Showing posts with label review. Show all posts
Showing posts with label review. Show all posts
Friday, September 11, 2015
Review BMW i8
The BMW i8 is ready to revolutionise its vehicle class. As the first sports car with the consumption and emission values of a compact car. The strength of the plug-in hybrid lies, among other factors, in the perfect synchronisation of electric motor and combustion engine, which makes itself apparent in maximum efficiency and dynamics on the road. The first sports car that even accelerates the zeitgeist.
BMW 1 Series First Drive
The new BMW 1 Series has a big job ahead of it. Currently, its main rivals are outselling it by more than two to one. Leading the sales tally for the class (at the end of May 2015) is the Audi A3 on 1945, followed closely by the Mercedes-Benz A-Class (1754) with the 1 Series a distant third (757).
So it's not surprising the new model has had, as the company says, one of the most comprehensive facelifts in the company's recent history. Doubling sales is no easy task, especially in a market that is only growing by 1.5 per cent PER YEAR?
Highlights of the new range include styling tweaks inside and out, a new model line-up, sharper pricing and more equipment. Gone are the days when buying a BMW meant ticking numerous expensive option boxes.
The range now starts with the 118i (replacing the 116i), while the BMW 118i is now the 120i. The specification of the 118d (due in a month) has been realigned in specification with its petrol equivalent.
Pricing starts at $36,900 (plus on road costs) for the 118i and peaks at $62,900 (plus ORC) for the M135i.
Exterior styling tweaks are minor – there's a larger kidney grille, new headlights, redesigned front apron, LED daytime running lights and new taillights.
Pricing starts at $36,900 (plus on road costs) for the 118i and peaks at $62,900 (plus ORC) for the M135i.
Exterior styling tweaks are minor – there's a larger kidney grille, new headlights, redesigned front apron, LED daytime running lights and new taillights.
It is equipment where the new model really shines, with each variant gaining more equipment compared with its predecessor (see list at the end of the story).
Inside, the 1 Series is typical BMW with a driver-focused cockpit and high quality materials. The update brings new seat upholstery and interior trim highlights, such as the chrome surrounds on the air vents and the keypads for the radio and air con now set against high-gloss black panelling.
Cabin space is good in the front and rear leg space is ample. Boot space is also acceptable for the class at 360 litres, extending to 1200 litres with the seats folded. BMW's run-flat tyre tradition continues – there is no spare wheel at all.
On launch, we drove the 118i, 120i and the 125i. The 118i is powered by the same 1.6-litre (100kW/220Nm) turbo petrol engine that was in the 116i. This is combined with a slick eight-speed automatic transmission. Combined fuel consumption therefore remains the same at 5.6L/100km, as does the 0-100kmh time of 8.7 seconds. While these are not high performance figures, the automatic does well to make the most of the power and the 118i feels sprightly enough. Put it on a twisty section of road and even the 118i will bring smile to your face. The rear-drive experience is something its rivals (both the Audi and the Merc are driven by the front wheels) simply cannot compete with. The only issue we experienced was brake fade on a long, twisty downhill section of road on the launch.
Sadly, this new 1 Series is the last of the rear-drive 1 Series models ever to be produced, with the next generation to be based on the front-drive MINI platform.
Ride quality in the 118i is good (especially considering it is shod in run-flat tyres, which are harder riding than regular tyres). It was the most compliant of the three, although that's probably not surprising as it was on the smallest (16-inch) rims.
Stepping into the 120i brings a considerable difference in performance. Under the bonnet is a an uprated version of the same 1.6-litre turbo in the 118i, producing 130kW/250Nm – and you can certainly feel it. It's 1.5 seconds quicker to 100km/h and livelier than the 118i. Its larger 17-inch wheels made the ride noticeably harsher.
