Monday, September 30, 2013
2012 Daihatsu Ayla Review Price Interior Exterior Engine
welcome to Neonista.blogspot.com website that provides a variety of information about the latest cars in the world. and this time we will share information about the 2012 Daihatsu Ayla, the following information
Daihatsu Ayla was released on Tuesday 18 September 2012 which is where these cheap car highly anticipated many consumers are looking for cheap cars for private car or a company car. Besides the price is cheap Daihatsu Ayla, but also for the technology is hardly a cheap car technology. Ayla Daihatsu interior design both inside and outside design as modern as possible and also have the latest technology.
Daihatsu Ayla is an inexpensive car that prepared by the manufacturer Daihatsu for Indonesian market, where price Daihatsu Ayla alone will be the price range of 75-100 million, how the specification of Daihatsu Ayla cheap car that will greet automotive enthusiasts in the country let us look together, together, before we ever discussed the Mitsubishi Mirage which is a cheap car as well,
Cheap car Daihatsu Ayla will be released in four different ranging from highest to lowest. For the cheapest type, Daihatsu Ayla will release into the price range of Rp75 million, slightly shortage Daihatsu Ayla is the cheapest type will not be equipped with AC, Power stering, and Audio.
The difference between Agya Ayla was not equipped with airbags for Daihatsu Ayla. “Currently we do not equip Ayla with airbags, but if necessary we put,” said Amelia. Agya Toyota Astra and Astra Daihatsu Ayla will be manufactured at the new factory of PT Astra Daihatsu Motor Industry Suryacipta region, East Falkirk. The new plant is scheduled to be completed in October predicament with a production capacity of 100,000 units per year when it’s running full.
Toyota unveiled its small car Agya along with Daihatsu’s Ayla at the Indonesia motor show yesterday. The twin small cars are tailor made to comply with the Indonesian governments ‘Low Cost Green Car’ (LCGC) policy. For the uninitiated, Daihatsu is a Toyota owned, low cost brand which specializes in small cars. The Toyota Agya and Daihatsu Ayla are essentially the same cars slight visual difference. The duo is engineered by Astra Daihatsu in Indonesia and will be locally made at its west Java plant whose construction is nearing the finishing stage.
Daihatsu Ayla shown in 3 variants namely :
>. Variant code D as the cheapest released at a price of USD 75 million with no air conditioning and audio entertainment system.
>. M variants available in manual and automatic transmission options with different price of 10 million (M / T Rp 80 million, while the A / T USD 90 million).
>. X as the most expensive variant is also marketed with a choice of two transmissions. For manual version released at a price of 88 million, while for the automatic version is priced at 100 million.
2012 Daihatsu Ayla Interior :
Daihatsu will continue to embed a variety of features such as power steering, power windows, air conditioning and audio. He removed several variants, is expected to provide more choices for consumers.
The Daihatsu mini was joined at the Indonesian auto show by its Toyota twin named Agya. Built by Daihatsu as part of an OEM agreement between the two companies, the Agya gains a different front bumper and grille design, but other than that, the two models are identical.
Toyota, however, will also offer a TRD S version of the Agya fitted with a mild aero package comprising front and rear aprons, side skirts and alloy wheels along with some minor upgrades to the interior.
2012 Daihatsu Ayla Exterior :
The Ayla and Agya are both specifically designed for the needs of the local Indonesian market, where they will undoubtedly sell very well, as demand for such cars is ever increasing, especially in a large and crowded country like Indonesia.
Specifications lowest variance that is where Ayla Daihatsu completely empty, alias without the standard features that are usually found on a car. “For the cheapest or lowest variant type does not apply AC, Audio, as well as power windows and power steering, but in terms of very, very affordable price,” said Marketing Director of PT ADM, Amelia Tjandra, in the event the introduction of Toyota Astra and Astra Daihatsu Agya Ayla in Jakarta.
