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Wanderer W 23

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Wanderer W 23 - information: Wanderer W 23 is a very good car, that was released by "Wanderer" company. We collected the best 12 photos of Wanderer W 23 on this page.

Brand Name Wanderer
Model Wanderer W 23
Number of views 81608 views
Model's Rate 5.7 out of 10
Number of images 12 images
Interesting News
  • F3 AMG.

    The F3 AMG, also shown at the Frankfurt and Tokyo Motor Shows, also made its appearance at EICMA. The concept bike is created in partnership with Mercedes AMG and is inspired by the AMG GT S, which our sister publication Car India recently drove at the Buddh International Circuit. The F3 AMG sports the AMG GT S’ ‘solar beam’ paint scheme, AMG logo on both sides and blacked out wheels.
  • DS 4.

    Little more than a year after Citroen announced that it would be spinning off its DS cars into a separate luxury subbrand, the French firm has facelifted half of its line-up, with both the DS 4 and flagship DS 5 sporting the company’s new corporate nose treatment. The rest of the range, namely the DS 3 supermini and Cabrio, will get an update within weeks, adopting a similarly bold front end that will also see the end of the double chevrons adorning the car, as has been done with the DS 4 and DS 5. While the UK is the biggest single market for the DS 3, there’s still some work to be done on the rest of the range, but the newly formed firm is hoping that revisions to the DS 4, including a realignment of its market positioning will transform sales. DS Automobiles is looking to attract two different sets of buyers for the newly revised DS 4, with the regular DS 4 riding lower compared to before, while the new Crossback model is aimed at the crossover market thanks to its raised ride height of 30 millimetres, and more rugged, off-road inspired styling cues. At the car’s international launch a couple of months ago, we focused upon the DS 4 Crossback edition, but now with the first examples arriving in UK showrooms, we were able to spend time behind the wheel of the DS 4 Prestige, paired to the flagship 178bhp BlueHDi engine. One of the biggest criticisms of the outgoing DS 4 was its unyielding ride and we’re pleased to say that ride comfort has been transformed on the new car. Deep ruts and potholes are tackled with ease, and there’s no need to brace yourself like you needed to do with the old car. Steering feel is particularly agile with lots of feel, with the DS 4 asserting itself as being different from the humdrum hatchback segment. Through the bends there’s minimal body lean and a decent amount of grip, inspiring confidence in more challenging corners. While it doesn’t offer the same kind of driver satisfaction as Ford’s Focus, there’s reasonable agility and the experience is reassuringly safe and predictable. The engine is quiet and refined, only becoming heard when you really gun the right hand pedal, and while there’s a fair amount of road noise on noisier surfaces, wind noise isn’t intrusive. Away from the lights there’s decent pace, with smooth gearshifts from the six-speed automatic transmission. The brakes deliver good bite, though beware if you have anything larger than average sized feet, as the space in the foot well is at a premium. There’s very little room between the centre console and the clutch pedal on manual gearbox variants, and it’s all too easy to get your size tens stuck uncomfortably, and then there’s a mad scramble to get the clutch down in time for you to stop. It’s a good reason why you’re better off opting for the automatic variants in preference to the manual versions. Apart from revisions to the dashboard to incorporate a seven-inch touchscreen navigation system, and the first time that Apple CarPlay has been seen in a PSA Peugeot-Citroen-DS product, it’s business as usual. So that means a nicely appointed cabin with surfaces that are a cut above the norm in the medium car segment. The trademark DS watchstrap-inspired leather upholstery is on offer and looks sensational. There’s squidgy materials used for the dashboard, but disappointingly the door tops are hard plastic unless you opt for the uprated leather trim. The instruments where you can change the backlighting are a nice touch, and all of the controls are neatly positioned up high for ease of use. You’ll need to be a contortionist to use the USB socket, or have small hands, though, because it’s awkwardly positioned on the centre console. And that’s particularly disappointing as the use of Apple’s CarPlay depends on you being able to plug in your iPhone via the USB socket. The newly introduced touchscreen is easy to use and nicely positioned just within your field of vision. While it isn’t the most responsive system around, it’s certainly no better or worse than some rival systems. Our test car came equipped with the distinctive watchstrap upholstery and comfort and lateral support is simply excellent. It’s also easy to adjust the seats to gain a good position, though the steering wheel always feels like it is positioned too close. Space up front is pretty good, apart from the aforementioned pedal problems, while at the rear there’s surprisingly more space than you expect. Once installed in the back, knee and headroom is actually alright, though it can be a bit of challenge to get in and out. Those shapely styled rear doors come to a point, and if you’re not careful you could do someone a mischief. Space around the cabin for oddments is generally good, with a decent-sized tray in front of the gear lever and well-proportioned door pockets. While vision out of the front of the car is good, thick rear pillars and a shallow rear window make manoeuvring more of a challenge. It’s therefore pleasing that all DS 4s come with rear parking sensors for added reassurance. Boot space is well proportioned at 385 litres, though you’ll have to get over the high sill first. The optional Denon audio system restricts space a little, but the seats are easy to fold down with the pull of a lever. With the launch of the new DS 4, prices have increased a notch due to realignment of the model range. Where the previous DSign model offered an attractive entry price to DS 4 ownership, it wasn’t particularly well equipped, something you can’t level at all models of this latest DS 4 range. For instance, all versions come with DAB digital radio, a seven-inch touchscreen navigation system, dual-zone climate control, rear privacy glass, cruise control and automatic headlights and wipers.
  • NEW 2016 KAWASAKI ZX-10R.

