Latest news with #showrooms
Telegraph
3 days ago
- Automotive
- Telegraph
Why manual gearboxes are still king
In car sales terms, the automatic gearbox is king. Last year four in five cars (78 per cent) left UK showrooms with a self-shifting transmission. It's a dramatic fall from grace for the traditional manual gearbox: sales of cars with clutch pedals were only overtaken by autos in 2020. What's more, AA Driving School figures show that in 2024 one in five new drivers chose to take their test in an automatic. This was nearly double the number from five years previously. Red Driver Training's chief executive Seb Goldin added: 'We've seen a marked increase in automatic-only drivers taking the test, typically in urban areas.' There are multiple reasons for the shift towards autos. For a start, manufacturers are increasingly following customer demand for autos and not offering manual gearboxes on some or even all of their models. Automatics are becoming more affordable and more widely available, too. And the default transmission for electric vehicles is effectively an automatic. But despite the manual gearbox seemingly having had its day, drivers are still divided on its benefits. Here we look at the case for and against changing gear yourself. Manual pros Driving enthusiasts love them Driver coach Ivan Thompsett from Total Car Control is a fan: ' A manual gear change is so much more fun. On a good, open and flowing road, an auto is never as engaging, as stirring, as a manual gear stick. 'Get a good manual in the right car on a good road and you'll struggle to find a more satisfying driving experience.' They are great for performance cars Andreas Preuninger, the head of Porsche's GT division, says: 'For me personally, it has always been super important to have a manual gearbox. A manual gearbox is lighter, which helps with fuel efficiency and reduces emissions. 'It also allows for more horsepower because the internal resistance is significantly lower than in a PDK [semi-automatic] transmission.' They are cheaper to buy The big-selling Vauxhall Corsa 1.2 Turbo with a manual gearbox is £21,555; the same car with an auto costs £23,285. Manual technology has been around for years and manufacturers have been able to spread the development costs over time and vehicles. In addition, manuals are less complex: the driver changes gear by pressing the clutch pedal and moving the lever rather than relying on electronics or twin clutches, now featured on many autos, for controlling and ensuring seamless changes. Learning to drive is cheaper than with an auto Although being taught with a manual will give you a more versatile driving licence, it will also cost less than qualifying for an automatic-only licence. Driving schools charge a premium for automatic-only lessons. Seb Goldin, the chief executive of Red Driver Training, explains: 'On average, a lesson costs £35 an hour and we'll charge £5 more for lessons in an automatic. This reflects the additional cost of a vehicle with an automatic gearbox.' Cheaper insurance for manuals than autos Admiral insurance says: 'Automatics can be more expensive to insure due to higher claims costs, while automatic gearboxes cost more to replace than a manual. 'The Admiral pricing team did some research by looking at the average premium for both automatics and manual cars. Interestingly, we found the average premium was 5.63 per cent higher for automatic cars.' Stops drivers becoming lazy With a manual gearbox, you have no choice but to engage with the car. Driver coach Thompsett reveals: 'So many cars now do so much that drivers become lazy. People don't drive any more. They travel. 'A manual gearbox makes people think about their driving. That might make them safer than someone who is completely switched off.' Manual cons It's easier to design cars for automatics Now car makers have worked out that they can replace the clunky old gear lever with little more than a switch, it has given designers greater freedom. Matthias Hossann, Peugeot's head of design, told us: 'With a gear lever, a lot of the cockpit environment was occupied. Now we can think about how we can re-engineer a new experience for our customers. We can provide places to rest your arm and storage. 'It opens up many interesting options regarding the touch and feel of the car.' Clutch control can be a turn-off With the increasing number of auto-only EVs around, young drivers are increasingly viewing changing gear as irrelevant. 'I think the only barrier to larger scale take-up of automatics has been, and is, cost,' said Red Driver Training's Goldin. 'I think it will be a while until the second-hand market for accessible small automatics catches up with manuals. But it will happen. And when it does, even more young drivers will go auto only.' They can feel a bit clunky in traffic No matter how much drivers love the experience of manuals, it's a reality in this country that everyone spends some time in stop-start traffic. And constantly pushing in the clutch pedal in stop-start traffic can become rather tedious. With an automatic, on the other hand, you're simply dabbing the accelerator and brake to creep forward at a snail's pace. Automatics are more fuel efficient On the face of it, manual transmissions are more efficient. For example, the Volkswagen Polo 1.0 95PS with a five-speed manual gearbox returns 55.3mpg, the identical car with a seven-speed automatic gives 53.1mpg. The auto Vauxhall Corsa is thirstier than the manual model, too. But that doesn't tell the whole story. Volkswagen's Trevor Rickwood explains: 'Small manual cars can offer better fuel economy when driven in the best possible way – and the official numbers quoted are always 'best case scenario' – but few people use manual gears in the perfect way. 'While official figures are correct in saying that manual cars such as the Polo 1.0 are more fuel efficient than their automatic counterparts, an automatic gearbox is still usually the most economical choice for most drivers.' Verdict Although the manual gearbox has a lot going for it, the automatic has one great benefit: convenience. And, as the statistics suggest, for most drivers, that's key.
