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Ferrari 458 Speciale Aperta (2015) review

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<br /><br />
<br />
The new <a href="http://www.carmagazine.co.uk/car-news/first-official-pictures/ferrari/ferrari-458-speciale-a-2014-convertible-revealed/" title="Ferrari 458 Speciale Aperta news, specs and photos">458 Speciale Aperta</a>
 is the most hardcore V8 roadster that Ferrari has ever produced. In 
essence, Ferrari takes the 458 Spider and treats it to the same 
track-focussed upgrades that transform 458 Italia coupe into 458 
Speciale. It then adds an A; it’s a reduction of Aperta, Italian for 
open. Performance goes up from the Italia and Spider’s 562bhp to 597bhp,
 and just 499 are to be built.<br />

<h2>
What are the changes on the Ferrari Speciale Aperta versus the regular 458 Spider?</h2>
It’s essentially the same logic as 458 Italia versus Speciale coupe. 
You’ll notice the bodywork first: the more aggressive front bumper, the 
vented bonnet, the new sideskirts with their aerodynamic fins, the 
larger rear spoiler. There’s also new dual exhausts to replace the 
triple-exhaust triangle – they’re mounted higher up to make way for the 
vast new rear diffuser that swoops up from the underbody.<br />

All the body mods are functional. Of particular interest are the 
active aerodynamics: the flaps either side of the Prancing Horse in the 
front bumper push open beyond 106 mph, reducing airflow to the radiator 
and therefore reducing drag; meanwhile, the horizontal flap below them 
pushes open at 138mph – it feels noticeably stickier to open by hand – 
channelling air under the Speciale A and increasing downforce.<br />

Inside you’ll see lightweight sports seats with their centres trimmed
 in technical fabric and bordered by grippy Alcantara. Alcantara also 
adorns the dashboard, centre console, and even the sides of the 
footwell. A track-focussed car’s interior wouldn’t be complete without 
lashings of carbonfibre, and the Speciale doesn’t disappoint: the door 
cards, some dash trim and foot plates that replace the carpets are all 
made from the stuff, helping to slash weight.<br />

Finally, remember your man/handbag: even the glovebox bites the dust to save weight. <a href="http://www.carmagazine.co.uk/car-news/industry-news/mercedes-benz/mercedes-glk-will-come-in-right-hand-drive/" title="Ferrari 458 Speciale coupe vs Porsche 911 GT3 video twin test">Click here to watch our Ferrari 458 Speciale coupe vs Porsche 911 GT3 video review</a>.<br />

<h2>
What’s new under the 458 Aperta’s skin?</h2>
As with the Speciale coupe, the mid-mounted V8 retains its 4.5-litre 
displacement, but it’s 8kg lighter thanks to carbonfibre induction 
plenums and a lighter exhaust with 25% less back pressure. It’s also 
heavily re-worked with 10mm shorter inlet tracts, higher-lift cams, 
pistons coated in an F1-derived low-friction finish, a compression ratio
 ramped up to 14:1 from the Italia’s 12.53:1, and optimised ignition and
 injection.<br />

The seven-speed dual-clutch transmission is also now even faster – 
and no-one ever called it sluggish – with Ferrari claiming upshifts are 
performed 20% faster, and downshifts 44% faster. You’ll also find 
uprated suspension, a new generation of carbon-ceramic brakes shared 
with LaFerrari hypercar, and the latest Michelin Pilot Cup Sport 2s – a 
new tread design is said to drastically increase wet-weather 
performance. It does too: we drove the car during a torrential 
rainstorm, and the way they bite through standing water puts the old 
Cups – as previously featured on the 997-era 911 GT3 – to shame, though 
other tyres do still do a better job of clearing water.<br />

Finally, there’s Side Slip Angle control, a kind of hyper-optimised 
stability control Sport mode. It probably works well on the track, but I
 still find it too intrusive on the road.<br />

<h2>
What’s it like to drive the Ferrari Aperta?</h2>
It’s still sensational, if noticeably shaded by the Speciale when it 
comes to the ten-tenths stuff. The chassis doesn’t have quite the same 
telepathic precision, and you can definitely feel the structure flexing 
more on less than perfectly smooth roads. To be expected, really.<br />

