• A Used Mini Cooper S Is The Cheaper, Sillier GTI Alternative You’re Overlooking

    Allow me to begin by admitting my bias. I own a 2017 Mini Cooper S that I bought used, and I love my car more than most. When I was shopping for a fun, affordable, practical daily driver, my wishlist included Volkswagen GTIs, but my bank account disagreed. The Volkswagen GTI is largely credited with starting the hot hatch revolution in the 1970s, but Mini introduced the zesty Cooper S in the 1960s, with numerous notable racing wins throughout the decade.

    Though the modern GTI is one of the best balances of performance, practicality, and efficiency on the market today, even used MK7 GTIs are still too expensive for many buyers (me included). Good thing comparable Mini Cooper S hatchbacks are around $10,000 cheaper than GTIs right, and they offer higher reliability rankings, comparably fun driving dynamics and similar hatchback versatility with an much more zesty personality.

    A screenshot from AutoTrader.com showing how affordable low mileage Mini Cooper S' are

    A screenshot from Autotrader showing how much more expensive Volkswagen GTIs are than Mini Cooper S'

    Let’s start with some titillating statistical comparisons. The facelift model of the previous-gen GTI had 228 horsepower and 258 pound-feet of torque, and it weighed around 3,100 pounds. The contemporary Mini Cooper S had 189 hp and 207 lb-ft of torque, but it weighed a few hundred pounds less than the GTI. Car and Driver recorded a 6.2-second 0-to-60-mph time when they tested an automatic Cooper S four-door hatchback in 2015, while a DSG-equipped 2015 GTI achieved a 5.6-second 0-to-60 time.

    So the Mini is slower in a straight line, and probably around a track too, but real-life driving doesn’t involve acceleration times or hot laps, it includes commuting and sitting in traffic and occasionally taking your car out to the canyons on an early morning. Flip the car into Sport mode and the throttle sharpens, the suspension stiffens (if it has adaptive dampers), and the steering weights up, prepping you for a grin-inducing romp wherever you’re going.

    I can zip around street corners with ease, squirt through traffic and easily fit into most parking spaces, and it’s a joy in the canyons, too. The Mini is so playful, and that’s what you want in a car. It doesn’t take itself too seriously, and though it might not be as fast as a GTI, you’ll still be having a blast every time you get behind the wheel.

    A front 3/4 shot of my blue Mini parked in front of a dry field

    Photo: Logan Carter

    The legend of the GTI is well known, and used car prices reflect that. (It doesn’t help that the new MK8 model hasn’t been as well received as the previous model.) Hot hatches have grown more expensive, so the used market is where to find affordable hot hatches, and that’s where you’ll find Mini Cooper S models for much lower prices than GTIs. Even four-door Mini Cooper S hatches are cheaper than most comparable GTIs and provide similar practicality.

    Aside from initial affordability on the used market, Mini has worked its way up to the third most reliable manufacturer on the market, according to Consumer Reports, only trailing reliability legends Toyota and Lexus. Volkswagen, in stark contrast, placed fourth-from-last in reliability rankings — yikes. I bought my 2017 Mini Cooper S with under 50,000 miles, and now it’s pushing 91,000. All I’ve had to replace are an engine mount, a water pump, and the sunroof toggle switch.

    So if you’re in the market for an affordable, economical, reliable and fun small hatchback that comfortably fits a 6’8” driver behind the wheel, look out for the Mini Cooper S. You won’t miss out on the Volkswagen GTI’s reliability, price, or traditional looks inside or out. The Mini offers just as enjoyable of a driving experience and it oozes character. Just stick with 2015 or newer Minis, since that’s when they got the BMW B48 turbocharged inline-4 that contributed to Minis laudable reliability rankings.

    A photo of my blue Mini Cooper S 5-door hatchback from the rear 3/4

    Photo: Logan Carter

  • McLaren's new design language draws on racing heritage, F1 supercar

    McLaren has provided some insight on the design language that will shape the automaker’s next generation of supercars and hypercars.

    The new design language, which has been formulated under current design chief Tobias Sühlmann, relies on elements inspired by six decades of racing heritage, as well as certain key models, namely the F1 supercar. These elements will be interpreted for the future, McLaren said, so don’t expect any retro designs.

    A key trait is what McLaren calls the Performance Line. This is a signature shoulder line that has featured on most McLaren road cars in the past, including the F1, and results in cab-forward designs with short overhangs and a low front end.

    For the front of the vehicles, the designs will feature two main symmetrical elements with a horizontal orientation in the lower fascia, likely serving as intakes. The headlights will also use the eye-socket style design with integrated intakes similar to what’s found on the 750S and its 720S predecessor.

    2024 McLaren 750S first drive, Las Vegas, February 2024

    2024 McLaren 750S first drive, Las Vegas, February 2024

    At the rear, McLaren will stick with the open fascia design that was used on the F1 and has been transferred to all modern McLaren road cars. Also borrowed from the F1 will be a wraparound dash design that McLaren will use for its new interiors.

    At a more high level, McLaren said the design language is built on five core principles: Epic, Athletic, Functional, Focused, and Intelligent. Most are self explanatory, but in the case of the Intelligent principle, McLaren is referring to the use of advanced materials, plus a deeper, more seamless integration of various design elements.

    Crucially, McLaren said the design language is flexible enough to allow for an expanded lineup while also catering to future powertrain technologies.