News.com.au
4 days ago
- Automotive
- News.com.au
Suzuki Fronx review finds a solid performer
The new Suzuki Fronx hybrid compact SUV has arrived in showrooms at a time when Australians are embracing the technology like never before. After a wave of electric excitement, things aren't looking so swell for the pure battery-powered genre. Hybrids on the other hand are proving more popular than strawberry sundaes at the Ekka. They account for more than 15 per cent of the total market, while plug-in hybrids are also on the increase. An ace up the Fronx sleeve is price. Most of the hybrids are pushing into the $40k-plus bracket, whereas the new Suzuki is $30,990 drive-away. That significantly undercuts the Toyota Corolla Cross GX hybrid ($40,846 drive-away), Hyundai Kona Hybrid ($40,190 drive-away) and even the MG ZS Excite Hybrid+ ($32,990 drive-away). What do you get? Given the price it's not surprising there is liberal use of plastics in some areas, but the faux leather seat trim and the shiny dash surfaces raise the ambience. Other nice kit includes a 9-inch touchscreen, wireless Apple CarPlay and Android Auto, heated front seats, head-up display, keyless start, wireless phone charger, satnav and a four-speaker stereo. Warranty coverage meets the industry standard of five years and unlimited kilometres, Servicing costs are at the midpoint of the scale, with the capped-price ranging between $319 and $579 for the first five dealer-service visits. The total would be $1915 with annual or 15,000km intervals – that sits in the middle ground compared to the Corolla Cross at $1275 and the Kona Hybrid at $2639 on the same schedule. White is the only external colour which is complimentary. Premium options of grey, blue and black are $690 extra, while the two-tone versions that combine silver, red or orange with black add $1190. How was the drive? Buyers of compact hybrids are chasing frugal machines, and the Fronx is miserly when it comes to running costs. Running on standard unleaded, $20 filled about half of the 37L tank. Our fuel consumption over a week returned an average of 5.5L/100km with a combination of highway, metropolitan and easy rural drives. That's slightly higher than the official figure from Suzuki. For comparison, our recent test in the Kona saw 4.6L/100km (3.9 claim), the Corolla Cross managed 4.8L (4.2 claim) and 5.2L/100km in the ZS (4.7 claim). Quarter-mile records are well and truly safe. The Fronx delivers consistent and reliable performance, just don't expect anything rapid or excitement-inducing. It's conservative in all aspects, but it feels typically Suzuki in terms of solid build and on-road confidence. Sitting just under 3000rpm at 110km/h, things can get rowdy as you push up into the rev range. Steep inclines can be challenging and the Fronx requires some right foot motivation to maintain pace – steering wheel-mounted paddles are useful to take manual control of the six-speed automatic gearbox. The sport button can be a placebo as it holds the gears higher into the rev range and feels anything but athletic. Like most hybrids, the Fronx does its best work in traffic. Its nimble and compact dimensions make tight carparks a breeze. The turning circle of less than 10m converts usual three-point turns into U-bolts. Unlike some of the other hybrids Suzuki employs a 12V mild-hybrid system with a small lithium-ion battery. So it can't run purely on battery power, the battery acts more as assistant and gains its energy from regeneration via braking and coasting. Those in the back seat will find reasonable head and leg room for adults, but it best suits two. Three would be a squeeze. Would you buy one? Kel: Our test car was in the two-tone with orange … that wouldn't be my first choice. The Fronx was user friendly and our family has had a reliable history with Suzuki courtesy of the Swift. I did feel not a great deal had changed with the Fronx operationally, and the limited boot space meant gear often spilt into the back seat while it also couldn't handle all 10 bags for our weekly grocery shop. I'm looking forward to the new Vitara which is coming soon and more my preferred size. Grant: Across the key performance indicators the Fronx remained good, but never pushed above and beyond. Some may be tempted to cross-shop it against the cheaper Chery Tiggo 4 or Mahindra XUV 3XO, but they're not hybrids, and Suzuki is a trusted name plate with runs on the board. Anyone chasing a solid performer with low running costs and a solid features list will find the Fronx won't let them down.
