- The Kia Picanto is a city car produced by the South Korean manufacturer Kia since 2004. It is 3595mm in length and just 2385mm between the wheels. It shares a platform with the Hyundai i10. Compared to competitors, Picanto has a refined engine with lesser noise issues. The EURO-6 compliant engine is quick and responsive, but never fast as the 68 HP figure suggests. NEDC rates the Picanto for up to 23 km/l.
- KIA Picanto is available in two variants. Picanto Manual price in Pakistan is PKR 1,899,000 and Picanto Automatic price in Pakistan is PKR 1,999,000. KIA’s main competition is clearly Suzuki, with the competition stretching to include anything from Alto to Cultus. It must be noted, Cultus and Wagon-R are the main competition targets. KIA no doubt has an advantage in both interior and exterior styling. It is expected that materials will be superior to its PKDM rivals. Pertinent to mention, the fuel economy figures also favours KIA.
Exterior
KIA Picanto displayed at the PAPS 2020 has a signature compact tiger-nose radiation grille at the front. It is equipped with 14’’ steel wheels (with optional allow rims). The vehicle also has power steering, power windows, entertainment system and analogue climate control.
Interior
KIA Picanto displayed at the PAPS 2020 has a signature compact tiger-nose radiation grille at the front. It is equipped with 14’’ steel wheels (with optional allow rims). The vehicle also has power steering, power windows, entertainment system and analogue climate control.
Engine And Gear Box
The Picanto in Pakistan comes with an incline 3-cylinders 1.0 MPI engine. Max power is 69/6,200 and max torque is 9.6/3,500.Moreover, its mileage is between 18 - 20 km/l.Competitors
KIA’s main competition for this hatchback vehicle is Suzuki, in particular, Cultus and Wagon-R. Suzuki Cultus VXR variant costs Rs.1.75 million, and the top of the line Cultus, which come with AGS costs Rs. 1.97 million. In comparison, Suzuki Wagon-R VXR is currently priced at Rs.1.54 million while the higher-end VXL stands at Rs.1.62 million. In terms of the price range, the variant VCT-i of FAW V2 also falls into the competition, with its price set at Rs. 1.5 million. It is equipped with a 1298 cc engine.
Saturday, 21 March 2020
Monday, 14 August 2017
Mercedes-Benz AMG GT 2017
The Mercedes-Benz AMG GT—shortened to
Mercedes-AMG GT by the automaker—is a two-door, high-performance luxury coupe
that succeeded the SLS AMG as the automaker's halo car.
However, Mercedes doesn't consider it a direct
successor. Though the GT uses some of the SLS's structure, it is shorter
overall, drops that model's gullwing doors, and costs a good deal less.
The AMG GT is the second car built by the
AMG brand completely on its own without a Mercedes-Benz production car as its
basis and it's gunning straight at the Porsche 911.
The first AMG GT models arrived in 2015 for
the 2016 model year. With similar proportions to the SLS, the AMG GT comes off
as prettier, and one of the most attractive Mercedes designs in a long time.
The interior adopts an aviation-influenced concept, with just enough buttons on
the center console to control all of the car's mechanical systems—no need to
dig through pages of menus, which is much appreciated in the heat of the
moment.
Under its hood, the AMG GT offers a
twin-turbocharged 4.0-liter V-8 engine in two states of tune, one for each of a
pair of variants of the car: the AMG GT and AMG GT S. The GT is the entry point
to the range, offering 456 horsepower and 443 pound-feet of torque. The car can
dash from 0 to 60 mph in 3.9 seconds and hit an electronically limited top
speed of 189 mph. The more potent GT S is rated at 503 hp and 479 lb-ft,
reducing the 0-to-60-mph dash to 3.7 seconds and with an electronically limited
top speed of 193 mph. Both versions of the car use the same 7-speed dual-clutch
gearbox, which itself is carried over from the SLS AMG. The GT S was offered in
the first year of production, including a special Launch series, with the GT
added for subsequent model years.