The 125i is quicker again thanks to the 160kW/310Nm 2.0-litre turbo petrol engine under the bonnet. On all 125is the M Sport package is standard which, includes M Sport brakes, suspension, variable sport steering and 18-inch wheels. The sport suspension and large wheels do impact ride quality – it is considerably harder and more crashy over large bumps. It also felt more nervous and skittish over broken bitumen and the larger wheels contributed to more road noise.
Inside, the 1 Series is typical BMW with a driver-focused cockpit and high quality materials. The update brings new seat upholstery and interior trim highlights, such as the chrome surrounds on the air vents and the keypads for the radio and air con now set against high-gloss black panelling.
Cabin space is good in the front and rear leg space is ample. Boot space is also acceptable for the class at 360 litres, extending to 1200 litres with the seats folded. BMW's run-flat tyre tradition continues – there is no spare wheel at all.
On launch, we drove the 118i, 120i and the 125i. The 118i is powered by the same 1.6-litre (100kW/220Nm) turbo petrol engine that was in the 116i. This is combined with a slick eight-speed automatic transmission. Combined fuel consumption therefore remains the same at 5.6L/100km, as does the 0-100kmh time of 8.7 seconds. While these are not high performance figures, the automatic does well to make the most of the power and the 118i feels sprightly enough. Put it on a twisty section of road and even the 118i will bring smile to your face. The rear-drive experience is something its rivals (both the Audi and the Merc are driven by the front wheels) simply cannot compete with. The only issue we experienced was brake fade on a long, twisty downhill section of road on the launch.
Sadly, this new 1 Series is the last of the rear-drive 1 Series models ever to be produced, with the next generation to be based on the front-drive MINI platform.
Ride quality in the 118i is good (especially considering it is shod in run-flat tyres, which are harder riding than regular tyres). It was the most compliant of the three, although that's probably not surprising as it was on the smallest (16-inch) rims.
Stepping into the 120i brings a considerable difference in performance. Under the bonnet is a an uprated version of the same 1.6-litre turbo in the 118i, producing 130kW/250Nm – and you can certainly feel it. It's 1.5 seconds quicker to 100km/h and livelier than the 118i. Its larger 17-inch wheels made the ride noticeably harsher.
The 125i is quicker again thanks to the 160kW/310Nm 2.0-litre turbo petrol engine under the bonnet. On all 125is the M Sport package is standard which, includes M Sport brakes, suspension, variable sport steering and 18-inch wheels. The sport suspension and large wheels do impact ride quality – it is considerably harder and more crashy over large bumps. It also felt more nervous and skittish over broken bitumen and the larger wheels contributed to more road noise.
The 125i was the most fun of the three models, but for value for money, the 120i is hard to beat.
We didn't get behind the wheel of the flagship M135i fire breather on launch, but with 240kW of power (up 5 kW compared with the previous model) and 450Nm of torque, we look forward to getting one in the garage soon.
All 1 Series models come with BMW Service Inclusive (BSI), where service and selected maintenance costs can be covered by a single, one-off advance payment. BSI offers two packages: BMW Service Inclusive Basic and BMW Service Inclusive Plus.
The new 1 Series is considerably better value than the outgoing model and benefits from this significant upgrade. Time will tell if it's enough to get the 1 Series back to being the top seller in its class.
