2014 McLaren P1 Concept and News

Is McLaren MP4 – 12C was also stuck Lambo – kept your design tastes ? McLaren tops the range , P1 supercar , looks like a cyborg Gaboon viper and made ​​its debut at the Paris Auto Show this year .
For now , the P1 – short for Project 1 , which is the nickname of iconic predecessor in Woking hallways about 20 years ago – just a ” design study , ” The details may change between now and the start of sales in about a year . McLaren shaped lights – logos tend to remain , and roof – mounted intake inspired by F1 are sanctified is a certainty . Inlet that is integrated into the carbon fiber monocoque evolution monocell McLaren , now called MonoCage , and guiding other aircraft to – the – mid engine – mounted , which we believe will be a V – 8 .
” WHAT , ” reader aghast asked , ” is the V – 8 in a car intended to rival the 12 -cylinder Ferrari and Lamborghini ? ” 3.8 – liter V – 8 engine McLaren developed entirely in – house and using their own blocks and architecture . Earlier this year , the head of vehicle development firm , Geoff Grose , told us V – 8 is meant to be the center of more than one car . Do not worry about power , version MP4 – 12C on the twin-turbocharged engine already makes 618 hp . ( By the way , anyone remember how much the F1 made ​​? Was 618 on the nose . )
To put the power to the pavement , P1 aided by a large number of downforce – more than 1300 pounds , if McLaren can be trusted . That’s five times as much as that produced by MP4 – 12C and roughly the same type produced by pushing downward MP4 – 12C GT3 race car . At a time when the brutal army surplus to requirements , the driver can increase or decrease the amount generated by adjusting the rear wing angle of attack. ( Think of it as your own Formula 1 private system drag – reduction , and you do not have to be within a second of anyone to use it . )

Other details that we have collected from McLaren about P1 : Unlike F1 , the new car will seat two people , not three , and in a position side – by -side conventional . The door will be from a variety of people – beautiful , raised and out like the MP4 – 12C . McLaren has a carbon fiber plant at the site , so expect lightweight materials to be used everywhere in P1 – and for all .
Details will be finalized when McLaren revealed the production version of the P1 some time early next year .

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2015 Buick Grand National and GNX

This is a car worth waiting for . Many remember 1984, when it was first introduced Buick GNX , and a truly glorious day . Companies continue to be greatly appreciated , and 2013 Buick Regal and 2013 Buick Verano has good sales . However , we hope that the new model 2015 Buick Grand National and GNX came with a great performance , and it will be a smooth luxurious design .

Both models will be available in the market late next year . Of course we expect the new 2015 Buick Grand National brings a lot of new things , because the company is known for developing new technologies . Not so long ago , the company has pioneered the use of ceramic turbocharger rotor and sequential electronic fuel injection . Unfortunately , there is still no first photographs of models , so we do not know what changes they seem to get . However , they certainly will get a major redesign of the exterior and interior . Since the 2015 Buick Grand National is a high -class vehicle , we know that the comfort , style , comfort and performance of the vehicle will be at the highest level . This is a company that has a very rich tradition , if you do not know , Buick produced the first car back in 1903 .

So , this company knows what will be offered to customers , and we expect the 2015 Buick Grand National 2015 Buick GNX and will come with aggressive modern design and superior performance .

2015 Buick Grand National GNX and Specifications
New 2015 Buick GNX will offer a choice of turbocharged 2.0 – liter four ( currently ranked 272 hp ) or a 3.6 – liter V – 6, which makes 321 horses at ATS . GNX also will be available only in black , and it will be powered by a twin – turbo 3.6 – liter V – 6 are supposed to be good for 400 hp . List will include manual transmission for turbo engine and automatic pistols across the board . The eight- speed Hydra – Matic due in 2014 should serve him well here .
2015 Buick Grand National is designed for fuel efficiency as well as the proposed choice of all -wheel drive than rear-wheel drive . Future models will include all new design , great performance and price .

2015 Buick Grand National GNX and Release Date
Sales of the Grand National is expected to begin in early 2015 . In relation to appearance , Buick has not been exposed to a sneak peak at the new look 2015 Buick Grand National . On the one hand , the interest be a hot issue among fans in the automobile industry with car enthusiasts . But one thing is certain from the Buick Grand National will break the record in the past and will be even more spectacular and hot items in the car world .

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Honda Jazz 2014 Release Date & Specs

New Honda Jazz 2014 has been revealed , presents a dual engine and improved styles that need motivation from Ford Social . This style is badged as the Fit Ford in the U.S. and Asia , but will still be known as the Jazz in the UK when the new edition for sale in the spring of 2014 .
New Honda Jazz Hybrid sharper than this style , with a larger grille and headlights as well as a new fender style , too . New types of efficient and some petrol – electric engine means that the 2014 Honda Jazz Hybrid can get around 85mpg and just 85g/km of CO2 release .

