TWIN SCION iA AND iM

There are two vehicles being exhibited here, both being appeared, promoted and publicized together by Scion, also stopped by one another on Scion showroom floors beginning Sept. 1 ... so we should present them together. 

The smaller hatchback Scion iM is a Scion variant of the Japan-market Toyota Auris. It has the same stage as the Toyota Corolla and Scion tC and sort of fills the same utilitarian wagon/hatchback part for Scion that the old Matrix wagon/hatchback accomplished for Toyota, just on a littler scale. The iM comes in only one trim level –-Mono Spec - so your just decisions are transmission and shading. With a 137-hp 1.8-liter four-chamber mated to a six-speed manual or CVT, it's really clear. 

The other section, the iA, is the mutant affection offspring of a marriage of corporate accommodation, an edgy snatch for deals, any deals, by a foundering division that figured out how to offer less than 60,000 vehicles aggregate a year ago. Where did the iA originate from? Mazda has this plant in Mexico that makes Mazda 2s, and the plant had a bit additional limit. Scion, the item arranging spending plan of which was rerouted into Toyota amid the Great Recession, required an auto to offer. Yet, it couldn't offer the Mazda 2 hatch on the grounds that that would be excessively comparable, making it impossible to the Scion iM. So Scion chose to attempt and offer a Mazda 2 car when even Mazda knew such a creature wouldn't offer in the U.S. market. Hell, Mazda can't even offer Mazda 2 hatchbacks and ruled against constantly offering the odd looking car in its own showroom

Scion, if you didn’t offer the fabulous FR-S, we’d stage an intervention.

Under the mutant skin (or what Scion calls “daringly curved sheetmetal”) and behind the gigantic whale-shark “trapezoidal” grille, however, the iA is basically a Mazda 2, which is a solid B-segment people mover. It has a 106-hp 1.5-liter four mated to a six-speed manual or automatic. It gets up to 42 mpg hwy. There’s room inside for a family of four and some of their luggage in the trunk. It’s a solid car once you look beneath the skin and ignore the provenance.

Considering the two cars’ circuitous lineages, they’re both surprisingly stable and even responsive to drive, at least by the standards of their individual classes.

The iM is remarkably quiet in seemingly all circumstances. We didn’t run a dB meter in it or anything, but we’ll guess it’s as quiet as sedans a class or two up. CVT transmissions are getting better all the time, and this is certainly one of the better examples of that increasingly popular technology. For just tooling around town, you might not even know it’s a CVT, despite Scion’s programming in seven of those fake “steps” in the shifting algorithm. Step sternly on the throttle and you might notice some higher-revving whine from the 1.8-liter four -- peak output of 137 hp comes well up on the tach at 6,100 rpm, so to really make it move you’ll need some revs. Torque peak of 126 lb-ft also comes higher up on the scale too, at 4,000 rpm. Those numbers will move the 2,943-pound manual iM and 3,031-pound automatic around the city at respectable, if not impressive, rates. The six-speed manual clutch engages fairly high up in the pedal travel, which means a little more work for the driver. Inside, there is plenty of room for adults both front and back. There’s not a lot of luggage space behind the second-row folding seats, but overall –- especially considering its $19,255 starting sticker -- it’s a perfectly competent competitor in the class. The question is how many buyers will want this over a Mazda 3 iTouring, Focus SE, Elantra GT or Golf S, the competitors Scion lists for it.

The iA, meanwhile ... well, Scion says that, of the focus groupers who liked it, style was one of the things they liked most. So there you go. Behind the wheel in the automatic (not a CVT), the car feels really plodding. Once you step on it, however, it shows its Mazda Zoom Zoom and responds with stable and predictable understeer on twisty mountain two-lanes. We are reminded that we liked driving the Mazda 2, too. The manual transmission is no short-throw Miata, though, requiring lengthy pulls to change gears and, again, longer clutch-pedal takeup before engagement. But if you’re feeling like your iA is too slow, that’s only in the lower rev ranges -- just stomp on the throttle, and it’ll rise nicely to the occasion. The tiny 1.5-liter manages only 106 hp total and 1 mpg more peak highway mileage than the 1.8 in the iM, though, another potential hit on iA sales. Still, 42 mpg highway is pretty darn good. And sticker price starts at $16,495, which is downright affordable. 

As they some of the time holler at us in those driving schools: Scion, what's the deal with you? Scion has had two strong hits in its 12-year presence: the first xB and the current FR-S. Some would say it's had stand out hit, and it's not the xB. On the off chance that you measure accomplishment by deals, it has no hits right now. The iQ? xD? After our top choice, the FR-S, all whatever remains of the Scions were what might as well be called an informative supplement in the titan corpse of Toyota: present all the ideal opportunity for no genuine reason and at times troublesome. 

Will these two new models haul Scion out of its demise winding? Deal objectives are mild: high 30,000s to 40,000 for the iM and 20,000 for the iA. So regardless of the possibility that these two surpass those numbers, it's far fetched they'll make Scion a player. We'll figure out without a doubt beginning Sept. 1 when the pair goes at a bargain. 

Good fortunes, Scion. In any case, meanwhile, find another xB or FR-S to make the division more than only a young deals trial, will ya?

ARIEL ATOM 3S

The Ariel Atom 3S is the latest, most comfortable, almost civilized version of the revolutionary original Atom that took the enthusiast car world by storm almost 20 years ago. It maintains the same basic exoskeleton chassis of the original, with the same rear engine location and rear wheel-drive, giving it the same slight rear weight bias owners and testers have always loved. But it gets improvements everywhere else. The engine is now a turbocharged version of the 2.4-liter i-VTEC four from the Civic Si, making 365 hp and 310 lb ft of torque in this application. TMI AutoTech, which builds the car for the U.S. market, designed an intercooled turbo system for the four-banger. The cooling radiators in the side pods distinguish the 3S from earlier Atoms. The changes give the open-cage screamer the power-to-weight ratio of a supercar. 

The company lists a 0-60 time of “less than 2.8 seconds,” a figure TMI says is "an estimate." We didn’t get a chance to test 0-60, either, but we’d say it’s quick. Even if it’s only three seconds to 60, or closer to four, subjectively speaking the 3S still has acceleration about that of a bottle rocket.

The balance of the car is biased to the rear about 57 percent. That’s because the Civic Si engine that sits mostly forward of the front axle in a Honda now sits mostly forward of the rear axle in the Atom 3S. It’s like that Consulier thing that had a 2.2-liter turbo four engine swap. It’s a very simple and solid way to make a sporty kit car and we wish more small, fringe-element sports car makers would try it. No drivetrain re-engineering required, just move the whole powertrain, transmission, LSD, half shafts and all, from the front axle back to the rear axle. Voila – mid-engine supercar!

TMI Autotec is located about 500 feet from the Oak Tree Turn at Virginia International Raceway. There they do everything from bending the frames into place to installing the engines and track-testing the setups. 

If you find the perfect road or, more likely, the perfect track, you’ll find that the Ariel Atom 3S is the perfect car...as long as you understand that it’s a race car at heart. On a couple of drives in Northern California we never really found the perfect location to match this car.

If you don’t find the perfect road, track or slot car setup, you might find the Atom 3S to be “challengingly uncomfortable.” Our first drive of the 3S on Highway 1 south of Carmel, for instance, was way too harsh a surface for this car. Bumps and holes whack and bang right into the chassis and the whole thing bucks and wallops like a washing machine filled with floor mats. Plus the wastegate and intake are right next to your ears, whooshing and squealing like little porcine breathing apparatii every time you get on and off the throttle.

