurable. The luxuriously handcrafted interior of DBX has been designed to provide equal space and comfort whether sitting in the front or rear of the car. Class-leading headroom and legroom combines with a full-length glass panoramic roof and frameless door glass to offer a fantastically light and spacious cabin environment. The use of sports car seat packaging in the front not only provides the driver with exceptional support and long-distance driving comfort, but also provides knee and footwell clearance for those sitting behind. Small touches throughout, including separate central armrests, glovebox design and the ergonomic positioning of the car’s key control systems, have been guided carefully by the input of the brand’s Female Advisory Board, dealership feedback and a variety of private focus groups held worldwide. Not limited to this area, the guidance provided has been key to the success of DBX’s overall design. The seats are trimmed in sumptuous, full grain leather, sourced from long term partner Bridge of Weir. An industry first, both the headlining and electric roof blind are available in a luxurious Alcantara® finish, providing a harmonious design, light obscuration and solar attenuation without compromising headroom. Throughout the cabin, DBX maintains an authenticity of materials, with judicious use of metal, glass and wood throughout the cabin. Another design highlight includes the elegantly crafted bridged centre console allowing for both flexible storage below and a beautiful, architectural centrepiece. This feature keeps valuables close to hand while not occupying the passenger seat and away from dirt on the car’s floor mats. As part of ‘Q by Aston Martin’ – Aston Martin’s personalisation service - optional features of this centre console can be machined from a solid piece of wood, such as Walnut, for added tactility. A contemporary range of exquisite wood, composite and metal veneers ensure that the cabin can be tailored to any taste. This includes a range of innovative materials and an industry first application of a fabric made from 80% wool. A new flax composite – derived from the same plant as fine linen – also provides an alternative to carbon fibre and a distinctive design aesthetic. Framed by these materials is an abundance of technology. A 10.25” TFT screen sits elegantly flush in the centre console, while a huge 12.3” TFT screen provides a wealth of information to the driver. Apple CarPlay comes as standard, as does a 360-degree camera system and ambient lighting that offers 64 different colours in two zones. DBX’s exterior works as hard as the interior at bringing the elegance of Aston Martin’s sports cars into the world of the SUV. From the signature ‘DB’ grille at the front, through the sculptured sides and design feature line, to the tailgate with a flip that draws inspiration from Vantage, this is an Aston Martin from first glance to detailed inspection. Beautiful details like the hidden side glass seals on the frameless doors and glass B-pillar finishers add an elegant sleekness and confidence to the stance. Cutaway sills also assist in narrowing the stepover required to enter the sumptuous cabin, while reducing the risk of ruining a fine dress or suit on arrival to a dinner engagement. Aerodynamics were an important consideration within the design process and this included the novel experience for the team of running computational fluid dynamics (CFD) tests with a DBX towing a trailer with a DB6 on it. At the car’s front, the daytime running lights (DRLs) have an integrated aerodynamic duct, which channels air through the front wheel arches and along the side, helping to reduce both drag and lift while also cooling the brakes. Air flows cleanly over the roof, through the rear wing, over the rear window and on to the rear flip. This unique approach and design detail allows the rear screen to self-clear on the move. Aerodynamic design has also played a key part in passenger comfort because as one of only a few companies using computational aeroacoustics technology, Aston Martin’s engineers have been able to keep cabin noise to a minimum at speed. Aston Martin is incredibly proud that DBX, an SUV intended to expand the sales reach of the brand worldwide, will be built in Britain at the new manufacturing plant in St Athan, Wales. With its all-wheel drive system, DBX is a car that will allow the company to increase its presence in markets where perhaps the weather or terrain is less than conducive to rear-wheel drive sports cars. The clear emphasis on a spacious and luxurious cabin – whether seated in the front or back – will also allow Aston Martin to better reach customers who prefer to be driven rather than drive. Further adding to the desirability of DBX, the first 500 owners of this landmark model will benefit from an exclusive ‘1913 Package’. Fitted with a unique fender badge, sill plaques and an inspection plaque detailing its limited build-run, each of these first examples will be personally endorsed and inspected by Andy Palmer. In addition, each customer will also receive a unique build-book signed by both Aston Martin’s CEO and Chief Creative Officer Marek Reichman and an invitation to a regionally hosted Waldorf Astoria celebration cocktail party, hosted by a member of the Aston Martin Lagonda executive team. Dr Andy Palmer said: “DBX is a car that will give many people their first experience of Aston Martin ownership. As such it needed to be true to the core values established in our sports cars, while also providing the lifestyle versatility expected of a luxury SUV. To have produced such a beautiful, hand built, yet technologically advanced car is a proud moment for Aston Martin.” Recommended Retail Price from £158,000* in the UK, €193,500 in Germany and $189,900 in USA. DBX is on sale now, with first deliveries scheduled to begin Q2 2020.