    McLaren hasn’t said when and where we’ll see the first application of its new design language, but a likely bet is the P1 successor rumored to debut later this year. A recent report suggested the new hypercar will stick with a V-8-based plug-in hybrid powertrain, à la the P1, but introduce a much lighter hybrid system and even roof-mounted gullwing doors.

  • در اینجا ویژگی هایی است که فولکس واگن ID.7 2025 به صورت استاندارد با آنها عرضه خواهد شد

    در اینجا ویژگی هایی است که فولکس واگن ID.7 2025 به صورت استاندارد با آنها عرضه خواهد شد

    ID.7 که اواخر سال 2024 عرضه می شود، برای اولین بار فولکس واگن را وارد بخش سدان های برقی خواهد کرد. ما باید صبور باشیم تا بفهمیم چقدر هزینه دارد و چقدر می‌تواند با شارژ کردن پیش برود، اما این شرکت آلمانی ویژگی‌هایی را که جدیدترین خودروی الکتریکی خود به‌صورت استاندارد ارائه می‌شود، توضیح داده است.

    در زمان عرضه، خریداران دو سطح تریم به نام های Pro S و Pro S Plus را برای انتخاب خواهند داشت. هر دو دارای باتری لیتیوم یونی 82 کیلووات ساعتی هستند و با سیستم چهار چرخ متحرک یا عقب ارائه می شوند. مدل دیفرانسیل عقب دارای قدرت 282 اسب بخار و گشتاور 402 پوند فوت است، در حالی که انتخاب سیستم تمام چرخ محرک موتوری را به اکسل جلو اضافه می کند که مجموعا 335 اسب بخار قدرت دارد (گشتاور هنوز منتشر نشده است). .

    تریم پایه Pro S به صورت استاندارد با چرخ‌های 19 اینچی، آرم‌های فولکس‌واگن روشن در دو طرف، سقف شیشه‌ای پانوراما، صندلی‌های جلوی گرم‌کن و قابل تنظیم برقی با عملکرد ماساژ، آینه‌های درب تاشو برقی، فرمان گرم کن، هوای الکترونیکی عرضه می‌شود. دریچه‌ها، دریچه برقی، صفحه نمایش لمسی 15 اینچی برای سیستم اطلاعات سرگرمی و نمایشگر هدآپ واقعیت افزوده از جمله ویژگی‌های دیگر است. مجموعه کمک های رانندگی IQ.Drive نیز به صورت استاندارد ارائه می شود. این به ویژه به ID.7 این امکان را می دهد که تغییر خطوط خودکار را توسط راننده انجام دهد.

    تریم پرو اس پلاس، رینگ‌های 20 اینچی، فرمان پویا و سیستم میرایی تطبیقی ​​DCC را به ارمغان می‌آورد. رانندگان همچنین از صندلی‌های Climatronic بهره می‌برند که عملکرد ماساژ ارتقا یافته را ارائه می‌دهند و سیستم صوتی 700 واتی هارمن کاردون با 14 بلندگو.

    فولکس واگن پنج رنگ بیرونی ارائه خواهد کرد: Mythos Black، Glacier White، Moonstone Grey، Aquamarine Blue و Kings Red. تزیینات روشن و قوسی شکل بالای پنجره ها بدون توجه به رنگ باقی می ماند. در داخل، خریداران می‌توانند بین Galaxy که شامل صندلی‌های مشکی، دوخت سفید و تزئینات تیره است، و Lunar که صندلی‌های خاکستری، دوخت خاکستری با تضاد خاکستری و تزئینات با رنگ روشن‌تر را در خود جای داده است، یکی را انتخاب کنند.

    جزئیات قیمت و محدوده نزدیکتر به عرضه ID.7 در سه ماهه چهارم سال 2024 اعلام خواهد شد. انتظار می رود این سدان در نزدیکی بالای محدوده فولکس واگن قرار گیرد. و هیچ چیز نشان نمی دهد که استیشن واگن ID.7 تورر که در اروپا فروخته می شود، در کنار این سدان در ایالات متحده نیز فروخته خواهد شد.

  • Fisker Lost Millions In Customer Payments And Had To Do An Internal Audit: Report

    Fisker is in a state of disarray right now. The company continues to inch closer to bankruptcy, and the only car it sells right now, the Ocean EV, just had prices on its remaining inventory heavily slashed as the automaker attempts to move more metal in the face of falling stock prices. What’s been going on behind the scenes of the company, however, is much worse. A report from TechCrunch details how Fisker lost millions in customer payments, forcing an internal audit to find the money.

    The troubles with Fisker started in late 2023. SEC filings show the company reported having internal accounting issues. Simply put: Fisker didn’t have enough accountants to go over its books, as the filing highlights. Speaking as someone with an accounting and finance background, a company the size of an automaker should have at least dozens or even hundreds of accountants, each working together to keep track of the company finances as well as acting as each other’s backup in case something like this goes wrong. Also mentioned in the filing was an even problem as TechCrunch pointed out.

    In that same filing, Fisker revealed a second material weakness involving the “risks of material misstatement over the accounting for inventory and related income statement accounts.

    By the end of February 2024, Fisker admitted its troubles around handling the balance sheets in a press release. The scope of this problem reared its ugly head upon an internal audit, as sources familiar with what’s going on described to TechCrunch.

    Fisker struggled to keep tabs on these transactions, which included down payments and in some cases, the full price of the vehicles, because of lax internal procedures for keeping track of them, according to the people. In a few cases, it delivered vehicles without collecting any form of payment at all, they said.

