Alfa Romeo Mito and Giulietta Collezione Racer

In addition to the Alfa Romeo Spider 4C will lead two new versions of its two models, the Giulietta and the MiTo. If you want to learn more about the 4C Spider here you can read the article published when it was unveiled at the 2015 Detroit Auto Show and here's the test we did 4C.

Opel Omega Lotus 25th Anniversary

At the 1989 Geneva Motor Show Opel unveiled a prototype at its booth that left no one indifferent, the Opel-Lotus Omega. A kind of DTM race car approved for street four-door sedan body.

Infiniti Q30

Sharing resources or costs to get a common definition is a business benefit that comes to hair to explain what They are making the Renault-Nissan Alliance and Daimler. The first, which is one of the few big auto alliances that have worked positively in recent years (dating from 1999), is a partnership between companies of a similar size with a great complementarity. And the strategic agreement signed with Daimler happens a bit the same.

BMW M Performance

Next year marks the 30th anniversary of the launch of the first BMW M3 takes place (here's a videoprueba with the time series of this model ) and the Bavarian firm is particularly active in everything that refers to their current versions M. If scarcely one month ago we presented the final version of BMW M4 GTS, now we can see how it looks this sporty new M Performance pack, which enhances its already aggressive aesthetics of BMW M4.

Renault Kadjar: Now on sale

The new compact crossover of the French brand is already on sale in our country, with prices start from 19,850 euros. You find official rate prices at the end of this article.

The Qashqai Renault. You are going to sick of hearing this expression applied to Kadjar, the new compact SUV Brand diamond. And the truth is that those who use this way of referring to it will not be at all misguided. Something has changed within the Nissan-Renault alliance and although Ricardo Gondo, Commercial Director of Renault Spain disprove it is clear that the product planning of the Alliance has taken a new direction.

So far, Nissan and Renault had kept an exquisite equidistance in Europe, trying to get their models competing in the same segment but not each other. Let me explain. In the case of segment B, for example, it is difficult for anyone hesitate between a Renault Captur and Nissan Juke . They are cars that use the same base and the same engines but are far apart aesthetically and in its general approach. And the same is true of the Renault Clio and the Nissan Note . In the C segment, Renault seemed to bet on the more traditional segments (compact range of life with the Mégane range and minivans Scénic ) and left the representation in the emerging crossover segment Nissan with its best-selling Qashqai . It is true that Renault has the Koleos but this is a car that has never played a major role in either the range or manufacturer sales.

With this policy Kadjar complementarity or "non-aggression" comes to an end. Renault have realized that they could not be left out of a segment, the European C SUV, which spread like wildfire. Keeping only the Koleos in the range implied yield to 3008 the leadership in France and leave only the Qashqai in the fight against the Volkswagen Tiguan , the 3008 itself, and Korean models, Kia Sportage and Hyundai ix35 ( Tucson from September) that they have won thousands of customers throughout Europe.

So, here is the Kadjar a really easy car to do since, according to the Alliance, enough to replicate the Qashqai. It is clear that both models are the same car with the same platform and the same engines (except Renault petrol which uses the 130 hp version of the 1.2 TCe) but it is also true that Renault has managed to convey to his model the DNA of the brand in areas such as design, comfort or equipment.

We split and start on the outside. The Kadjar measured 4.45 meters long by 1 , 1.60 wide and 83 high and rests on a wheelbase of 2.64 meters. The Qashqai, with which it shares wheelbase is shorter (8 cm), narrow (3 cm) and lower (1 cm) and the truth is that seeing the Kadjar feeling is that, indeed, is a bigger car than its Japanese cousin who also gains in trunk capacity (472 liters which become 527 if you count the double bottom below the Qashqai 430 excluding double bottom).

Since we quote the trunk, at Renault we explained the benefits of the system of two rigid trays that are flush with the opening of the gate and the rear seats folded praising the modularity of the same when in fact, it is the same that takes the Qashqai. Similarly, the rear seats killed by marksmen in the trunk and shot forward passenger seat that facilitates the introduction of long loads, also inherited from his cousin. The big news in terms ingenious solutions is a retractable towing hook shown pulling a knob in the trunk and disappears the same way. With this optional hook, Kadjar can tow up to 1,800 kilos.

Aesthetically, the car is very graceful, or at least it seems to me. It is not as aggressive as the Qashqai but robust presence mixed with soft lines chaired by the emblem on the front that gives personality and brand consistency to new models of the same. Headlights, incidentally, can be optionally LED, like taillights, such as standard with this type of lighting and 3D effect.

