2018 Mazda RX-8 Review, Price & Features – Welcome to carssedan.com blog, this time we will be share information about the latest cars is coming from Mazda brand. The title of article we take is 2018 Mazda RX-8 Review, Price & Features. We will be try to discuss details about this car, ranging from: reviews, concept, redesign, rumors, exterior, interior, specs, changes, engine, colors, pictures, release date and also prices. congratulation to read and we hope your enjoy it and then will come back again here.
The 2018 Mazda RX-8 was in production for 9 years, until 2012, and because it was terminated, the business’s fans are still waiting on an appropriate replacement. Nonetheless, up until we will see a successor for the sports car, Mazda has actually validated the growth of a new rotary engine. Job began a couple of years back and also now Motoring claims in a brand-new report that it will be revealed in 2017 as design 2018, pricing estimate “sources near Mazda”.
“You will need to wait until end 2017 to figure out exactly what powers this cars and truck”, said an “executive”. “That’s our rotary’s 50th anniversary year.” If there’s a future Mazda RX-7, it will certainly add the 16X code-named device under its hood. The new engine is expected to develop more than 400hp and chances are it will power the back wheels with a gearbox integrated right into the back axle to boost weight distribution.
The brand-new engine will presumably get a two-stage turbo system with an “electrical turbo assist”, which will involve at reduced rpm, while the standard turbo will certainly start at greater revs. “Engineers will use a capacitor to beef up the rotating’s ‘instability’ at low rpm, and when boost pressure rises, a common turbocharger will involve to maintain the flow of power coming”, included the Mazda expert.
The new generation of the 2018 Mazda RX-8 is anticipated to be inspired by the RX-Vision Concept, unveiled last month in Tokyo. The model is thought to maintain its aesthetic weight at less compared to 1,400 kg (3,086 pounds). Chances are it will share the very same system with the new MX-5, with added rigidity so that the extra power will not impact its handling.
2018 Mazda RX-8 verifies Wankel-powered flagship coupe for 2018. Mazda is developing a new rotary-engined cars to prosper the RX-7 and also 2018 Mazda RX-8, Auto Express has actually learned. Larger and also much more effective than the Mazda MX-5, the car is aimed at a 2017 launch, to coincide with the 50th wedding anniversary of the launch of the Cosmo Sport, the first Mazda powered by a Wankel rotating engine.
Mazda Engineers are working to deal with the Wankel engine’s integral defects high gas and also oil intake and meagre torque without turning to turbocharging. The answers are being sought with Mazda’s ‘SkyActiv’ engineering viewpoint, which focuses on shedding weight as well as using high engine compression ratios to increase power and also effectiveness from revvy, naturally aspirated engines. It’s a technique we’ve already seen used to fantastic result in the present Mazda 3 and 6.
It’s recognized that Mazda is targeting a 300bhp result for the born-again rotary engine, up from 238bhp in the most powerful RX-8. Mazda can choose a small, low-slung RX-7-style sports car bodystyle as opposed to the 2018 Mazda RX-8’s four-door arrangement, in an effort to slash weight.
The 2018 Mazda RX-8, discontinued in 2010, weighed in at around 1,310 kg-120kg greater than a modern Toyota GT 86. Mazda’s new flagship will stay with rear-wheel drive. We hear that an extended version of the new MX-5‘s rear-drive platform is being utilized to develop the cars and truck, boosted to manage the lofty power outcome. Acquainted six-speed guidebook as well as five-speed vehicle transmissions will certainly be in a similar way refined for the brand-new high-performance application.
2018 Mazda RX-8 has an abundant background of rotary-powered autos, starting with the Cosmo Sporting activity of the late 60s, which developed as much as 129bhp and also could strike 120mph. Extra famously, Mazda had the RX-7 that was sold in the UK with the 90s and also the 2018 Mazda RX-8 that went on to change it. Mazda likewise won the Le Mans 24-HOUR race in 1991 with the rotary-powered 787B the only time a Japanese producer has actually won the event.
The 2018 Mazda RX-8 served as the substitute for the legendary RX-7, though the 8 was a little a separation from the 7’s two-door, two-seat style. The brand-new vehicle debuted for the 2003 model year as well as featured 2 standard doors for accessibility to the front two seats and two rear-facing “suicide” doors for access in to the back two seats. The layout was almost innovative in the industry, yet never got much ground with assimilation from various other car manufacturers.
The RX-8 came powered by a 1.3-liter, two-rotor Wankel engine making 247 horsepower in its “High Power” type. Given that the rotating engine enjoys a style with little reciprocating mass, the engine’s red line was set at 9,000 rpm. A six-speed manual, five-speed manual, or a six-speed automatic was available to send out power to the rear wheels.
