Sunday, April 30, 2017

DIESEL DUAL CAB TOYOTA HILUX 4×4 SR5

The Toyota HiLux 4×4 has been rebuilt for 2014, with key changes to its safety, equipment and fuel efficiency levels. The new model announced early this year included a comprehensive raft of safety features making their way across the Toyota HiLux 4×4 range, which the brand says are aimed at making the high-selling dual-cab models better suited as dual-purpose vehicles: in short, these part-time work trucks are now more family-friendly.

The new gear includes standard stability and traction control for 4×4 models, which grants those variants of the Toyota HiLux range the maximum five-star ANCAP safety rating. Other new additions include a three-point middle rear seatbelt (previously lap only), and a seatbelt reminder for the front passenger.

The safety modifications also bring the popular HiLux up to par against key rivals such as the Isuzu D-Max, Nissan Navara, Holden Colorado, and Volkswagen Amarok.

The SR5 dual-cab 4×4 model tested here has seen an increase of $1000 over its 2013 model predecessor, pushing it to $54,590.

Along with the new safety items, SR5 models gain a.The media screen’s menu system is similar to that seen in some Lexus models, and it certainly lifts the cabin ambience over the previous aftermarket-style system. Bluetooth phone and audio streaming is standard .6.1-inch touch-screen media system with a reverse-view camera and satellite navigation, and there are auxiliary and USB inputs, too.

New steering wheel mounted audio controls help keep things simple for the driver, and there’s also a more contemporary information screen which includes average and current fuel consumption, cruising range, outside temperature and a compass.

As has been the case for the Toyota HiLux for some years, the interior offers a reasonable but not exceptional experience for occupants. The seats are firm and not overly comfortable at the front, while the rear seat’s backrest is very upright. It lacks the clever storage options of its contemporaries, too, with small cup and bottle holders and a shortage of small item stowage.


Under the bonnet the existing 3.0-litre turbo diesel four-cylinder engine is unchanged, still pushing out 126kW of power at 3600rpm and 343Nm of torque from 1400-3400rpm. Those figures are well down on king hitters like the Holden Colorado (147kW and 500Nm), the Mazda BT-50/Ford Ranger (147kW and 470Nm) and the Nissan Navara (170kW and 550Nm for range-topping ST-X models).

Fuel use has improved, however, courtesy of the newly available five-speed automatic transmission, as was fitted to our test car. Replacing the existing four-speed, the new ‘box helps the Toyota HiLux sip a little less fuel – 8.7 litres per 100km compared to 9.3L with the old cog-swapper, but still falling short of competitors like the VW Amarok (8.3L). engine remains a robust and honest thing. It offers good urge from low in the rev-range, while its power delivery can be a little gruff at times, particularly during inner city commuting where it idles roughly and is quite noisy under acceleration. At higher speeds the engine settles well, though it’s never hushed, and the lack of a further high gear means it will still be revving harder than you may expect at freeway speeds.

The new five-speed auto, though, does make a difference to its manners. It shifts quickly and intuitively, and while we noticed some clunky shifts under hard acceleration, it is a big step up from the existing four-speed in terms of its usability.

Unlike many of its peers, the HiLux retains a manual-style second gear-shifter instead of a more modern shift-on-the-fly rocker switch for off-road duties.

On the road, the HiLux hasn’t changed. With an empty tray the rear leaf suspension will buck and fumble over sharp-edged bumps such as surface changes, while it generally proves fidgety unless there’s a load being lugged. It steers faithfully, with decent weight and response, but some rack rattle is evident over bumpy sections.

At the business end, the tray measures 1520mm long and 1515mm wide, big enough for a standard pallet but not as copious as the class-leading Amarok (1555mm by 1620mm). Its towing capacity is 2500kg (braked) – once again well short of leaders such as the D-Max and Colorado (3500kg).

Toyota’s long-standing reputation for strong ownership benefits won’t be damaged by a capped price service program priced at $170 per visit for the first three years of ownership, although servicing is required every six months or 10,000km rather than the industry-standard annual or 15,000km checks. It is also backed by an industry-average three-year, 100,000km warranty.

The updated HiLux SR5 dual-cab does improve on an already successful formula for the Japanese brand. However, it still can’t match the levels of refinement seen in the Volkswagen Amarok and Ford Ranger, nor does it match up in terms of towing capacity, torque or fuel use.

Thursday, April 27, 2017

VOLKSWAGEN XL1

The Volkswagen XL1 (so far) is the world's most economical car, and was designed to use less than 1 liter of fuel per 100 kms (235 miles per gallon). 