Inside, the design is not as accomplished. The dashboard is functional, without more, with 7-inch screen of the new R-Link2 system located, in my opinion, too low. Instrumentation, all digital, I do not like much. It has the digital speedometer in the center with the tachometer around and temperature and fuel level on both sides. A small little screen on the top right of the main instrument provides us information that can be selected (following order browser, or computer data in the 4x4 versions, the torque split between the axles in real time).

The center console is a bit 3008 style, that is, deliberately large and high (excessively in my opinion) but not as much as in the Peugeot. On the left side, lined bar allows the passenger to grip available. The gaps for objects and there are enough USB connections. The seats, meanwhile, are comfortable and come with foams of different density, softer in the area of the sidewalk and the center of the back and on the sides firm to increase support.

The rear seats are spacious, with a good distance between rows and the usual disadvantage of this type of models, they have a less comfortable than the two outer central plaza. With 145 cm at elbow height, width is remarkable while the height of 91 cm, is only correct. The rear bench, by the way, nor is sliding or reclining. Perhaps these details will substitute for Koleos, as confirmed by the brand and to be located in the range between Kadjar and the new Espace what it means to be a Renault version of the Nissan X-Trail .

Three engines available

Mechanically, Renault has three variants, one petrol and two diesel, all at the moment, with manual except the less powerful diesel where you can choose between the manual six relationships (all carry box 6) or an automatic dual clutch EDC identical number of gears. The truth is that the latter option seems highly recommended because although costs 1,500 euros more, spends the same as the manual version, a good 3.8 liters approved. I can not pronunciarme still regard as the presentation I could not prove neither since cars were available with petrol and diesel engine 130 hp.

Continuing with this diesel engine small, is the 1.5 dCi brand in its variant of 110 hp. This engine has a torque of 260 Nm and is only offered in combination with front-wheel drive. With almost certainly will be the best-selling version the range of this model which, incidentally, will be manufactured in Spain, in the factory of Palencia where he has undertaken a modernization of the assembly line and have hired 890 new employees.

The one who could taste is the petrol engine of 1.2 liters and 130 hp turbocharged with a turbo low blow. With a couple of 205 Nm at 5,500 rpm, it would be a good alternative to small diesel if not spent nearly two liters (5.6 liters approved that will surely be more difficult to achieve than 3.8 diesel). The gasoline not bad (it is certainly better than the 1.2 115 hp Qashqai ) is quiet, but struggles to recover and should pull very long higher gears (the sixth has a theoretical peak above 280 km / h. that obviously not enough because the engine can not handle this development). Ideal for those who do want to save a few kilometers and 2,000 euros of difference with the 1.5 dCi.

I also tried the 1.6 dCi in his 4x4 version. The truth is that Renault cooked us a great presentation to see the virtues of this car. We went to the Bardenas, in Aragon and Navarra, where we combine asphalt with a dirt track 40 kilometers, in good condition, which allowed us to see how the all-wheel drive Renault called All Mode 4x4-i works, ie , Nissan as well as essentially the same bearing the Qashqai and X-Trail in their 4x4 versions.

The system has three modes of use, 2WD, which sends all torque to the front wheels for driving on asphalt, Auto, which distributes torque between the two axles prioritizing the front, perfect for slippery surfaces and tennis, and Lock, used in case we get into trouble and deals 50% torque to both axles until you indicate otherwise or overcome the 40 km / h., when returning to Auto mode automatically.

Besides transmission, 4x4 also differs in its rear axle a multi-link system instead of the torsion bar of the two driving wheels. In addition, Renault has adapted the hardness of the elastic elements of 4x4 depending on their possible use in the field. It should be added about the Kadjar boasts good ground clearance of 20 cm and angles of 18º the attack (mediocre) and 28 the output (better but it is pointless to attack so modest).

On track the car I liked. As the floor was very good, although with gravel and loose rock, forced the car to see how it worked the AWD system in auto mode and the truth is that working piecework continuously distributing the torque and seeking always anticipate, with self deal, the best compromise for the correction electronics (mainly ESP) should act as little as possible. In addition, the car is very comfortable whenever no large potholes and even there not clash with good absorption capacity. In just something missing track over steering precision (more accurately, information).

The multi-link rear axle is also noted in asphalt. Although the car is heavier (1.6 dCi 4x4 weighs 100 kilos more than the 4x2 and 250 more than the 1.2 TCe that also tried), is much more rigorous, with impeccable rear axle. In addition, our unit had 17-inch wheels with tires less asphalt than gasoline, riding a huge absurd -and a car ASI- 19-inch wheels. While the gasoline in behavior, would put a peeled well, 4x4 omletts track high and very high in asphalt.