    “Checks were not cashed in a timely manner or just lost altogether,” one of the people told TechCrunch. “We were often scrambling to find checks, credit card receipts and any wired funds a few months after a vehicle was sold.”

    The situation was so bad that one of the big four accounting firms, PwC (PricewaterhouseCoopers), was brought in to sort through things and find out where the money went. According to sources, PwC wanted more information about Ocean sales, but Fisker couldn’t even produce documentation for that, which apparently led to more information requests from PwC.

    Making matters worse, this problem spilled over into other departments resulting in issues with things like state DMVs not being paid on time, tying up customer registrations, and pulling people away from the sales team to help with the internal audit at a time when sales itself needed all the help it could get. TechCrunch said the DMV problem was solved, but there was a massive backlog to work through.

    As for the internal audit, sources say the company was ultimately able to track down the payments. Unfortunately, some of those payments had to be re-requested from the customers that gave them because the payments expired while they were lost. Neither Fisker nor PwC would make a comment to TechCrunch about the situation.

  • 2025 Panamera Turbo E-Hybrid arrives with $192,995 price tag

    A new generation of the Porsche Panamera hatchback starts sales this spring as a 2024 model, though only the base grade will be available initially.

    More options will arrive shortly after as 2025 models, including a Panamera Turbo E-Hybrid which Porsche this week confirmed will carry a starting price of $192,995, including a $1,995 destination charge.

    Other options available starting with the 2025 model year include a 4 E-Hybrid and 4S E-Hybrid, which were shown in February and are priced from $117,495 and $128,795, respectively. The base grade that will arrive first in showrooms is confirmed to start at $101,550.

    All figures include destination.

    2025 Porsche Panamera Turbo E-Hybrid

    2025 Porsche Panamera Turbo E-Hybrid

    The Turbo E-Hybrid is the most badass grade in the range, though the jury is still out on whether Porsche adds a more extreme Turbo S E-Hybrid or perhaps even a Turbo GT à la the recently revealed 2025 Taycan Turbo GT.

    For the Turbo E-Hybrid, Porsche has confirmed a peak output of 670 hp generated by a newly developed twin-turbocharged 4.0-liter V-8 paired with a single electric motor integrated with a standard 8-speed dual-clutch automatic transmission. Owners of this grade will enjoy 0-60 mph acceleration in just three seconds (with the Sport Chrono Package) and a top speed of 196 mph.

    All electrified Panameras are plug-in hybrids, and with the new generation they feature faster charging, better throttle response, and a larger battery than in the previous generation. The battery grew from the previous 17.9 kwh to 25.9 kwh, and as a result owners can expect more electric range than the EPA-rated 20 miles of the current Panamera plug-in hybrids, though estimates for the new generation haven’t been published. A more powerful 11-kw onboard AC charger will also reduce charging times to about 2.5 hours.

    2025 Porsche Panamera Turbo E-Hybrid

    2025 Porsche Panamera Turbo E-Hybrid

    2025 Porsche Panamera Turbo E-Hybrid

    2025 Porsche Panamera Turbo E-Hybrid

    The platform is an updated version of Volkswagen Group’s MSB platform that debuted in the outgoing Panamera. Among the key changes is a new dual-chamber two-valve air suspension that enables adjustment of both rebound and compression. Active dampers are available for the plug-in hybrid grades.

    Also new is the use of gray accents on the Turbo E-Hybrid grade. The gray color, known as Turbonite, will be used on all future Turbo models to help them stand out from the rest of the fleet. The gray accent will even extend to Porsche’s famous crest logo. Panamera Turbo E-Hybrid buyers will also be able to select a set of center-lock wheels as an option.

    Inside, the dash features a similar design to the one introduced in the updated 2024 Cayenne SUV, where the gear selector is mounted to the steering column. A 12.6-inch digital gauge cluster is joined by two touchscreen displays, one in the center of the dash that serves as the infotainment hub, and the second facing the front-seat passenger and mostly serving as a media hub. A fourth screen faces rear-seat passengers at the foot of the center console and controls media, navigation, and the ambient lighting.

  • چه خودرویی مانند یک شراب خوب کهنه شده است؟

    E60 BMW M5

    عکس: بی ام و

    ما اخیراً از همه شما سؤال کردیم چه ماشین هایی که فکر می کردید مثل شیر پیر شده اند. خوب، همین است کمی بیش از حد منفی برای میل من (لطفا نادیده بگیرید تاریخچه پست منبنابراین من تصمیم گرفتم دقیقا برعکس از شما عزیزان بپرسم سوال.

    من می خواهم بدانم چه ماشینی احساس می کنید پیر شده است؟ یک شراب خوب. ماشینی که شاید وقتی بیرون آمد خیلی داغ به نظر نمی رسید، اما همین واقعا ظاهر خوبی پیدا کرد با گذشت زمان بیشتر من حدس می زنم این دقیقاً نباید ماشینی باشد که بود زشت پنداشته می شود. تنها چیزی که می پرسم این است که چه خودروهایی با افزایش سن بهتر شده اند؟

    مثل همیشه، من چند مثال برای شما عزیزان دارم. از نظر خودروهایی که در اصل ظاهر خوبی نداشتند، من با آن می روم E60 BMW M5. معروف است که مردم ظاهر آن را پس از انتشار دوست نداشتند، و به این اشاره کردند که چقدر از مدل قبلی خود، یعنی E39 M5. در حال حاضر، به نظر می رسد کاملا افسانه است. این طرحی است که بسیار جلوتر از زمان خود بوده است و شما می توانید به این دلیل بگویید هنوز هم معاصر به نظر می رسد.