The AMG GT offers a unique engine
configuration—one it claims to be a world first in a sports car: the
combination of dry-sump lubrication with a “hot vee” turbocharger layout. The
dry-sump lubrication system means the AMG GT dispenses with the bulky oil pan
below the engine, instead relying on a remote reservoir and pump, allowing for
lower mounting and a correspondingly lower center of gravity for the car. The
“hot vee” layout means the AMG GT’s intake and exhaust manifolds flow in the
reverse direction of a typical engine, allowing for the turbochargers to be
placed in the engine's valley, which creates a more compact and
thermodynamically efficient package of the whole unit.
Built of aluminum, the AMG GT promises to be
especially light; the space frame itself weighs just 509 pounds. AMG was able
to shed mass compared to the SLS by using conventional doors instead of the
gullwings of the prior model, which required extra strengthening. This also
allowed the designers to pen a curved roof rather than the flat top needed for
the gullwings to work. The shorter overall length also contributed to the
weight reduction.
In addition to the high-performance hardware,
the AMG GT offers some interesting performance-enhancing electronics. The
drive-select system offers C, S, and S+ modes for progressively sportier
responses, affecting the shift characteristics, throttle response, and dynamic
adaptive dampers; the GT S model offers an additional RACE mode to
better suit track use. An available set of active powertrain mounts stiffens
the connection between engine and transaxle and body when necessary to help
transfer loads at just the right time, and can do so independently at each
point for properly timed reactions to body movements. The AMG GT can also
factor in lateral acceleration load (cornering force) to help adjust the amount
of power sent to the rear wheels when the driver applies the throttle. This
system is meant to improve both cornering stability and corner-exit traction.
For the 2017 model year, the AMG GT lineup
grew to include a base model—and in 2018, it'll gain two more. For 2017, the
lineup includes the AMG GT S and base GT. Both have the same 4.0-liter
twin-turbo V-8, but the base GT makes 456 hp (versus 503) and 443 lb-ft of
torque (versus 479). A 7-speed dual-clutch AMG SpeedShift gearbox also comes
standard, but the base GT does without the GT S model's AMG Adaptive
suspension, AMG Adaptive exhaust, and "Race" mode for its Dynamic
Select system.
For 2018, the AMG GT lineup grew to include a
GT roadster, a GT C roadster, and the GT R. The Roadsters share most of the
specs of the GT and GT S coupes; the GT R gets a litany of changes, from active
rear steering to exotic Michelin tires to a high-output version of the
twin-turbo V-8.
Chevrolet Bolt EV 2017
The 2017 Chevrolet Bolt EV is the first
affordable electric car with a 200-mile range ever sold in the U.S.
Compared to the latest Nissan Leaf—by far the
world's best-selling electric car today—the 2017 Chevy Bolt EV offers about
twice the range, slightly more passenger volume, and a vastly more modern
interior, at about the same price.
All Bolt EVs are assembled in Michigan,
although many of the car's powertrain and display components come from GM's
development partner LG Chem in South Korea.
While it is built in the same Orion, Michigan
assembly plant as the next-generation Chevy Sonic subcompact, the Bolt EV rides
on its own dedicated platform, with a wide, flat lithium-ion battery pack under
the cabin floor and an electric motor powering the front wheels.
But it's the 238-mile EPA-rated range that's
really the Bolt's calling card. That's a capability otherwise available solely
in cars with a Tesla badge, at prices of $70,000 and up. It's delivered by a
60-kilowatt-hour battery pack that powers a 150-kilowatt (200-horsepower) motor
driving the front wheels. The Bolt's overall weight is about 3,580 pounds,
according to the manufacturer. Official charging times haven't yet been
announced.
Walking up to the Bolt EV, it appears a bit
smaller than the Leaf on the road—perhaps due to its short overhangs—but the
car is wide for its length and actually larger in person than it appears from a
distance. The nose has a Volt-like "grille" blanking panel, flanked
by light units that wrap around and sweep most of the way back to the base of
the windshield posts. A larger opening below provides an air intake.
A body-side crease sweeps up toward the rear,
with the bottom of the window line climbing even higher at its back end. The
rear has a relatively vertical hatch opening onto a spacious load bay with 16.9
cubic feet of cargo volume.
