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itcars · 2 years

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First Look: The One-off Ferrari BR20

The Ferrari BR20, the latest addition to the Prancing Horse’s One-Off series, was unveiled today and joins the most exclusive group in Maranello’s range: unique, absolutely bespoke cars crafted to the specifications of a client and designed as a clear expression of their own unique requirements.

The BR20 is a two-seater V12 coupé developed on the GTC4Lusso platform, which in terms of its philosophy and styling approach, cleverly references the magnificent Ferrari coupés of the 1950s and 60s, without the slightest hint of nostalgia. Instead, it pulls off the challenging feat of marrying timeless elegance with muscular sportiness, effortlessly incorporating styling themes typical of some of the most iconic 12-cylinders in Ferrari history, including the 410 SA and 500 Superfast.

The GTC4Lusso’s two rear seats have been removed to add extra dynamism to the BR20’s ultra-sleek fastback line. The new car is three inches longer than the original, thanks to a specific rear overhang treatment designed to create a silhouette that beautifully emphasizes its proportions. One of the cornerstones of the design process for this one-off was the radical modification made to the cabin volume. This in turn gave the design team, led by Flavio Manzoni, the freedom to conceive the innovative proportions that ultimately produced a powerful yet stylistically coherent exterior design theme.

The new cabin design solution creates the impression of a pair of arches running lengthwise from A-pillar to rear spoiler. The rear volume of the arch has been hollowed out to create an aerodynamic channel with the air outlet concealed by the black rear fascia under the spoiler. This modern take on Ferrari’s “flying buttress” theme firmly connects the car to signature Prancing Horse styling cues not just from Ferrari’s GT tradition, but also sports cars such as the 599 GTB Fiorano. To visually lighten the cabin, the black paint of the roof visually connects the windscreen to the rear screen, which stands above the surface of the rear tailgate as if to channel the air flow.

A muscular rear bumper melds beautifully with the aggressive look of the rest of the car: twin taillights create a visual dialogue with the tailpipes, which are lower and set into a prominent aerodynamic diffuser with active flaps on the underbody. Even the BR20’s twin round exhaust tips were designed especially for this bespoke model.

The BR20’s many carbon-fiber details highlight the edgy dynamic characteristics and powerful performance of this extraordinary four-wheel drive car. High, sinuous sills add an extra hint of dynamism to the lower section of the flanks as well as emphasizing the front air vents on the wheel arches. The wide front grille sports an upper carbon-fiber element, a note of stylistic consistency with other recent Ferrari one-offs, while unusual chrome side inserts help underline the car’s dynamic front stance.

The BR20’s unique identity is further underscored by the front grille’s striking new horizontal slats that lend a powerful sense of three-dimensionality. A virtually endless list of elements was designed specifically for the BR20, not least its modified headlights. They are lower in height compared to those of the GTC4Lusso with slimmer DRLs, which makes the bonnet seem even longer and sleeker. The 20” tone-on-tone diamond-finish wheels were also created especially for this unique car.

The BR20’s interior is no less impressive, trimmed in two shades of brown leather and carbon-fiber, an exquisite combination developed according to the client’s indications. The seats are trimmed in dark brown Heritage Testa di Moro leather and sport an exclusive pattern at the front as well as silver cross-stitching. The cabin volume runs uninterrupted from the windscreen to the luggage compartment at the rear, creating a sense of unique lightness and airiness for occupants. Oak trim with carbon-fiber inserts adorns the rear bench and luggage deck, which conceals a deeper loading area when folded flat, as well as the door handles.

Designed for a longstanding client who was deeply involved in every step of its creation, the Ferrari BR20 represents a true interpretation of the traditional coachbuilder’s art, successfully transforming an existing model in a masterful and unique way taking inspiration from and paying homage to the company’s core values of innovation and passion.

#Ferrari BR20 #Ferrari #BR20 #cars #supercarsd #one-off #first look #italian #italy #200

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wildlydeliciouspainter · 3 years

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VI - the nighttrain part I

Hi! Been a bit busy lately but here is the next chapter of my stardew fanfic :D This time I added a bit more drama and tension for our adventurers. Hope you’ll like it!

Only a few mornings back Daya stood on the perron with Elliott. Now, she was leaving the valley with Sebastian on her side. It being well into autumn the days were short and nights long. So they waited for their train to arrive under the stars. To Daya it felt so fitting. The autumn sun that made her husbands hair glow fiery red, and now the moons soft light on Sebastians dark hair. The men and their characters could not have been more different from each other, and still each had been important parts of her life in their own way. While Sebastian leaned against a pillar and texted with Sam, Daya texted Elliott. “I miss you.” Almost immediately she gets a heart emoji back. “And I you dear. Can’t wait to come home, this hotelroom feels empty without you.” Daya smiles but her heart sinks when she thinks about the task ahead. She didn’t want to worry Elliott so just never mentioned her plans to help Sebastian in saving Abigail. And with keeping him in the dark, it felt like she was doing something wrong. It would have been so much different if he were home... “The train is here, Dy.”

And indeed, as she looks up a modern looking train silently glides over the tracks towards them. Its colors are peculiar, turquoise windows and a purple body, the exact combination of a piece of iridium. When it stops, a low hissing sound from its engine make it sound like a living breathing creature. “So this monster is going to take us where we need to be?” Sebastian looks at the vehicle with apprehension. He mentioned his preference for his motorcycle multiple times, even though they where both set on following Rasmodius instructions to the letter. When the purple doors open to show a cozy coupé, Sebastian gently pushes Daya inside and follows her closely. The interior of the train is completely different from the exterior. Retro cubicles with gold and wood finish, dark red velvet chairs and blood red wallpaper give the train a classical look. Wall sconces and ornaments on every wall add to the mysterious atmosphere as does the faint smell of cinnamon. “Madam, Sir.” An employee in a spotless purple uniform with golden trimming takes them to their places. When they are seated the man gives Sebastian a golden key with a tag. “This is for the sleep cabin, we are here if you need anything. We hope you’ll have a pleasant journey!” After that the man disappears into another coupe. Sebastian whistles between his teeth. “Rasmodius didn’t spare any expense.” “Its important to him we succeed.” “True, and the rest of our journey will probably be less comfortable.” Daya nodds and picks up her phone again to text with Elliott. When Sebastian notices he scoffs. Daya tenses immediately and looks him straight in the eye. “What is it?” “I don’t suppose you told your husband about this adventure of ours?” “No.” Daya admits, blushing. Sebastian scoffs harder now. “Do you think he wouldn’t approve?” “I can make my own choices, its not that. Though you made sure it would be hard for him to trust you, didn’t you Sebastian?” “What is that supposed to mean?” Sebastian mumbles, his face pointed towards the window instead of her. “I meant what happened in the bar..” thinking back on what happened in the bar the night before the wedding still makes Sebastian cringe. It was a beautiful autumn night, and a lot of the villagers gathered in the saloon to cheer to the engaged couple. Sebastian happened to be in town to hang out with Sam and visit his mother. At first he was set on staying inside, moping and playing videogames with Sam and a couple of beers . It sounded like the perfect way to forget. But he didn’t forget, and the more hours past the more angry he got at everything that happened between him and Daya. And that anger redirected itself towards Elliott as always. He still though if the handsome poet hadn’t shown up he would be in her life. They would be getting married. “Hey, if you feel that way. Why don’t you tell her? Maybe she feels the same?” Sam said. Sam was sweet and supportive as always, and slightly slurring after three beers. Sebastian decided he would do just that. Tell her. Which he did, in front of everyone in the saloon. In the middle of Elliotts ode to his love he walked up to her and started to tell her everything he didn’t say before. The alcohol gave him the courage but the words where his. How sorry he was, and how much he loved her. All she did was sit there, frozen. Elliott stopped talking, everybody did. And then, well, he picked a fight. It wasn’t pretty, and it ended fairly quick. Elliott trew him off and when sebastian tried to lunge at him again Daya smashed a beerglass on the counter so hard that it made the whole of the valley shudder.