In the section on equipment and in addition to the aforementioned LED headlights, Kadjar has the most new gadgets of driving aids, including control of the blind, the notice of lane departure, the assistant automatic parking meter space (although no parking function battery) automatic emergency braking or recognizing traffic signs warning of exceeding the speed limit.

With regard to R-Link2, the new entertainment system has an improved and more intuitive menus, integrates a browser with cheapie appearance (and some failures location as often considers you've spent a crossroads when yet You've come to it) and mobile connectivity standard. It also allows to create profiles for different users (up to six). Renault continues to work with Bose for more sophisticated audio equipment and between them have adapted the sound system to the acoustics of the cabin.

105 Alfa Romeo Giulia: The QV version will have a V6 turbo

Five years of work seems to finally going to pay off. After remaining in a state of lethargy, with only two models on sale (Giulietta and MiTo), Alfa Romeo seems to return with renewed impetus. Coinciding with the 105th anniversary of the brand and under the brand renovated museum in Arese, the Milanese firm today announced the world its new Giulia, half saloon l premium growth should lead Alfa Romeo in the coming years to reach 400,000 units Sergio Marchionne, Chairman of Fiat Chrysler Group, it has set a sales target for the brand (in 2014, Alfa sold just 70,000 cars).

Alfa has not run this time in half measures and presented the top model of the new Giulia, a car that should start to worry version models like the BMW M3 , the Mercedes C63 AMG or the new Jaguar XE-S . The Quadrifoglio Verde version under its hood Giulia announces carbon fiber, an unprecedented developed by Ferrari V6 biturbo with 510 hp.

To manage this impressive driving force, the brand uses a completely new chassis, drive to the rear axle and stuffed full of light materials. The car also hood, the roof having the shaft and the structure of the front seats of carbon fiber, the doors, the engine and suspension elements aluminum and reinforced plastic. The mark also boast the best torsional stiffness of the segment and, in the case of the QV version, weighing 1,525 kilos which gives the model a weight-power 3 kg / hp.

With this engine, which features cylinder shutdown technology, the QV Giulia is able to accelerate from 0-100 km / h. in 3.9 seconds and overcome, if you decide to electronic limitations do not prevent the brand, the 300 km / h. And all this with consumption responsible for own brand has been defined as "amazingly low" without giving further clues.

Alfa Romeo has not revealed the size of the car although they have suggested that the wheelbase the largest in the segment. If by "segment" premium sedans that of that point as its main rivals (BMW 3 Series, Audi A4, Mercedes C Class and Jaguar XE, for example) we will be talking about a battle over 2.85 meters. Yes brand announced that the weight distribution is "perfect", with 50% on each axle and that the scheme is double wishbone suspension at the front axle, with the disengaged direction, and a driving rear axle multilink suspension and an electronic differential, at least in this top version.

100% Italian design

The aesthetics of the car is spectacular, with a mix of features that define the Italian design in recent decades. The front lower spoiler hides an active and notable for the spectacular inlets, master with the "Biscione" brand presiding nose. As usual in models of the brand, enrollment will be lopsided. The headlights have an irregular shape and both the hood and behind the front wheel arches are no air vents.

The car rests on black 20-inch wheels, with a design very Alpha and stands out for its short overhangs. The rear is compact, with a large lower exhaust, dual exhaust with two tubes on each side and a pilot that seem taken from any model of Maserati. A car, in short, with an impressive presence, which reflects somehow still line its predecessors, the 156 and 159 praised aesthetically.

In the interior, the brand adopts the new trend of reducing mount pushbuttons and dial-type controls for most functions. In the console Giulia there are two, one for the DNA system (different driving modes to which this QV version adds a Race mode circuit) and one to manage the different elements of communication, entertainment and climate also accessible via a large screen Touch on the center console.

The Giulia will start selling next spring and will do so with a series of new two-liter engines that the FCA Group is developing. They will all blocks of two liters, both gasoline and diesel engines, all turbocharged. The power range is defined but walk between 150 and 300 hp. This version QV close range but above all rear-drive versions will be saved some traction to all four wheels to certain markets. In the future should also be a break version of this new model to compete with rival family variants mentioned.

The Giulia is the first model of a new Alfa Romeo, a brand must be multiplied by six sales in the next three years with the launch of eight new models, mostly in co-development with other brands of FCA Group on both sides Atlantic. For now, the wait, long wait, this new Giulia was worth it.