The Bolt EV's cabin is light and airy, and the
remarkably thin front seats give an extra inch of rear legroom compared to
regular seats. Four adults can ride comfortably, though the
"five-passenger" description is pushing it.
Passenger volume is 94.4 cubic feet, against
92.4 cubic feet for a Nissan Leaf—and only 94 cubic feet for the much larger
Tesla Model S. The Bolt's interior is "two segments larger" than the
car's exterior size would suggest, said development engineers.
The lack of an engine let Bolt EV designers
move the windshield base down and forward, letting them rake the large glass at
almost the same angle as its short hood. Frontal vision from the driver's seat
is exceptional, which will make the Bolt easy to park.
The seats are comfortable, and all occupants
sit upright, and higher than they do in the more rakish Volt. The slim dash and
console and the car's flat floor make the front footwells especially wide, and
outward visibility is excellent.
The dashboard has both a central 10.2-inch
touchscreen built into the top of the console and a fully digital 8-inch
instrument cluster behind the steering wheel. The Bolt EV also uses General
Motors' new digital rear-view mirror; its rear-facing camera gives a wide
80-degree image in the crisp digital display that replaces the mirror glass,
against 22 degrees for a conventional mirror.
There's no spare tire, but neither is there an
inflator kit; the electric Bolt will be the first car on the market to use the
latest development of Michelin's self-sealing tire technology. A portable
120-Volt charging cord is housed under the load bay, Chevy expects most Bolt EV
users to recharge its large battery pack at 240-Volt Level 2 charging stations.
The Bolt accelerates confidently even with
four adults in the car. GM quotes acceleration from 0 to 60 mph at less than 7
seconds, and we found we could chirp the inside front tire under full power out
of a turn. It corners relatively flat on its 17-inch alloy wheels, and the
steering had a nice positive self-centering action. We didn't hear any motor or
electronics whine, and the brake feel was consistent enough that the
transitions between regenerative and friction braking was imperceptible.
The standard Drive mode behaves just like a
car with a conventional automatic transmission (minus the shifting), complete
with idle creep. A paddle behind the left side of the steering wheel lets the
driver increase the regenerative braking rate. Low mode, which many drivers
will come to prefer, provides so-called "one-pedal driving,"
including the ability to slow right down to a full stop without touching the
brake pedal. It's a smoother, calmer, more relaxing way to drive.
The base price of the Bolt EV is $37,500
before incentives, with higher trim levels and options pushing it above
$40,000. The car qualifies for a $7,500 federal income-tax credit, as well as a
$2,500 purchase rebate in the state of California.
Chevrolet Tahoe 2017
The Chevy Tahoe is a three-row,
full-size SUV and the short-wheelbase companion to the Chevy Suburban.
With the Tahoe, Chevrolet has a rival for
vehicles like the Ford Expedition, Nissan Armada, and Toyota Sequoia—not to
mention GM's own family of Suburban, Yukon and Escalade utility vehicles.
In its higher trim levels, the Tahoe even can
be seen as a competitor for higher-end vehicles like the Mercedes-Benz
GLS-Class, since the nicest versions overlap it in price, and can even seem a
bit more polished.
The new Chevrolet Tahoe
The Tahoe's been a survivor because of its
no-nonsense design and its durability. Most recently redesigned for the 2015
model year, today's Tahoe is better focused on its mission of providing seating
for eight in comfort, while able to tow up to 8,500 pounds. Nine-passenger
seating is also available on base models equipped with an optional front bench
seat in place of the standard buckets.
In the 2014 model year, GM introduced the first vehicles on its
updated full-size SUV/truck architecture. The 2014 GMC Sierra and 2014 Chevy
Silverado trucks adopted a new body structure, more angular
looks, and received new powertrains including an updated 5.3-liter V-8 and a
totally reworked 4.3-liter V-6.
The Tahoe shared many of those updates when it
was new a year later, but it doesn't offer the V-6 engine. The Tahoe continues
to offer a single powertrain, GM's new 5.3-liter V-8, which is coupled to a
6-speed automatic transmission. The V-8 is rated at 355 hp and 383 lb-ft of
torque. It can be had in both rear- and four-wheel drive. A bigger engine is
available in GMC's related Yukon.