“You already up your mind that night.” He said, when his mind moved back to the train and the present, and turned to look at her. How furious she was that night. But now a sadness showed in her eyes. “I did.” She nodded, tears glistening in her eyes. “Then why are you crying?” “Because I loved you. I did, so so much. But you didn’t open up to me, and I couldn’t deal with your silence anymore... I was just never really sure how you felt about me.” Sebastian stayed silent but nodded. He wanted to touch her hand, but wasn’t sure that was appropriate. So he just listened. “And I waited for you to do the right thing for so long. Even after we broke up and you left for Zuzu. I was sad for weeks... But eventually I picked up the pieces, and focused on the farm. I healed for a year and that was when I connected with Elliott.” A smile glistened through her tears. “He was very passionate about his writing, and as soon as we became closer he started showing that same passion for me. We connected in a way you and I never did Sebastian, I can say that even though I missed your company.”

Daya stares past Sebastian, at the scenery thats moving past the window. Afraid to look him in the eyes. “And right now, I just don’t want him to worry, thats all...Elliott’s bookdeal is important to him, and I want this tour to go well instead of him worrying over me wrestling shadowbrutes.” “I get that.” When Daya refuses to look at him Sebastian decides to stare out the window as well. They sit in silence for another hour when Daya asks for the keys. “I want to go to bed.” “Sure.” He puts the key in her hands but holds on to them. “Am I allowed to join you later? Or do you want me to sleep here?” Daya looks at the small bench and prays the cabin is spacious. “Sure, I won’t force you to sleep on the floor or this uncomfortably small bench.” “Thanks, I appreciate that. I won’t be late, just need to process this day a bit.” Daya nodds. “Take your time, I’ll leave the door open.”

The corridor with the sleeping cabins is long and small. On Daya’s left the rooms and her right windows that now show the vague outlines of the mountains, shrouded by the night. “Found it.” She turns the key of the cabin and then texted Sebastian the location before she closed the door behind her, leaving the lock off. She takes in the room and curses. Its as she feared. The room is as cozy and romantic as the rest of the train, and one big matras stuffed in between two wall closets. There even is a fairy rose positioned on the bedspread. Her favorite flower. There is a little space between bed and door to walk and on both sides of the door a small rack for shoes. Above the door the luggage space, and thats it. Daya quickly stores her bag and takes of her shoes and clothes to get into her sleeping t shirt and leggings.

After that she seats herself on the bed, leaving the curtains open and a bedlight on. She picks up the fairy rose and smiles. The blue variation is her favorite, and even in de dim lamplight its extraordinary aray of blue tintes shine through. It takes her back to the time she would visit her Grandpa’s farm in autumn. There would be fields filled with them, and she was allowed to pick one to keep in a vase in her bedroom during her stay. She always picked a blue one. Gently Daya puts the flower in the open closet space behind her head. Her phone is lying besides it, and shows a new message. Its from Elliott “Traveling gave me new inspiration. I’m thinking of a story inspired by a train. There is an idea for a chapter in the link under this message. I can’t wait to talk through concepts again from the comfort of our home. Missing you, mind and body.” Daya smiles softly, and let’s her feelings for Elliott wash over her as she reads the chapter he send. She falls asleep with the memory of his face and the low rumbling sound of the train engine, dreaming of the day of their reunion.

Meanwhile, a few coupes back, Sebastians night is less peaceful. He’s a nightowl, used to writing and programming till deep in the night, fueled by caffeine and sushi. It pushed his sleeping schedule to an, as his mother would call it, ungodly 3 am. That combined with the excitement of this journey made him sit on the train bench with a restless mind. His eyes wander off to the mountains outside. It started to snow, and ice crystals would get pressed onto the glass before melting and forming tears on the window. Sebastians mind is wavering between rescuing Abigail and a deeply uncomfortable set of feelings towards Daya. He knows she is the most skilled swordswoman in the whole valley, and if anyone could help him succeed its her. But he felt frustration when he saw her again after years apart. Living in Elliott’s cabin, content with harvesting snails and living in the shadow of the writer. He knew her as a fierce warrior that would stay in the mine till late and defeat monster after monster, gaining the respect of the adventurers guild and the rest of the valley. She used to approach Sebastian with a similar attitude, passionate about their relationship and doing whatever it took to remove the obstacles in their path. It still feels like a stab to the heart to realize he couldn’t keep that flame awake. All she needed was for him to open up, and let go of that shroud of anger he used to shield him. But he couldn’t see it, and it drifted them apart. He moved to Zuzu city and only kept contact with Abigail and Sam, while Daya got closer to Elliott every day. Elliott wasn’t particularly brave or outspoken, but his love for Daya was unquestionable and it made her bloom in ways Sebastian could not achieve. Staring at the pattern of melting snow he clenches his wrist and pushes it against the cold glass. As it hits him harder than ever before he mutters “I’m still in love with her.” “Sir?” The employee with the purple costume is back, a notebook in hand. Sebastians bewildered look doesnt scare him off in the least, and set on giving travelers the best experience possible he repeats his question. “Would you like something to drink sir?” Sebastian eyes the cart behind him, filled with bottles and glasses. It would be nice to turn of his thoughts for a bit.. but he shakes his head “No thank you.” Alcohol wouldn’t help him, he learned that the hard way. He just had to be brave. Brave in rescuing Abigail, and brave in allowing himself to have feelings for both her and Daya. He had to allow them to exist untill they faded. His feelings for Daya where eventually going to fade he reassured himself. Sebastian sights and checks his phone for the time. 1.30 pm.

As his eyes move from the window to his phone he notices a glimpse of a shadow by the door but when he looks again its gone. It could have been the shadow of the man with the cart, but he wasn’t sure. “Yes, time for bed. I’m starting to hallucinate.” He mutters, and gets up to find the sleep cabin.

All the coupes Sebastian passes on his way are empty. The other passengers retired to their sleeping cabins, and he tries to find his own with Daya’s text as his guide. “Number 230, okay, that should be the next corridor.” As he moves into the corridor something immediately feels off. He notices movement in the back of the wagon, but can’t make up if there is someone standing in the shadows or if it looks like that because of the movement of the train itself. Cabin 230 is in the middle of the wagon and the door is slightly opened. “Daya?” Silence. He pushes the door open and feels something crush beneath his boot. As he bents over to pick it up and hold it to the light it seems to be a fairy rose, only its petals aren’t any of the usual colors. Instead of its vibrant blue or purple the flowers are black as coal. A sense of dread fills him when he touches the rosebuds. Its a feeling he remembers from some of Rasmodius relics, magic.. He walks back into the corridor, all the way to the end. There is no one there... when he returns to the cabin he locks the door behind him. Then he notices Daya’s, lying still on one side of the matras. “Daya, are you okay?”

