2014 Kawasaki Versys 650 Horsepower

2014 Kawasaki Versys 650 Horsepower

With the rise in popularity of the adventure bike in the noughties came the realisation that 99% of off-road styled adventure bikes never went off-road in their lives. In which case, why bother with knobbly tyres, spoked wheels and massive ground clearance? Why not just build a pure road bike that combined the best bits of adventure bikes (upright riding position, pothole-surfing suspension, easy power delivery and torque-tuned engine) with the best bits of road bikes (proper tyres, easy-clean cast wheels, decent brakes and sleek styling)?

Kawasaki decided to do just that with the Versys 650 and 1000, although opinions were divided on the 'sleek styling' part – the early versions were never particularly easy on the eye, although they were pretty easy on the wallet, which counts for a lot. Most people (and Wikipedia) will tell you that 'Versys' comes from 'Versatile' and 'System'. Which is odd, since Kawasaki themselves say it comes from 'Vertex' and 'System'. Wherever the name comes from, the 650 version of the bike is a belter – easy to ride, easy to maintain, easy to thread through traffic or fling round twisty back roads, as the mood or need takes you. The Versys 650 is based squarely on the well-proven ER-6 platform, which as well as being an outstanding commuter bike and all-rounder, has also been the basis of countless race bikes in the Minitwins and Supertwins classes, proving reliable even when tuned to the max and revving far higher than in road form. In Versys form the engine's re-tuned for more low down pull at the expense of a little top end, but it's better for it, with far better flexibility which means less gearbox-dancing. 17in cast wheels take sensible-sized tyres, giving a wide choice of price/grip, and relatively plush suspension and decent brakes complete a versatile package.

The original 650 ran from 2007 to 2009, then a mild cosmetic update for 2010 (still with the stacked headlights) sufficed, until a major update in 2015. That brought sportsbike-style lights, beefier forks and KYB rear shock, a bigger fuel tank (21 litres, up from 19) and a tiny bit more power. Alongside the base bike, from 2011 there's been a Tourer version (sometimes called the LT), with additional panniers, hand guards and tank pad as standard. From 2015 that was joined by the Grand Tourer (or LT SE), which added a top box, spotlights, pannier inner bags, gear indicator and 12V accessory socket. ABS was optional on earlier models, but standard from 2016.

Kawasaki Versys 650 (2007-current) Price

The first Versys of 2007 retailed at £4995 – four hundred quid more than the ER-6N on which it was based, and the equivalent of around seven grand today. By the facelift in 2010 it was up to a quid short of six grand – exactly the same price as its stablemate, the excellent Z750 – and by 2018 full retail was over seven grand, so it was never a particularly cheap bike. But over the years they've held their values pretty well (in fact used prices have barely changed in the past 2-3 years), and you'll struggle to find a clean early one in a dealer for under £2500, although you'll see high mileage (and usually pretty scruffy) examples on private sale for under two grand.  If you can stretch to it, we'd recommend holding out for a good 2010-2014 model – nice ones start at around £3200 for a 2010 base model with reasonable miles, and go up to around £4000 for a late 2014.

There doesn't seem to be a big difference between the prices of ABS or non-ABS models. From 2015 on, there's a bit of jump in prices, with good ones starting from about £4500 and some dealers asking over six grand for a low miles 2019 model at time of writing. Shop around though – you can get a new one for £6500 with delivery mileage only.

Touring and GT models attract a premium of around 10%.

Power and torque

With just over 60bhp hauling more than quarter of a ton of bike and rider, you might expect performance to be a little flat, but it's not. Partly that's down to the re-tuned engine, which means you don't need to wring its neck like the ER6 on which it's based, but mainly it's lower gearing which means you lose a bit of theoretical top speed (if you 'need' to be doing more than 130mph on the road you're probably not looking at a Versys anyway...) but gain a lot of low down acceleration. That makes it a hoot in town, where dodging for gaps in traffic is pretty much squirt and go, and it also means less gearbox action out on the road, and especially powering out of tight bends. The downside of the lower gearing is a slightly 'busy' feeling at motorway speeds – you sometimes feel as if you'd like an extra overdrive gear.

Engine, gearbox and exhaust

The Versys engine is tough. Very tough. Tough enough to be tuned for racing and thrashed mercilessly round the TT course without giving trouble. So given a bit of regular maintenance it'll go on more or less forever as a road bike. That said, you should still check a used bike carefully and make sure you see it started from cold, as it's not unknown for neglected examples which have been thrashed from cold every day on short commutes to burn a fair bit of oil – a good one should rarely need topping up between changes. Otherwise problems tend to be related to peripherals – failing electrics, poor connections etc.  If there's a fundamental complaint it's vibration – not a surprise with a twin, but it can be very noticeable, especially on early bikes (2010-on had better engine mounts and suffer less). Kawasaki fitted foam pads to later bikes to reduce panel rattles – worth renewing or replacing if they've disappeared over the years. The gearbox rarely gives trouble in normal use, although you might catch the odd false neutral if you try and shift too fast or without the clutch.

The exhaust system has always been a weak point – corrosion is very common and complete collapse not unknown. Some owners treat that as an excuse to fit a new aftermarket exhaust, and there are several contenders offering replacement downpipes, slip-on silencers or complete systems. Black Widow are well worth a look, with full systems from just over £250 (genuine Kawasaki downpipes are £390 and silencers £535!).

Kawasaki Versys 650 (2007-current) Economy

Decent fuel economy has always been a Versys strong point. It's easy to get 50+mpg and quite possible to get over 60mpg, and even if you're heavy-handed you'll struggle to get much worse than mid 40s. Combined with a decent sized fuel tank that means a range of 200 miles is achievable even on the earlier models (19 litre tank) and easy on the 2010-on version with its extra couple of litres. Some owners of later bikes reckon they get 240 miles from a tank on a regular basis.

Handling, suspension, chassis and weight

Despite a kerb weight over 200kg, the Versys is stable and easy to manage at low speeds, and once rolling properly the weight just falls away – it's really very nimble and quick to change direction. The suspension's pretty soft on all models. For most riding that's not a problem, but if you start pushing in the bends like you would on a sportsbike, or pushing well past motorway speeds, it all gets a bit wobbly. The damping's a bit crude as well, managing to be soft half the time, yet still to crash over sudden bumps. You can make a huge difference to the front end by playing with oil weights and air gaps – you can nearly double the air gap with good results, and dropping to a good quality 5W oil is popular. There's a lot of good advice available on the owners' forums, including an excellent how-to guide for modifying the fork damping shims on versys.co.uk. There's not a lot to be done with the standard rear shock though. Hagon do a very good budget replacement at £299 and Wemoto offer a YSS version for £290. It's also possible to fit a shock from a mid-noughties Yamaha R1, but it has to go in upside down, and it will need a stiffer spring and a rebuild by a specialist to tailor the damping to your needs.

Kawasaki Versys 650 (2007-current) Brakes

The Versys is designed to be easy to use, and novice-friendly, so that means a relatively soft braking set-up, designed more for feel than outright power. Swapping to harder HH-rated pads will give a bit more of a positive bite to the action, while changing the original rubber hoses for braided steel items will harden up the feel at the lever, at the expense of a bit of fine control. From 2015 the four-piston calipers offer a bit more outright power, but on ABS-equipped models you may find the system kicks in a little earlier than you might like.

Kawasaki Versys 650 (2007-current) Electrics

There's nothing very complicated about the Versys' electrical system, and no really major flaws, except maybe the voltage regulator. It's a very basic, old-fashioned item, and it's unknown for them to fail, taking the battery and generator with them. Long term owners swear by changing it even if it's not currently (ha!) giving trouble, with the Compufire 55402 being a popular replacement, although you can also use a Shindengen Mosfet reg/rect as fitted to late model Yamahas and Triumphs in particular. Either way you'll probably have to change the main connector to the generator, but that's no bad thing as the original is a weak point. Otherwise no major dramas. Early bikes are shopwing age-related woes, as you might expect – poor connections, corroded wires, bad earths. There are some examples of wiring rubbing at the headstock area as well, potentially damaging insulation and/or breaking wires.

Comfort over distance and touring

It's no armchair, but most owners seem pretty happy with the comfort level, even with the handy 200+ mile tank range available.The riding position's fairly upright, but not so much as to load your bum and spine too much, and the little flyscreen is surprisingly effective at legal speeds.  It's maybe a little cramped for long distance two-up touring but most owners seemed to do most of their mileage solo. If you do decide to nip off for a two-up trip you need to be careful about overall weights – up to 2014 the max permissible payload was just 180Kg, so most or all of that will be taken up by two adults in full kit, leaving little or nothing for luggage. From 2015 the limit went up to 215kg thanks to the revised model's beefier subframe. The seat height's pretty tall as standard, and there are plenty of options for kits to lower the rear suspension, usually by around 40mm. If you go down this route, you really need to lower the front suspension too, by dropping the yokes over the forks by around 30-40mm. If you don't lower the front as well, you'll really screw up the otherwise sweet steering. Once lowered, you may find you need to shorten your sidestand to suit. The other option for the vertically challenged is Kawasaki's own low gel seat – as well as being lower it's a bit narrower at the front, which makes a huge difference.