The car is a plug-in hybrid that uses a 2-cylinder TDI Clean Diesel engine, an electric motor, a 7-speed DSG dual clutch transmission, and a lithium-ion battery pack, and can actually achieve 0.9 L/100 km or around 260 miles per gallon on the European test cycle.

The XL1 is made largely out of Carbon Fibre Reinforced Polymer (or CFRP), which results in a body structure that weighs only 506 lbs. The interior including the seats adds another 176 lbs, the electrical system weighs 231 lbs, the drivetrain 499 lbs, and the running gear another 337 lbs, bringing the total weight of the car to a svelte 1749 lbs. Only 23.2% of the car's weight is made up of steel or iron parts, instead lightweight materials such as the aforementioned CFRP as well as ceramics, magnesium, and aluminum are used where possible. 

The car's exterior was designed to be functional, but was also tuned in a wind tunnel to be as aerodynamic as possible, with the results being a very low coefficient of drag figure of just 0.186.

The car is powered by a 800 cc (0.8l or 49 cubic inch) 2-cylinder diesel engine (derived from Volkswagen's 4-cylinder 1.6l diesel) that makes 47 HP and an electric motor that makes 27 HP. With the 5.5 kWh battery fully charged the car is capable of driving for 31 miles using electric power alone. With the electric and diesel motors combined the system can output a total of 68 HP and 103 ft-lbs of torque, which thanks to the XL1's light weight is enough to get it to 62 miles per hour in 12.7 seconds and on to its electronically limited top speed of 99 miles per hour.Sadly, 

Volkswagen is only making 250 of these tiny, spaceship-like diesel hybrid two-seaters, and they're only going to sell them in Europe where they retail for about $150,000 in our currency. That's kind of a shame. Even if super eco-friendly hypermiling hybrids aren't your thing, the XL1 is fascinating from a technological standpoint.

Monday, April 24, 2017

NISSAN 370Z NISMO COUPE

The 370Z nismo has an aggressive, competition-tuned suspension that will satisfy even the most demanding drivers. Up front and in back, we’ve added stiffer springs that decrease travel and help limit body roll.

The 370Z Nismo features special body dampers mounted up front on the frame rail, and in back under the cargo area. These dampers help control body vibrations for better control and precise steering, while braces on the front struts improve overall body rigidity.

The massive 14" brakes in the front and 13.8" brakes in the rear put the clamps on its bigger, wider tires. The suspension is tuned for competition, body dampers decrease vibration, and our revolutionary SynchroRev Match transmission gives you precise control over all that power.

In a 370Z nismo the manual transmission is, in fact, standard. This 6-speed comes equipped with Nissan's exclusive SynchroRev Match a system that monitors the clutch, shift lever, and rpms, so when it’s time to downshift, it "blips" the throttle to give you a smooth, perfectly timed shift, every time. You can also switch the system off and perfectly time your own shifts with some classic heel-toe driving.

The added power under the hood means that it also needs a little more downforce, so the front fascia has been given a track-tested redesign, and the rear diffuser and spoiler have been reworked.Connecting the 19" Bridgestone Potenza S001 tires to the chassis are staggered-width 19" x 9.5" front and 19" x 10.5" rays forged aluminum-alloy wheels with an aggressive Nismo two-tone finish.It’s the little things that set it apart. The 2015 370z Nismo gets bold red accents on the front spoiler, side sills, and rear diffuser. Also new this year are black side mirrors with red accents of their own, and a unique Nismo rear spoiler.

Sunday, April 23, 2017

MALIBU MID SIZE DEDAN

The 2015 Malibu
When it comes to technology, the 2015 Malibu is on the cutting edge. It has fuel efficiency-enhancing features like seamless stop/start technology, you’ll be sure to notice your fuel savings. Boasting an impressive EPA-estimated 36 MPG highway, this is the mid-size sedan where innovation comes standard.

The new 2015 Malibu is also the first midsize car in its class with available built-in OnStar 4G LTE Wi-Fi for reliable Internet connectivity on the road.Stop/start technology is an innovative way to help you save gas. Here’s how it works: When the brakes are applied and your car comes to a stop, the engine can automatically shut off. Features such as the audio system, climate control and lights remain unaffected.

When the brake pedal is released, Malibu immediately restarts. So quiet, you might not notice it at all. One thing you will notice, however, are the fuel savings. So seamless, so simple, so smart. It’s just another way Malibu delivers precise engineering.All new 2015 Malibu presents an overall smooth, quiet and refined driving experience. Four-wheel antilock disc brakes help ensure reliable stopping performance, while the tuned suspension brings you better handling and a more controlled feel. Responsive handling paired with a quiet cabin – that’s strength you feel, not hear.