2012 Daihatsu Ayla Engine :
Astra Daihatsu Ayla which carries a 1,000 cc three cylinder 1KR-DE can generate power up to 65 ps at 6,000 rpm, with maximum torque of 8.7 kgm at 3600 rpm. “This machine was developed in Indonesia. If Ayla generate power 65 Ps then Xenia (1.0 liters) only 63 Ps. But still lost big torque 8.7 kgm Ayla while Xenia 9.2 kgm, “said Embay.
The advantages gained cheap car Astra Daihatsu, according Embay, located on the engine 3 cylinder exhaust manifold using only one hole. Astra Daihatsu Ayla that in fact 84 per cent local components, using a plate body size of 0.7 mm and 0.6 mm. This car weight 745 kg (empty weight) with a length of 3580 mm, width 1600 mm, height 1530 mm. While the wheelbase of 2730 mm with a 4.4 meter turning radius.
such information from us about the 2012 Daihatsu Ayla may be useful for you. and if you want to look for your new car references, please visit this website again. thank you.
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Sunday, September 29, 2013
New BMW 1 series review test drive
Our first impressions of BMW’s soon-to-be-launched contender in the fast-expanding luxury hatchback segment, the 1-series.
The seats are low, so you slide down into them. Once seated in the particularly sporty driver’s seat (it has adjustable bolsters and thigh support), you’ll see a typical BMW dashboard that’s dominated by a smart-looking 8.8-inch screen on the centre console. Build quality, as expected, is almost faultless and the driving position, as is with all BMWs, is spot on. The problem, then, is that the 1-series’ dash doesn’t feel special like a Merc A-class cabin does. There’s also precious little storage space in the centre console, although the door pockets are generous. Our test car didn’t have powered seats or electric steering adjustment, but there was still quite a bit of kit on offer, including a lane-departure warning system and a rear-end collision warning system. We don’t think the last two will make it to India though. BMW is also keen to point out that the iDrive system that, once paired to your phone, lets you tweet and update your Facebook status without having to touch your phone.
Still, if youre expecting the 1-series to be spacious, think again. Its quite cramped at the rear and the high transmission tunnel (thanks to the rear-wheel-drive layout) eats into the middle passengers legroom. Headroom is decent though, and the bigger windows (in contrast to the A-classs thick pillars) dont make you feel as hemmed in as you would in the Merc. The 1-series has a usefully big 360 litres of boot space and the rear seats split 40:20:40, which is useful.
BMW has said that, to start with, there will be two engines on offer in India – a 136bhp, 1.6-litre turbo-petrol and a 143bhp, 2.0-litre turbo-diesel – both mated to the ZF eight-speed automatic transmission. The cars we are driving, however, have manual gearboxes and this is, at least mechanically, the only difference from what you will soon be able to buy in India.
The initial impression of the petrol is that it is a peppy engine. The mid-range is strong, it revs rather freely to almost 7,000rpm and there’s good top-end performance to be had too. Add to that a snappy gearshift and a progressive clutch and it’s a car that is a lot of fun to drive. The only fly in its ointment is the weak bottom end. Below 1,500rpm, especially if you have to start off on a slope, you really have to slip the clutch and feed in lots of throttle to get going. This, however will be less noticeable on the automatic that we will get here. It also gets quite thrummy near the redline, so you tend to up-shift early. Do that and the engine, like most direct-injection petrols, runs smoothly and quietly.
It’s a similar story with the diesel. There’s a bit of lag you have to work around initially, after which there’s strong acceleration from an engine that will happily rev to 5000rpm. It is surprisingly quiet too and it’s like that even when you accelerate hard. Both engines are reasonably smooth, although there are some vibes from the gearlever when you rev them hard, and though they aren’t particularly quick, neither will disappoint in a straight line. More importantly, both engines offer more power than what you get in an A-class. The diesel and the petrol we drove came with selectable driving modes that alter throttle response characteristics, among other things.
