Latest auto news, reviews, editorials...

Latest auto news, reviews, editorials...

Latest auto news, reviews, editorials...

Latest auto news, reviews, editorials...

Latest auto news, reviews, editorials...

Thursday, September 12, 2013

Skoda Yeti review


The Skoda Yeti crossover is a member of the fastest-growing niche of vehicles

The Skoda Yeti is a crossover, and therefore a member of the fastest-growing niche of vehicles: one that aims to combine the versatility of a tall hatchback with sufficient off-road ability to meet the needs of 95 per cent of buyers.

Like other recent cars of its ilk, the Yeti is available with petrol or diesel power and front or four-wheel drive. In whatever form you choose it consumes fuel and emits gases at rates little worse than those of a regular hatchback.

Its price, unfortunately, especially in the higher trim levels, is pushing towards the latter - especially as you move up the engine range into the higher-powered 2.0-litre diesels and climb towards the top of the specification list, or begin ticking option boxes.The Yeti is a slightly unusual size, however. At only 4.2 metres long, its blocky proportions and silhouette are somewhere between a Fiat Panda 4x4 and a conventional C-segment soft-roader such as the Volkswagen Tiguan.

Entry-level 1.2 TSI petrol-powered models costs less than an equivalent Octavia hatchback though, so there's the chance that in the right specification the Yeti could make a lot of sense.

Is Skoda in danger of asking too much for its crossover SUV? Read our comprehensive review to find out.

2014 Nissan Qashqai Review


The 2014 Nissan Qashqai compact crossover is the second generation of the vehicle after 2007 when it first appeared on the market. Design of the new the 2014 Nissan Qashqai based on the Hi-Cross concept,where the vehicle will be much more aggressive look than the current model. Refreshments made​​ minor changes related to specific details so that design changes to modernize the concept and strengthen positions in the competition. Premiere the 2014 Nissan Qashqai expected in Frankfurt this year and sales will start in the first half of next year. The same dimension, highlighted lines and high quality materials guarantee you that this car will suit all your needs.



2014 Nissan Qashqai New Engine

The 2014 Nissan Qashqai will be powered by the new engine 1.2-liter turbo gasoline engine with 115 hp and 190 Nm of torque. This engine is designed to reduce fuel consumption to 5.6 liters and less emission of carbon dioxide that will be less than 120g. Of the next generation of these vehicles will be available to plug in hybrid version. The 2014 Nissan Qashqai will offer engines have1.6 liter diesel engine to be moreeconomical with CO2 emissions of less than 105 g. As with the first generation of buyers will drive versionsare available on all 4 or just the front two wheels. Next-generation Nissan Qashqai comes to new modularplatform that will be shared with other models.



2014 Nissan Qashqai Interior

The 2014 Nissan Qashqai plans to improve the quality of the interior finish. These models are of higher quality and softer materials, the central touchscreen and other devices. The modularity of the seats and their felling to provide maximum usable storage volume reaches 1,500 liters. It will have room for five passengers and has ample space for a comfortable journey. Certainly, the price of the 2014 NissanQashqai be greater than the previous and will move about $ 25,000.



Mazda CX-5 review


Can efficiency-boosting SkyActiv technology help the Mazda CX-5 raise the compact crossover bar?


Car makers frequently mention the phrase ‘all-new’ when describing their latest model. The reality is that usually much of the mechanicals and switchgear has seen service elsewhere. But when its maker says the Mazda CX-5 is ‘all-new’, it really means it.

It was the first model in Mazda’s range to feature the full suite of SkyActiv technologies – Mazda’s far-reaching attempt to drive up efficiency through the use of lightweight components and efficient powertrains. In 2008, Mazda said it would find a 30 per cent improvement in the average fuel economy of its range by 2015.

That might raise eyebrows among other Japanese car makers who have nailed their colours firmly to the hybrid mast. But on the surface it appearsMazda could be on to something: official figures as low as 119g/km and 61.4mpg on the combined cycle are impressive for anything, never mind a high-riding SUV.The bold and interesting part of a fairly industry-standard plan is that, to begin with, the firm has opted not to leap on the expensive and complicated hybrid bandwagon, but instead refine and gently rethink the conventional internal combustion blueprint.

Those figures are derived from the CX-5’s low-power diesel engine driving the front wheels through a manual gearbox. Compared to that, the rest of the range seems costly to run, although next to its rivals it remains pretty parsimonious.

At the heart of the CX-5 range sits an advanced 2.2-litre diesel engine, which has an exceptionally high compression ratio resulting in improved fuel efficiency and torque. A similarly advanced petrol engine is also offered, but is destined for niche appeal on these shores.

