Astra 2009 mais potente e só
É impressão minha ou a Chevrolet esta tentando acabar com a linha Astra? Fui semana passada a uma autorizada Chevrolet e fiz esta pergunta. Pois não vi nenhum Astra para vender e eles me responderam que não mas estão mandando buscar quando o cliente pede. Estranho não?E agora a fabrica lança a linha 2009 com mudanças apenas na potencia. O motor agora é um 2.0 flex de 140 cavalos no álcool e 133 cavalos a gasolina e segundo a montadora ele ficou também mais econômico fazendo 11,1 km/l na cidade e 16,4 na estrada com gasolina e 7,5 km/l e 11 km/l com álcool.
O Astra Advantage hatch tem preço sugerido de R$ 45.664 e já vem equipado, de série, com ar-condicionado, direção hidráulica, travas, vidros e retrovisores elétricos, rodas de liga leve de 15", retrovisores externos, maçanetas e molduras de proteção lateral na cor do veículo. Entre os opcionais, destaque para airbag duplo, câmbio automático de quatro marchas e para o pacote composto por faróis de neblina dianteiro, regulagem elétrica dos faróis, rodas de liga leve de 16" e aerofólio traseiro. O Astra Sedan Advantage tem os mesmos equipamentos e valor sugerido de R$ 47.079.
Já a versão Elegance, tanto do hatch (R$ 53.372), quanto do Sedan (R$ 55.427), está disponível apenas sob encomenda. Ela vem equipada com todos os itens da Advantage além de ar-condicionado digital, espelho eletrocrômico, banco traseiro bi-partido, interior com tecido mais luxuoso e airbag duplo.
The Infiniti Essence Concept
Infiniti Essence is the halo car of Infiniti that needs to define itself as a luxury sports car manufacturer. Representing the theme, "Everything I want, nothing I don't," the Essence is a front-engine, rear-drive sports coupe with seating for two. Its shape is sinewy with some interesting lines. Notably absent are side mirrors and they've been replaced with miniature cameras. The Power comes from a twin-turbocharged 3.7-liter V-6. It's not exactly the engine from the Nissan GT-R, but it is really close. The initial specs call for 434 horsepower with a 7500-rpm redline, but the final car promises a total output closer to 600 horsepower. Done with the addition of a hybrid drive system that integrates a 158-hp electric motor in parallel and combines the two power sources by way of clutches installed ahead of the transmission. A large lithium-ion battery pack leaves minimal space for luggage. The solution? Custom luggage from Louis Vuitton. With the click of a button the rear deck opens and out slides the custom cases. The automatic luggage ejection is neat — just what you'd expect of a concept. The Infiniti Essence is a part fantasy and part reality.
The Kia Forte LPI Hybrid
Kia Forte LPI hybrid car, powered by hybrid power train that consist of a 114 hp 1.6 liters LPI (Liquefied Petroleum Injected) engine and 20 hp electric motor. The company claims their new hybrid achieves fuel economy of 17.2 kilometers per liter of LPG fuel (41 MPG US), the equivalent to 21.5 kilometers per liter of gasoline. The electric motor is powered by highly advanced lithium polymer (Li–poly) battery that is new lighter and smaller battery with higher output than nickel-metal hydride batteries.
Vídeo: Passeio com Damon Hill pode causar náuseas e vômitos!
Damon Hill leva um jornalista para dar uma volta no Mercedes SL55 AMG, porem esqueceram de avisá-lo de tomar um remédio para enjoo antes do passeio. Veja só no que deu a brincadeira.
Golf GTI 2009 lançado na Europa
Mostrado como conceito no Salão de Paris, ano passado, o a Volkswagen lança oficialmente o novo Golf GTI no mercado europeu.Ele vem com o motor 2.0 TSI de 210 cavalos, chegando a velocidade máxima de 240 km/h indo de 0 a 100 em 6,9 segundos. Segundo a Volkswagen o carro faz 13,6 km com um litro de gasolina, que não é assim uma maravilha mas já é um começo.