BMW 118i $36,900 and BMW 118d $40,300
Specification over previous 116i:
• Sport Line
• Eight-speed Steptronic transmission
• Rear View Camera
• Sport steering wheel
• Rain sensor
• Automatic climate control
• ConnectedDrive Lifestyle
• ConnectedDrive Real Time Traffic Information
• Eight-speed Steptronic transmission
• Rear View Camera
• Sport steering wheel
• Rain sensor
• Automatic climate control
• ConnectedDrive Lifestyle
• ConnectedDrive Real Time Traffic Information
BMW 120i $41,900
Net specification over previous 118I and 118d:
• 17-inch alloy wheels
• Interior mirror w/ anti-dazzle function
• Storage package
• Fog lights
• 2-zone climate control
• Interior lights package
• Extended Smartphone connectivity
• Driving Assistant
• Extended instrument cluster
• Sensatec upholstery
• Interior mirror w/ anti-dazzle function
• Storage package
• Fog lights
• 2-zone climate control
• Interior lights package
• Extended Smartphone connectivity
• Driving Assistant
• Extended instrument cluster
• Sensatec upholstery
BMW 125i $48,900
Net specification over previous 120i:
• 18-inch M alloy wheels
• Eight-speed sport automatic transmission
• M Sport package
• M Sport brakes
• Variable sport steering
• Exterior mirrors w/ anti-dazzle function and fold
• LED headlights
• Front and Rear Park Distance Control
• Alcantara/Cloth upholstery
• Eight-speed sport automatic transmission
• M Sport package
• M Sport brakes
• Variable sport steering
• Exterior mirrors w/ anti-dazzle function and fold
• LED headlights
• Front and Rear Park Distance Control
• Alcantara/Cloth upholstery
BMW M135i $62,900
Net specification over previous 125i:
• M Performance
• Adaptive M Suspension
• Adaptive LED headlights
• Navigation Professional
• DAB+ Digital Radio
• HiFi loudspeaker system
• Leather upholstery
• Adaptive M Suspension
• Adaptive LED headlights
• Navigation Professional
• DAB+ Digital Radio
• HiFi loudspeaker system
• Leather upholstery
Quick Facts
| Make | BMW |
| Model | 1 Series |
| Category | Small |
| Body type | 5-door hatchback |
| Pros | Rear camera standard across the range Rear-drive handling prowess Sharper pricing Stronger specification |
| Cons | Harsh ride on 120i and 125i Road noise on 125i No gearshift paddles on 118i or 120i |
| Country of manufacture | Germany |
| Available from | 15-Jun-15 |
| Priced from | $36,990 |
Specifications
Engine | |
| Engine size | ALL L |
Fuel Consumption |
Wednesday, September 9, 2015
2014 Honda NC700X DCT ABS Review
When Honda released the 2012 NC700 series of motorcycles with an optional Dual Clutch Transmission (DCT), some members of the riding public scratched their heads. To an experienced rider, operating a well-engineered clutch and gearbox is seen as an asset, not a negative. What the naysayers couldn’t wrap their heads around was that Honda was trying to attract new people to the ranks of riders.
Honda’s engineers made an effort to appeal to seasoned riders, reentry riders, and not-yet-riders by designing a bike with real-world economy and accessible performance. Available in either red or black, the NC700X has thoroughly modern – yet unintimidating – styling that will appeal to many people. Available with a traditional clutch/gearbox, the NC700 is also available with Honda’s second generation DCT to ease the learning curve of new riders.
Since proper clutch control can be a major hurdle to new riders, the dual-clutch tranny eliminates the clutch lever and can provide fully automatic shifting as on some sporty automobiles. Rolling away from a stop requires nothing more than twisting the throttle. In the DCT’s Drive and Sport modes, gear choice is left up to the ECU, with Sport providing quicker responses while using a higher portion of the engine’s rev range. The ECU’s “learning function” monitors the engine to determine the riding environment (throttle and gear positions, speed, etc.) and anticipate what action will be required next, allowing the shift points to vary within the same mode.
For times when more rider involvement is desired, Honda’s DCT has given the rider the ability to temporarily override the DCT with the shift paddles on the left grip. A short period after utilizing the shift paddles to select a gear, the Engine Control Unit (ECU) will return to the automatic mode. As a rider’s experience level increases, the DCT’s paddle-shifting manual mode gives more control and can be easily engaged via a switch on the right handgrip.