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autobizupdate · 5 years

Text

Aston Martin Unveils DBX: An SUV with the Soul of a Sports Car

Aston Martin launches fourth car of transformational Second Century Plan

First SUV for 106-year-old luxury British marque

Delivers broadest design brief of any Aston Martin in history

Broad range of capability from sportscar dynamics to off-road versatility

BEIJING, Nov. 20, 2019 /PRNewswire/ -- A bold new chapter and a landmark moment in Aston Martin's illustrious 106-year history, Aston Martin has today unveiled its first SUV and a model that will propel the brand to new heights worldwide. That model, is DBX.

To view the Multimedia News Release, please click: https://www.prnasia.com/mnr/astonmartin_201911.shtml

The culmination of an extensive development programme that began with physical testing in Wales last year and virtual development stretching back to 2015, DBX signals a new era in Aston Martin's pursuit to deliver exceptional performance, style and usability in a segment previously unexplored by the world-famous manufacturer. Bringing both the versatility and indulgence expected of a luxury SUV with sports car levels of dynamic performance, DBX sets a bold new standard in this sector.

Aston Martin Lagonda President & Group CEO, Dr. Andy Palmer said: "I can't emphasise enough how incredibly exciting and significant DBX is for Aston Martin. Through its development alone, this beautiful SUV has already taken the company into new territories and in inspiring directions. DBX also marks a key moment in the delivery of the third and final phase of our Second Century Plan, not only representing the promised expansion of our portfolio but also signaling the start of production at Aston Martin's second manufacturing plant. We have both delivered this model through our expertise, but also by garnering invaluable experience and knowledge from external counsel, including our Female Advisory Board. This is a real landmark for this great British brand and I promise that DBX will reward all who experience it in their everyday lives."

Set to be built in Aston Martin's purpose-built manufacturing facility in St Athan, Wales, the foundation of DBX is a new dedicated SUV platform, something rarely seen across the sector. More than ever before, this clean sheet of paper has allowed all departments within Aston Martin to innovate and push the boundaries of what British design and engineering can create, resulting in a truly remarkable product.

Utilising bonded aluminium, a construction method Aston Martin has refined through the development of its sports cars, the body structure is both very light and incredibly stiff, assisting in the delivery of an overall kerbweight of 2,245kg. Right from its genesis, it was designed to allow maximum room in the cabin, putting a premium on refinement and class leading spaciousness for both front and rear occupants. Meanwhile, the exceptional stiffness inherent in the design of the new platform has also enabled DBX to achieve exceptional dynamics both on and off-road.

Adaptive triple volume air suspension has been combined with the latest 48v electric anti-roll control system (eARC) and electronic adaptive dampers to provide the new SUV with a huge breadth of ability. With its capacity to raise the ride height by 45mm or lower it by 50mm the air suspension gives any driver the confidence to tackle a wide range of terrain. While this of course provides benefits while on the move, the system can be further programmed to aid with ingress, egress and loading requirements, aiding on a practical level.

