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your-dietician · 2 years

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Could This Safari-Style 1959 Ford Delivery Truck Be an Epic Overlander?

New Post has been published on https://medianwire.com/could-this-safari-style-1959-ford-delivery-truck-be-an-epic-overlander/

Could This Safari-Style 1959 Ford Delivery Truck Be an Epic Overlander?

Up for grabs is this awesome 1959 Ford delivery truck, owned by Terry and Jan Hawke. It says Pony Cycle on the side because Terry’s grandfather founded Hawk Tool and Engineering Company, manufacturer of the Pony Cycle, which is a small motorcycle/scooter bike of the 1950s that would apparently go 40 to 45 mph. They were used by the Air Force to zip parts around before making their way to the public for paper routes and such. Some had sidecars. They were made in Clarkston, hence, the Made in Clarkston, Michigan decal on the back of the P1. Naturally, the delivery dually served as a great advertisement for Pony Cycle while transporting the bikes to Midwest vintage car and bike shows.

This 1959 Ford Parcel delivery truck’s history goes ever deeper, apparently. It was originally custom built with a lowered roofline so that it could ferry luggage in and out of the S.S. Aquarama’s belly, a Great Lakes cruise line ship. It got a chop-top before the mod was cool! It apparently racked up nearly 150 miles hustling luggage before getting locked up in the ship’s hold for some 30 years when the ship line closed.

The dark blue classic Ford P1 truck has a 3.5-liter I-6 engine with about 17,000 miles on the odometer, backed by a four-speed floor-shift manual transmission.

The big delivery rig can be separated into three areas: the cab section with the swivel driver’s seat and additional rear-facing flip-up seat; the middle section with the sleeping quarters and a sitting area; and the airy, open rear section revealed via side panels that flip up and fold down. Of course, that rear cargo area most recently housed Pony Cycles. Included are removable canvas soft front doors. The cab and mid-section are separated by a solid sliding door, while the rear cargo area is totally sealed off from the midsection.

With the whole thing opened up, do you see what we see? Awesome potential for a completely unique off-grid, mild overland RV build? How exactly? That’s up to personal taste, but there’s more than enough room for creativity; it has three built-in rooms already. With the plentiful space and multitude of camping products available, we can envision countless rustic-to-lavish ways to outfit this fantastic Ford with all the amenities of modern RVs, more than enough to make it the talk of any KOA or national park it visits. Or maybe you just keep it simple and concoct a custom tent that attaches to its perimeter.

Whereas most RVs have solid side walls on which to mount stuff and place things like cabinets, beds, kitchens, and bathrooms, you perhaps lose that advantage to some degree with the flip-up and fold-down side panels. However, those panels may allow for new creativity. Perhaps the fold-down panels could be supported, acting as make-shift slide-outs for more square footage.

As for racks, ladders, bumpers, lights, recovery accessories, roof top tents, rear awning, and so on—it comes down to, among multitudinous other factors, how much weight the classic Ford delivery can handle (GVWR is 10,000 pounds, but who knows how much it weighs to begin with) and what new drivetrain you want to swap in to compensate for the added bulk. As for the exterior, we’d keep that awesome white grille and Pony Cycle graphics, for now at least.

No matter what route a builder chooses, this might be the most tantalizing vehicular canvas for creativity we’ve seen in a long time. SEMA 2023, anyone?

Read the full article here

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dipulb3 · 3 years

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2021 Ford Ranger Tremor is ready for your overlanding expedition

New Post has been published on https://appradab.com/2021-ford-ranger-tremor-is-ready-for-your-overlanding-expedition/

2021 Ford Ranger Tremor is ready for your overlanding expedition

In recent years, not only have sales of pickup trucks increased, interest in overlanding — the phenomenon of off-grid adventure travel to remote destinations in specially prepared vehicles — has skyrocketed. This off-road pastime’s dramatic rise in popularity predates COVID-19, but today’s pandemic somehow makes the idea of zombie-apocalypse-ready 4×4 ownership suddenly seem like a sensible investment.

Beefier suspension and tires add capability

Torquey engine = good tow/payload ratings

Class-leading ground-clearance

Visual tweaks look sharp

Don’t Like

Dated interior

No front locking differential

Significant fuel economy penalty

MSRP is competitive but costs as much as an F-150

In any case, the Blue Oval’s product planners didn’t necessarily have Armageddon in mind when they came up with the 2021 Ford Ranger Tremor, but that doesn’t mean this pickup wouldn’t make for a good truck upon which to build out an end times overlanding rig. Even if you’re not a prepper, as far as social-distancing machines go, Ford’s go-farther 4×4 is better suited than most.

