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      "author": "steemitboard",
      "body": "Congratulations @tanuj! You received a personal award!\n\n<table><tr><td>https://steemitimages.com/70x70/http://steemitboard.com/@tanuj/birthday1.png</td><td>Happy Birthday! - You are on the Steem blockchain for 1 year!</td></tr></table>\n\n<sub>_You can view [your badges on your Steem Board](https://steemitboard.com/@tanuj) and compare to others on the [Steem Ranking](https://steemitboard.com/ranking/index.php?name=tanuj)_</sub>\n\n\n**Do not miss the last post from @steemitboard:**\n<table><tr><td><a href=\"https://steemit.com/steemitboard/@steemitboard/the-steem-community-has-lost-an-epic-member-farewell-woflhart\"><img src=\"https://steemitimages.com/64x128/https://cdn.steemitimages.com/DQmQWnM36SWCPGn98nY83M1ArgweMz5fnovQEp2E4FiDdug/Wolfhart_header.png\"></a></td><td><a href=\"https://steemit.com/steemitboard/@steemitboard/the-steem-community-has-lost-an-epic-member-farewell-woflhart\">The Steem community has lost an epic member! Farewell @woflhart!</a></td></tr><tr><td><a href=\"https://steemit.com/steemtoolbar/@steemitboard/steemtoolbar-update-display-bug-fixed\"><img src=\"https://steemitimages.com/64x128/http://i.cubeupload.com/7CiQEO.png\"></a></td><td><a href=\"https://steemit.com/steemtoolbar/@steemitboard/steemtoolbar-update-display-bug-fixed\">SteemitBoard - Witness Update</a></td></tr><tr><td><a href=\"https://steemit.com/steem/@steemitboard/do-not-miss-the-coming-rocky-mountain-steem-meetup-and-get-a-new-community-badge\"><img src=\"https://steemitimages.com/64x128/https://cdn.steemitimages.com/DQmUphCGZFWgt6bJ1XTtunV7esnwy6bxnGqcLcHAV3NEqnQ/meetup-rocky-mountain.png\"></a></td><td><a href=\"https://steemit.com/steem/@steemitboard/do-not-miss-the-coming-rocky-mountain-steem-meetup-and-get-a-new-community-badge\">Do not miss the coming Rocky Mountain Steem Meetup and get a new community badge!</a></td></tr></table>\n\n###### [Vote for @Steemitboard as a witness](https://v2.steemconnect.com/sign/account-witness-vote?witness=steemitboard&approve=1) to get one more award and increased upvotes!",
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      "body": "<p><blockquote> The damping too, is terrific, allowing the wheels to breathe over small bumps but keeping the body in check over big crests and dips – especially the ST-Line</blockquote> </p></p> but the good part is not original and the original part is not\tgood...</p></p>",
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      "body": "About the car\n\nThe Focus is a chuffing important car for Mr. and MS Car-Buyer here in Britain. The old car, in its final year, was our number three seller, beaten (just) by the Golf and (substantially) by its sibling Fiesta. It’s part of the proof that despite the seemingly unstoppable rise of crossovers, actual hatchbacks still rule. Of the UK’s top 10 in 2017, only one was a crossover, the ant.\n\n![2019-ford-focus-side-by-side.jpg](https://cdn.steemitimages.com/DQmPBvpXeZe7nr1oCPMzuGRuxDPTyLoiEXbk27QnN5iaPzA/2019-ford-focus-side-by-side.jpg)\n\nThe Focus also matters here at Planet Top Gear, because over the years it has been a consistently good drive, as well as throwing up some of our five hot-hatches, under the ST and RS badges.\nBut the outgoing car, in its mainstream versions, wasn’t one of the greatest-hit Focuses. The bodywork had too many creases, and the driving experience was a little soft-edged. Both these were the result of it being designed for a global audience that included the US (though it didn’t sell well over there). The new one is set up for us Europeans. It won’t be sold Over There.\nMore cause for optimism: it’s an all-new car. Yes a brand-new platform, engineered to be stiffer for dynamics, safer than ever in a crash, and yet lighter than the old – a reasonable 1,325kg for the three-cylinder manual.\nIts profile is sleeker than before, thanks to a longer bonnet with more rear-seat screen pillars, and also to a longer wheelbase. And we think the sheet metal is rather pretty. The wind doesn’t notice it so much: aerodynamic drag Cd is a super-slithery 0.27.