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Marcopolo Paradiso

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Marcopolo Paradiso - information: Marcopolo Paradiso is a very good car, that was released by "Marcopolo" company. We collected the best 9 photos of Marcopolo Paradiso on this page.

Brand Name Marcopolo
Model Marcopolo Paradiso
Number of views 83149 views
Model's Rate 6.5 out of 10
Number of images 9 images
Interesting News
  • China the key to Avista’s future.

    THE future of Buick’s gorgeous Avista concept - and a Holdenbadged version - lies in two extra doors, according to General Motors insiders Wheels spoke to following the car’s Detroit motor show debut. Sources confirmed that a model of a four-door version exists in the GM styling studio and is under serious consideration following its overwhelmingly positive reaction as the star of the show. GM has started work on making a business case for building the car, and a Holden-badged version - including a higher-output HSV model - could be in the mix. GM sources hint the production Avista would likely end up being a four-door coupe designed as a more affordable rival to the Mercedes-Benz CLS, BMW 6 Series Gran Coupe and Audi A7 Sportback. While Buick last year showed off a four-door concept - the Australian-designed Avenir - the four-door Avista coupe would be smaller and sleeker, with more emphasis on proportions and design than rear seat space. The challenge for securing an Avista business case is ensuring enough global demand, and once again right-hand drive production is the big question mark. In the global automotive game, Buick (which sells only in China and North America) tends to fly under the radar. But with sales of 1.25 million vehicles last year - the highest in Buick’s 112 years - it is GM’s second best-selling brand worldwide after Chevrolet. Put that down to China, where it’s the country’s number two brand. China accounts for about 80 percent of total Buick sales, and therefore holds the key to any decision to produce Avista. Although Chinese consumers do not currently buy coupes in significant numbers, Buick and GMC vice-president Duncan Aldred doesn’t necessarily see that as a roadblock to Avista getting the green light for production. “I think we’ve earned the right to have the halo car in the Buick range,” Aldred says. “We’re the premium mainstream brand in China, and there’s great value in us continuing to stretch the brand upwards, even though it may not be massive volume.” “China is important to any Buick,” admits GM design chief Ed Welburn, who says GM’s Chinese product planners have seen the car. While China is now a massive SUV market, Welburn makes the point that Chinese consumers suddenly switched from buying sedans three years ago. “A coupe might be the next big thing.” The Avista concept is based on a mash-up of GM Alpha and Omega components, sharing the Alpha-based Chevrolet Camaro coupe’s 2811mm wheelbase and with nearly identical front and rear tracks. Under the bonnet is a 3.0-litre V6 driving the rear wheels through an eight-speed automatic transmission. It’s the same engine used in the Cadillac CT6. “It’s buildable,” says Cadillac chief engineer Dave Leone. “The business case is the issue.” What helps the business case is that the production version would be built using GM’s Alpha architecture, which underpins Cadillac’s ATS and CTS as well as Camaro. Alpha means the car would not only share components that are already produced in volume, but a number of different variants of the car could also easily be configured. The Avista’s engine bay, for example, will accept GM’s 2.0-litre turbocharged four, and while the 6.2-litre V8 can also be fitted into Alpha, sources say the Avista’s underbonnet layout has not been protected for the larger engine. The eight-speed auto can be swapped for a six-speed manual, and it can be built with all-wheel drive as well as rear-drive. Importantly, it can be built in right-hand drive. That means GM could easily build Opel, Vauxhall and Holden versions of the car, offering powertrains that suit each market, along with different equipment levels and different chassis set-ups. “Think of all the performance hardware in the parts bin,” teases Welburn. An HSV Avista with all-wheel drive and the 346kW, twin-turbo 3.6-litre V6 from the Cadillac ATS-V? It’s possible. “That’s just a good business model,” says Aldred of selling Avista as an Opel. “If you can build a vehicle that’s competing in Europe, North America and China, you’ve pretty much got it covered.” And what about Holden? “Holden’s in the mix,” confirms Aldred, a Brit who was managing director of Vauxhall before taking on the Buick/GMC job, so knows GM’s Australian subsidiary well. “We could do right-hand drive. That investment’s done, though there is an additional expense. I guess you’ve gotta see if there is enough volume in the UK with Vauxhall.” Avista has a lot of enthusiastic supporters inside GM. “It’s gorgeous,” gushed GM chairman and CEO Mary Barra. “I said to Mark [Reuss], ‘We have to find a way of doing this one’.” Lower sales expectations and premium margins mean a fourdoor coupe is perhaps a safer choice as a Buick halo car than a large sedan like the Avenir, which would have had to compete with everything from an S-Class Benz to Hyundai’s new Genesis G90. Even so, GM product planners are wary of committing investment dollars to this notoriously fickle segment. And that’s why there’s a strong faction inside GM that wants to stretch Avista’s wheelbase slightly and add a couple of doors.
  • 2017 Suzuki SV650.

