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Archive for August, 2015

Jaguar Sharpens Its Claws: The 2016 XE Is Released For Australia.

Jaguar Australia has hosted the local launch of possibly its most important model of recent times, the XE. Replacing the largely unloved X-Type and S-Type range, the aluminuim chassised, rear wheel driven, saloon will feature ground breaking levels of technology as the classic British brand prepares to take on, head on, its German based rivals.XE R-Sport

In its class, the XE will be the only vehicle to use aluminuim, predominantly, in its monocoque chassis design, with large, single stamped, panels offering increased torsional stiffness and reducing weight simultaneously. This engineering puts the XE into first place as the lightest and stiffest Jaguar released, along with being the slipperiest. Jaguar quotes a drag coefficient of just 0.26 cD.

Even the suspension features aluminuim construction; the toe links and upper arms are forged aluminuim with the knuckles and lower control arms being hollow in construction. Yes, the XE eschews the conventional MacPherson strut setup, going to a double wishbone configuration. At the rear, Jaguar looked at a multilink setup, but chose instead a system called Integral Link. Jaguar has also chosen electronically assisted steering for the XE, with the computer controlled system even adjusting for ambient temperature!XE S headlight

The cars will all hover around the near 4.7 m mark for length, 1416 mm in height, 1850 mm width (excluding mirrors), sit on a 2835 mm wheelbase and almost identical track at 1602/1603 mm front and rear. Boot space, as a result, is rated at 450 L. Underneath, the XE gets bigger brakes discs, at 350 mm and 325 mm front and rear.

There’s four models in the range: Prestige, Portfolio, R-Sport and S. Each will be featuring individual design highlights; the R-Sport, for example will feature unique technical mesh fabric inserts inside and a specific exterior body styling.XE R-Sport rearPowertrain wise, there will be Jaguar’s own, fully in-house developed, Ingenium range of alloy blocked diesel and petrol engines in four cylinder configuration. To kick off,the two litre diesel will offer a stupendous 430 Nm of torque and economy of 4.2L per 100 kilometres with all cars getting a 63 lire tank. Jaguar will also offer two specification levesl for a petrol engine: both will be of 2.0L and direct injection, providing a choice of 147kW/280Nm and 177kW/340Nm. Fully assembled, they’ll weigh just 138 kilograms.XE SThere will be also be the fire breathing, supercharged, 3.0L V6, with 250 kW and 450 Nm of torque, as found in the F-Type. Jaguar will make shifting gears easy, with all versions getting one transmission, a weight optimised eight speed auto. Naturally, it’s computer linked and features adaptive programming. Top speeds vary from 250 kmh for the 3.0L V6 and 177 kW four down to 228 kmh for the diesel.XE Prestige interiorPart of Jaguar’s history is about being technologically advanced, showing off either classic designs or showcasing the engineering. In the XE, Jaguar debuts a world first for the brand: All Surface Progress Control. It’s a unique mix of cruise control and traction control, all for speeds between 3 and 30 kilometres per hour. Surfaces will include wet grass or snowy driveways; the driver sets the speed and the system does the rest.XE Prestige

Lasers feature heavily in science fiction; Jaguar has utilised laser technology for an industry first Head Up Display. Apart from the projector being smaller and lighter than traditional HUD units, it also provides brighter, sharper imaging, with a range of information set to “float” two metres in front of the driver and additionally allows drivers that wear polarising glasses to see the image. XE S dash

There’s also other driver awareness technologies such as Tyre Pressure Monitoring, Autonomous Emergency Braking and Proximity Cameras (as part of the Advanced Parking Assist package).
Soundwise, there’s a premium audio system packing 380W from Meridian, however it’s an odd choice to offer a DAB+ (Digital Audio Broadcast) tuner as an option, given a Mondeo Titanium or Toyota Camry has it…XE S rearPricing wise, the Prestige starts at $60400 for the entry level petrol, $62800 for the diesel and $64900 for the upper level petrol. The XE Portfolio comes with one engine, the 177 kW petrol and will see $70400 next to its name. XE R-SportThen, the R-Sport will have $64400, $66800 and $68900 following the same structure as the Prestige. Finally, the supercharged S at $104200 rounds out the range, with all figures being Jaguar’s Recommended Retail price.XE Prestige rearThe XE range is due to go on sale in the final quarter of 2015. Contact your Jaguar dealer for a test drive.XE badge rear http://credit-n.ru/kreditnye-karty.html

Windscreen Washing Fluid DIY

windshield-wipersOne of the many signs on the dashboard of my Volvo is flickering on and off at the moment, but I probably don’t need to worry about it. This is because I do know the real meaning (rather than the silly meanings ) of my dashboard lights and the thing that’s showing is the one for the windscreen wiper fluid. It’s only showing when I go up or down slopes, suggesting that the liquid is slopping up and down, leaving the sensor high and dry momentarily.