The 1-series is a lot of fun to drive – the steering on both cars is quick and well weighted, and there is lots of grip. That said, there some body roll and the car tends to understeer when you drive it hard. The diesel, as expected, feels slightly more nose-heavy than the petrol, but both have lots of grip and come alive when you drive them hard. As for the ride, a drive over German roads is no test for a suspension – they are just too smooth. Still, it does feel pliant enough save for a few jiggles over lumpy tarmac, and the relatively high-profile tyres on 16-inch rims do their part as well. Sadly, BMW will continue to offer the 1-series with run-flat tyres when it comes to India.
BMW is assembling the 1-series in India and is expected to price it at around Rs 20-25 lakh. For that price, it’s a fun to drive and fundamentally sound car. The question is, how many of its potential customers in India will really want what the extra driving thrills it offers? It doesnt look as special as a Mercedes A-class, though, and when youre this much money for a hatch, special is what you want, isn’t it?
Saturday, September 28, 2013
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2014 Qoros 3 Sedan
New independent automotive manufacturer, QOROS, has taken the wraps off the 3 SEDAN, the first of a family of all-new models designed and developed by an international team of experienced specialists and new, young talent, specifically for markets in China and Europe.
2014 Qoros 3 Sedan
2014 Qoros 3 Sedan
2014 Qoros 3 Sedan
2014 Qoros 3 Sedan
2014 Qoros 3 Sedan
2014 Qoros 3 Sedan
2014 Qoros 3 Sedan
2014 Qoros 3 Sedan
The first model from QOROS, the elegant 3 compact (C-segment) SEDAN, introduces design themes and styling features that will define a unique brand identity across the forthcoming family of Qoros models. The QOROS 3 SEDAN features an elegant exterior, a spacious, feature-packed interior and is engineered to achieve top European and Chinese crash test ratings.
“During the development of the QOROS 3 SEDAN, we directed all our efforts towards the needs and expectations of today’s young, aspirational customers,” says Volker Steinwascher, Deputy Chairman of the Management Board at Qoros. “They are very sensitive about design and quality, are highly sophisticated users of technology, and insist on the very best safety standards. As an entirely new brand, we have the advantage of being able to focus our efforts, without compromise or distraction, on meeting the demands of these customers.”
Making its world debut at the Geneva International Motor Show (7-17 March 2013), the QOROS 3 SEDAN goes on sale in China in the second half of 2013, with the first cars arriving in Europe later in the year.
Elegant exterior
The QOROS 3 SEDAN’s styling introduces a brand identity that will make every future model instantly recognizable as a Qoros. Under the leadership of Executive Director of Design, Gert Volker Hildebrand, a team of designers in Munich and Shanghai have created distinct and precise styling based on modern European design tastes.
The QOROS 3 SEDAN has a sporty, elegant profile with a long wheelbase, short overhangs, a coupé-like silhouette and a roof that flows smoothly into the b rear quarters. While horizontal lines emphasize the car’s impressive stature – at 1839 mm, it is one of the widest cars in its class – a striking swage line rises dynamically from the headlamps via the door handles to the rear lights. A prominent matt aluminium strip above each side sill adds to the visual stretch of the side profile, while muscular arches – accommodating alloy wheels up to 19-inch in size – and the car’s wide track reinforce its purposeful stature.
The face of the QOROS 3 SEDAN sets the template for the Qoros model family, with wide headlamp units extending into the flanks of the car, framing the central upper grille at the same height. Horizontal LED bars feature at the upper edge of the headlights and in the distinctive rear light clusters.
The standard alloy wheels feature a triple-split eight-spoke design, which will become another signature design element for the Qoros brand.
The QOROS 3 SEDAN will offer generous interior space, and the horizontally arranged ‘floating’ dashboard will further enhance the impression of space in the cabin. In its ergonomics and quality, the QOROS 3 SEDAN sets new standards for cars produced in China and will be comparable with the best-selling cars in Europe.