Malibu offers an EPA-estimated 36 MPG on the highway and it all starts at the heart of this 2.5L 4-cylinder. Refined and efficient, this engine is designed to help you save gas. When it comes to city efficiency, here’s how: With stop/start technology, stopping is what keeps you going. The engine can automatically shut off when the car is stopped. When the brake is released, the engine restarts seamlessly. So smooth, you’ll barely notice the transition. Smart. And just another way Malibu delivers precise engineering. 

The slightest tap of the gas pedal will reveal Malibu doesn’t skimp on power. The standard ECOTEC 2.5L DOHC 4-cylinder engine with Direct Injection and Intake Valve Lift Control offers enhanced fuel efficiency† and lower emissions while enhancing low-rpm torque. This provides a greater feeling of power at lower speeds while still delivering 196 horsepower (LS, LT and LTZ). When the Intake Valve Lift Control system operates in low-lift mode, the engine pumps only the air it needs to meet the driver’s demand. This allows for greater performance at lower speeds and offers excellent fuel economy. 

The system automatically switches to high-lift mode at higher speeds or under heavy loads, providing the full output capability for the engine. Simply put, Malibu has the power you want and knows when you need it most.The exhilaration of V6 power, packed into a fuel-efficient 4-cylinder. This available 259-horsepower turbocharged engine has a segment-leading 295 lb.-ft. of torque better than even 6-cylinder competitors. It’s all the fun without extra fill-ups, thanks to EPA-estimated 30 MPG on the highway. To carry on the legacy of technology and ease of use, the 2015 Malibu continues to offer the most convenient, carefree infotainment features available. 

The elegant presence of Malibu moves you forward, while allowing the world to flow easily around you.With a true fixation on details, Malibu offers refined surfacing with premium materials and available rich appointments.  The precision continues with a sophisticated dual-cockpit design and ice-blue ambient lighting on the instrument panel and doors, standard on LT and LTZ. This Malibu is synonymous with expressive interior and attention to detail.Offering optimal leg room comfort, the sport-sculpted seats allow for long-distance relaxation and rear-seat space. The front seatbacks are shaped to accommodate knee room, while cushion sculpturing allows passengers to sit deeper in the rear seats for superb comfort. 

The center console armrest provides additional support. In addition to premium comfort, plenty of storage options provide even more roominess for your practical needs. A pair of cup holders and dedicated storage for two cell phones give your belongings a home, even while you’re on the road. Offering even more storage options, Malibu features rear 60/40 split-folding seatbacks so you can customize the space and fit your needs perfectly. Whether it’s thoughtful compartments such as behind-screen storage or a spacious interior that continues to the trunk, Malibu is equipped with accommodations.

Saturday, April 22, 2017

SUBARU OUTBACK CROSSOVER SUV

A quarter century the first Subaru Outback appeared, the 2015 model is totally upgraded. Back in the mid-1990s, the Outback was one of the first present day modern suvs to go on sale special, right around the same time as the first Toyota RAV4. At the time, I lived in Denver, and the first occasion when I test-drove an Outback was during a massive Rocky Mountain blizzard.Needless to say, I’ve been a fan ever since.


Having now spent a week shutting my family around Southern California in this all-new Outback, my favorable opinion hasn’t changed. But that doesn’t mean this crossover is perfect.Subaru sells the redesigned 2015 Subaru Outback in 2.5i and 3.6R model series, the former available with standard, Premium and Limited trim while the latter is offered only as a top-of-the-line Limited model. Prices range from $25,735 for a base model without options to $36,840 for a loaded 3.6R Limited.

Keep in mind those prices don’t include Subaru’s impressive array of dealer-installed accessories. Add the more common upgrades, and the price eclipses $37,750, and that’s before choosing from the variety of kayak, ski, snowboard, and cargo racks that can be attached to the Outback’s robust roof rails.Outbacks have never been good looking, but this one comes close. Subaru has really toned down the SUV cues with this redesign, and the ones that remain are perfectly suited to the vehicle’s image, purpose, and actual capabilities. My test car has the 18-inch aluminum wheels that are exclusive to the Limited trim level; other Outbacks get slightly smaller 17-inch wheels.

Where Subaru has made even greater strides is with regard to interior design. Especially when rendered in the 2-tone black-over-tan color scheme and equipped with the Outback Limited model’s fake matte-finish wood trim, this car looks convincingly upscale inside. Also, check out the floor mat design. It might be a simple, thing, but they’re designed not to slip forward and get caught in the pedals yet they’re super easy to take out for cleaning.In addition to looking good inside and out, the 2015 Outback has a bigger and more comfortable cabin than ever. For starters, it is really easy to get into and out of this Subaru because it sits on a raised suspension, putting the seats at a height that allows an average person to slide in and slide out.