After a long hiatus, the Ranger reentered the North American market in 2019 and its popularity has been gaining steadily. Last year, despite the coronavirus hamstringing new-car sales, Ranger sales actually increased, with the model claiming the midsize pickup segment’s second-place sales slot behind Toyota’s Tacoma. There’s still a lot of daylight between the Ranger and Tacoma on the sales charts, however, and Ford figures much of the hill it has to climb is with the type of buyers who gravitate toward the Taco’s many TRD off-road models.

2021 Ford Ranger Tremor is ready for your overlanding gear

See all photos

Now, the Tremor isn’t a standalone model, it’s actually a $4,290 package that can be added atop the truck’s mid-grade XLT and range-topping Lariat trims. The Tremor starts by incorporating most of the performance and aesthetic hardware from today’s existing FX4 off-road package and adding Ranger’s Sport Appearance trimmings. Combined, those two option groups normally total about $2,000, so after spending a couple of weeks with this model both on and off-road, the nearly $2,300 cost premium for all of the Tremor’s additional gear feels like a pretty solid value.

Like other Rangers, the Tremor uses the same 2.3-liter EcoBoost turbo I4 mated to a 10-speed automatic transmission. Good for 270 horsepower and 310 pound-feet of torque, this is still one of the torquiest and most modern drivetrains available in a midsize truck. The engine has more than enough oomph to tote this 4,571-pound pickup around and the stop/start tech is well behaved to boot.

The Tremor package is available exclusively on four-wheel-drive SuperCrew models with a five-foot bed.

Nick Miotke/Roadshow

Foxy suspension and a geometry lesson

The Tremor’s main upgrades are centered around the Ranger’s suspension, with the headliner being a set of expensive Fox 2.0 shocks, including more sophisticated remote-reservoir units on the rear axle which pair with Tremor-specific leaf springs. The front end gets new springs, too, along with different control arms and a thinner anti-roll bar for better off-road articulation. The steering system is tweaked, too, with unique knuckles to help accommodate the demands of the Tremor’s larger 32-inch General Grabber off-road tires which wrap a set of Magnetic-painted 17-inch wheels.

All of this new hardware yields a modest 0.8 inches of additional ground clearance for a total of 9.7 — slightly better than a Tacoma TRD Pro. Most of that increase is due to the larger tires, which also lend this truck a slightly more planted, 1-inch-wider stance. So equipped, the Tremor’s approach angle is 30.9 degrees, departure is set at 27.1 degrees and breakover angle is 24.2. Those are improvements of 2.2 degrees, 1.7 degrees and 2.7 degrees, respectively.

Spendy Fox 2.0 monotube dampers feature remote reservoirs for better thermal management on the rear axle.

Ford

On-road manners and visual tweaks

While these modifications are designed for off-road use, most of these trucks will still live on pavement for the vast majority of their days, so it’s good to know that this isn’t such an extreme setup that the Ranger’s on-road demeanor has been ruined. The ride is a skosh softer, and there’s a bit more body roll when attacking corners on dry pavement, but the difference is neither alarming nor offputting. If anything, the ride quality is actually more agreeable than the last Ranger I remember driving. Better still, the truck’s all-terrain rubber doesn’t drone on the freeway the way a lot of big-lug off-road tires can. The Tremor may be an off-road-focused package, but over the course of several weeks, I found it more than livable as a daily driver.

I even dig the subtle Tremor-specific visual tweaks. There’s a unique grille with red-outlined nostrils and the blacked-out bumpers and wider wheel lips give a bit more stance and presence. Look a little closer, and you’ll probably note the front steel skid plate, the pair of rear tow hooks and the running boards. The latter sit higher and tighter than the optional side steps you can get on other Rangers, but don’t worry, you can still unbolt ’em for better off-road clearance. There’s also a splashy, retro-look graphics package available, if that’s your jam.

The Ford Ranger’s interior is no great shakes, even with some Tremor-specific touches.

Ford

Dated cabin with a few extras

Inside, the Ranger’s cabin is largely the same as ever, which is to say, not very impressive. Yes, there are modest Tremor-specific touches like the script logos and suede-like panels in the seatbacks, plus a useful set of rubber floor liners and black dashboard trim. I also appreciate the six-pack of auxiliary power switches designed to easily accommodate extra lights, an air compressor or myriad other useful accessories. But otherwise, the interior feels pretty dated. Believe it or not, this XLT actually still has a switchblade ignition key (fortunately, Lariat trims get pushbutton start).