Yet this is all a matter of degree, because the Speciale is so 
extraordinarily sharp, and its open-top sibling is still one of the most
 intoxicating driving experiences out there. The steering is incredibly 
quick-witted, responsive, and more feelsome than the regular 458, the 
body control excellent, and the chassis balance continues to delight: 
the front end bites into corners with real vigour, leaving you to play 
with the throttle and make the rear end dance to your tune. You feel 
completely connected to this car in a way that really pumps up your 
confidence.<br />
<br />
<br />
And when you’re not haring about? Well, you must be stopped to raise 
or lower the roof, but it takes just 14 seconds to do either, does so 
with a quieter grace than its predecessor – the fabric-roofed 16M –  has
 almost no impact on the 458’s stunning looks when closed (though it 
obscures the engine bay), and is mostly very refined – though wind noise
 was more pronounced above 90mph than expected in our car.<br />

<h2>
Verdict</h2>
The Speciale A, might not be quite as focussed as the coupe, but it’s
 probably perfectly judged. There’s no better Ferrari V8 roadster to 
drive, and it comes close to the excitement of the coupe, but dials down
 some of that car’s excesses, including the sometimes tiresome exhaust 
noise. But drop the roof and give it some welly and the sound is 
glorious.<br />

It’s also worth noting that, for a car with such serious intent, 
sitting in its interior never feels like a compromise, with comfort 
sacrificed or road noise increased.  Even if you never use more than 
five tenths of the Speciale A’s performance capability, I don’t think 
you’d regret buying it over <a href="http://www.carmagazine.co.uk/car-reviews/ferrari/ferrari-458-spider-2011-review/" title="CAR magazine's Ferrari 458 Spider review">.</a><br />
<br />
<br />
<h3 class="clearfix">
<span class="heading">Specs
      </span>
     </h3>
<div class="content">

<table id="specsTable">
    <tbody>
<tr>
            <td><br /></td>
            <td><br /></td>
        </tr>
<tr class="alt">
            <td>On sale in the UK:</td>
            <td>Sold out</td>
        </tr>
<tr>
            <td>Engine:</td>
            <td>4497cc 32v V8, 597bhp @ 9000rpm, 398lb ft @ 6000rpm</td>
        </tr>
<tr class="alt">
            <td>Transmission:</td>
            <td>Seven-speed dual-clutch, rear-wheel drive</td>
        </tr>
<tr>
            <td>Performance:</td>
            <td>3.0sec 0-62mph, 199mph, 24mpg, 275g/km (with optional HELE system)</td>
        </tr>
<tr class="alt">
            <td>Weight / material:</td>
            <td>1445kg/aluminium</td>
        </tr>
<tr>
            <td>Dimensions (length/width/height in mm):</td>
            <td>4571/1951/1204mm</td></tr>
</tbody></table>
</div>
<br />
<br />
</div>

Ferrari 458 Speciale Aperta (2015) review

ALL LATEST CARS NEWS ALL LATEST CARS NEWS ALL LATEST CARS NEWS ALL LATEST CAR NEWS The new 458 Speciale Aperta is...

BMW M135i (2015) review

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       <strong>► Updated 1-series range means there's a new M135i</strong><strong>► A twin-turbo straight-six still provides the power</strong><strong>► Now churns out 322bhp - same as the M235i coupe</strong><br />

Ooh, would you look at that: the second-generation BMW 1-series has 
been under the mid-life knife. It’s got new lights, new bumpers, the 
interior’s been given a chrome-look tickle and there’s a whole new range
 of ‘modular’ engines beneath that chiselled bonnet. All of which are so
 efficient Greenpeace has practically shut up shop and gone home. Job 
done.<br />

<h2>
*cough*</h2>
Oh? This? You want to know what this is? You surely wouldn’t be interested in <em>this</em>
 1-series. It’s not one of the efficient ones, you know – it’s got 
something old fashioned called a 3.0-litre straight-six under the 
bonnet. Yes, it is quite surprising that such a thing still exists. And 
that it fits.<br />

No idea why they’ve painted it such a ridiculous shade of orange. 
Seems to clash slightly with the blue colour of brake calipers. Nice 
M-badges, though. Paint aside it would almost be subtle – if it wasn’t 
for the vents in the front bumper, which are even bigger here than they 
are on the regular M Sport trim package.<br />