But once you manage to find an empty, flat road with a curve or two in it you find that the car is, indeed, perfectly balanced. You can make it over- or understeer by mere judicious application or release of the throttle. It’s like a really, really powerful go kart with seating for two. Yes, it’ll wear you out after even a short drive, but maybe you could stand a little wearing out now and then. No one but the hardiest racer is going to commute to work in one of these. It’s made for weekend flings, either alone – which ups the power-to-weight – or with a passenger who will no doubt beg to be allowed behind the wheel (or beg to be let out at the nearest bus stop). In that regard it helps you sort out who your passengers should be.

When we mentioned the harsh ride on Hwy. 1 to the Atom guys they agreed to let us drive it on a better road. They offered Hwy 198 between the 101 and Interstate 5. This is a road we sometimes take when we have something interesting to drive to or from Monterey but have to make good time, too. Here the 3S is far more civilized than you would expect and far more comfortable than previous Ariel Atoms we have driven. Compared to, say, the BAC Mono that we drove a couple months ago it is downright plush. While the Mono engine was bolted straight to the frame and vibrated our poor esophagus and all internal organs and tooth fillings until we wanted to get out and cough for about a week, the Ariel Atom 3S transfers car-like levels of engine vibe into the cockpit, at least in comparison. Likewise the suspension is far more civilized than a Mono or a go kart or a typical club race car while offering similar levels of handling. It’s not soft by any means, but neither should you expect vintage Formula-Whatever levels of abuse.

 On the other hand, Hwy. 198 might not have been the ideal venue for this auto, either. It's a quicker street than Hwy. 1, with completely open, quicker bends. We took the entire thing totally in 6th apparatus, downshifting to fifth just at times. Not to gripe, once more, but rather there most likely is a superior street out there for this Atom 3S, something with second-, third-and fourth-rigging bends. That is one thing about the Atom, it should be coordinated with a particular street or track to be delighted in to its fullest. 

In any case the 3S did well. The main issues we experienced on Hwy 198 were in spots where the street was beginning to slip off the edge and there were uneven asphalt undulations. Whanging over these surprise the body enough that we needed to amend the directing to continue going straight. Milder spring settings may have improved it on this stretch, yet as it was the auto took care of everything really well. We had it for around 60 miles, from the parking area of the King City Taco Bell to the parking area of the Coalinga Burger King (landmarks, both). 

At first the auto appeared to be chugging under increasing speed in lower riggings, yet the Atomites said it was only the footing control catch, which had been wound around by the force link on a Passport radar finder. Once the footing control had been set back to zero mediation and the link set away, that issue was no more. 

"We're still in R&D on that," said a specialist on the footing control. 

The greatest jump in affability for the 3S model, on the other hand, is the windshield. Despite the fact that it would seem that it'll cut your head tidy up given the open door, not just did it not cut any heads off amid our drive, it made the entire commute much more tasteful. The windshield, alongside those coordinating wind monitors on the sides screwed into the enormous tubular casing, made this Atom significantly more like a genuine auto than any Atom has ever been. It's not a Camry XLE with gold pack and control sensors, however it's a considerable measure more agreeable than Atoms have ever been.

“We have one guy who uses his as a daily driver,” an Atom salesman boasted.

That is one tough customer.

Do you have a long, contorting private garage like Lord March, or your own particular private race track? Provided that this is true, yes, get one. Alternately get something like it. There are bunches of those motorsports clubs springing up everywhere throughout the nation - for those, an Atom 3S would be great. You may even have the reputation. On the off chance that you don't have such a setup yet have a kidney belt and are comprised of generally incline, USDA Prime Grade A flank steak, then perhaps you can deal with one on genuine streets. It's an informed decision on your part. The Atom dependable make the most of their autos more than anything. Simply don't anticipate that it will be a 911 or Ferrari regarding day by day reasonableness. 

(One last note: There's the topic of vehicle enlistment for open streets. In fact it's a pack auto so you need to get one of those 500 or something like that unit auto exclusions they offer in California. Different states have different means, Ariel lets us know. Try not to stress, they say.)

SSANG YONG TIVOLI 2015

Don't think about you, however when I consider SsangYong, the first thing that strikes a chord is the god-like Musso. It had fitting rough terrain looks and a Mercedes-Benz soul, however tragically, it went out of generation in 2005, leaving the automaker with no substitution in the "great" office. That is as of not long ago, on the grounds that SsangYong now fits in with Mahindra & Mahindra and it's getting a new beginning with the 2015 Tivoli hybrid. 

The all-new SsangYong Tivoli has been made particularly for the European business sector and you can see that even in its name. The automaker purified through water their new auto after the Italian town Tivoli, but at the same time it's "i lov it" spelled in reverse. That is a really precise articulation, on the grounds that you'll wind up adoring it toward the day's end. That is in case you're not into force and rushes in the driver's seat, but rather we'll mind that somewhat later. 

Also, much the same as Roman sovereign Hadrian's slope top town, the SsangYong Tivoli is truly a decent thing to take a gander at. Intended to engage more youthful purchasers, the auto has an offbeat new outside with two-tone shading mixes, sharp points, cumbersome shapes and a smiling front sash which is conditioned down a touch just by some bumped wheel curves. By and large, it looks extreme, planted to the ground and it disposed of that "shoddy plasticky Chinese toy" look the recent SsangYong models had. 

Actually, a non-auto gentleman companion of mine said that from a separation, you could botch it with a Range Rover Evoque, which says a great deal in regards to a Korean model that tries to enter the European market. 

Measurement insightful, the SsangYong Tivoli is only a bit littler than the financial backing Dacia Duster, coming in at 4,195 mm (165.2 in) long, 1,795 mm (70.7 in) wide and 1,590 mm (62.6 in) high. Ground freedom comes at an average 167 mm (6.6 in) which permits you to mount most city checks and assault some rough unpaved streets. Remember that the bash plate under the motor sits lower than the auto's gut, so don't get excessively energized. , so don’t get too excited.

Needless to say, the interior room is among the best in class. Four passengers can be easily accommodated inside, with enough head and legroom to enjoy a longer trip. A fifth person can sit in the rear middle seat, but personally, I wouldn’t want to be there for too long. It’s not the end of the world though, since most of the cars in this segment were designed to better suit four people rather than five.

Trunk space measures 423 liters (14.9 cu-ft), which is also a bit over the segment average, and you also get some elastic cords in there to secure things such as bottles, the first aid kit and whatnot. You also get a full-size spare tire instead of a repair kit, but because of that, luggage space will shrink to 327 liters (11.5 cu-ft) if you also opt for the all-wheel drive version, since then a differential has to live down under the trunk. 

No trouble, however, since the interior comes with a lot of cubby holes to fit your things. The ones on the doors, for example, can each hold a medium-sized water bottle plus a pack of biscuits, while the central armrest can swallow your iPad, wallet and a banana with ease. You also get some neat elastic strings on the rear of the front seats to hold other thin stuff, and the best part is that they can be arranged in different patterns.Speaking of the interior, everything apart from some buttons on the doors looks and feels quality made: nothing rattles, there are no squeaks and the general fit and finish encourages you believe the Tivoli is actually a strong competitor on the market. You get two-toned leather/textile combo upholstery, soft plastics, aluminum scuff plates on higher end models and a leather-wrapped steering wheel. 