Prominently occupying the QOROS 3 SEDAN’s central console is the innovative eight-inch touchscreen infotainment system that represents an automotive industry first. The advanced software, technology and graphics were designed and developed in-house to safely manage information displays for minimal driver distraction and to optimize ease-of-use while on the move. The intelligent and powerful package was created specifically with the young, aspirational, always-connected target Qoros customer firmly in mind.
Replacing the array of switches and buttons that blights many modern car interiors, the capacitive touchscreen enables users to manage entertainment, navigation, ‘Cloud’ connectivity and in-car networking functions with intuitive finger ‘swipe’ movements that will be familiar to smartphone users.
The system allows drivers to book dealer service appointments, features an automatic emergency services alert in the event of an accident, and supports usage-based car insurance services. The state-of-the-art navigation system includes best-in-class traffic information and an advanced points-of-interest search. Integrated social networking connectivity enables drivers to share their driving experiences, points-of-interest, favourite trips and photos via social media through the intuitive interface.
The immensely powerful fully-featured infotainment system will be fitted as standard across the QOROS 3 SEDAN range.
Targeting maximum safety
The QOROS 3 SEDAN is engineered to achieve maximum European and Chinese crash test ratings thanks to advanced safety technology. The car’s structural architecture incorporates the latest developments in the field of crash safety. The precise arrangement of supporting structures, as well as large-scale deformation zones, prevent intrusions into the passenger cell during collisions.
In addition, occupants are protected by a comprehensive package of state-of-the-art safety measures, including front, side and curtain airbags, as well as highly-effective seatbelt restraint systems.
Friday, September 27, 2013
VW Taigun to take on Ford’s EcoSport
India launch hinges on VW’s plans for the Up range here
Volkswagen has become the latest carmaker to join the mini-SUV fray. The manufacturer showcased a new concept called the Taigun at the Sao Paolo motor show in Brazil. The concept hints strongly at a production model set to rival the Ford EcoSport. The production Taigun will serve as the basis for a whole new series of similar-sized SUVs from Audi, Seat and Skoda.
Ulrich Hackenberg, VW’s R&D chief, told Autoexpo that the Taigun would be sold worldwide. VW design chief Klaus Bischoff describes the Taigun’s appearance as “confident, logical and clean”. It is more rugged and technical in style than the Tiguan and previews VW’s future SUV face. The interior, says Bischoff, has been inspired by the latest smart phones. Its clean, minimalist looks aim for the sort of visual clarity and simplicity of operation associated with early workhorse off-roaders.
The Taigun is based on a stretched version of VW’s small car the Up’s, NSF (New Small Family) platform. This SUV won’t offer four-wheel drive as the NSF platform supports only front-wheel drive, but it’s 319mm longer, 83mm wider and 81mm taller than the Up. The concept shares the Up GT’s turbocharged 1.0-litre, three-cylinder engine with 108bhp and 17.8kgm, which is mated to a six-speed manual gearbox.
If VW India gets the go ahead to produce the Taigun, it could be stretched even further, according to Hackenberg. “We could stretch the Taigun closer to the four-metre mark (the cut-off point for lower excise duty) and further increase the wheelbase. This will offer more interior space, especially rear legroom which is important for Indian customers,” he added, speaking exclusively to Autoexpo India.
However, the launch of the Taigun hinges on the feasibility of producing more products (which includes the Up hatch and a possible saloon and MPV) off the NSF platform as otherwise, the economies of scale wouldn’t be large enough to make it cost competitive. VW has been struggling to achieve cost targets and for now, plans to produce the Up and its derivatives have been put on hold. In such a scenario, it is unlikely that the production version of the Taigun will come to India. But considering it seems so perfect for the market here, one never knows.
Thursday, September 26, 2013
New Car 2013 Alfa Romeo 4C
Fiat is relaunching the iconic Alfa Romeo brand with the new mid-engined, rear-drive Alfa 4C compact sports car. The stunning new lightweight model, seen here officially for the first time at the Geneva motor show, will be the first of a range of new Alfas over the next few years, and will spearhead the Italian firm’s return to the US market.