    Suzuki has announced that the ever-popular SV650 will make its offi- cial return to the States next year, this after Suzuki saw just intermittent success with its Gladius and SFV650 models. Introduced as an early-release 2017 model, the new SV features 140 redesigned components for both the engine and chassis and weighs around 15 pounds less than the outgoing SFV while producing a claimed 75 hp (versus 71 hp for the SFV). Specific changes to the engine include new pistons with resin-coated skirts, a new exhaust system, and staggered intake funnels that improve midrange performance. The bike also features Suzuki’s one-push easystart system, as well as a low-rpm assist mode, which activates the bike’s idle speed control valve at low engine revs to assist with leaving a stop. On the chassis side, Suzuki’s goal was to make the bike more compact and narrow, which it’s accomplished with updates to the frame and changes to the tank that reduce overall tank width by just over 2.5 inches. The new SV650 will be available early summer 2016.
  • Ford B-MAX Tita nium 1.5 TDCi.

    While Ford has been busy replacing most of its MPV range, with all-new S-MAX and Galaxy models, as well a substantial facelift to the C-MAX, the baby B-MAX has soldiered on. It’s the only model, apart from the Ka, not to have adopted Ford’s wide mouthed, Aston Martinesque grille, though it only has to be a matter of time before a facelifted version arrives. In the meantime, Ford has replaced its 1.6-litre TDCi engine with a downsized, identically powered 1.5-litre unit that manages to be 3.7mpg more economical, with CO2 emissions that are 6g/km less and with an acceleration to 62mph time that is just under a second faster. And the price for all of these improvements, a modest Ј130. At its launch, the B-MAX won plaudits for its interesting sliding rear doors that leave a pillarless space when both front and rear doors are open. It makes loading little’uns into the child seats in the back a breeze, especially in tightly proportioned car parks. That combined with generous head and legroom both front and rear, this is one seriously spacious car, despite its modest footprint. The dashboard is attractively styled with all of the controls logically arranged, though we think it’s a shame that there are so many tiny buttons on the audio system. The optional navigation system is hindered by a small screen, albeit with excellent colourful graphics, we just wish there was more of it. Still, it’s neatly positioned just within your eye line. The dashboard materials are made out of decent plastics and feel well appointed, though it’s a disappointment that the door tops are made out of hard materials. The driving position is best described as command, with a good view out along the bonnet. In fact, all round vision is pretty good, thanks to deep windows, except for the super wide central door pillars. Boot space is smaller than most of its immediate rivals, but thanks to a low sill and wide opening, you can make good use of the available room. There’s extra underfloor storage and the seats fold down totally flat. With just 94bhp on tap, you’re not likely to win any traffic light Grand Prix, and it’s surprising that Ford doesn’t offer the more powerful 118bhp edition of this engine for extra zip. It’s a quiet unit, though, and is only really noticeable at higher revs, though at motorway speeds it’s barely audible. Besides, the sound is drowned out by the excessive road noise and fluttering of the wind around the windscreen. As you would expect from a Blue Oval-badged car, it’s the driving experience that really excels, with communicative, agile steering and while there’s some lean when cornering, on account of its tall sides, everything is kept well in check, with generous amounts of grip. But it’s the ride comfort that is at odds with the high degree of comfort that the B-MAX otherwise delivers, with a firm edge to the suspension that results in too many of the road imperfections being transmitted into the cabin. The slick, smooth five-speed manual gearbox is a delight to use and has a light clutch as a companion. Gear ratios are well thought out, allowing you to make reasonable progress even considering the modest power and size of the engine.
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