Of course, no light on your dashboard should be ignored indefinitely and all the fluids need to be kept topped up. The last thing I want is to have my vision obscured by a lot of moth residue or a collection of marks created by (1) a bird sitting on or just above the car, (2) the cat sneaking up on said bird by way of the car roof and (3) the mess left by the bird as it takes off with the cat leaping at it. So it’s going to be top-up time very soon.  The choice then will be what to use to fill the tank of window washing fluid up. And there are a lot of options!

Option #1: Proprietary Windscreen Washing Fluid

This is the easy option that a lot of us opt for.  You whip down to the local automotive supplies shop and pick up a bottle of something designed for washing windscreens. Follow the instructions on the packet and there we go. The advantage of this method is that it will do the job properly and get the bugs and dirt off your windscreen with minimal effort or streaking. The disadvantage is that it’s the costliest option.

Option #2: Ordinary Window Cleaning Fluid

If you already have a bottle of fluid designed for cleaning windows and glass around your house, you can use this for topping up your windscreen washer fluid.  Your windscreen is glass, isn’t it? You don’t need to use this at full strength, as this will prove rather costly.  Dilute it with ordinary water at a ratio of one part window cleaning fluid to two parts water. Shake well and put it into your reservoir. The advantage of this is that it will clean without streaking and it’s probably cheaper than using “proper” windscreen fluid (although it’s probably chemically identical). You can also use what you have around the home or what you can pick up at the supermarket without making a special trip to the automotive supplies shop (although there goes your excuse for paying a visit there!).

Option #3: Dishwashing Liquid

This is the real El Cheapo option for those who don’t want to spend more on their cars than they have to – or who want to keep their car care budget for more exciting items. This is also what gets used by those petrol stations that helpfully provide a bucket of something slightly bubbly and a squeegee (a cross between a scrubbing brush and a wiper blade). It’s also used by those annoying roving windscreen washers who lie in wait at traffic lights trying to get a few dollars off you. It’s cheap and it washes off the bugs but it’s likely to leave a bit of streaking. Use a wee squirt of dishwashing liquid to a litre of water – just a few drops for your reservoir or you will get a windscreen covered in bubbles, which is a real nuisance.

Option #4: Vinegar

Vinegar is for the greenies out there who want to use something from a sustainable source that doesn’t produce nasty toxins. You probably don’t want to use vinegar straight, but it’s best mixed at a one-to-one ratio with water.  Cheap and doesn’t streak, but may not be the most effective at cleaning off bugs, as it needs a bit more elbow grease or wiper action to work.

Option #5: Vodka Or Rubbing Alcohol

Another one for the green minded. Mixed at a one-to-one ratio with water, it’s pretty good at dissolving off dirt, and it evaporates without any streaking.  Might be a bit on the pricey side and many people might think it’s a waste of vodka. It may also get you some funny looks from the boys and girls in blue if you go through a checkpoint shortly after applying it to your windscreen, as it will leave a rather strong alcoholic smell. (“Honestly, officer, it’s the windscreen washer fluid you can smell. I haven’t been drinking.  No, seriously.  Hey!!! I WANT MY LAWYER!”)

Option #6: Just Plain Water

The cheapest and the greenest option of them all.  It also doesn’t streak. The only problem is that it’s not super-efficient at removing gunk off your windscreen, especially if there’s a bit of gunk or grease involved.  A bit more wiper action will be needed to shift the remains of the flies if you opt for just water. In colder parts of the world, it can also freeze up.  If you are in a hard water area or somewhere where the local council dumps heaps of chlorine in your tap water, you can also be left with deposits building up in the system and blocking the pipes, which results in an expensive fix.

So what will I be doing?  I’m still trying to decide whether I’ll use vinegar, ordinary window cleaner or dishwashing liquid, with the vinegar and the ordinary window cleaner being the two most attractive, as streaking can be a visibility hazard at the beginning and end of the day, when I’m most likely to be behind the wheel.

Safe and happy driving,

Megan

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Private Fleet Car Review: 2015 Hyundai i40 Tourer Series 2.

2015 Hyundai i40 profileA Wheel Thing has spent three weeks with three almost completely different Hyundai models and wraps up the trio with the Series 2 i40 Tourer with Active specification, complete with a 340 Nm, 1.7L, diesel and stylish nosejob.