Rider aids and extra equipment / accessories

There's only the one rider aid – ABS. It was an option on earlier bikes, becoming standard for 2016. It's a fairly basic system and experienced riders might find it cuts in a bit early, but that's better than cutting in too late... Few Versys owners heavily accessorize their bikes, although heated grips and a properly fitted chain oiler are worth having (although not worth paying extra for if you don't have to...). Top boxes are also popular, both for slimline commuting and as a useful addition to the Tourer's panniers. Beware though – Kawasaki say you shouldn't use a top box and panniers at the same time on 2007-2014 models, although many owners do with no problems. From 2015 the subframe's stronger, as already noted, and it's not a problem to have panniers and top box. If not already fitted, it's well worth investing in a front mudguard extender and a rear hugger – makes a big difference to the amount of muck that gets thrown about.

Kawasaki Versys 650 (2007-current) verdict

Despite being viewed with a bit of bemusement when it first appeared, the Versys 650 has gradually attracted a dedicated following, and it's not hard to see why. It's a proper do-it-all bike, just as happy commuting all week as it is carving a few backroads or heading off for a weekend fully loaded . There are plenty to choose from, so we'd advise buying the best one you can afford, and be more concerned about condition than mileage – although the finish is pretty good, once they get furry it takes a LOT of effort to get them looking sweet again, so bear that in mind when you're looking at a potential buy. With such a long model life there are plenty of sources for parts, both aftermarket and second-hand, and lots of knowledgeable owners out there, keen to share their experience. We'd suggest versys.co.uk and kawasakiversys.com for starters.

Three things we love about the Versys…

• Outstanding reliability
• Easy maintenance
• Low running costs

Three things that we don't…

• Suspension's a bit soft
• Vibration on some earlier bikes
• Easy-rust exhaust

Kawasaki Versys 650 (2007-current) spec (2010 model featured)

Original price	£5999
Current price range	£2500-£6000
Capacity	649cc
Bore x Stroke	83x60mm
Engine layout	Parallel twin, four stroke
Engine details	DOHC, liquid cooled, fuel injection
Power (claimed)	63bhp (47kW) @ 8000rpm
Torque (claimed)	49.4 lb-ft (61Nm) @ 6800rpm
Top speed	130mph
Transmission	6 speed, chain final drive
Average fuel consumption	53mpg tested
Tank size	19 litres
Max range to empty (theoretical)	220miles
Reserve capacity	Approx 40 miles from fuel warning flashing (no reserve tap)
Rider aids	ABS (optional)
Frame	Steel diamond
Front suspension	41mm inverted forks
Front suspension adjustment	Adjustable preload and rebound damping
Rear suspension	Monoshock, direct operation
Rear suspension adjustment	Adjustable preload and rebound damping
Front brake	300mm wavy discs, twin piston Tokico calipers
Rear brake	220mm wavy disc, single piston Tokico caliper
Front tyre	120/70 ZR17
Rear tyre	160/60 ZR17
Rake/Trail	25°/108mm
Dimensions	2125mm x 840mm 1315mm (LxWxH)
Wheelbase	1415mm
Ground clearance	180mm
Seat height	845mm
Kerb weight	206kg

Looking for motorbike insurance? Get a quote for this bike with Bennetts motorcycle insurance

2014 Kawasaki Versys 650 Horsepower

Source: https://www.bennetts.co.uk/bikesocial/reviews/bikes/kawasaki/kawasaki-versys-650-2007-review-used-price-spec

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Lincoln Phaeton

Lincoln Phaeton

Motor vehicle

Lincoln L series
1929 Lincoln L-series Sport Touring
Overview
Manufacturer	Lincoln Motor Company Lincoln (Ford)
Also called	Lincoln Model L
Production	1920–1930
Assembly	United States: Detroit, Michigan (Lincoln Motor Company Plant)
Designer	Angus Woodbridge Edsel Ford
Body and chassis
Class	Luxury car
Body style	2-door convertible 4-door convertible 2-door coupe 4-door sedan 4-door town car 4-door limousine 4-door phaeton
Layout	FR layout
Powertrain
Engine	1917–1927: 90 hp 357.8 cu in (5.9 L) Lincoln Fork and Blade V8 1928–1930: 90 hp 384.8 cu in (6.3 L) Lincoln Fork and Blade V8
Transmission	3-speed manual
Dimensions
Wheelbase	1917–1922: 130 in (3,302.0 mm) 1923–1930: 136 in (3,454.4 mm)
Chronology
Successor	Lincoln K series/Model K

The Lincoln L series (also called the Lincoln Model L) is the first automobile that was produced by the Lincoln Motor Company.^[1] Introduced in 1920, the L series would continue to be produced after the bankruptcy of Lincoln in 1922 and its purchase by Ford Motor Company.

It was an alternative to various top level luxury vehicles to include the Mercedes-Benz 630, Rolls-Royce Phantom I, Renault Type MC, Packard Twin Six, and Cadillac Type 61. It was replaced during 1930 by the Model K.

Assembly of the L series took place in Detroit, Michigan.

Model history [edit]

1917–1922 [edit]

1922 Lincoln L-series Touring Sedan

After leaving the company over a dispute with William Durant over World War I production, Cadillac founder Henry Leland created the Lincoln Motor Company. Initially the company produced Liberty V12 aircraft engines as its only source of revenue. With the war concluded, and at the age of 74, Leland decided to make the Lincoln Motor car. The company was reorganized in 1920 and created the first L-series car in 1920, for sale as a 1921 model.^[1]

The L series was designed by Angus Woodbridge, the son-in-law of Henry Leland; trained as a ladies hatmaker, the design of the L series was considered old-fashioned for the time.^[1] The company catered early on to providing custom coachwork for its clients, and both Brunn and Judkins offered two choices each. 15 selections were available from Lincoln coachbuilders; roadsters, coupes, touring sedans, phaetons, and broughams, with a Town Car offered at USD$6,600 ($95,762 in 2020 dollars ^[2]).^[1] Brunn offered both a roadster and a phaeton, while Judkins offered both a sedan and a berline with glass partitions.^[1] To further accommodate the particluar client, the chassis was sold for USD$4,000 ($58,037 in 2020 dollars ^[2]).^[1]

After World War I, the Lincoln Motor Company struggled in the postwar recession with repeated, false tax evasion claims.^[3] Total calendar year production for 1920 and 1921 were quoted to be 2,957.^[1]

Year	Engine	HP	Transmission	Wheelbase	Tire size
1921	357.8 cu in (5.9 L) 60° L-head V8	81[1]	3-speed manual	130 in (3,302 mm) [1]	23"

1922–1923 [edit]

1923 Lincoln L-series Brunn coupe

In financial trouble, Leland sold the company to Henry Ford February, 4 1922 for $8 million ($123,689,861 in 2020 dollars ^[2]), the amount determined by the judge presiding over the receivership Arthur J. Tuttle.^{[4] [1]} Henry Leland valued the company at over $16 million. After a few months the Lelands left the company because of Henry Ford's managerial style and his son, Edsel Ford, designed a new body for the L series. Edsel became President and Ernest C. Kanzler General Manager. the L series was a robust car. In the first year, hydraulic shock absorbers were added.^[1] Edsel and Kanzler implemented production economies, trimming manufacturing costs by about $1000 per car.

Aside from the extension of the wheelbase from 130 to 136 inches, the chassis of the Lincoln Model L saw few major changes; the 60-degree L-head V8 remained in production. The V8 used a novel approach for the piston connecting rods called Fork and Blade, which meant two connecting rods shared one bearing on the crankshaft, which allowed for a short crankshaft and a smaller overall engine size, while still displacing 357.8 cu in (5.9 L). The cylinders in both banks are also not offset from each other.

For 1923, several new body styles were introduced for the Model L under the direction of Edsel, including two and three-window four-door sedans, and a four-passenger phaeton. Other vehicles included a two-passenger roadster, and a $5,200 ($78,985 in 2020 dollars ^[2]) seven-passenger touring sedan and limousine. A sedan, limousine, cabriolet, and town car were also offered by coachbuilders LeBaron, Fleetwood, Judkins, Derham, Holbrook, Willoughby and Dietrich, and a second cabriolet was offered by coachbuilder Brunn. Vehicles built by these coachbuilders went for as much as $7,200; despite the relatively niche market segment, Lincoln sales rose about 45 percent to produce 7,875 cars and the company was operating at a profit by the end of 1923.