Os faróis dianteiros com máscara negra e a grade utiliza as conhecidas listras vermelhas. O para-choque traz passagens de ar maiores e linhas mais agressivas. De série, rodas de liga aro 17, mas que podem ser trocadas por modelos de 18 polegadas. Na traseira, mais discrição, com exceção das duas saídas de escape cromadas.
Clique para ampliar
Veja o Golf GTI 2009 em ação:
What is a Fuel Pressure Regulator? Why & When do you need one?
What is a Fuel Pressure Regulator?
Why and When do you need to install a Fuel Pressure Regulator?
Return Flow vs Base Pressure
· Ideally a fuel pressure regulator will provide a constant pressure differential across the injectors. Base pressure has been defined as the difference between the fuel rail pressure and the manifold pressure. This is the actual pressure across the injector that affects the amount of fuel flowing through the injector when it is open.
· If the base pressure is constant this will aid in tuning by reducing the number of variables the tuner must account for.
· The fuel pressure regulator should have the same base pressure at a given setting for all return flow rates through the regulator.
· The return flow through a regulator can vary from maximum return flow at idle to approximately 25% of the return flow at full throttle and maximum rpm. For example the test RX7 would return 6L/min at idle and 1.5L/min at 7000 rpm full throttle.
· The base pressure is typically tuned at idle when the most fuel is being returned.
· If large aftermarket pumps (or high volumes of fuel – eg alcohol based) are used this can mean the regulator is causing a restriction in flow at idle.
· This means that when the regulator is being tuned there is an increase is pressure due to the restriction in flow. This is caused by the regulator having to return too much fuel for its design. In effect the base pressure in then being set with a combination of spring pressure and pressure build up due to the flow.
· At higher load & rpm there is less fuel being returned through the regulator and the pressure increase due to the restriction in flow will be removed (as the regulator is designed to flow this flow rate) causing a drop in base pressure under these conditions.
· This drop is because without the restriction due to too much flow the regulator is only using spring pressure to regulate.
· The RX7 tested with twin bosch pumps give a good illustration of this effect with the TREG giving the most stable base pressure and competitors base pressure dropping by up to 4 psi
· Bench testing has also confirmed this relationship between regulated pressure and fuel flow.
EFI fuel pressure regulators come in various shapes and sizes but all have the same purpose - to maintain a constant fuel pressure above the intake manifold pressure. 
The difference in pressure between the fuel rail and intake manifold or differential pressure across the injector should be maintained at a level to suit optimum injector operation.
The difference in pressure between the fuel rail and intake manifold or differential pressure across the injector should be maintained at a level to suit optimum injector operation. Why and When do you need to install a Fuel Pressure Regulator?
The installation of an aftermarket fuel pressure regulator allows for the adjustment of fuel pressure to suit larger aftermarket injectors and other engine modifications. They are also necessary to regulate and flow increased volumes of fuel pumped by high flow aftermarket fuel pumps.
Fuel pressure regulator, which works with the fuel pump to maintain a steady pressure relationship between the fuel line side of the injectors and the intake manifold.
Most adjustable regulators are still one to one or close to that, however you can adjust the
pressure at idle or full throttle for fine tuning. There is one other type of regulator that is used with aftermarket forced induction. These are rising rate regulators commonly called FMU's (fuel management unit). These regulators increase fuel pressure at a multiplication factor of boost. So instead of messing with complicated computers and injection duty cycles, these systems just increase fuel pressure to add fuel. They go inline down from the factory regulators and only start to add pressure under boost. So when you are off boost, you maintain factory tuning and drivability. Only as you get boost does the FMU begin to increase fuel pressure
Most adjustable regulators are still one to one or close to that, however you can adjust the
pressure at idle or full throttle for fine tuning. There is one other type of regulator that is used with aftermarket forced induction. These are rising rate regulators commonly called FMU's (fuel management unit). These regulators increase fuel pressure at a multiplication factor of boost. So instead of messing with complicated computers and injection duty cycles, these systems just increase fuel pressure to add fuel. They go inline down from the factory regulators and only start to add pressure under boost. So when you are off boost, you maintain factory tuning and drivability. Only as you get boost does the FMU begin to increase fuel pressureReturn Flow vs Base Pressure
· Ideally a fuel pressure regulator will provide a constant pressure differential across the injectors. Base pressure has been defined as the difference between the fuel rail pressure and the manifold pressure. This is the actual pressure across the injector that affects the amount of fuel flowing through the injector when it is open.