He moves onto the matras and turns her around, positioning her head on his lap. When she stays silent he slides one hand into her neck to support her head and holds the other in front of her mouth. The soft pulsating motion of her heart is noticeable in the veins in her neck and her breath is warm on his fingertips. “Yes, dear.” She murmurs in a sleepy voice and wraps her arms around his body, burrowing her face into his lap. “Oh thank Yoba.” Sebastian whispers with shaking breath. He strokes her head gently. She tightens her grip around him in her sleep, unaware of the tenderness in Sebastians voice. Unaware she his touching him instead of her husband. “Well, your grip is still firm as ever.” He jokes, looking down on the sleeping woman. Its tempting to let her sleep like this, but apart from all the moral reasons not to, he also realizes he can’t get any sleep this way. Especially with all his clothes still on. So he softly wriggles her arms loose to take of his jacket and his shoes. His jeans he quickly switches for his sweatpants and climbs back into the bed. In the meantime Daya is still talking in her sleep. When he lays next to her she is murmuring about shadows. She reaches out to him with her hand and touches his chest right above the neckline of his t-shirt, resting her fingers there. “Saw one on the station today. A friend from the shadows. Linus...” That didn’t make any sense, why would Linus follow them? “Don’t worry about him now.” He whispered, as much to Daya as to himself, because the dark rose is still on his mind. “I think he is in the cabin with the blue ones, Elliott.” She then continued her riddle. In the back of his mind Sebastian had hoped she knew it was him when she held him close, and would have wispered his name but he pushes back that though and tries to go to sleep instead.

#fanfic #stardew valley #stardew sebastian #adventure stories #night train #love #dramatic scene

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oldmotors · 5 years

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It’s a classic Morgan, of course, but you might notice something a little different about this one - it has suicide doors, big A-pillars, and a strange looking back half. That’s because it’s a rare Plus Four drophead coupé (DHC) and not a roadster. Though offered for a long time (1950-1968), the drophead (a British term for a 2-dr convertible) is much rarer than the roadsters owing to its higher price and less overtly sporty mission. Of the ~4,600 Plus 4s built, only about 10% were dropheads (rarest of all were the 1964-56 4-seat DHCs). - The Plus 4 story begins in 1950, when it temporarily supplanted the prewar 4/4 (the model was revived for 1955). Where the 4/4 had used a ~39hp 1.2L Standard (as in Standard-Triumph) four, the Plus 4 earned it’s “plus” with a 2.1L 68-hp four from the Standard Vanguard. The structure and appearance were evolutionary - ash-framed bodies on a ladder chassis - but slightly larger inside and out. At first they were roadsters, then a 4-seat roadster, then a drophead. 1954 brought the modern Morgan “face,” with the rounded waterfall grill; and it also brought the short-lived 4-seat DHC. - The Plus was a vigorous car to drive and raw an elemental like nearly all Morgans - but a few buyers wanted something a little fancier. Malvern had offered a DHC on the 4/4 as early as 1938 and this continued on the Plus. The Drophead was aimed at a buyers who wanted the Morgan looks and feel, but also wanted more protection from the elements and a little more luxury. Instead of a roadster, they got a full convertible top with an inner liner, full-size doors, and actual glass windows (removable). The top could open part-way over the seats, or fold down altogether. The larger rear held two spare tires and more cargo. - The DHC body was more complex to make because it framed the windshield and had to support more weight, hence it was more expensive and rarely talked up. 1955 brought the 2.0L Triumph TR-2/3 engine for true 100mph capability and 1962 the 100-hp TR-4 engine (2.1L) for even more power. The Plus 8, a modified Plus 4 with a Rover V8, took over in 1968, but a few Plus 4s were still in the pipeline. The last DHC was built in January, 1969. https://www.instagram.com/p/BzGXFpDlA6r/?igshid=5wwvaytieatg

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numberplates4u-blog · 5 years

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New Audi R8 Spyder V10 plus 2017 review

Image 1 of 32 Image 1 of 32 29 Sep, 2017 2:15pm Sean Carson Audi's R8 drop-top now comes with the most powerful version of the brand's storming V10 Until recently, the Audi R8 Spyder played second fiddle to the Coupé in the performance stakes – as the roofless R8 was only available with a 533bhp version of the firm’s 5.2-litre V10. However, with the new R8 Spyder V10 plus, Audi has added this 602bhp option to the line-up. And what better place to start a review of this car than with the engine? It defines the car. It’s glorious. In an age where many supercars are turning to turbos, the R8 is one of the last bastions of the wonderful, high-revving, naturally aspirated engine. • Best supercars on sale The 5.2-litre V10 ramps up noticeably towards its power peak at an addictive 8,250rpm, and while you have to work harder to extract the performance than in a McLaren 570S Spider, with 560Nm of torque, it’s not exactly lacking in grunt. Image 2 of 32 Image 2 of 32 What the McLaren can’t hope to match is the Audi’s vocal range. The V10 gargles into life and settles to a busy idle; squeeze the throttle in any gear and the instant response goads you into holding on to the revs as the motor crescendos with a melodious wail towards its rev limiter. Pull the right-hand paddle and the seven-speed gearbox initiates an almost imperceptible shift as the engine demands to be revved again. In the Spyder there’s an even stronger connection to that stunning V10. You can lower the glass partition into the bulkhead behind you to let more of that characterful sonic signature into the cabin. It doesn’t impact refinement much, either. • Best convertible cars on the market Weather permitting, it’s best to drop the electrically operated fabric roof entirely, which is possible in 20 seconds at speeds of up to 31mph. Now, in Dynamic mode, the crackle on the overrun and more raucous scream will induce an even wider grin. Car companies talk a lot about emotion, but the R8 Spyder V10 plus nails it. Image 3 of 32 Image 3 of 32 However, in other ways it’s still lacking, as the R8 isn’t a car without flaws. The light steering lacks feedback, for example, even if the cornering grip on offer is brilliant. The plus is 25kg lighter than its standard Spyder sibling, while Audi claims the mixed material chassis that uses aluminium and carbon fibre-reinforced plastic extensively boasts “unsurpassed rigidity”, thanks to strengthening around the sills, A-pillars and windscreen frame. There’s not much wobble from the structure, even on roads that would have a hatchback’s interior rattling. This is impressive given the car is conventionally constructed, rather than being made entirely of strong-but-light carbon fibre. With quattro four-wheel drive, traction on dry roads is unbreakable, while in the wet you can feel the system subtly shifting the torque between front and rear axles to keep you straight and stable. If you’ve got any lock on you might get a faint sense of the steering tightening up as the front driveshafts distribute some power, but the benefits at this time of year are obvious – especially in the wet. Combined with launch control it means the R8 Spyder V10 plus will accelerate from 0-62mph in just 3.3 seconds and hit 204mph flat-out. Our car wasn’t fitted with the £1,600 Magnetic Ride adaptive dampers, so over gnarly roads it felt less settled than its main McLaren rival. Where the 570S’s damping flows, the R8 skips and hops – not badly, but combined with the less transparent steering, it doesn’t instil the same level of confidence. Image 8 of 32 Image 8 of 32 The R8 Spyder is still an exquisite machine. Features such as the 12.3-inch Virtual Cockpit display and carbon fibre trim dotted around the cabin make it feel special. Forget the misconception that this is just a big, expensive Audi TT; it’s a totally different product with a totally different character. Refinement with the roof up is good, and tyre noise isn’t too bad on standard 19-inch wheels (the car in our pictures has the optional 20s). Carried over from elsewhere in the range, the infotainment works seamlessly, and there’s a 112-litre boot under the vast front clamshell – that’s enough for two weekend bags. You could use it every day, then. But this is a 602bhp supercar, so if you’re worried about efficiency then you’ll need to look elsewhere. Audi claims 22.6mpg and 292g/km of CO2. Instead, focus on that rip-roaring plus-spec engine, the slick gearbox and the capability of the all-wheel-drive chassis – plus the extra dimension added by the folding soft top – and you’ll have got to the nub of what this car is about. 4 The Audi R8 Spyder V10 plus adds another dimension to the German supercar’s breadth of talents. Many potential buyers will consider the more potent 602bhp engine worthy of the premium on its own, while being able to remove the roof only enhances its desirability. The plus is not without fault, but the positives far outweigh the negatives. It’s an individual choice due to that non-turbo engine, and all the better for it. Model: Audi R8 Spyder V10 plus Price: £147,020 Engine: 5.2-litre V10 Power/torque: 602bhp/560Nm Transmission: Seven-speed dual-clutch automatic, four-wheel drive 0-62mph: 3.3 seconds Top speed: 204mph Economy: 22.6mpg CO2: 292g/km On sale: Now

http://www.autoexpress.co.uk/audi/r8/101176/new-audi-r8-spyder-v10-plus-2017-review