Volkswagen XL1

Volkswagen XL1 is a plug-in hybrid two-seater prototype presented at the Qatar Motor Show 2011 which equipped with electric motor and combustion engine offers fuel consumption of just 0.9 l/100 km. In this way, it becomes more fuel-efficient hybrid in the world, approaching a more mass production at a similar time.

A successful experience that will soon be a reality

The XL1 Volkswagen is the third prototype that develops brand strategy under the car of 1 liter per 100 km average consumption that began years ago, the Chairman of the Supervisory Board of Volkswagen Group, Ferdinand Piech.

New housing built with high-tech materials

XL1 Volkswagen chassis is manufactured using advanced technology and modern materials. It measures 3,888 mm long, 1,665 mm wide and 1,156 mm high, with the first two dimensions similar to the Volkswagen Polo and the height close to that of the Lamborghini Gallardo Spyder. The wheelbase is 2,224 mm.

Suspensions schemes have a double axle wishbone front and rear axle swing arms bent back, but very compact designed to provide a comfortable on-road dynamism. Moreover, both trains have been fitted roll bars, which are complemented by two electronic aids: ESP electronic stability control and ABS anti-lock system. The tires are low friction, new generation, developed by Michelin, measuring 115/80R15 front and 145/55R16 rear.

Lightweight construction and safer with CFRP
The new XL1 is not only a vehicle especially light, but also very safe thanks to its new body, monocoque type similar to that of Formula 1 cars, built in reinforced plastic CFRP carbon fiber. The difference with the cars of high competition is that the occupant cell XL1 is closed for security reasons so depending on the type of collision, and B-pillars, roof rails and footrests can act load as pillars of absorbing the impact energy. Additional cross rails and located in the front and back of XL1 further optimize passive safety.

The body of the XL1, including the monocoque with front seats, slightly displaced and attached external parts have been manufactured, too, reinforced plastics, CFRP carbon fiber.

XL1 Volkswagen parts are made of carbon fiber sheets, arranged along the lines of force flow and molded by an epoxy resin system applied by the method ARTM (Advanced Resin Transfer Moulding / resin transfer molding advanced .) This mixture of materials is a composite material extremely strong and light, giving a total weight of just 795 kilograms, broken, 227 kg corresponding to the complete propulsion unit, 153 kg of the chassis, electronics 105 kilograms and 80 kilograms of equipment .

Adding these amounts, there are still 230 kg under the weight of the monocoque body, including doors and the windshield made of extremely fine crystal. Other materials used in the Volkswagen XL1, in addition to CFRP and aluminum, the ceramic disc brakes, magnesium wheels and plastic wheel structure.

Furthermore, the concept of body design is extremely innovative. Compared to the Volkswagen Golf, it has a drag coefficient of 0.693 m2 resulting from the multiplication of Cw (0.312) x A (frontal area 2.22 m2).

Given that this is a compact, the result is excellent, so we can say that the Volkswagen Golf is a car significantly streamlined. At the same time, the Volkswagen XL1 reduces this value by offering a drag coefficient of 0.277 m2, resulting from the multiplication of Cw (0.186) x A (frontal area 1.50 m2), so that the XL1 is 2.5 times more streamlined the Volkswagen Golf.

A new era in the approach to design DNA
The body design of the Volkswagen XL1 is based on drawing lines of the model presented in 2009, adapting without concessions to the laws of aerodynamics. The front of the prototype is wider than the rest of the car which narrows as we move towards the rear.

The front is characterized by the typical horizontal lines of the new Volkswagen design DNA and a continuous transverse black band, located at the usual place on the grid, which integrates efficient LED headlights. Under these, the lights are intermittent in the form of two narrow vertical LED strips that fit perfectly to the shape of the wheel arches. In the bottom of the front section, a power-operated blades are activated when necessary to cool the diesel twin engine, battery and air supply to the indoor climate system.

The silhouette of the roof is based on a path of lines that form a large arc from the front pillar to the rear. While the front wheels are exposed, the rear has been fully faired to reduce turbulence. Both front and rear wheels, some spoilers have been implemented to optimize the deflection of air. In addition, as a prototype for excellent efficiency, has no side mirrors, items that have been replaced by small cameras in the swinging doors that carry the catch to two screens in the interior.

They draw attention to the double doors, similar to sports models, which have been attached to two points on the body, below the front pillars and roof rack, just above the windshield, using aluminum joints. When activating the opening mechanism, the doors not only can be folded up, but can slide slightly forward, so there is a generous and ample access and lowering the car.