Even though Ford invested a bunch of money in Ranger when it returned to the US in 2019, it wasn’t a brand-new truck upon arrival, as the same basic generation had been selling overseas for years. Despite a bunch of upgrades meant to bring the truck in-line with the heightened refinement expectations of US consumers, the Ranger’s interior is the easiest way to date this truck. Its plastics are almost universally hard, its infotainment lives on a small-ish touchscreen that isn’t flush mounted and isn’t running the latest version of Sync. Even the last-generation F-150 feels far, far more advanced and substantial, let alone the freshly redesigned 2021 blockbuster now wheeling out of dealers.

To be fair, the cabins of midsize pickups are all quite disappointing these days, whether you’re talking Ford, Toyota or General Motors. Jeep’s Gladiator is somewhat better in terms of tech, but it’s very expensive. In fact, only the Honda Ridgeline really feels up to snuff all the way around, but because it’s a unibody, many buyers won’t even look at one. This Ranger’s cabin remains in the hunt, but interior niceness is a prime reason for potential buyers to consider stretching to even a lower-end F-150.

Lackluster fuel economy

If you’re thinking fuel efficiency is a good reason to go with this smaller truck, you’re going to want to think again. Partly because of its larger tires and blockier profile, the Ranger Tremor only manages a straight 19 miles per gallon across the board (city, highway and combined) according to EPA estimates. That’s a surprisingly stiff comedown from the standard Ranger 4×4 XLT’s 20 mpg city, 24 mpg highway and 22 mpg combined.

Incidentally, that’s also the same combined-cycle rating as a 5.0-liter V8-powered F-150 4×4, which gets 16 mpg city and 22 highway (let alone more efficient F-150 options like the 2.7-liter EcoBoost, diesel or PowerBoost hybrid). Again, these numbers are competitive within this segment, but not unlike the interior accommodations mentioned earlier, the Tremor’s efficiency comes across as disappointingly yester-tech.

The 2.3-liter EcoBoost isn’t much to look at, but with 270 horses and 310 pound-feet of torque, it doesn’t need to be.

Nick Miotke/Josh Krzywonos/Roadshow

Off-road performance and towing/payload

I spent a wintry day at Holly Oaks, a newly opened quarry-turned-off-road playland in metro Detroit to test the Tremor’s mettle. With a mix of hard-packed frozen ground and mud-and-snow slurry, this ORV park was a suitably tough test for this pickup. Better still, I enjoyed practically free run of the place, as it was closed to the public, enabling me to go back and try the same trails and obstacles in different drive modes while taking different lines to assess the truck’s full capabilities.

Like the FX4, the Tremor features Ford’s Terrain Management System, so you can poke a button and optimize the vehicle’s various drive and brake systems for whatever surface you’re about to roll over (it’s kind of like the dial-a-nap controller on your vacuum). Ford says it recalibrated the Tremor’s traction control for this model’s larger, knobbier tires for better traction on gravel and I found the system worked equally well in the slushy stuff as it did on the hardpack.

One thing that’s nice is you can cycle through TMS’ modes on the fly. I primarily relied on Grass/Gravel/Snow for hills, but when I was just having fun intentionally sliding around at speed on the flat stuff, I chose Sand mode (and occasionally Mud and Ruts) to allow for more wheelspin to indulge my adolescent need for rooster tails.

Like the FX4, the Tremor also features Trail Control, which is Ford’s low-speed, off-road cruise control for both ascending and descending hills at preset speeds from 1 to 20 mph. It’s really, really useful and confidence-inspiring tech, as it allows you to focus on steering the vehicle without having to worry about modulating the pedals. Combined with the Ranger’s other electronic aids and the Tremor’s upgraded hardware, the entire package is so capable that these assists ultimately remove some of the sense of challenge and accomplishment of off-roading. It’s nice to know it’s there, but sometimes, it’s just more fun to go manual and do it yourself.

At moments like this, a forward-facing spotter’s camera would’ve been really convenient.