Year	Engine	HP	Transmission	Wheelbase	tire size
1923	357.8 cu in (5.9 L)	90	3-speed manual	136 in (3,454 mm) [1]	23"

1924–1926 [edit]

In 1924, the L series was given a newer look with such things as a nickel-plated radiator shell, while 1925 is identified by the absence of cowl lights. Front and rear bumpers became standard. The smallest L series was the 2-door, 2-passenger roadster. 1926 was basically the same except for some interior changes.^[1]

In 1924 large touring sedans began to be used by police departments around the country. They were known as Police Flyers, which were equipped with four-wheel brakes, two years before they were introduced on private-sale vehicles. These specially equipped vehicles, with bulletproof windshields measuring 7/8 of an inch thick and spot lights mounted on the ends of the windshield, also came with an automatic windshield wiper for the driver and a hand-operated wiper for the front passenger. Police whistles were coupled to the exhaust system and gun racks were also fitted to these vehicles.

Year	Engine	HP	Transmission	Wheelbase	tire size
1925	357.8 cu in (5.9 L) V8	90	3-speed manual[1]	136 in (3,454 mm)	23"

1927–1930 [edit]

1927-28 Lincoln L-series limousine

In 1927, the L series got smaller wheels with 4-wheel standard mechanical brakes.^[1] All instruments were on an oval surface. A larger engine (though no HP increase) came in 1928. 1929 brought Safety glass and dual windshield wipers. 1930 was the last year for the L series.

Year	Engine	HP	Transmission	Wheelbase	tire size
1928	384.8 cu in (6.3 L) V8	90	3-speed manual	136 in (3,454 mm)	20"[1]

Coachbuilt examples [edit]

Lincoln contracted with dozens of coachbuilders during the 1920s and early 30s to create multiple custom built vehicles, to include American, Anderson, Babcock, Holbrook, Judkins, Lang, LeBaron, Locke, Murray, Towson, and Willoughby in the 1920s. Murphy, Rollston, and Waterhouse were added in the 1930s.^[1] Optional equipment was not necessarily an issue with 1920s Lincolns; special and bespoke items were accommodated on customer vehicles. A nickel-plated radiator shell could be installed for $25, varnished natural wood wheels were $15, or Rudge-Whitworth center-lock wire wheels for another $100. Disteel steel disc wheels were also available for $60.

Lincoln chose not to make yearly model changes, used as a marketing tool of the time, designed to lure new customers. Lincoln customers of the time were known to purchase more than one Lincoln with different bodywork, so changing the vehicle yearly was not done to accommodate their customer base.^{[5] : 52–57}

Pop culture [edit]

A 1924 Lincoln was featured in the first season of the classic CBS sitcom The Good Guys.

In the 1986 comedy movie, The Money Pit, the house came with a 1929-30 Lincoln L-series 4-door Sport Phaeton as a part of the purchase.

A blue 1928 Lincoln L can be seen in the bridge scene in the movie The Untouchables.

References [edit]

1. ^ ^{a b c d e f g h i j k l m n o p q} Kimes, Beverly (1996). Standard Catalog of American Cars 1805–1942. Krause Publications. pp. 867–886. ISBN0-87341-428-4.
2. ^ ^{a b c d} 1634–1699: McCusker, J. J. (1997). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States: Addenda et Corrigenda (PDF). American Antiquarian Society. 1700–1799: McCusker, J. J. (1992). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States (PDF). American Antiquarian Society. 1800–present: Federal Reserve Bank of Minneapolis. "Consumer Price Index (estimate) 1800–". Retrieved January 1, 2020.
3. ^ Mandel, Leon (1982). American Cars . Stewart, Tabori & Chang, Inc. ISBN0-941434-19-2.
4. ^ Weiss, H. Eugene (2003). Chrysler, Ford, Durant, and Sloan. McFarland. ISBN0-7864-1611-4.
5. ^ Bentley, John (1952). The Old Car Book. 208.

Lincoln Phaeton

Source: https://en.wikipedia.org/wiki/Lincoln_L_series

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Toyota Ft One

Toyota Ft One

Toyota GT-One

Category	LMGTP (originally GT1)
Constructor	Toyota Motor Corporation
Designer(s)	André de Cortanze
Successor	Toyota GR Super Sport Concept
Technical specifications
Chassis	Carbon fiber and aluminum honeycomb monocoque
Suspension (front)	Independent double wishbone pushrod system
Suspension (rear)	Independent double wishbone pushrod system
Engine	Toyota 3.6 liter 90-degree V8 twin-turbo, mid, longitudinally mounted
Transmission	TTE 6-speed sequential manual
Fuel	Esso
Tires	Michelin radial
Competition history
Notable entrants	Toyota
Notable drivers	Ukyo Katayama Toshio Suzuki Keiichi Tsuchiya Thierry Boutsen Ralf Kelleners Geoff Lees Martin Brundle Emmanuel Collard Allan McNish
Debut	1998 24 Hours of Le Mans
Races Wins Poles F.Laps 3 0 (2 Class Wins) 2 3
Constructors' Championships	0
Drivers' Championships	0

The Toyota GT-One (model code TS020) is a racing car initially developed for grand touring GT1 rules, but later adapted into a Le Mans prototype LMGTP car. It raced in the 1998 and 1999 24 Hours of Le Mans.

History [edit]

Following the end of the Group C era around 1994, Toyota decided to alter its plans in sports car racing by moving to the production-based GT classes for 1995. Toyota decided to approach this in two ways by using two different styles of car for competition. The first was a heavily modified Toyota Supra, referred to as the Supra LM, which would use a turbocharged 3S-GT (503E) inline-4. The second entry was a custom built car designed specifically to be a racing car, yet required a small number of production cars for sale in order to meet homologation regulations. This car was modified heavily from the Toyota MR2, and became known as the SARD MC8-R. The MC8-R would use a custom built Toyota turbocharged V8. While the Supra performed admirably in 1995, the MC8-R would appear superior for 1996. With development of high powered supercars for the GT classes at the time, Toyota decided that a car similar to the MC8-R, which was intended as a race car first, would be better suited to continuing Toyota's development of a GT car. Thus Toyota announced they would skip the 1997 24 Hours of Le Mans to be able to develop their new GT car for 1998. (A MC8-R was entered for 1997 race, but failed to qualify).

Turning to Toyota's European arm based in Cologne, Germany, Toyota Team Europe (TTE) and Dallara were charged with development of the new GT car. With taking the one-year hiatus, TTE was able to look at what the competition was developing for the GT class, and exploit it to their benefit. In 1997, both the Mercedes-Benz CLK GTR and the Porsche 911 GT1 were dominant cars in their class that exploited loopholes in the rules in place at the time. Each car was a custom built super car of which only a small handful of production cars were built to homologate it. TTE realized that they would actually only need to build a single production car in order to meet homologation regulations, thus allowing TTE to have a car that would never truly be sold to a customer, meaning that any driver luxuries could be left out.

Second, Toyota learned about a loophole which Mercedes-Benz had exploited. All GT based cars were required to have storage space, capable of holding a standard sized suitcase, in order for the car to be considered not only production based, but usable by the public. Mercedes exploited this by putting a small cubby hole into an unused area underneath the rear bodywork, although it was not as easy to access as a normal trunk. Toyota, in their interpretation of the rules, were able to convince Automobile Club de l'Ouest (ACO) officials that the car's fuel tank, normally empty when the car is scrutineered before the race, was allowable as a trunk space since it could, theoretically, hold a suitcase.

With these loopholes in place, TTE was able to set out in laying-out the GT-One. TTE designed and manufactured the car's carbon fiber chassis and bodywork in-house, while Toyota supplied a heavily upgraded version of the engine they originally used on their Group C cars, the R36V 3.6 L Turbo V8.

TTE also developed the only two GT-One road cars built, required in order for the race car to qualify as a road car-based Grand Tourer. They were painted red and fitted with a basic interior. One was put into a museum in Japan, the other is displayed at Toyota Motorsport GmbH in Cologne, Germany.

Racing results [edit]

Introduced in time for Le Mans in 1998, the GT-One first appeared at the official testing days for the race held in May. Three GT-Ones appeared, setting the 2nd, 5th, and 10th best times, easily beating out custom built prototypes which were meant to be the superior class. For the race week itself, all three cars performed admirably in qualifying by continuing their quick pace, qualifying 2nd, 7th, and 8th, being beaten only by their GT class competitor, Mercedes-Benz.

For the race itself, the #28 GT-One suffered from a high speed accident halfway through the race, taking it out of competition. The two other entrants continued to fight on, both remaining in the top 10. However, within the closing hours, the higher ranked #29 GT-One suffered a gearbox failure while in competition for the race win. Thus Toyota was left to take 9th place in the race with the lone #27 entry, which ended the race 25 laps behind the winning Porsche 911 GT1.

