2017 Nissan Rogue Sl Midnight Edition

2017 Nissan Rogue Sl Midnight Edition

The Car Connection Expert Review

Editorial Director

June 27, 2017

Likes

• Surround-view cameras are a must-have feature
• USB and Bluetooth streaming, standard
• Lots of safety features
• Good looks

Dislikes

• Carryover powertrain
• Noisy under hard acceleration
• Still a crossover...
• ...with a third-row seat?

Buying tip

The Rogue Hybrid doesn't drive like a gas-electric blend; if fuel economy is more important than 0-60 mph times, it's the better choice here.

features & specs

2017.5 AWD S

2017.5 AWD SL

2017.5 AWD SL Hybrid

The 2017 Nissan Rogue could beat the world of compact crossover SUVs, were it not for mediocre performance and safety ratings.

The Nissan Rogue covers the middle of the automaker's crossover SUV lineup. Tucked in between the teensy, utterly impractical Juke and the big three-row Pathfinder, the Rogue relies on good seats and interior space to move its metal.

In a tough class along with the Honda CR-V and Subaru Forester, the Rogue's unexciting powertrain and handling aren't big demerits. Its subpar crash-test scores from the NHTSA are.

For 2017, the Rogue is offered in S, SV, and SL models. A new Hybrid model comes in SV or SL trim. Toward the end of the 2017 model year, Nissan made automatic emergency braking, lane departure warnings, and rear cross-traffic alert standard on every version of the Rogue. To mark the change, so-equipped Rogues are labeled as 2017.5 models.

Review continues below

We give the Rogue lineup a 6.8 out of 10, with high marks for comfort, utility, and fuel economy. (Read more about how we rate cars.)

Nissan Rogue styling and performance

Nissan introduced the latest Rogue in the 2014 model year, and a light update this year doesn't change its benign, handsome styling too much. The front end wears a deeper V-neck grille, the taillamps glow with LED power, but neither of those details alters the conservatively executed sheet metal much at all. The interior gets some nicer materials and trim this year as well.

The standard Rogue draws power from a 2.5-liter inline-4 paired with a continuously variable transmission (CVT) from the first generation. Power output is set at 170 horsepower. Acceleration is mediocre at best. The Rogue's power drones out through the CVT to either the front or all four wheels, but it sounds less intrusive than last year, thanks to a few pounds of additional sound deadening and thicker glass.

A new Hybrid edition pairs a 2.0-liter gas 4-cylinder with a 30-kw electric motor and lithium-ion batteries for a net of 176 hp. The hybrid powertrain doesn't act remarkably different from the gas-only engine, other than adding a couple of hundred pounds to its curb weight. The Rogue Hybrid delivers EPA ratings of up to 34 mpg. Other Rogues can earn ratings as high as 28 mpg combined.

The Rogue's best performance asset is its calm, composed ride. It doesn't feel overly stiff, and tall-sidewall all-season tires damp out a lot of freeway roughness. Nissan also uses stability control in clever ways, by applying brake to certain wheels to smooth over bumps and to cut cornering lines. It's substantial and controlled on the road; it just doesn't have the vivid feedback of an Escape or a CX-5.

Rogue comfort, safety, and features

The Rogue offers plenty of seating space and comfort, though its third-row option is more for pride than for passengers. The front seats have dense bolstering that feels good after hours-long road trips. A power driver's seat is available, but like the Ford Escape, there's no power offered for the front passenger seat, though the right-side front chair does fold down for more carrying capacity. Second-row passengers have good space, thanks to sliding and reclining seats.

While it's sized at the smaller end of the compact crossover class, Nissan made the unusual decision to offer a third-row seat in the Rogue. Since the second row can be adjusted on a 9-inch-long track, the third-row seat can have usable leg room, but the cushions sit low and head room is tight. Only small children will be comfortable. Even then, it's a short-distance solution at best.

All Rogues come with standard curtain airbags and stability control, as well as a rearview camera. The Rogue scores a middling four-star rating (out of five) in crash tests conducted by the government, but it has earned Top Safety Pick+ status from the insurance company-funded IIHS. Safety options include a surround-view camera, blind-spot monitors, a lane-departure warning system, and a forward-collision alert system. Adaptive cruise control and automatic emergency braking are offered as well—the latter having been made standard on the 2017.5 model.