Both engines are mated to either a compact and lightweight six-speed manual gearbox or an efficient auto. Power is transferred to the front or all four wheels, depending on specification.

This review will endeavour to find out if Mazda has succeeded – not only in its self-proclaimed task, but also in delivering a product well rounded enough to thrive in a segment populated by high achievers such as the

Kia Rio review


Stylish, efficient and fun.

Introduction

The Kia Rio delivers excellent fuel economy, perky performance and a strong warranty for an attractive price with a degree of style. Rio also offers refinement not often found in a subcompact, and it's roomy and comfortable. Completely redesigned for the 2012 model year, Rio is available in two body styles: the four-door Rio sedan and Rio 5-door hatchback. 
For 2013, changes to the Kia Rio are minimal. The 2013 Kia Rio sedan and hatchback get a revised badge on the hood, trunk lid and steering wheel. Steering-wheel mounted paddle shifters now come on the SX model; hatchback EX and SX trims get a standard cargo floor tray and net. Also, an automatic stop/start feature is included with the optional Eco package. 
The Rio four-door sedan and Rio 5-door hatchback share styling influences but not all details; with different grilles, tails and side scallops they look more like siblings than twins. Compared with other subcompacts, the Kia Rio models are wider, have a longer wheelbase, shorter overall length and lower roofline; only Nissan's Versa is considerably bigger outside. 
Kia Rio mechanicals go a step better than basic econo-car. Its 1.6-liter engine uses direct injection to aid power and fuel economy, resulting in the best horsepower in the segment and fuel economy highway ratings in the 40-mpg range. The optional Idle Stop and Go system found on the Eco package, typically reserved for more expensive cars, automatically turns the engine off and on at long stops, saving more fuel for urban drivers and reducing emissions. 
Rio's all-disc brakes are uncommon in this bracket, as are its available 17-inch wheels. Suspension is conventional in design, delivering a ride suitable for long commutes and behavior suitable for the class. 
Cabins are nicely put together. They're easy to live with and not overwrought with gimmicky styling. Everything is easy to operate and anyone can quickly master the controls. Kia's reputation for value is carried on by standard features such as air conditioning and power-heated mirrors. Mid-line Rio models have Bluetooth as standard. Upgrades include navigation, Kia's UVO infotainment system by Microsoft, rear camera, leather upholstery and heated front seats. 
Both sedan and hatchback models offer useful space; we favor the hatch for its added load flexibility and maneuverability. Rio seats are comfortable. And there's good cubby storage in the center console and side door pockets. Interior room stacks up well against competitors, but while Rio is best in terms of front legroom, it suffers from cramped legroom in the rear. 
On the road, the Rio is smooth and feels refined for the class. The ride is taut without being firm, the feeling one of stability and not punishment. 
The 2013 Kia Rio is a considered a subcompact car and competes against the Ford Fiesta, Chevrolet Sonic, Hyundai Accent, Nissan Versa, Honda Fit, and Toyota Yaris. 

Lineup

The 2013 Kia Rio is offered as a five-door hatchback and a four-door sedan. All Rio models come with a 1.6-liter four-cylinder engine. 
Rio LX ($13,600) and Rio 5-door LX ($13,800) are equipped with a 6-speed manual gearbox or optional 6-speed automatic ($1,100). LX models come with cloth upholstery, air conditioning, wind-up windows and manual door locks, heated power mirrors, tilt steering, variable intermittent wipers, six-way manual driver seat, split folding rear seat, AM/FM/CD/MP3/AUX/USB stereo with steering wheel controls and 15-inch steel wheels. Rio 5-door hatchbacks include rear wipe/wash. 
Rio EX ($16,500) and Rio 5-door EX ($16,700) come with the 6-speed automatic. Rio EX models upgrade with power windows and locks, tilt/telescoping steering wheel, Bluetooth, sliding center console armrest, front tweeters, metallic cabin trim with faux leather door panels, power-folding mirrors, cruise control, and chrome trim. Optional is a Convenience package ($1,150) adds a leather-wrapped steering wheel, additional interior lighting, upgraded audio system with UVO-by-Microsoft rear camera, side mirrors with integrated turn signals, automatic headlamps, fog lamps and 15-inch alloy wheels. The Eco Package ($400) includes automatic stop/start, which turns the engine off when stopped to save fuel. 
Rio SX ($17,700) and Rio 5-door SX ($17,900) are offered with the automatic transmission only and come with everything found on the EX plus a leather-wrapped steering wheel and shifter, dual exhaust outlets, sports suspension calibration, 205/45R17 tires on alloy wheels, larger front brakes, projector headlamps, LED tail and front running lamps, fog lamps, painted center dash, alloy pedal covers, and UVO entertainment with rear camera. A premium package ($2,300) adds leather upholstery, heated front seats, pushbutton start/smart key, LED map lights, UVO navigation and moonroof. 
Safety features, all standard, include front airbags, front side-impact airbags, side curtain airbags, electronic stability control and hill-start assist. 