You also get glossy black surfaces in places you’ll touch quite often, namely the central console and the door armrests. Those palm-grease streaks and fingerprints might give you the heebie-jeebies if you have an obsessive compulsive disorder with squeaky clean surfaces, but, hey, these are the trends now.

Anyway, in my opinion, cabin design is a bit over its competitors', and I would be happy to sit here surrounded by Korean materials, than looking at the dull shapes inside a Renault Captur or the weird surfaces in a frog-faced Nissan Juke all day long. The only interior in this class that delivers better eye-candy is the one in the Mazda CX-3, if you ask me.

Depending on which country you live in, the SsangYong Tivoli can be had in up to three trim levels, with standard equipment including 16-inch alloy wheels, LED taillights, 2-DIN audio system with USB, AUX and Bluetooth connectivity, steering-wheel shortcut buttons, a multi information display system in between the main gauges, manual air conditioning, keyless entry, electric mirrors, cruise control, 7 airbags, height adjustable driver’s seat and weight-adjustable electric-assisted steering system.

I would like to deviate a little here and talk you through the decently sized multi-information display system on the dashboard, because I found it rather special in a way. You see, the automaker found fit that the controls to operate the little thing - namely two simple buttons - should be located on the central console, rather than on the steering wheel, like many other automakers do.

This only leads me to think it’s a safety feature rather than a niggle: you don’t have the buttons at hand – therefore, you don’t keep messing around switching through screens to see this and that, so you keep your eyes on the road, where they belong. 

And that’s not all. SsangYong engineers made sure you will still receive all the information you want from the system, because it keeps cycling through the different available screens by itself. So you might be seeing the fuel consumption right now, but next time you stop at a traffic light, you might get the tire pressure, range, traveled distance or the clock.

Ticking the boxes for more stuff will get you nice features like glossy black 18-inch alloy wheels, tinted rear windows, LED daytime running lights, a roof spoiler, fog lamps, heated steering wheel, auto headlights and wipers, dual zone automatic climate control, heated/ventilated front seats, parking sensors, 7-inch touchscreen infotainment system, HDMI connectivity as well as a rear facing camera with dynamic grid to aid you with parking.

And since we’re talking about choices, you can only get two engines for the Tivoli, both displacing 1.6 liters, with one running on gasoline and the other on diesel. The first makes 128 PS and 160 Nm (118 lb-ft) while the latter does with 115 PS, but a hefty 300 Nm (221 lb-ft) of torque.

Each engine can be had with either a six-speed manual gearbox or a six-speed AISIN automatic one, both sending power to the front wheels by default. As I mentioned earlier, there is also an optional all-wheel drive system, but that would make more sense for the diesel powered version, since the petrol-fed engine lacks torque.

We tested the gasoline version fitted with a manual six-speed box and front wheel drive, coming with almost all the toys you can get. Sadly, the big infotainment system was not among them, but even so, the standard audio equipment sounds good, and who needs an expensive sat-nav system (about €500 in this case) when your smartphone comes with things like Google Maps or Waze anyway?

Driving around town is a piece of cake thanks to the raised seating position, light steering and suspension setup that makes it feel very light, despite tipping the scales at almost 1.3 tons without the driver. Rear window visibility is a bit better than, say, the Juke, and those big side mirrors make sure you’ll see everything behind and around the vehicle. However, combined with those thick A-pillars, they might hide pedestrians from your field of view, but I think that’s a common problem these days, so you might have to be extra careful when approaching intersections and crosswalks.

Standard suspension for the FWD version comes in the shape of McPherson struts at the front and a classic torsen beam at the back. It does a pretty good job, but it feels like it has a mind of its own, soaking up some of the road irregularities and making sure you’ll feel others right in your spine. The AWD version, however, comes with a multilink rear suspension that makes things better.

Another upsetting experience was the clutch, which fully engages towards the upper end of the pedal’s travel, a zone where you really need to concentrate if you don’t want the car to jerk forward. And I should also mention here that, despite feeling precise, the gearbox tends to clunk when swapping cogs, especially when shifting between first and second gear.

Otherwise, the Tivoli feels planted and corners without significant roll. The chassis is well balanced and the ESP kicks in to keep you on track even when you really want to push it beyond reasonable driving limits.

Take it out of the city, and you’ll soon discover it’s a bit out of its habitat. The lack of sound insulation lets the wind and engine noise in, while the gasoline engine kills the sport-driving mood with its lack of mid-range torque. If you’d really want to push it and drive sporty, you’d have to keep the rev needle so high, there are solid chances your wife sitting right next to you would file a divorce.

  That is a disgrace, in light of the fact that those front seats glass you in really useful for horizontal Gs, while the controlling can be placed in game mode by means of a catch on the dash. I'm confounded... Perhaps they bode well on the diesel form that gives twofold the oomph at just 1,500 rpm.The recent will likewise serve you better in the event that you favor going go 4x4 romping more than twice every year, while additionally keeping the fuel utilization lower, shaving 2 l/100 km all things considered contrasted with its gas partner. 

On the other hand, driving out in this present reality, we got 10.3 l/100 km (23 mpgUS/27 mpgUK) around the city, 8 l/100 km (29 mpgUS/35 mpgUK) on the roadway and a normal of 9.6 l/100 km (24 mpgUS/29 mpgUK). Also, more often than not, we really took after the auto's on-screen guidelines to upshift at around 2,000 rpm and get into 6th apparatus as quickly as time permits. 

Thus we achieve the most obnoxious part, in particular the cash you need to spend on it. For lower trim levels, the SsangYong Tivoli appears to be pretty intensely estimated, yet completely preparing it uncovers something rather fascinating. 

For instance, in Germany, the essential 1.6 Tivoli FWD begins at €15,490, which is around €4,400 not exactly a comparable Renault Captur, €3,710 not exactly the Nissan Juke and €2,510 not as much as a Mazda CX-3 partner. Be that as it may, at €29,600, you find you're completely stacked Tivoli is €5,800 more than the Captur, €2,000 more than a Juke and even €1,400 more than a top-spec CX-3. What the heck isn't right  with you, SsangYong?

In the end, if you need a fancy crossover without all the bells and whistles, it’s safe to go for the 2015 SsangYong Tivoli. If you want them all, just buy the Mazda CX-3 and save the extra money for insurance or gas. If all else fails, grab a Dacia Duster and learn how to live with the cheap plastic.

SUZUKI JIMNY2106

Before we can begin experiencing the fine subtle elements that make up the rough terrain symbol from the Rising's Land Sun, I might want to offer the all the more requesting petrolhead with a determination of purchaser counsel: purchasing a Suzuki Jimny obliges you to have the right mentality to manage with to a great degree few familiar luxuries. 

Contingent upon the business, the present decision of autos made by volume automakers includes a broad rundown of standard hardware. Huge amounts of airbags, air con, control windows, touchscreen infotainment, a rearview stopping camera, you get the thought - obviously little things that make life behind the controlling wheel a great deal more charming for the driver. 

Thing is, the third-gen Jimny accompanies not very many of the elements recorded previously as standard, making it a dinosaur contrasted with more cutting edge offerings. In case you're not terrified by this, the absence of legroom for the back travelers or the poor peering so as to sound, then how about we continue through the Euro leaflet of the smaller than expected SUV from Japan. 

To begin with amazement: the low fuel cautioning light, entryway open cautioning lights and computerized clock are "solace" highlights. Totally serious! 