    With World Superbike regulations becoming ever stricter with regard to modifications, manufacturers have to make sure their production models already have the proper pieces in place. And after winning two World Superbike championships in the past three years, Kawasaki shows that it’s serious about staying at the top of the superbike heap with its all-new 2016 ZX-10R. All of the extensive updates to Team Green’s new literbike were gleaned from lessons learned in WSBK competition and intended to make sure the factory team has a solid base to start from for the coming season. Engine Other than the previous engine’s bore and stroke, there’s little carried over between the old and new ZX-10R. The new crankshaft is lighter for quicker response and improved handling, with a correspondingly lighter balance shaft and rod journals that have a new coating for reduced friction at higher rpm. New 5-gram-lighter pistons, cams with more overlap, and a new airbox (25 percent more volume and air filter with 60 percent more surface area for better fl ow) work with an all-new cylinder head featuring reworked and polished intake and exhaust ports (previously only the intake ports were polished) plus revised combustion chambers. The titanium exhaust valves increase in size 1mm to 25.5mm, and cylinder-wall thickness was increased slightly for a more rigid engine block. The titanium alloy headers use a new heat-resistant alloy that allows thinner wall thickness for reduced weight, and the titanium exhaust canister has 50 percent more volume for better fl ow without increased sound levels. The intake portion of the frame’s steering head was modified to quell intake honk, allowing some freedom in the exhaust for more power without exceeding strict noise restrictions. The transmission remains a racing-style cassette design for quick and easy internal gearing changes. Gear ratios are closer for track use, with shorter ratios in all but first gear. The slipper clutch is 130 grams lighter, and some of the gears have dry-film lubricant coating to reduce friction. A contactless- sensor-equipped quickshifter similar to the H2R is standard, with the optional Kawasaki race ECU offering clutchless downshifts as well. Electronics The new ZX-10R utilizes a Bosch five-axis IMU with software developed in-house at Kawasaki that allows the unit to calculate yaw rate from other sensors, resulting in six-axis operation. This allows the IMU to sense changes in pavement elevation, camber, and the motorcycle’s position relative to them, as well as discern different tire profiles so that the bike is not restricted to just the OEM tires. The Sport-Kawasaki TRaction Control (S-KTRC) system now has five modes of operation instead of three as with the previous ZX-10R. Modes 1 and 2 are designed for racing, while mode 3 is for a “dry circuit with highgrip tires,” mode 4 is for “dry canyon roads or commuting,” and mode 5 is intended for wet pavement use. The Keihin 47mm throttle bodies utilize an electronic ride-by-wire throttle system to control power in addition to ignition retardation. With the Bosch IMU, Kawasaki was able to produce its own version of the cornering ABS that has seen usage on KTM and BMW motorcycles. Kawasaki’s system is called Cornering Management Function and changes braking pressure according to the bike’s lean and pitch angles to prevent it from standing up under braking in a corner. Another new addition is the Kawasaki Launch Control Mode (KLCM), with three modes available. And Kawasaki Engine Braking Control-first seen on the supercharged H2R-manages engine back-torque. Lastly, there are three selectable power modes for the new ZX-10R: Full, Middle (providing approximately 80 percent power), or Low (allowing 60 percent power). Chassis The new Ninja’s frame has also been redone, with the steering head moved rearward 7.5mm closer to the rider, while the swingarm has been lengthened 15.8mm (in addition to extra bracing for more torsional rigidity), resulting in more front weight bias. Wheelbase is now listed as 56.7 inches, almost a half inch longer than its predecessor. An all-new Showa Balance Free Fork featuring an external damping valve chamber utilizes a design similar to the ?hlins TTX/FGR concept, with the rebound and compression damping valves completely separated so that the oil only flows in one direction through the valves; in conjunction with nitrogen pressurization in the damping chamber, this keeps the pressure on both sides of the valves as consistent as possible, drastically reducing cavitation that results in inconsistent damping. The rear Showa Balance Free Rear Cushion (BFRC) shock uses the same concept in its damping valves, and the shock linkage has been revised to allow a broader range of adjustment. Brakes have also been fully upgraded, with Brembo M50 monoblock aluminum calipers with 30mm pistons biting on huge 330mm discs for awesome stopping power. A Brembo radial-action master cylinder equipped with steel-braided brake lines ensures positive and responsive feel at the lever as well as better consistency. Wheels are one of the few components that haven’t been changed, though they are now shod with Bridgestone RS10 street/track rubber in 120/70-17 front and 190/55-17 rear sizes. Bodywork has undergone some restyling, with the windscreen improved for better aerodynamics. Overall weight is claimed at 450 pounds wet with all fluids and a full tank of fuel for the non-ABS model, 454 pounds wet for the ABS model. List prices are $14,999 for the standard ZX-10R, $15,299 for the Special Edition paint, $15,999 for the ZX-10R ABS model, and $16,299 for the ZX-10R ABS with Special Edition paint scheme. How will all of these changes affect Kawasaki’s performance in World Superbike and on the showroom floor? We can’t wait to find out.
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