2018 Volkswagen Beetle Dune Review, Specs & Price – 2018 will mark the first full year on the road for the 1.8T Dune Convertible trim of the 2018 Volkswagen Beetle model lineup. The Beetle Dune Convertible offers a rugged addition to the 2018 Volkswagen Beetle Dune lineup, and draws its design inspiration from classic Baja Bugs. The Dune features a bolder appearance and a wider stance than other models in the lineup, as well as unique Dune design features.
The 2018 Volkswagen Beetle Dune sports a bolder, more aggressive appearance than other Beetle models. In addition to a raised ride height and a wider body, the Dune’s exterior features new front and rear fascias and pronounced black wheel arch extensions. The 2018 Volkswagen Beetle Dune is also equipped with a honeycomb grille, polished aluminum sills, and black trim strips. “Dune” graphics are displayed on both doors, and the Bug sports a large rear spoiler and a new bumper design on the back.
Inside, the 2018 Volkswagen Beetle Dune offers all of the standard Beetle features, as well as sport seats with contrasting orange stitching and a leather-wrapped multi-function steering wheel. Dunes purchased in the special Sandstorm Yellow paint color feature an interior with body color upper door trims and dashpads, otherwise the interior is black.
The 2018 Volkswagen Dune is equipped with a 1.8T turbocharged four-cylinder engine. The 1.8T engine is capable of 170-horsepower and 184 pound-feet of torque. The Dune’s estimated fuel economy rating is 24 city / 31 highway MPG.
The 2018 Dune falls towards the higher end of the 2018 Volkswagen Beetle Dune model lineup, as it offers a unique design and more premium features. The starting MSRP for the 2018 Volkswagen Beetle Convertible is $23,995.
Sedans vs Coupe – The average car shopper has specific car features in mind when beginning their search. When deciding between a coupe vs sedan, there are a number of different features to take into consideration. We want to help with one of the most common questions: what’s the difference between coupe and sedan ?
While there’s more than just one difference between coupe and sedan, there’s one very clear feature that most drivers use to tell them apart: the doors. A coupe is a two-door car that features longer front doors with no doors for the back seats while a sedan is the typical four-door car most people are familiar with.
Some automakers offer their cars in both coupe and sedan builds, but you should keep an eye out for one other key difference, as it can practically make the decision of coupe or sedan for you: space. While you might have guessed that a two-door car can be a little tough to get in and out of for any rear passengers, coupes also tend to have less interior space. In exchange, many coupes feature a fastback design that gives the car a sportier feeling.
To assist you in answering the “coupe vs sedan” question, we have compiled a list of 6 difference between coupe and sedan, and included our bottom-line recommendations, based on each difference.
1. Sedans vs Coupes : Number of Doors
To most people, the defining difference between coupe and sedan is the number of doors that the car has. A coupe traditionally has two doors, while a sedan has four doors. This difference has become somewhat harder to follow in recent years, as many automakers have added a third door to the standard coupe or modeled the bodies of four-door sedans after coupes.
Coupes tend to have longer doors, which can make getting in and out of the car difficult when parked in a tight space. Having only two doors can make getting into the backseat or cargo area of a coupe more of an ordeal, especially for older drivers and passengers.
The standard size doors of a sedan, especially the two doors for the backseat, make the sedan easier to get into and provide better access to passenger seating. This is a feature that is usually important to parents with young children, whom they have to help in and out of the car.
Coupe vs Sedan: If you don’t haul around a lot of people or cargo, a two-door coupe that gets you where you want to go should meet your needs. If you have small children, older passengers, or frequently need access to items in the backseat, a four-door sedan is probably a better option for you.
2. Sedans vs Coupes : Passenger Seating
Traditional coupes have only a driver’s seat and front passenger seat, with no passenger seating in the back. Over the years, some coupes have evolved into four-passenger cars with the addition of very small back seats. Coupes that do have back seats typically have two bucket-style seats located behind the two front seats, instead of a three-person bench, which is found in most sedans.
Sedans have always had seating capacity for four to five people (back in the 70’s and 80’s, many had bench seats in the front, allowing for a total of six passengers.) Sedans allow for five passengers to travel safely and legally; squeezing a fifth person into a four-seater coupe is neither safe nor legal.
Speaking of safety, sedans tend to offer better options for child safety seats than coupes. Since the ideal place for a child safety seat is in the rear middle seat, and never in a front seat, a coupe is not as well-suited to transporting small children as a sedan.
Coupe vs Sedan: If you regularly drive a group of friends or kids, a sedan is the better option for you. If you drive solo more often than not, we think that a coupe is the way to go.
