Mercedes-Benz C-Class: C300 Review
The current generation C-Class, first presented two years ago, received a model year upgrade, much like every other vehicle in the Mercedes-Benz India lineup. The C-Class, which debuted in mid-2022, had a 1.5-liter gasoline engine with 200 horsepower and 300 Nm, dubbed the C200. Additionally, a 2.0-liter diesel engine with a mild hybrid 48-volt system produced 200 horsepower and 440 Nm.
In the meantime, the 300d, which produced 260 horsepower and 550 Nm, was the most potent and costly diesel. But with this model year update, the flagship diesel is no longer available, and the C300 petrol, which you see in the photos, takes its place. The engine in the C300 resembles the one in the C200, a 2.0-liter four-cylinder turbo-petrol engine, but engineers tuned it differently to produce around 260 horsepower and 400 Nm of torque.
Powertrain And Performance
You might anticipate it to be a little more gruff-up because it has nearly 60 more horsepower from the same capacity engine. It’s also a little rough, let me tell you. However, you don’t feel the engine or its full power reserve if the cabin is well-insulated. As you get rolling, there are a lot of grunts from the very beginning. If your office commute is calm, the engine may grind languidly under or around 1000 rpm all day. It makes me ponder how incredible it is that the engine seems so strong, smooth, and endearing without ever being used. For more details, read here.
Porsche Panamera Turbo S E-Hybrid Review
In Panamera Town, the Turbo S E-Hybrid is the best vehicle due to its impressive 771 horsepower and 737 pound-feet of grunt. That power comes from a 4.0-liter V-8 twin-turbo engine that produces 591 horsepower and 590 pound-feet on its own. An electric motor with 187 horsepower adds another 331 pound-feet to the output. With the help of what we estimate to be a 21.8-kWh plug-in battery, the electric power is anything but ephemeral. It can either assist the gas engine to offer the combined maximum output for a considerable amount of time, or it can give it a C/D-estimated 40 miles of all-electric range. The electric power still passes through the gearbox because it sits between the engine and the eight-speed dual-clutch automatic transmission.
Powertrain And Performance
Additionally, this opens the door for Porsche Active Ride (PAR), a brand-new active ride configuration that fully utilizes the 400-volt hybrid Powertrain. The purpose of PAR, which is made up of a motor pump unit at each corner, a single-chamber air spring, and a two-valve damper, is to maintain the body’s complete flatness despite the different forces acting on it. This implies not just zero roll, but also zero dive and squat. Consider a vehicle that has the damping control to handle secondary hits while still managing all of that from a primary ride perspective. It is the standard fitment on the Turbo S E-Hybrid and is eerily stunning.
Porsche Panamera Turbo S e-hybrid
Ses🧿🧿🧿 pic.twitter.com/PRCbO7juJC— PoLoMurat (@muratpoloo) December 6, 2024
The automobile suddenly lifted 2.2 inches when you open the door. At first, it’s shocking because it happens in a split second, but it also means it’s over before it matters. For a car this low, we appreciate the two-plus-inch lift, and when all the doors are closed, it descends again (more slowly). The headlights don’t dip when braking, and the car doesn’t roll a single bit as it turns a bend once it’s started. In reaction to common lumps and cracks, you can feel the suspension seems natural, but it practically eliminates the accompanying first-order motion. The Skyhook principle explains this by assuming that the body remains flat during impacts and gets damped out. For more details, you can read here.
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