· If the base pressure is constant this will aid in tuning by reducing the number of variables the tuner must account for.
· The fuel pressure regulator should have the same base pressure at a given setting for all return flow rates through the regulator.
· The return flow through a regulator can vary from maximum return flow at idle to approximately 25% of the return flow at full throttle and maximum rpm. For example the test RX7 would return 6L/min at idle and 1.5L/min at 7000 rpm full throttle.
· The base pressure is typically tuned at idle when the most fuel is being returned.
· If large aftermarket pumps (or high volumes of fuel – eg alcohol based) are used this can mean the regulator is causing a restriction in flow at idle.
· This means that when the regulator is being tuned there is an increase is pressure due to the restriction in flow. This is caused by the regulator having to return too much fuel for its design. In effect the base pressure in then being set with a combination of spring pressure and pressure build up due to the flow.
· At higher load & rpm there is less fuel being returned through the regulator and the pressure increase due to the restriction in flow will be removed (as the regulator is designed to flow this flow rate) causing a drop in base pressure under these conditions.
· This drop is because without the restriction due to too much flow the regulator is only using spring pressure to regulate.
· The RX7 tested with twin bosch pumps give a good illustration of this effect with the TREG giving the most stable base pressure and competitors base pressure dropping by up to 4 psi
· Bench testing has also confirmed this relationship between regulated pressure and fuel flow.
Troca de Anéis - 2ª Parte
Se você ainda não leu a 1ª parte de Troca de Anéis, pode ser que fique em duvidas no texto seguinte.
Ovalização Máxima
A ovalização máxima permitida para um cilindro, varia conforme o diâmetro desse cilindro.
Normalmente utiliza-se o fator 0,0005 para se obter a ovalização máxima permitida.
Dessa forma se, por exemplo, um cilindro tiver um diâmetro de 80 mm, sua ovalização máxima permitida será de:
80 mm x 0,0005 = 0,04 mm
Esse fator 0,0005 é válido igualmente para medidas em polegadas.
Assim sendo, se estivermos medindo um cilindro com 4” de diâmetro, sua ovalização máxima permitida será de:
4” x 0,0005 = .002”
Conicidade Máxima
Da mesma forma que a ovalização, a conicidade máxima permitida também depende do diâmetro do cilindro.
Os fabricantes de motores admitem de forma geral um fator de 0,0010 para determinação da conicidade máxima permitida, sendo este fator válido tanto para medidas em polegadas como em milímetros.
Assim sendo, para um cilindro de 80 mm de diâmetro, por exemplo, sua conicidade máxima permitida será de:
80 mmm x 0,0010 = 0,08 mm
Observação importante:
Sempre que a ovalização ou a conicidade medidas forem maiores do que as recomendadas pelos fabricantes de motores ou na falta destas, ultrapassarem as calculadas conforme aqui descrito, o cilindro pois a mesma será retirada quando da retirada quando da retificação do mesmo.
Se, no entanto, o cilindro estiver dentro das tolerâncias e não necessitar de retificação, antes de retirar o pistão, deve-se remover a crista do cilindro a fim de evitar-se danos ao mesmo durante a retirada.
Remoção da crista do cilindro
Conforme já mencionado à medida em que os cilindros se desgastam, forma-se um crista ou degrau no fim do curso do anel.
A crista no topo do cilindro
Quando essa crista é excessiva, as canaletas podem se danificadas durante a remoção dos pistões dos cilindros, pois os anéis tendem a prender-se nela.