Walkaround

Family resemblances are apparent with the Kia Rio. Certain styling cues are shared with the current-generation Optima midsize sedan, which underwent an extreme makeover from dowdy to dapper in its last redesign. Rio's looks aren't groundbreaking, but they are as contemporary as anything in the class. 
Rio sedan and hatchback models share front doors and basic structures but surface cosmetics keep them separate. The sedan mirrors the Optima more, with the pinched center top grille and full-width lower air intake. The hatchback has a much smaller upper grille, almost like an engine air intake rather than cooling, and a deeper lower grille segmented in three sections where the angled side sections meet the flat center. Sedan and hatch models use different headlamp housings, and the SX version of each also gets unique lights, including LED daytime running lights. On both body styles the front wheels are well outboard of the headlights, adding a lower, more aggressive look; it's not mean, nor as comic-like as some small cars. 
A pronounced wedge profile in side view shares a deep front door window, and ahead of the mirror, a small triangular piece of fixed glass that's quite useful for driver vision. The top crease of the scallop in the door panels echoes the windshield pillar line and fairs rearward, on the sedan leading directly to the top of the taillight. Combined with the slender roof pillar and minimal painted surfaces above the lamps, the sedan has an elegant, light, tailored look, disguising the substantial trunk height. 
On the hatch the roofline tapers down, pinching the rear windows, one reason the Rio hatch does not have more rear-seat headroom than the sedan. The short rear panels wrap around into the hatch, the lights protruding slightly (but still well inside the bumper) for better all-around viewing and staying cleaner in bad weather. On SX models, the taillights have LED elements. 
The hatchback's rear window is close to horizontal at the top edge, fitted with a small spoiler, and close to a semicircular arc along the bottom edge, reminiscent of the grinning grille on some Mazdas. A dark close-out panel sweeps up from behind the rear wheels serves to visually lower and widen both models. And on both cars the license plate is in this recess, not the hatch or trunk lid, so you never hear it rattle. With trunk or hatch open some portion of the taillights and low-mount reflectors remain visible to improve night-loading safety. 
Compared with the Ford Fiesta, Chevrolet Sonic, Honda Fit, and Toyota Yaris, the Rio has a longer wheelbase but shorter overall length, and it's wider and lower than most. Extra wheelbase helps ride quality and stability, but a longer wheelbase with a shorter overall length also means shorter overhangs front and rear. All these dimension play into how the Rio comes across a bit sportier than most other subcompacts. The other aspect is that few competitors offer big 17-inch wheels. 

Interior

The Kia Rio EX interior has a pleasant appearance with soft-touch dash and door panels you don't get on some cars a class higher, matte-silver trim, a lacquer-black finish to the ventilation control panel, and with substantial push switches along the lower edge. While it doesn't scream luxury, it doesn't scream economy car, either. 
Cloth upholstery feels smooth and breathable to the touch; we never slid around or got stuck to it in muggy weather. The driver's seat offers height adjustment and all but the base model have a tilt and telescoping steering column to find a proper driving position. The front bucket seats have enough lateral retention for spirited driving and support sufficient for one-hour drives. Some long-legged types noted short seat cushions but found the cabin roomier than expected. 
Rear-seat space is small, yet comparable to others in the class and is fine for kids or petite adults. Duck your head for entry if you're more than 5-foot, 9-inches and skip the back seats entirely if you're more than 6 feet tall. We did stuff most of a 6-foot, 3-inch tester in, but getting his second size-12 foot inside was mildly problematic. 
A 13-button steering wheel (on the Rio EX) groups controls for audio, cruise, trip computer, and phone on four spokes, with standard stalk controls on both sides. The three-cylinder instrument panel provides the usual info, including an engine temperature gauge many manufacturers have relegated to warning lights. Crisp white-on-black lighting with red needles and central display ensures readability day or night. The traditional key was welcome, though at least once we had trouble pulling it back out of the ignition. 
Audio inputs and power points are ahead of the shifter, the control panel top center. Our co-pilot had some issues requesting tracks by name through Bluetooth, but noted this problem has occurred before with the device out of its home continent. All the hard- and soft-key controls functioned as we hoped, as did the ventilation system. The automatic shifter has manual up/down on the driver's side where it belongs. 
Cubby storage up front is good, with a variety of sizes and shapes; the glovebox is big and the box next to the radio will not hold many smartphones. Amenities include exterior temperature indication, map lights, and covered (but not lighted) visor vanity mirrors on both sides. 
Cargo space is reasonably good at 15 cubic feet with all seats in place, and a roomy 49.8 cubes with the split rear seats folded flat. But to do the latter, you might need to temporarily move the front seats forward so the rear headrests can drop clear. The cars we drove had no spare tire, but there appears to be room for one if you don't want run-flat tires. 
Relative to others in the class, the Rio has competitive seating dimensions and cargo capacity, trading the most generous front legroom for tightest rear legroom. It's important to note that standardized measures of trunk space vary by sedans and hatchbacks, so comparing sedans and hatchbacks using the cargo numbers can be misleading. 

