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Kaiser M-818

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Kaiser M-818 - information: Kaiser M-818 is a very good car, that was released by "Kaiser" company. We collected the best 7 photos of Kaiser M-818 on this page.

Brand Name Kaiser
Model Kaiser M-818
Number of views 22068 views
Model's Rate 9.9 out of 10
Number of images 7 images
Interesting News
  • SsangYong Turismo.

    Most of the column inches about SsangYong have been concerning its brand new baby crossover, the Tivoli, a newcomer that has contributed to a doubling of sales during 2015. But in the background, away from the headlines, the Korean firm has been busy updating some of the older members of the line-up, too, with the introduction of a brand-new Euro-6 emissions compliant 2.2-litre diesel engine in the Korando, Rexton and Turismo. Here we test it in SsangYong’s gargantuan MPV, which last year received a general spruce up. Our test car is the flagship of the line-up, the fourwheel- drive ELX paired to a new sevenspeed Mercedes-Benz-sourced sevenspeed automatic transmission, which at Ј24,995, including the fantastic five-year limitless warranty, is an absolute bargain. The Turismo dwarfs any other car that it parks alongside. Its sheer bulk translates into a massive amount of space, with the cabin configured in a two-two-three seating arrangement, with generous space for seven occupants to spread out in all directions. The rear bench seat slides fore and aft, and there’s also sufficient room for luggage for all passengers, too, which is a rarity in this segment. The design of the cabin has fallen behind the latest trends, and the large centrally mounted dials can be difficult to read in poor light. There’s a mixture of both soft and hard surfaces, and an overriding feeling of solidity, though it all looks just a little bit dated. The instruments ahead of the driver look like a 1980s computer game, for instance. You’re sat up high in a command-like position, and allround visibility is excellent thanks to large, deep windows. The seats are comfortable enough, though they do lack lateral support when cornering. Storage space is well thought out, with drinks holders in the door pockets, a deep armrest and a decent area in front of the gear lever. And you can tell from the double coin holders that SsangYong’s got the Turismo’s market clearly defined, and that’s as a taxi. Despite its weight, the 2.2-litre Turismo is surprisingly sprightly off the line. The engine is quiet and never sounds strained, no matter how many revs you pile on. Developing 176bhp and 295lb ft of torque, there’s 15 per cent more power, and torque is up 11 per cent compared to the outgoing engine. The foot operated park brake is outdated, and despite the seven-speed automatic transmission being new, there are occasions when it is slow to change gear. While it’s certainly not the most agile car to drive, in view of its numb steering, it’s pleasing that there’s an almost total absence of body roll when cornering. Grip levels on account of the standard four-wheel-drive system are high, and the suspension delivers a floaty experience that seems adept at soaking up the worst of the lumps and bumps that are present on the UK’s roads. Finally, with a two-tonne towing capacity, this all-wheel-drive MPV should shrug off hauling a large caravan or motorboat with ease.
  • CUSHIONING THE RIDE.