Once you've gotten into the Outback's driver's seat, you'll see that the Limited model's leather feels great, the armrests are plush and thick, and the steering wheel is excellent to grasp. Additionally, because of meager windshield columns, enormous side mirrors, and a reversing camera, it is truly simple to see out of this hybrid SUV. The main thing I longed for was seat ventilation, which is not accessible. 

The front traveler's seat is comfortable, as well, however it isn't tallness flexible. My wife and my dad both griped about this the first occasion when they rode in the auto. That said, both additionally adjusted, and after briefly they said this exclusion wasn't a major ordeal in light of the fact that the seat sits sufficiently high off the floor for decent visibility and comfort.

The Outback’s rear seat is quite roomy. With the driver’s seat positioned for my comfort, I fit my 6-foot frame behind it without any trouble at all. The Limited model’s rear seat heaters will certainly come in handy for someone in wintry weather; I had no use for them during a Southern California summer.Something I did wish for, however, was a set of manual sunshades for the rear windows. Despite the dark-tinted privacy glass, parents of babies and younger children really appreciate them, and Subaru missed a surprise-and-delight opportunity on this front.

In addition to providing greater room for people, the new Outback’s cargo area is larger than last year. Measured to the roof, there’s 35.5 cu.-ft. of space behind the rear seat. Handy seatback releases mounted to either side of the rear liftgate make it easy to fold the rear seats down, providing a total of 73.3 cu.-ft. of space.

Three full-size suitcases line up from one side the cargo area to the other, leaving plenty of space for the tailgate to close. If you’ve got four of ‘em, take the cargo cover off and then stack ‘em up. Note, though, that my compact folding stroller wouldn’t fit wheels-first, forcing me to place it lengthwise or on an angle. This is a small thing, but it seems like a missed opportunity in terms of packaging.Generally, I’m not a fan of touchscreen infotainment systems, but I really love Subaru’s new one, which debuts in the Outback and the redesigned Legacy sedan.

First, it is simple enough that a tech-idiot like me can figure it out without using the manual. Second, the 7-inch touchscreen features clear graphics and speedy response to my big, dry, fumbling fingertips. Best of all, after a week and nearly 500 miles, there still weren’t finger smudges on this screen. Dust, yes. But not fingerprints. Brilliant.

Remaining controls are logically located and arrayed, but the defeat switchgear for the safety systems is located down on the lower left part of the dashboard, where they require real effort to use. That’s not really a bad thing, though, and the reality is that the Outback’s lane departure, blind spot, and forward collision warning systems are comparatively unobtrusive, making them a complement to driving rather than an aggravation.New for 2015, a Rear Vehicle Detection System is available as an option for the 2.5i Premium and is standard equipment for the 2.5i and 3.6R Limited models. It includes a blind spot detection system, rear cross-traffic alert, and a lane change assist system that can tell when another motorist is racing up behind you and then sound a warning if you signal your intention to change lanes right into that faster car’s path.

Subaru’s acclaimed EyeSight technology is optional for the 2.5i Premium and the Limited models, making it more widely available than it was last year. The system also gets new camera technology for 2015, improving the performance of the lane departure warning system and the adaptive cruise control system with pre-collision braking.

Having spent a week testing the new Outback, I’ve gotta say I am mighty impressed with this latest version of EyeSight. Driving up winding Pacific Coast Highway with the system set at 60 mph, EyeSight proved subtle and sophisticated, even dropping speed automatically for some of the 45 mph curves. A display between the gauges even shows when the system is illuminating the brake lights, and the adaptive cruise successfully brought the Outback to a complete stop as traffic ahead slowed for a red light.
The only criticism I can level at EyeSight is the beep it emits when its range of scope acquires or loses the vehicle ahead, which gets irritating on a curving road. Still, I’d rather have it than not.Subaru has done a terrific job of dialing in the Outback’s dynamic capabilities. From the quick-ratio electric steering, which provides outstanding on-center heft combined with satisfying response off-center, to the stout brakes, which are larger for 2015 and ventilated at all four corners, this crossover is impressively nimble, limited primarily by its 225/60 all-season tires.

Subaru’s deft suspension tuning sure helps. Around town, the driver is aware of what’s happening at the road surface, but the suspension successfully muffles sharper impacts. On the freeway, the Outback feels sure, stable, and connected without unnecessary firmness. On a twisty back road, the Outback resists roll in corners, lending the crossover an athletic feel.