    حال، اگر به خودروهایی نگاه کنیم که در زمان بیرون آمدن ظاهر خوبی داشتند و با گذشت زمان بهتر شدند، من با این خودروها همراه خواهم شد. W222 مرسدس بنز کلاس S. این خودرو زمانی که در سال 2013 به تولید رسید، بسیار شگفت‌انگیز به نظر می‌رسید و از آن زمان تاکنون فقط بهتر شده است. به هیچ وجه فکر نمی‌کنم کلاس S که جایگزین آن شده است، خودرویی بد ظاهر باشد، اما فاقد ظرافت است. W222 سر میز آورده

    باشه، باشه دیگه بسه دیگه در زیر رها کنید و به ما اطلاع دهید که چه خودروهایی که فکر می کنید مانند یک شراب خوب قدیمی شده اند.

  • A Hyundai Dealer Has Already Made A Mess Of An Ioniq 5 N Deal

    Dealers go wild when they get their hands on a new model, especially if it’s a limited edition or a performance model. Unfortunately this comes at the expense of the customer who has to contend with things like crappy customer service — credit checks before a test drive for instance — and worst of all, markups. Hyundai dealerships are already up to no good with the new Ioniq 5 N. Some have started receiving Ioniq 5 N allocations and they’re already starting to to mark them up. One potential buyer has learned just how ugly things can get when you challenge a dealer on a markup.

    Hyundai Ioniq 5 N Markup

    Photo: David De Rego

    We first spotted the markup on the Hyundai Elantra N owners group on Facebook. A picture showed that Ontario Hyundai in Ontario, California has a 2025 Ioniq 5 N with MSRP of $67,685. But with the dealers $20,000 markup, they’re asking an eye watering $87,685 for this performance hatch. Wanting more information, I reached out to the person who posted the image and was informed that it was actually taken by a guy who had gone to the dealer to try and buy the car. He promptly put me in touch with this individual so I could get more information on the situation.

    David De Rego — also known as @Qball1754 — is a well known automotive social media influencer in Hyundai circles. He’s a member of the SoCal N Club and is popular enough that he has some contacts at Hyundai corporate. It’s how he found out about the allocation of the Ioniq 5 N at this specific dealer before anyone else — there isn’t even a build and price tool up for it yet on Hyundai’s website. He told me that after finding out about the allocation from Hyundai, he headed straight to the dealer to see if he could work something out. “After I had been told about the allocation, I wanted to show up at Ontario first thing in the morning and work out a deal,” he said.

    David told me he wanted to trade in his modified Veloster N for the Ioniq 5 N. But things didn’t go as planned from the moment he got to the dealer. David says the salespeople and managers were weirdly defensive about him showing up for a car that they had just received. “When I was first greeted by the salesman and I mentioned the Ioniq 5 N, they became very defensive and wanted to know who told me about the car and why I just showed up for it,” he said. He then says he explained to them his involvement with Hyundai and the N brand. Things went a bit smoother from there as they went to work on numbers for the Ioniq 5 N and his trade. But that didn’t last for long.

    David says that the Ioniq 5 N was then brought around for him to inspect but he couldn’t test drive it. He was informed they’d only allow him to drive it after his credit was run and numbers were agreed upon. He then gave them a ballpark figure on where he wanted to be on his trade and what he hoped to pay for the Ioniq and was met with what he describes as attitude. “They told me this is an exotic car so everyone wants it,” David says. David and the dealer did agree on $23,000 for the Veloster N. At this point he says they immediately attempted to run his credit but he declined since they were still trying to figure things out with the Ioniq 5 N; he was told the car wasn’t in their system yet. This is a strange thing to say considering that, according to the markup sticker, the car already had a stock number.

    At this point, roadblocks to the deal started to appear as David describes. They told him there’s no lease available for the Ioniq 5 N and that it won’t qualify for the $7,500 EV tax credit. Then came the numbers for the Ioniq 5 N: $20,000 down and $1,500 a month. For some reason, David says this was when they became more curious about his association with Hyundai, N and the SoCal N Club. He says things then got even worse.

    All of a sudden, the trade-in amount they had agreed upon dropped to $15,000. He also says his fiancée overheard the sales staff saying how they were going to try and force him into financing the car. After a bit more back and forth on numbers, David tried to get them to remove the markup.

    This really pissed them off. Speaking as if he was trying to leverage his relationship with Hyundai on the deal, he said he was told that they didn’t “care about my affiliation with Hyundai or the N brand or who runs it in the U.S., corporate decides the markup.” The rant continued with David being told that the markup couldn’t be removed, no one at Hyundai or N would have a say on it and that if they wanted to they could charge an even higher markup “like the rest of the dealerships.”

    At this point David says he was done and he said he was going to walk, but not before the manager came back with an offer for his trade in that was $3,000 higher than before. David wasn’t interested though. He told him he was done and that he was going to go to another local dealership Hyundai told him about that has two Ioniq 5 N allocations. But Ontario Hyundai persisted. He says as he and his fiancée got to their car the salesman was still trying to talk numbers on a trade in value for the Veloster N. He said they seemed more focused on him trading the car than anything else at this point.