Following the success of the GT1 class as a whole over Le Mans prototypes, the ACO and FIA moved to change the regulations for the GT classes, requiring a large amount of production vehicles for the GT classes, thus eliminating the original loopholes in the system. Thus Toyota was forced to make changes to the GT-One, as were all its competitors in the class. Mercedes-Benz opted to evolve their CLK-GTR into the new custom built CLR in the closed cockpit LM-GTP prototype class, while Nissan and Panoz opted for open cockpit LMPs. Porsche dropped out of competition altogether. Newcomer Audi decided to build cars for both the GTP and LMP classes, while BMW continued in the LMP class as before. Toyota decided to follow the route of Mercedes and evolve the GT-One into a GTP class prototype. Although the CLK-GTR required extensive modifications to become the CLR, the GT-One was already close enough to a prototype that extensive redesign was not needed.

Toyota began an extensive testing program, including a long distance test at Circuit de Spa-Francorchamps in Belgium soon after a snowfall. In the official testing session at Le Mans, the GT-Ones were again fast, taking the 1st, 3rd, and 5th fastest lap times. This pace continued in qualifying for the race, as the three GT-Ones took 1st, 2nd, and 8th positions.

Throughout the race the GT-Ones battled for the lead with BMW and Mercedes, having it switch multiple times amongst the top competitors. Unfortunately the GT-One was hampered by higher fuel consumption (1 or 2 laps less per stint than BMW) and by failures of its Michelin tires throughout the race, mostly caused by sharp gravel which had been accidentally brought onto the racing surface by other cars. The design of the GT-One's wheel wells allowed for a blown tire to cause extensive damage to the mechanical linkages inside. Thus after only 90 laps the #1 GT-One driven by Martin Brundle was lost when it suffered an explosive tire puncture and was damaged beyond repair, unable to return to the pits and abandoned on the track. Halfway into the event, the #2 GT-One driven by Thierry Boutsen was lost in a tire puncture that led to a high speed accident, destroying the car. The accident marked the end of Boutsen's racing career. This left the team with only car #3, which was still running at the top of the field. At this point a large amount of the competition had been eliminated, with all Mercedes out of the race due to their famous accident and withdrawal. Audi had also lost two of their four cars, and Nissan had lost their factory backed R391, although an older Courage C52 campaigned by the team was still active. BMW and Panoz were the only teams continuing without major problems.

During the final hour of the race, the lone GT-One driven by Ukyo Katayama was chasing the remaining BMW for the lead, but while lapping traffic, it suffered a tire failure, and was forced to slowly make its way around the track to return to the pits for a new set. In the process the GT-One lost the chance to challenge for the lead, and thus lost the race. The lone GT-One would come home 2nd overall, one lap behind the winning BMW. As a consolation prize, the GT-One would win the GTP class, although it was the only car in the class to actually finish.

The GT-One would race only once more, a single entrant appearing in the 1999 Le Mans Fuji 1000km. Although the race mostly consisted of Japanese teams, thus leaving out most of the manufacturers that had competed at Le Mans, Toyota still had to compete against rival Nissan, who also entered their R391. In the end the GT-One would fall short once again, finishing 2nd and only one lap behind the winning R391. However, Toyota won the LMGTP class (the R391 being an LMP), which would have granted them automatic entry to 2000 24 Hours of Le Mans had they continued the GT-One program.

The GT-One program would not be continued into 2000, Toyota instead turning TTE into leaders of the new Toyota F1 team. This would mark the end of Toyota's attempts at Le Mans, which had started in 1985, until its return in 2012 with the TS030 Hybrid closed-prototype LMP1 in the FIA World Endurance Championship. With Mercedes-Benz pulling out and Audi eschewing their LMGTP competitor, the Audi R8C, no LMGTP entrants appeared in the next year's race; only Bentley continued to compete in the class until it was abolished as a result of LMP class restructuring in 2006.

[edit]

Marlboro was the Toyota GT-One sponsor in 1999 (hence the white chevron with red body livery), although there was an anti-tobacco law in France which meant no Marlboro logos appeared on the car anywhere. In pictures of practice sessions, Marlboro barcodes across the front of the car (which also appeared on the Ferrari Formula One cars during tobacco legislated races) are seen, although these barcodes do not appear on the final race car,^[1] even during the Fuji 1000 km race, which was held in Japan, a country with no tobacco sponsorship restrictions at the time. Other sponsors included Zent (#1), Venture Safenet (#2) and Esso (#3 and Fuji 1000 km).^{[2] [3] [4] [5] [6]}

Chassis [edit]

A total of seven GT-Ones were built over the two years of the program. The first six were built in 1998, while the final chassis was built in 1999.

• LM801 - Developmental prototype, never raced.
• LM802 - 1998 24 Hours of Le Mans #29, later a test car.
• LM803 - Road legal version of the GT-One, on display in Europe. Licensed "K-LM-1998".
• LM804 - 1998 24 Hours of Le Mans #28, 1999 24 Hours of Le Mans #3, later on display in Japan.
• LM805 - 1998 24 Hours of Le Mans #27, later a test car.
• LM806 - 1999 24 Hours of Le Mans #2. (Destroyed)
• LM907 - 1999 24 Hours of Le Mans #1.

LM804 was the only car to race in both 24 Hours of Le Mans. LM804 and LM805 were the only cars to finish the 24 Hours of Le Mans, the former as car #3 in 1999 and the latter as car #27 in 1998.

24 Hours of Le Mans results [edit]

(Races in bold indicate pole position; races in italics indicate fastest lap)

Year	Entrant	#	Drivers	Class	Laps	Pos.	Class Pos.
1998	Toyota Motorsports Toyota Team Europe	27	Ukyo Katayama Toshio Suzuki Keiichi Tsuchiya	GT1	326	9th	8th
		28	Martin Brundle Emmanuel Collard Éric Hélary	GT1	191	Ret	Ret
		29	Thierry Boutsen Ralf Kelleners Geoff Lees	GT1	330	Ret	Ret
1999	Toyota Motorsports Toyota Team Europe	1	Martin Brundle Emmanuel Collard Vincenzo Sospiri	LMGTP	90	Ret	Ret
		2	Thierry Boutsen Ralf Kelleners Allan McNish	LMGTP	173	Ret	Ret
		3	Ukyo Katayama Toshio Suzuki Keiichi Tsuchiya	LMGTP	364	2nd	1st

References [edit]

1. ^ "Toyota GT-One (Marlboro Barcodes)". Auto123.com. Retrieved 2017-03-03 .
2. ^ "Toyota GT-One (Zent - #1)". UltimateCarPage.com. Retrieved 2017-03-03 .
3. ^ "Toyota GT-One (Venture Safenet - #2)". FineArtAmerica.com. Retrieved 2017-03-03 .
4. ^ "Toyota GT-One (Venture Safenet - #29)". Only-Carz.com. Archived from the original on 2017-03-04. Retrieved 2017-03-03 .
5. ^ "Toyota GT-One (Esso Ultron - #3)". MulsannesCorner.com. Retrieved 2017-03-03 .
6. ^ "Toyota GT-One (Esso Ultron - #27)". KingOfWallpapers.com. Archived from the original on 2017-03-04. Retrieved 2017-03-03 .

External links [edit]

• Official Website of Toyota Motorsport GmbH
• Toyota Racing Icons
• Toyota GT-One model kit
• Toyota GT-One specs and photos
• GT-One chassis numbers and history
• Toyota GT-One 1999 detail photographs

Toyota Ft One

Source: https://en.wikipedia.org/wiki/Toyota_GT-One

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Dacia Logan 2004

Dacia Logan 2004

Subcompact car produced by Renault and Dacia

Motor vehicle

Dacia Logan
Overview
Manufacturer	Dacia (Renault)
Production	2004–present
Body and chassis
Class	Small family car Compact MPV (MCV Mk1)
Layout	Front-engine, front-wheel-drive
Chronology
Predecessor	Dacia 1310 Dacia Solenza

The Dacia Logan is a small family car produced by both the French car manufacturer Renault and its Romanian subsidiary Dacia since mid-2004, and was the successor to the Dacia 1310 and Dacia Solenza. It has been produced as a sedan, station wagon, or pick-up. It has been manufactured at Dacia's automobile plant in Mioveni, Romania, and at Renault (or its partners') plants in Morocco, Brazil, Argentina, Turkey, Russia, Colombia, Iran and India. The pick-up has also been produced at Nissan's plant in Rosslyn, South Africa.

It has also been marketed as the Renault Logan, Nissan Aprio, Mahindra Verito, Renault Tondar 90, Lada Largus (the MCV), Nissan NP200 (the pick-up), or the Renault Symbol (Mk3), depending on the existing presence or positioning of the Renault brand.

