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Setra S 217 HDH

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Setra S 217 HDH - information: Setra S 217 HDH is a very good car, that was released by "Setra" company. We collected the best 12 photos of Setra S 217 HDH on this page.

Brand Name Setra
Model Setra S 217 HDH
Number of views 35702 views
Model's Rate 7.6 out of 10
Number of images 12 images
Interesting News
  • Hyundai preps prestige onslaught.

    HYUNDAI’S ambitions for its Genesis luxury spin-off brand stepped up two gears with the revelation it will launch six new models in the next four years, including two crossovers and a premium sports coupe. Genesis will also benefit from Hyundai’s ‘N’ department, similar to BMW’s M Division, which will be tasked with turning out highlyfocused sporting versions of many Hyundai and Genesis models, including a twin-turbocharged Coupe to rival the BMW M4. Hyundai is empire-building, and sparing no expense as it goes after the posh end of town. The Korean company that made its name in the 1990s producing cut-price cars is now focusing on the lucrative prestige market. Not only has Hyundai grabbed Luc Donckerwolke, a Belgian designer with experience at Audi, Lamborghini and Bentley, it has also poached the previous boss of BMW M, Albert Biermann, to lead its engineering team. If that wasn’t enough, in late 2015 it lured Lamborghini’s director of brand and design, Manfred Fitzgerald, to head up its Genesis luxury brand globally. The Genesis brand will stand above Hyundai in a similar way that Lexus does to Toyota. It will have six dedicated new models - not shared with Hyundai models - by 2020 to not only help differentiate it from its parent but carve a slice of the premium market from BMW, Audi and Mercedes-Benz. The first car to fly the flag for Genesis globally will be the Equus replacement revealed at the 2016 Detroit show as the Genesis G90, a large rear-drive luxury sedan to rival 7 Series and S-Class. The G90 will be powered by a choice of the company’s new 272kW 3.3-litre twin-turbo V6, the existing 3.8-litre V6 offered in the Australian Genesis sedan, and a 5.0-litre V8. It has huge potential in North America and China, but there are no plans for right-hand drive, so it won’t come to Australia. Mid-2016, the Hyundai Genesis sedan that introduced the brand name to Australia will be rechristened Genesis G80 and be treated to a light spec and mechanical update. It’s unlikely to get the 3.3-litre turbo until a later, more comprehensive upgrade, though the existing 3.8-litre V6 may come in for performance and efficiency improvements. In 2017, Genesis will launch its first all-new model on an all-new platform, a Mercedes C-Class rival badged G70. This mid-size car, likely to be revealed in concept form at the New York show in late March and powered by the 3.3 twin-turbo V6, will initially be offered as a sedan; a coupe will follow in late-2017 or 2018, while a convertible is also a possibility. Hyundai USA president Dave Zuchowski told Wheels the G70 will be the first car to show what Genesis is really capable of. “This BMW 3 Series-fighter is the first real lightning flash that comes down in terms of ‘Wow, these guys are really working’,” he said. Both the sedan and coupe will be prime candidates for the nascent N performance division, led by former BMW M boss Biermann. It’s not known whether it will turn the wick up on the 3.3-litre V6, or add two more cylinders to produce a 4.4-litre twin-turbo V8 to go up against AMG’s 375kW V8TT and BMW’s 317kW twin-turbo six. An alternative to Hyundai’s existing 5.0-litre V8 is needed because it’s on borrowed time. Biermann all but ruled it out for the G70, saying, “For the future … if you go to performance it might be you need to go to turbo”. Zuchowski also confirmed that Genesis will launch two crossovers by 2020. “Think of [them] as [BMW] X3 and X5, one based off of the [new] platform, one based off Genesis platform.” No names were given for these cars, but both are surely candidates for N performance packs to rival the X3M and X5M. “This isn’t just something we’re talking about; this is something we’re throwing considerable resources, people and dollars against,” Zuchowski said. “And some people may never accept that ... they can’t come to terms with it. And that’s fine. In reality, in a blind taste test if you will, these cars are going to be outstanding.” Hyundai Australia is excited by the opportunities presented by the Genesis brand’s coming product portfolio. While the G90 is ruled out, each new model in the line-up will be considered.
  • REAL-LIFE MONSTER.