    David says the experience sucked. “I’ve never felt that disrespected by a dealership before. And to hear them talk about screwing me over just to make a sale, I couldn’t believe it.” He’s now going to try his luck at the aforementioned dealer that’s getting two allocations. He won’t mention his Veloster N trade in this time around though. He said he’s going to leave the car at home and see how things play out if he doesn’t mention it at first. “I’m hoping I have a better experience,” he told me.

    As for Ontario Hyundai, I reached out to them for a comment about the situation three separate times to try and get their side of what happened and was never able to get in touch with anyone. David said they continue to blow up his phone, either trying to make a deal or because what they’ve done to him is starting to make the rounds online

  • اما با درصدی افزایش به مشتریان می دهند.قطعات این خودرو تنها به ماتیز شباهت دارد و نمی توان آنها را با خودرو دیگری جایگزین کرد. این خودرو که حجم ۱۰۸۳ سی سی و قدرت ۶۸ اسب بخار دارد در مقایسه با ۲۰۶ تیپ دو از شتاب بالاتری برخوردار است و می توان وزن سبک این خودرو را مزید بر علت دانست اما به واقع باید کیفیت این خودرو را بالا برد و تضمین کرد تا بتواند در بازار موفق باشد. بوق خودرو بر روی فرمان قرار دارد که البته به صورت دو دکمه است و عادت کردن به آن کمی زمان لازم دارد. برخلاف تصور خیلی از افراد که MVM را یک خودروی شهری می دانند این خودرو بیشتر از پراید قابلیت جاده ای و مسافرت های بین شهری را دارد.

    • ایرادی که می‌توان به آن گرفت، پدال ترمز است که دارای حساسیت کافی نیست، ولی قدرت ترمزها با ترمزهای پژو ۲۰۶ برابری می‌کند.
    • عاق‌بندی این خودرو به درستی انجام نشده و هنگام رانندگی در اتوبان صدای باد ممکن است موجب آزار شما شود.
    • همچنین سیستم استعلام قیمت این وب سایت نیز امکان ثبت سفارش قطعات ناموجود را برای مشتریان فراهم می‌کند.
    • Chery Tiggo 3x ابتدا در سال ۲۰۱۶ در نمایشگاهی در کشور چین رونمایی شد.
    • این موتورهای کم قدرت، حرکت کردن را برای این اسباب‌بازی به جان کندن تبدیل می‌کرد.

    این خودرو وزنی معادل ۸۸۰ کیلوگرم دارد که به نظر می رسد سبک هم نیست و می توان تا حدی با آن مانور داد. از نظر کیفیت قطعات کابین در سطح مطلوبی قرار دارد و به رغم خشک بودن قطعات داشبورد و رودری ها باز هم دچار ریختگی رنگ و ترک خوردن نمی شود. بسیاری از کارشناسان اعتقاد دارند تعداد معایب ام وی ام 315 نسبت به مزایای آن بیشتر است، و پیشنهاد می‌کنند این خودرو را جهت خرید انتخاب نکنید.

    واکنش‏‏‌ خودروسازان به دستورالعمل شورای رقابت

    این خودرو از هندلینگ بهتری نسبت به پراید برخوردار است و انتظارات راننده را بیشتر از پراید در سر پیچ ها برآورده می سازد. اما یک ضعف بزرگ دارد که بلند شدن قسمت عقب این خودرو بر روی ناهمواری ها است. این مشکل فنی با نصب اسپویلر عقب نیز برطرف نشده و همچنان به قوت خود باقی است. اغلب خودروهای چینی که مونتاژ ایران هستند، در کنار ظاهر زیبا، امکانات و آپشن‌های خوب متاسفانه از کیفیت پایینی برخوردار هستند. از جمله این موارد می‌توان به متریال مورد استفاده و یا سروصدای زیاد کابین اشاره کرد. طراحی این خودرو هم مانند بیشتر خودروهای جدید چینی در ایتالیا انجام‌شده است و اگر نگوییم زیبا است نمی‌توانیم چیزی از زشت بودن آن‌هم بگوییم.

    مقایسه ام‌وی‌ام ۳۱۵ صندوقدار با برلیانس H230

    طرح چراغ‌ها از آن حالت فوق‌العاده ساده مدل پیشین به فرمی اسپرت و نسبتا اخم‌آلود با زوایای تیز و خطوط صاف درآمده که دو طرف یک جلوپنجره بزرگ با نوارهای کرومی را به تسخیر خود درآورده‌اند. در این مطلب قصد داریم به بررسی معایب و مزایای جدیدترین مجله خبری خودرو ام وی ام مدل این خودرو نسبت به رقبا بپردازیم و امیدواریم مطالعه آن شما را در تصمیم گیری یاری کند. در ام وی ام ۳۱۵ پلاس، با افزودن گیربکس چهارسرعته اتوماتیک، بهینه‌سازی‌های ظاهری، داشبورد جدید و سیستم کنترل پایداری بهبودهایی صورت گرفته است.