The production two-seater 4C coupé, complete with its carbonfibre chassis, returns to the Geneva show two years after a concept of the same name was introduced.
Power for the new sub-1000kg model, which is tipped to cost less than £50,000 when it launches in the UK at the end of the year, comes from an all-aluminium turbocharged 1.7-litre engine. Alfa is keeping exact technical details of the 4C under wraps until Geneva on 5 March, only confirming figure being a power to weight ratio of less than 4kg for every 1bhp.
Information leaked by Alfa dealers in Switzerland suggests the 4C will be offered with 237bhp in its initial launch guise, which would mean the 4C would weigh 950kg, a figure that’s likely given the concept weighed 850kg and a production-spec interior is now fitted. A 0-62mph time of around 4.5sec has been mooted, with a top speed limited to 155mph.
The four-cylinder engine known as 1750 TBi is familiar from recent Alfas, including the Giulietta, but the block is now cast aluminium instead of iron, saving around 25kg. The engine gets direct-injection, MultiAir dual continuous variable valve timing and a new scavenging system that “gets rid” of any turbo lag. Bespoke intake and exhaust systems have also been developed for the 4C.
The result of these technologies is an engine with the potential performance of a 3.0-litre six-cylinder unit, but with the fuel economy and CO2 emissions of a smaller four-cylinder engine.
The 1742cc engine powers the rear wheels through Alfa’s own twin dry clutch automatic transmission, adapted from its application on the Giulietta and Mito. The transmission has a sequential mode that can be controlled through paddle shifters mounted on the steering wheel. No manual option will be offered.
The 4C is just less than 4000mm long, is 2000mm wide and 1180mm high. The wheelbase is 2400mm in length. These dimensions place it between a Lotus Elise and Evora in length, height and wheelbase.
Underpinning the 4C is a carbonfibre monocoque chassis, something previously reserved for supercars like the McLaren MP4-12C and only seen on a small number of sports cars at this price.
Tub-mounted aluminium frames carry the 4C’s running gear and engine, with the front assembly carrying a double-wishbone, coil-sprung suspension set-up, and MacPherson strut suspension features at the rear.
Alfa’s DNA driving mode selector also makes an appearance on the 4C with Dynamic, Natural and All Weather modes now being joined by a new track-focused Race mode.
Production of the 4C will start in the summer at Maserati’s Modena plant, with 2500 units set to be the annual output from 2014. Europe and North America will get 1000 units per year each. The remaining 500 being distributed around the rest of Alfa’s global markets.
This production run will include the other models in the 4C’s range that the Swiss dealer source revealed. In 2014, a track-only Racing version of the car will be introduced, with a road-going Stradale version of that car set to follow with 266bhp. A convertible will crown the line-up later in 2014.
read source : http://www.autocar.co.uk
Smart Announces First All Electric Carsharing Fleet
The car2go program is already very successful in four cities with more than 40,000 members and 1,000 smart ForTwo vehicles with low-emission gasoline engines.
The announcement was made yesterday by the Mayor of San Diego, Jerry Sanders, the President and CEO of car2go, Nicholas Cole, and the CEO of ECOtality, Jonathan Reed. San Diego will be the first city in North America with a 100% EV carsharing program.
“The launch of an all electric vehicle fleet marks a new era in carsharing in North America,” said Cole. “San Diego is a forward-thinking city determined to meet future transportation demands of its residents. Our goal is to complement the existing transportation infrastructure by providing an emissions- free carsharing service for short one-way trips.”
The Smart ForTwo electric drive is powered by a 30 kW electric motor. In San Diego, the fleet’s lithium-ion batteries can be recharged at designated EV charging stations. On a single charge, the electric Smart is said to have a driving range of up to 84 miles (134 km).