\nInside, displays take the form of a tablet for most of the infotainment heavy-lifting, but conventional dials ahead of the driver, and none the worse for that. Also, a £400 flip-up head-up display shows speed, navigation arrows and info on the driver-assist systems, automated systems that are as comprehensive as any car in the class.\nYou’re not only assisted, you’re also connected. This generation Focus has a built-in SIM so it knows about traffic and can do online destination searches. Plus you can perform various tricks remotely on your car via phone app – finding it, checking fuel, locking and so on. And it gives in-car Wi-Fi.\nGiven that folk, especially urban folk, are getting wary of diesel, the 1.0-litre Eco boost will sweep up most sales. It’s the heavily revised version from the Fiesta, and comes in 100 and 125bhp, with just 108g/km CO2 even in the strict new WLTP test. Oh yes there’s an 85bhp version in the base-trim, but don’t punish yourself eh?\nThe bigger petrol engine, a 1.5-litre, is now also a triple, almost the same as the new Fiesta ST jobber. It has 150 or 182bhp. For economy in light use, the three-cylinder engines can close down one of their cylinders.\nThe 1.5 diesel is all-new and itself full of clever fuel-saving engineering, and should clear legal emissions standards to 2025, they claim. Power is up to 120bhp, and then there’s a revised 2.0-litre diesel making 150bhp.\nThe auto versions are a conventional eight-speeder, not the old twin-clutch job. They operate via a Jag-style rotary controller to save console space.\nThere seem to be nearly as many suspensions as there are engines. At the front it’s similar principles as before but all-new parts, with a wider track. Three completely different rear suspensions now turn up according to model.\nThe hatches with the lowest power now have a torsion-beam setup. Sounds like a retrograde step given it’s the first time we’ve had one of those on a mid-size Ford since the Escort. But a hopeful sign: it’s related to the setup in the new Fiesta ST. It uses banana-shaped springs that push the outer rear wheel outwards as the car rolls in a corner, keeping the trailing arm pointing straight and the wheel better aligned.\nMeanwhile, more powerful hatches get a short-and-long arm setup (as the original Focus pioneered). Its advantages are ride quietness and steering precision. Finally, estates get a different layout of SLA system, with the dampers laid near-horizontally, to improve boot space. Top models get the option of adaptive dampers too, for the first time in a mainstream Focus.\nMention of the estate shows that this popular Focus body-style is here at the launch, and it looks pretty sleek but has a properly boxy load space. But as with the last generation there’s no prospect of a three-door hatch.\nNever mind: an ST is already well under development and an RS is also highly likely if not any time soon.\nRight now a semi-crossover, in the form of a jacked-up Active version (see Fiesta Active for details) is ready for sale. It’s quite possible that some time after launch there will be 4WD versions, because this same new floor pan will also be used for a new Kuga\n\n\nDriving Experience\n\nThe 125bhp three-cylinder is a game little engine, not too leggy even below 2,500rpm, and happy-sounding as it revs to 6,500. So you’ve got a lot of flexibility, even though its best work is in the 3,500-5,500 range. It’s smooth and quiet too.\nThat’s bolted to a six-speed manual transmission that has a bit of stickiness in its shift, and a rather big gap between second and third. But the clutch and throttle are smooth to use, so it doesn’t get on your nerves.\nCornering is also an entirely sanitary affair. The steering has well-mapped answers to the movement of your hands, and the car steers through any bend with superb reassurance. It simply follows the front wheels, all the way up to the limit.\nBut it’s a little on the dull side. It doesn’t really leap ahead of the best rivals. This frankly is not what we want from a Ford.\nWell there’s an answer. The 1.0 petrol and 1.6 diesel engines get this torsion beam suspension. The 1.5 petrol and 2.0 diesel have the short and long arm suspension. Get into one with that system and you’ll know the difference the first time you turn the wheel a quarter-turn.