    لیست مقایسه های ام وی ام 315 پلاس در گوگل

    گفته می شود اتومبیلmvm ایکس ۲۲ سعادت زیادی در این مورد نداشته است، زیرا در ردیف صندلی‌های عقب، کوبش‌های بسیاری از سیستم تعلیق به سرنشینان منتقل می‌گردد. صندلی های این خودرو بسیار راحت تر از برخی دیگر خودروها مانند پراید است. حتی به رغم کوچک بودن ابعاد بدنه باز هم سرنشینان عقب، این خودرو را راحت تر از ۲۰۶ می دانند. صندلی های عقب این خودرو قابلیت تاشدن را دارد از فضای عقب می توان به عنوان فضای بار استفاده نمود. بدنه و درها تقویت شده هستند و به راحتی آسیب نمی بینند اما قطعات بدنه کمی گران قیمت هستند. سال ۱۳۸۰ تولید این خودرو به ۴۹۳۱ دستگاه و سال ۱۳۸۱ تولید این اعجوبه به ۶۶۹۰ دستگاه هم رسید.

    http://architecture-competitions.ir

  • 2025 Defender OCTA جاسوسی کرد: SUV هاردکور در راه است

    JLR (جگوار لندرور سابق) در سال 2022 یک دیفندر مجهز به V-8 را روانه بازار کرد، اما درجه سخت افزاری V-8 هنوز هم برای این شاسی بلند مقاوم در دست ساخت است.

    این هفته توسط JLR به عنوان Defender OCTA تایید شد و نمونه های اولیه آن در طبیعت مشاهده شدند. قرار است اواخر امسال رونمایی شود و در صورت رسیدن به ایالات متحده احتمالاً شاهد عرضه آن به عنوان مدل 2025 خواهیم بود.

    تمام چیزی که JLR در مورد این خودرو گفته است این است که با یک توربوشارژر دوقلو V-8 و نسخه ای از سیستم تعلیق 6D Dynamics این خودروساز عرضه خواهد شد. هر دو ویژگی در رنجروور اسپرت SV مربوطه یافت می‌شوند که 626 اسب‌بخار از موتور 4.4 لیتری V-8 توربوشارژ دوقلو تولید می‌کند.

    سیستم تعلیق 6D Dynamics نامی فانتزی برای ترکیبی از دمپرهای هیدرولیکی بهم پیوسته، فنرهای هوای قابل تنظیم ارتفاع و کنترل ارتفاع است. به گفته JLR، این تنظیمات به گونه‌ای طراحی شده است که بدنه خودرو را در هنگام پیچ‌های سخت یا رانندگی در زمین‌های ناهموار در وضعیت تقریباً هموار نگه دارد.

    نمونه های اولیه تعدادی از جزئیات اضافی را نشان می دهد. اینها شامل یک اگزوز تیتانیومی با نوک چهارگانه، همراه با قوس چرخ‌های گشاد شده، سیستم تعلیق برجسته، فلپ‌های گلی و لاستیک‌های همه‌جانبه BFGoodrich است. لاستیک ها به دور چرخ های 20 اینچی پیچیده شده اند و ابعاد 275/60 ​​در جلو و عقب دارند.

    اگر در مورد نام آن تعجب می کنید، احتمالاً به اشکال خاصی از الماس در هندسه موسوم به هشت وجهی اشاره دارد. به احتمال زیاد JLR می‌خواهد بیان کند که Defender OCTA دارای انعطاف‌پذیری شبیه الماس است، سخت‌ترین ماده طبیعی روی زمین. عکس‌های تیزر منتشر شده در کنار تایید این هفته خودرو، نشان‌های کوچک الماسی را نشان می‌دهند.

    JLR's Special Vehicle Operations چند سال پیش به راه اندازی یک Discovery SVX مشابه هاردکور نزدیک شد. این خودرو قرار بود با یک V-8 مجهز شود و به ارتقاءهای خارج از جاده مجهز شود. این یک محدوده جدید آفرود برای SVO، شبیه به محدوده متمرکز در مسیر SVR و محدوده فوق‌العاده لوکس SVAutobiography ایجاد می‌کرد. در حالی که Discovery SVX در نهایت لغو شد، JLR هرگز وسایل نقلیه آینده مانند آن را رد نکرد.

  • 2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition

    Pros: Exceptional storage and cargo space; unique second-row functionality; refined ride; versatile and capable TrailSport; advanced AWD

    Cons: Subpar acceleration with lackadaisical transmission and engine response; so-so driver assistance tech

    Now in its third model year since a complete redesign, the Honda Pilot has settled into its usual position in the three-row SUV segment as a safe, solid choice that does almost everything well. It’s definitely not the most stylish pick, but unlike the preceding generation, it’s not painfully dull. Its design is chiseled, unfussy and should age well, just like the best Hondas of old. That said, the 2025 Honda Pilot spruces things up as a new/resurrected range-topping model with black-out trim and red-accented leather. There’s also our pick of the litter, the off-road-oriented TrailSport that boasts cooler looks and greater capability with minimal tradeoff.

    Really, if you were looking for one word to summarize the Pilot it would be “versatile.” That applies to its ample storage up front, copious cupholders throughout and a cargo area that swallows more stuff than you’d expect. Most of all, though, it boasts a unique, removable second-row middle seat that allows the Pilot to be both a seven- and eight-passenger vehicle. No need to choose between a bench or captain’s chairs at the dealership. The seat can even be stowed under the cargo floor, although not in the TrailSport (its spare tire is too big), which is why it’s seven-passenger only. True, the seat is a bit cumbersome to remove and you probably won’t routinely remove or add it, but we guarantee you there will be moments when you’ll be thankful for it – especially if you’re leaning toward captain’s chairs in a competitor.

    Choosing a Pilot should not be a slam dunk – there are a lot of great choices to consider. Some are more luxurious or less expensive, others more powerful or engaging to drive, but we think the Pilot’s well-rounded excellence makes it a great choice for a lot of people.