Getting straight to the point, the Jimny JB43 is a long way from being a widely prepared bundle. Frankly, the nameplate can't be acknowledged in a straightforward way. To get to know what makes the Jimny a Jimny, you'll need to investigate the model's childhood. 

Utilitarian and centered are the terms that entirety up the Jimny best of all, yet more on that later in our audit, including why this bygone 4x4 junkie has the ability to make you laugh from self-satisfaction each time you drive it. 

In 17 years' opportunity, the active emphasis of the nameplate could just get two minor facelifts (2005 and 2012) and a choice of not really capable motors. Inquisitive what the latest overhaul is about? 

As our European perusers might definitely know, November first, 2014 is the day that saw the electronic steadiness program (ESP) get to be obligatory as airbags for each new vehicle sold on the Old Continent. 

With the late 2014 redesign, the Suzuki Jimny got three additional items: ESP, a tire weight observing framework and an apparatus shift pointer to light the best approach to better mileage. Doubtlessly, a minor redesign in some other volume maker's putting forth is certainly more predictable.

Heck, the Suzuki Jimny 1.3 MT JLX we reviewed was manufactured in early 2014, so we didn’t get to assess the benefits of those updates. In any case, buying an all-new Jimny is sort of redundant because it’s too expensive for what you’re getting. 

€15,590 is as low as you can go in Germany for the entry-level trim, £12,185 in the United Kingdom and, if Suzuki was still selling cars in the US, that would translate to $17,510.Produced since 1998 and barely updated since then, the third-gen Jimny is like the proverbial bringing a knife to a gun fight. It has the aerodynamic properties of a brick, it’s as impractical as a clutch bag, agricultural to drive and more spartan than an Alcatraz prison cell. To top things up, it’s about 30 percent more costly than a Suzuki Swift.

With 85 horsepower and 110 Nm of torque, the M13AA 1.3L four-banger petrol of our test car is just what you would expect from a naturally aspirated engine developed by the Japanese - dependable, rev happy, raspy and not potent enough for some off-road scenarios. 

Coupled to the standard five-speed manual gearbox, you’re looking at a 0 to 100 km/h (62 mph) stint of... wait for it... 14.1 seconds! Better still, if you go for the donkey old four-speed automatic, then expect to hit the same figure in 17.2 seconds. 

Told you that the Suzuki Jimny is more outdated than Rocky and the 1970s disco fever. You could go to such lengths as claiming that performance figures is an oxymoron for this car. 

But you know what? Yves Saint Laurent once said that trends come and go, but style is eternal. In the Jimny’s case, this saying fits like a glove because the little bugger boasts with the continuity of its overall shape and world-renowned off-road capabilities since forever. 

From 1970 to this day, the popularity of the model spread like wildfire and it still does. The recipe was so good from the get-go, so why would Suzuki change anything? “If it ain’t broke, don’t fix it” applies here. 

To better understand how much Suzuki trusts the Jimny’s formula, you should know that our test car’s only option came in the form of metallic paint. Concentrating on its exterior design, the Jimny is tiny by modern crossover/SUV standards. 

It’s no wonder why though - in Japan, the Suzuki Jimny JB23 is propelled by a peppy 658 cc engine mated to a CVT transmission, which is enough to classify the diminutive off-roader as a kei car. 

Whatever your preferences in things with four wheels, don’t be tempted to give the Jimny a cute nickname over its diminutive dimensions. Few gearheads disagree with that no-nonsense approach to its exterior styling.

Starting with the squared-off front, you’ll find that the air intake bulging from the bonnet isn’t functional. Nevertheless, I can’t deny its importance into giving an edge to the Jimny’s aesthetics. 

Fog lights or no fog lights, the front bumper looks tough and rugged, as do the five chunky slats up front which appear to be inspired by the Jeep Wrangler’s face. Even the square-ish headlights were designed to look rough and ready. Tinted behind for better effect, the headlights are complemented by a black plastic grille positioned below those slats. 

The Suzuki Jimny’s well-proportioned small stature is further enhanced by a generous glass house all-round, along with muscular wheel arches front and rear. The 15-inch steelies are wrapped in Bridgestone Dueler 205/70 section tires which are the best of both worlds. 

Ask any serious Jimny owner about the tires and you’ll find out that many spent money on both off-road and road-going rubber for obvious reasons. 

The first proper glimpse of what the Suzuki Jimny is all about comes when you look at the rear of this thing. Highlights include a hinged boot door that swings open from the side, a spare wheel bolted to the door with a wheel nut and a stumpy lower bumper which you can sit on.                                       Boasting 190 mm (7.48 in) of ground clearance, the Jimny trumps most high-heeled vehicles currently in production. But the extremely short overhangs and unbelievable approach & departure angles (34 inches & 46 inches, respectively) crown the Suzuki top dog in off-road capability.

Some say that beauty is in the eye of the beholder. From my point of view, the Jimny is just right thanks to its perfectly-formed and full of purpose styling cues. On the other hand, the interior shouts “bring back the 90s!” 

Everything you set your eyes upon is finished in the most outdated black & grey plastics imaginable, joined by exposed screws (and wires in the area behind the pedal box), a Lada-like rubber shift boot and seats that only know how to slide. What about infotainment? 

Nope, a run-of-the-mill audio system such as this one can never be classified as infotainment by 2015 standards. No Bluetooth media streaming, no AUX or USB, this unit only does radio and audio CDs. Did I mention that only two speakers are wired to it? 

I guess I proved my point. Even when you set the air con from normal to recirculation, you will be utterly amazed by the thumping sound of the operation. 

Regarding the heated front seats, you’re only offered with an ON/OFF button. If you can get over the 113-liter (4 cuFT) capacity of the boot, I will be willing to bet my two cents that you can’t get over the exposed electrical contacts of the rear windshield defroster. 

Every single aspect of the interior is humdrum and mechanical-feeling, the reason why it is such an event to drive the Jimny in an era when every new vehicle is burdened with electronics that water down the underlying personality. 

Another element that doesn’t keep you at arms length from the overall experience is the three-button cluster under the HVAC unit, buttons that read 2WD, 4WD and 4WD-L. Keep 4WD pressed roughly two seconds and you’ll hear the satisfying click-clack noise of metal pieces clunking together. 

That’s the Drive Action part-time 4x4 system switching from the standard 2WD (rear-wheel drive) setting into 4WD. Although it isn’t recommended to use 4WD at speeds higher than 100 km/h, I suggest to refrain from engaging it altogether when driving normally because there is no center differential to mechanically connect the driveshafts. Put simply, the engine sends drive through a five-speed manual connected to a 2-speed transfer case that gives part-time 4x4 to live axles front and rear.

Because of this layout, the front wheels cannot go faster than the rear wheels when cornering, which translates to major understeer or, in more extreme cases, transmission windup or breakdown. Furthermore, the high center of gravity of the ladder chassis, soft-sprung suspension and body-on-frame architecture make it a handful to drive on tarmac. 

Don’t you ever take chances with a Jimny in the twisties because the risk of rollover is extremely high. Euro NCAP safety rating? Ha-ha! Only the Japanese New Car Assessment Program (JNCAP) crash tested the Jimny back in 2005 and let’s say that safety isn’t on this car’s agenda. 

On a different note, the Jimny is frugal and pretty much bulletproof in terms of reliability. After completing our test drive, we were surprised that we averaged a combined 8.8 l/100 km (26.7 US mpg / 32 UK mpg). 