What is ‘here’, exactly? Well, it’s the new version of the M135i. Obviously.<br />

<h2>
Oh, thank God. What’s new about the revised-for-2015 M135i? </h2>
Aside from all the overall nipping and tucking, the big news for the 
2015 M135i is that it’s no longer the poor relation to the M235i – 
meaning that the hatchback now gets the full 322bhp of the coupé (and 
newly introduced convertible). That’s 7hp more than before.<br />

BMW has also shortened the action of the six-speed manual gearbox, so
 although the eight-speed auto option works very well with this engine, 
it was good to give stick-shift a go. Noticeably reduced notchiness is 
definitely a bonus, while the abridged movement makes it easier to keep 
that engine singing. Not that it needs much encouragement in this 
regard.<br />

<h2>
What’ll she do, mister?</h2>
While the Mercedes A45 AMG and forthcoming Audi RS3 offer more 
outright firepower, nobody else is even close to squeezing such a big 
engine into such a small car these days. 3.0-litres, six cylinders and 
two turbochargers make for an awful lot of muscle – utterly defining the
 M135i experience. Third gear is mighty, capable of taking the car from 
an uphill trickle to a full-bore overtake, seemingly without pausing for
 breath. 332lb ft from just 1300rpm will do that.<br />

Sounds magic every step of the way, too, each extra 1000rpm 
apparently adding another layer of sonic complexity; lungs, this car has
 certainly got ‘em. The raw figures are 0-62mph in 5.1sec – an xDrive 
auto version in other markets will do the same sprint in 4.7 – and the 
usual electronically restrained 155mph top speed. You won’t need much of
 a demonstration to be convinced that’s a maximum it is easily capable 
of meeting with plenty of effort to spare.<br />

<h2>
Should I just send BMW my money now?</h2>
That engine is enough to turn many an otherwise sensible head, but of
 course you’re going to want to know the full picture. Yes, there was 
rear-wheel drive, and lo, it was good. But bloody hell, BMW, did you 
have to remove <em>all</em> of the steering feel? Blame the variable 
ratio rack, and the super-fat squishy rim to the ‘special’ M135i 
steering wheel. Give us a solid, thin-rimmed Audi wheel any day.<br />

The optional M Adaptive Suspension works well, though; soft enough 
for comfort on the motorway, firmer but not back-breaking for better 
body control in Sport. And traction from the open diff rear end is 
excellent – maybe too much so if you’re an oversteer extrovert, but 
reassuring for the rest of us mere mortals.<br />

<h2>
What else is new for the 2015 1-series update?</h2>
 The eight-speed auto can now pre-emptively select gear ratios based 
on GPS and mapping information – how far out, man, is that? Meanwhile, 
updates to said mapping information is now undertaken wirelessly via the
 BMW’s in-built 4G sim card. This also enables an automatic emergency 
call and response system, should you incapacitate yourself in one of 
those regretful ‘watch this!’ kind of moments.<br />

Coincidentally, safety kit is comprehensive, but that’s not to say it
 can’t be topped up with optional extras such as Active Cruise Control 
with Stop & Go function, ideal for when you really can’t be bothered
 to pay attention in traffic. Speaking of not being bothered, the 
self-parking system can now cope with transverse parking spaces, should 
you need it to.<br />

As before, the M135i gets plenty of logos on the inside, unique 
wheels and tyres, Ferric Grey door mirrors, and a bespoke standard 
suspension set-up. This we were unable to try, but most customers opt 
for the fancy adaptive stuff anyway.<br />

<h2>
Verdict</h2>
Mega engine defines the M135i, as it always has done, while the 
improved manual gearbox makes interacting with that engine a more 
personal joy. The chassis is well-balanced, there’s stacks of grip and 
although the steering is numb this is a fun fun fun car to drive. This 
will almost certainly be the last big-bore rear-wheel BMW hot hatchback,
 so if it appeals you should buy it while you can.<br />