\nThe steering’s weight and gearing and progression haven’t changed. But there’s now an immediacy and precision, a sense of connection that wasn’t there in the torsion setup. It’s as if you’ve taken off a thick pair of gloves. Push this Focus, especially the one we tested with the lowered ST-line suspension (the car pictured here), and you can sense its efforts, feel the road, play little games with its angles.\nAfter we’d tested it, the chief engineer told us much of the improvement is due to the ST-Line suspension tuning, not just the SLA suspension. He claims the ST-Line, even with the torsion-beam chassis, also steers very well. Unfortunately there wasn’t a car of that spec to test, so we’ll have to wait and see.\nThe ST-Line’s extra firmness doesn’t harm the ride. Both suspensions ride tautly, but are brilliant at easing away any sharp edges. The damping too, is terrific, allowing the wheels to breathe over small bumps but keeping the body in check over big crests and dips – especially the ST-Line. We can’t see why you’d need to splash out on adaptive damping. There’s more chassis noise from the torsion-beam setup.\nThe 1.5, by the way, is a really sweet engine. We tried the 182bhp version, which has slightly less power than when it’s in the Fiesta ST and is quieter with it, but still has the same engaging and sparky nature. Because it’s also just three cylinders, it doesn’t make the car feel nose-heavy.\nThe 1.5 diesel – we tried the 120bhp - is a decent enough example of a modern diesel engine, delivering the goods over a comparatively broad spectrum of revs. It makes a drumming rather than a rattling sound, but the noise never really goes away, and there’s an annoying resonance at about 2,800rpm.\nIf you want that SLA suspension (you do) but a 1.0 petrol or 1.5 diesel engine, look at the estates as they all have it.\nSink onto a motorway and the Focus relaxes, the strongly self-centering steering keeping you in line. Might as well turn on the lane assist too (it’s a button on the end of a stalk, so no need to drop your eyes), and it’ll smooth nudge you away from any white-line whooshes. That’s standard on all cars.\nThe standard emergency auto-braking system is coupled with ‘evasive steering assist’ which nudges the wheel to help you steer in towards an open gap, rather than plough catastrophically into something solid. I didn’t test it. But neither did I get any false positives, which is good.\nAt the top of the Focus’s assistance tree, the lane-assist system will actually aim to hold the center of the lane and the radar cruise system that operates – in auto box models anyway – from stop-go traffic up to motorway speed. That’s SAE Level 2 automation, if you’re counting. It’s as effective as the system on Volvos and Mercedes.\nActive masking for the LED headlights is also available, which don’t only blank the area around oncoming traffic son’s not to dazzle, but also use navigation info to aim around upcoming bends and roundabouts.\n\n\nInterior Quality\n\nThe dash itself, made in a broadly smiling sweep, has been moved forward, to make things feel roomier. Not so far that you can’t reach the touch-screen, mind, which is mounted high up. The significant pieces of its architecture are molded from soft-touch plastic. The door bins are carpet-lined too, to quench rattles, but the actual door-shutting grab handles are a bit hard and scratchy.\n\n(https://cdn.steemitimages.com/DQmSbXdxb4UVpYrvxQMRKGav6kZFVtY9cCxLyoQdEF2fsWa/761608.jpg)\nBecause there are now so many electronic systems, Ford has shifted towards touchscreen-and-menu interfaces. But good old’ switches haven’t been consigned entirely to history. The infotainment screen has a set of hard-key shortcuts, the climate control gets proper knobs and buttons, and several of the driving assist systems also get their own quick-access kill-switches. It’s all sensibly laid out and executed with an eye for quality.\nHaving an electric handbrake gives over useful console space to cup holders, an armrest box and a tray with inductive charging in some versions.\nFord’s Sync operating system for the screen is one that it has been developing nicely over the years. Its graphics are clean enough, but its main advantage is that, having been written for Anglo-Saxon brains, its menus just feel more intuitively logical than ones that started life in German, French or Japanese. It also does Car Play and Android auto in every trim but the bog-basic Style. The screen goes up to eight inches.