The adaptive triple chamber air springs enable variable spring stiffness, giving both luxurious comfort and dynamic prowess. Extraordinarily the eARC - capable of 1,400Nm of anti-roll force per axle – can limit DBX's body roll for handling that is much more akin to that of a sports car than an SUV. This sophisticated system of adaptive air suspension, dampers and eARC allows for maximum ride comfort when transporting up to five occupants and their luggage, while maintaining a highly responsive and engaging dynamic capability.

Powered by a new version of the characterful 4-litre, twin-turbocharged V8 engine found in DB11 and Vantage, DBX features an impressive output of 550PS and 700NM of torque, carefully tuned to meet the specific needs of this model. With a sound character that is unquestionably Aston Martin, the active exhaust system ensures this is a luxury SUV that can sound refined one moment and exhilarating the next. The engine's versatility isn't restricted to its vocals either; the turbocharged V8 has cylinder deactivation to enhance fuel economy, yet it can also propel DBX from 0 to 62mph in 4.5 seconds and on to a top speed of 181mph.

Transmitting this power and torque to the ground is a nine-speed torque convertor automatic gearbox, allied to an all-wheel drive system with active differentials featuring an active central differential and an electronic rear limited slip differential (eDiff). This allows the torque to be moved precisely both fore and aft in the vehicle and also across the rear axle. When combined with the bespoke steering system that has been tuned to deliver feel and sports car-like response, DBX imbues the driver with an overriding sense of control, whatever the conditions.

Aston Martin's first ever full-size 5-seat model is not only exceptionally versatile in terms of the terrain that it can tackle, it is also extremely adaptable to a wide variety of lifestyle needs and owners. Designed to accommodate the world's 99th percentile male and 5th percentile female, DBX has been very deliberately created with instant familiarity and ease of use from the start.

With 632 litres of boot space and 40:20:40 split folding rear seats DBX possesses all the flexible load capacity expected of an SUV with class-leading interior space. The load space offers a practical and cleanly designed space. A narrow load sill and broad aperture maximises the practicality for a variety of luggage, such as suitcases, golf bags and ski equipment.

Complimenting the incredibly high standard specification of DBX, which includes all available active safety systems, there are many optional accessory packages offered. These packages will tailor the car even further to customers' needs, sports or pastimes. For example, the Pet package will include, amongst other things, a portable washer to help attend to the needs of a muddy dog after a walk. Alternatively, the Snow package will deliver boot warmers to make a ski trip just that little bit more pleasurable.

The luxuriously handcrafted interior of DBX has been designed to provide equal space and comfort whether sitting in the front or rear of the car. Class-leading headroom and legroom combines with a full-length glass panoramic roof and frameless door glass to offer a fantastically light and spacious cabin environment. The use of sports car seat packaging in the front not only provides the driver with exceptional support and long-distance driving comfort, but also provides knee and footwell clearance for those sitting behind.

Small touches throughout, including separate central armrests, glovebox design and the ergonomic positioning of the car's key control systems, have been guided carefully by the input of the brand's Female Advisory Board, dealership feedback and a variety of private focus groups held worldwide. Not limited to this area, the guidance provided has been key to the success of DBX's overall design.

The seats are trimmed in sumptuous, full grain leather, sourced from long term partner Bridge of Weir. An industry first, both the headlining and electric roof blind are available in a luxurious Alcantara® finish, providing a harmonious design, light obscuration and solar attenuation without compromising headroom. Throughout the cabin, DBX maintains an authenticity of materials, with judicious use of metal, glass and wood throughout the cabin.

Another design highlight includes the elegantly crafted bridged centre console allowing for both flexible storage below and a beautiful, architectural centrepiece. This feature keeps valuables close to hand while not occupying the passenger seat and away from dirt on the car's floor mats. As part of 'Q by Aston Martin' - Aston Martin's personalisation service - optional features of this centre console can be machined from a solid piece of wood, such as Walnut, for added tactility.

A contemporary range of exquisite wood, composite and metal veneers ensure that the cabin can be tailored to any taste. This includes a range of innovative materials and an industry first application of a fabric made from 80% wool. A new flax composite - derived from the same plant as fine linen - also provides an alternative to carbon fibre and a distinctive design aesthetic.