    Interior & Technology   |   Passenger & Cargo Space   |   Performance & Fuel Economy

    What it’s like to drive   |   Pricing & Trim Levels   |   Crash Ratings & Safety Features

    2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition

    What’s new for 2025?

    The base LX trim level is no more, meaning the base price has gone up considerably since the $41,295 Sport becomes the de facto floor. On the other end of the trim level ladder, the Pilot Black Edition (pictured above) makes its return as the new range-topping model. It builds upon the loaded Elite trim level with gloss-black 20-inch wheels, a gloss-black grille bar and mirror housings, and additional non-gloss black trim in the bumpers, doors and windows. It also gets “Black Edition” badging because of course it does. Like the previous-generation Pilot Black Edition, the interior sees special red-accented black leather along with logo’d floor mats and seats.

    2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition 2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition

    What are the Pilot interior and in-car technology like?

    After sitting in a Hyundai Palisade, the Pilot may come across as a bit plain. There’s no showy trim or fanciful lighting. On the other hand, there is an elegance to its minimal adornment and crisp horizontal lines. It’s reminiscent of Land Rover interiors – clean, functional, timeless. It’s also much better than what was there in the last Pilot (and what survives in the Passport).

    The Pilot interior is ultimately all about clever packaging and thoughtful design. In terms of storage, the front center console features a large, grippy flat space for phones or whatever, the doors have bins as well as bottle holders, there’s a little shelf in the dash, and the front seatbacks have sleeves built into them to hold your phone. There’s also clever storage in the cargo area, including a double-sided floor with carpet on one side and washable plastic on the other, but we’ll address the rest of the cargo area in the next section.

    In terms of technology, the Pilot offers two touchscreen options. The Sport has a 7-inch unit that’s rather rudimentary in terms of its functionality and appearance. We like its physical buttons/knobs, though, and it runs both Apple CarPlay and Android Auto. Those get upgraded to wireless connectivity in all other trims, which also get a 9-inch touchscreen with enhanced graphics and functionality. It certainly isn’t as impressive as what you’d find in a Palisade, Kia Telluride and Jeep Grand Cherokee L, but it’s functional and generally vice free. Parents should also appreciate the CabinTalk in-car P.A. system that lets you broadcast your voice through the rear speakers. Complementing it is a convex rear seat spy mirror to keep an eye on their reactions.

    2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition 2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition

    How big is the Pilot?

    Outside, the Pilot pretty much defines the segment average. It’s almost 5 inches longer than the Toyota Highlander and 5 inches shorter than the Chevy Traverse, matching up almost identically with the Nissan Pathfinder.

    There’s nothing average about the rear seating rows, however. Pictured above, the Pilot’s novel second row is a bench seat, but as in the Honda Odyssey and the Pilot’s Acura MDX cousin, the middle seat folds to create a console-like armrest. It can also be removed completely from the car or, uniquely, stowed in a cubby built into the Pilot’s rear cargo floor. Unlike the Pilot’s competitors, there’s no need to choose between eight-passenger bench seat or seven-passenger captain’s chairs at the dealer. Bear in mind that this feature isn’t offered on the TrailSport. Its full-sized spare tire shrinks the requisite cubby enough to make stowage impossible. It effectively has captain’s chairs as a result.

    The big Honda has one of the roomer cabins in the segment. Its 40 inches of legroom in the second row tops virtually every one of its competitors. Third-row legroom can be a max of 32.5 inches, making it friendly for bigger teens and adults, even in the 6-foot-plus category. This puts it ahead of the Toyota Highlander and Nissan Pathfinder (both offer 28 inches) and just behind the Chevy Traverse (33.5 inches).

    On paper, the Pilot has 18.6 cubic feet of space behind the back seat, but remove the double-sided floor piece (shown below with its washable plastic surface facing up) and you’re left with either 22.4 cubic feet or, in the TrailSport, 21.8. Theoretically, only the Chevy Traverse/Buick Enclave have more room back there. In our testing, we’ve found that’s not really the case, but it’s still impressive. We found that the Toyota Grand Highlander and Kia Telluride can hold just a bit more stuff, but the Pilot is indeed better than everything else in the segment. We also like that the TrailSport comes standard with raised roof rails and a trailer hitch, which opens up cargo possibilities even further.

    2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition 2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition

    What are the Pilot fuel economy and performance specs?

    There is only one engine offered: a 3.5-liter V6 good for 285 horsepower and 262 pound-feet of torque. A 10-speed automatic is standard.

    The Pilot can be had in standard front-wheel drive, or with an all-wheel-drive setup dubbed i-VTM4 (standard on TrailSport and Elite, optional all other trims). It’s arguably the most advanced AWD system in the segment as it provides so-called “torque vectoring”: As much as 70% of the engine’s power can be sent to the rear axle, with 100% of that transferred to one wheel. This is not only beneficial for poor-weather traction, but benefits dry-pavement handling as well. It’s augmented on TrailSport models with a special Trail Torque Logic system and corresponding “Trail” option in the Pilot’s drive mode selection system.

    Fuel economy stands at 19 miles per gallon city, 27 mpg highway and 22 mpg combined with front-wheel drive, and 19/25/21 with all-wheel drive. The TrailSport is lower still at 18/23/20.

    The Pilot can be outfitted for towing in both 2WD and AWD configurations. 2WD towing capacity is a reasonable 3,500 pounds; opting for AWD raises that cap to 5,000. That’s on par with the segment, but shy of the Kia Telluride (5,500), 2024 Ford Explorer (5,600), Nissan Pathfinder (6,000) and Jeep Grand Cherokee L (6,200).