Then again, the Jimny doesn’t like to be hustled around. The skinny tires have sidewalls so high and flexible that hitting a pothole will make the steering wheel violently turn left or right if you don’t grip it firmly. 

Do not go over 110 km/h (68 mph) because it gets really scary from there on. With a top speed of only 140 km/h (87 mph), my self-preservation instinct told me better. I kid you not, it was such an immense adrenaline rush to see the speedometer showing 130 km/h (80 mph). Before we end this review, let’s find out how the anachronistic Jimny can hold its own off the beaten path. 

In a word - marvelous! There is no center diff or viscous coupling. Engineers employed vacuum-locking hubs, the ideal solution for uninitiated customers that want to experience the off-road lifestyle. 

After a mild session of playing on a muddy field and an extended showdown at higher altitude, the Jimny JB43 impressed. Those standard 15-inch Bridgestone Dueler tires are more than adequate for wrestling a soaked field embellished with sticky muck. 

The 4WD high setting managed admirably in such a situation, never missing a beat or frantically searching for grip. 

Besides the agricultural but trusty four-wheel drive system, another reason why the Jimny is better than many other SUVs at doing this thing is the vehicle’s feathery mass (1,060 kilograms / 2,337 lbs). 

Snow, ice and rocks pose no problem for the Jimny either. What does pose a problem is the lack of grunt from that 1.3-liter petrol-fed motor. 

When we tried to attack a bit of a gradient covered in powder snow, the engine couldn’t handle it and shut off. I’ve tried semi-declutching it gently while giving it some revs, I’ve tried again in second gear, but it didn’t matter - 110 Nm (81 lb-ft) doesn’t cut it. 

If it weren’t for the snow, the Jimny would’ve conquered that gradient. It’s no longer a surprise why some owners enhance their cars with more torque and off-road tires. 

Assessing the 2014 Suzuki Jimny 1.3 MT JLX using the traditional car review template is futile because let’s face it - the Jimny doesn’t have any real competitor and it’s lifestyle-oriented, not a point A to B kind of vehicle. The Jeep Wrangler, on the other hand, seems sophisticated in comparison to the Jimny. 

For what it's worth, I feel like the Jimny is a littler Land Rover Defender without the British legend's entertainingly obscure controlling and woeful city-driving elements. As imperfect and obsolete as it seems to be, I swear that this pail of jolts is hypnotizing. 

Those of you that live in the wide open and are every so often needed to become environmentally viable laning, this smaller than normal SUV is the ideal apparatus for that. As a second or third auto in the family, the Jimny is suitable for novice rough terrain fans and those individuals that live in spots with unforgiving winters. 

By the day's end, Suzuki's most senior model still underway has loads of character and never comes up short at putting a tremendous grin all over.

5 WORST FORDS MUSTANG INTERIORS

The ford's pony's  hasn't generally been pretty Ford as of late posted photos of the previous 50 years of Mustang insides, assisting us with understanding that not all were made equivalent. Like whatever remains of the Mustang, there were times when inside configuration flourished and times when expense cutting took its toll. Along these lines, to pay tribute to the Mustang's 50th birthday, we should investigate a most noticeably awful's percentage Ford horse auto cockpits. 

The SN95 was a distinct advantage. The Fox Mustang was a long way from a sluggard in deals, however it was stuck in time. The Mustang should have been be taken out of the 1980s, and in 1994 we at long last saw a cutting edge Mustang. The inside was a return to the original, with a double cockpit dash and streaming focus console. It wasn't the most exceedingly awful Mustang inside as far as space or solace, yet it was really dull. It simply didn't feel like a games auto. The four-spoke guiding wheel was agreeable and genuinely ergonomic with the voyage's position control catches. 

Number two with a slug. The First year Fox body Mustang had a terrible looking inside—with a dash that appeared as though it was infusion formed. As a matter of fact, it is in the vein of 1980s moderation, however it may have been on the verge of excessively insignificant. 

The 1968 model year was a strong stride for Ford's second era horse auto. The 289-cubic-inch motor got knock up to the 302 ci that would turn into the auto's staple. Nonetheless, it likewise was a period when security measures were beginning to assault the execution auto market. Gone is the three spoke guiding wheel, with a less-lethal two spoke wheel in its place - the cushioned focus was to bring down the danger of impalement. Whatever remains of the inside stayed about the same as the 1967 model year, with the exception of an awkward expansion of woodgrain finish to the focal point of the dash.
1990 was the Fox's center period Mustang, and the height of Vanilla Ice. The airbag years had at long last gotten up to speed to Ford, and the Mustang met present day wellbeing gauges as well as could be expected - by moving the horn catches. They look somewhat ungainly on the directing wheel, however it was an expectation to absorb information. Whatever is left of the inside is much the same as each other mid '90s Ford—unwelcoming and plastic. The streaming console was beginning to make its arrival however. 

It's here people—the most exceedingly bad. The Mustang II wasn't a terrible auto - it really made them stun things letting it all out, similar to a tremendous front end plan. The drawback is that it was outlined in the 1970s, and it indicates. This inside is more K-Car than Mustang, and its the most excruciating piece of the pony's car's story.   Ford finally ditched the console and basically else everything that made the first Mustang attractive.   

NISSAN TITAN XD 2016

The hold up is over – Nissan has at long last acquainted a second era with its full-sized Titan pickup truck. New for 2016, the truck overcomes any issues between half-ton pickups and their substantial obligation partners. A high-quality edge underpins an all-new body and the profoundly expected 5.0-liter Cummins V-8 turbodiesel. This denote the first real overhaul to the Titan pickup since its starting introduction in 2004. Little changes to the inside and a slight restyling of the outside have kept the truck from complete stagnation. Something else, the Titan's original soldiered during a time about unaltered. 

The Nissan is all-new starting from the earliest stage. It will be offered as both the general Titan and the more hearty Titan XD. While both trucks will ostensibly have a striking resemblance, the Titan XD will come prepared to tow more than 12,000 pounds and pull more than 2,000 pounds in its bed. In spite of the fact that the official numbers haven't been discharged, Nissan says the truck will agree to the new SAE J2807 towing principles. That implies the tuck will be ensured to pull and tow those sums. 

The standard Titan will be offered with a V-6 and V-8 gas motor. Nissan has yet to discharge any data on those two motors, yet we can suspect the automaker is focusing on mileage with the V-6 and mid-reach towing execution with the V-8.

The new Titan XD offers a host of convenience upgrades as well. Nissan’s fantastic Around View Monitor system is included, along with a unique in-bed, removable storage system, and a cabin with expanded storage spots and ergonomic controls.                                                                              There’s no denying Nissan went for a whole new look with the 2016 Titan. Only the corporate grille and side mirrors share any resemblance with the outgoing truck. Sculpted fenders front and rear give the truck a bold, wide stance. Both ends of the truck seem to flair out wider than the center-cab Accommodations inside the Titan XD are much, much improved over the outgoing truck. The truck now enjoys a new high-end trim level called Platinum Reserve to compete with other luxo-trucks. The photo above is evidence Nissan spared no expense to make the truck competitive. Wood accents liven up the steering wheel, dashboard, and door panels while French-stitched leather graces the rest of the cabin. Two-tone leather seats with perforated and quilted seat bottoms offer heating and cooling functions. The matching two-tone dashboard features controls that radiate away from the driver in order of importance – meaning often-used controls are close at hand.