Framed by these materials is an abundance of technology. A 10.25" TFT screen sits elegantly flush in the centre console, while a huge 12.3" TFT screen provides a wealth of information to the driver. Apple CarPlay comes as standard, as does a 360-degree camera system and ambient lighting that offers 64 different colours in two zones.

DBX's exterior works as hard as the interior at bringing the elegance of Aston Martin's sports cars into the world of the SUV. From the signature 'DB' grille at the front, through the sculptured sides and design feature line, to the tailgate with a flip that draws inspiration from Vantage, this is an Aston Martin from first glance to detailed inspection. Beautiful details like the hidden side glass seals on the frameless doors and glass B-pillar finishers add an elegant sleekness and confidence to the stance. Cutaway sills also assist in narrowing the stepover required to enter the sumptuous cabin, while reducing the risk of ruining a fine dress or suit on arrival to a dinner engagement.

Aerodynamics were an important consideration within the design process and this included the novel experience for the team of running computational fluid dynamics (CFD) tests with a DBX towing a trailer with a DB6 on it. At the car's front, the daytime running lights (DRLs) have an integrated aerodynamic duct, which channels air through the front wheel arches and along the side, helping to reduce both drag and lift while also cooling the brakes. Air flows cleanly over the roof, through the rear wing, over the rear window and on to the rear flip. This unique approach and design detail allows the rear screen to self-clear on the move. Aerodynamic design has also played a key part in passenger comfort because as one of only a few companies using computational aeroacoustics technology, Aston Martin's engineers have been able to keep cabin noise to a minimum at speed.

Aston Martin is incredibly proud that DBX, an SUV intended to expand the sales reach of the brand worldwide, will be built in Britain at the new manufacturing plant in St Athan, Wales. With its all-wheel drive system, DBX is a car that will allow the company to increase its presence in markets where perhaps the weather or terrain is less than conducive to rear-wheel drive sports cars. The clear emphasis on a spacious and luxurious cabin - whether seated in the front or back - will also allow Aston Martin to better reach customers who prefer to be driven rather than drive.

Further adding to the desirability of DBX, the first 500 owners of this landmark model will benefit from an exclusive '1913 Package'. Fitted with a unique fender badge, sill plaques and an inspection plaque detailing its limited build-run, each of these first examples will be personally endorsed and inspected by Andy Palmer. In addition, each customer will also receive a unique build-book signed by both Aston Martin's CEO and Chief Creative Officer Marek Reichman and an invitation to a regionally hosted Waldorf Astoria celebration cocktail party, hosted by a member of the Aston Martin Lagonda executive team.

Dr Andy Palmer said: "DBX is a car that will give many people their first experience of Aston Martin ownership. As such it needed to be true to the core values established in our sports cars, while also providing the lifestyle versatility expected of a luxury SUV. To have produced such a beautiful, hand built, yet technologically advanced car is a proud moment for Aston Martin."

Recommended Retail Price from GBP158,000* in the UK, EUR193,500 in Germany and USD189,900 in USA. DBX is on sale now, with first deliveries scheduled to begin Q2 2020.

*Includes 3 year's servicing

Attachments

DBX SPECIFICATION Aston Martin DBX: Design Aston Martin DBX: Driving Dynamics Aston Martin DBX: In-Car Technology and Entertainment Aston Martin DBX: Body Structure & Safety Aston Martin DBX: Aerodynamics Aston Martin DBX: Powertrain Aston Martin DBX: Accessories

Media Contact

Asia Pacific Andreas Rosen Marketing and Communications Manager Mobile: +65-6908-0825 Email: [email protected]

https://media.astonmartin.com/contacts/

Photo - https://photos.prnasia.com/prnh/20191114/2643106-1-a Photo - https://photos.prnasia.com/prnh/20191114/2643106-1-b Photo - https://photos.prnasia.com/prnh/20191114/2643106-1-c Photo - https://photos.prnasia.com/prnh/20191114/2643106-1-d Logo - https://photos.prnasia.com/prnh/20191114/2643106-1LOGO

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