Coupled with the sharp new look and drivetrain
are new technology options and improved comfort. The Tahoe's manners on the
road are impeccable, especially with the newly optional adaptive shocks, and
the cabin is also much quieter than the previous model's, matching nicely with
the more comfortable seating and more stylish look. Third-row access is better
because the second row of seats now folds flat, and there is a couple more
inches of second-row leg room, which helps those in row two get comfortable and
also makes climbing to the way-back a little easier. On models with front
bucket seats, the Tahoe tops off a revised safety package with GM's new
front-center airbags, which help keep front-seat occupants from striking each
other during a collision.
The Tahoe is one of a number of GM vehicles to
offer 4G LTE from AT&T, which includes in-car wi-fi hotspot capability and
a faster connection to OnStar. The functionality was added mid-way through the
2015 model year with a hardware update, and allows occupants to connect phones,
tablets, and other devices to a super-fast LTE connection that beats the speed
of mobile devices and also avoids using the data in your cellular plan.
New features added through the 2016 model year
include a touchscreen infotainment system, lane-keeping assist, and Apple
CarPlay. Changes for 2017 were minor—mostly trim and features repackaging—save
for the addition of automatic emergency braking, a teen-driver alert system,
and a rear-seat DVD entertainment system.
Chevy Tahoe history
The Tahoe arrived in the 1995 model year,
replacing the Blazer badge and was teamed with a four-door model. Based on the
big GM trucks, the Tahoe was powered in most cases by a big 5.7-liter V-8. A
turbodiesel version found few applications and few buyers. In this generation,
sold until the 1998 model year, GM added a driver-side airbag and a luxury-trim
Limited package, which was sold in the 2000 model year. This version overlapped
with the entirely new "GMT800" Chevy Tahoe, which was new for the
2000 model year.
The 2000-2006 Chevy Tahoe again offered a
choice of V-8 engines, either a 4.8-liter V-8 or a 5.3-liter V-8, separated
only by 10 hp. A 4-speed automatic took care of shifting in all versions, and
the Tahoe came in rear- or four-wheel-drive versions. A more genteel look
wasn't quite matched by a lackluster interior, but with good towing capacity
and additions like stability control and more airbags, the Tahoe rode the SUV
wave of popularity to become a best seller in the Chevy truck lineup.
GM advanced its plans to replace the GMT800
trucks and SUVs with a GMT900 family of vehicles—and the 2007 Chevrolet Tahoe
proved the move worthy in mechanical terms, even if SUV sales were about to
fall off a proverbial cliff. The new Tahoe's crisp lines, and improved body
rigidity lent it a mature, even sophisticated look—one matched by a handsome
interior. All the towing and hauling capability carried over, with a more
comfortable five- or six-seat interior package—but the powertrains got a fuel-economy
boost that was offset on the marketing side by the addition of a 403-hp,
6.2-liter V-8.
Chevy introduced a Tahoe Hybrid in the 2009
model year. It used a 6.0-liter V-8 making 332 hp backed by a two-mode
transmission that was engineered with cooperation among General Motors,
Daimler, and Chrysler. Fuel economy ratings were as high as 20 mpg in the city
and 23 highway. The large battery pack was located below the second row of
seats, which compromised space and interior flexibility, while towing was also
down, to a max of 5,000 pounds.
Through 2013, changes were minimal to the
Tahoe lineup. Trailer Sway Control was added for 2012, and Powertrain Grade
Braking was a new addition for 2013; both enhance towing stability and safety.
The Tahoe Hybrid was dropped after the 2013 model year.
Honda CR-V 2017
For 2017, the CR-V is all-new, but its recipe hasn't changed a
bit. It remains a compact crossover with surprisingly good room for five. Base
LX models essentially carry over the previous generation's 2.4-liter
4-cylinder, but all other trim grades (which Honda says should represent about
75 percent of the model's sales) utilize a turbocharged 1.5-liter 4-cylinder
plucked from the Civic range. In the CR-V, it's rated at 190 horsepower and 179
pound-feet of torque, meaning it is slightly peppier than the engines that
power base versions of most rival motors.