Driving Impression

The Kia Rio is fun to drive, with a willing engine, 6-speed transmissions, and capable if unsophisticated suspension. It conveys willing, youthful energy. 
A 1.6-liter four-cylinder engine is the only one offered. It employs direct fuel injection, first used on a street car more than 50 years ago and still reserved primarily for more expensive cars. This yields good power and fuel economy. The Rio's 138 horsepower is better than anything in the class except the Chevrolet Sonic with the same rating. Peak torque is 123 pound-feet at a fairly high 4850 rpm, but again this has most of the class covered, except for the Sonic's optional turbocharged 1.4-liter at 148 pound-feet. 
The Rio needs to be revved for maximum power, but so do most gasoline engines. This one is smooth so it doesn't really matter if you want to push hard because it adds only a bit of busy noise, absent the vibration or harshness. And with the most power and among the lightest weight in the segment, the Rio accelerates comparably well. 
Fuel economy is another good story for the Rio. EPA numbers are 30/40 mpg City/Highway, which are unmatched by the Fiat 500, Honda Fit, Toyota Yaris, Ford Fiesta, Nissan Versa, or Chevrolet Sonic, though a couple of them can match the Rio automatic's EPA Combined rating of 33 mpg. Even the special fuel-economy models that account for a small fraction of sales don't rate 30 mpg City with an automatic. (Keep in mind these are EPA estimates and driving style makes far greater differences.)
While Rio's direct injection helps fuel economy, so do 6-speed transmissions where competitors often use 4- or 5-speeds. More gears allows better acceleration, lower highway engine speed, or both, hence better performance and fuel economy in the same car. 
An optional Eco Package on the Rio EX features an automatic stop/start feature, dubbed Idle Stop and Go (ISG). Often found only on more expensive cars, this system switches the engine off at stops and restarts it when time to go, saving gas in urban situations and adding one mile per gallon to the city rating. ISG requires nothing of the driver: No switches to activate, no shifting into neutral, no special pedal techniques. As the car stops with the brake pedal depressed the car disengages transmission from engine and switches it off. As you lift your foot off the brake pedal the car restarts and you drive off as normal. 
The automatic stop/start system on the Eco package works just as it should, and helps save fuel if your daily commute involves lots of stop-and-go traffic. On a hot, humid day with AC on, we averaged near 35 mpg, not bad in light of the circumstances. 
Both transmissions are easy to operate. The automatic has been programmed for economy so you have to be forceful with the gas pedal to effect a downshift when speed is needed, or you can shift manually; it will hold the gear selected even if you mat the accelerator in sixth gear. The manual offers light throws and clutch action, not as precise as a Fit perhaps but we never got the wrong gear. Throttle activation has been tamed relative most recent Kia models, so it doesn't jump forward with just a minor touch on the pedal. Rio now has hill start assist to keep it from rolling backward on uphill starts. 
On the road, the Rio feels quite comfortable, though the road surface determines how much noise seeps in from the rear tires. The ride is taut without being firm, the feeling one of stability and not punishment. Wind noise is not an issue, at least up to Interstate speeds, and the 6-speeds allow relatively low engine speeds for most highways so there's no mechanical noise. 
Economy cars aren't designed for top handling marks but frequently make plausibly entertaining drives because they weigh less. With just 2500 pounds to control, the Rio has low mass on its side; it changes direction with minimal effort and no drama. The electric-assist steering is vague on center (many are) but does offer up some feel at speed. 
The Rio SX, top of the line in luxury and sportiness, adds bigger front brakes, slightly firmer suspension settings and 17-inch wheels for a minor improvement in responsiveness at a minor cost in ride quality. We imagine the majority of SX buyers go there for the features but some will find the ride/handling balance skewed more to their liking and pay the features-heavy price premium to get it. 