Since its launch, the Dacia Logan is estimated to have reached over 4 million sales worldwide.^[1]

First generation (L90/U90/F90; 2004) [edit]

Motor vehicle

Logan I
Overview
Also called	Renault Logan Nissan Aprio (Mexico) Mahindra Verito/eVerito (India) Renault Tondar 90 (Iran) Nissan NP200 (pick-up, South Africa) Lada Largus (wagon, Russia) EMC E36 (electric)
Production	2004–2012 (Romania) 2005–2015 (Colombia)[2] 2005–present (Russia)[3] 2007–2019 (India) 2007–present (Iran)[4] 2009–present (South Africa)[5]
Assembly	Romania: Mioveni Brazil: São José dos Pinhais (Renault Brazil) Colombia: Envigado (Sofasa) India: Nashik (Mahindra) Iran: Tehran (Pars Khodro, IKCO) Morocco: Casablanca (Somaca) Russia: Moscow (Avtoframos); Tolyatti (Lada)[nb 1] South Africa: Rosslyn, Gauteng (Nissan South Africa)[nb 2]
Designer	Renault Technocentre
Body and chassis
Body style	4-door sedan 5-door station wagon 5-door panel van 2-door coupé utility (pick-up)
Platform	Dacia B0 platform
Related	Dacia Sandero Dacia Duster
Powertrain
Engine	Petrol: 1.2 L 16v D4F I4 1.4 L K7J I4 1.6 L K7M I4 1.6 L 16v K4M I4 Flex-fuel: 1.0 L D4D I4 1.2 L 16v D4F I4 1.4 L K7J I4 1.6 L K7M I4 Diesel: 1.5 L K9K I4
Electric motor	3 Phase AC Induction Motor, 31kW, 91 Nm
Transmission	5-speed manual 4-speed automatic[nb 3]
Dimensions
Wheelbase	2,630 mm (103.5 in) (sedan) 2,905 mm (114.4 in) (station wagon & pick-up) 2,900 mm (114.2 in) (panel van)
Length	4,288 mm (168.8 in) (sedan) 4,473 mm (176.1 in) (station wagon) 4,450 mm (175.2 in) (panel van) 4,496 mm (177.0 in) (pick-up)
Width	1,740 mm (68.5 in) (sedan, station wagon & panel van) 1,735 mm (68.3 in) (pick-up)
Height	1,534 mm (60.4 in) (sedan) 1,640 mm (64.6 in) & 1,674 mm (65.9 in) (station wagon & panel van) 1,554 mm (61.2 in) (pick-up)
Curb weight	1,090–1,360 kg (2,403–2,998 lb)
Chronology
Successor	Dacia Lodgy (for MCV) Dacia Dokker (for van)

Pre-facelift model, rear view

Designed at Renault's Technocentre near Paris, the Logan was the result of four years of development of the project X90, announced by Renault in 1999, after the buyout of Dacia in 1998.^[11]

During a visit to Russia by French President Jacques Chirac, Louis Schweitzer noted that at Lada and Renault dealerships the €6,000 Ladas were selling very well while the €12,000 Renaults stayed in the showroom. "Seeing those antiquated cars, I found it unacceptable that technical progress should stop you making a good car for €6,000." (He later revised this target to €5,000). "I also drew up a list of specifications in three words – modern, reliable and affordable – and added that everything else was negotiable."^{[ citation needed ]} The cheapest version of the car is €5,900, and the price can reach €11,200, depending on equipment and customs duty. (The base model for Western Europe, where it is badged as a Dacia but generally sold in Renault dealerships, is somewhat more expensive).

The Logan was designed from the outset as an affordable car, and has many simplified features to keep costs down. It replaces many older cars in production, including the Romanian Dacia 1310 series of Renault 12-based cars.

It was officially launched in June 2004,^[12] and began marketing in September 2004.^[13] Renault originally had no plans to sell the Logan in Western Europe, but in June 2005, began importing a more expensive version of the car, starting at around €7,500.^[14] It was an unexpected success with people wanting an inexpensive, no-frills car they could repair themselves.^{[ citation needed ]}

Facelift [edit]

On 1 July 2008, almost four years after the release of the first Logan, a facelifted version called the Dacia New Logan was announced.^[15] The new version features a more modern design and a more attractive and more comfortable interior.^[16] This facelift was adopted on the station wagon in October the same year.^[17]

• 

  Dacia Logan (2008 facelift)

• 

  Dacia Logan (2008 facelift)

Features [edit]

The cockpit of the Logan MCV

The Logan is based on the Dacia B0 platform, also used for other Renault and Nissan models.^[18] It has 50% fewer parts than a high-end Renault vehicle and has a limited number of electronic devices. This makes the car cheaper to produce and easier and cheaper to repair.

Some parts are also much simpler than those of its competitors. For example, rear-view mirrors are symmetrical and can be used on either side of the car, the windshield is flatter than usual, and the dashboard is a single injection-molded piece.

The developers have taken into account several differences between road and climate conditions in developed and developing countries. The Logan suspension is soft and strong, and the chassis sits visibly higher than most other compact cars to help it negotiate dirt roads and potholes on ill-maintained asphalt roads. The engine is specially prepared to handle lower quality fuel, whereas the air conditioning is powerful enough to lower the temperature several degrees (temperatures above 40 °C are common in the Middle East and the Mediterranean Sea).

Trim levels [edit]

In Romania, it was initially available in four trim levels: Ambiance, Preference, Laureate and Ambition. The basic trim level, Ambiance, featured a driver airbag, optional body-coloured bumpers, wheel trims and electric door locks. The second trim level, Preference, added a passenger airbag, power steering, electric front windows, a radio, two rear seat head restraints and remote locking. The third trim level, Laureate, added front fog lights, air conditioning, a trip computer, electric mirrors, three rear seat head restraints and a multi-adjustable driver seat.^[19] The top trim level, Ambition also had ABS, electric rear windows, a CD player and alloy wheels. The 1.6-litre petrol engine was only available starting with the Preference trim level.^[20] In September 2005, the 1.5-litre diesel engine was introduced,^[21] initially not being available on the Ambition trim level. In January 2006, a new intermediate trim level called Laureate Plus was added, which in addition to the Laureate trim level featured ABS, electric rear windows and a CD player. Also, the diesel engine became available for the Ambition trim level.^[22]

In September 2006, several improvements were introduced to the range, such as a new button for the trunk lid, a new knob for the gear lever, crystal rear lamps, as well as new designs for the wheel trims and the alloy wheels in addition to three new paint colours.^[23] Also, the new top of the range level Prestige was introduced, which featured larger door mirrors, body-coloured bumpers (entirely), side moldings and door handles, leather-trimmed gear lever and steering wheel, as well as other interior refinements. It was only available with a new 1.6-litre 16-valve petrol engine, which developed 105 hp (78 kW).^[24]

In July 2007, a more powerful version of the 1.5-litre diesel engine was added, developing 85 hp (63 kW). It was initially made available only for the station wagon, on the Preference and Laureate levels,^[25] and in September 2007, it also became available for the sedan version, on the Laureate, Ambition and Prestige levels.^[26]

In June 2009, the new 1.2-litre 16-valve petrol engine was added for both the Logan and the Sandero. The engine was capable of developing a maximum power of 75 hp (56 kW) and 107 N⋅m (79 lb⋅ft) of torque.^[27]

Safety [edit]

In June 2005, the car achieved a three-star rating at the EuroNCAP crash tests.^[28] This result confirms initial expectations stated previously by Renault.

Depending on the equipment level, standard on some variants and optional on others, the facelifted Logan comes with driver, passenger and side airbags.^[29] In terms of active safety, all versions feature the latest generation Bosch 8.1 ABS, which incorporates EBD (electronic brakeforce distribution) and EBA (emergency brake assist).

Engines [edit]

When the Logan appeared, all engines complied to the Euro 3 standard and since January 2007, all engines have complied with the Euro 4 standard, including the diesel engine, whose power has increased to 70 hp.