\nThe top-end music system is a 675-watter from B&O Play. For the driver, a pretty comprehensive head-up display is also on the options menu.\nThe front seats are a little flat in the cushion, and don’t have lumbar adjust, but in other ways the driving position is fine.\nThe longer wheelbase means more room in the back. It’s close to class-leading here. Plus, the new shape of the side glass gives the outer-rear passengers a better view out. And a new center-console shape and flatter rear floor both give the person sat between them more foot space.\nThe estate has remote-release seat folding and, very handily, a space under the floor to store the roller blind.\nST-Line spec brings slightly better seats, red stitching and a cheery dose of cabin pontification.\nBest to regard the Vignola trim as a way to bundle-in lots of tasty technologies that would otherwise be options. The acreage of cabin leather is higher than the other Focuses, but it doesn’t disguise its origins. Is this an Audi A3 where the rest of the range is a Golf? Dream on.\n\n\nRunning Cost\n\nThe patrols look like decent value over their lifetime of ownership. Thanks to light weight, low drag and clever engine tech, the turbo 1.0-litre manages just 107g/km. The top one, the 182bhp 1.5-litre, does 0-62mph in 8.3sec, emits 124g/km of CO2 and returns 51.4mpg, which is good going for a petrol.\nThe corresponding diesels are about 10-15g/km less, so not a compelling advantage.\nFord’s guarantee is three years/60,000miles. Insurance runs from about 11E for low-power style to 20E for higher-power ST-Line and Vignola.\nOn finance, the various models are a spookily close match for their corresponding VW Golf versions. The most popular will be the 125bhp ST-Line, quoted on PCP at £225/month over 3yrs with a £5,000 initial deposit.\nEvery Focus gets alloys, air-con and lane keeping assist. Also insurance-friendly autonomous emergency braking that sees pedestrians and cyclists.\nGo to the second trim, Zeta, and you’re in for Apple Car play/Android Auto on a 6.5in touchscreen, and cruise. After that you’re into the Titanium levels.\nThe ST-Line gets a body kit and the tauter suspension. If you don’t like phone mirroring, the ST-Line asks just £350 to step from a 6.5 to 8-inch screen and add built-in satnav. You get that as standard in the ST-Line X, plus power driver’s seat and 18s. Also red brake calipers, which we all know are worth a second a lap.\n\n\n![Ford-Focus_ST-Line-2019-ig.jpg](https://cdn.steemitimages.com/DQmciwHtKKLjbD5wGY67p1LssnngiRp99iBx74W3yYqbdaz/Ford-Focus_ST-Line-2019-ig.jpg)![761608.jpg]",
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      "title": "The Ford Focus (2019) Review"
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      "body": "About The Car \n\n\nGood point. The early Art eons we drove had lots of power, DSG, 4Motion and adaptive dampers. They were, frankly, a little optimistically specked for the fleet-car/cabbing trade. Or indeed for sensible family transport for normal unpretentious people.\nThis one’s different (well, the one we’ve driven; VW’s pictures are of something fancier). It’s front-wheel drive, manual, and pulled along by an economically-tuned petrol. To wit, VW’s 1.5-litre Eva, the one with cylinder shut-off in light-throttle moments.\n\n![....jpg](https://cdn.steemitimages.com/DQmXGmq7q7jJaz5yXH38Z9ZD4j8iVBGkXvr2pLKLA9zkh6u/....jpg)\n\nThat small an engine in that big a car? Someone’s taking the mick…\nFor sure, the history of, say, the 1.0-litre Mondeo wasn’t a good omen. It promised good economy and failed to deliver.\n\n \nSEARCH\n\nBut I managed to get an approximation of diesel economy out of this petrol Art eon. I didn’t notice the cylinder shut-off light coming on much of the time, but I must have been watching the road or something. And at 9.0 seconds to 62mph, it’s not tragically slow.\n\n![Volkswagen-Arteon-2018-ig.jpg](https://cdn.steemitimages.com/DQmWV8MhT1F49xaTRxhPVTghCwxm5Cu4KEfd2dCBRqSNvcH/Volkswagen-Arteon-2018-ig.jpg)\n\nYou must’ve driven like a carbon-saint.