Além disso, se a crista não for removida, o canto vivo de um anel superior de compressão novo baterá na superfície inferior (arredondada) da crista, causando um ruido seco quando o motor estiver funcionando e, em alguns casos, danificando o anel superior e deformando as canaletas.
O canto vivo de um anel novo bate na crista que não foi removida.
Por essas razões, quando se decidir trocar os anéis, é preciso remover essas cristas com um aparelho ou dispositivo adequado, antes de remover os pistões.
Remoção da crista do cilindro.
Se isso não for feito, ao retirar-se o pistão, o 1° anel vai chocar-se contra a crista, podendo quebrar a parede entre a 1ª e 2ª canaletas e inutilizar o pistão.
Parede quebrada entre a 1ª e 2ª canaletas.
Deve-se tomar cuidado para não se retirar material demais da crista, a ponto de formar-se um rebaixo no local, bem como não remover-se material da região do curso do anel pois, esse caso, será necessário retificar ou substituir o cilindro (ou o próprio bloco do motor).
Além disso, lembrando que praticamente todos os cilindros, depois de um certo tempo de uso, estarão ovalizados quando frios, deve-se tomar o máximo cuidado para que o local onde a região usinada se encontra com a não usinada fique o mais liso possível, sem rebaixos ou restos de crista, a fim de garantir que a superfície interna do cilindro fique totalmente uniforme.
Crista completamente removida.
Ovalização Máxima
A ovalização máxima permitida para um cilindro, varia conforme o diâmetro desse cilindro.
Normalmente utiliza-se o fator 0,0005 para se obter a ovalização máxima permitida.
Dessa forma se, por exemplo, um cilindro tiver um diâmetro de 80 mm, sua ovalização máxima permitida será de:
80 mm x 0,0005 = 0,04 mm
Esse fator 0,0005 é válido igualmente para medidas em polegadas.
Assim sendo, se estivermos medindo um cilindro com 4” de diâmetro, sua ovalização máxima permitida será de:
4” x 0,0005 = .002”
Conicidade Máxima
Da mesma forma que a ovalização, a conicidade máxima permitida também depende do diâmetro do cilindro.
Os fabricantes de motores admitem de forma geral um fator de 0,0010 para determinação da conicidade máxima permitida, sendo este fator válido tanto para medidas em polegadas como em milímetros.
Assim sendo, para um cilindro de 80 mm de diâmetro, por exemplo, sua conicidade máxima permitida será de:
80 mmm x 0,0010 = 0,08 mm
Observação importante:
Sempre que a ovalização ou a conicidade medidas forem maiores do que as recomendadas pelos fabricantes de motores ou na falta destas, ultrapassarem as calculadas conforme aqui descrito, o cilindro pois a mesma será retirada quando da retirada quando da retificação do mesmo.
Se, no entanto, o cilindro estiver dentro das tolerâncias e não necessitar de retificação, antes de retirar o pistão, deve-se remover a crista do cilindro a fim de evitar-se danos ao mesmo durante a retirada.
Remoção da crista do cilindro
Conforme já mencionado à medida em que os cilindros se desgastam, forma-se um crista ou degrau no fim do curso do anel.
A crista no topo do cilindro
Quando essa crista é excessiva, as canaletas podem se danificadas durante a remoção dos pistões dos cilindros, pois os anéis tendem a prender-se nela.
Além disso, se a crista não for removida, o canto vivo de um anel superior de compressão novo baterá na superfície inferior (arredondada) da crista, causando um ruido seco quando o motor estiver funcionando e, em alguns casos, danificando o anel superior e deformando as canaletas.
O canto vivo de um anel novo bate na crista que não foi removida.
Por essas razões, quando se decidir trocar os anéis, é preciso remover essas cristas com um aparelho ou dispositivo adequado, antes de remover os pistões.
Remoção da crista do cilindro.
Se isso não for feito, ao retirar-se o pistão, o 1° anel vai chocar-se contra a crista, podendo quebrar a parede entre a 1ª e 2ª canaletas e inutilizar o pistão.
Parede quebrada entre a 1ª e 2ª canaletas.