The truck now enjoys a new high-end trim level called Platinum Reserve to compete with other luxo-trucks

The center console is large enough for a 15-inch laptop while still offering cup holders for front and rear passengers. Nissan purposefully dumped the idea of a console-mounted shifter in favor of column-mounted one, freeing up valuable real estate for other items.

The driver gauge cluster takes on an upscale appearance with black background and silver dials. A five-inch information screen shows important stats on the drivetrain. A new off-road screen shows the truck’s pitch and roll angles. A 12-speaker Rockford Fosgate sound system keeps all five passengers rocking out while Nissan’s “Zero Gravity” front seats and limo-like rear legroom keep butts and legs happy. A lockable storage box resides under the rear bench and a flat floorboard makes hauling stuff a cinch.

Headroom – front/rear 43.5/40.4 inches,Hip room – front/rear 60.8/60.3 inches ,Shoulder room – front/rear 63.3/63.6 inchessection, making it look all the more forcing. The gigantic front belt of the Titan XD wears a chrome network grille the span of Texas with the "TITAN"  name embossed boldly across the top.   

There’s no denying Nissan went for a whole new look with the 2016 Titan

Side vents above the front tires show off what’s under the hood and likely act as functional heat extractors. Optional 17-, 18-, and 20-inch wheels are offered and are all wrapped in LT-series tires. The side running boards extend past the cab for an easy step up into the bed. Fender flares help protect the paint while adding to the truck’s bold looks.

Around back, stylized taillights add extra visual appeal while the tailgate gets a small spoiler lip up top and an accent crease along its mid section. The trailer wiring harness is located in the license plate cutout of the bumper and offers both the four- and seven-pin connections.

Wheelbase 151.6 inches

Length 242.9 inches

Width 79.4/80.6 inches

Height 78.7 inches

Min. ground clearance 9.3 inches (rear axle)

Angle of Approach 21.4 degrees

Angle of Departure 24.2 degrees

Breakover Angle 20.7 degrees

Now for the juicy stuff. Under the Titan XD’s hood is the long-awaited 5.0-liter Cummins V-8 turbodiesel. Making 310 horsepower at 3,200 rpm and 555 pound-feet of torque at 1,600 rpm, the oil-burner is capable of lugging around more than 12,000 pounds on the integrated gooseneck hitch plus the weight of the truck and its passengers. It’s mated to a heavy duty six-speed Aisin automatic transmission with manual shift controls.

The Cummins V-8 makes 310 horses and 555 pound-feet and is mated to a HD Six-speed transmission

This is the first application of Cummins’ M2 two-stage turbo system that helps reduce turbo lag through precise balancing between high-pressure and low-pressure turbos. A Bosch HPCR fuel system helps increase efficiency and reduces the clatter normally associated with diesel engines. A diesel particulate filter and selective catalytic converter work to keep things clean.

The engine block is formed from compacted graphite iron that is both stronger and lighter than traditional iron. Aluminum-alloy cylinder heads add strength and lightness, as do the composite valve covers. The engine employs dual overhead camshafts to operate its valvetrain for precise control.

Nissan says the engine will give owners the ability to haul more than conventional half-ton pickups can while getting superior fuel economy when not. “[The] Titan XD’s Cummins diesel is expected to provide a projected 20 percent better fuel economy than a gasoline-powered V-8 while towing full loads," says Fred Diaz, Nissan’s senior vice president of Sales & Marketing and U.S. Operations.

The Titan is offered in both two- and four-wheel drive with an optional electronic locking rear differential. Large 14.2-inch brake rotors and 14.4-inch rear rotors bring things to a stop, along with help from the integrated trailer brake controller on the dash.

Engine Cummins 5.0L V8 Turbo Diesel V8 with Holset M2 two-stage turbo system

Horsepower 310 HP  3,200 RPM

Torque 555 LB-FT  1,600 RPM

Exhaust Diesel Particulate Filter and Selective Catalytic Reduction

Transmission Heavy-duty 6-speed Aisin automatic transmission

Drive Configuration Rear-wheel drive or 4-wheel drive,In keeping with its mission, the Titan XD offers an in-bed gooseneck hitch option like many of the heavy duty trucks do. That puts the trailer’s tongue weight in front of the rear axle, making it easier for the truck to handle the heavier load. Holding up the rear axle is a heavy-duty leaf spring package with twin-tube shocks. The axle itself is by American Axle Manufacturing and is purpose-built for the Titan XD. It includes an electronic locking differential for low-traction situations. Four-wheel drive is also available and comes with a shift-on-the-fly, dash-mounted rotary knob. Front tow hooks reside under the bumper for recovering from sticky situations and the front frame is prepped for snowplow use.

Speaking of the frame, the entire unit is fully boxed from bumper to bumper and offers more torsional and longitudinal rigidity than ever before. Non-XD Titan get a less beefy frame that helps save weight and cost.Nissan has not released pricing information on either the standard Titan or the Titan XD. Expect the Titan to compete closely in price with offering from Chevy, Ford, and Ram while the Titan XD will be priced somewhere between the half ton and heavy duty categories.Ford boasts some pretty impressive towing numbers in its standard F-150 when equipped with the range-topping 3.5-liter EcoBoost V-6. When equipped with two-wheel drive and the 3.55 axle ratio, the F-150 can two 12,200 pounds.

When not towing the V-6 gasoline engine boasts some impressive fuel economy stats. The EPA rates the truck at 17 mpg city and 24 mpg highway. There have been plenty of reports, however, of journalist and owners not getting nearly as good of mileage in real-world driving.

Pricing for the 3.5-liter EcoBoost-equipped F-150 starts at $27,700 to $27,720  for an XL grade truck with a single cab and eight-foot box in two-wheel drive.

THE CUMMINS ENGINE PLANT

Cummins has been building diesel motors subsequent to 1919, yet it would be an additional 80 years prior to this organization turned into a commonly recognized name. That was when Cummins supplied Chrysler with a 160-strength 5.9-liter inline-six for the 1989 Dodge Ram 250 and 350 models, and Cummins has consistently fabricated a strong notoriety for its motors among truck purchasers from that point forward. 