Nick Miotke/Josh Krzywonos/Roadshow

That said, there are a couple of hardware tricks that I wouldn’t mind seeing on the Tremor’s spec sheet, including a front locking differential. A rear e-locker comes standard, but there’s no front-axle equivalent like a Chevy Colorado ZR2 or a Jeep Gladiator Rubicon, so you’re ultimately going to give up some ability when rock climbing. Fortunately, the vast majority of the time, you’ll never know it’s missing.

On the other hand, there’s one thing you will definitely miss while off-roading: a forward-facing camera. I didn’t have a pal to stand outside in the blustery cold to help guide me over and around obstacles, and when on steep ascents and descents, you can’t see over the hood to know what you’re about to crawl over. While it’s understandable that an older and more-affordable midsizer like the Tremor might not yet be offered with 360-degree camera coverage, a low-mounted front-facing camera would be mighty welcome and would provide a further point of differentiation from lesser Ranger models.

As it is, the Ranger’s tidier dimensions are inherently easier to manage off-road than a full-size truck. There’s less chance of scraping your fancy Cactus Gray paint in narrow forest passages and tight turns are easier to negotiate than they’d be in an F-Series, as well.

Off-road, you really appreciate that this turbo four has so much low-end torque and it’s great that the transmission has so many gears to choose from; you never feel like the EcoBoost is straining to get you through, even if it does sound flaccid compared to competitors’ V6 engines. All that torque helps on-road, too, delivering a best-in-class 7,500-pound tow rating or 1,430 pounds of payload in its 5-foot bed. Those numbers are right at the head of the class, and they’re important metrics when building an overlanding rig laden with lots of heavy gear.

Pricing and final judgment

So, the Ranger Tremor isn’t a high-speed off-roader like a Ford F-150 Raptor (or even the overseas-only Ranger Raptor), nor is it a hardcore rock crawler. This truck feels like it’s been designed to sit right in the middle capability-wise, which could have resulted in a vehicle that feels muddled and indecisive, like one that can’t figure out what it’s designed for. Instead, the Tremor seems like it’s found a capability sweet spot. It’s quite good at a variety of off-road disciplines and that makes it a better baseline platform for customizing if you haven’t decided what kind of off-roading you really want to commit to, be it desert bombing, overlanding or forested mountain ascents.

If you’re someone who off-roads a lot, the 2021 Ranger Tremor is big fun, but it isn’t cheap. Whereas a non-Tremor XLT SuperCrew 4×4 starts at $35,940 (including $1,195 destination), an XLT Tremor will run you $41,900 delivered — without extras. An option-free, top-trim Lariat runs $46,275 in your driveway, but it includes niceties like a B&O audio system, leather seats, navigation, remote start and adaptive cruise control. With options including the Technology Package ($995 for adaptive cruise, navigation, etc.), spray-in bed liner ($495), remote start ($195) and SecuriCode keyless-entry pad ($95), my XLT tester rings up at $43,680 delivered.

Overall, the Tremor is competitively priced within its segment (a Tacoma TRD Pro starts at over $45,000), but this Ford’s base MSRP is also really close to that of the new F-150 XLT 4×4 with a 5.0-liter V8. The F-Series is a much, much more advanced machine with similar efficiency.

Of course, not everyone wants or needs a full-size pickup and the number of buyers splurging on smaller, costlier, factory-backed hardcore off-road specials like this 2021 Ranger Tremor appears to be growing every day. In order to stay competitive, it’s important that Ford play in this space. And you know what? Despite this truck’s shortcomings, I still kinda dig it.

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jonathanbelloblog · 6 years

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First Drive: 2019 Lincoln Nautilus

SANTA BARBARA, California — After years of futile experimentation with its design past, Lincoln has finally found the right proboscis for its cars and sport/utility vehicles. The modern Lincoln front end premiered on the Continental sedan, but the design was first unveiled at a consumer clinic where potential customers were shown several new proposals for a facelift of the mid-size MKX sport/utility.

Consumers liked it, this new nose, and so now the MKX finally gets it along with a real name. It’s the 2019 Lincoln Nautilus.

Although it comes with two new engines both combined with an eight-speed automatic transmission, a retuned chassis, and an upgraded interior featuring a comfortable 22-way power seat option, the Nautilus carries forth the MKX’s CD4 (Ford Edge) platform and its sheetmetal from the A-pillar back. The new sheetmetal forward of the A-pillar makes for much more cohesive styling, next to the MKX.