2014 Honda Jazz interior
Honda Jazz new internal only been shown in the model type so far , so it looks quite simple . However, the function of the main switch , large private environment manages to car owners and tourists and a wireless connection to your mobile phone . It’s bigger than before as well , so more internal than last Jazz music .

2014 Honda Jazz specifications
Style shown in the picture is the 2014 Honda Jazz Hybrid , and function of a 1.5 – liter unit mated to a fuel engine , motivated by seven- speed automatic gear box . New gear box is a dual – clutch type , which is very important because the design of the old CVT very hard under great speeding . Hybrid styles have 133bhp , and will go from 0 – 62mph in about 10 a few moments .
Unlike the old style , Honda will offer a diesel engine fuel in a new Jazz for the first time . This may be the same engine 1.6 -liter i – DTEC Honda was found in the present social , and should be less than 100g/km CO2 . There will also be engine 1.3 – liter fuel using CVT gear box of the car confidently .

2014 Honda Jazz Release Date and Price
We anticipate the new Honda Jazz which will hit at the Frankfurt Motor Display in September , before the launch in Asia in September 2013 . Britain is likely to see supply before early 2014 , though .
Cost of the new Honda Jazz has not hit yet but we anticipate to cost around £ 14,000 for the entry – level burn style , and around £ 17,000 for the Honda Jazz Hybrid effective

Thanks for reading Honda Jazz 2014 Release Date, Specs & News

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2012 Lexus LX570 Review

Greenies avert your eyes . Not only would this review does not appeal to you , but it actually might oppose you . Because the LX570 is like a 300 pound man who threw himself right next to you in the middle seat Airbus packed . Just like him , LX takes all the space itself , and little of others . When you park in one of their ” Compact Only ” slots at the mall ( they are not all marked as such ? ) , You ‘ll find your running boards blurring the lines painted on both sides of the sidewalk . Although the LX might just fit , get in and out without dinging your door neighbor is a contortionist challenge it . The stiff slop -over continues at the gas pump , the LX visited more often than alky hit Happy Hour . The bottom line here is 12 MPG City , 17 Highway MPG , with a combined average of 14 MPG . That equates to more cruising range of 320 miles to a tank . On long trips , gas supply you will give 24.5 gallons before your bladder will .
So what , then is the virtue of this $ 88,670 Lexus sport utility ? Quite simply, install almost all the furniture ultra luxe sedan LS460 to the classic architecture of the go- anywhere Toyota Land Cruiser . If you plan to travel through Nepal in wheeled palace , the LX570 is just the ticket . It’s also about the plushest ride to Squaw Valley you can buy at any price .
Let’s start with a commanding driving position . Stepping into striped , illuminated running boards and push themselves into the driver’s seat with enough vigor to compensate for the fact that the LX stands 74 inches tall . That’s 7 inches taller than the Porsche Cayenne or VW Touareg , and exactly the same height as the big Nissan Titan truck . Once ensconced , you have a wonderful view of the road ahead , to the side , and rear . Visibility was so good in fact that the optional ( $ 1000 ) Intuitive Park Assist ( with ” Wide – View Front and Side Monitor ” ) is not necessary . With a large standard Moonroof , this cabin has more glass than staying Corbusier .
Rear seat , while just as spacious and comfortable as the front , frontal vision suffers a bit stuffy when LX is equipped with the optional ( $ 2005 ) Dual Screen DVD Rear Entertainment System . Supplied complete with wireless headphones and a copy of the movie Ratatouille , this option ensures good trance -like obedience back seat of the small seeds on long trips .
Likelihood that you will encounter terrain that would hinder you from LX goal is nil . For nearly 5 decades , the Toyota Land Cruiser has become the gold standard for SUV agility . Its top markets brother , LX570 , continues the tradition of dominant , with enough suspension , brakes and steering adjustments to compensate for the situation off – or on- road driving . 4 – wheel drive full- time operation . A 2 – speed transfer case with a Torsen limited slip differential virtually guarantees you will never lose traction . Gigantic 20 -inch high- PT24 Dunlop Grand Trek tires ( 285/50/R20 ) will paddle you up the hill and valley paved while still affording good side bite and a decent ride on the highway . To adjust your suspension to normal or irregular terrain , Lexus offers micromanagement panel on the center console that includes adjustments riding high , 4WD High or Low range , 5 – stage Crawl Control , and Sport or Comfort shock valving .
8 – speed automatic transmission is smooth of maple syrup , and utilize it to perfection 383hp and 405 lb – ft of torque produced by LX ‘ 5.7 liter 3UR – FE powerplant . On paved roads and winding, we were able to keep the LX glued to the tail quickly driven 997 cabriolet model Porsche 911s . It’s big , bad Lexus can achieve more than its fair share of fuel in space and time , but the end result is the same inarguably . The LX570 always gets the job done , no matter the job description .