Argaam
10-08-2025
- Business
- Argaam
Marble Design completes 90% of subsidiary's showrooms, warehouses
Marble Design Co. completed 90% of work on showrooms and warehouses for its wholly owned subsidiary, Tareeq Al Maskan Real Estate Development Co., according to a statement to Tadawul today, Aug. 10. The company aims to introduce a new product — Sintered Stone Slabs, which are raw slabs manufactured from natural materials using modern technologies. The new product is shaped to order for use in interior and exterior architectural applications, in collaboration with the brand Techlam, a subsidiary of Spanish company Levantina. Marble Design is currently in the final stages of obtaining the necessary licenses to commence operations, with the financial impact of this expansion expected to be reflected in the second half of 2025. The company also noted that the land purchase, project construction, and acquisition of the necessary machinery for cutting Sintered Stone Slabs were all financed through the internal resources of Tareeq Al Maskan. According to Argaam 's data, Tareeq Al Maskan purchased, in August 2023, two land plots for SAR 4.95 million, to build a showroom and warehouse for the company's products.
Auto Blog
06-08-2025
- Automotive
- Auto Blog
2025 Honda Odyssey vs. 2025 Toyota Sienna: 5 Key Differences
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. The second-generation Palisade was recently announced, and it will debut in showrooms before the end of this year, but the current 2025 model is still a tremendously good value, and Hyundai is offering a great lease deal in August. If you're shopping for a minivan, there are only a few choices to pick from, including the Chrysler Pacifica, the Kia Carnival, the Honda Odyssey, and the Toyota Sienna. If you are familiar with the minivan world, then you know that the last two choices are by far the most popular. And if you're shopping between the Sienna and Odyssey, it could be tough to pick the right one for you. The 2025 Toyota Sienna offers up a hybrid powertrain, the availability of all-wheel drive, and a host of in-cabin technologies that differentiate it from the rest. The 2025 Honda Odyssey, on the other hand, has a six-cylinder engine and is front-wheel-drive only, but it has sporty driving dynamics that you normally wouldn't find in a minivan. Add to that the myriad of comfort and convenience features that it offers, and we wouldn't blame you for resorting to a coin toss to pick between these two front-runners. 0:01 / 0:09 When will Toyota build an EV with its simulated manual transmission? Watch More However, if you really are trying to pick between the Honda Odyssey and Toyota Sienna, there are a handful of differences that should be brought to your attention to help you decide. Here are five key differences between the two. 2025 Toyota Sienna — Source: Toyota #1. Powertrain: V6 vs. Hybrid A V6 engine has always powered the Honda Odyssey, and not much has changed for 2025. Under its hood is a 3.5-liter V6 engine that produces 280 horsepower and 262 lb-ft of torque, which is more than enough to get the family hauler moving quickly. And while most drivers can appreciate a good V6 and the power it emits, the stark reality is that it still achieves only up to 19 mpg in the city and 28 mpg on the highway. That's not bad for a heavy minivan, but it doesn't hold a candle to the Toyota Sienna's specs. The 2025 Toyota Sienna is motivated by a different setup, which consists of a 2.5-liter, four-cylinder engine that's mated to a hybrid powertrain. Combined, the unique configuration is good for 245 horsepower, which is noticeably less than the Odyssey's powerplant. However, fuel economy is where the Sienna really shines, as the EPA estimates that it can achieve up to 26 mpg in the city and on the highway. In real-world testing, many drivers have been able to match those estimates, making the Sienna a true winner when it comes to fuel-efficient motoring. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. #2. Available All-Wheel-Drive If you live in an area that sees snow for part of the year, or you plan to drive your minivan on some minor off-road trails, the Toyota Sienna is the better pick. The Sienna comes standard with a front-drive configuration, but it is also available with an all-wheel drivetrain, which makes it a more capable choice than the Honda Odyssey. 