All Rogues comes with power windows, locks, and mirrors; an AM/FM/CD player with a USB port; Bluetooth with audio streaming; a rearview camera; and 17-inch steel wheels. The Rogue SV adds alloy wheels, a power driver's seat, satellite radio, dual-zone automatic climate control, keyless ignition, and NissanConnect, which enables use of smartphone apps like Pandora. The Rogue SL gets Bose audio, navigation, a power tailgate, the surround-view camera, 18-inch wheels, heated front seats, and leather upholstery.

Options include third-row seating, run-flat tires, a panoramic sunroof, those advanced-safety features, and LED headlights.

The Rogue doesn't go out of its way to shock or awe crossover-SUV shoppers.

The Rogue has the unmistakable look of a modern three-row crossover SUV. Scale it up, and from the side the Rogue could pass for a Chevy Traverse or a Honda Pilot. Unadventurous? Sure, but the Rogue's shape is handsome, its proportions are good, and its interior is attractive and well-finished.

We give it an 7 out of 10. (Read more about how we rate cars.)

Nissan's done a positively Honda-like job in the past few years, evolving styling in gradual steps to remove the odder flourishes of the past. Remember the last Rogue's crazy grille treatments? They're broomed. This year the Rogue gets a new V-shaped grille braced by LED running lamps, a light refresh to a face that generates all the Rogue's distinctiveness. Down the side, on to its retouched rear end, there's not much of the wild sculpting that's found on the smaller Juke crossover, and that's a good thing. The Rogue looks like what it is, and doesn't let styling overwhelm that message.

Nissan has also delivered a handsomely finished interior, one with high-quality materials. It's not damning it with faint praise to call it elegantly ordinary. It's laid out for quick perception, with round knobs for climate control and audio framing a center stack with an LCD monitor. There's also a cowl over the gauges that is balanced out by a pair of slim vents over the center stack. It's not wildly conceived with numerous touch interfaces or asymmetrical lines or a shower of single-function buttons, and we like it for that reason. New touches for the 2017 model year include a reshaped steering wheel, nicer trim on the dash and doors, and a newly packaged Platinum Reserve model with quilted leather seats.

Review continues below

Performance? Yes, there is some, but the Rogue focuses mainly on a compliant ride.

The Rogue continues with the 2.5-liter inline-4 and continuously variable transmission (CVT) found in the first-generation model. Power output's still fixed at 170 horsepower and 175 pound-feet of torque.

We give it a 5 out of 10, granting a point above average for ride, and taking it away for its CVT. (Read more about how we rate cars.)

Dip deeply into the gas, and the CVT modulates the gaps between its pulleys to simulate an automatic with an infinite set of gears. It does so quickly and smoothly, but the Rogue doesn't have fixed ratio points—"gears"—or shift paddles to reach them, like our current CVT favorite in the Subaru Forester. The result is a mediocre 8-second acceleration run to 60 mph, and a noisy pause at the productive end of the Rogue's powerband. Compared to turbocharged 4-cylinders and automatics in the Santa Fe, Escape, and others, it's less satisfying. The Rogue does have an Eco mode, which keeps it from revving out quite as much, but it also dulls throttle response unless you pin the throttle.

Just as impressive is the Rogue's secure and substantial driving character. Electric power steering isn't the curse here that it is in some compact cars. It doesn't wander and hunt on grooved concrete, and takes to changes with smooth responses, but it isn't fast or particularly informative. The suspension's independent all around, and ride quality is quite comfortable.

It's augmented electronically with advanced stability-control logic. In one application, it damps the accelerator to smooth out the ride over bumps (instead of surging over them). In another, it clamps the inside front brake in corners to draw the Rogue through them more nimbly. The effects can't really be sensed without comparing the same Rogue, disabled, though. These features serve to make the Rogue a comfortable daily driver, but they don't add any excitement to the controlled but rather bland driving experience. 17- to 19-inch all-season tires

Rogue Hybrid

The new Rogue Hybrid doesn't alter the driving feel much at all, other than the addition of nearly 200 pounds of batteries. The Hybrid uses that 0.8-kwh lithium-ion battery pack to start the vehicle via one of its two clutches, in combination with a 2.0-liter 4-cylinder for a net output of 176 hp.

