Monday, 17 August 2015

ford f150 the gost

2015 FORD F-150 - STRONGER, SLIMMER, TRIMMER

Posted in Vehicle Reviews on January 28, 2015Comment (66)
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Sue Mead
Photographers: Ford Motor Co.
The best way to get your mind around the massive array of modifications and upgrades to the all-new 2015 Ford F-150 is to imagine that the country’s bestselling pickup went to boot camp—for four years! Ford’s quest to update the next-gen truck began in 2009; since then, the F-150 has endured torture tactics and extreme testing to produce Ford’s strongest and most talented full-sizer ever.
Ford’s all-new truck is Game-Changing: Boot Camp pays off with driving, towing, payload and off- road upgrades
“We wanted to build the toughest, most capable F-150, while making it as much as 700 pounds lighter,” said Pete Reyes, Ford F-150 chief engineer. “We challenged the team to torture the truck harder than any F-150 before it.” Reyes also calls the new truck a “poster child for innovation” with its 11 class-exclusive features along with upgraded performance and safety and updates to exterior and interior styling. The truth? Almost everything has been transformed.
High on our “loved it” list is a 360-degree camera with split screen and bird’s eye view up to 7 feet to roll through tight spots (think the Rubicon’s Big Sluice). Other goodies: loading ramps that hold up to 800 pounds and that can be tucked away in the bed, and LED headlights (Ford says it is a first for trucks). Plus, an LED lamp lights up the rear, in other words your trailer hitch. Personal fave: Spotlights integrated into the outside mirrors move with the mirrors and give you 20 feet of light.
What’s new? An all-new high-strength aluminum-alloy body and high-strength steel frame tested with more than 10 million miles of both simulated and real-world evaluation that included the Baja 1000 and putting the pickup in the hands of select truck-tough customers. Although it weighs 700 pounds less, it has best-in-class towing upped 900 pounds and 1,000 pounds more payload capacity. There are four engine choices; Ford expects fuel economy to be improved by 5 to 20 percent depending on the model.
It’s a poster child for innovations
We drove five versions along a traditional drive route of close to 150 miles in San Antonio’s Hill Country region and evaluated the truck’s towing prowess pulling a 9,000-pound trailer. Our takeaways? Quiet ride, nimble handling with precise steering, great power and performance, strong brakes, and good pedal feel, plus a collection of nice interiors. Best portion of the drive? Putting the pickup into low range over an off-road course with uphill and downhill sections; a corduroy track of partially buried logs; water—and mud!
We took Peter Frantzekakis, F-Series engineering manager and 4WD guru, along for the ride. He noted a number of the changes that improve off-roading, such as a 15mm wider track, 1-inch higher ground clearance (comes from raising the crossmembers and the engine up and changing its angle), a new transfer case, an improved e-locker, recalibrated hill descent control, lighter weight by some 15 percent that makes it handle better over bumps and dips, and staggered outboard rear shocks that reduce the “power hop” at the back of the frame (one facing forward, the other rearward). We found it capable and composed, with the exception of the ride over the logs, which was decidedly bumpy.
We really liked the ride on the new truck. If you look under you’ll find heavy-duty gas shocks with coil-on-shock, long-spindle, double-wishbone, stamped-steel lower control arms in front and Hotchkiss-type, nonindependent live leaf springs and outboard shocks in the rear.
The keypad is now higher on the truck door, which helps keep it away from dirt and mud, and it can be used with gloves. Door-handle clearance was enlarged for gloved hands too. The rear seat area gets a flat floor for stowage of large items, such as toolboxes. Plus, doors that open wider ease access for people and cargo. Additionally, the tow/haul mode has been improved to hold gears longer, and the electronic trailer brake controller now has a “smart” trailer connect.