Avoid Ram (and now Ram ) purchasers wear the enormous "C" on their bumpers with pride, however Nissan purchasers will soon have the capacity to gloat about their Cummins connection also. Another period of diesel trucks is set to start when the 2016 Nissan Titan XD goes at a bargain in the not so distant future with the Cummins 5.0-liter V-8 Turbo Diesel in the engine, and I as of late had the opportunity to make a beeline for the home of Cummins – Columbus, Indiana – to see where this all-new motor will be built.Located just squares from Cummins' reality home office, the Columbus Engine Plant is not just in charge of building the V-8s that will be dispatched to the Titan's Canton, Mississippi get together plant, yet it additionally fabricates a business form for the motor (called the ISV5.0) for utilization in medium-obligation trucks including school transports and RVs. These two motors have around 70 percent shared parts incorporating an in-house-manufactured turbocharger – which, astoundingly, is a first for Cummins. These are the first motors fabricated at CEP since 1996 when generation of the 15-liter inline-six (yes, you read that accurately) was transported to Jamestown, NY, yet regardless it creates heads and pieces for this mammoth .                                                                                                                                                                                   Nissan and Cummins both say that the V-8 Turbo Diesel will allow the 2016 Titan XD to fill in the white space between a conventional half-ton pickup and the heavy-duty, diesel-powered trucks offering more grunt than the former and a smoother ride than the latter. In the Titan , this engine will be rated at 310 horsepower and 555 pound-feet of torque, while the commercial-spec ISV5.0 will have horsepower ratings that range from 200 to 275 and torque ratings ranging from 520 up to 560 pound-feet.                                                Unlike the 2014 Ram 1500 EcoDiesel , a half-ton truck that focuses primarily on maximizing fuel economy, the Cummins V-8 will give the Titan more than 12,000 pounds of towing capacity, while the design of the 2016 Titan is expected to provide a smoother ride than traditional three-quarter and one-ton trucks. Although Cummins is better known for its inline engines, a key reason the Titan received the new V-8 is that this engine design is almost a foot shorter than a comparable inline-six diesel.
During an extensive tour of the plant, I was able to see the entire build cycle of this engine from its arrival as a pre-milled piece of compressed graphite iron (CGI) to its final holding area waiting to be shipped out. As production for the engine continues to ramp up, the plant is operating with a skeleton crew producing a small number of engines and continuing to tweak the build process.                                                                                                                                                                                                                       Every aspect of this 5.0-liter V-8’s design to maximize power and reliability from the CGI block that helps to cut engine weight in half to the distinctive turbo setup. Even though the V-8 has two turbos, Cummins points out that it isn’t a traditional twin turbo. Instead of two turbos doing the same job, this engine has a pair of turbos that are different diameters in what the company refers to as a two-stage sequential turbo setup: a smaller high-pressure turbocharger to decrease turbo lag and a larger, low-pressure turbo to maximize the engine’s power. Both turbos are tucked in beneath the intake manifold, which is a key reason why the turbos are built in-house.

As is the case with most diesel truck engines these days, the Titan’s Cummins V-8 will require diesel exhaust fluid. This fluid is held in a 2.3-gallon tank, and while final specs for the Titan have yet to be released, Nissan estimates that the DEF will have a consumption rate of between 1 and 4 percent.                                                                                                                                         Beyond building engines, Cummins also does a really good job of building a strong community. Before I even had a chance to check out the Columbus Engine Plant, I was able to take a quick driving tour around Columbus where the hard work of the Cummins Foundation was obvious.For a considerable length of time, this establishment has paid the structural engineering expense on new development on structures, for example, places of worship, organizations and even the nearby U.S. Post Office, which has helped make this little city one of the main 10 critical urban areas in the U.S. when it comes to architecture.
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What's more, acquit the joke, however Cummins' liberality is more than only a façade. Cummins additionally holds group reusing projects where inhabitants and organizations alike can get any material to be reused, and the best show of group backing is the Backpack Program where it helps bolster less blessed school kids on the weekend by sending them home with sacks loaded backpacks stuffed with food.    

RENAULT MEGANE RS 275 2015

The current Megane range from Renault is entering its last months of production and yet, some of the incarnations delivered by Renaultsport will forever be embedded somewhere deep in the back of our conscience.One of them is the record-breaking Megane RS 275 Trophy show that used to be the speediest front-wheel drive display ever to handle the popular Nurburgring. 

That may sound like a little deed to accomplish at initially, in the event that you don't know much about the Green Hell and its lap times in any case, however you have to realize that front-wheel drive autos have developed a considerable amount as of late. 

Be that because of the need of additional space inside a littler bundle that prompted more research in the field or because of different reasons, we can't say precisely. What we can say however is that we're happy that is the situation. 

Previously, FWD models didn't stand a chance against their back wheel drive partners yet that is no more the case with autos like the Seat Leon Cupra 280 or the Honda Civic Type R. 

Lamentably for the French, the Type R is as of now holding the world record with its 310 HP and 7:50.63 lap time. 

Try not to imagine that the autos you get the opportunity to purchase are able to do such accomplishments, however. Indeed, even with the best driver in the driver's seat, regardless you'd require two or three traps to do as such, traps that cost a beautiful penny and can't be purchased. 

On account of the Megane RS 275 Trophy, for instance, you get a few alternatives for your ride yet you won't draw near to the extremeness of the auto that lapped the Nurburgring in 7:54.36. Sufficiently quick for you? All things considered, how about we place things into point of view, should we? 

Envision this: the powerful Ferrari F430 did likewise lap in 7:55 level while the Porsche 911 GT3 (996) was just imperceptibly quicker at 7:54.00 and those two are nothing to laugh at. Taking a gander at considerably later models, we'll locate the 2013 Mercedes-Benz E63 AMG S-model coming in with a 7:55 lap time. How's that for a French FWD auto? Really unfathomable, isn't that so? 

All things considered, the planners without a doubt needed you to realize that the 275 Trophy is not playing around and the made it look like it. Contrasted with the "normal" RS models, the 275 Trophy gets a wide range of identifications all around, shouting that this is no common brute.

The wheel arches are beefier while the side skirts go out to the sides a bit more. Up front, the bumper include daytime running lights made up of LEDs and the Trophy inscription on the lowest lip. There’s a splitter included too that can be removed in case you want to go to the track, helping cool off the brakes.There’s a subtle RS inscription under the huge Renault logo embedded in the front fascia while, round the back, the center of the attention is the single-pipe exhaust tip from Akrapovic. This is one of the tricks Renault used to offer ten extra horsepower compared to what the 250 Cup had on the table.

To be completely honest, everything works together. The wheels hide the massive contrasting-colored brakes behind them, and everywhere we went, the Jaune Sport color of our tester demanded attention from bystanders. Not once we caught people taking photos, and it wasn’t due to the extra loud exhaust either. This is probably the best looking Renault made in the last few years, despite its age.

Inside things change a lot. Everything here is aimed at weighing as little as possible. Maybe that’s why everything feels incredibly cheap. The plastic used throughout has a bad feel, from the door panels to the dash. The instrument cluster is virtually unchanged from a generation ago and features the same comic sans for its lettering and numbers as it was on the second-gen Megane.

What annoyed us the most about the interior was probably the cheap carbon-fiber imitation glued everywhere. If you’re going to build a car that has a decent price bump over its ‘regular’ version maybe you might want to take your time and invest in some proper materials for the interior. After all, that’s where the owner is going to spend most of its time, right?

They were of Recaro origins and provided incredible levels of support while not being too harsh on our backs.

The red subtle elements that went all over and the Alcantara utilized here and there made a conspicuous difference contrasted with whatever remains of the lodge. We additionally adored the red safety belts. A considerable measure. 

One fair specify additionally needs to go to the gearshift handle, made of billet aluminum and also the pedals that were situated extraordinary for heel and toe moves. 

With respect to space, don't anticipate that this auto will be a wizard. There's respectable room in the back for individuals that are not to a great degree tall. Access is simple in the back on account of the leaning back seats in front, and you can go with three mates for shorter spans of time in the event that you need to. 

That being said, you'll presumably be investing energy with your companions inside the auto around town at most, and that makes for an energizing ride. Our analyzer was fitted with the discretionary Ohlins dampers that permit you to bring down the ride stature by up to 10 mm to show signs of improvement execution on the track. 

While the Ohllins stuns will be music to the ears of track-adoring individuals, for day by day driving they are somewhat of a torment in the rear. Truly. The Recaro seats were more agreeable than we expected, yet the suspension of this auto will make you reconsider before going shopping for food in it

It is relentless, and you’ll be feeling the smaller crack in the asphalt on every occasion and at every speed. Tram lines are not your friend, and unless you’re driving on smooth tarmac, you’ll be jumping up and down all the time.

