The world premiere of the Dacia Dokker took place at the 2012 motor show in the Moroccan capital of Casablanca. At the heart of this front-wheel drive car is the 150 mm shortened chassis of the Lodgy minivan. The model is aimed at the budget segment of small delivery vans and cars built on their basis. A universal car with a large-capacity and reliable chassis, designed for daily operation with high loads and high mileage. A distinctive chassis, similar in size and proportions to its counterparts - Renault Kangoo, Opel Combo, Peugeot Partner (see https://www.autobidmaster.com/en/search/salvage-cars/).

In length, the Dokker stretches to 4.36 meters, the width of the car is 1.75 meters, and the height is 1.81 meters. The ground clearance is 19 cm. In short, the Dokker was an inexpensive and easy-to-use car, therefore, the circle of potential buyers was quite wide. The interior changes a lot depending on the version - from a single-seater van, where the driver's seat is closed from the rest of the volume with a mesh screen, to a passenger version with a maximum glass area. In the passenger cabin version, five adults can sit freely and comfortably. The luggage compartment capacity in this version is 800 liters. And when the second-row seats are tilted behind the front seats, the load space increases to 3,000 liters. It should be noted that the split-folding rear row backrest on the base version is not provided. Even more loading options are offered by the Dokker Van 2-seater commercial van. It can load up to 3,900 liters with the foldable front passenger seat (Easy Seat option for a fee).

Simple, practical and easy-to-use materials and textures have been used for decoration. The front panel has a simple design: everything is simple and functional. The driver's seat can be shifted longitudinally and you have to pay extra for height adjustment. As for the steering angle adjustment, while the adjustment for departure is not provided at all. An important advantage of the car is the large sliding doors on both sides. Firstly, they save space in the parking lot, and secondly, they allow the doors to be made as large as possible, which is very convenient when boarding and disembarking passengers. True, the right rear door slides by default, and the left rear sliding door can only be obtained for a fee. That is, a 4- or 5-door car - at the choice of the buyer. In Europe, the car is offered in Access, Ambiance and Laureate versions. There was no stereo radio or air conditioning and manual windows in the standard equipment. In the Ambiance version, there is a separate backrest (1/3-2/3) in the second row and a grille separating the trunk space from the passengers.

In fact, the Ambiance equipment differs from the basic version in that the buyer has a choice - from a list of paid options. In addition, the options can be ordered as complete packages, such as the Airco + Radio package, which includes stereo radio, air conditioning and Bluetooth support. Or the Airco + MediaNav package, which additionally includes navigation with a 7-inch touchscreen. In the engine range of Dacia Dokker, we find the same engine as on the Lodgy platform. These are the 1.2 TCe petrol (115 hp) and the 1.6 MPI (85), as well as the 1.5 dCi turbo diesel in two power options - 90 and 110 hp. The engines are combined with a 5-speed manual transmission. The most economical, of course, is the turbo diesel engine. According to its passport, it consumes 4.5 liters of fuel per 100 km of road in the combined cycle. The suspension of this car corresponds to the best traditions of the brand - it provides quiet and reliable handling, and most importantly - high energy intensity, which is very convenient for countries with not the best road surface. Front strut McPherson, rear suspension plus trailing arms. Coil springs, front transverse stabilizer. Front brakes with ventilated discs, while the rear is drum. The Dokker passed the "shock" test according to the EuroNCAP method and obtained a modest 3 "stars". The "passive" safety of the vehicle is typical, in "state" 4 "cushions" front, as well as 3-point seat belts (front with pretensioners) and Isofix anchors for child seats. And for an additional charge, the Secure package is offered (electronic speed limiter, rear parking sensors).

In recent years, Kawasaki Motors Corporation has dedicated time and resources to revamping the KLX lineup, debuting new models in the U.S. market for 2020, such as the KLX300R and KLX230R motorcycles and the dual-sport KLX230. The following year, Team Green took the KLX300R and introduced a dual-sport version with the KLX300.

For 2022, the Japanese manufacturer is offering three street-approved KLX models that vary in intended use, overall size and price. From most expensive to most affordable, the supermoto KLX300SM costs $6,199, the KLX300 costs $5,799, and the KLX230 is priced at $4,799.