Summary

The Kia Rio is a good choice among subcompacts because it does everything well. It gets excellent fuel economy, it's enjoyable to drive, it's roomy and comfortable. We especially like the Rio 5 hatchback for its convenience. 
NewCarTestDrive.com correspondent G.R. Whale reported from Seoul, South Korea; Laura Burstein reported from Los Angeles. 

Model Lineup

Kia Rio LX 4-door ($13,600); Rio EX 4-door ($16,500); Rio SX 4-door ($17,700); Rio 5-door LX ($13,800); Rio 5-door EX ($16,700); Rio 5-door SX ($17,900). 

Assembled In

Gwangmyeong, South Korea. 

Options As Tested

Eco package ($400); includes automatic stop/start feature. 

Model Tested


Kia Rio 5-door EX ($16,700). 

Daimler and Renault-Nissan discuss joint-venture platform


Joint-venture feasibility study underway for new front-wheel drive platform


Daimler and Renault-Nissan are undertaking a joint feasibility study into a new front-wheel drive platform.

Speaking at the Frankfurt motor show, Nissan technical chief Andy Palmer revealed that the new architecture was being looked at as a successor to the current range of Mercedes models based on its MFA platform, including the A-class and GLA and also a whole range of future Renaults, Nissans and Infinitis.

The so-called JC1 (joint compact first generation) structure is planned to support at least two different wheelbase lengths, varying track widths and both front- and four-wheel-drive layouts, as Autocar revealed earlier this year.

"Daimler needs an MFA successor and we need more cars in that segment," said Palmer. "There’s now a study to see if we can develop a joint platform. Step two would be common manufacturing, which is also part of the study."

Daimler and Renault-Nissan are planning to team up on the current MFA architecture, with the new Infiniti Q30 being planned to be spun off the platform in 2015 and built at Nissan’s Sunderland plant.

Kia Sportage review


The Kia Sportage is more SUV than hatch, with family appeal and value to commend it



The Kia Sportage is the Korean firm's offering in the SUV/hatchback crossover market. You can question the purpose of this segment but you can't doubt its success. Any major car manufacturer worth its salt wants a slice of the sales action in this increasingly lucrative class.

This is the third-generation Kia Sportage. The first one, a basic SUV based on Mazda mechanicals, appeared in the UK in 1995 in five-door form only and remained on sale until 2004, by which time Kia was ensconced within Hyundai.


Second-generation Sportages were based on the same platform as the Hyundai Tucson, and this version was introduced in late 2010 as part of a raft of sharp-looking new models penned by German designer Peter Schreyer.

For a vehicle with such clear SUV DNA, you might wonder where the 'crossover' element comes from. Indeed, the Kia Sportage is actually a well-priced compact soft-roader, but it has been given the attention-seeking looks and marketing blurb to move it into the same territory as the Nissan Qashqai, Volkswagen Tiguan, Ford Kuga and Skoda Yeti.

The engine line-up consists of 1.6 and a 2.0-litre petrols and diesels of 1.7 and 2.0-litre capacity, with the latter powerplant available in two states of tune.

Lower-powered engines come with Kia's ISG (Intelligent Stop and Go) stop-start system, while the brace of 2.0-litre units get four-wheel drive. Automatic transmissions are available as an option with the 2.0-litre engines.

Trim levels are simple: 1, 2, 3 and 3 Sat Nav on the two-wheel-drive cars and KX-2, KX-3, KX-3 Sat Nav and range-topping KX-4 on the all-wheel-drive models.

Audi A3 review



Stepping from an old A3 to a new one is like going to the supermarket and discovering your favourite brand of washing powder has been ‘reformulated.’ First you wonder why they’ve felt the need to change a formula with which you were already entirely happy. Then you look a little closer and discover the product and its packaging appear to have changed hardly at all and you wonder some more.

But then you read the small print and discover the new product has been built up around an entirely new formula that despite all appearances to the contrary, bears no relation whatever to what you’ve been using for years.

Chances are you’d need to be an existing owner before you’d be likely to spot the differences between old and new. But make no mistake: the differences are real and, for the dynamically underachieving A3, game changing.It’s because within the VW group that owns Audi, there exists a culture of never, ever making radical changes to known winners. You can see it all the way from the Porsche Boxster to the Volkswagen Golf, but most of all you can see it in the A3, which has dominated its class since launch.

In fact all has changed – there’s a new platform and every engine is either new or substantially renewed. It’s this change without appearing to change that Audi hopes will provide the right blend of technical improvement with design reassurance to keep the new A3 on top throughout its third generation.

Search This Blog