While the DCT’s Drive mode is focused on user-friendly performance and fuel economy, rolling on the throttle still moves you past traffic without drama. Whacking the throttle open causes a quick downshift (or two) to occur before strong acceleration begins. In order to avoid the shifting delay after the throttle is opened, experienced riders will prefer to preemptively override the DCT by downshifting manually and thus shortening the reaction time significantly. Sport mode changes the gear selection, and downshifts come sooner, giving the benefit of a little engine braking entering corners. Experienced riders will grin as they thumb a couple quick downshifts on corner entry, roll on the throttle, and let the DCT do all the upshifting work. With the DCT arrangement, changing gears is amazingly seamless.
The smooth fuel metering from the NC700X’s EFI supplies both fun and practicality. The power delivery is tuned to get the most bottom end and mid-range from the 670cc parallel-Twin. Torque comes immediately off idle and peaks at 4750 rpm with 44 ft-lb, as recorded on the dyno during our comparo of the non-DCT version against Kawaski’s Versys. Horsepower weighs in at a relatively sedate 47.6 hp at 6250 rpm.
Fuel efficiency was designed from the inside out, beginning with the friction-reducing coatings on the walls of the cylinders, each carrying an undersquare 73mm bore and 80mm stroke. The intake and exhaust ports branch within the cylinder head, enabling the use of a single 36mm throttle body. Engine compactness is improved through a camshaft-driven water pump and the centralized location of the catalytic converter. In addition, special attention was paid to making the mill as compact and light as possible. To achieve the desired mass centralization, the engine’s two parallel cylinders are canted forward 62-degrees to make it shorter and flatter. Honda filled the space normally reserved for the gas tank with a handy, waterproof compartment large enough to hold some (but not all) XL full face helmets.
Out on the interstate, the engine turns a comfortable 3500 rpm at 65 mph. Engine vibration is minimal, starting around 4500 rpm. In our somewhat greedy hands, the NC yielded an average fuel economy of 54.9 mpg for a mathematical range of 203 miles from its 3.7-gallon tank located under the seat, low and forward next to the engine.
Around town, the NC700X feels balanced and stable. The rider’s upright position is perfect for negotiating traffic. Thanks to the wide handlebar, steering response is immediate and predictable. The Bridgestone BT-023 tires offer plenty of grip given the NC’s job description. While the styling and long-ish-travel suspension (5.4 inches front and 5.9 inches rear) may look like they’re ready for light off-road use, the NC has no such aspirations but is more than capable at handling the road irregularities found in the concrete jungle. The soft front end dives under the initial application of brakes, but not excessively so. As long as the pace is kept within the parameters for which the suspension was designed, it works well, though mid-corner bumps do occasionally upset the chassis.
As part of the DCT package, Honda’s Combined ABS links the front and rear calipers to the brake pedal. When the pedal is depressed, the rear brake is activated and a proportioning valve varies the percentage of power delivered to the front wheel’s 320mm disc in an effort to optimize the use of both brakes. Lightly applying the brake pedal feels as if the proportioning valve is initially only sending power to the 240mm rear, but increasing the pedal pressure causes the front end to dive slightly, reflecting the effects of both brakes being utilized. The front brake is controlled independently by two of the caliper’s three pistons. ABS kicks in if either wheel reaches a threshold for impending lockup. While not as powerful as more sporting brakes, they are more than capable of getting the job done with a firm pull at the lever.
The bike feels much lighter than the claimed ready to ride weight of 505 lbs which can be attributed largely to the NC700X’s extremely low CG, thanks to the engine’s inclined cylinders and the low position of its fuel tank. Although the 32.7 in. seat height may give shorter riders pause, the narrowness of the bike combined with its low CG keeps the NC700X from feeling top heavy.
The NC700X’s fashionable styling and fit and finish doesn’t look like that of a motorcycle whose base price is $8,799. (If you’d rather have a traditional transmission and no ABS, the price drops $1,000.) Honda has managed to deliver a great combination of fun and efficiency at a reasonable price – even with the cool DCT/ABS technology.
The NC700X delivers a good value for the money – one new and reentry riders should take a serious look at.