Then again, I've gotta say, I was most awed by its capacity to practically glide over washboard dirt streets.And off-road, because of a liberal 8.7 inches of ground leeway, conventional wheel enunciation, and superb outward perceivability, I felt much more sure about the Outback than most different crossovers suv. 

The main bummer here is the 2.5-liter 4-chamber motor. Under ordinary, part-throttle speeding up, it feels sufficiently carefree, and it slingshot up the side of a mountain at 80 mph without an issue. Furthermore, the CVT is really one of the best I've encountered,successfully resisting the type of steady-state droning that is typical of the breed.

Friday, April 21, 2017

ACURA 2015 TLX I-4

With the ILX at the base of Acura's vehicle lineup, and the lead RLX at the top, it was simply an issue of time before the two-lettered TL joined the three letter club as the TLX. In any case, there is a whole other world to this story than only a name change. The TLX is really a two-fer, as it replaces both the TL and the TSX, turning into Acura's new universally handy moderate size extravagance sport car. So is this two-for-one the genuine article? Then again simply sleight of hand? The all-new 2015 Acura TLX follows a line of admirable cars that succeeded in blending athleticism, with top shelf amenities, and high tech tidbits. A formula that pretty much defines today’s middle-weight luxury sport sedan segment. 


Indeed, the competition from European stalwarts like BMW, Audi, and Mercedes-Benz, other Asian brands, as well as Cadillac, for this core premium four-door buyer has never been fiercer.

The new TLX fits right in. The wheelbase is the same as the outgoing TL, at 109.3-inches, slotting between the Audi A3 and BMW 3-Series. But, it’s longer than both in overall length at 190.3 inches, allowing for quite pleasing proportions.

The exterior design is heritage Acura; that is tasteful if a bit generic; with the brand’s “shield-like” grille, highly sculpted fenders, and now-signature Jewel Eye headlights adding to its contemporary edginess. Engine decisions additionally appear to be well known, a 3.5-liter V6 like the TL, and a 2.4-liter I4 like the TSX. At the same time, both are really all-new i-VTEC Direct Injection units with more power and proficiency. The V6 now rates 290-drive and 267 lb-ft. of torque. Significantly more significant is what its associated with, another 9-speed programmed transmission with push catch gear selectors. Super Handling All-Wheel-Drive is a V6 additional.The front-drive only inline-4 may have 2-less cylinders, but it has the same number of camshafts, putting out 206-horsepower and 182 lb-ft. of torque. And it has some transmission trickery of its own, an 8-speed dual clutch automatic with a torque converter.

Driving through the rural roads of The Commonwealth State, the TLX felt very luxurious as things inside stayed extremely quiet. Our 3.5-liter SH-AWD example proved very capable as well, if not overly dynamic. We found it hard to know when the all-wheel-drive is lending handling assistance as it works so seamlessly, and things stay flatter than you’re expecting when you push the TLX hard. 

Cars not equipped with AWD, compensate with Acura’s Precision All Wheel Steer for a handling boost of their own. But, it was a 2.4-liter TLX that we took to our test track for home town driving impressions. 

And while we can say the top handlers in this class have nothing to worry about, Acura buyers will find a very familiar and secure feel here. But they’ll also find a fair amount of stay-safe front-drive understeer should they go looking for it. The chassis is much stiffer now and Agile Handling Assist uses selective braking to smooth out transitions. Both Sport and Sport+ driving modes are available with the Integrated Dynamics System as well as ECON and NORM.

The 2.4 launches without much urgency. It lacks the grunt of rivals with turbo-4s. 0 to 60 takes 8.7-seconds, and it needs 16.7 to eclipse the quarter mile at 87 miles-per-hour. This is the engine for former TSX buyers where true TL fans will still want the excellent V6.

Thanks to the torque converter, shifts from the 4’s DCT 8-Speed are very smooth and sedate feeling whether triggered manually or not. Braking performance was good, with average stops from 60 coming in at 128-feet. 

The interior layout is similar to the RLX, but younger and sportier; with some materials more fitting to a top drawer Accord. There’s a Honda styled stacked flat panel setup for info, with a bottom touchscreen. True to Acura tradition the TLX comes with lots of premium standards including multi-angle rear view camera,, dual zone climate, and power driver’s seat,paddle shifters.

Likewise extras are included in only one or two packages with available content, such as navigation, remote start, and active safety features like Lane Keeping Assist depending on engine choice. ELS Studio 10-speaker premium audio is also available. Sound quality is awesome however class ordinary. 

At the same time the highlight of the inside for us are the inconceivably agreeable and steady front seats. The back seats are more agreeable as well and now, thankfully, overlay to extend the officially decent measured 13.2-cubic foot trunk.Government Fuel Economy Ratings are 24-City, 35-Highway, and 28-Combined with the I4. The V6 SH-AWD numbers aren't that a long ways behind at 21-City, 34-Highway, and 25-Combined. 