Kawasaki also offers the KLX230 in three trim levels. The one tested here is the standard KLX230 model. There's also the KLX230 S, where "S" refers to the bike's lower seat height and shorter suspension. Last but not least, the KLX230 SE has the same specifications as the standard model, but features a number of accessories such as handguards and frame guards. The SE model is also available in two colour combinations, Oriental Blue and Firecracker Red, exclusively for this model.

A note before we begin: the KLX230 reviewed here is a 2021 model, as Kawasaki did not have any test bikes available from 2022. However, aside from the protection charts, the '21 and '22 KLX230 models are identical, so current and prospective KLX230 owners can apply this information to both.

2021 Kawasaki KLX230 Engine

The KLX230 is powered by a 233cc SOHC fuel-injected, four-stroke, cooled engine mated to a six-speed transmission. This engine is identical to the one on the KLX230R. However, meeting emissions requirements to make it legal ends up making it produce slightly less power than its motorcycle-trailer counterpart. On the Dirt Rider dyno, the 233cc Team Green engine is rated at 17.3bhp at 7,800rpm and 13.3lb-ft of torque at 6,300rpm.

Like many smaller bikes, the KLX230 is tuned for comfort in more ways than just suspension settings. From power delivery to clutch pull, the KLX230 inspires confidence, allowing the rider to focus less on the machine beneath him and more on the terrain in front of him.

Thanks to its extremely linear powerband, this green machine proved to be very predictable on gas. Although it never produces a big burst of power, the KLX230 engages smoothly and builds power continuously and evenly. This provides extreme ease of use in all conditions, both on and off-road.

As you would expect, the first gear is very short. I found myself using it just to pull away from a stop, before immediately entering second gear. On most of my off-road trips, I found myself abusing second, third and fourth gears. The KLX230 certainly rewards precise footwork, but the power is definitely worth it.

With little power relative to its 290-pound weight measured on the Dirt Rider scale, the 233cc engine doesn't produce enough torque to put you in third gear and leave you there, as you might on a larger-displacement bike. However, the KLX230 still has enough power to lift the front wheel, slide into a turn, break a curb and more. It simply takes precise gear shifting and rider IQ to know how to get the most out of this ambitious bike.

2021 Kawasaki KLX230 Suspension

Encountering more familiar terrain, the KLX230 benefits from the same suspension components as the off-road model, though the travel is about 2.5 inches shorter front and rear. Those components are a 37mm non-adjustable Showa telescopic fork with 8.7 inches of travel and a Showa Uni-Trak linked shock that offers 8.8 inches of travel and is adjustable for spring preload.

I immediately felt comfortable both on and off pavement while riding the KLX230, thanks to its suspension. Both the fork and shock provide a nice ride, soft enough in the first part of the ride to provide comfort on bumps and rocks. I felt the suspension softened on the course and made the bike feel well seated and predictable, especially during turns.

When the speed picked up, this green machine revealed its hidden dirt bike DNA. Offering good attack and bottom end resistance when encountering obstacles or rough areas at speed, the KLX230 continued to deliver confidence and the desire to push the bike much further.

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Splošna slika

Nikoli si nismo mislili, da bomo dočakali dan, ko bo Ferrarijev SUV postal resničnost, vendar je podjetje po številnih uspehih z visokozmogljivimi in dragimi športnimi avtomobili končno popustilo neusmiljenemu pritisku trga in izdelalo model Purosangue 2024. SUV s Ferrarijevo značko s konjičkom na rešetki ne bo uničil blagovne znamke. Konec koncev so uspešne ponovitve tega koncepta dobro služile znamkam športnih avtomobilov, kot sta Porsche in Lamborghini. Purosangue ne bo namenjen le zmogljivim modelom, kot sta Cayenne Turbo in Urus, temveč tudi luksuznim modelom, kot sta Bentley Bentayga in Rolls-Royce Cullinan. Edini pogonski sklop v ponudbi bo gromozanski motor V12 - zakaj bi potreboval še kaj drugega? Inženirji so vožnjo in vodljivost modela 'Sangue izboljšali tudi s pametnim sistemom aktivnega vzmetenja, s katerim se vozi kot Ferrari. Da bi si to lahko privoščili, boste seveda potrebovali plačo upravitelja hedge sklada. Cene bi se lahko začele pri 400.000 dolarjev.