Our favorite features? The new accessory ramps that clip into the tailgate plate and can be stowed in-bed, with cargo clips for ATVs, motorcycles, and other sport vehicles. Also, the spotlights integrated into the outside mirrors.
On sale in autumn, the 2015 F-150 will start at $25,420 and top out near $70,000.
PHOTOSVIEW SLIDESHOW
Pick yer model. The base model, XL, gets a bunch of standard features and optional Chrome or Sport appearance packages. The XLT has more standard features with a different grille (optional Chrome or Sport package). The high-end Lariat gets new features with a new grille (optional Chrome or Sport package). The King Ranch boasts western lux trim outside and in and a special grille (optional polished Chrome package). The top-of-the-line Platinum has premium trim. The FX4, an option package on 4x4 models, adds e-locking rear diff skidplates with special shock tuning. Finally, the SVT Raptor model is a carryover, but a new version is rumored. The newest F-150 has grabbed a lot of attention as the first high-volume vehicle made with a high-strength steel frame, and with body panels and a cargo box that are made of high-strength aluminum alloy. Some people were worried, but they shouldn’t be—it’s used for armor-plated tanks and navy warships, plus Ford owned Land Rover for a while and Rover has been using aluminum for ages, so maybe Ford got some pointers from its British associates. (Ford increased high-strength steel from 22 to 78 percent.) What we noticed from outside was the new truck is 2 inches wider and a tad more aggressive-looking, with some sculpting for aero. The beltline has been lowered 2 inches for more visibility. Inside, we liked the new seats, grab handles at all doors, bigger glass in front, and the wider view due to smaller (but stronger!) A-pillars. There’s more room to put your stuff inside, more room for your legs in back, a moon roof with two panels, two 110-volt outlets, and two 12-volt outlets. Very cool is a black line guide to assist with hitching on the backup camera. Engines available include the all-new, high-output 2.7L EcoBoost V-6 (325 hp and 375 lb-ft of torque) with standard Auto Start-Stop. Ford says it has “V-8–like towing” and tows 8,500 pounds and carries a 2,250-pound payload. The Standard 3.5 V-6 (283 hp, 255 lb-ft) tows 7,600 pounds and carries a 1,910-pound payload. Ford says this engine offers “best in class” V-6 capability for light-duties. The optional 3.5L EcoBoost V-6 (365 hp, 420 lb-ft) tows 12,000 pounds and hauls 3,050 pounds. The 5.0L V-8 (385 hp, 387 lb-ft) tows 11,000 pounds and carries a 3,300-pound payload. All engines are matched to a six-speed automatic; some versions get a “sport” mode. Available axle ratios: 3.5 V-6 (3.55/3.73); 5L V-8 and 2.7L EB (3.31/3.55/3.73); 3.5L EB (all axles plus a 3.15). We’ve always liked Ford’s productivity screen, which you can customize by sorting your seven favorite gauges in the cluster. It has an 8-inch screen. New is the “class-exclusive” smart trailer tow module, which shows you from inside which lights on your trailer aren’t working. Let’s hope they all are! How do you want to roll? You can bring up to 5 buddies on the trail depending on the model (and size of your buddies). The Regular Cab and the Super Cab are available with either a 61⁄2- or 8-foot bed. The Super Crew comes with a 51⁄2- or 61⁄2-foot bed. The bed is better. The bed floor is 65 percent thicker. A remote tailgate release drops the tailgate hands-free with a switch in the truck and bed. There are four LED cargo lights. A new box-side step extends when you put your boot on it! Ford also upgraded the steps and grab handle and tucked it into the tailgate, which is now power-locking. 2015 ford f 150 water crossing