Straight up, the front end of the i40 Tourer brings it into line with the new family face that Hyundai are presenting to the world; there’s a definite resemblance to the sibling Sonata and forthcoming Elantra with the handsome, angular,headlights with LED driving lights and hexagonal grille. The rear, when seen directly from the rear, is also pleasing enough but in profile the rear looks heavy, too low to the ground, rather than matching the sleekness of the new front.2015 Hyundai i40 frontThere’s 16 inch alloys all round, with eco look tyres (the sidewalls are festooned with flowers) and they’re high profile tyres too, at 205/60. Somehow, they still manage to not look as if they fill the wheel arches. It’s an unusual look overall and reminiscent of the XF Falcon. In profile, the swage lines joining front to rear and the tapering of the windows front and rear, stand out. Overall length is 4775 mm, with height and width 1470 mm and 1815 mm.2015 Hyundai i40 wheel tyreThe engine,as mentioned, rolls out 340 torques, from 1750 rpm through to Hyundai’s customary 2500 rev point. It’s an astounding amount of torque and wonderfully economic. When picked up and the70L tank brimmed, the onboard computer was offering a range of over 1050 kilometres and that number barely changed, from distance covered to expected range, throughout the week, with a final economy reading of six litres per hundred. That part is simply sensational. Hyundai’s own figures are 5.1/5.9/4.7L per hundred (combined/urban/highway) .2015 Hyundai i40 engine2015 Hyundai i40 dashWhat isn’t sensational is the seven speed dual clutch transmission that has been fitted and calibrated for the i40 Tourer. Bluntly, if it were a horse, it should have been taken to the back paddock and shot. A huge gap between Reverse and Drive, an insistence on finding third and holding it on the slightest slope (requiring manual changes to give the engine the appropriate gear plus lower the din from forward of the driver), an unwillingness to offer smooth and unnoticeable changes, an ever persistent feeling that the clutches were given too much time to think about when to engage, a millennium between removing the foot from the brake and feeling forward motion…the love experienced on day one dissipated rapidly.

Although the final driving experience was badly diluted, the interior more than made up for it. It’s the interior the newly released Tucson should have; classy, elegant, sweet, ergonomic, pleasurable to look at and be in. First up, the dash. It’s the dial within dials look that is found in the Santa Fe; it’s smart and it works. Then there’s the centre console; Hyundai have drawn a line down the middle and have mirror imaged the buttons, more or less.2015 Hyundai i40 front seatsAll are legible (as expected), with the plastics here (and elsewhere) of a higher quality than seen in other offerings, smart usage of visual cues (LED backlighting is widely used and sensibly employed, such as in the sliding scale look for the fan speed and temperature) and a tasteful mix of colour for the plastics (including piano black), plus the trademark sweeping arch motif from the passenger door into the dash all add up to make it a wonderful location to be in, especially with 1170 mm legroom and 1420 mm shoulder room.

At the rear is a seemingly huge cargo space (576L seats up, 1672L seats down), with storage below the well carpeted covers as well. There was certainly no issue in loading up the Tourer’s cargo with kids stuff and shopping, seeming to not have enough to make it look full. There’s no power option fitted to the review car but there’s an insert in the tail gate’s plastic to indicate there could be. Rear seat room is also considerable at 850 mm.2015 Hyundai i40 rear seats2015 Hyundai i40 cargoApart from the transmission issues, it’s a pleasant, cossetting ride, with the 60 profile tyres sponging up ripples and bumps, a luxury tune suspension providing no qualms about handling except for an odd and unsettled skipping sideways on off camber turns and over bumps. The 2770 mm wheelbase and near 1600 mm tracks front and rear offer up plenty of stability. Thankfully there’s no steering mode choice, just a nicely weighted tiller and a decent level of communication between it and the front end.

Brake feel was spot on, with the subconscious knowing that the pressure required resulted in the right brake setting and pedal feel. Being a torquey diesel, there was some noticeable torque steer when pressed hard into action, but not to the point it was intrusive. What it did show is how much grunt Hyundai has managed to screw out of such a relatively small engine and offer such incredible fuel economy, as a result.

The Wrap.
In profile it’s dragged down at the rear, yet that is not noticeable when seen directly. The reprofiling at the front brings it into line with its siblings and it’s a pretty face to have. The inside is just beautiful and it’s wonderfully economic. The whole package was let down by that DCT and that, for A Wheel Thing lowered the overall enjoyment considerably and had me wondering what a person that isn’t technically minded would be thinking.