Estimating begins at $31,890 for a 4-chamber TLX. That is several thousand not as much as a 320i. The TLX V6 starts at $36,115, with SH-AWD: $42,345. All models deliver a lot of content for the price , and it is after every one of the a Honda.

By melding the TL and TSX into a single model, Acura has reduced showroom confusion and put the best of both cars into one solid, comfortable, high tech, luxury sport four-door. While it still lacks some of the crispness of the best European rivals, that will likely not matter to Acura buyers that tend to favor competency over ultimate prowess. For them, the new TLX is a 2-into-1 trick that works.

Wednesday, April 19, 2017

ACURA NSX 2016 NSX PROTOYPE ON THE TRACK

All newer 2016 Nissan GT-R is unquestionably the most hottess thing to originate from Japan these days, however with regards to mid-engined supercars, the Honda/Acura NSX set every one of the benchmarks. At any rate it did until 2005, when Honda chose to pull the fitting on the games auto it had created with information from Ayrton Senna himself, who's viewed by numerous as the best Equation One driver ever. The NSX went discounted in 1990 with a 270-drive, 3.0-liter V-6 behind its seats. The unit was later upgraded to a 3.2-liter V-6 that turned out 290 horses. While its yield wasn't precisely amazing when contrasted with different supercars from the period, the NSX was unimaginably quick because of its low check weight. Zero to 60 took 5.1 seconds at dispatch, yet the benchmark dropped to 4.5 seconds by the late 1990s. Generation of the NSX stopped in 2005, when Honda declared arrangements to build up a successor. Quick forward to the 2015 North American Global Car exhibition, where following quite a while of teasing and idea uncovers, the 2016 Acura NSX has at last turned into a reality. 

A quarter of a century after the first NSX appeared, the second era of the model couldn't be more distinctive as far as pretty much everything about from the quantity of chambers, motor design and position. Controlled by a twin-turbocharged, 75-degree, V-6 motor that is matched with three electric engines and a nine-speed, double grasp transmission , the 2016 Acura NSX is currently here and it implies business. 

"Our worldwide group grasped the test to make another games auto experience, utilizing new innovation to convey staggeringly clear execution in a vehicle that reacts naturally and quickly to the will of the driver," said Ted Klaus, boss architect and worldwide improvement pioneer for the model. "The NSX conveys zenith supercar execution, with zero-delay speeding up and elating, certainty moving driving elements." Not at all like the back wheel-driven original, the new NSX accompanies SH-AWD, with the front wheels fueled by two of the three electric engines. Regardless of being an all inclusive created sports auto, the 2016 NSX was generally planned by a group drove by American engineers from Honda's advancement focus in Raymond, Ohio, with the generation of the model to occur in Marysville, Ohio.As expected, the generation sports auto is a nearby proliferation of the idea vehicle we saw in 2013. The front end is nearly identical, with the same Acura beak and massive grille occupying most of the nose. The manufacturer kept the bumper configuration and its air dams nearly intact. However, a closer look reveals a host of modifications.



A larger splitter sticks out underneath the grille, while the massive blades separating the main grille from the side intakes have been revised and reshaped. The silver ornament of the Acura beak is different too, while the headlamps boast new graphics, with six LEDs and an LED stripe replacing the concept’s five-point configuration. The front hood is different too, sporting two large vents right above the wheel arches.

As far as the rear fascia goes, it seems that the production version inherited the shape of the concept’s taillights with minor modifications, and the same goes for the motorsport-inspired diffuser and the large vents on each side. The biggest difference is in the position of the four exhaust tips, which now sit in the middle instead of being incorporated in the side vents. A protruding spoiler adds some complexity to the concept’s otherwise simple hood design. The side view is where the biggest changes are, as the production NSX features a more pronounced "cab-forward" proportion, larger and higher side vents, a slightly different character line on the door, and a new vent on each front wheel arch.                                                                                                                                                         unfortunately, not much of the intricate symphony of leather, Alcantara and carbon fiber from the 2012 idea auto was kept in the generation rendition of the NSX. A large portion of the carbon-fiber bits have been supplanted by an extensive variety of aluminum supplements, while the Alcantara is just present on the center a portion of the seats. The dashing focus console is more generation neighborly, with a percentage of the catches and handles being obtained from other Acura models, while the atmosphere control air vents have an altogether distinctive design contrasted with the idea auto from 2012. 