\n\n\nActually, as fast as conditions allowed. Normal traffic, normal time of day. Britain’s urban and trunk network hardly lends itself to blatting about with the tires on fire. This Art eon is about being satisfying in real life. OK, with just 150bhp, it’s tricky to overtake on a single-carriageway. Then, IRL no-one seems to do that anymore.\n\n\nIs it a pleasant engine to use?\n\nNot too dreary. Quiet most of the time, a little busy towards the red-line, but never grim. The manual gearlever is on the clunky side, but clutch and throttle calibrations make it easy to drive smoothly even in stop-go traffic.\n\n\nI’m getting the message this is no sports car. Is it a limo?\n\nHmmm, not quite. There’s a surprising turbulence and diagonal rocking to the ride. OK, on most roads it stops short of being actually annoying, but it’s a gentle reminder that we might have reached the upper limit of what’s achievable with the ubiquitous MQB chassis. Though the higher-spec Art eons have adaptive damping and partially swerve the issue.\nThe steering is a bit dead, but the measly power doesn’t stress the front tires, so cornering is always benign. It’d have to be really slippery underfoot before you miss the 4Motion four-wheel-drive system.\n\n\nWhat’s a lower spec Art eon like inside?\n\nCabin feel-good levels are pretty high. Nice VW trim quality, leather seats, lots of back-seat room and a socking great 563-litre boot under a handy hatchback.\nKit count is conspicuously generous: electric driver’s seat, independent rear air con, connected navigation, TFT driver’s display (though we always end up setting it to two big fake dials, so why not just have two big real dials?). The navigation screen is big, tactile and connected, and it does phone mirroring too.\nDriver assist levels are significant, including radar cruise with a function that uses sat navy data to coast your speed downwards on the approach to roundabouts. The headlights are LED and the cornering lights also use sat navy data, this time to predictively swing the beam through roundabouts and bends.\n\n\n\n\nIn summary?\n\nIt’s got a lot of tinsel, but underneath it all, it’s not actually the most sophisticated big car. But bigness and tinsel are attractive qualities and you do have to scratch quite hard before the uncultivated base begins to show. And at £31k you might still be inclined to forgive.\nHere’s a VW you can buy on value. When the high-spec early cars grazed £40k we said it was playing out of its league, but in this new £30k context it makes sense.\n![2018-volkswagen-arteon-and-t-roc-spotted-testing-in-the-us_11.jpg](https://cdn.steemitimages.com/DQmPcDE7B1vRkgXT4dSQXVJxHMMexjj7ecY38SUZUJChVn2/2018-volkswagen-arteon-and-t-roc-spotted-testing-in-the-us_11.jpg)\n![2018-volkswagen-arteon-photos-and-info-news-car-and-driver-photo-676567-s-original.jpg]",
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      "title": "(2018-19) Volkswagen ARTEON  Best car"
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      "author": "tanuj",
      "body": "Not at all,If  you have the ability to dream these things Then definitely you can get this car.",
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      "author": "yogesh.aggarwal",
      "body": "This type of cars can be purchased only in dreams.. untill and unless you have more than 10k of Bitcoins.. right?",
      "json_metadata": "{\"tags\":[\"cars\"],\"app\":\"steemit/0.1\"}",
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      "author": "tanuj",
      "body": "![2018-mitsubishi-outlander-gt-s-awc-sterling-silver-right-view-large.jpg](https://cdn.steemitimages.com/DQmZWuab9tYJP9S57sVGFat9abbnmcyyLrwmfvwGZTXLBbC/2018-mitsubishi-outlander-gt-s-awc-sterling-silver-right-view-large.jpg)\n\nAbout the car \nThe latest Outlander sits on the same platform but is significantly newer - allowing for the PHEV hybrid version. Good, but unexciting.\n\n\nQuality of Driving\n\n\nThe Outlander is part of that modern breed of urban SUVs with precious few pretensions towards the mud. As such it handles much more like a road car than a proper off-roader, with plenty of grip and little body roll.\nThe need to limit body roll means the suspension in the Outlander is fairly firm, but it’s not so much as to actually make it uncomfortable. General refinement on the move is also far better than the larger, older Shogun.