There is another aspect to the i40 Tourer; it’s the only station wagon in the Hyundai range whereas there’s the i40 sedan, Sonata sedan, Accent sedan and the bigger Genesis sedan. For details and pricing options on the i40 range, click here: Hyundai i40 rangeprivate_fleet_logo http://credit-n.ru/ipoteka.html

Priaulx's Pole as Plato Plummets at Knockhill Qualifying

Photo Credit: BTCC.net

Photo Credit: BTCC.net

As the BTCC takes its annual trip to Scotland, there is never any doubt that the action will be plentiful across the weekend. As qualifying draws to an end, Priaulx has pranced his way to pole position, followed closely by team mate Tordoff. With four of the top six drivers piloting a RWD car, Knockhill makes no secrets in which cars it favours. In a session that drew two red flags, for what seemed like the first time this year Team BMR were playing catchup, with Turkington their best finisher in 9th and Plato plummeting to a career worst 22nd. 

All eyes fell to Gordon Shedden as qualifying got under way; the Scot had dominated the first two free practice sessions. At his home circuit Flash was hoping to gain some redemption; gaining only 3 points from the 3 races at a shocking Snetterton, Shedden needed a recovery drive from the gods. The Honda has always gone well around the twisty Knockhill circuit, the same of which cannot be said of the other FWD cars. Despite the efforts of the other teams, it was BMW that would go into the weekend with the most confidence.

Knockhill may well be the most physically and mentally demanding track on the BTCC calendar. Not only does the relentless twists, turns, drops and rises put great physical strain on the driver around each lap but the short length of the circuit increases the problem of traffic exponentially. Setting a competitive qualifying time is never easy at the best of times, but this is something uniquely challenging.

As qualifying began, the now weightless Ford of Jackson rocketed up to the top of the times, followed closely by Priaulx’s BMW. For the second time this year, there was not one but two red flags in the session. The first of these was caused by Jeff Smith, while the second by Matt Neal, both of whom span their way off the track and into the rough stuff. Awkwardly for the Honda team, as Neal lost control of the car and brought qualifying to its second halt, Shedden was beginning a lap that was looking good for pole. He was forced to abandon and would never come close again, settling with an eventual 5th. Now that is a team debrief I would very much like to see!

Qualifying Times

Troubles continued for Team HARD and Welch Motorsport, with both suffering early exits. Gallagher would limp back to the pits after a gravel excursion, while Dan Welch suffered a collapsed suspension. Their troubled qualifying continues what has been a miserable 2015 campaign for both teams, let’s hope their luck turns soon! Speaking of changed luck, fan favourite Rob Austin qualified 6th; it is no wonder he enjoys the track so much!

It was the final 5 minute flurry for positions that produced the most action. It was almost like somewhere in the WSR garage, the team went into DEFCON 1. As the seconds ticked away, Priaulx stormed to the top of the times, followed closely by Tordoff, while Collard managed 4th. Frustratingly for Jackson, had his fastest lap not been disallowed due to exceeding track limits, he would have been sitting on pole.

In a shocking turn of events, the usually meteoric BMR team were struggling to keep pace with the rest of the field. As with the MG team last year, they may well be the best FWD car but the challenging Knockhill circuit does not suit them at all. The best they could manage was Turkington who qualified 9th. In what must be his worst qualifying session of his entire career, it was Plato that has stolen the headlines for all the wrong reasons. Whether it was due to the traffic and session stoppages, the best Plato could manage was 22nd, a whopping 0.771 seconds off the pole time.

You may be thinking that 0.7 seconds is not that much of a gap; in any other motor sport series you would probably be right. But this is the BTCC; there is a reason why it is the best tin top series in the world. If it is proof you want then how about this; take a look at the top 23, they are all covered by less than a second.

Expect Motorbase to be challenging for the win come race day. Photo credit: BTCC.net

Expect Motorbase to be challenging for the win come race day. Photo credit: BTCC.net

It has come to the point where I must make my predictions for race day. I often have a pretty good idea what will happen, but not this time. I imagine the BMWs will secure at least one victory, but no one can discount Jackson in his Ford rocket ship. Furthermore, with Plato starting so far down, will he decide to start from the pit lane to secure pole for race two? But with the handicap of driving a FWD car, will such a strategy even work? Turkington has always enjoyed Knockhill, and fresh off his victories last year will be hungry for points. As ever, there are so many ‘what ifs’ that it is impossible to call with confidence.

Weight and uphill power are not a amicable combination. With Knockhill providing more drops and rises than any other circuit on the calendar, success ballast may play a fascinating role in proceedings tomorrow.

At the end of the day, at the same venue of his first ever BTCC win, if my money was on anyone it would have to be Priaulx.

But with a field so close together, the only way to know what will happen will be to watch the races. Qualifying at Knockhill today has been nothing short of a testament to the high quality of the BTCC; low costs but highly entertaining and fiercley competitive.

But we knew that already.

Bring on race day!

Follow my race day updates on Twitter @lewisglynn69

Keep Driving People!

Peace and Love!

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