</div>
<a href="https://www.blogger.com/null" name="specs"></a>
     <h3 class="clearfix">
      <span class="heading">
       <span class="icon fi-widget large"></span>
       Specs
      </span>
     </h3>
<table id="specsTable"><tbody>
<tr>
            <td>Price when new:</td>
            <td>£31,725</td>
        </tr>
<tr class="alt">
            <td>On sale in the UK:</td>
            <td>28 March 2015</td>
        </tr>
<tr>
            <td>Engine:</td>
            <td>2979cc six-cylinder 24v twin-turbo, 322bhp 5800-6000rpm, 332lb ft @ 1300-4500rpm</td>
        </tr>
<tr class="alt">
            <td>Transmission:</td>
            <td>six-speed manual, rear-wheel drive</td>
        </tr>
<tr>
            <td>Performance:</td>
            <td>5.1sec 0-62mph, 155mph (electronically limited), 35.3mpg, 188g/km CO2</td>
        </tr>
<tr class="alt">
            <td>Weight / material:</td>
            <td>1505kg / steel</td>
        </tr>
<tr>
            <td>Dimensions (length/width/height in mm):</td>
            <td>4324 / 1765 / 1411</td></tr>
</tbody></table>
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Honda Civic Sport 1.6 i-DTEC (2015) review

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       <strong><span>► Honda's Civic facelifted for 2015<br /><strong><span>► This one's a new trim, the Civic Sport<br /><strong><span>► Incremental improvements throughout</span></strong></span></strong></span></strong><strong> </strong><br />

These days the Honda Civic is a slightly esoteric, leftfield choice in the largely uniform landscape of family hatchbacks.<br />

Can a modest mid-life facelift help broaden its appeal? Now three 
years into the current-generation Civic’s lifespan, Honda has done a 
little light scalpel work on the styling, boosted equipment levels 
slightly and busied itself with some detail chassis tweaks. It’s also 
added a new model to the range, the one we’re testing here: the Honda 
Civic Sport.<br />

<h2>
So, Honda Civic 2015: what’s new?</h2>
Starting with the visual stuff, new headlights with artfully wispy 
daytime running light signatures and some really quite crisp and 
intricate new surfacing for the front bumper. According to Honda, all 
the bodywork changes have been made for a reason – they’re not just 
cosmetic fripperies, but help tidy up aerodynamic drag and lift 
slightly. Look closely and you’ll see a bit of plastic cowling under the
 bonnet’s leading edge for the same reason.<br />

New arc-shaped LED tail-lights cap the most obvious external changes.
 It’s a mild but not unsuccessful facelift, adding a touch of sharpness 
to the Civic’s pleasant oddness.<br />

Under the skin there’s been a surprisingly extensive roster of 
chassis tweaks: different damper rates, an altered steering rack and new
 anti-roll bars and bushes, all with the aim of improved stability and 
steering feel. Software tweaks to the stability control system ensure 
it’s less keen to dampen the engine’s power during fast cornering, and 
the brakes on individual wheels can be feathered in a more sophisticated
 way than before to keep the car on its projected path.<br />

Making the City-Brake low-speed automatic emergency braking system 
standard across the range has had the useful bonus of dropping the 
insurance grouping a tad, too.<br />Pricing's a little more competitive 
than before, with the facelifted model costing slightly less 
spec-for-spec than the pre-2015 range. Prices kick off from £15,975 for 
the base 1.4 petrol hatch, climbing to £25,740 for the plushest diesel 
model.<br />

<h2>
Any interior changes in the 2015 Honda Civic?</h2>
Main news is a shiny new Android phone-compatible touchscreen on 
higher-spec trims, which looks less of an aftermarket afterthought than 
the previous touchscreen in pre-facelift models.<br />

Spot the Difference fans might also like to know the door handles are now finished in chrome, rather than matt silver.<br />

Otherwise, the driver’s seat is still a bit high, there are still 
lots of square buttons labelled with white capital letters, and when you
 try and adjust the driver seat’s backrest you still need to tense your 
stomach muscles to avoid immediately dropping into a fully reclined nap 
position.<br />