#Road tests

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privateplates4u · 5 years

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New Audi R8 Spyder V10 plus 2017 review

http://www.autoexpress.co.uk/audi/r8/101176/new-audi-r8-spyder-v10-plus-2017-review

#Road tests

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theproswagcreations · 4 years

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Review: BMW 2 Series Gran Coupe review, test drive

What is it?

The 2 Series Gran Coupe is BMW’s most affordable ‘sedan’. A four-door, pillar-less coupé measuring 4,526mm long and with a Rs 32 lakh estimated starting price, the 2 Series will sit comfortably below the 3 Series. It’s not just BMW’s most affordable sedan, it’s also one that’s fundamentally different. Where all BMW sedans use a longitudinally mounted engine and rear-wheel drive…

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carsthatnevermadeitetc · 2 months

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Ford Falcon Futura 2-Door Hardtop, 1963. The pillar less coupé version of the first generation Falcon for the North American market

#Ford #Ford Falcon #Ford Falcon Futura #Ford Falcon Futura 2-Door Hardtop #pillar less hardtop #hardtop coupe #1963 #first generation #Falcon Futura

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carpostnet · 4 years

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2020 Audi Q8 55 TFSI India first drive, review

20th Jan 2020 2:38 pm

Audi’s new flagship SUV is massive on measurement and elegance, and might be tailor-made to your tastes, however is that price this SUV-coupe’s equally massive price ticket?

What is it?

It’s Audi’s new flagship SUV, the Q8. It sits, because the quantity dictates, above the Q7 and alongside the model’s different two flagships – the A8 and the R8. It’s not fairly so long as a Q7 and is simply a five-seater, however it’s decrease and wider and constructed on the identical wheelbase, sporting a ‘slammed’ roof that places it in a really particular area of interest of automobiles. It guarantees to set itself aside inside this area of interest of SUV-coupés just like the BMW X6, Mercedes-Benz GLE Coupe – and extra just lately, the Porsche Cayenne Coupe – by providing an enormous array of customisation choices. This is feasible as a result of the Q8 is a CBU import and Audi says no two clients could have identical-looking automobiles. The different aspect of this customisation coin, although, is a four-month ready interval, however when you’re impatient, Audi India could have a choice of pre-customised Q8s so that you can select from.

What’s it like on the surface?

The different factor that units it aside is that it heralds a brand new wave of Audi SUV design that may quickly make its option to India with the likes of the next-generation Q3 and the facelifted Q7. The footage don’t do the Q8 justice. For one, it’s bigger than you assume, and although it would appear to be simply one other Audi SUV at first look, there are such a lot of small particulars that make it actually particular. The grille, for example – it’s the typical, huge, octagonal ‘single-frame’ Audi grille, however its pronounced body provides it the menace of Hannibal Lecter’s muzzle. You can customise the body, the slats and even the surrounds for the decrease air intakes.

The headlamps are the standard angular, Matrix LED models however their DRL design is particular and, together with the tail-lamps, they do some gentle dance once you unlock your Q8. The bulging rear haunches are a nod to the Ur Quattro rally car, and Audi’s tackle the coupé roofline is particular, as a result of it doesn’t succumb to that curved, hunchbacked form. Instead, it tapers gently after which slams down sharply on the C-pillar. And lastly, the large wheels and tyres (20s are customary, whereas the 21s seen right here and 22s are optionally available) add to its huge, squat stance. It’s not a design I cherished once I first noticed it however, over the course of the day, it has yanked at my heartstrings. If you wish to make an announcement, this can be a nice option to do it.

What’s it like inside?

After 2019’s new A6, the inside is maybe not as novel; however it’s no much less spectacular. Here too, you have got an awesome diploma of customisation at your fingertips, with a alternative of 11 upholstery colors and 9 inlay trims to combine and match. Audi’s new dashboard design merely screams ‘tech’, with its winged trim completed in gloss black, seamlessly housing the twin MMI touchscreens (we’ll get again to those in a second). The solely bother is it’s angled such that, in peak afternoon gentle, the reflections off it may be blinding. Fit and end are, as ever, an Audi hallmark, and although the others have caught up, the richness of supplies and the way in which they’re introduced collectively in listed below are nearly flawless.

There are three screens, the first being the most recent era of Audi’s path-breaking Virtual Cockpit digital dials. You can’t customise this like you may with some rival automobiles, however they’re so properly designed and executed, we’ve got doubt you’d wish to. The different two screens are a bit extra controversial – the twin MMI infotainment unit relegates nearly all features from the centre console into two touchscreens. The one on high is fairly customary – navigation, media, telephone, car settings and the like, whereas the decrease one handles local weather management, seat features and some different driver options. With nearly each operate moved to the display screen, you’ll end up peering down and away from the highway very often – the most important victims being local weather management and driving modes. Audi has in-built a haptic suggestions system that rewards your inputs with a tactile and audible ‘click’, however this additionally means it’s important to jab the display screen fairly firmly, which isn’t what you’re used to from a touchscreen. Still, there’s no arguing how good trying and loaded with options it’s.

Speaking of options, the Q8 has a reasonably beneficiant customary options loadout, with standouts like HD Matrix adaptive LED headlamps, adaptive air suspension, a panoramic sunroof, parking assistant and an incredible-sounding 1,920W Bang & Olufsen hi-fi system. And beneficiant it must be on the Audi Q8’s worth, however there are nonetheless a number of choices over and above this – four-zone (somewhat than dual-zone) local weather management, a head-up show, seat heating, air flow and therapeutic massage, and rear-wheel steering, to call some.

The entrance seats on this explicit car are very good, with an enormous number of changes, together with aspect bolstering and squab extensions. However, the switches on the aspect of the seat solely deal with primary actions; for additional adjustment, heating, cooling and therapeutic massage features it’s important to go – you guessed it – to the touchscreen.

The backseat is a shock, providing far more room than you’d anticipate. With no third row to slot in, legroom is somewhat huge, and headroom (although not as a lot as a traditional SUV) is greater than in most different SUV-coupés; due to that in another way executed tapered roof. You’re pampered with the likes of a panoramic sunroof and powered sunshades, however the seat itself may have been cushioned a bit higher. At over 600 litres, the boot is massive too, however the loading lip is sort of tall and large suitcases stacked upright may foul with the sloping tailgate.

What’s it prefer to drive?

So it’s bought nearly sufficient luxurious to match as much as the A8, its limousine sibling, however may it actually have sufficient efficiency to match an R8? Of course not; though the 600hp V8-powered RSQ8 that’s more likely to be launched later, comes so much nearer. Still, with seems like these, you anticipate some quantity of sportiness – 340hp and 500Nm of torque from a 3.0-litre turbo-petrol V6 does sound fairly respectable. 0-100kph in a claimed 5.9sec sounds even higher for this 2.1-tonne SUV; however can it ship?