\n\n\n\nThe 2.2-litre diesel is the big one for the UK - 147bhp and 280lb ft. of torque means 0-62mph in 10.2 seconds. Won’t exactly the world on fire, but then if you’re staging something like this, you should seek professional advice.\n\nInterior and Build Quality\nNo chink in the Outlander’s armor here, with a split tailgate and the option of a third row of seats, albeit a very token one with scarcely enough room for kids. The second row folds automatically at the touch of a button too. Which is nice.\nThe Outlander is exactly as well put together as you’d expect from a Japanese product with this sort of family-oriented lifestyle in mind. It’s tough, simple and fit for purpose if the purpose in question is nothing more arduous than kids, dogs or mountain bikes.\n\n\n![full-dash-600px.jpg](https://cdn.steemitimages.com/DQmbQK77JQXt1bQtK3GeMyWe5spCXaUA1RvzKFHVT4ou8Yw/full-dash-600px.jpg)\n\nThe Outlander is part of that modern breed of urban SUVs with precious few pretensions towards the mud. As such it handles much more like a road car than a proper off-roader, with plenty of grip and little body roll.\nThe need to limit body roll means the suspension in the Outlander is fairly firm, but it’s not so much as to actually make it uncomfortable. General refinement on the move is also far better than the larger, older Shogun.\nThe 2.2-litre diesel is the big one for the UK - 147bhp and 280lb ft. of torque means 0-62mph in 10.2 seconds. Won’t exactly the world on fire, but then if you’re staging something like this, you should seek professional advice.\n\n\nAverage \n\nThe diesel returns around 53.3mpg and emits 140g/km of CO2, so not too exorbitant.",
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      "author": "watifa",
      "body": "Upvote my next post plzz",
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      "body": "High lights About The Car\n\nA new name and slightly tweaked face for Marc’s smallest roadster. For reasons not entirely apparent, the cheapest two-seater, folding hard-top Mercedes offers has swapped the K in its name for two and a half generations to a C, just in time to receive a round of mid-life updates to keep it savvy against the new 718 Boaster and, well, that’s about it, so far as noteworthy posh roadsters go. Mercedes AMG’s offering has had the most invasive surgery, transplanting a bi-turbo V6 for the old 5.5-litre V8, and losing a bundle of power in the process: goodbye SLK 55 AMG, hello AMG SLC 43,\n\n\n Driving Experience of the car\n\nThe SLC was never a Boaster-baiting sort of sports car when it had a K glued to the boot lid, and the same is true now. Think of the car as a shrunken SL instead (rather than a real-world AMG GT) and it makes much more sense – this is your comfortable, insulated, 365 days-a-year all-weather roadster. Even an Audi TT feels more agile – and much more modern inside. The AMG SLC 43’s new twin-turbo 3.0-litre V6 alters its character\n![MARCEDISE-4.jpg](https://cdn.steemitimages.com/DQmZa6EvexXdDDQL5WNVRZP2izoADEQHDPYjhn9AmnJpP4B/MARCEDISE-4.jpg)\n from lazy hot rod to far reviver, raspier noise-maker, but it’s still a fairly nose-heavy, comfort-not-speed kind of car. Stiffening the dampers up in the various modal settings serves only to make your passenger wince as the windscreen frame creaks and flexes, betraying the design’s age.\n\n Interior of the Car\n\nSince the third-generation SLK joined the range in 2011, Mercedes has conjured a new design of steering wheel that’s very nice to hold, updated its Command system (though only the new graphics, not the latest controller, appear here), and at last managed to make the boot’s luggage cover automatic, so you no longer need to jump out of the car to unhitch it before popping the roof. Those are pretty much the only treatments you’ll notice jumping from SLK to SLC, and worthwhile though they are, there’s no getting away from\n![2018-S-S63-AMG-COUPE-020-MCFO.jpg](https://cdn.steemitimages.com/DQmZKMUqENHX1UuVRLgcvecPB1FcUt4C8HWtuvQX7sJR1ER/2018-S-S63-AMG-COUPE-020-MCFO.jpg)\n the fact that the alphanumeric keypad dashboard feels dated compared to the latest Benzes, let alone the likes of the fabulous Audi TT Roadster’s interior, and the newly updated 718 Boaster’s Apple Car Play-enabled screen. Technology moves fast in the car world and the