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Wednesday, September 25, 2013
Class of ‘54
Launched in 54, the Hindustan Landmaster and Fiat 1100, along with their descendants, ruled Indian roads for 40 years. But how good were these cars?
Long ago in the dim and distant past, when red tape and the license raj ruled behind a curtain of misguided socialism, industrial progress was held to ransom. You couldn’t start your own radio station, couldn’t spend your hard-earned money abroad and you certainly couldn’t do something as irresponsible, indulgent and frivolous as introduce a new car. As a result the descendants of the cars you see here became big frogs in their secluded little pond, the mainstay of the Indian car industry.
Most of us distinctly remember a time when all we saw, drove, or sat in were Fiats or Ambassadors. We grew up learning to drive them, went to school or college in them and some of us even rallied and raced them. Yes, even the Amby has done the odd Himalayan Rally. Each of us has our own unique memories of either or both of these cars.
1954 was the year for pioneers. It was the year the world first rocked to the powerful voice of Elvis, the year Boeing cracked the perfect four-engined jet with the 707, the year the Lockheed F104 took the world of military aviation past Mach 2 and the year both the Landmaster and Millecento were launched in India. When it was launched in 1954, the Morris Oxford II or the Hindustan Ambassador as it was called in India was little more than a year old! Not a dowager or hand-me-down, but a relatively rosy-cheeked lass.
Fiat’s revolutionary Millecento, literally 1100 in Italian, was only a year old at the time too. Displayed at the Geneva Show in ’53, this well-proportioned but compact car reflected the growing confidence of post-war Italy.
In their day, when launched, these cars were as current as Suzuki’s new Swift or the new Hyundai Sonata. To fully understand how far car design had progressed, you have to understand that this was only a decade away from World War II! To begin with, the cars of this generation were the first to fully do away with the ‘upright-radiator-and-fenders’ look we correctly associate with vintages. Now evolving into more organic shapes, both these cars actually have similar profiles. Mildly bulbous bonnets, rounded fenders and passenger compartments, and that distinctive ‘bustle back’ drooping rear.
Detailing was similar too. Both have prominent chrome grilles (the one on this Landmaster actually comes from a Mark II Amby), mild wheel arches and skirts, oval rear windscreens and tiny rear lights.
Darius Hodiwalla’s showroom-condition Fiat 1100 is a Series 103E, from 1956. You can tell by the elongated driving lights below the headlamps as well as a host of other features. Boasting a higher compression ratio and more power (40bhp), its 870kg kerb weight gave the car a decent power-to-weight ratio. Like all later Fiats, it used a single barrel downdraught carburetor, either from Solex or from Weber. Using twin carburetors and higher compression heads, some versions produced as much as 55bhp! Particularly interesting is the drum-type air filter, a feature not seen on later cars.
The Landmaster’s motor made 40bhp too, but from a larger 1500cc engine. The Landmaster used a side-valve engine as against the OverHead Valve motor that was later used on the Ambassador. Using a bottle-type SU carb placed at a jaunty angle, this motor is a refined, smooth-running unit that is happiest when cruising. The SU was replaced by a Solex on this car as it is difficult-to-meet emission norms with the original, a shame.
I grew up driving younger examples of both these cars, but it’s been years since I’ve gotten behind the wheel of either, especially the Oxford that I actually learned to drive on. The first few kilometres behind the wheel of the Landmaster are pure terror. After modern cars, you need a considerable amount of time to adjust, and this is doubly true if you need to mix it in traffic. Going over a large hump and merging with traffic across the road quickly apprised me of how far modern cars had come. Even though the Landmaster’s steering had no play, I discovered that the car only changed direction after a considerable heave and several twirls of the wheel. Remember, there’s no power steering. Just getting the revs up, climbing over a hump and stopping to wait for a gap in traffic left me cold.