Kaj je novega za leto 2024?

Ko bo Purosangue končno naprodaj - verjetno leta 2023 kot model 2024 -, bo to nov model v Ferrarijevi ponudbi in prvi SUV italijanskega proizvajalca superavtomobilov. Purosangue je serijsko opremljen s številnimi luksuznimi in zmogljivimi funkcijami, vendar Ferrari ponuja nekaj možnosti, ki jih bodo kupci morda želeli upoštevati. Masažni sprednji sedeži bodo morda koristni po dolgem dnevu križarjenja po obali Monte Carla, ljubitelje sonca pa bo morda zamikala na voljo elektrokromna steklena streha. Vsekakor vam priporočamo, da izdatno uporabite Ferrarijeve možnosti prilagajanja in ustvarite Purosangue, ki bo podoben vam.

Motor, menjalnik in zmogljivost

Za tiste puriste, ki bi se posmehovali SUV-ju z znamenitim znakom Prancy horse, poudarjamo, da se pod pokrovom motorja Purosangue skriva 6,5-litrski motor V12 z naravnim polnjenjem. Nič ne govori o Ferrariju tako kot dvanajstvaljni motor s 715 konjskimi močmi, in to celo v rdečih barvah znamke. Motor ima 528 konjskih sil navora in po besedah Ferrarija naj bi Purosangue z njim dosegel 100 km/h v 3,3 sekunde, največja hitrost pa naj bi znašala 193 km/h. Ko bomo imeli priložnost voziti Purosangue, bomo ta članek posodobili z rezultati testa, vendar naj bi bil to eden najhitrejših SUV-jev, kar smo jih kdajkoli preizkusili. Prav tako nas zanima, kako se bo Purosangue obnesel, saj je njegovo serijsko prilagodljivo vzmetenje videti obetavno. Sistem uporablja elektromotor na vsakem vogalu vozila SUV, ki med vožnjo v ovinek deluje na blažilnike in uravnava nagibanje karoserije. Zato Purosangue ne potrebuje običajnih protizdrsnih palic, med vožnjo pa se lahko tudi poveša, saj se njegova vozna višina zmanjša za 0,4 centimetra.

Varčnost z gorivom in dejanska poraba goriva

Poslovite se od denarja za gorivo: Purosangue z motorjem V12 bo zagotovo najmanj varčen Ferrarijev avtomobil. Agencija EPA še ni objavila ocen porabe goriva, vendar sta na primer tako Urus kot 12-valjni Bentayga dosegla 12 mpg po mestu, 17 mpg po avtocesti in 14 mpg v kombinaciji. Nekaj podobnega pričakujemo tudi od Purosangue. Več informacij o varčni porabi goriva vozila Purosangue najdete na spletnem mestu EPA.

Notranjost, udobje in tovor

Purosangue je edini trenutni Ferrari, ki ponuja dovolj prostora za štiri osebe, saj ima zadnja vrata na tečajih (znana tudi kot "samomorilska"), ki so zasnovana tako, da olajšajo dostop do zadnjega sedeža, hkrati pa ohranjajo videz dveh vrat. Sprednji in zadnji sedeži so posamezna vedra, kar pomeni, da zadaj ni klopi za občasnega petega potnika, obe vrsti pa imata sredinsko konzolo in sredinsko konzolo. Notranjost je seveda odeta v materiale Ferrarijeve kakovosti. Če bi rekli, da je kokpit osredotočen na voznika, bi bilo to premalo, saj se večina upravljalnih elementov upravlja z volana; v dobi tabličnih osrednjih zaslonov je veliko presenečenje, da na sredini ni zaslona na dotik za infozabavni sistem. Steklena streha je na voljo po želji, a če si med vožnjo ne želite videti sonca, vam bo serijska strešna plošča iz ogljikovih vlaken prihranila težo.

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