On the in addition to side, the directing wheel has to a greater degree a dashing vibe to it, since it now has both a smoothed base and top, while the instrument group is out of this world innovative. To wrap things up, the red-and-dark, two-tone upholstery of the 2012 NSX Idea returns in the creation auto too, in spite of the fact that the essential shading is presently dark rather than red.An all-new, twin-turbocharged, 75 degree V-6 has been produced for the auto, with the mid-boat position being indistinguishable to the first NSX. The powerplant joins both direct infusion and port infusion, alongside Variable Timing Control to convey ideal camshaft staging, for accuracy burning control all through the whole rpm band, while likewise accomplishing high power yield and execution at high motor velocities

Acura says the powerplant was crafted to deliver the best balance between power production, overall compactness, and reduced mass. Key design elements that contribute to this statement include a sand-cast engine block, lightweight and compact cylinder heads, thermal spray coating on the engine block cylinder sleeves for higher thermal efficiency, and a dry sump lubrication system that significantly reduces the engine’s center of gravity.

Paired with the internal combustion engine are three electric motors, two of which are in charge of powering the front axle. A T-shaped lithium-ion battery sits in the middle, while the third electric motor is integrated between the engine and the rear-based nine-speed DCT. The front-mounted motors, called a Twin Motor Unit , provides instant torque and AWD traction, improving 0-to-60 mph acceleration times and quarter-mile runs.

The NSX also features the most advanced evolution of Acura’s Super Handling All-Wheel-Drive system (Sport Hybrid SH-AWD), which is capable of distributing more torque than any other setup the brand has used in its products as of 2015.

No fewer than 10 air-cooled heat exchangers will cool the powertrain, while the V-6 will use three radiators. Further cooling is provided by the twin intercoolers in the side air intakes. Needless to say, the NSX has one hot drivetrain.

Sending the V-6’s power to the wheels is an advanced nine-speed dual-clutch transmission that bring together many new technologies. The gearbox employs an electronically-operated wet dual clutch, a high-rigidity shift fork, and an electronic shift actuator for quick and precise shifting. To improve cooling, Acura added two oil "rooms" within the transmission housing. A multiple-plate limited slip differential provides increased traction when accelerating and cornering.

Acura NSX
The sports car is Acura’s first vehicle to employ a multi-material space frame design for increased body rigidity and lightness

Acura claims the NSX’s chassis and some body components were made using an array of revolutionary techniques.

Specifically, the sports car is Acura’s first vehicle to employ a multi-material space frame design for increased body rigidity and lightness. The Japanese claim, based on internal data, that the NSX’s chassis is "by far the most rigid in its competitive set." I obviously can’t verify that, but I’ll take Acura’s word for it.

Likewise, Acura says the NSX's body is the world's first car utilization of new removal throwing innovation, which permits the ultra-unbending castings to be utilized inside of the auto's pulverize zones, adding to the auto's overal inflexibility and enhancing taking care of. Another imaginative component that further improves inflexibility is the utilization of a three-dimensionally framed, ultra-high-quality steel A-column. 

The aluminum-escalated space casing is complimented with accurately created ultra-high-quality steel and secured with a carbon-fiber floor together. The utilization of different materials convey a more dynamic driving background, predominant fit and complete, and enhanced inhabitant security in the case of an accident. 

Wellbeing insightful, the Acura NSX is stuffed with detached and dynamic elements. The games auto has single-stage driver and double stage traveler different edge airbags, Brilliant Savvy Vent front side airbags, and one-column side window ornament airbags with rollover sensor. The front seats have three-point belts with programmed tensioning framework and update. Dynamic elements incorporate Vehicle Strength Help with Footing Control, Non-freezing stopping mechanism, Electronic Brake Appropriation, Brake Help, Multi-Point Rearview Camera with Element Rules, and Tire Weight Checking Framework with Area and Weight Markers. The NSX is additionally furnished with auto high-bar headlamps, corner and reinforcement sensors, and voyage control.Acura is still mum on estimating points of interest, yet as indicated by Ted Klaus, the head of NSX advancement, Acura is "pointing inside of the scope of the Audi R8." If these cases end up being genuine, anticipate that the NSX will begin from in any event $116,000.

Wednesday, April 12, 2017

GIVE TO SIGHT BLIND TADPOLES BY GRAFTING EYES ONTO THERE BACK TAILS

Transplanting a whole eyeball is tough. So tough, in fact, that it's never been done. For an eye to work properly inside the sockets of a new host, it needs to be connected to the central nervous system by way of the delicate optic nerve, which is easier said than done when both donor and recipient nerve endings have been damaged by the removal of the organ.