3. Sedans vs Coupes : Performance
With fewer seats and passengers, and (usually) a smaller body, a coupe is inherently lighter than a sedan, which results in the coupe having greater performance, even if both have equal horsepower. Smaller, sleeker coupes have a smaller turning radius and are more aerodynamic, which again leads to performance superiority over a sedan.
Not all sedans are created equal, though. BMW and Audi make some powerful sport sedans that compete well with a standard coupe. Even the four-door Dodge Dart comes in a GT model, which has a sport-tuned suspension that corners more tightly at higher speeds.
Coupe vs Sedan: A coupe will usually outperform a sedan in terms of power, but this one is really a toss-up. If a high-powered car is important to you, do your research to make sure you are getting the most for your money.
4. Sedans vs Coupes : Cargo Space
A traditional coupe has no more than 33 cubic feet of interior space. By definition, anything over 33 cubic feet of interior space qualifies as a sedan. Cargo (or storage) space is usually measured as the interior space behind the front seats.
Cargo space for a coupe depends largely on the seating configuration of the car. A coupe with no back seat may have a large trunk, and a four-seater coupe could have fold-down seats in the back. Many newer coupes have an impressive amount of cargo space, including the Volkswagen GTI (22.8 cubic feet) and the latest Chevy Corvette (15 cubic feet).
Sedans have the practical advantage of having a rear seat plus a trunk, and many have fold-down seats that make for one large, seamless cargo area. There is also floor space behind the two front seats (two-seater coupes don’t have this). The 2015 Audi A7, which features a hatchback design, starts with 24.5 cubic feet of cargo space before the seats have even been folded down. The 2015 BMW 4 Series Gran Coupe (also featuring a hatchback design) has 12 cubic feet of initial cargo space that expands to a whopping 49.5 cubic feet with the rear seats down.
Coupe vs Sedan: The sedan is the obvious winner in this category, but because every model of car is different, we can’t say that the coupe has “X” amount of space less than a sedan. We can say that if you find yourself regularly needing to transport large items or large quantities of items, a sedan is the better choice. Stick with a coupe if you’re only planning to haul your groceries or a couple of beach bags.
5. Sedans vs Coupes : Personality
We’ve already established that a sedan is an ideal family car in comparison to a coupe. When we compare the difference between personalities of a coupe and sedan, we’re referring to the look and feel of the car.
Coupes are the typical single person’s car, with a fun, sporty look that says, “no commitments”. The three-door model coupe actually gives more credibility to the sportiness of a coupe, since the small door still doesn’t lend itself to being “family-friendly”.
Sedans are the typical choice of parents who are looking for lots of space and safety, and aren’t trying to make a statement. Car makers have gone out of their way to make sportier, sleeker-looking sedans in recent years (these are called “sports sedans”; the Porsche Panamera is a perfect example), but coupes are still the clear winner in the “sporty car” contest.
Coupe vs Sedan: If you’re looking for a car that reflects your own young, fun spirit, a coupe is the clear choice. If you’re looking for a car that matches your “play it safe” attitude, a sedan may be right for you.
6. Sedans vs Coupes : Insurance Costs
Contrary to popular belief, sporty cars are not automatically more expensive to insure. A lot of factors go into determining the cost of a car insurance policy, many of which are equal amongst coupes and sedans. Only one of these factors is consistently different between a coupe and sedan: safety.
Because sedans are usually family cars, safety features and crash test results are of utmost importance to manufacturers. That’s not to say that coupes don’t go through rigorous safety testing; many simply lack safety options that sedans have.
The body size and design of some coupes make it difficult for manufacturers to include side curtain airbags or backseat airbags. Insurance companies take note of this when determining the safety of a vehicle. As previously mentioned, the seating in a coupe is generally not ideal for using child safety seats.
Coupe vs Sedan: A coupe could cost you more to insure than a sedan, so do your research and get a quote before making your final purchase. A sport sedan may cost less to insure and will still give you a sporty-looking (and -feeling) car.
To give you an idea of some of the differences, between the two body styles, we encourage you to check out these popular cars.
It’s especially helpful to see cars like the Accord and Civic to really see the differences.
Let’s take a tally of the six differences between coupe and sedan. Coupes come out on top in terms of sporty personality and performance. Sedans have more cargo space and safety features, which make them the better family car. Each has pros and cons when it comes to number of doors and passenger seating. To choose the car that is right for you, consider the benefits of each type of car and tap into your personal preferences. Explore all of your options (coupe, sedan, sport sedan, three-door coupe) and enjoy the ride.