Name[30] [31]	Code	Capacity	Type	Power	Torque	Top speed	Combined consumption
1.0 16v	D4D Hi-Flex	999 cc	16 valves SOHC	57 kW (77 PS) at 5850 rpm	99 N⋅m (73 lb⋅ft) at 4350 rpm	160 km/h (99 mph)	(gas/ethanol)
1.2 16v	D4F 732	1,149 cc	16 valves SOHC	55 kW (75 PS) at 5500 rpm	107 N⋅m (79 lb⋅ft) at 4250 rpm	161 km/h (100 mph)	5.9 L/100 km (48 mpg‑imp; 40 mpg‑US)
1.4 8v	K7J 710	1,390 cc	8 valves SOHC	55 kW (75 PS) at 5500 rpm	112 N⋅m (83 lb⋅ft) at 3000 rpm	162 km/h (101 mph)	6.9 L/100 km (41 mpg‑imp; 34 mpg‑US)
1.6 8v	K7M 710	1,598 cc	8 valves SOHC	64 kW (87 PS) at 5500 rpm	128 N⋅m (94 lb⋅ft) at 3000 rpm	175 km/h (109 mph)	7.3 L/100 km (39 mpg‑imp; 32 mpg‑US)
1.6 8v	K7M Hi-Torque	1,598 cc	8 valves SOHC	70 kW (95 PS) at 5250 rpm	138 N⋅m (102 lb⋅ft) at 2850 rpm	175 km/h (109 mph)	(gas/ethanol)
1.6 8v	K7M Hi-Power	1,598 cc	8 valves SOHC	72 kW (98 PS) at 5500 rpm	138 N⋅m (102 lb⋅ft) at 2850 rpm	182 km/h (113 mph)	(gas/ethanol)
1.6 16v	K4M 690	1,598 cc	16 valves DOHC	77 kW (105 PS) at 5750 rpm	148 N⋅m (109 lb⋅ft) at 3750 rpm	183 km/h (114 mph)	7.1 L/100 km (40 mpg‑imp; 33 mpg‑US)
1.6 16v	K4M Hi-Flex	1,598 cc	16 valves DOHC	82 kW (111 PS) at 5750 rpm	152 N⋅m (112 lb⋅ft) at 3750 rpm	185 km/h (115 mph)	(gas/ethanol)
1.5 dCi	K9K 700	1,461 cc	8 valves SOHC	48 kW (65 PS) at 4000 rpm	160 N⋅m (118 lb⋅ft) at 2000 rpm	155 km/h (96 mph)	4.9 L/100 km (58 mpg‑imp; 48 mpg‑US)
1.5 dCi	K9K 792	1,461 cc	8 valves SOHC	50 kW (68 PS) at 4000 rpm	160 N⋅m (118 lb⋅ft) at 1700 rpm	158 km/h (98 mph)	4.7 L/100 km (60 mpg‑imp; 50 mpg‑US)
1.5 dCi	K9K 796	1,461 cc	8 valves SOHC	63 kW (86 PS) at 3750 rpm	200 N⋅m (148 lb⋅ft) at 1900 rpm	167 km/h (104 mph)	4.6 L/100 km (61 mpg‑imp; 51 mpg‑US)

Marketing and production [edit]

The Logan, vital to increasing sales of the Renault group to the 4 million mark by 2010, is manufactured in nine production and operational assembly centres: Romania (Automobile Dacia), the pilot plant of the Logan Programme, Russia (Avtoframos), Morocco (Somaca), Colombia (Sofasa), Iran (two assembly plants), India (Mahindra), Brazil (Renault),^[32] and South Africa (Nissan South Africa).^[7] Located in Romania, near the Mioveni plant, the International Logistics Network, the official name of the CKD centre, is the biggest logistic centre of its kind not only in the Renault Group but in the entire world automotive industry.^[11]

Europe [edit]

In markets where Renault has a presence, such as European, African and Asian countries (i.e. Romania, France, Italy, Belgium, Netherlands, Germany, Greece, Hungary, Poland, Serbia, Czech Republic, Croatia, Slovenia, Morocco, Turkey and many others) it is sold as the Dacia Logan.^[33]

Latin America [edit]

Exceptions are South Africa, Argentina, Russia, Ukraine,^{[nb 4]} Colombia, Ecuador, Israel, Egypt, Brazil, Chile, Peru and Venezuela where it is marketed as the Renault Logan, and furthermore Mexico, where the Logan was sold as the Nissan Aprio, given the better reputation of the Japanese brand and stronger brand recognition of Nissan itself in the Mexican market.^{[nb 5]} The Nissan Aprio has the 1.6-litre 16 valve inline-four engine with a 5-speed manual or 4-speed automatic transmission,^[35] and was assembled in Brazil.^[36] It was later discontinued from that market in August 2010, due to decreasing sales, and the Versa replaced it for the 2012 model year.^[37]

In Brazil, it was manufactured by Renault at the São José dos Pinhais factory since 2007, with the facelifted model being introduced in 2010.^[38] In South Africa, only the pick-up version was manufactured, at the Nissan factory in Rosslyn,^{[nb 5]} starting from 2009.^[7]

• 

  2007 Renault Logan (Brazil)

• 

  2011 Renault Logan (Ecuador)

• 

  2008 Nissan Aprio (Mexico)

India [edit]

In India, the Logan was marketed as the Mahindra Renault Logan.^[39] In 2005, Renault partnered the Indian utility and commercial vehicles manufacturer Mahindra & Mahindra (M&M). The Logan was launched in India in April 2007, as a collaboration with Mahindra, who helped Renault cut costs by 15%.^[40] India was the first right-hand drive market for the Logan. Logan could not make the mark^{[ clarification needed ]} in the Indian market, selling just over 44,000 vehicles since then, and over 2,600 vehicles in Nepal and South Africa (M&M also held the licence to sell the Logan in India, Nepal and South Africa).^{[41] [42]} Its awkward styling has resulted in lower than expected sales. In April 2010, it was announced that the M&M had bought out Renault's 49% in the Mahindra-Renault joint venture. The new agreement gave M&M more flexibility in engineering the car to suit the needs of the Indian consumer. The Logan was marketed with the Mahindra-Renault logo until the end of March 2011.

Mahindra Verito [edit]

Following the dissolution of the Indian joint venture between Renault India and M&M in 2010, Mahindra retained the rights to produce and sell the Logan under its own name of Mahindra Verito, with minor alterations to the front, but retaining Renault diesel engines.^{[43] [44] [45]} On 26 July 2012, a facelifted version of the car was revealed by Mahindra in New Delhi,^[46] and on 5 June 2013, a notchback version was launched in Mumbai, called the Mahindra Verito Vibe.^[47] Production was shut down on 31 December 2019.

An electric version of the Verito sedan and its notchback version Verito Vibe was sold as the Mahindra eVerito from 2016.^[48] Production was shut down on 31 December 2019.

United States (electric version) [edit]

In the United States, an attempt at marketing electric versions of the wagon, the van and the pick-up as the EMC E36 was launched by the EnVision Motor Company, based in Des Moines, Iowa.^[49] The automobiles were assembled by Dacia in Romania^[50] and powered by an asynchronous motor with a range of 200 mi (320 km) per charge, giving a top highway speed as high as 75 mph (121 km/h). EMC planned to use regenerative braking and is coupled to an automatic shiftless button transmission. The battery can be charged through a J1772 plug or from wall outlets of either 110 or 220 volts. This venture has since collapsed into bankruptcy.^[51]

Iran [edit]

In 2007, the Logan branded as Renault Tondar 90 began to be marketed in Iran by Renault-Pars,^[52] manufactured by Pars Khodro and Iran Khodro.^[53] In the first month of production more than 100,000 Tondar 90 had been ordered.^[54] Renault Pars is a joint venture, 51 percent of which belongs to Renault of France. Forty-nine percent of Renault Pars' shares is jointly held by Iran's Industrial Development and Renovation Organization, IKCO and Saipa Group. The company was established in 2003.^{[ citation needed ]} In 2010, Pars Khodro started to produce CNG Tondar 90s which can run on both petrol and CNG. Pars Khodro stopped producing CNG models in 2012. In 2013, IKCO started to produce Tondar 90s with automatic gearbox and they also made it comply with the Euro IV standards. A facelifted version is sold as the Tondar 90+, along with the original one.^[55] There is also a pickup version called the Tondar Pick-Up.^[56]

By 2020, Renault had left the Iranian market, but its former partner SAIPA (Pars Khodro's parent) was making a updated version of the Tondar 90/L90, called the SAIPA Renault Pars Tondar,^[57] with over 85% of local parts.^[58]

Production [edit]

Logan production began with a 4-door sedan, followed by a wagon in September 2006. Four other models, a pick-up truck, a panel van, a related hatchback (the Sandero) and a facelifted sedan followed in 2007 and 2008. Dacia sales for 2006 were over €1.5 billion, 19.6% more than in 2005. Annual production has reached almost 250,000 cars, half for exports. As of March 2009, more than 1.3 million vehicles on the Logan platform have been sold worldwide.^[59] On 3 September 2009, it was announced that one million Dacia cars on the Logan platform X90 have been produced at the Mioveni plant: 576,887 Logans, 246,869 Logan MCVs, 144,931 Sanderos and Stepways, 19,897 Logan VANs and 11,416 Logan Pick-Ups.^[60]

One of the reasons for the increase in sales is the dependability of Dacia cars. In a recent survey conducted by a French magazine, Dacia cars were voted one of the safest cars in France. Another reason is their low maintenance and repair costs. According to the survey, Dacia cars were the cheapest to maintain and repair.^[61] In Germany, Dacia was placed on the second position in the 2010 Vehicle Ownership Satisfaction Study released by J. D. Power and Associates in June 2010.^[62]

Logan MCV [edit]