2025 Toyota Sienna — Source: Toyota #3. Interior Configuration and Technology Both of these minivans offer similar technology, including a premium audio system, wireless Apple CarPlay and Android Auto, and the availability of rear entertainment systems. However, they differ when it comes to their interior configurations. The Honda Odyssey features a Magic Slide second row for flexible configuring, while the Sienna offers ottoman-style captain's chairs for a more premium lounge-like experience. Source: Honda #4. Infotainment and Features As stated, both of these minivans have all the tech-savvy goods that families need, including large touchscreen infotainment systems and entertainment features. However, they differ when it comes to some of their in-cabin technologies. For example, the Honda Odyssey is available with CabinTalk, which allows the driver to talk to the second- and third-row occupants through the speakers. That makes it easier for parents to reprimand their kids without having to shout. Also, the Odyssey has a CabinWatch feature built into the infotainment system, which allows them to see the second row. It's perfect if you have young kids or babies to keep your eye on. The Toyota Sienna has its own set of features up its sleeve, which includes a large nine-inch touchscreen infotainment system, a digital mirror, and a vacuum cleaner. There is even a cooler available for drinks and other food items you need to keep cool while on the go. #5. Styling and Trim Options There is no denying that both of these minivans look like, well, minivans. However, both automakers have stepped up their styling efforts. The Honda Odyssey features a more conservative and clean exterior style, which gives it a classic minivan appearance. The Sienna has a bolder and more angular style, which makes it look a little more adventurous, especially in Woodland Edition guise. Ultimately, the Sienna has more visual personality and outdoorsy trims, while the Odyssey feels more understated and traditional. Source: Honda Final Thoughts Selecting the right minivan for you and your family can be challenging, but narrowing down your choices is a good starting point. If you end up getting down to the 2025 Toyota Sienna and the 2025 Honda Odyssey by a process of elimination, then these five differences could help you make the best decision. Of course, we recommend driving both to make the best choice. About the Author Joe Santos View Profile
Auto Car
21-07-2025
- Automotive
- Auto Car
Isuzu D-Max EV brings 163-mile range for £59,995
The new Isuzu D-Max EV will be priced from £59,995 (excluding VAT) when it arrives in UK showrooms next February. The Japanese brand's first EV – and one of the UK's first electric pick-up trucks – swaps the existing D-Max's diesel engine for a pair of electric motors. One is mounted on each axle, giving combined outputs of 188bhp and 240lb ft of torque for a 0-62mph time of 10.1sec and a top speed north of 80mph. Power is supplied by a 66.9kWh battery under the floor, which is good for a WLTP range of 163 miles and can be charged at speeds of up to 50kW for a 20-80% top-up time of one hour. Importantly, the battery doesn't have a drastic impact on the D-Max's off-road ability, with the EV claiming 210mm of ground clearance and a wading depth of 600mm. It has approach and departure angles of 30.5deg and 24.2deg. In addition to permanent four-wheel drive, the D-Max EV has a dedicated Rough Terrain Mode for "extreme off-road capability". While it uses the same ladder chassis as the existing truck, Isuzu has fitted a bespoke de Dion rear suspension system in place of the leaf springs for improved handling. Just as important is the fact that the EV is rated to carry more than 1000kg in its loadbed and can tow up to 3500kg - although Isuzu has yet to say what impact this will have on the range. The D-Max EV weighs 2350kg at the kerb. Otherwise, the D-Max EV is largely identical to the diesel D-Max, inside and out - down to the kit list, which includes a touchscreen infotainment screen with smartphone mirroring, a digital driver's display, dual-zone climate control, parking sensors front and rear and heated front seats.