Visibility is good though, and if you’re to leave the car in its most tame driving mode, you won’t have a problem with the clutch in any situation. The thing is, while the 275 Trophy RS feels rather fast in the standard driving mode, you’ll become addicted to the Sport and RS modes as soon as you try them out.

That’s because they change the character of the car by quite a lot. Sport mode is a whole new world compared to the standard setup of the transmission and engine maps. It opens a flap in the exhaust, makes the throttle a lot more sensitive and the steering gets progressively heavier.

Driving around town using it is just madness. Your Megane will start feeling like a mental patient that rocks back and forward of the halls of an institution, waiting to be diagnosed.

The acceleration’s response is so sharp that the car will feel like it’s struggling every time you try to drive slow. Furthermore, the clutch is extremely hard to control considering you now have all the 275 HP at your disposal. It’s even more difficult not to floor it, considering that’s how the Megane feels most comfortable in this driving mode.

That being said, in 6 seconds your license can be suspended as you’ll probably be doing 62 mph (100 km/h) inside a city, something police doesn’t take kindly too. You’ll also be drawing attention to yourself due to the Akrapovic exhaust at the back that will be popping every time you change gear.Should we also mention the fuel consumption? In the most eco-friendly approach possible we couldn’t get the car to sip less than 10.4 l/100 km (22.6 mpg) while in RS mode things go up to 16 l/100 km (14.7 mpg) easily.

Go outside the busy city streets and you can get to use the RS model without stalling the engine. Be careful about others, though, you need to be on your toes because this car is not playing around. Speed gets above the speed limit in no time and you’ll be driving so fast that you need your senses hyped to the maximum limit possible, to make sure you don’t get surprised by the other drivers on the road.

Precision is the word here, and you’ll soon learn that the highway is not the best place to play around with this thing. If you don’t have a track at your disposal, maybe the best way to experience the 275 RS Trophy model is somewhere in some twisty mountain roads.

That’s where you’ll first start noticing some things.There’s something up on the front axle that makes things feel like magic, and we’re referring to the mechanical limited-slip differential, of course, that works wonders in every situation. You can enter corners with plenty of speed, and it will keep you safe with the understeer to a minimum. And we really mean it.

It wasn’t completely obliterated, but we can honestly say that for a front-wheel drive car, understeer has become a thing of the past in this instance. You can basically lean on the front wheels as much as you want, pushing the front end hard into a corner and yet, you’ll come out unscathed as long as you know what you’re doing.

Sport mode reveals a bit of ESC intrusion but it’s never extremely bothering, and it offers that peace of mind that it might save you if you try and go too far. RS mode gives you more freedom and that’s where you start noticing other things about the car.

For example, the Michelin Cup 2 tires that are extremely grippy and will get you out of a corner in a hurry with massive pull, helped by the new ECU map that we were telling you about, bringing 10 extra HP. Apart from this power increase, you also get a different torque curve that has more to offer at the higher end of the rev counter, making this a blast to push to the limit. In RS mode is also when you’ll have another revelation, this time hiding behind the wheels. The Brembo 340mm brakes provided decent stopping power and showed little fade after putting them through their paces time after time. A bit more pedal feel might’ve been welcomed, but we were satisfied nonetheless. 

Another downside is the gearbox that while direct and well geared for the track, has some rather weird gates that might make you mad at times. They are also not as close to each other as you’d expect from such a car but we guess changing the gearbox from the core might’ve been too much work in the first place.

The 2-liter turbocharged engine under the bonnet is a peach and offers plenty of performance for a car as small as this beauty. Compared to the regular RS, the R26.R powerplant was pushed up to 275 HP and 360 Nm (266 lb-ft) of torque. Yes, it’s all due to a turbocharger but you won’t be terribly bothered by the renowned turbo lag.While on the street you can enjoy the two-cars-in-one effect, keeping it in the correct rev range will solve the problem on the track.

Sure, depending on the driving mode you find yourself in, that car vary from noticeable to barely there but even in its most hardcore setting, there’s still some noticeable delay in response. It’s not something you can’t live with though, and the sound the mill makes when spooling up is intoxicating.

Nevertheless, the handling remains the key here. This is a chassis at the peak of its development, and you can feel it. Certain voices have criticised the agitated steering, but this works extremely well with the balanced chassis.

This car is a riot when it comes to going sideways. Bringing the rear end in line when lifting off the gas in corners is just the beginning. You can easily slide the machine using a limited space (road width) that shouldn’t allow this.

We won’t go ahead and talk about drifting in a FWD car, but this Renault takes you as close to the notion as possible.Interestingly enough, the Megane RS 275 Trophy reminds us of the Nissan GT-R. Both cars handle like ballerinas on LSD (no, not the differential) and both split opinions like nothing else.

Just like in the GT-R, you can slide the Megane RS 275 Trophy to ridiculous angles and come back in complete safety, provided you know your performance driving. Cars like these are the kind that turn underdogs into what we like to call ‘Ring Wolves. Every major racetrack in the world has them. 

We are talking about guys who can’t afford to go for more expensive go-fast machines, but connect deeply with their hot hatches. For instance, these people will easily hunt down a Ferrari 458 Speciale with an untrained driver.

In terms of gadgetry, we can’t say we were impressed, though. Inside the cabin, things are rather Spartan, as you’d expect from a track-focused, limited-run edition car. What does impress you is the array of monitors that can prove to be rather useful on the track.

The R-Link system is rather easy to use and going through all the parameters that car can show off with. You can see the power output, torque levels, grip, G-Forces recorded, the oil temp, coolant temperature, the amount of boost the turbos use and even time your 0-62 runs if you will. 

You can forget about such luxuries such as a banging sound system (as that would’ve added a lot of weight to the total) or other such features. We did appreciate the Bluetooth connectivity for our phones, a feature that will come in handy especially considering you’ll need both hands on the wheel to control this monster. And while the rear-view camera is a nice tool to have, expect a low resolution.

And yet you never feel unsafe in this car. Sure, the NCAP gave the standard Megane hatch a score of just four stars but the RS versions take things a bit further in terms of safety. You get better brakes, better suspension, a sharper tool that will get you out of sticky situations if handled properly. 

The ESC works flawlessly and only if you turn it completely off you might be in danger but then, to reach that certain situation, you have to admit guilt to some degree.

Costs for the Megane RS 275 Trophy begin at €32,400 which speaks the truth €1,000 not exactly the Seat Leon Cupra ST 280 and €1,600 not exactly the new Honda Civic Type R. Nonetheless, we can't generally see individuals cross purchasing these three choices. In the event that you like German autos you'll presumably go for the Golf R or the SEAT, in case you're into JDM, the Type R will be your just decision while the Megane will speak to an alternate demographic out and out. 

Amid our time with the Megane RS 275 Trophy, we really wanted to contrast it not with its adversaries but rather more to different offerings the Renault Sport division has for you. We're alluding to the Clio RS, obviously, and to how distinctive the two are. As one of my companions said, the Megane is to a greater extent a Pitbull while the Clio is Bull Terrier. 

The littler auto is unsettled and circles insane at whatever point you don't pay consideration on it. It's that one model in the parking garage that will be doing flybys for the whole evening to stand out enough to be noticed. 

Then again, the Megane RS 275 Trophy is a more grave and savage recommendation. It doesn't bark, and it doesn't squirm its tail that much however when the chips are down, you need it close by as it can nibble your hand off and never give up. Just listening to it snarl will get your hairs up and the adrenaline streaming and that is the best thing that can be said in regards to an auto, be that front-wheel drive or not.