Against our testing gear it managed a robust 6.07sec within the 0-100 dash, which isn’t removed from the declare. In follow, although, it doesn’t really feel notably sporty, with energy swelling in briskly however calmly. As the numbers attest, it’s not sluggish; however then it doesn’t really feel pressing both, missing that mid-range thwack you’d have gotten from Audi’s 3.0-litre, V6 diesel – an engine we’re actually going to overlook. Rev it out and it doesn’t sound notably sporty both; all you hear is a distant mechanical churn.

This powertrain is at its greatest, nonetheless, once you’re not on the restrict. Reach over and fumble round for the Drive Select icon on the far finish of the decrease touchscreen, change from Dynamic to Comfort and drive the Q8 55 TFSI at eight-tenths, then it feels way more in its ingredient. Doing this makes you realise simply how good ZF’s 8-speed automated has change into in 2020; it’s simply as comfortable slamming-in the ratios at a breakneck tempo, as it’s sliding silently by way of them in visitors. It’s then you definitely’ll discover that that is an extremely refined engine that’s very easy in its energy supply in any respect revs.

What actually comes as a shock is the experience high quality. Oftentimes, massive SUVs like this, using on air suspension with huge wheels and tyres, are inclined to really feel a bit lumpen and fidgety, however Audi has managed to get it spot on with the Q8. The air suspension isn’t overly comfortable or floaty, however it additionally doesn’t get too uncomfortable in Dynamic mode. Our check car is working 21-inch wheels on 285/45 R21 tyres, they usually nonetheless have a reasonably beneficiant quantity of rubber sidewall across the rim (a sign of simply how huge this car actually is). This signifies that they’re surprisingly good at absorbing the sharp hit off the sting of a pothole, for example.

Great experience high quality often comes with a trade-off to dealing with; however once more, Audi has accomplished a commendable job of balancing issues out. You must have the suspension in Dynamic mode in fact, however physique management is impressively contained; solely one thing like a Porsche Cayenne does a greater job of it. What continues to be not on top of things, and is beginning to sound like a little bit of a cliché now, is the steering, which simply isn’t as sharp or communicative as you’d like in a car of this sort and worth. That stated, it makes up for it, partially, with an unimaginable agility afforded by the optionally available rear-wheel steering. It takes away a variety of this car’s bulk from behind the wheel and offers you much more confidence to tuck it into corners.

Should I purchase one?

There have been a number of mentions of worth over the course of this review, so to finish the suspense, right here it’s – Rs 1.33 crore (ex-showroom), earlier than choices and customisation. That’s round Rs 50 lakh greater than a Q7 and bang alongside the Q8’s extra posh cousin, the Porsche Cayenne Coupe. Now whereas this may drive away among the model snobs, stick round, as a result of there’s so much to love right here.

The Q8 is the quintessential flagship, packing in every part we love about Audi; and as such, it carries a flagship worth. It’s bought an extremely well-executed inside with a stunning quantity of house, it’s well-kitted-out earlier than the choices begin, and it rides rather well. The efficiency and dealing with could not match as much as its worth or the way in which it seems, however these seems alone may be sufficient – it’s actually a stunner. Audi, nonetheless, is relying on the customisation to essentially drive the Q8 to its meant clients, and that may simply be the precise strategy. The unique Q7 was a success amongst the jet set in India – primarily Bollywood stars and large industrialists; and what do they like most? Standing out from the group. So whereas the Audi Q8 won’t promote in massive numbers, it’s the exclusivity and personalisation that may, somewhat actually, set it aside.

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itcars · 5 years

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First Look: The Ferrari F8 Spider

Ferrari has unveiled the F8 Spider, the new generation drop-top sports car equipped with the most successful mid-rear-mounted V8 in history.

The Ferrari F8 Spider was designed in parallel with the F8 Tributo berlinetta and features the Prancing Horse’s compact and efficient RHT (Retractable Hard Top) which influences the lines of a model that leads its category.

The F8 Spider is the latest addition to an exclusive and prestigious bloodline of open-top V8 cars begun with the 308 GTS in 1977. It is less extreme than the 488 Pista Spider, but sportier than the 488 Spider which it replaces in the range.

Consequently, the F8 Spider sets a new benchmark for the “en plein air” sports car in terms of usable performance and handling, providing a rewarding driving experience. In fact, it excels in merging handling dynamics with surprising in-car comfort. This Ferrari spider thus combines the characteristics of the most lauded 8-cylinder engine in history with unparalleled driving pleasure.

The V8 has raised the performance bar to unprecedented new heights, not only for turbo engines but power units of all types. The engine is a development of the V8 that won the “International Engine of the Year Award” for four consecutive years (2016, 2017, 2018 and 2019) and that was also selected as the best engine of the last two decades. An incredible feat unmatched in the history of the Awards.

The F8 Spider’s greatest achievement is the fact that it unleashes its power instantaneously with zero turbo lag, whilst retaining this V8’s unique and very special soundtrack. This astonishing performance and the car’s disarmingly effortless handling were made possible by integrating a series of innovative, track-derived aero solutions into its design.

The mission of every new model produced by Maranello is to introduce new design features and outperform its predecessors on all fronts. The challenge the engineers and designers always face is to push their own creative limits and the boundaries of technology by introducing new, leading-edge solutions and setting new levels of excellence. This is something they have done to brilliant effect once again with this new model.

The F8 Spider replaces the 488 Spider and improves on all aspects of its specifications: aside from the fact that its engine delivers an extra 50 cv, the new Ferrari is 20 kg lighter than its predecessor. It weighs just 20 kg more than the more extreme 488 Pista Spider. The F8 Spider is significantly more aerodynamically efficient, too and features the new 6.1 version of the Side Slip Angle Control system.

ENGINE

In the automotive world, Ferrari’s V8 engine is seen as the very epitome of sportiness and driving pleasure. This is particularly the case when it is mid-rear-mounted in a two-seater. Ferrari has been honing the scope of this architecture to perfection for over four decades as it optimally balances weight for perfect handling dynamics.

The V8’s technical specifications are truly exceptional. The 3902 cc unit unleashes 720 cv at 8,000 rpm and also has an impressive specific power output of 185 cv/l. Its maximum torque is now higher at all engine speeds, peaking at 770 Nm at 3,250 rpm.

Today, Ferrari V8s incorporate solutions so refined they are effectively masterpieces of engineering. This power unit in particular further enhances the typical traits of all Maranello engines with smoothly progressive, limitless acceleration and zero turbo lag, combined with a unique soundtrack courtesy of a new exhaust system.

The new car offers drivers pure emotions. Instantaneously accessible power is matched by exceptional handling thanks to advanced vehicle dynamics solutions. These include a new version of the Ferrari Dynamic Enhancer (FDE+) which can now be activated in the manettino’s RACE position, a move designed to make performance on the limit easier to reach and control.

To achieve the 50 cv increase in power compared to the 488 Spider, the new intake line is derived directly from the 488 Challenge. In the F8 Spider, the air intakes have been moved from the flanks to the rear where they are located on either side of the blown spoiler and are directly connected to the intake plenums. This drastically reduces losses and ensures greater air flow to the engine, thereby increasing the power. The air flow also benefits from increased dynamic pressure created by the shape of the rear spoiler.