The new nose is just a few millimeters longer than the old one, thanks to ditching the canted-back 1941 Continental-style split-wing grille, though its upright rectangular replacement makes the Nautilus look much longer than the MKX, and more distinct from the somewhat dowdy Ford Edge, which also benefits from a mid-cycle update for model year ‘19. Enhancement of Ford-Lincoln delineation is important, because the Edge Titanium, with a base price of $39,545 and the EcoBoost V-6 ST, at $43,350, encroach on lower-trim Nautilus territory.

Your humble servant also reported on the first drive of the ’14 MKX, also in Santa Barbara, and found that Lincoln’s chassis tweaks of the Edge’s chassis did wonders to make it a credible premium highway cruiser. Lincoln engineers retuned the ’19 SUV’s front and rear suspensions, with larger rear bushings, softer tuning and new, cushier Continental tires on wheels of up to 21 inches.

The ’19 Lincoln Nautilus is rather nautical in its highway dynamics, but that’s a good thing. “Nautical” in this case does not mean it wallows while canyon carving. It’s a soft and well-controlled ride, which is what the segment needs.

Nevertheless, the Nautilus comes with dynamic chassis control; “normal,” “comfort” and “sport” when the eight-speed automatic is placed in Drive, and “normal” and “sport” when shifted into Sport. The S-mode holds gears longer, for more aggressive acceleration, and it locks out eighth gear and the stop/start system. Switching between these various modes requires digging through digital pages on the instrument panel menu, so probably only Lincoln engineers and auto journalists will use them.

A Lincoln engineer told me he likes the “comfort” mode for Metro Detroit’s war-zone-like roads, and “sport” for twisty mountain roads like the ones just outside Santa Barbara, but the only difference I could detect was in the steering, with sharper turn-in under “sport.”

The front seats are fabulous, especially the Black Label trim my drive partner and I first sampled. (Our Black Label color and trim combo was “Gala”—the others are “Thoroughbred,” and “Chalet.”) The optional Ultra Comfort 22-way power seats, with lumbar control and a massage feature are far more comfortable, and more premium in look and feel than anything from Cadillac.

On the driver’s side, the SUV sits a bit tall for my taste, probably to assure sufficient forward view over that long, un-sloped hood. But there’s not a lot of extra headroom with the seat in its lowest position even for a sub-six-foot driver like me.

Most of the Nautiluses—Nautili?—in Lincoln’s test fleet here were equipped with the optional 335-hp 2.7-liter twin-turbo EcoBoost V-6, same engine as in the Ford F-150, even though the company forecasts 70 percent of buyers, more or less, will choose the 250-hp 2.0-liter EcoBoost turbo I-4. Lincoln offers either engine up and down the Nautilus line, from the base and Select to the Reserve and Black Label. Any trim level, with either engine, is available with front- or all-wheel-drive. Lincoln says the AWD take rate has been about 55 percent for MKX, and that won’t change much.

The 2.0 EcoBoost is perfectly adequate for the 4,305-pound SUV (all examples in the fleet had AWD), and probably the better choice for everyday fuel efficiency and road trip range, but the engine sounds thrashy. Full-throttle acceleration can get the engine winding out a bit and holding a gear too long after lifting, which makes the eight-speed automatic wind out like a CVT.

The EcoBoost V-6 better suits the Nautilus’ premium aspirations, with a throatier sound and good power for accelerating up steep hills. The third who choose this engine will be the same sort of customers who take the time to find the dynamic suspension control settings in the IP menu.

Available driver assist systems include automatic emergency braking with pedestrian detection, blind-spot detection with cross-traffic alert, adaptive cruise control with stop-and-go, lane-centering technology, evasive steering assist, back-up camera, automatic high-beams, and enhanced active park assist. Happy to say we didn’t use much more than the blind-spot and cross-traffic features, and the lane-centering technology, which seems to aggressively turn in around tight canyon corners. For the most part, this is good, reliable state-of-the-art stuff, though not cutting edge (see Cadillac Super Cruise), that should provide some stress-reduction on long drives.

The top-of-the-line Black Label trim advances experiential luxury, and the notion that time saving is the ultimate indulgence. It adds dedicated showroom personnel, extended premium service and maintenance, car washes any time, annual vehicle detailing, Avis President’s Club membership, and the Culinary Collection, with “access to select restaurants” nationwide. The Lincoln Nautilus Black Label’s base price is $8,020 more than the next-highest trim level, Reserve, which raises the question of whether a.) all that experiential luxury is worth it, and b.) Lincoln can sell in the high atmosphere of the German luxury brands.