But according to research published Thursday in Nature Regenerative Medicine, you might not need to factor the fragile optic nerve into the equation at all. Eyes—and perhaps other sensory organs—can hook up to any available central nervous system port and boot right up, if manipulated properly. Researchers at the Allen Discovery Center at Tufts University were able to give sight to blind tadpoles by grafting eyes onto their tails.
Corresponding author Michael Levin isn't new to Frankenstein-esque body manipulations. A recent issue of Popular Science featured his work on "re-wiring" frogs to make them grow extra limbs—a feat he believes could one day be translated to the human body. He and his colleagues are studying the way cells respond to the body's electrical signals, and how those signals dictate their growth and behavior. By tweaking these signals, they hope to help change the human body to suit our needs. The latest study, led by post-doctoral associate Douglas Blackiston and contributed to by undergrad Vien Khahn, asks how those electrical signals can be adjusted to encourage the body to accept a new anatomy.
"We're asking questions about the plasticity of the brain," Levin says. "If you do make anatomical changes in the body plan, how can the brain adjust to that?"
Essentially, Levin, Blackiston and their colleagues hope to increase the neurological connection between a donor graft and the recipient's brain. For sensory organs, this is crucial: the organ needs to have the ability to take in sensory information and send it to the brain, but the brain also needs to be able to recognize that sensory information for what it is. You wouldn't expect, for example, that an eye attached to the base of the spinal cord would be successful in sending visual input to the brain and having the brain process it as such.
But when the researchers grafted little froggy eyes onto blind tadpole tails, that's exactly what happened—after a little intervention.
A previous study had shown that, by controlling the electrical state of the eyeball's new environment, scientists could stimulate a burst of nerve growth and activity. But vision from those eyes was still lousy. In the new study, the researchers took new information about how cells read the electrical environment around them—by exchanging the neurotransmitter serotonin with neighboring cells—and hacked the system. And they did it with a human-friendly drug, to boot: a migraine medication.
"One of the big points here is that there’s this huge toolkit of drugs out there, used for neurological or cardiological issues, that are actually a tremendous resource for regenerative medicine," Levin says. "So we identified exactly which serotonin receptor was involved and found a drug humans take that activates it."
While just 11 percent of tadpoles who didn't get the drug gained color recognition in their new eyes, 29 percent who received the serotonin-influencing medication did. (Only 67 percent of tadpoles with normal eyes managed.) Tests showed that the tadpoles saw not just color, but shapes and movement. Tadpoles with untreated eye grafts didn't fare much better on the movement test than their blind brethren—38 percent and 32 percent passed, respectively, compared to an 80 percent success rate in sighted tadpoles. But when treated with the migraine drug, 57 percent of tadpoles with grafted eyes were able to follow motion.
"They really had true vision," Levin says. "This is really remarkable, that the brain, which usually expects visual input from one place up in the head, can take it from a spot on the tail and process it correctly. It raises the question of how the brain recognizes it as visual information at all."
nerve growth
Michael Levin
In red, the boost of nerve growth in treated eye grafts.
To Levin, one of the key findings was that the drug stimulated prolific nerve growth for the eyeball's benefit, but didn't seem to interfere with nerves in the rest of the body.
"That's tremendously important, because medically there should be fewer side effects," Levin says. "You won’t overgrow the normal nervous system. And if you think about it, the fact that the ectopic nerve pays attention while the normal innervation does not suggests these cells actually know whether they’re in the right place."
Perhaps, he adds, "if you're an optic nerve sitting out in the flank somewhere, you can tell you're not in the right place, and so you pay attention to the electrical environment and grow accordingly." This could have implications in treating certain birth defects or cancers, he posits, where cells that crop up and grow in the wrong place get the body into trouble.


The findings could help produce better outcomes for recipients of donated or lab-grown organs—and not just eyeballs, either.
"I've had a lot of people call me to talk about eye transplants, but the important thing to remember here is that it goes way beyond eyes," Levin says. "The point is to control the neuro-connectivity between any graft and its host. It's all applicable."
In theory, a similar technique could be used to slap any organ onto the body with more success.
“We have no idea how we would connect a retina to the brain, and if you wanted to replace an ear, you would have to cut out a big piece of the skull,” Bernd Fritzsch at the University of Iowa, who does similar work but was not involved in the study, told New Scientist. “This work suggests that this might not be necessary—that you could put the organ on the neck, for example, and connect it to the spinal cord. It might look funny, but it could still work.”
And in the long term, Levin says, the work could have wonderfully weird applications in elective bioengineering.
"This is really sci-fi stuff, but one day there will be people modifying their biology beyond the standard human anatomy," he says. "People may want more eyes, they may want different kinds of eyes, they might want to live on Mars or underwater. And the brain will need to adjust to that."