Adaptive Performance Launch analyses grip as the car accelerates and then uses electronic controls to optimise the torque delivered to suit the road’s grip level, reducing wheel slip to a minimum which, in turn, maximizes acceleration.

The rev limiter’s “Wall Effect” strategy is another leap forward in terms of extreme engine performance. Rather than gradually limiting the revs towards the limit, it cuts off right at the 8,000 rpm red-line, maximizing the amount of power available in power-on dynamic driving situations and consequently improving lap times.

Adopted once again on this model is the hugely successful Ferrari Variable Torque Management strategy for all gears. To adapt it to the car’s extreme sporty spirit, all of the torque curves were redesigned to deliver a feeling of consistently smooth, powerful acceleration all the way to the red line. Maximum torque is 10 Nm higher than on the 488 Spider and is available even at lower engine speeds.

The F8 Spider’s engine also inherits highly efficient weight-reduction solutions from the 488 Pista which have cut the power unit’s weight by 18 kg compared to that of the 488 Spider. Reducing the weight of rotating and non-static masses, such as the titanium con-rods, crankshaft and flywheel, allows engine speed to rise very rapidly, so much so that the driver can see the rev counter needle flying, particularly in rapid transitions, such as gear shifting and scorching low-gear acceleration, making the car feel even sportier still. These reductions in the weight of the rotating masses yield a 17% reduction in inertia.

Inconel exhaust manifolds derived from the 488 Challenge alone contribute 9.7 kg to the lighter engine weight. The exhaust layout has been extensively modified across the board from the turbos to the tail pipes to produce a sound absolutely unique to this particular car. The result is an unmistakable engine timbre that is superior in terms of both the intensity and quality of the sound. The exhaust line also features a new Gasoline Particulate Filter (GPF) to comply with new homologation requirements.

DESIGN

Designed by the Ferrari Styling Centre, the F8 Spider continues the direction embarked upon with the F8 Tributo which acted as a bridge to a new design language that will continue to emphasize Ferrari’s key characteristics of high performance and extreme aerodynamic efficiency.

When designing a spider, the choice of the top will always play a fundamental role in the car’s overall look. For some years now, Ferrari has been adopting a hard top because of the comfort it provides. As a result, the design of the F8 Spider’s lines was crafted around its RHT (Retractable Hard Top).

The key to the whole design was the shifting of the separation line between the car’s body and the roof from its conventional position at the belt-line (occupant shoulder level) to above the B-pillar. The top itself is thus more compact and two-dimensional, with the result that it can be divided into two parts and stowed on top of the engine.

The RHT takes just 14 seconds to deploy or retract and can be closed or opened while the car is on the move up to 45 km/h.

EXTERIOR

The goal the Ferrari Styling Centre set with the F8 Spider was to design a stylistic tribute to the Ferrari V8 engine, by evolving the contents of the F8 Tributo and taking inspiration from the most iconic mid-rear-engined V8 sports cars in Ferrari history. The result is a car with a strong personality of its own through an even sportier design clearly inspired by the car’s advanced aerodynamics.

The front view of the car is characterized by the S-Duct around which the entire front end has been redesigned to highlight the extensive aerodynamic modifications made to this area of the car. The clearest example is new, more compact, horizontal LED headlights.

The rear spoiler has been entirely redesigned. It is now larger and wraps around the tail lights, visually lowering the car’s center of gravity and allowing a return to the classic twin light cluster and body-colored tail, another styling cue from the early 8-cylinder berlinettas like the very first in the legendary series, the 308 GTB.

The treatment of the engine cover is one of the F8 Spider’s most distinctive characteristics. The manta-like look of the cover is created by a central spine that starts from the rear screen and disappears under the wing of the blown spoiler, following the air flows themselves.

The two wings that emerge from the central volume meld harmoniously with the bodywork, lending a sense of visual continuity from all angles. These wing elements are suspended creating an air vent below them which helps improve dissipation of the heat coming off the engine. The three sculpted strakes on the side elements of the engine cover also make their own contribution to this, in addition to referencing the iconic styling of the rear screen of the coupé version. The strakes are finished in black to reduce weight low and to lend a sense of visual clarity to the design.

The crests that emerge from the prominent volumes of the tonneau cover fins flow sinuously rearwards and into the spoiler in an interpretation of the F1 “swan neck” (the pillars supporting the rear wings) which, in turn, enhances the already-powerfully sporty personality of the car.

COCKPIT

The F8 Spider’s cockpit retains the classic, driver-oriented look typical of Ferrari’s mid-rear-engined berlinettas. A concept that creates a symbiotic relationship between driver and car, very much as happens in F1, with all controls mounted on the new generation steering wheel. The sporty seats are also new.

The dash incorporates an aluminium sail panel supporting the central satellite and continuing into the dash itself. Also to create a sense of visual lightness, a sliver of carbon fiber divides the upper and lower parts, streamlining the whole look. This section also incorporates the optional 7” touchscreen passenger-side display and the dash is completed by the classic instrument cluster with its central rev-counter.

The tunnel is clearly separated from the dash and set beneath it, once again to enhance the sensation of lightness that the car’s interior exudes. It features a new bridge, a prominent sculptural creation that seems to float and thus further streamlines the cabin.

AERODYNAMICS

The F8 Spider has taken state-of-the-art aerodynamic solutions and innovations from Ferrari’s GT and Challenge racing experience, and moulded them into the production mid-rear-engined drop-top that makes the highest level of performance accessible to drivers of all abilities.

In the F8 Spider, the position of the front radiators – which, unlike the 488 Spider, are rearward-angled – is beneficial in cooling terms but simultaneously shrinks the underbody surface area that can be used to generate downforce. Thus the geometry of the channels used to dissipate hot air had to be redesigned to ensure that maximum downforce was generated whilst cutting drag thanks to the positive interaction between the flows exiting the radiator and the front wheels. The result is a 10% improvement in the car’s overall efficiency compared to the 488 Spider.

VEHICLE DYNAMICS

Overall performance levels are significantly higher than those of the 488 Spider, thanks to the increase in power, weight reduction and improved aerodynamic coefficient. That performance is also now accessible to a larger number of drivers thanks to vehicle dynamics systems that make driving on the limit an easier and more confidence-inspiring experience. These include a steering wheel with a smaller-diameter rim and the introduction of the new Ferrari Dynamic Enhancer Plus into the integrated SSC concept, now in 6.1 guise.

To achieve their goal of making the car’s impressive performance easy to access and control, Ferrari’s engineers worked on integrating engine and aerodynamics performance with the latest iteration of the vehicle dynamics control systems. The Side Slip Control system, which improves drivers’ control on the limit for an even more engaging behind the wheel, has been further evolved. The transition from version 6.0 to 6.1 reflects the fact that the Ferrari Dynamic Enhancer system (FDE+) now also activates in the Race position of the manettino.

The FDE is a lateral dynamics control system that uses Ferrari software to adjust the brake pressure at the callipers. It debuted on the 488 Pista and was later adopted on the 488 Pista Spider. The F8 Tributo then featured the new FDE+ version with extended functionality which is now also being used on the F8 Spider. The control system, which is operational through and exiting corners (but not under braking), now also extends to low grip conditions and to the Race setting of the manettino.

#Ferrari F8 Spider #Ferrari F8 #Ferrari #F8 Spider #Frankfurt motor show #cars #supercars #convertibles #news #italian #italy #200 #yellow

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lilyjernigan62-blog · 6 years

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Owning Automobiles, California DMV Affirms.