That seems a bit optimistic, though with its new, much-improved look, quiet and compliant ride and comfy seats, the $45,540 Lincoln Nautilus Select and $49,870 Reserve are legitimate competitors for similar SUVs from Acura, Cadillac, Infiniti, and even Lexus.

2019 Lincoln Nautilus Specifications

ON SALE October PRICE $41,335 – 57,890/$67,905 (Black Label as-tested) ENGINE 2.0L DOHC 16-valve turbocharged I-4, 250-hp @ 5,500 rpm, 280 lb-ft. @ 3,000 rpm; 2.7L DOHC 24-valve twin-turbo V-6, 335 hp @ 5,500 rpm, 380 lb-ft. @3,250 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 5-passenger, FWD or AWD sport/utility vehicle EPA MILEAGE 21/25 mpg (city/hwy, I-4); 18/27 (city, hwy, V-6) L x W x H 190.0 x 78.7 x 66.2 in WHEELBASE 112.2 in WEIGHT 4,142-4,305 lb FWD-AWD 0-60 MPH N/A TOP SPEED N/A

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jesusvasser · 6 years

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First Drive: 2019 Lincoln Nautilus

Consumers liked it, this new nose, and so now the MKX finally gets it along with a real name. It’s the 2019 Lincoln Nautilus.

2019 Lincoln Nautilus Specifications

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imagecars-blog · 6 years

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New Post has been published on https://image-cars.com/hyundai-kona-2018/

HYUNDAI KONA 2018

The compact crossover Hyundai Kona 2018 was tested at home, in South Korea. The new Hyundai Kona has just been presented in South Korea, but the journalists of the British edition of Autocar have already managed to test the crossover Hyundai. As is usually the case, for the compactest crossover Hyundai Kohn, the 2018 trim levels and prices will remain at the most attractive level.

In our review of Hyundai Kona photos and videos, the price and complete sets, the full specifications of the Korean SUV compact B-class.

EXTERIOR AND INTERIOR DESIGN

EXTERIOR

First impressions are good, with a beautiful assortment of geometric figures distributed over the nose. The look recalls the concept of Intrado, which debuted at the Geneva Motor Show in 2014, and although the smooth, aggressive visual presence of the conceptual model softened compared to the production model, the overall appearance did not change much.

Front right side of Hyundai Kona of 2018 year

Hyundai quickly indicates that the DNA model is a continuation of what we saw in the past, with well-known examples, including the Elantra GT hatchback and the Stinger GT sedan. The lines are sharp and turned, with a lot of folds.

Ahead, there is a signature Cascading, as well as a new design for headlight housings. LEDs are used throughout, including daytime running lights and headlights. The grid uses a polished mesh insert with a hexagonal shape. The matte silver accent was applied to the fog lamps and lower requirements, while the efficiency of the aerodynamic bumper is enhanced by the “air curtains” that reduce the amount of turbulent air entering the wheel arches.

Dashboard view of Hyundai Kona of 2018 year

In modern style head optics was created: it has a narrowed form, the main emphasis was on the effect that is created by diode light sources. The radiator grille was made quite large, it was moved lower. Now it occupies the central part of the massive bumper Every year, automakers are trying to less and less to allocate a bumper on the background of the body, which also made the Korean automaker. The design of the bumper of the car in question is very complex: an additional light source is located below the head optics, a plastic panel, which is a kind of continuation of the protection of the arches; in the lower part in the top equipment, additional fog lights and a small air intake are installed. The roof is painted in a different color than the entire body. A similar approach to staining the crossover has recently been used very often.

Rear view of Hyundai Kona of 2018 year

The rear part of the car was designed in the style of the front: the protection of the wings goes to the tailgate, it has a turn indicator and reversing lights built in, the rear lights have a skewed shape.

Dimensions: • Width – 1800 mm; • Height – 1550 mm; • Length – 4165 mm; • Wheelbase – 2600 mm; • Ground clearance – 170 mm.

Representatives of the company admitted that they were late with a compact crossover for Europe. And so they tried to draw attention to the design. How much they succeeded in it, to judge you.

Salon view of Hyundai Kona of 2018 year

In general, Hyundai Kona looks much more fashionable than Creta. Here you have narrow headlights and an octagonal grille. Traditionally for cars of this class on the roof there are “slats”, and the thresholds are made of black plastic. All this is done in order to give the car an “off-road” look.

Perhaps, the exterior can be called a strong side of the crossover, as it turned out to be modern and very attractive.