SLC has been left standing here – and initial showroom appeal will suffer as a result \n\n\n Pricing and Availability of car \n\nSeventy per cent of British SLK buyers bought the 250d diesel version once it was released, for the third generation version. You can see why – it hardly spoils an incisive handling car, and it’ll do up to 64.2mpg and emit a decidedly superman-sized 114g/km of CO2. The new SLC 43 will be hardly any cheaper to run than the old V8, we’re afraid, as it’s a mere 2.6mpg more efficient. Was it really necessary to purge the naturally aspirated 5.5-litre V8 when it sounded so good? Hmm… saying that, it is about £10k cheaper than before, and the SLC range in general seems like pretty decent value alongside cars such as the 718 Boasted.\n![MARCEDISE1.jpg](https://cdn.steemitimages.com/DQmQTaArkY9TMaMSExybUL2MqgygP3psx9DxjzGdXrWtiHP/MARCEDISE1.jpg)",
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      "author": "tanuj",
      "body": "and i have written my content by my self",
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      "parent_author": "cheetah",
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      "author": "tanuj",
      "body": "I have taken just heading nothing else.",
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      "parent_author": "cheetah",
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      "author": "cheetah",
      "body": "Hi! I am a robot. I just upvoted you! I found similar content that readers might be interested in:\nhttps://www.nowpstech.com/automation/maserati-ghibli-luxury-sports-style-cast-exclusive-cars",
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      "body": "<1> About The Car  \n\nMaserati has ambitious growth plans, and the glibly is leading the charge. That evocative name has had several previous outings on Maserati’s, but never on a car of this size or mainstream intent. Effectively a scaled-down version of the huge Quattro Porte limo, the UK gets three versions: a 3.0-litre, 272bhp V6 turbo diesel, and single- and twin-turbocharged 3.0-litre V6 patrols, with 325bhp and 404bhp respectively. (Fact fans might like to note that the petrol units were developed and are made by Ferrari, for unbeatable golf club kudos.)\n\n![Mezirati about.jpg](https://cdn.steemitimages.com/DQmbj8zp9yBLniVVLUD8jSrJmM3fW43vH43UqBF6TFKwxBV/Mezirati%20about.jpg)\n\nThe Glibly looks more effective in the flesh than it does in photographs, but we still suspect that it’s designed to appeal more to the very fast-growing Asia- Pacific and Chinese markets than the European one.\n\n<2> Driving Experience \n\nAs well as being its inaugural upper mid-size executive saloon, the glibly is also Maserati’s first diesel. Sacrilege? Perhaps, but it’s a necessary move. Clever exhaust tuning gives it the baritone rumble of a V8 on the outside, but the fact is that most of its rivals all have smoother, punchier twin turbo units that are easily the measure of Maserati’s single turbo diesel in all the key areas.\n\n![Mezrrati on road.jpg](https://cdn.steemitimages.com/DQmS6GwZhWYrXz19ABQD9euBCCCSiCPSdunii2Ws6EVeAsv/Mezrrati%20on%20road.jpg)\n\n That said, 443lb ft. of torque from 2,000rpm is juicy, and with 50:50 weight distribution, a proper mechanical diff, and a talented chassis that enjoys being pushed, the Glibly doesn’t disgrace its famous badge.\nThe 325bhp V6 petrol feels more naturally athletic and Italian, while the 404bhp Glibly S is quite the Q car. Maserati’s engineers specifically vetoed fashionable electric steering in favor of a hydraulic set-up, and it feels linear and accurate. The eight-speed auto ’box is fantastic, the ride quality rather less so.\n\n <3>The Interior and Built Quality\n\nYou’d hope that a £50,000 saloon would feel like a high quality product, and the glibly has a pleasing depth and integrity to it. But it’s also a Maserati, so it’s essential that it has its own distinct character. There’s frameless glass in the doors, terrific armchair-style seats and leather trim, and the 8.5in multi-media screen and system is logical enough even if the graphics are on the plain side. The gear selector has a hopelessly sticky action, though, and some of the detailing is a little slapdash.