Deve-se tomar cuidado para não se retirar material demais da crista, a ponto de formar-se um rebaixo no local, bem como não remover-se material da região do curso do anel pois, esse caso, será necessário retificar ou substituir o cilindro (ou o próprio bloco do motor).
Além disso, lembrando que praticamente todos os cilindros, depois de um certo tempo de uso, estarão ovalizados quando frios, deve-se tomar o máximo cuidado para que o local onde a região usinada se encontra com a não usinada fique o mais liso possível, sem rebaixos ou restos de crista, a fim de garantir que a superfície interna do cilindro fique totalmente uniforme.
Crista completamente removida.
veyron
Bugatti Veyron EB 16.4 is a mid-engine grand touring car produced by Volkswagen Group subsidiary Bugatti Automobiles SAS and was introduced in 2005 as the fastest production car in the world. It is currently one of the fastest accelerating and decelerating production cars in the world, with a 0 -100- 0 time of 8.6 seconds and, at 1.1 million Euro (1.5 million USD), it is also one of the most expensive cars in the world. Powered by a 736-kilowatt (1,001 PS; 987 hp) W16 engine,[2] it can reach 408.47 km/h (253.81 mph).[3] The car reached full production in September 2005, and is handcrafted in a factory Volkswagen built near the former Bugatti headquarters in Château St Jean in Molsheim (Alsace, France). It is named after French racing driver Pierre Veyron, who won the 24 hours of Le Mans in 1939 while racing for the original Bugatti company. Two examples of the Veyron are known to have been wrecked since production began.[4]Contents
The Scorpion Eco-Exotic Car
.jpg)
Blending the world of exotic cars with eco-friendly fuel solutions …
Austin-based automotive design and manufacturing company Ronn Motor’s has built the Scorpion; a hydrogen fuel injected hybrid.
The vehicle utilizes new ‘hydrogen on demand’ technology, which, simply put, generates water from the inbuilt tank, turns it into hydrogen and then injects this into the car’s system.
Not only does this approach allow fuel mileage to increase by between 20 to 40%, it also reduces carbon emissions to nearly zero. Couple this with its exclusive styling, and the Scorpion is sure to be a strong contender in the exotic performance car segment.
The Scorpion is out early 2009 and can be yours for a tidy $150,000. Go on, do it for the planet
Austin-based automotive design and manufacturing company Ronn Motor’s has built the Scorpion; a hydrogen fuel injected hybrid.
The vehicle utilizes new ‘hydrogen on demand’ technology, which, simply put, generates water from the inbuilt tank, turns it into hydrogen and then injects this into the car’s system.
Not only does this approach allow fuel mileage to increase by between 20 to 40%, it also reduces carbon emissions to nearly zero. Couple this with its exclusive styling, and the Scorpion is sure to be a strong contender in the exotic performance car segment.
The Scorpion is out early 2009 and can be yours for a tidy $150,000. Go on, do it for the planet
New Cars: 2009 Jaguar XF Preview
.jpg)
A new four-door sedan from Coventry, it comes with a normally aspirated or supercharged V-8, all the modern electronic driver aids and a 21st century interior. The new Jag has lots of styling changes that individually will appeal to the mass market, but together are uninspiring and will leave many Leaper fans wondering what happened to the great cat’s heritage.
BMW M1 Homage Concept Revealed!
Remember the BMW M1 from the late 70's and early 80's? Sure, we all do — how could someone forget the only BMW mid-engined homologated racer? Well, for you fans of that MotorWorken hotness, we've got an exciting bit of news out of the Concorso d'Eleganza at Villa d'Este, an Italian gathering hosting precious metal from all over the world. The Germans suprised everyone by bringing a piece of racing hotness hearkening back to those halcyon days of the late 70's — kind of a thirtieth anniversary present to lovers of the old M1. It's called the BMW M1 Homage concept, a modern-day interpretation of the mid-engined Bavarian exotic. So is this flame-surfaced M1 successor a future classic? Well, it's hard to say.