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Mercedes-Benz E-Class CDI BlueEFFICIENCY

Another mental marker has popped into my head – 500Nm of torque. That’s 369 lb ft, but 500 is easier to remember and it’s a number the high-end Germans seem to cluster their diesels around.
A quick glance at the stats in the back of the book reveals that the 3.0-litre V6 TDI in the Audi A4 makes 500Nm of torque. The BMW 330d makes 500Nm too – a 3.0-litre straight six diesel. And so does this new diesel engine in the E-Class, the E250 CDI.

This is a remarkable engine. It’s only a four, that’s the impressive bit – it’s the same 2,143cc unit fitted to the single-turbo C200 CDI and C220 CDI. But in this application, it has twin sequential turbochargers running at full puff. Good.
The lag-free slug of torque is deep and fine from tickover, and slings this relatively big car forward at an eye-widening rate. It’s almost bizarre. You would never expect it, given the quite loud, dull drone of the four-pot – it’s almost as if a silent 5.0-litre V8 has been slung in the boot to help out.
It dispatches 0-62mph in 8.2 seconds and returns 47.1mpg on the combined cycle. That’s an impressive combo and makes this the engine of choice in the new E-Class – it’s clean too at 154g/km, so road tax is only £150 a year.
Oh, and one more mental marker for you: specific torque output is 233.2Nm per litre. If you can think of an engine that beats it, send us a postcard.
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Mazda 3 i-stop

Time for some science for piston heads. When this Mazda 3’s engine is stopped, the car’s new i-stop system – the company’s first crack at stop/start – knows which piston is in the best position to restart quickest. It’s the one in the combustion stroke phase, where air and fuel are in the cylinder and ready to be ignited. Sensors pinpoint which cylinder that is, before the mixture is sparked and ignited, forcing that piston down first and firing the engine into life faster. It’s like placing bike pedals just past noon, making it easier to push down and move off.
You might think that’s the most pointless factoid ever, but Mazda is justifiably quite proud of that kind of detail. And it makes a difference. When you press the clutch, the engine takes just 0.35 seconds to get going. By comparison, BMW’s stop-starters take 0.7secs, because the starter motor has to churn the engine in a conventional fashion. If you’re first at the lights and you’re determined to use your stop/start, that speck of time is significant.

The problem is keeping it stopped. If you want to run the aircon or wipers or de-misters, it’ll only switch off for a few seconds or sometimes not at all. Despite having a second battery to run the starter motor, i-stop is reluctant to do its thing unless you switch everything off. We tested the car in 25° heat, selecting a 20° cabin temp, and it could only manage about four seconds before calling on the engine again. That’s not good enough in less-than-strenuous conditions, but it’s a problem we’ve experienced with other makes of car.

And then there’s the engine itself: a naturally aspirated 2.0-litre with direct-injection. Not the obvious choice for a stop/start system, which would usually be fitted to a diesel or smaller petrol. Trouble is, i-stop works most efficiently with a direct-injection engine (because less fuel is wasted in the restart process), and Mazda only has two of those on its books – this one, and the 2.3-litre

from the CX7. Diesel is incompatible with i-stop in its current state, due to a lack of spark ignition and an extra phase to its combustion cycle. The 2.0-litre manages 41.5mpg and 159g/km – not bad, but it doesn’t feel substantial enough (consider that a BMW 120i with a conventional stop/start system hits 44.1mpg).
Yes, it’s an interesting system, and the speed of the restart is impressive, but i-stop doesn’t quite make sense with this engine. Mazda is working on a solution to that diesel problem and is designing some smaller direct-injection engines too. Only when that happens, and when it works better with the air-conditioning, will i-stop really start to shine.
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Mercedes-Benz B-Class driven