SOURCES

Ford Motor Company
Dearborn, MI 48126
800-392-3673
www.ford.com



From: http://www.fourwheeler.com/vehicle-reviews/1503-2015-ford-f-150-stronger-slimmer-trimmer/#ixzz3j6El9WZD
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BMW Z4 SDRIVE28I REVIEWS


2012 BMW Z4 sDrive28i

2012 BMW Z4 sDrive28i

BMW's return to four-cylinders in the U.S. market proves painless.

Any new engine is big news to us, but when a new powerplant comes along and replaces one of our favorite engines—BMW’s naturally aspirated inline-six, in this case—we pay extra-close attention. This fall, the base Z4 and 5-series won’t have the perfectly demure and smooth-revving inline-six. Instead, the Z4 sDrive28i and the 528i will have a new turbocharged 2.0-liter four-cylinder implanted between their front fenders.
On paper, the engine is off to a good start. BMW claims the turbocharged 2.0-liter makes 240 hp at 6500 rpm and 260 lb-ft of torque at a low 1250 rpm. The redline is 7000 rpm. Compared with the naturally aspirated six of the 2011 Z4, the new engine comes up short by 15 horses but bests it by 40 lb-ft. Given that it has two fewer cylinders, it’s also shorter, and the majority of the engine’s mass sits behind the front-axle line.
Boosted Engine, Elevated Aggression
The transplant has changed the Z4’s character. It’s a little more ill-tempered, a little louder, a bit more likely to spit in public. The engine isn’t rough, but there is a slight coarseness from the engine and exhaust under stress. The bark is appropriate for a sports car; it makes the Z4 a bit more exciting and alive. There are other thrilling noises, too. Whereas BMW’s other boosted engines keep their turbo whine to a minimum, as if they were embarrassed by it, step into the boost in the Z4, and the turbocharger whistles proudly.
At 2.0 liters, there wouldn't seem to be much displacement to spool up the turbocharger quickly. But the twin-scroll turbo (the turbine is fed exhaust by two distinct pathways) builds boost with a whiny glee. There’s barely a delay between hitting the throttle and feeling the thrust. Switching into sport mode livens up the throttle response. Those used to the naturally aspirated six-cylinder will not be disappointed. A brief wait for the boost proves worth it once the 260 pound-feet of shove arrive.
BMW claims the new engine brings 0-to-60 acceleration with the manual down by 0.1 second to 5.5 and the optional eight-speed automatic will better the time of the old six-speed auto by 0.4 second, dropping it to 5.6. We figure both guesses might be a bit optimistic. Expect the sprint to take a couple more 10ths with either transmission.
Familiarities and Floor Mats
The eight-speed is expected to be the more popular transmission choice. Those customers will find that the auto is paired perfectly to the little four. The eight speeds keep the engine in its happy boost zone, and shifts are quick. The manual-transmission feel is typical BMW: accurate, albeit a little rubbery. We did find the clutch a bit slow to engage after a quick shift and rapid clutch-pedal release, though, which isn’t very sporting.
BMW will start building the four-cylinder Z4 this September. Look for it in dealers soon after. At $49,525, this 2012 Z4 is unfortunately $1200 more than last year's base 3.0-liter Z4. The increase is slightly offset by more standard equipment, such as Bluetooth, an alarm, a trunk pass-through, and floor mats. So, in addition to that extra 40 lb-ft of torque, you get free floor mats.


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the monstor of the road


In recent years it seemed that the decline of the super-sports market, as motorcyclists have turned to adventure bikes and other less high-performance alternatives, might result in some Japanese firms abandoning the sector altogether. Yamaha's launch of a new, race-developed YZF-R1, the successor to the famed 1998 model of the same name, is an emphatic statement to the contrary.
Indeed, the new R1 is more like Valentino Rossi's YZR-M1 MotoGP racer than any of its predecessors. Yamaha's research showed that riders who continue to buy super-sports bikes tend to be hardcore enthusiasts who use their bikes on a racetrack. Hence the decision to shift the emphasis from road to circuit performance, and base this R1 not on the previous model but on the M1 racer.
With a maximum output of 197bhp, and weighing 199kg with fuel, the Yamaha has a power-to-weight ratio fractionally higher than that of BMW's class yardstick, the S1000RR. Equally importantly, the R1 incorporates an M1-derived electronics package that is arguably the most sophisticated yet on a production bike.
Yamaha's system is based on a device called an Inertia Measurement Unit which, like those used by BMW, Ducati and KTM, uses gyroscopes and accelerometers to track movement more than 100 times per second. This allows a more refined traction control system, a separate slide control for limiting rear tyre movement on acceleration, plus an anti-wheelie system. According to project leader Hideki Fujiwara, the system has 90 per cent of the function of its M1 equivalent.

Roland (enjoying a well-earned water) found the R1 breathtakingly fast
The 998cc, 16-valve four-cylinder engine uses conventional tuning methods, including more over-square dimensions, higher compression ratio and redesigned valve operating mechanism to gain 18bhp over the previous power plant. It is lighter and revs higher but retains the R1's "crossplane" crankshaft arrangement, derived from the M1, that gives a distinctive, droning exhaust note and usable torque delivery.
As you get on to the R1's slightly higher, thinly padded seat there is no doubt that it's a supremely focused machine. Below the fairing's fairly low, racy screen is a colourful digital instrument panel that displays the wide variety of settings, controllable via buttons on the handlebars. The range of functions and adjustability is potentially bewildering but the Yamaha is outstandingly intuitive and easy to use.
The R1 is exhilaratingly, sometimes breathtakingly, fast, combining ferocious acceleration with very refined throttle response, even in the most aggressive of its four engine modes. Peak power arrives at 13,500rpm and the engine is respectably flexible, pulling sweetly enough at low revs to suggest that the bike will be perfectly happy at modest road speeds.
And on either road or track, its electronics package matches – if not exceeds – the best rival systems, allowing expert and less experienced riders alike to approach their and the bike's limits with an outstanding level of safety. The gearbox's quick-shifter lacks the downshift facility of its BMW and Ducati rivals but in every other respect the R1 is outstandingly rider-friendly.