\n\n![Maserati-Ghibli-int..jpg](https://cdn.steemitimages.com/DQmSAC72pDyPxu7AvbGQZc2JcdxwjEQGEZ7vk5ZNX5SSEWd/Maserati-Ghibli-int..jpg)\n\nIt’s not roomy enough in the rear, either, despite its five-meter length. The boot is also oddly compact given how wide it is: space and efficiency are not Maserati strong suits. Those pretty lines come at a price\n\n<4> Costing and Availability \n\nThis is where Maserati has a challenge on its hands. The satisfaction you’ll get from going your own way will evaporate if the dealers aren’t up to the job, or the glibly suffers cliff-face depreciation. It’s well equipped, although Maserati’s personalization scheme could prove costly. At least the diesel is green: the 48mpg Maserati is now a reality.\n\n![2014-maserati-ghibli-price.jpg](https://cdn.steemitimages.com/DQmRyCf1ic87QU6AiBuYFZzkNsa3wYtJfoucdi7a4XRdgyG/2014-maserati-ghibli-price.jpg)",
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      "body": "High lights About The Car\n\nA new name and slightly tweaked face for Marc’s smallest roadster. For reasons not entirely apparent, the cheapest two-seater, folding hard-top Mercedes offers has swapped the K in its name for two and a half generations to a C, just in time to receive a round of mid-life updates to keep it savvy against the new 718 Boaster and, well, that’s about it, so far as noteworthy posh roadsters go. Mercedes AMG’s offering has had the most invasive surgery, transplanting a bi-turbo V6 for the old 5.5-litre V8, and losing a bundle of power in the process: goodbye SLK 55 AMG, hello AMG SLC 43,\n\n\n Driving Experience of the car\n\nThe SLC was never a Boaster-baiting sort of sports car when it had a K glued to the boot lid, and the same is true now. Think of the car as a shrunken SL instead (rather than a real-world AMG GT) and it makes much more sense – this is your comfortable, insulated, 365 days-a-year all-weather roadster. Even an Audi TT feels more agile – and much more modern inside. The AMG SLC 43’s new twin-turbo 3.0-litre V6 alters its character\n![MARCEDISE-4.jpg](https://cdn.steemitimages.com/DQmZa6EvexXdDDQL5WNVRZP2izoADEQHDPYjhn9AmnJpP4B/MARCEDISE-4.jpg)\n from lazy hot rod to far reviver, raspier noise-maker, but it’s still a fairly nose-heavy, comfort-not-speed kind of car. Stiffening the dampers up in the various modal settings serves only to make your passenger wince as the windscreen frame creaks and flexes, betraying the design’s age.\n\n Interior of the Car\n\nSince the third-generation SLK joined the range in 2011, Mercedes has conjured a new design of steering wheel that’s very nice to hold, updated its Command system (though only the new graphics, not the latest controller, appear here), and at last managed to make the boot’s luggage cover automatic, so you no longer need to jump out of the car to unhitch it before popping the roof. Those are pretty much the only treatments you’ll notice jumping from SLK to SLC, and worthwhile though they are, there’s no getting away from\n![2018-S-S63-AMG-COUPE-020-MCFO.jpg](https://cdn.steemitimages.com/DQmZKMUqENHX1UuVRLgcvecPB1FcUt4C8HWtuvQX7sJR1ER/2018-S-S63-AMG-COUPE-020-MCFO.jpg)\n the fact that the alphanumeric keypad dashboard feels dated compared to the latest Benzes, let alone the likes of the fabulous Audi TT Roadster’s interior, and the newly updated 718 Boaster’s Apple Car Play-enabled screen. Technology moves fast in the car world and the SLC has been left standing here – and initial showroom appeal will suffer as a result \n\n\n Pricing and Availability of car \n\nSeventy per cent of British SLK buyers bought the 250d diesel version once it was released, for the third generation version. You can see why – it hardly spoils an incisive handling car, and it’ll do up to 64.2mpg and emit a decidedly superman-sized 114g/km of CO2. The new SLC 43 will be hardly any cheaper to run than the old V8, we’re afraid, as it’s a mere 2.6mpg more efficient. Was it really necessary to purge the naturally aspirated 5.5-litre V8 when it sounded so good? Hmm… saying that, it is about £10k cheaper than before, and the SLC range in general seems like pretty decent value alongside cars such as the 718 Boasted.\n![MARCEDISE1.jpg](https://cdn.steemitimages.com/DQmQTaArkY9TMaMSExybUL2MqgygP3psx9DxjzGdXrWtiHP/MARCEDISE1.jpg)",
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