Propaganda do Citroen C4 (Transformers)
Está sendo vinculado na TV o comercial do C4 onde ele se transforma em robô (que você pode ver logo abaixo), mas não é a primeira vez que ele aparece. Você pode ver abaixo algumas propagandas do C4 onde o carro é um transformer.
Nissan Livina flex
A Nissan finalmente se rendeu a febre dos motores bicombustíveis, aliás demorou visto que se fala tanto em meio ambiente, aquecimento global, etc. só falta o governo se ligar e prestar mais atenção nesta tendência ao invés de ficar procurando petróleo no fundo do mar, mas isso é outro assunto, voltamos ao Livina.Enquadrada na categoria “minivan” tem como concorrentes o Chevrolet Meriva, Honda Fit e Fiat Idea tendo os preços a partir de R$ 46.690.
Ela está disponível com motor 1.6 16V de 108 cv com álcool e 104 cv com gasolina a 5.750 rpm acomplado a uma caixa manual de cinco marchas e com o 1.8 16V de 126 cv (a) e 125 cv (g) a 5.200 giros, acompanhado de um câmbio automático de quatro velocidades.
O carro está sendo fabricado nas instalações da marca no Paraná, na região metropolitana de Curitiba. A fábrica espera vender, até o final deste ano, cerca de 800 unidades por mês.
A versão mais acessível, o monovolume flex nacional da Nissan vem equipado com os seguintes itens: direção com assistência variável elétrica, travas, vidros e retrovisores elétricos, ar condicionado e airbag do motorista.
Nas versões top de linha contam com rodas de liga-leve 15 polegadas, sistema de freios com ABS, EBD (distribuição eletrônica da força de frenagem) e BA (que aplica toda a força de frenagem no sistema quando sensores detectam que o pedal do freio foi acionado abruptamente), faróis de neblina dianteiros, travamento automático das portas com sensor de velocidade, keyless, (travamento/destravamento das portas por controle remoto), alarme (somente versão 1.8 SL), airbag para o motorista e passageiro, porta-mapas, porta-copos dianteiros e traseiros e porta-objetos no console central e também no painel central – quando o consumidor opta por alguma versão que não venha de fábrica com rádio CD Player.
Clique para ampliar
Veja abaixo os preços das quatro versões.
Livina S 1.6 16V manual - R$ 46 690
Livina SL 1.6 16V manual - R$ 51 490
Livina S 1.8 16V automático - R$ 50 690
Livina SL 1.8 16V automático - R$ 56 690
Fontes Blogauto, Icarros e G1
Vídeo crash test do Novo Golf VI
O Golf VI recebeu cinco estrelas nos testes feitos pela EuroNCAP que ele recebeu 97% na categoria de proteção de adultos, 84% no que se refere à proteção de crianças, 61% na categoria de proteção de pedestres e 71% na mais recente categoria, a da assistência à condução.
Os testes são impressionantes, fico imaginando se os mesmos testes fossem feitos nos carros brasileiros, será que receberiam alguma estrela?
Fonte
Os testes são impressionantes, fico imaginando se os mesmos testes fossem feitos nos carros brasileiros, será que receberiam alguma estrela?
Fonte
Tested & Approved: Hyundai Starex 2.5
2009 seems to be a season of bang-for-bucks MPVs. Notwithstanding the economic recession looming ahead for us, multi-purpose vehicles are hoping to rough through the downturn, especially with budget models like the much-hyped, soon-to-be-launched Proton Exora and Perodua’s new MPV (Toyota Passo Sette) in the making.
Coming to present tense, and moving a couple of rungs up this people mover segment, we have this ‘Starship Enterprise’ of a minivan (as the American folks call it), minibus or full-size MPV. Whatever you might want to call it, there’s no denying that this Starex is simply huge. Ditto its front and rear tracks, with even the bulge of all 4 wheels showing its wide jutting stance. Measuring over 5metres in length, think Mercedes R-Class and S-Class in extended ‘L’ guises, and perhaps even taller than the trendy and popular deep-freezer-on-wheels Toyota Alphard. This is another repeat of maximum bang-for-bucks from the Koreans. Splendid, I thought to myself since most guys, if not all, love bigger things generally (stop your wandering minds people). A preference applicable even to handsets now, unlike in the early 2000’s when Nokia’s most ‘iconic’ and smallest handphone, the 8210 were so ubiquitous.