The car was not pointing in the direction I had intended, despite the flaying of arms, I had barely managed to brake before the main road and now every gap I saw in traffic felt insufficient. I felt like a terrified learner, not sure about how long it would take me to get across the road. Butterflies in the stomach, heart in my mouth, I nosed into a gap, swung the car around, like one does on a ship, and nailed the throttle. The Landmaster moved majestically forward. More twirling of the wheel, expletives and beads of sweat later, we were on our way, cruising effortlessly.
Everything in this car seems specifically designed to make this car a great cruiser. The torsion bar-and-leaf spring suspension is pliant enough to swallow the worst of the post-monsoon roads, the cabin is as wide as many luxury cars and because this is an old- school design and your sat upright, legroom at the rear is also great. The driving position with the offset steering, done to accommodate a third passenger up front, is not good in the traditional sense, but strangely it felt more comfortable than many modern-day cars. The driving position is almost Harley-Davidson cruiser style, feet out in front, arms relaxed and backrest perfectly reclined. Rear seat comfort is legendary. You sit slightly higher than the front row and these old seats are so much better than those on the newer cars I’ve been chauffered in. India couldn’t have asked for a better combination of comfort and affordability. What can I say, our members of parliament really are smart.
The Fiat is less comfortable, but it isn’t uncomfortable either. There is much less space and you do feel hemmed in, but again the front driver’s bench seat is very comfortable. Ingress to the front seats through the unique suicide doors is extremely easy as well, as you can slip in and out of the car without bending and contorting yourself much. Plus, I simply love the characteristic ‘clop’ with which the doors shut. The rear of the Fiat is nowhere as comfy as that of the Landmaster, lacking legroom and headroom in comparison. However, it feels modern and twice as agile to drive in comparison.
Double wishbones, coil springs and anti-roll bars give the Fiat direction poise and good body control.
No heart attacks here. The steering is light, the car turns beautifully into bends, goes where it is pointed and actually stops. It does roll more than a modern car, but the amount of driving pleasure that can be still derived from a Fiat really surprised me. And to top it off, it’s rear-wheel drive.
The Amby in comparison feels as agile as the Queen Mary in rough seas, bodyroll reaching titanic levels if the car is turned into a corner with gusto. Even the motor felt unhappy when it was pulled hard, struggling to make more power at the revs rose. And, of course, the loose and vague ‘lottery’ gearbox is possibly the worst ever. Boxes like the Landmaster’s gave the column shift a bad name. But you only have to drive the Fiat to see how good this system can be when the ’box is tight, precise and the gears click home happily.
It’s actually a smarter solution as you don’t need to keep moving your arm back and forth between the steering wheel and the centre of the car. Fiat called one of the later 1100 models the ‘Delight’, obviously a reference to the engine. Free-revving, responsive and blessed with a strong midrange, the 1100 motor rounded off the package superbly. No wonder Enzo Ferrari chose to power his first car with two 1100 engines, joined end on to make a straight eight. If only Mumbai’s cabbies, who went crazy looking at the car, could see how well a perfect example runs. English motoring sage LJK Setright has seldom praised a car more heavily.
“By the standards of its time, the 1100 was a prodigy in handling, ride, comfort and performance: it was the only people’s car that was also a driver’s car”. I’ll just leave it at that.
Tuesday, September 24, 2013
Long Wheelbase Porsche Panamera Confirmed for Launch in 2012
The unnamed sources stated that the Panamera LWB will gain a 150mm (5.9-inches) wheelbase extension for a total length of 3,070mm (120.8-inches). The additional space is said to benefit the rear passengers.
Aside from the very un-Porsche limo, it is also reported that the Panamera will receive its first facelift in 2013, and that the German sports carmaker is contemplating the development of a smaller sedan model, allegedly called Pajun (we guess the name is inspired by the Cajun small SUV), to slot right under the companys full size sedan model.
And yes, were still talking about Porsche, the famous German company from Stuttgart that was once known and praised by enthusiasts only for its thoroughbred sports cars.
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