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2017 Lamborghini Aventador S Review – For all its likeably flamboyant design and visceral performance, the Lamborghini Aventador never quite delivered on its promise. The chassis in particular tended to feel a little leaden. So now Lamborghini is upping the ante with the Aventador S.
The Aventador’s frankly stunning performance figures, from the 2.9sec 0-62mph time to the 217mph top end, remain unchanged. But to judge the improvements Lamborghini has implemented based on data alone is to entirely miss the point. Because a) the Aventador always had plenty enough performance, and b) the S version is a dramatic improvement over went before.
Design boss Mitja Borkert hasn’t messed too much with the looks, but you might notice the new fangs on the front bumper, the cleaner side intakes and the new BBS-like cross-spoke wheels (which look a little flat to our eyes). Don’t worry, it still turns heads.
Inside, it’s business as usual: you glimpse the carbonfibre monocoque as you raise the dramatic doors, the windscreen races over your head, the centre console seems so rakish it’s almost flat, and you’re still a bit too aware of Audi switchgear. However, there is a new TFT display in the instrument binnacle. This changes according to driver mode, but always features an arcade-game-like font – it fittingly emphasises the Aventador’s sci-fi otherworldliness, like you’re driving a spaceship.
But no, really, this isn’t about the facelift, it’s about the driving dynamics.
The key difference is the new rear-wheel steering system, which works much like the systems fitted to the Porsche 911 GT3 and Ferrari F12 TdF. Below 81mph, the rear wheels turn in the opposite direction to the fronts by up to three degrees, just 5ms after you’ve made a steering input. It effectively makes the wheelbase feel shorter, much like a forklift truck. Above 81mph, all four wheels turn in the same direction, with the rears turning by up to 1.5 degrees. This effectively makes the wheelbase longer.
There’s new rear suspension hardware to account for the turning rear wheels, the springs are 20% stiffer and the magnetorheological dampers have been recalibrated. The Pirelli P Zeros are a new design – even the tread appears different – with 355/25 ZR21s on the rear.
The all-wheel drive system is also tuned to be more rear-biased, and sends less torque forwards when you decelerate. The idea is you’ll get a more agile, rear-drive feel when you turn in to a corner.
As before, the system also changes its torque split based on the drive mode, with up to 90% of torque flowing rearwards in Sport mode, less in Strada (Street) and Corsa (Race) modes – the latter to prioritise clawing grip for faster lap times in the most hardcore setting. A new Ego drive mode debuts too, allowing you to mix and match your choices for the powertrain, chassis and steering settings. Lamborghini Active Vehicle Dynamics – a new brain – takes care of marrying everything up.
Handily, Lamborghini let us drive old and new Aventadors back-to-back, on a short slalom they’d set up at Circuit Ricardo Tormo. The difference isn’t subtle. Where the old car feels very nose-led and slightly stubborn, its steering lethargic where you need flighty flicks left-to-right, the S dances through the slalom with a balance that feels much more in line with your hips, and steering that feels light years faster. You’re also more aware of that heavy V12 shifting about behind you, helping point the nose just to the left or right of the cones we’re dodging.
Not only does the S feel a giant leap in terms of agility, it also feels much lighter too, because of the increased hunger for direction changes. And yet it weighs exactly the same.
The V12’s been downsized and turbocharged… only joking. No, the Aventador sticks with the glorious 6.5-litre V12 engine, naturally aspirated and a fantastic riposte to everyone who says they had no choice but to give us smaller blown units. The noise is heaven, all raucous yelps at high revs and theatrical thunderclaps on down shifts, the instant response flings you forward at seemingly any revs, and the power builds ferociously all the way to 730bhp at 8400rpm, and now screams 200rpm higher at 8500rpm. Technologically off-the-pace, maybe, but its soul, emotion and passion more than compensates.
The differences in feel between old and new engine specs is less obvious than the chassis, but there’s 39bhp extra, if no additional torque at 509lb ft. Despite its 730bhp being just 10bhp shy of the hardcore Aventador SV, the philosophy is different: the SV’s 100kg weight loss gives it permission to focus more on power, where Lamborghini’s engineers have also targeted driveable torque for the S. So the new airbox can be virtually split into smaller or larger sections by the use of four separate drive-by-wire throttles – all throttles deployed for full power, fewer throttles to increase low-speed torque. Trust me, you won’t want a turbo.
A lighter exhaust is said to offset the weight gain of the rear-steering system, meaning the chunky 1575kg dry weight remains unchanged.