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thecarexpertuk · 7 years

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What is it: The Toyota C-HR is the brand’s distinctive entry into the booming compact crossover market. Key features: Hybrid powertrain, bold styling. Our view: Performance of the Toyota C-HR does not quite live up to its looks, but it scores highly for style, quality, equipment and road manners. Review type: Full road test

Watching a television advert for the Toyota C-HR, Megan, this tester’s offspring, dubbed it the ugliest car she had ever seen. When the test version of the brand’s entry arrived for testing, she was forced to admit it looked better in the metal than on the screen.

Visually at least, the C-HR offers a welcome element of distinction in a compact crossover market that, while booming, is also spawning many a similar-looking vehicle. With its riot of angles and creases, the C-HR certainly makes a head-turning statement.

However, visuals are but one element of a successful model – once we start delving into the practicalities, how does the C-HR stack up against its ever more plentiful opposition? Pretty well actually – mostly…

Exterior and interior

You will not miss the C-HR, and the cue to its highly distinctive exterior look is in those letters – they stand for ‘Coupé-High Rider’. According to Toyota, this is a car that illustrates the aim of head man Akio Toyota’s determination to take the shackles off his designers – “to allow greater stylistic freedom and promote creative engineering to deliver eye-catching designs and more driving pleasure.” This car certainly breaks the mould of typical ‘safe’ Toyota fare.

The overall dimensions of the C-HR are similar to the segment benchmark, the Nissan Qashqai. But the Toyota looks a smaller vehicle in all but height, due principally to the strongly swooping coupé-style roofline. Also helping are elements such as rear door handles neatly hidden high in the C-pillar, disguising the fact that this ‘coupé’ is, in fact, a five-door car.

The nose is all angles, with an equally bold sweeping V shape to the centre point of the grille. The rear is no less distinctive, more sharp creases and a rear screen so raked it is almost horizontal.

Once inside the car, you realise that the rear screen is an example of form beating function, as it is very small in the mirror and visibility out of the back compromised as a result. Equally, the tiddly rear side windows make sitting in the back an overly cosy experience, though head and legroom are a little more generous than one might expect.

Sit up front and one is immediately impressed. The design is apparently another new departure for Toyota, dubbed ‘Sensual Tech’ and designed to appeal for its fashionable look as much as its functionality.

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And it does appeal – it feels airy and spacious, thanks to a combination of excellent design and equally top-notch quality. The dash fascia sweeps around the driver, the infotainment screen flows vertically out of it, and there are lots of creditable details, from the family look of all the switchgear to the shape of the cupholders.

It also all feels premium – piano black finishes in abundance, soft-touch quality plastics, and on our admittedly top-spec model bespoke fabrics on the upholstery.

One other area where style has dictated is the boot. The 377 litres, (extending to 1160 with the rear seats folded) is adequate, but around 100 litres less than major rivals. And this can’t be blamed on the hybrid power system – as detailed next, it’s smaller than its predecessor and doesn’t intrude into the load space.

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Powertrain

Toyota will have no worries about sliding diesel sales where its new crossover is concerned because you can’t have a diesel in the C-HR. The choice is between the 1.2 turbo petrol engine of 114hp, or the hybrid. This combines a 1.8 petrol unit with a 53kW electric motor to produce a combined 120hp.

Our car is fitted with the hybrid, as this is the powertrain that draws by far the most interest. Toyota is, of course, an evangelist for such systems, and the one in the C-HR offers all the advantages of the brand’s many years’ experience with the technology.

The battery is more dense in its energy storage, which means it can be reduced in size and will charge faster. The electric motors are smaller too but more efficient. Even the petrol engine part of the equation has been significantly re-engineered compared to those offered in earlier versions of hybrid cars such as the Prius and Auris.

On the road

The C-HR is the second model – after the Prius – to be constructed on Toyota’s latest modular platform, dubbed TNGA, Toyota New Global Architecture. This won’t mean much to many drivers until they actually take the car onto the road.

The C-HR handles very well indeed, and certainly belies that high-riding stance. Toyota has worked hard to keep the centre of gravity as low as possible, and the result is a planted stance and a well-controlled, upright poise through corners.

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The steering is well weighted, providing plenty of confidence-inducing feedback, while the ride comfort is exemplary, relaxing on motorways, soaking up the bumps on poor condition surfaces and damping them out of the cabin.

Not quite so impressive, sadly, is the powertrain. It almost bullies you in driving it as economically as possible, and even then very little of your progress will be in full-electric mode – the engine wakes up very soon after one depresses the accelerator pedal.

Cruise around town, or gently along the motorway, and the car feels refined and a relaxing drive. Accelerate to overtake that slower car, however, and the petrol engine makes its presence audibly much felt, while the CVT gearbox feeds in loads of revs before changing up. All of which results in the interior ambience becoming thrashy and anything but refined.

The answer is to treat everything gently, not to try to be sporty. In such form, the C-HR is an upmarket companion. The three drive modes include Eco and Sport settings alongside the Normal, but in truth, it’s that middle mode that offers the best balance between propulsion and thrash metal.

One other plus from the gentle touch – one gets the feelgood factor of seeing the impressive fuel economy figures on the infotainment screen. Officially the car returns 72mpg, but hovering close to 60mpg in real-world motoring is still impressive.

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Equipment

Our C-HR test car was supplied in the top-spec Dynamic trim, which comes with a significant £28,000 price tag. But one can have the entry-level Icon in hybrid form, at a more manageable £23,685 – which in turn is £2,220 above the base 1.2 model with a manual gearbox.

Every C-HR includes Toyota’s ‘Safety Sense’ package of active safety systems. Autonomous emergency braking and pedestrian recognition, Lane Departure Warning, Traffic Sign Recognition and Automatic High Beam headlight operation are all part of the package.

Icon is hardly a typical entry-level grade. Its equipment list includes 17-inch alloy wheels, dual-zone auto air conditioning, the Touch 2 touchscreen multimedia system and rain-sensing wipers.

Mid level is Excel, and the most popular. The seats are upholstered partly in leather and the front ones heated. Keyless entry, parking sensors and a parking assistance system are included, as are larger alloys and a host of extra driver safety systems such as a blind-spot monitor and measures to stop one reversing into a passing car. And the Touch 2 gains satellite navigation and online services.

Finally, the Dynamic grade gains metallic paint with a contrasting black roof, LED headlamps and bespoke alloy and upholstery designs.

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Summary

The Toyota C-HR has its minus points – some space restrictions and a performance that doesn’t quite match up to the sporty image of its coupé styling.

However, it also achieves the aim of its creators. This is a crossover that exudes style amongst many more ordinary-looking rivals, and it also ticks the boxes of quality and (mostly) practicality. Overall it’s an impressive contender.

Toyota C-HR – key specifications

Tested model: Toyota C-HR 1.8 VVGT-I Hybrid Dynamic Price: £28,085 Insurance group: 14E Engine: 1798cc petrol-electric hybrid 4-cyl inline. Power (hp):122 @ 4.000rpm. Torque (Nm):140 @ 1,750rpm. 0-62mph (sec):11.0 Top speed (mph): 105. Fuel economy (combined, mpg): 74.3*. CO2 emissions (g/km):86*. Key rivals: Renault Kadjar, SEAT Ateca, Nissan Qashqai. * = with 18-inch wheels of Dynamic grade.

Read more Toyota news, reviews and features at The Car Expert

Toyota C-HR review What is it: The Toyota C-HR is the brand’s distinctive entry into the booming compact crossover market.

#crossover #Toyota #Toyota C-HR

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earleheld0028-blog · 7 years

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Auto Transit.

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Car Body Styles Explained | Which Car is Right for Me?