The Logan MCV (Multi Convivial Vehicle), launched at the 2006 Paris Motor Show, is the station wagon version of the Logan.^[63] It has 5 or 7-seat versions, with a luggage space between 200 and 2,350 litres depending on how many seats are folded, and numerous storage spaces for smaller objects. It has a wheelbase longer by 275 mm (10.8 in) than the saloon, and larger rear doors for easy access to the third row of seats.^[64] It uses the same engines as the saloon,^[63] and an important improvement was the availability of side airbags.^[65] It has been considered a competitor for compact MPVs, for its dimensions and the 7-seat capacity.^[66]

Sales on the Romanian market began in October 2006 with prices ranging between €8,200 and €12,550,^[67] while sales to other countries began in early 2007. A revised version, with the new lights and bumper from the New Logan saloon, was released in late 2008. As of June 2010, Dacia produced 300,000 Logan MCVs.^[68]

Since 2012, it is also produced in Russia, by the AvtoVAZ company, under the Lada Largus brand name,^[6] after it was previously exhibited at the 2010 Moscow International Motor Show as the Lada Project R90.^[69] It is also offered with crossover-style body elements as the Largus Cross.^[70]

• 

  Dacia Logan MCV (pre-facelift)

• 

  Dacia Logan MCV (pre-facelift)

• 

  Dacia Logan MCV (facelift)

• 

  Dacia Logan MCV (facelift)

Logan Van [edit]

The panel van variant of the Logan was launched on 23 January 2007 in Bucharest.^[71] It is a small business oriented vehicle, with 2,500 litre loading space and 800 kg payload. The Logan VAN is more or less an MCV without the rear side windows and therefore has the same safety features and uses the same engines as the other models (except the 1.6 16v engine). Production of this model was stopped in August 2012. Since its launch, over 53,000 units were manufactured. The panel van version is continued to be produced at AvtoVAZ.^[72]

Logan Pick-Up [edit]

The coupé utility version of the Logan, also based on the MCV, was introduced on 10 September 2007 (4 October 2007 at the Bucharest International Motor Show),^[73] and replaced the Dacia Pick-Up. Sales began in Romania in 2008, with the price ranging between €7,300 and €9,450.

Starting October 2008, the Logan Pick-Up is sold in South Africa as the Nissan NP200. Visually similar to the original model at launch,^[74] it received a light facelift in early 2009.^[75] It is being built at the Nissan plant outside Pretoria, alongside the Renault Sandero, and is also exported to neighbouring countries such as Zimbabwe. As of 2021, Nissan South Africa continues to offer the pick-up.^[76]

It is also offered, as of 2018, in Iran, as the Renault Tondar Pick-Up.^[77]

Logan Pick-Up was discontinued by Dacia in July 2012,^[78] and it was not until October 2020 that the company introduced a new pickup model, Dacia Duster Pick-Up.^[79]

• 

  Dacia Logan Pick-Up

• 

  Dacia Logan Pick-Up

• 

  Nissan NP200

Second generation (L52/K52; 2012) [edit]

Motor vehicle

Logan II
Overview
Also called	Renault Symbol Renault Logan
Production	2012–present
Assembly	Romania: Mioveni Morocco: Casablanca (Somaca); Tangier (Renault-Nissan) Turkey: Bursa (Oyak-Renault) Russia: Togliatti (AvtoVAZ) Brazil: São José dos Pinhais (Renault Brazil) Colombia: Envigado (SOFASA) Argentina: Santa Isabel (Renault Argentina) Algeria: Oran (Renault Algérie)
Designer	Erde Tungaa (Renault Design Central Europe)[80]
Body and chassis
Body style	4-door saloon 5-door station wagon
Platform	Dacia M0 platform[81]
Related	Dacia Sandero II
Powertrain
Engine	Petrol: 1.0 L M281 I3 1.2 L 16v D4F I4 1.6 L K7M I4 Flex-fuel: 1.0 L 16v D4D I4 1.6 L K7M I4 1.6 L 16v H4M I4 Petrol/LPG: 0.9 L M281 I3 turbo 1.2 L 16v D4F I4 Diesel: 1.5 L K9K I4
Transmission	5-speed manual 4-speed automatic 5-speed automated manual (Easy-R) 6-speed automated manual Jatco JF015E CVT X-Tronic
Dimensions
Wheelbase	2,634 mm (103.7 in) (sedan) 2,635 mm (103.7 in) (station wagon)
Length	4,346–4,380 mm (171.1–172.4 in) (sedan) 4,494–4,528 mm (176.9–178.3 in) (station wagon)
Width	1,733–1,762 mm (68.2–69.4 in)
Height	1,517–1,576 mm (59.7–62.0 in) (sedan) 1,518–1,590 mm (59.8–62.6 in) (station wagon)
Curb weight	976–1,268 kg (2,152–2,795 lb)
Chronology
Successor	Dacia Jogger (for Dacia Logan MCV) Renault Taliant (for Renault Logan/Symbol)

The second generation Logan was revealed by Dacia at the 2012 Paris Motor Show. Official photos with the new Logan were released on 17 September 2012.^[82] It shares the same front end design with the second generation Sandero, also revealed at the motor show, as well as other elements too.^[83]

According to Dacia, 60% of the design work was carried out in Romania, at Renault's engineering centre.^[80]

Features [edit]

Among the new features introduced with the new model there was a new three-cylinder turbocharged 0.9-litre petrol engine and capable of developing 90 hp (67 kW) and 135 N⋅m (100 lb⋅ft). The other two engine options are the 1.2-litre 16-valve petrol engine, initially available also as an LPG variant, and the 1.5-litre diesel engine, available with two power outputs.^[83] Their performance figures are predominantly similar to the ones of the second generation Sandero.^[84] Later, the 1.2-litre LPG variant was discontinued, in favor of the 0.9 TCe, as the first did not meet the new Euro 6 emission standards.^[85]

Another addition was the Media Nav system, already introduced earlier in the same year on the Lodgy, consisting of a 7-inch touchscreen display with multimedia functions and a navigation software included. Other new features are speed limiter, cruise control, rear parking sensors, and front and side airbags, as well as ABS and ESP, as standard.^[83] The interior has been significantly revised, with new chromed elements added, and the hood is now supported with a strut. A new Eco button, placed on the dashboard, limits the engine revs to 4,000 rpm.^[86]

At the end of 2014, Dacia started to produce Euro 6 engines, with reduced exhaust emissions.^[87] From August 2015, the 0.9 TCe engine is equipped with the Start & Stop system.^[88]

Starting from the end of 2016, the Dacia Logan range is offered with the Dacia Easy-R automated manual transmission (AMT).^{[89] [90]}

Variants [edit]

In the European market, he new Logan is available in different trim levels: Access, Ambiance, Laureate, Stepway, Prestige. The Access level comes with black bumpers and power steering, and is available only with the 1.2-litre engine. Ambiance has body-coloured bumpers, wheel covers, Eco mode function, power lock doors, front power windows or CD player, and as options there are metallic paint, fog lights and air conditioning. Laureate adds body-coloured door handles, fog lights as standard and trip computer, and additionally can be ordered with metallic paint, Media Nav system, leather upholstery, parking sensors, cruise control or alloy wheels. This is the only equipment level available for the 90 hp (67 kW) version of the 1.5-litre diesel engine.^[84]

In June 2014, a limited edition was made available in order to celebrate 10 years since the model's launch.^[91] There will be produced only 2,000 units of this version, which features new equipment such as automatic air conditioning, double optic fog lights, mirror-mounted repeaters, 16-inch wheels, along with several special design elements.

In October 2015, Dacia launched the new Prestige trim level, which has automatic air conditioning, mirror-mounted repeaters and 16-inch wheels.^[92]

Logan MCV [edit]

The estate version of the car made its debut at the 2013 Geneva Motor Show. The car will keep the MCV name, although it now stands for Maximum Capacity Vehicle, rather than the previous Multi Convivial Vehicle. It has 5 seats and a luggage capacity between 573 litres (20.2 cu ft) and 1,518 litres (53.6 cu ft),^[93] featuring the same standard equipment and engine range as the saloon.^[94] It began to be marketed from the second half of 2013.^[95]

• 

  Dacia Logan MCV (pre-facelift)

• 

  Dacia Logan MCV (pre-facelift)

• 

  Dacia Logan MCV (2016 facelift)

• 

  Dacia Logan MCV (2016 facelift)

Facelift [edit]

Dacia presented the new Logan facelift at the 2016 Paris Motor Show. The Romanian car manufacturer models have a new design, a new steering wheel and a new 1.0-litre engine.

The Dacia designers wanted to give a new look for the Dacia models and the front side comes with several new features. The front and back bumpers have been slightly redesigned and the headlights have a new design that includes LED day running lights (it is the first time that Dacia models offer LED lights). The aesthetic package is completed by a new front grille, similar to the one found on the Duster.