The R1 offers almost limitless adjustability and sophisticated electronics galore
Its chassis, based on a new aluminium frame and suspension parts, is equally capable; taut, light and supremely agile. I didn't find the bike cramped, despite being tall. It's firmly suspended, superbly well braked – the ABS system links front and rear discs, depending on the bike's angle of lean – and effortlessly controllable.
Inevitably this is a hardcore machine whose performance will be largely wasted on the road, where its more aggressive riding position, smaller fuel tank and shorter wheelbase will be of little benefit. But those electrical systems will be useful everywhere, and help justify a £14,999 price that's as competitive as the Yamaha's performance.
The R1 was developed under the motto "no excuses". Comparison tests with a stopwatch running will be the ultimate judge, but in isolation this wonderfully fast, focused and exhilarating race-replica is good enough to suggest that none will be needed.

Valentino Rossi and the R1, which has electronics similar to his MotoGP racer
M appeal: YZF-R1M
Alongside the R1 is an even more high-tech model, the R1M, that combines an unchanged 197bhp engine and aluminium frame with lightweight carbon-fibre bodywork and semi-active suspension from Swedish specialist Öhlins, similar to that used on Ducati's 1299 Panigale.
Predictably, performance is near-identical in a straight line and subtly better still on a track, where the semi-active system continually adjusts to suit the situation, giving a supremely smooth and stable ride.
The R1M costs £18,499 but don't bother saving up: this year's UK allocation of 75 bikes sold out in a few hours.
THE FACTS
Yamaha YZF-R1 (2015)
Tested: 998cc four-cylinder four-stroke, six-speed gearbox
Price/on sale: £14,999/now
Power/torque: 197bhp @ 13,500rpm/83lb ft @ 11,500rpm
Top speed: 185mph (estimated)
Range: 140 miles @ 40mpg (estimated)
Verdict: Exhilarating, MotoGP-inspired superbike that combines a powerful four-cylinder engine, compact chassis and ultra-sophisticated electronics to impressive effect
Telegraph rating: Five out of five stars
THE RIVALS
Ducati 1299 Panigale, from £16,695
The Italian firm's latest has a desmo V-twin engine producing 205bhp with abundant mid-range, light weight and gorgeous styling.
BMW S1000RR Sport, from £14,760
Redesigned for 2015, BMW's fearsome 198bhp four comes with semi-active suspension. It has a genuine rival in the R1.
Kawasaki Ninja ZX-10 ABS, from £13,199
Yamaha's leading Japanese rival boasts 197bhp, a fine chassis and World Superbike-winning credibility but is starting to age.
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Thursday, 13 August 2015

Tomorrow land's fest 2015














Tommorow land's fest 2015 concert of Martin Garrrix & Jay Hardway(official music video)[out now]  


Check it out

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Modified XUV 500

The modified monster Latest Mahindra XUV 500...The first thing you will notice are the humongous tires for which the wheel arches had to modified to make more space. It also gets contrasting red rims, a theme which is applied all around the INtrepid which is covered in matte black paint with red highlights. The front bumper has been modified to accomodate a winch and a couple of hooks along with extra headlamps. The original grille has been ditched in favour of a new one with horizontal slats, which so much better than the original. Maybe Mahindra could use it for the facelift. The grille also hides rows of red LED lights and there are more LEDs sitting right below the grille and even more LEDs in the grille below the “INtrepid” logo and a huge bar of LEDs at the top of the windshield and then there a few more roof mounted lights and more lights in the bumper and lets not forget the original projector units from the standard car. The bonnet gets multiple scoops lined with, surprise surprise, more LEDs. Frankly this car has enough lights and colour variations to light up an entire concert. Move on to the side and you’ll find a snorkel to help the car wade through deep water. There’s also some red metal tubing running along the upper window line possibly to protect the body, specifically the glass area from damage. At the back there is a huge bolt on jack, a ladder mounted with an extra fuel tank and more LED lights on the rear bumper. There is also an ill-fitting roof mounted spoiler, in case you suddenly come out of the mud trail on to a racetrack. And yes, even the spoiler gets LED lights.
There aren’t many images available of the interiors, but based on what we see here there are probably extra readouts for the camber angle, direction, etc. The black-brown theme has been left untouched adding more equipment along with a new new odd-looking gear knob. We don’t have any information regarding the mechanical changes, but we sure hope they have gone all the way and made enough changes to give the INtrepid some serious off-road cred.
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