Buying a car is one of the biggest decisions of your life. Each person has their own set of desires and needs: color, size, price, fuel efficiency, performance, reliability, safety, comfort, luxury and style.

Whether you have a need for speed or a craving for comfort, Buy Here Pay Here USA wants to help you choose the type of car that’s right for you. One of the first and most important things to take into consideration is the car body style.

Most cars are divided into 2-box and 3-box body styles, with up to four “pillars.” The pillars refer to posts or supports around the vehicle’s windows. For instance, a sedan or hatchback will usually have 3 pillars, while an SUV or station wagon will have 4 pillars.

Source: Wikimedia Commons

Take a look at the different car body style descriptions below to find the car design that’s right for you.

1. Sedan

Image: 2013 Chevrolet Impala LT

Let’s start with the basics. A sedan, also known as a saloon in other countries, is the most popular body style. It typically features two rows of seats, 4 doors, and a 3-box configuration.

Sedans tend to provide better fuel economy, affordability, handling, and performance. New drivers in particular favor the sedan over other body types for their safety and handling. If you are looking for a practical, commuter car with space for passengers, a sedan is the classic choice.

Since they are closer to the ground and have a lower center of gravity, they tend to perform better around corners and sharp turns than larger vehicles such as SUVs. As a result, they are much less prone to tipping and rolling over than trucks and SUVs. With less weight and a lower center of gravity, it’s easier to move and better for the environment.

The biggest downside of a sedan is the space. The sedan’s lower position gives it a tighter grip on the road, but also a more awkward storage space. Instead of a large storage area with foldable seats, expect a relatively small space tucked between the wheelbase. Head and leg room can also be an issue for some car buyers. If need a little more space, check out the hatchback and crossover options.

While it may not be the flashiest or most spacious car on the road, you’ll be able to get from point A to point B safely and efficiently. Consider a Chevrolet Malibu, Honda Civic, Toyota Corolla, Ford Focus, or another reliable family sedan.

2. Coupe

Image: 2007 Mitsubishi Eclipse SE

A coupe, or French coupé, has two doors and a low, fixed roof, giving it a sporty feel. Up until the 1960s, convertibles were sometimes called drop-head coupes. Now, however, coupes refer exclusively to fixed head models.

Coupes are stylish cars best for singles or couples. Coupes and convertibles attract a similar kind of buyer—someone who values style and experience just as much as utility and performance.

Since space isn’t the priority, car designers can focus on muscle, stylish features, and performance.

The doors tend to be wider and the roof lower. It is shorter than a sedan and may or may not have a back seat. If there is back seating, it might be a little tighter than you may find comfortable.

Coupe customers sacrifice space for performance and aesthetics. Without kids or the need to haul stuff, a coupe or convertible could be a great option. Convertibles and coupes are fun, great for relationships, and you can sun tan on your commute.

If, however, you regularly travel with more than one passenger, a larger vehicle will probably suit your needs better.

3. Hatchback

Image: 2011 Dodge Caliber Mainstreet

A hatchback is smaller than an SUV or minivan, but larger than a sedan. The main difference between a hatchback and a sedan is the extended trunk. Instead of the back sloping downwards, the back area is lifted, providing extra space for cargo.

Typically, the hatchback has a top-hinged trunk with rear seats that fold down for even more cargo space. As a result, hatchbacks are usually marketed as small family cars or executive cars.

Since the interior space can be made to prioritize passengers or cargo, they are a popular and practical choice for those who need both. From small city hatchbacks to large luxury models, there is a wide variety of hatchbacks available to you.

4. SUV

Image: 2009 Ford Escape XLT

SUV stands for Sports Utility Vehicle. It is a larger vehicle that can be classified as a light truck. With a higher center of gravity, higher ground clearance, and four-wheel drive, you’ll have a more commanding view of the road.

SUVs prioritize size and comfort, and can provide a more adventurous ride than minivans or station wagons. They are designed for both on and off-road use. Dads tend to prefer SUVs due to their four-wheel drive capabilities, towing capacity, and masculine appeal.

5. Crossover

Image: 2007 Pontiac Vibe

A cross between a sedan and an SUV, crossovers (also known as Crossover Utility Vehicles) give you the best of both worlds. If you frequently haul things and would like a little more room than a sedan, consider looking at the wide range of crossovers. They are available in four-wheel, rear-wheel, and all-wheel drives.

They are cheaper and have better fuel economy than full-sized SUVs while still giving you extra ground clearance and a more commanding view of the road. Keep in mind that they are only designed for light off-roading, unlike SUVs.

6. Minivan/Van

Image: 2009 Chrysler Town & Country LX

Despite the rising preference for crossovers (CUVs) and SUVs, vans and minivans are still the classic family car choice. Sometimes called Multi-Purpose Vehicles (MPVs), they are taller than station wagons and offer spacious 3 row seating for 7 or more passengers.

While you may be tempted by a modern-looking crossover, minivans tend to have more cargo space, more ways to configure the interior, comfortable third row seats, easy access, and plenty of storage cubbies.

They may not be the sleekest or sexiest cars on the road, but what they lack in looks they make up for in functionality. The boxy shape and square doors make it easy to haul any combination of cargo and people. If you have a large family, this is a car designed for you.

7. Pickup

Image: 2010 Ford F-150 XL

Pickup trucks command the road. They are big, rugged cars designed to perform big, rugged tasks. Sitting high, you’ll have a bird’s eye view of the road.

Pickups are a great option for people who have a lot of stuff to haul around. With an open rear cargo area known as a “bed,” you won’t be hindered by cabin height. Truck beds are also great for tailgating, camping, stargazing, and creative modifications (mini pool, anyone?)

Whether you are hauling a boat to Galveston or jump-starting a home service business, you’ll be able to do it all with the right pickup truck. Keep in mind that you’ll probably be the first one to call on moving day.

8. Wagon

Image: 2009 Toyota Matrix

Mention station wagon and most of us think of our parents or National Lampoon’s Vacation. As tastes changed, Americans began to prefer smaller, more fuel efficient vehicles, or minivans and SUVs for families.

Today, there aren’t many automakers who still make and market station wagons. It’s important to note, however, that modern-day station wagons have evolved quite a bit. You won’t be seeing any vinyl or wood siding here.

Before you opt for a large SUV, consider that a station wagon probably has all of the amenities you need. Wagons have nearly everything a crossover has, including four-wheel drive, spacious interiors, advanced tech, and high performance and efficiency.

Will there be a return to the glory days of the family station wagon? Sadly, no. But if you need to transport people and gear, don’t forget about the faithful wagon. They are still a great choice for city and country driving, and have the durability and handling necessary for more rugged terrain.

NOTE: Car body style definitions vary from company to company and person to person. Many times, body styles are used for marketing and PR purposes. For instance, a station wagon can easily be marketed as a crossover.

If you are thinking about buying a new car, do your homework first.

Car Buying Resources:

How to Buy a Used Car On Bad Credit

Used Car Buyer’s Guide

What Should I Name My Car? List of the Best Car Names

Best Tips for First-Time Car Buyers and New Drivers

9 Best Pre-Owned Cars for 2017

We carry a large selection of Hand-Picked, Certified Pre-Owned Vehicles, all with a 6 month/6,000-mile Powertrain Warranty.

Stop by any of our locations for the best deals on sedans, coupes, hatchbacks, SUVs, crossovers, pickup trucks, and wagons:

Chattanooga, TN – (423) 551-3600

Cleveland, TN – (423) 476-4600

Dayton, TN – (423) 775-4600

Dalton, GA – (706) 217-CARS (2277)

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