    The difference in the Ducati engineer’s tone is almost so dramatic that I can’t believe he’s talking about what outwardly appears to be a very similar bike. Last year, I was on hand for the introduction of the Ducati Monster 1200 S, and Ducati’s technical team was using words like “usability,” while going on to say things like, “We want the Monster 1200 to offer greater comfort and accessibility to both rider and passenger.” Today, at the Ascari Race Resort in Malaga, Spain, the same team has done a near complete 180 and is talking about things like added ground clearance for better lean angle and quicker lap times. Such is the goal with Ducati’s new Monster 1200 R… The R utilizes a Testastretta 11° engine similar to that in the 1200 S, only this one uses a thinner head gasket to bump compression ratio up to 13:1 and is paired to larger elliptical throttle bodies with an equivalent diameter of 56mm (versus 53mm on the 1200), plus larger, 58mm-diameter exhaust pipes. Together, these changes bump power output to a claimed 160 hp at 9,250 rpm and torque from 91.8 foot-pounds at 7,250 rpm to 97 foot-pounds at 7,750 rpm. To help the R meet strict Euro 4 emissions standards, Ducati is also using a new material on the piston to reduce leak and has added material to the clutch cover to reduce mechanical noise from the oil pump. Despite the weighty updates, Ducati has actually managed to reduce the claimed curb weight of the R by almost 5 pounds, to 456 pounds, a drop aided by new forged aluminum wheels. For better handling, the 1200 R’s fully adjustable ?hlins suspension has been lengthened (this increases cornering clearance and raises the bike’s center of gravity for lighter handling) as well as re-damped. The effect on geometry is minimal, with the R having just a 2mm-shorter wheelbase (1,509mm versus 1,511mm on the S) and 4.2mm less trail (89mm versus 93.2 on the S). Electronics are the same as they are on the Monster 1200, which is to say the bike has the same three riding modes (Sport, Touring, and Urban) that can be customized via three varying power modes, three-level ABS, and eight-level DTC. All of these settings continue to be adjusted via a switch on the left side of the handlebar and through the Monster’s dash, which now has a gear position indicator. In all situations except for when the sun is directly behind you, all of the bike’s electronic settings are clearly visible. But damn that sun… Additional updates for the R include an ?hlins steering damper, larger 200/55-17 Pirelli Supercorsa SP rear tire (instead of Pirelli Diablo Rosso II rubber), and separate rider/passenger footpeg brackets, the former holding pegs that are machined for better grip and live on an extremely short list of Ducati footpegs that we like (and actually work to keep your feet on the pegs during aggressive riding). Throw a leg over the bike and you’ll notice right away the effects of the new seat and taller suspension, which together bring the seat height from 31.9 inches max on the Monster 1200 S to a nonadjustable 32.7 inches on the 1200 R. While that number doesn’t seem skyscraper high, it’s defi- nitely worth keeping in mind if your parents didn’t grace you with long legs; at 6-foot-3 I could fl at-foot no problem, but my legs were definitely straighter than they would be on similar bikes. The R’s handling makes the bike feel surprisingly at home at the track (and will likely do the same on a twisting canyon road). Even with the larger 200-section rear tire out back, the bike steers into a corner lighter than the standard 1200 and through a transition quicker thanks to the higher center of gravity (and forged wheels, we’re sure). On top of that, when it’s on its side, the re-damped R feels more planted and composed than ever before. I am generally not a huge fan of naked bikes on the track, as the wider handlebar paired to streetsoft suspension typically causes those bikes to move around quite a bit through all parts of the corner, yet with the R there’s relatively none of that unwanted movement, even as the pace picks up. At the other end of a straight, the 1200 R continues to stand out with great braking power from the M50 monoblock calipers and a good feel through the chassis as you bank into the corner; again, not something you get from most street-biased naked bikes. Compare dyno charts between the Monster 1200 R and the 1200 S and you’ll notice that the bikes make about the same power most everywhere below 7,000 rpm. So, similar to the S, the R makes good power off the bottom and can be run in a gear higher than you’d expect in tighter sections of road, the obvious benefit being less shifting over the course of a ride or session at the track. Past 7,000 rpm, the R’s engine starts to pull a bit harder and doesn’t feel like it goes fl at as you close in on the rev limiter. For some, that added liveliness will be the punch to the adrenal glands that the S simply couldn’t give. But there’s more to the engine than a little extra performance up top, as when Ducati engineers mounted the larger throttle bodies they also went through and fine-tuned the parameters for the new Synerject-Continental fuel-injection system. The result is near seamless fueling almost right off the bottom. Whether you’re riding stoplight to stoplight or going to crack the throttle open in the middle of a corner, this has obvious advantages in that it makes the bike less work to ride or stay on top of. And overall, that’s what the Monster 1200 R feels like to me: an easier bike to ride. Sure, it’s a bit faster, but more importantly it’s lighter on its toes and more composed when ridden aggressively. Add in electronic rider aids like traction control and ABS that can be easily tailored to provide as much support as you need (and without being overly intrusive) and you have a bike that’s surprisingly well suited for track riding. Now, there’s something I probably wouldn’t have said about the standard Monster 1200.
  • 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.
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