    2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition

    Pilot Elite and Pilot TrailSport

    What’s the Pilot like to drive?

    Three-row crossovers aren’t known for being fun to drive, and the Pilot isn’t an exception. Still, it holds its own for a gussied-up minivan, especially if you opt for the torque-vectoring all-wheel-drive system. Steering precision is better than most, the ride is composed and comfortable and, in general, we enjoy driving it more than everything in the segment except for the sporty Mazda CX-90 and perhaps a fully-loaded Jeep Grand Cherokee L.

    Unfortunately, the Pilot’s powertrain could use some work. Its output seems competitive enough, but the resulting acceleration is on the slow side for the segment, and making matters worse are transmission and throttle programming that aren’t adaptable enough to different situations. For instance, we had to engage the Sport driving mode when driving up a series of highway grades because the transmission was otherwise hesitant to drop down and stay in a lower gear. Many drivers won’t even know they have a Sport mode, let alone think to engage it when wanting to go faster than 55 up a hill.

    As for the TrailSport, it gets a unique suspension with a 1-inch lift (for a total ground clearance of 8.3 inches) and improved approach and departure angles. The stabilizer bars, spring rates and damper valve tuning are exclusive to the TrailSport, as are a full-size spare and the 18-inch wheels (stamped with TrailSport) wrapped in Continental TerrainContact all-terrain tires. Skid plates protect the oil pan, transmission and gas tank, and Honda says they can each support the entire weight of the Pilot crashing down on a rock. The result is a vehicle that’s remarkably capable for what is fundamentally little more than a minivan, though like the Pathfinder Rock Creek or Explorer Timberline, it’s not a particularly robust off-roader. It’s the sort of SUV that can bring you all the way to the trailhead, but it won’t let you blaze your own. 

    On the road, the TrailSport’s off-road tires do reduce steering precision, resulting in more steering corrections being needed on the highway (by you and the lane-centering steering assist system). Road-holding also degrades, but that’s less likely to be noticed in a family hauler. Pleasantly, the ride quality remains perfectly comfortable (unlike the Kia Telluride X-Pro that has the exact same tires) as does road noise. As a result, there’s minimal downside with going with the fun off-road model.

    What other Honda Pilot reviews can I read?

    Honda Pilot TrailSport Road Test: Outdoor adventure road trip to Oregon

    The TrailSport is the Pilot specifically intended for outdoor adventures with its rugged tires and suspension, standard hitch and more functional roof racks. We put it all to the test on an outdoor adventure road trip from Southern California to central Oregon. 

    2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition

     

    2023 Honda Pilot First Drive: Broad strokes and broader shoulders

    Our first drive of the Pilot, including an off-road drive in the TrailSport and broader details about its design and engineering. 

    2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition

     

    Honda Pilot TrailSport Luggage Test: How much fits behind the third row?

    In our real-world testing, we find out how much fits behind the raised third row of the Pilot TrailSport. Despite having just a little less space than other trim levels, it manages to swallow more bags than most vehicles in the segment. 

    2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition

    What is the 2025 Pilot price?

    The Pilot’s base price went up by nearly $4,000 for 2025, but that’s almost entirely the result of the LX trim level being discontinued. It wasn’t popular. The new base trim level becomes the Sport, meaning equipment like a heated power front seats, a leather-wrapped wheel, blind-spot warning and roof rails are now standard. It also has 20-inch wheels and blacked out trim, which disappears for the next rung up the trim ladder. So that’s odd.  

    The EX-L, Touring and Elite basically follow the typical progression of more equipment with each level, while the Black Edition is basically just an Elite with black-out trim, unique wheels and red-accented leather. The TrailSport is the real outlier. W think it’s the pick of the litter for its functional and aesthetic upgrades that don’t come with significant downsides. You can read more about its extras in the above driving section.

    All prices below include the $1,395 destination charge.

    Sport 2WD: $41,295
    Sport AWD: $43,395

    EX-L 2WD: $44,595
    EX-L AWD: $46,695

    Touring 2WD: $48,595
    Touring AWD: $50,695

    TrailSport (AWD only): $50,495

    Elite (AWD only): $54,175

    Black Edition (AWD only): $55,675

    2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition2025 Honda Pilot Review: Well-rounded three-row SUV adds Black Edition

    Pilot Black Edition and Pilot TrailSport

    What are the Pilot safety ratings and driver assistance features?

    Standard safety equipment includes forward collision warning with automatic emergency braking, a road departure mitigation system, lane-departure warning with lane-keeping assist, adaptive cruise control with speed-adaptive following distance, traffic sign recognition, a driver inattention monitor and automatic high beams. Collectively, these features comprise the basic “Honda Sensing” safety suite. Low speed braking control, cross-traffic monitoring and a parking sensor system are all available on higher trims. Importantly, these are greatly improved over the same systems found in the previous-generation Pilot (especially adaptive cruise control), and although not the strongest in the segment (look to Kia and Hyundai for that) they are now at least average.

    The NHTSA gave the Pilot five out of five stars for overall and side crash protection, plus four stars for frontal and rollover protection. The Insurance Institute for Highway Safety named it a Top Safety Pick for sufficiently high marks in all pertinent categories (it got a “Marginal” score in the updated IIHS “moderate overlap: front” test that few other vehicles have been subjected to).