The seven-speed automated manual gearbox of course remains. There’s still a little hole in the delivery when you shift at lower speeds – a Ferrari dual-clutch transmission feels far more sophisticated in this respect – but Lamborghini says they’ve targeted low-speed refinement, and it surely won’t be a deal breaker if you’re already prepared to use a car as radical as this in town. And when you’re flat-out on the racetrack, pulling those paddles as the revs zing towards 8500rpm? You don’t need faster changes, and there’s a lovely physicality to the shift that stops short of unnecessarily theatrical brutality.
Amazing. We were privileged to follow Lamborghini test driver Mario Fasanetto, who was piloting an SV and not hanging about. The Aventador S is a fantastically quick supercar with some old-school rawness to it, but it’s still highly accomplished.
On racetrack corners much faster than the slalom we also tested on, you can feel the effects of the rear-wheel steering, the extra torque that’s been kept at the rear wheels when you decelerate and the weight of the V12 behind you; the S really wants to turn in – it’s almost nervously keen to do so – and it’s here you’re most likely to overcook things and get a slide on. You might also need to add steering correction even when you’re off-throttle in a slower corner, so keen is this Lambo to point its snout down the next straight. But otherwise, this is a very sure-footed all-wheel drive chassis, with immense traction combined with a lovely rear-biased adjustability.
It allows you to work that 730bhp very hard and have fun, with very little understeer – make it scrub and, really, you’re just doing it wrong.
If the Aventador was a disappointment, the S is a revelation. Don’t let the similarity of design or performance fool you, this is a very different feeling supercar, and the key to its new-found engagement is its revised chassis, particularly the new rear-wheel steering system. An SV still manages to be the driver’s choice, but the S feels far more closely aligned to that hardcore range-topper than it does its predecessor.
The Aventador has always been unique in its segment, but the S takes it to a whole new level. Would we buy one? Absolutely.
BMW 5 Series Touring Specs and Features – BMW’s answer to Mercedes’ E-Class Estate will come in the form of the 5 series. The company unveiled its most current edition car variation of its full-sized 5 Series, with the 2018 BMW 5 Series Touring. BMW revealed the model ahead of its world premiere in March 2017 at the Geneva International Motor Show.
The upcoming BMW 5 Series Touring will be larger, lighter and more high tech than the old model when it goes on sale in June 2017. BMW’s recently revealed full details on its new executive estate before it makes its public debut at the 2017 Geneva Motor Show in March.
The 5 Series variant boasts an athletic develop and dynamic extended lines. The interior blends sportiness and flexibility. The variant’s prices will start from $49,000 (£38,385).
The surface contouring will produce a clearly specified athletic build and dynamically extended lines. Meanwhile, the outside style of the new BMW 5 Series Touring will express the blend of driving pleasure and flexibility for which the variant is known for. The vehicle’s tail area has an individual style that shows the increased amount of space on top of this design’s practical and flexible usability.
Netcarshow reported that the brand-new 5 Series Touring is 36 millimeters longer than the 2016 model (at 4,943 millimeters). The Touring is also eight millimeters wider (1,868 millimeters) and ten millimeters taller (1,498 millimeters) than the outgoing model. In addition, BMW extended the wheelbase by seven millimeters, with a space of 2,975 millimeters. The extension helped to increase the room available for both passengers and luggage.
The styling of the front end instantly projected the sporty essence of the new 5 Series Touring. The front finish of the new Touring features standard LED headlights that extend as far as the BMW kidney grille. It flows to the long roof-line, into D-pillars.
The back window is framed by a roofing system spoiler with incorporated auxiliary brake light and air deflectors at the sides. Consumers will also see L-shaped rear lights that reach into the car’s flanks to accentuate the body’s width. This forms a constant strip that will provide included effect to the car’s width without compromising the air consumption to emphasize its effective stature.
BMW equipped the 5-Series Touring with LED headlights that also employed LED systems as the light source for the daytime driving lights. A horizontal bar joined the inner daytime driving light ring with the BMW kidney grille accentuating the front end’s sense of width.
The lengthened silhouette brings a new component of the surface styling to the front. The roofing system spoiler with integral auxiliary brake light on top and air deflectors surrounded the rear windows. All engine versions of the new BMW 5 Series Touring have exhausted tailpipes on both sides at the rear.
Topspeed reported that four engine options will be readily available, each including BMW TwinPower Turbo technology. They consist of a 2.0-litre four-cylinder gas engine with 252 hp output. There is also an eight-speed Steptronic transmission and all-wheel-drive system, great for 340 hp coming from a 3.0-litre six-cylinder in-line gas engine. A four-cylinder engine with 190 hp and a 3.0-litre straight-six diesel system, producing 265 hp are available as well. The 2018 BMW 5 Series Touring will launch on dealerships in the United States on June 2017.