In all honesty, almost all the folks that spotted me piloting the Starex – a parallel imported MPVs dealer included - were more impressed with its exterior styling than the other slab-sided metal chunk wearing that coveted ‘T’ badge. Some even commended that the Starex’ rear profile traces the current Mercedes-Benz Vito/Viano to a certain extent. Now that must be quite flattering for Hyundai’s Starex going into its third generation. Personally, I quite fancy the Starex’ frontal visage and I guessed it could pass off as the next generation Mercedes V-Class (Vito), more so with the Starex in metallic silver. All you need is a change of the big emblem sitting in the centre of the large slab of a grille!
It’s also very heartening and appetising to digest figures like 170 hp and 392 Nm of torque at 2000 to 2500rpm coming from Hyundai’s 2.5L turbodiesel, equipped with Variable Geometry Turbo (VGT). Definitely class-leading figures for an oil-burner at RM138,888 or for any 12-seater for that matter. Much like a double-digit load capacity Korean-made washing machine I still cherish a lot until now; seating the Starex up to the max didn’t seem to bog it down, with cruising at legal speed (and beyond) and also passing slower pickup trucks and SUVs a breeze. The 2.2 tonne Starex also passed my self-coined uphill-sprint-test with flying colour, lugging the same full load of passengers. That’s the beauty of near-400Nm of turbodiesel torque working with you, for you, via the 5-speed auto ‘box. Interestingly, I have managed to clock about 580km to the tankful of 75litres of diesel, for what is mostly highway blasts at ‘high’ speed, with some urban driving thrown in.
This behemoth from Hyundai is best left cruising down highway since its sheer bulk and high centre-of-gravity don’t usually translate to fun tackling the twisties. That’s to be expected but it’s not to say that it pitches and rolls badly around corners, far from it. In fact, I found the Starex mostly as planted as the SsangYong Stavic tested years ago, if not for what is recalled as slightly better tracking composure of the latter’s front axle into corners. Needless to say, both makes are best driven sedately around bends since they are after all massive vehicular masses in motion. The brakes of the Starex is very adequate though, and for those who like to split hairs about having drum brakes at the back (e.g. Naza Ria, Toyota Innova and the Grand Livina), the rear axle items on the Starex are not only discs but huge, ventilated rotors. The turning radius of the Starex is simply superb, enabling unusually small semi-circle for making U-turns, even better than some front-wheel driven sedans with lengthy frontal overhang! In addition, this also makes parallel parking easier than you imagine.
Interior wise, the ceiling is lined bilaterally with A/C vents which kept all three back rows’ passengers cool, near freezing-cold even in scorching mid-day sun. Though the seats sizes are just adequate, trimming them in soft beige leather did help in increasing their comfiness and even adds a tinge of class to things. In fact, the overall cabin ambience is far more inviting and luxurious versus the likes of Toyota HIACE and the Kia Pregio. Heck, there is even a touch screen double-DIN DVD player up front along with a ceiling mounted LCD screen to keep my kids and their cousins quiet during an outing to Kuantan, and back!
After returning the tester unit, this writer was actually contemplating getting one for his ever expanding, at times extended family. If only the economic uncertainty that looms with the doom of global financial crisis isn’t so murky and threatening. Nonetheless, at sub-RM140k there is nothing like this out there in CBU form (or even CKD!) and as a brand-new vehicle for you to pick. So it does make sense – more so in these testing and trying times - as say, a third ‘car’ for mass transportation or utility purposes for a large family. That’s provided you can get past the usual badge snobbery that may afflict most of us. For the record, this Hyundai is already well received by the decision makers in the hospitality, travel and tourism industry. That's some positive testament, isn't it?
Related post:
2008 Hyundai Starex MPV
Subscribe to:
Posts (Atom)