<h2>
What’s the Honda Civic Sport all about? Is it a hot hatch?</h2>
Not a hot hatch, no. This is a Sport car in name and cosmetics only, and not a warm Civic to sit below <a href="http://www.carmagazine.co.uk/car-news/first-official-pictures/honda/new-honda-civic-type-r-to-boast-167mph-top-speed/">the upcoming hardcore Type R</a>.
 It comes with the same suspension settings as the rest of the range, 
and there’s no power hike for its two available engines: either the 
118bhp 1.6 diesel or 140bhp 1.8-litre petrol, both already familiar from
 the pre-facelift Civic range. We drove the diesel.<br />

The Sport name comes from a model-specific bodykit, with an actually 
quite tasty looking set of gloss-black alloy wheels, jagged side skirt 
extensions and liberal application of mesh across the grille and air 
intakes. I quite like it; it looks the Type R-lite part, even if it 
doesn't drive it.<br />

<h2>
What’s it like to drive?</h2>
Handily, Honda supplied a pre-facelift 2014 Civic to compare the 
updated model with. Tested back to back, in all honesty there’s not a 
night-and-day difference in their driving manners. There’s perhaps a 
touch less bounciness to the new car’s ride, and there’s a little more 
weight in the steering just past the straight ahead.<br />

Sadly, the steering's still largely devoid of feel, despite the 
altered rack and suspension bushes. Numb helm aside, the Civic’s 
handling is very predictable and it never does anything untoward, just 
as you’d hope of a family hatchback.<br />

Noticeably less wind noise makes its way into the new car’s cabin – 
those pointy bodywork tweaks seem to be doing their job, although 
there’s more road noise than you might expect.<br />

The Civic’s manual gearshift is still as precise and generally lovely
 as that of any sports car, and the 1.6-litre i-DTEC engine feels no 
more flat and not a great deal more noisy than most diesel engines, and 
is smoother than most.<br />

<h2>
Verdict</h2>
The Honda Civic remains a wilfully different kind of hatchback, and 
that’s a good thing. Its strengths – cleverly packaged rear seats, an 
enormous boot, styling that’s at least interesting if not conventionally
 attractive – remain.<br />

In the cold light of day, the incremental improvements for 2015 can’t
 quite lift it eye-to-eye with the class best. While subjectively the 
Civic’s approach could well win the right kind of buyer over, in terms 
of driver involvement, refinement and overall desirability there are 
more conventional mid-sized hatchbacks that stand that little bit 
taller.<br />

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<a href="https://www.blogger.com/null" name="specs"></a>
     <h3 class="clearfix">
      <span class="heading">
       <span class="icon fi-widget large"></span>
       Specs
      </span>
     </h3>
<table id="specsTable"><tbody>
<tr>
            <td>Price when new:</td>
            <td>£20,820</td>
        </tr>
<tr class="alt">
            <td>On sale in the UK:</td>
            <td>Now</td>
        </tr>
<tr>
            <td>Engine:</td>
            <td>1597cc 16v 4-cyl turbodiesel, 118bhp @ 4000rpm, 221lb ft @ 2000rpm</td>
        </tr>
<tr class="alt">
            <td>Transmission:</td>
            <td>Six-speed manual, front-wheel drive</td>
        </tr>
<tr>
            <td>Performance:</td>
            <td>10.5sec 0-62mph, 129mph, 65.3mpg, 94g/km CO2</td>
        </tr>
<tr class="alt">
            <td>Weight / material:</td>
            <td>1425kg / steel</td>
        </tr>
<tr>
            <td>Dimensions (length/width/height in mm):</td>
            <td>4370/1770/1470</td></tr>
</tbody></table>
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Honda Civic Sport 1.6 i-DTEC (2015) review

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TOYOTA COROLLA 2015 NEW MODEL

<br />

<strong>Exterior:</strong><br />

The exterior of the 11<sup>th</sup> generation corolla has a very 
unique presence. The chrome garnish at the front goes all the way from 
the front grill to both the headlamps. The body lines and curves are 
nicely balanced to give the latest version a different look. At the 
rear, the tail lamps, which are a combination of LED’s and a neon 
combine to make the lights look very different from every other model in
 the local market. Overall, the exterior is a blend of modern and unique
 looks which makes the Corolla look perfect, apart the fact that is 
looks very high from the rear end.<br />