INTERIOR

Salon Kona almost completely repeats the interior of its “donor” – Hyundai i20. The highlight of the car are the inserts of colored plastic, which makes the interior “more fun.” The main feature of the interior of the car is the design of a multimedia system. This is the first model of Hyundai, in which the display is located above the center console in the form of a “protruding” element.

Considering the style of interior decoration of the novelty at once it can be noted that the automaker when designing compact crossover strives to bring unique features, for example, by applying bright colors. Features of the interior are:

The steering wheel is decorated in a classic style: two spokes, lower support. In this case, the spokes are quite large in size so that you can arrange several about one dozen keys for quick control of the main functions. The instrument panel is made in the classical style: the speed and speed dials are located on opposite sides of the structure, in the center of the display. In an expensive version of the equipment, a multimedia system display is installed. To manage it on both sides placed a few keys. Below the display there are two deflectors of the ventilation system. They are relatively small in size. Next come the climate control unit in an expensive package, which has its own display. There are several keys below. The central tunnel is made quite simply, if the automatic transmission is installed, several keys are placed around the selector to quickly control some functions. The rear row has almost no options, which would increase the comfort of passengers. As expected, if you want, you can fold the rear row to increase the volume of the luggage compartment.

Front right side of Hyundai Kona of 2018 year

TECHNICAL CHARACTERISTICS

The car is offered at choice with one of at least four engines: three petrol and one diesel.

According to the latest news, the new body of the Hyundai Kona 2018, which is half a step below Hyundai Creti, has dimensions of 4140 x 1765 x 1560 mm. The wheelbase of the novelty will increase to 2600 mm, which puts its dimensions between the parameters of the model i20, on the basis of which a crossover of class “B +” is built, and the model of the golf class is i30. One of the advantages of the technical characteristics of the new body of Hyundai Kohn is short overhangs, and with a clearance of 180 mm, this fact will provide excellent geometric patency. In view of the fact that the new crossover is designed with a focus on the European market, where the bulk of customers are particularly capricious and picky, the level of finishing materials of the model will not yield to the quality of the salon of the older model of Crete. The same applies to the noise isolation of the cabin and to the basic configuration of the model, which will certainly raise the price of the Hyundai Kohn 2018 with a new body in the eyes of potential buyers who want to purchase a more compact crossover for the city, but who do not want to deny themselves the comfort of everyday use of the car.

Engine view of Hyundai Kona of 2018 year

For the basic modification with a 100-horsepower engine and a manual transmission, the technical characteristics of the Hyundai Kona 2018 include: 11.6 seconds of acceleration to hundreds, 182 km / h of maximum speed and 5.6 liters per 100 km of average fuel consumption. Equipping the new crossover with a 6-speed automatic transmission is expected to lead to a decrease in dynamic performance and increased consumption of gasoline. The figures will change and will be: 13.2 seconds, 170 km / h and 6.7 liters for acceleration, maximum speed and average fuel consumption respectively. In the technical characteristics Hyundai Kohn 2018 with a motor capacity of 123 hp. and the automatic transmission shows 11.5 seconds of acceleration to 100 km / h, the maximum speed is 181 km / h, and the average fuel consumption is 7 liters per 100 km exactly. All-wheel drive not only adds to the price of Kona an additional 70 thousand rubles *, but also requires a reckoning in the form of lowering the indicators to 12.1 seconds, 177 km / h and 7.4 liters, respectively.

COMPLETE SET «START»

In equipping the base Hyundai Kona 2018 in the Start package will include: branded audio system with MP3, front and rear power windows, on-board computer, central locking, power steering and driver’s seat height adjustment. Passive and active safety of the Start is provided by: stabilization system, 2 front airbags, tire pressure sensor, telephone hands free, as well as assistants at the start of the mountain and downhill. To pay to the price of the Hyundai Kona 2018 in the new body is possible only for painting with the metallic effect. In order to improve the technical characteristics, equipping the Korean crossover class “B +” with a more powerful power unit, a 6-speed automatic transmission and an additional drive to the rear axle, you will have to look at the more prestigious Active and Comfort kits.

COMPLETE SET «ACTIVE»

In the initial price of the new Hyundai Kona crossover of the 2018 model year Active will additionally include: air conditioning, heated front seats and mirrors with electric adjustment, and a central electric lock. The package of optional equipment Active includes: adaptive head lighting, fog lights and steering wheel heating. There is an option for a 6-speed automatic transmission. However, those who want to get a full drive, will have to look at the flagship Comfort, which, among other things, provides for the technical characteristics of a power unit of 1.6 liters capacity of 123 hp, combined exclusively with an automatic transmission.