The interior changes include a four-spoke steering wheel that includes the horn, new buttons and new chrome lines to suggest a new look. There is also a new glossy plastic that covers the dashboard and fits better with the "MediaNav" multimedia system that has received an updated interface with a better resolution.

• 

  Dacia Logan sedan (2016 facelift)

• 

  Dacia Logan sedan (2016 facelift)

Logan Stepway/Intens [edit]

Since the release of the facelift version, the Logan is also available with the crossover-styled Stepway trim, which feature raised ride height and adds exterior accessories such as black plastic wheel arch trims, body cladding, skid plates and roof rails. In February 2017, the Dacia Logan MCV Stepway in Europe.^[96] Starting from 2018, the Stepway version also became available for the sedan version in Europe and Latin America.^{[97] [98]} The Renault Logan Stepway was launched in Russia in December 2018,^{[99] [100] [101]} followed by Brazil in July 2019 along with the facelifted model without carrying the Stepway nameplate to avoid confusion with the Sandero-based Stepway.^[102] In several South American markets including Colombia, the crossover version of the Renault Logan was available as the Intens top trim.^[103]

For versions equipped with CVT, the lifted version of the Logan is essentially a workaround to mitigate the fact that the CVT gearbox does not fit due to the tight space of the platform layout, which led to the vehicle being raised by fitting a reworked suspension. Without raising the ground clearance, the CVT unit would be too close to the ground and causes a risk of damage.^{[104] [105]}

• 

  Dacia Logan MCV Stepway (UK)

• 

  Dacia Logan MCV Stepway (UK)

• 

  Dacia Logan Stepway (Romania)

• 

  2020 Renault Logan Intens (Colombia)

• 

  2020 Renault Logan Intens (Colombia)

Marketing and production [edit]

Sales in Romania began in November 2012, with a starting price of €6,690.^[106] It is manufactured in Mioveni, Romania, and in Casablanca, Morocco, at the Somaca factory, for the North African market.^[83] There will be no seven-seat or panel van versions of the second generation Logan, as they have been replaced by the Lodgy and the Dokker respectively.^[82]

The saloon version was also launched in South America, as the second generation Renault Logan, in December 2013,^[107] after being revealed at the Buenos Aires Motor Show in June 2013.^[108] It is manufactured at the Renault Brazil factory in São José dos Pinhais (near Curitiba).^[107]

In March 2014, it was launched in Russia (where it is marketed as the Renault Logan). The model is produced at the AvtoVAZ facility in Togliatti, Samara.^[109]

Also in 2014, the model was launched in Egypt (as the Renault Logan),^[110] together with the second generation of the Sandero and Sandero Stepway.^[110]

As of December 2014, the Renault Symbol will be made from CKD in a new plant in Oran, Algeria.

The third generation Renault Symbol is a rebadged version of the second generation Logan.^[111] It was revealed at the 2012 Istanbul Motor Show,^[112] and is manufactured in Bursa, Turkey.^[113] It went on sale on the Turkish market at the beginning of 2013, also being released in Algeria and Tunisia.^[112]

In August 2015, the new Logan was presented in Colombia,^[114] with the pre-sale of a thousand units. It is manufactured in Envigado at the Renault SOFASA factory.^{[ citation needed ]}

• 

  Renault Symbol (pre-facelift)

• 

  Renault Symbol (pre-facelift)

• 

  Renault Symbol (2017 facelift)

Third generation (2020) [edit]

Motor vehicle

Logan III
Overview
Also called	Renault Taliant
Production	2020–present
Assembly	Romania: Mioveni[115] Morocco: Casablanca (Somaca)[116]
Designer	Renault Technocentre & Renault Technologie Roumanie
Body and chassis
Body style	4-door saloon
Platform	Renault–Nissan CMF-B LS platform[117]
Related	Dacia Sandero III Dacia Jogger
Powertrain
Engine	Petrol: 999 cc H4D SCe 65 I3 999 cc H4Dt TCe 90 I3 turbo Petrol/LPG: 999 cc H4Dt ECO-G 100 I3 turbo
Transmission	5-speed manual 6-speed manual CVT
Dimensions
Wheelbase	2,649 mm (104.3 in)
Length	4,396 mm (173.1 in)
Width	1,848 mm (72.8 in)
Height	1,501 mm (59.1 in)

The third-generation Logan was launched together with the new Dacia Sandero III, on 29 September 2020.^{[118] [119]} It is longer by 36 mm (1.4 in), supported by a longer wheelbase and a reduced rear overhang. It has a slimmer shape, featuring a more sloping windscreen and a roof lowered by 10 mm (0.4 in).

It is built on a CMF-B LS modular platform used on the new Sandero which is claimed to combine greater resistance and rigidity with less weight while complying with more stringent crash-test. With new powertrain options, it reduces pollutant emissions and in compliance with pollution control requirements.^[120]

Marketing and production [edit]

The Renault Taliant is a rebadged third-gen Logan for Russia, Turkey, and Latin America. It was revealed in Turkey on 11 March 2021,^[121] and went on sale on 24 May 2021.^{[122] [123]} The vehicle is overall largely similar on the Logan, sharing the same bodywork with changes on the front fascia, rear fascia, and side door shoulder lines. As with the Logan, the Taliant is based on the CMF-B LS platform.^{[124] [125]} It is 42 mm (1.7 in) longer, 113 mm (4.4 in) wider and 16 mm (0.6 in) lower than its predecessor, the Renault Logan/Symbol, with an increase of wheelbase by 14 mm.

The name "Taliant" is derived from the word "talent".^[126]

• 

  Dacia Logan (rear view)

• 

  Renault Taliant (front)

• 

  Renault Taliant (rear)

Sales [edit]

Sales by year^{[127] [128]}

Year	Dacia	Renault
2004	22,833	−
2005	135,184	9,915
2006	184,472	63,134
2007	230,294	136,742
2008	218,887	206,059
2009	160,120	150,603
2010	126,598	189,898
2011	95,365	253,698
2012	102,175	221,752
2013	69,355	188,185

Awards [edit]

The Logan was voted official best car of the year Autobest 2005 ^[129] by the members of the Autobest jury, coming from 15 countries: Bulgaria, Croatia, Czech Republic, Cyprus, Macedonia, Hungary, Poland, Romania, Russia, Serbia, Slovakia, Slovenia, Turkey, Ukraine and Malta. The members of the jury score 13 criteria like fuel consumption, versatility, roominess or design.

The Logan won the fifteenth Best Compact trophy awarded by Abioto, the Brazilian trade press organisation, by a panel of 67 of the country's most influential motoring journalists.^[129]

The Logan won the 'Melhor Carro do Ano 2013' trophy (Best car of the year 2013) awarded by Motor Press magazine,^[129] ahead of the Citroën C4L sedan.

On 9 December 2013, less than one month after it was presented to Brazilian journalists, the Renault Logan won the Top Car TV Award ^[129] in the Best National Car up to 30,999 reais category, ahead of the VW Golf and VW Fox, Toyota Etios and Ford Fiesta. The prize, awarded by a panel of communications and marketing professionals from various automakers and news organisations, also considered the launch campaign.

Concept cars and projects [edit]

Logan Steppe [edit]

In 2006, a station wagon concept car, the Dacia Logan Steppe was presented at the Salon International de l'Auto in Geneva. The car was built by noted concept car builders DC Design in India as a forerunner of the Logan MCV.

Logan S2000 [edit]

The S2000 was a short lived project for a racing version of the Logan.^{[130] [131] [132]}

Dacia Cup [edit]

Since 2007, there is a dedicated class in the Romanian Rally Championship, called Cupa Dacia,^[133] for Group N prepared Logans. It is a class competed especially by rookies, in the beginning of their careers.^[134] The cars used are 1.6 MPI versions.^[135]

Notes [edit]

1. ^ Only the station wagon, rebadged as the Lada Largus.^[6]
2. ^ Only the pick-up version, rebadged as the Nissan NP200.^[7]
3. ^ Available in certain markets only, such as Brazil, Mexico and Russia.^{[8] [9] [10]}
4. ^ In Ukraine, it was marketed under the Dacia marque until September 2009.^[34]
5. ^ ^{a b} Nissan is the partner of Renault in the Renault–Nissan Alliance.

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Further reading [edit]

• James Ruppert. Not for U.S. Sale: 2005 Dacia Logan. AutoWeek, 31 January 2005.
• Gail Edmondson and Constance Faivre. Got 5,000 Euros? Need A New Car?. BusinessWeek, 4 July 2005.
• Molly Moor. France's Renault Takes a Detour. The Washington Post, 26 January 2006.
• Autoevolution. DACIA Logan MCV 1.5 dCI (85 hp) road test, review, test drive. 1 April 2009.

External links [edit]

• Official website

Dacia Logan 2004

Source: https://en.wikipedia.org/wiki/Dacia_Logan

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