<br />

<strong>Interior:</strong><br />

The interior of the Corolla is nothing conventional as before and now
 comes in a different black and beige theme. The Interior varies among 
all the versions but it’s safe to say that even the baseline model has a
 very good atmosphere inside the cabin. The speedo of XLi and GLi is 
very different from the top of the line Altis variants. Although, they 
have the common features of displaying different parameters such as fuel
 consumption pattern and range. The seats have an option of leather for 
baseline and come as standard in the Altis Grande. The entertainment 
system is a standard CD receiver in the baselines but the Grande comes 
equipped with a very impressive multi info SAT/NAV system which is 
powered by Android. The leg space has improved at the rear seats. The 
Grande has rear seats that can recline for a very huge boot space.<br />

<br />

<strong>Engine and Transmission:</strong><br />

The Corolla comes with a choice of 3 engines and 4 gearboxes. The details are:<br />

<br />

<strong>XLi and GLi</strong>: 1.3l VVT-I with a choice of 5 speed manual or a 4 speed automatic<br />

<strong>1.6 Altis</strong>: 1.6l Dual VVT-I with 4 speed automatic<br />

<strong>Altis and Altis Grande</strong>: 1.8l Dual VVT-I with 6 speed manual or a 7 speed CVTi<br />

<br />

<strong>Mileage:</strong><br />

The Toyota Indus Company has introduced one new engine and 2 new 
transmission types this year but the low end variants have the same 
engines and gearbox. The fuel consumption has improved in the top end 
model only, which is the 1.8l Altis.<br />

<br />

It should be noted that the mileage is directly dependent on the way 
the car is driven. The tests conducted show that the 1.3l MT versions 
deliver a mileage of 10-11 Km/L in city and 13-14 Km/L on highway. The 
1.3l AT gave a 9-10 Km/L in city and 12-13 Km/L on highway.<br />

<br />

Moving forward to the 1.6l AT, it gave similar fuel consumption as of
 the 1.3l AT, but the figures can come down to as low as 8-9 Km/L in the
 city and 11-12 on highway if the throttle is floored.<br />

The 1.8l variants have shown a very improved fuel consumption pattern
 and the 1.8l 6 speed MT gave figures as good as 11-12 Km/L in the city 
and 14-15 Km/L on the highway, moreover, the 6 speed MT can deliver up 
to 17Km/L on the highway because of the addition of the 6<sup>th</sup> gear.
 The 7 speed CVTi also delivered very impressive results as it tends to 
move in the highest gear possible and gave a mileage of 11-12 Km/L in 
the city, 14-15 Km/L on the highway.<br />

<br />

<strong>Colors:</strong><br />

The color range of Corolla lineup is:<br />

XLi: White, Attitude Black.<br />

GLi: White, Attitude Black, Medium Silver, Strong Blue, Wine Red, Gun Metallic.<br />

Altis: White, Super White, Attitude Black, Medium Silver, Strong Blue, Bronze Mica, Wine Red, Gun Metallic.<br />

<br />

<strong>Competitors:</strong><br />

The Corolla competes with The Honda City, Honda City Aspire, Honda Civic and Suzuki Liana<br />

<br />

<strong>Specifications:</strong><br />

<strong>Engine:</strong><br />

1299cc 16 valve VVTi which produces 85BHP @ 6000RPM (XLi, GLi)<br />

1598cc 16 valve Dual VVTi which produces 120BHP @ 6000RPM (Altis)<br />

1798cc 16 valve Dual VVTi which produces 140BHP @ 6400RPM (Altis Grande)<br />

<br />

<strong>Gearbox:</strong><br />

5 speed M/T (XLi, GLi)<br />

4 Speed Super ECT A/T (GLi, Altis)<br />

6 Speed M/T (Altis Grande)<br />

7 speed Super CVTi A/T (Altis Grande)<br />

<br />

<strong>Seating Capacity:</strong><br />

5 Persons<br />

<br />

<strong>Steering:</strong><br />

Electronic Power Steering (EPS)<br />

<br />

<ul>
<li>Spacious.</li>
<li>Comfortable.</li>
<li>Availability of spare parts.</li>
</ul>
<br />

</div>
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TOYOTA COROLLA 2015 NEW MODEL

ALL CAR NEWS TEAM ALL CAR NEWS TEAM Toyota Corolla Review The 11 th generation corolla was launch...

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