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NABI 45 C LFW

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NABI 45 C LFW - information: NABI 45 C LFW is a very good car, that was released by "NABI" company. We collected the best 12 photos of NABI 45 C LFW on this page.

Brand Name NABI
Model NABI 45 C LFW
Number of views 16429 views
Model's Rate 9.7 out of 10
Number of images 12 images
Interesting News
  • The science and silence of AMG.

    AMG chairman Tobias Moers has revealed to Wheels that AMG is shifting its focus away from power and on to sharper dynamics for its future models. This means the introduction of high-tech systems such as active aerodynamics, four-wheel steering and even a Drift Mode function as AMG moves into a new battleground in the war for performance car ascendency. AMG has long held a power advantage over its rivals at BMW’s M Division and Audi RS, and Moers says the focus is now on finessing how that prodigious grunt is sent to the road. “It’s not my target to be the most powerful car,” he said. “The target is to be the best driving car. The next step is to be more active, with more active systems like active aero, and to be more active with kinematics.” Moers revealed AMG is well advanced in developing a range of active systems, most of which will debut on the much-hyped road-legal version of the AMG GT3 racing car due later this year. Expected to be badged as the GT R, Moers says the Porsche 911 GT3 rival “will signal the next step for AMG.” It’s also likely to be the first AMG to utilise four-wheel steering. “We discussed active technology earlier, and this will be one of those systems,” Moers told us. “It will help to increase high-speed stability, yaw damping at high speed, and you can increase agility in the car as well. It’s good technology.” The GT R, which is in the final stages of development, takes heavy inspiration from the GT3 racer (pictured) and will include a more aggressive, track-inspired body kit, dominated by a larger rear spoiler and front splitter. Moers hinted this makes the GT R the ideal model to debut active aerodynamic components to improve dynamics. The GT R will also be lighter than the 1570kg AMG GT S, boast wider tracks front and rear, and could produce as much as 415kW from its 4.0-litre twin-turbo V8. Moers wouldn’t be drawn on the GT R’s potential power output, but did say “we have plenty of room to grow [with the 4.0-litre engine].” Currently the 4.0-litre V8 produces 375kW/750Nm in the AMG GT S. Future models will see AMG step even further along the hightech route. Moers revealed he sees a future where AMG models are powered purely by electricity and confirmed his engineers are already developing electric drivetrains that could manifest in a number of different forms. “Electrification makes more sense to me than performance diesels,” he said. “We are looking at everything from plug-in hybrids to pure electric and electric turbos because we are not in position to exclude something from our portfolio. So we’ll do work on several programs at once to find our own path on electrification for the future.” But while Moers sees electrification as inevitable, he’s quick to assure AMG fans that future electric models will retain the brand’s character. “Sound is crucial to AMG, so we will find a solution,” he said. “We found one with the SLS Electric Drive and we know it’s important.” The 552kW SLS AMG Electric Drive, which in 2013 claimed the title as the world’s quickest production electric car with a 0-100km/h sprint of 3.9sec, pumped artificial noise into the cabin during acceleration via its audio system. What’s unlikely to have a long future is AMG’s mighty 12-cylinder engine. Moers confirmed that AMG’s iconic 6.0-litre twin-turbo V12 is under threat due to evertightening emission laws. “We do have V12 aficionados worldwide who want us to keep it, but the V12 segment no longer represents AMG as a brand. There are customers that are very interested in that engine in that exclusive segment, so we are responsible for engineering a V12 and it’s up to us to give the V12 a future. But that’s not decided.” Moers said recent changes to China’s emissions rules have placed the V12’s future in jeopardy. “That’s giving us a big headache with the V12, so it’s a question of how we proceed. That’s what we’re discussing in the company now.”
  • 2016 BMW G 310 R.

    BMW says it wants to “take the typical BMW premium aspiration to the segment under 500cc” with its new, single-cylinder G 310 R. Developed in Munich but produced in India by TVS Motor Company (India’s third-largest motorcycle manufacturer), the G 310 R features a 313cc engine with reverse-cylinder design that has the intake facing forward and exhaust rearward, allowing the engine to fit better in a chassis with short wheelbase and longer swingarm. Aimed at newer riders, the G 310 R features a moderately low seat height of 30.9 inches and is claimed to weigh 349 pounds while making 34 hp and 21 footpounds of torque.
  • Mitsubishi Shogun 3.2 DI-D SG4 LWB Automatic.

    With the launch of the 2016 model year Shoguns, the model range has been slimmed down, with the manual gearbox variants axed. A new Euro-6 compliant engine arrives, but it’s disappointing to note that it is thirstier, emits more CO2 and produces less power. Fuel economy on the combined cycle is now 30.4mpg (previously 33.2mpg), CO2 emissions rise by 21 to a hefty 245g/km, while maximum power drops by 9bhp to 188bhp. Thankfully acceleration to 62mph is preserved, even if the top speed is reduced by one mph. The loss in performance is blamed on the changes necessary to get the Shogun to pass the more stringent Euro-6 emissions regulations. What hasn’t changed is its no-nonsense go-anywhere ability and class-leading 3,500kg towing weight. The cabin of the Shogun feels solid, and even employs a smattering of soft-touch plastics, but doesn’t feel plush, mainly down to outdated switchgear and buttons. The two-tone grey and beige trim looks good, but the wood trim gives a dated ambience. The driving position is upright, with seats that are comfortable, even if they lack sufficient rearward travel for taller and bulkier drivers, while the steering wheel only adjusts for rake and not reach. Thanks to enormous mirrors and deep windows, all round vision from the driver’s seat is excellent, handy when manoeuvring in tight spots or negotiating tough terrain when off-road. Headroom is generous front and back, even with the sunroof fitted, and legroom in the middle row is sufficient for even the tallest of passengers. Those wanting to use the rearmost chairs will need to be nimble, as in common with most seven-seat SUVs, you’ll need to do a fair bit of climbing. For carrying capacity, the Shogun is best in five-seat mode, where there’s a large, wide and deep area, with a relatively low loading sill. The side opening rear door is a pain in confined spaces, however. Oddment space is generally good, with a deep storage area under the armrest and a generously sized glovebox. Start the Shogun from cold and first impressions aren’t good. It takes an age for the engine to fire into life, and when it does there’s plenty of clatter. Moving away from rest there’s decent pace, albeit in a noisy fashion, and the sound never really disappears, even at motorway speeds. Most newer rivals employ smoother six-cylinder units to combat noise and deliver a smoother demeanour. But even if the engine was quieter, you’re still left with plenty of road and wind noise. Heavy, slow to react steering is a chore in car parks, but is alright at higher speeds. The tall sides of the Shogun inevitably mean some body lean when cornering, however, with excellent grip there’s rarely any drama. The suspension has clearly been setup for comfort rather than outright agility, soaking up all but the deepest of potholes and ruts nicely. So the Shogun is lagging behind the class best for on-road ability, but thanks to its selectable four-wheel-drive system, there isn’t another vehicle at this price point, with the same long list of equipment, that can touch it off-road in the rough stuff, and also in its.
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