    Citroen and Britain go back a long way. Early Citroens were first sold here just after the first World War, from 1919. They quickly endeared themselves to UK drivers, and by 1923 there were already over 23,000 of the cars on British roads. Then, for almost 40 years, from 1926 until 1965, British-made Citroens were produced in a factory in Slough. We Brits are still major consumers of Citroen products, as the third largest market in the world for the cars, behind only China, and Citroen’s native France. There is another very strong Anglo-French link. For the past 18 months, Citroen’s global boss has been a British chief executive, who also happens to be one of the most senior women in the motor industry worldwide. Linda Jackson, former managing director of Citroen UK, runs the company from its Paris base and is shaping its future with some radical plans. Briefly back in Britain on a day trip via Eurostar, she revealed her strategy for driving the company forward and restoring some of its past glory. This is, after all, the brand with some very notable models in its 96-year history, such as the pioneering Traction Avant, the unforgettable 2CV, and the remarkable Ami 6. Citroens used to be known for their quirkiness, a characteristic that had evaporated in a couple of generations of rather bland models, but has recently been revived in the much more characterful Citroen C4 Cactus, with its distinctive body-protecting airbumps. Initial plans to build 70,000 units a year has proved overly modest, and current C4 Cactus production is running at 110,000 per annum. So can we expect more of the same in future models? Yes, says Linda Jackson. Although it is hard to quantify within a largely French-speaking company, as there is no direct translation in French for the word quirky. “The success of the C4 Cactus shows you can have a vehicle that stands out and be successful with it,” comments Linda. “We have never been successful when we try to be like everyone else. It’s a gamble to be quirky, but it’s what we are doing.” Something else for which Citroen has traditionally been known is the magic carpet ride quality of its famed hydropneumatic suspension, although more recently a hydraulic system on the current C5 has sought to deliver a modern version of cushioning ride comfort. But now Citroen is on the brink of revealing a revolutionary new suspension system that Linda says will be exclusive to the French firm, and will eventually become standard right across the range. It will appear on the first new model in 2017. For the moment she is a bit cagey about the specifics, whether it will be a self-levelling design, or some kind of air suspension system, but she promises it will take Citroen back to its roots of admirable ‘floating’ ride comfort, while maintaining good body control for handling precision. “Comfort is a core value of the Citroen brand, and this is our way to recreate the benefits of the hydropneumatic set-up in a more modern, more appropriate way,” she told us. Meanwhile, she is busy with bold plans to slim the Citroen range from its current 14 different body styles to a more rational seven core designs based around three platforms. It’s intended to make the brand both leaner and fitter, and also better structured for customers to appreciate what Citroen is about. So how does a British boss go down in an iconic French company? Pretty well so far. A clear direction and plans to resurrect some of what made past Citroens special is winning her respect. They’re even quite kind about her A-level-based ability to speak French. “They say I have an accent like Jane Birkin,” says an amused Linda.
  • TOYOTA LAND CRUISER INVINCIBLE 2.8 D-4D AUTOMATIC.

    When you’ve got a vehicle in your lineup as legendary as the Land Cruiser, the key to success is continuous evolution. Small improvements dotted throughout the model’s life will ensure that you have something new for customers that change their car regularly. This approach, Toyota has got down to a fine art, with the latest car benefiting from a brand new 174bhp 2.8-litre D-4D engine and six-speed automatic transmission that meets the latest Euro-6 emissions regulations. Fuel economy and CO2 emissions are both improved - up by 3.3mpg and down by 19g/km, respectively - but power and torque figures are disappointingly less than before. But despite the power cut, the on-road driving experience is enhanced compared to before. Performance is adequate, and while the engine is chattery from cold, it settles down a fair bit when warmed through. You’ll still hear it, especially when you floor the throttle, but at motorway speeds it settles down to a low roar, while road and wind noise are kept reasonably well in check. There’s a vagueness to the steering, however, cornering prowess is pretty good, with low levels of lean through bends, and generous amounts of grip. A choice of ‘comfort’ or ‘sport’ modes for the suspension means that things get too bouncy and wallowy in the former setting, but nicely firmed up in the latter, with all but the deepest of potholes and severest of undulations soaked up well, making the Sport mode the setting of choice for us. Off road, show the Land Cruiser a muddy field or a heavily rutted track and it’ll eat it up and spit it out - its mug plugging prowess far exceeds its ability on the road. The interior of the Land Cruiser has been steadily improved over time, with better and better materials used along the way. The majority of the plastics are of the soft-touch variety and all of the fixtures and fittings feel like they’ve been screwed together nicely and will stand up to a lifetime’s worth of abuse. The wood trim seems outdated to us, while the steering wheel would be better if it was covered entirely in leather, rather than having the slippery feel of the wood. Controls for the four-wheel-drive system dominate the centre console, with all of the buttons logically arranged up high on the dashboard. The navigation screen is ideally placed and easy to use, with clear and colourful graphics. Visibility is generally good all around the car thanks to its square shape and good sized windows, though the rear wiper is next to useless due to the small area that it wipes. Park it in tight spaces and you’ll curse the side opening tailgate, and wish that it had a more conventional up and over arrangement. The space available is also smaller than most rivals, despite the vehicle’s obvious bulk. Oddment space is well catered for thanks to a large cubby hole underneath the armrest, decently sized door pockets and glovebox, and a pair of cupholders. Even with a sunroof fitted, headroom is pretty good both front and rear, and back seat passengers will be impressed by the amount of knee room. The usual caveats apply when it comes to using the sixth and seventh seat in the back, with passengers likely to want the journey to be as short as possible, unless they’re a youngster.
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