At the rear, the design reinterprets the brand parameters: precision and quality, but lacks rear window under which integrates a large tailgate which in turn holds the propulsion unit and the large trunk of 100 liters. A band of LED, red, runs along the upper and back sides of the framing, integrating the functions of lights, reverse lights, fog lights and brake lights. In the lower section of the rear bumper, black diffuser extends almost continuously, completely covered to low.

Interior for two occupants
Unlike the two previous prototypes presented in 2002 and 2009, as an interior two-seater was also available but in tandem aerodynamic issues in XL1 Volkswagen has changed these settings offering two parallel seats, identical to the model as Volkswagen Polo or Golf.

The most modern technology and advanced efficiency of the moment
The prototype of the Volkswagen XL1 is an example of clean and efficient technologies saving without being at odds with the driving pleasure. Rear wheel drive, the German manufacturer has opted for a hybrid system with diesel engine and a Plug-in battery charge.

For the thermal combustion engine, Volkswagen has developed a new two-cylinder engine with 800 cubic centimeters, derived from the 1.6 TDI CR block, containing the same technology as this, with the power system common rail direct injection and the same dimensions ( bore and stroke) of the cylinders and also with the same special piston cavities, multiple injection and individual orientation of each jet injection, delivering a maximum output of 48 hp.

Additionally, the shaft driven off the crankshaft rotates at the same speed, optimizing the engine running smoothly. The aluminum box of the new twin engine crankshaft TDI has been specially designed so that friction losses are as low as possible and also has a system of exhaust gas recirculation EGR, oxidation catalytic converter and particulate filter diesel, elements that allow compliance with Euro 6 emissions standard.

The cooling system provides a highly efficient design means the engine management only activates the electric water pump to cool the diesel engine when the engine operating conditions so require. The second electric water pump, which is only activated if necessary, is responsible for cooling the starter generator and power electronics using individual water cycle at low temperatures.

If maximum power is required, the electric motor develops a torque of 100 Nm from idle, can act as a booster to strengthen the TDI engine which in turn offers a couple of 120 Nm. When the electric motor and the TDI function simultaneously in booster mode, develops a maximum torque of 140 Nm.

The performance of the prototype Volkswagen XL 1 surprise themselves, with acceleration from 0 to 100 km / h in just 11.9 seconds and reaching a top speed governed to 160 km / h. The power consumption is only 0.9 l/100 km and CO2 emissions of 24 g / km, giving a maximum range of 550 miles on a tank of 10 liters of fuel and set mode.

Mode plug-in hybrid plug-in
XL1 equipped prototype plug-in hybrid system (plug-in) based on a direct injection turbo diesel common rail TDI and automatic dual-clutch seven-speed DSG.

The full hybrid drive is located at the rear of the car, while the hybrid module has been integrated within the transmission housing between the TDI engine and the 7-speed DSG gearbox.

The hybrid drive consists of an electric motor delivers maximum power of 27 hp and clutch. The electric motor is powered by a lithium ion battery, controlled by power electronics, with a voltage range of 220 volts, which manages the flow of high voltage energy to and from the battery or the electric motor respectively. XL1 electrical system receives the necessary 12-volt power through a DC / DC converter.

Operation of the TDI diesel engine and electric motor
The electric motor serves to support the TDI during acceleration, so Booster. But it is also capable of propelling, by itself, the prototype Volkswagen XL1 at distances up to 35 kilometers. In this case, the TDI diesel engine is disengaged and disconnected from the clutch drive train sandwiched opening. Meanwhile, the clutch located near the gear box is closed, which means that the DSG is fully integrated.

By pressing a button on the dashboard, you can connect the electric mode, so CO2 emissions are zero. When the battery is discharged or demand an extra dose of power, then activated the diesel combustion engine increasing the power of electric motor rotor and quickly closing the clutch located near the engine, accelerating to reach the required speed and then starts . This process is done quickly and quietly.

As soon as the prototype braking, the electric motor acts as a powerful generator that uses the energy from braking to recharge the battery. Under certain operating conditions, a displacement of electric charge point favoring the TDI hybrid system's energy balance and consequently the consumption of turbo which now runs more efficiently.

The gear selection in the DSG is always to reduce to a minimum, fuel and power, managed primarily by the power electronics required according to demand. In order to select at each moment the type of propulsion in each situation is necessary to evaluate parameters such as throttle position E-Gas engine load, energy reserves and the mixture of the kinetic and electric.