Mercedes-Benz B-Class driven-Prices £24,170

Apparently, the new B-Class is the ‘most significantly changed Mercedes-Benz model ever introduced’. A bit of PR puffery, or a coded admission that the outgoing car wasn’t up to much? Whatever, the new B is officially a Very Big Deal indeed. Why? Because Merc’s new compact car platform underpins it, and will sire not just the new A-Class, but also a mini-SUV, a small coupe and something else that is currently tbc (a cross-over thingy?) There is – quite literally – a lot riding on it.
Proof of this comes in the extravagantly mustachioed form of Daimler-Benz CEO Dr Dieter Zetsche, who has gatecrashed the car‘s Vienna launch to invite TopGear on a personal test drive and discussion. We’re flattered. Dr Z is one of the industry’s biggest hitters. German chancellor Angela Merkel is probably never off the blower bemoaning the Eurozone crisis, yet here he is for some TG face-time.
Initially, there are seven different new B-Class models, in various states of trim, powered by two all-new, direct-injection, transversely mounted, turbocharged engines (a 1.6-litre petrol with either 122 or 156bhp, and a 1.8-litre common-rail diesel with 109 or 136bhp). A six-speed manual is standard, and there’s the option of a DSG automatic (both also all-new, the double clutch being the correct approach for front-drive Mercs, but not rear-drive, according to Dr Z).
Other top-line highlights include the arrival as standard of another new Mercedes Assist safety system, this time called Collision Prevention Assist (isn’t that what the brake pedal is for?). A radar-based set-up which issues visual and audible warnings, it also primes the brakes for maximum attack (“a costly innovation”, says the boss, “[which] we compare to the ESP in the first A-Class, and it didn’t take a moose to get us there this time”).
The chassis, of course, is also all-new, as is the multi-link rear suspension, and the electro-mechanical steering (with its on-demand power assistance, it’s part of the B’s suite of eco measures alongside start/stop and brake energy recapture). “This is the most significant thing Mercedes has done for some time,” the boss reiterates, as we set off.
Is the new B a looker? Not really, but buying a compact people carrier for its shape is like hiring Wayne Rooney to write a thesis on Nietzsche. In silver and on the right wheels, it looks fine, jetting in the body-side crease that enlivens the CLS, and generally looking a lot less apologetic than the outgoing model.
It’s also impressively aerodynamic: in full beardy Eco trim, its drag coefficient is 0.24Cd, with 0.26Cd the norm in the range. This emphasis on aero was trendy back in the early Eighties; now, it’s all about the quest to reduce emissions and improve efficiency. And it’s worked: the B180 CDI with DSG delivers a claimed 64.2mpg and 116g/km of CO2, while the B200 CDI takes things just over the 120g/km barrier.
If you have kids or have ever had a dodgy back, or indeed both, you will appreciate the B-Class’s ‘H’ (for hip) point. In fact, a decent ‘H’ point is one of the reasons you’d get a car like this, and there’s something perversely thrilling about effectively walking into a car‘s cabin. But I also like sitting ‘in’ a car, as opposed to ‘on’ it, which is where the new B-Class is a huge improvement over the old, mainly because the unusual (and costly) double-floor system has gone, and the seats are mounted 86mm lower. Behind the wheel (the same as you’ll find in the CLS, coincidentally), it no longer feels likea small Routemaster bus, either.
In fact, it feels like a compact but substantial Merc: clear dials, premium materials, funky air vents, and the same easy-to-use instrument topography as in bigger Mercs. The multi-media and nav display is now sited in a screen that sits above those air vents doing an uncanny impersonation of an iPad. It’s bright and airy, with seemingly infinite headroom, with or without the panoramic roof.
Roomy in the back, too, with seats that can slide backwards and forwards, and fold in the usual bewildering ways, although the middle seat on the rear bench isn’t up to much, and with five people on-board, luggage space is squeezed. The new B’s packaging is future-proofed, however, for electric and fuel-cell derivatives, which are being worked on right now.
On top of the available SE or Sport designations, the options list is dense with costly possibility: you can choose between Chrome, Sports, Exclusive or Night packages, and much of the available kit has come from bigger, posher Mercs. A £50k B-Class? Insanity, obviously, but a distinct possibility.
It’s perfectly nice to drive, especially in punchy B200 CDI Sport form. Although its centre of gravity is lower than before, it’s still not that keen on being pushed beyond its comfort zone, a situation the vagaries of the electro-mechanical steering don’t do much to help. But that comfort zone is now very comfortable indeed, and it rides sweetly – even on the bigger wheels and firmer Sport suspension settings – and muffles road and wind noise effectively. The pokier diesel is better than the petrol version I tried, simply because of its fatter mid-range torque envelope, and though the new manual ‘box is very good, the DSG is better.
Crucially, the whole package vaults the B-Class forward. The old B felt like an afterthought, one of those cars you sensed even Mercedes felt slightly sheepish about. The new one feels just like a big Merc, only smaller. With prices starting at £21,290, the premium Mercedes charges is now at least easier to justify, though we’d still encourage you to shop around. This is a tight segment these days.
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