Both engines are mated exclusively to continuously variable
transmissions (CVT) and they offer a choice between front- and all-wheel
drive. The turbo motor shaves about a second and a half from the non-turbo's
0-60 mph sprint, but it feels much peppier in practice.
Although the engine bay represents one of the CR-V's biggest
changes, its expanded interior capacity shouldn't be forgotten. Honda only
stretched the new model a little overall, but it feels much roomier
inside. Of particular note is its cargo area, which now stretches a full 5 feet
long with the second row folded. Likewise, the model's dashboard is more
conveniently-arrayed than before. We're especially happy that all models once
again boast a volume knob instead of a silly and difficult-to-use slider
knob.
On the safety front, all but the base CR-V LX include the brand's
Honda Sensing collision avoidance tech—adaptive cruise control, automatic
emergency braking, and lane departure warning.
Honda CR-V history
During its prior generations, the CR-V evolved
from a softer—but still very basic—alternative to truckier vehicles like the
Suzuki Sidekick and Jeep Wrangler into more of a family-oriented people-mover.
It has seen great success with that transition, helping to kick-start the small
crossover segment that continues to grow.
The first CR-V (1997–2001) was like other
early crossovers; a more plain-looking vehicle that bore a strong resemblance
to the old Honda Wagovan. It was equipped with a 4-cylinder engine then, like
it has now. The CR-V quickly earned a following for its great visibility and
durability, if not necessarily for its visual appeal.
The second-generation CR-V, sold from 2002,
was a significant improvement in nearly every way—much more refined,
responsive, and comfortable. These models all have a 2.4-liter 4-cylinder
engine, making about 160 hp, with most of them hooked up to a 4- or 5-speed
automatic transmission (a 5-speed manual was also offered).
Safety has generally been a selling point for
the CR-V. In a mid-cycle refresh for 2005, Honda increased the CR-V's safety
content, making side airbags and anti-lock brakes standard across the line,
which improved that model's IIHS side-impact results from a mediocre
"Marginal" to the top "Good" result. The CR-V's scores in
federal government crash tests have been generally good.
For 2007, Honda completely redesigned the CR-V
again, with that generation quite a bit more passenger-focused than the
previous generation. That redesign gave it an interior feel that was more like
that of a tall wagon or—gasp—a minivan. One odd attribute of the first- and
second-generation CR-V models is the externally mounted spare wheel and tire;
for the 2007 redesign, Honda finally relocated the spare from its perch on the
hatch. In the same generation, the interior design became more advanced and
well-appointed.
The changes made to create the
fourth-generation CR-V for the 2012 model year were more evolutionary than with
previous generations, at least on the outside. Inside it feels a bit different,
with upgraded materials and trims, along with an instrument panel that's in
line with the latest Odyssey van's, and an even better rear-seat mechanism that
allows you to fold the seats neatly forward with one hand—without the need for
power systems.
The engine was carried over initially, but the
5-speed automatic offered in 2012–2014 models received taller ratios, helping
the model achieve better gas-mileage ratings, according to the EPA. Overall,
the driving experience is nothing to get excited about, and while the CR-V
rides well and is reasonably responsive, the new electric power steering system
here fails to give the crisp, confident-handling feel the model had in the last
generation.
Honda has updated the CR-V's connectivity in
the most-current generation. Bluetooth hands-free connectivity and Bluetooth
streaming audio are at least standard across the entire model line, Pandora
streaming is integrated with the system (if you have the right smartphone), and
a new multi-information display can show personal pictures as well as the feed
from a new rearview camera system.
The CR-V received an extensive upgrade for
2015. Styling was tweaked, and there was a new 4-cylinder engine mated to a CVT
borrowed from the Accord that replaced the 5-speed automatic. The result was
improved fuel economy and slightly better acceleration. The front end featured
a much more modern, upscale look, while the rest of the exterior received some
other small touches. Honda also gave the interior a once-over, improving
materials and modifying the layout slightly.
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