Read more »
Honda’s engineers made an effort to appeal to seasoned riders, reentry riders, and not-yet-riders by designing a bike with real-world economy and accessible performance. Available in either red or black, the NC700X has thoroughly modern – yet unintimidating – styling that will appeal to many people. Available with a traditional clutch/gearbox, the NC700 is also available with Honda’s second generation DCT to ease the learning curve of new riders.
 |
| Made for the urban jungle, the NC700X offers a great platform for negotiating the tasks of a daily rider |
 |
| The shift buttons are comfortably located and increase the fun of the NC. |
While the DCT’s Drive mode is focused on user-friendly performance and fuel economy, rolling on the throttle still moves you past traffic without drama. Whacking the throttle open causes a quick downshift (or two) to occur before strong acceleration begins. In order to avoid the shifting delay after the throttle is opened, experienced riders will prefer to preemptively override the DCT by downshifting manually and thus shortening the reaction time significantly. Sport mode changes the gear selection, and downshifts come sooner, giving the benefit of a little engine braking entering corners. Experienced riders will grin as they thumb a couple quick downshifts on corner entry, roll on the throttle, and let the DCT do all the upshifting work. With the DCT arrangement, changing gears is amazingly seamless.
The smooth fuel metering from the NC700X’s EFI supplies both fun and practicality. The power delivery is tuned to get the most bottom end and mid-range from the 670cc parallel-Twin. Torque comes immediately off idle and peaks at 4750 rpm with 44 ft-lb, as recorded on the dyno during our comparo of the non-DCT version against Kawaski’s Versys. Horsepower weighs in at a relatively sedate 47.6 hp at 6250 rpm.
Fuel efficiency was designed from the inside out, beginning with the friction-reducing coatings on the walls of the cylinders, each carrying an undersquare 73mm bore and 80mm stroke. The intake and exhaust ports branch within the cylinder head, enabling the use of a single 36mm throttle body. Engine compactness is improved through a camshaft-driven water pump and the centralized location of the catalytic converter. In addition, special attention was paid to making the mill as compact and light as possible. To achieve the desired mass centralization, the engine’s two parallel cylinders are canted forward 62-degrees to make it shorter and flatter. Honda filled the space normally reserved for the gas tank with a handy, waterproof compartment large enough to hold some (but not all) XL full face helmets.
 |
| The riding position is comfortably upright, giving the pilot a good position for viewing the road ahead. The adjustable windshield offers decent protection. |
Around town, the NC700X feels balanced and stable. The rider’s upright position is perfect for negotiating traffic. Thanks to the wide handlebar, steering response is immediate and predictable. The Bridgestone BT-023 tires offer plenty of grip given the NC’s job description. While the styling and long-ish-travel suspension (5.4 inches front and 5.9 inches rear) may look like they’re ready for light off-road use, the NC has no such aspirations but is more than capable at handling the road irregularities found in the concrete jungle. The soft front end dives under the initial application of brakes, but not excessively so. As long as the pace is kept within the parameters for which the suspension was designed, it works well, though mid-corner bumps do occasionally upset the chassis.
 |
| Honda’s use of textures in the detail work on the NC700X delivers a higher perceived value in person that doesn’t show up as well in photos. |
The bike feels much lighter than the claimed ready to ride weight of 505 lbs which can be attributed largely to the NC700X’s extremely low CG, thanks to the engine’s inclined cylinders and the low position of its fuel tank. Although the 32.7 in. seat height may give shorter riders pause, the narrowness of the bike combined with its low CG keeps the NC700X from feeling top heavy.
The NC700X’s fashionable styling and fit and finish doesn’t look like that of a motorcycle whose base price is $8,799. (If you’d rather have a traditional transmission and no ABS, the price drops $1,000.) Honda has managed to deliver a great combination of fun and efficiency at a reasonable price – even with the cool DCT/ABS technology.
The NC700X delivers a good value for the money – one new and reentry riders should take a serious look at.
Source : Motorcycle
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