Rear left view of Hyundai Kona of 2018 year

COMPLETE SET «COMFORT»

For the top Hyundai Kona 2018 in the new body, the price starts from $ 18,000. To the standard equipment list, new items are added: climate control, branded parktronics, adaptive headlights and fog lights. Passive safety of this version is strengthened with the help of 6 pillows, and you can identify the external configuration of the Comfort by the presence of aluminum wheel disks. A rear-view camera is available as an option. There is an option for a 6-speed automatic transmission. This power unit is combined only with an automatic box, but an additional charge for the presence of an additional drive on the rear axle is possible.

RELEASE DATE AND PRICE

The car is officially presented on June 12, 2017 in South Korea. Sales of Hyundai Kona in the automotive market of South Korea started in late June 2017. By autumn, the new compact crossover reached Europe, and in early 2018 entered the market of North America, China and Australia. Price stylish compact crossover Hyundai Kona will be from 17000-17500 euros or $20 000.

Right side of Hyundai Kona of 2018 year

MAIN COMPETITORS

Compact crossovers have become very popular, especially in Europe and the United States. This is due to the fact that many today are giving compact cars with high throughput and high comfort. This model has several competitors:

Fiat 500X. – $20 000 Honda HR-V. – $19 000 KIA Stonic. – $17 000 Mazda CX-3. – $20 000 Nissan Juke. – $20 000 Opel Crossland X. – $20 000

Front left side of Hyundai Kona of 2018 year

In the base Kona one of the most affordable cars in its class, which determines its popularity. However, the automaker was able to significantly reduce the cost by eliminating all popular options from the basic equipment. Therefore, some of the above competitors deserve attention.

COMPARISON OF SETS OF HYUNDAI KONA 2018

COMPLETE SET START ACTIVE COMFORT ADAPTIVE HEADLIGHTS NO IN THE OPTIONS PACKAGE + ONBOARD COMPUTER + + + THE GAUGE OF PRESSURE IN TIRES + + + REAR POWER WINDOWS + + + REAR VIEW CAMERA NO NO IN OPTION PACKAGE CLIMATE CONTROL NO NO + NUMBER OF AIRBAGS 2 2 6 2 2 6 AIR CONDITIONING NO + NO LIGHT ALLOY WHEELS NO NO + NO NO + HEATED MIRRORS + + + FRONT POWER WINDOWS + + + HEATED STEERING WHEEL

IN THE OPTIONS PACKAGE

HEATED SEATS NO + + FOG LIGHTS NO IN THE OPTIONS PACKAGE + STEERING COLUMN ADJUSTMENT + + + ADJUSTING THE DRIVER’S SEAT IN HEIGHT + + + DESCENT ASSISTANCE SYSTEM + + + + + + A SYSTEM OF ASSISTANCE IN STARTING UPHILL + + +

STABILIZATION SYSTEM (ESP) + + +

POWER STEERING + + + + + + CENTRAL LOCKING + + + + + + NATIVE AUDIO SYSTEM WITH CD AND MP3 + + +

NORMAL PARKTRONIC IS NOT PRESENT + NO NO + ELECTRIC MIRRORS NO + + HANDS FREE / BLUETOOTH + + +

CONCLUSION

Every year, Hyundai increases the number of cars that will be produced and produced in the near future. An example can be called a subcompact crossover Hyundai Kona 2018 democratic in price, presented in three trim levels start active and comfort with different fillings of your choice.

PHOTOS OF HYUNDAI KONA OF 2018 YEAR

Front left side of Hyundai Kona of 2018 year

Kona

Rear left view of Hyundai Kona of 2018 year

Front right side of Hyundai Kona of 2018 year

Front left side of Hyundai Kona of 2018 year

Right side of Hyundai Kona of 2018 year

Front left side of Hyundai Kona of 2018 year

Front right side of Hyundai Kona of 2018 year

Salon view of Hyundai Kona of 2018 year

Dashboard view of Hyundai Kona of 2018 year

Salon view of Hyundai Kona of 2018 year

Engine view of Hyundai Kona of 2018 year

VIDEOS OF HYUNDAI KONA OF 2018 YEAR

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#Hyundai Kona #Hyundai Kona of 2018 year #Hyundai Kona of 2018 year review

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