It's quite difficult to get the Hybrid to roll on battery power alone, though Nissan says it can travel up to 2 miles at 25 mph on a fully charged battery. The trick, since there's no EV-mode button? Very gradual throttle application, keeping it to less than 10 percent of pedal travel.

The Rogue Hybrid's second clutch couples its battery and its 30-kw electric motor to the gas engine output through its continuously variable transmission. They're combined ahead of the transmission and none goes directly to the rear wheels, so the Rogue Hybrid is not of the through-the-road variety.

Acceleration is marginally better, and the Rogue Hybrid is almost indistinguishable in the way it moves power from its CVT to its wheels. The only substantial difference comes in fuel economy: the Rogue manages 33 mpg combined or better.

Review continues below

Superb front seats and an available third-row bench give the Rogue a leg up against other compact crossovers.

The current Nissan Rogue crossover isn't much larger than the previous-generation vehicle, but Nissan has found some extra room inside. It's enough to slot in a third-row seat, though just barely. That makes the Rogue one of the smallest crossovers on the market to offer a third-row seat.

That's not the Rogue's calling card, though. In truth, the third-row seat is only roomy enough for small children. It's a good thing it's an option, and unavailable on the most expensive Rogue SL or on the hybrid editions.

We give it an 8 out of 10 for supportive front and back seats, and for its good use of cargo space. (Read more about how we rate cars.)

As it did with the Altima, Nissan has outfitted the Rogue with very comfortable front seats and a good driving position, though the steering wheel has a bit of a bus-like rake to it. Super-dense foam and great sculpting make the Rogue's chairs a place we could sit for a 12-hour road trip—no sweat. The front seats also borrow a page from the Leaf playbook, with optional heating controls that warm up first in more sensitive contact areas. The manually adjustable seats add power for the driver on the Rogue SV and SL, but no passenger power seat is available. Instead, the front passenger seat folds down to extend interior cargo storage. You can toss an 8-foot ladder in through the tailgate and it should fit, provided you're driving solo.

Adults get ample accommodations in the second row, which slides on a 9-inch track to expand its leg room, reclines for long-distance comfort, and moves up and away behind the front seats for maximum cargo stowage.

The third-row seat that sets the Rogue apart from most of its rivals, except the RAV4, is a small, cramped place for anyone not currently in elementary school. It's also not offered on Hybrid models, since the battery pack takes up the space where it would be folded and stored.

Even on gas-powered Rogues, the third-row seat's such an occasional piece that we'd skip it in favor of the Nissan's cargo management setup that's standard on five-seat models. With configurable panels, you can create stowage boxes and bins in the back to suit whatever task you have, from carrying home ice packs and beverages to hiding muddy boots until you can hose them off after a hike.

Both the second and third rows split and fold for flexible cargo space. There's 70 cubic feet in all behind the front seats with the other rows folded down; 32 cubic feet behind the second row; and a skimpy 9.4 cubic feet behind the third row.

Cabin quality is where the Rogue really shines. The cockpit's trimmed out in substantial, good-looking materials, with low-gloss plastics and metallic trim. In previous years the Rogue has been plagued by excessive engine noise, but more damping material has been added for the 2017 model year.

Review continues below

The Rogue fares well in IIHS testing; the NHTSA doesn't agree.

The Rogue has been tested by both agencies that regularly throw perfectly good vehicles into a wall. In its tests, the Rogue has seen mixed scores.

We give it a 7 out of 10 here. We've awarded a point for its IIHS scores and another for newly standard safety taken, but taken one away for a subpar rating in the NHTSA regimen. (Read more about how we rate cars.)

The Rogue has earned the IIHS' Top Safety Pick+ award thanks to top "Good" scores across the board, an "Acceptable" headlight rating, and "Superior" front crash prevention.

It's in federal testing where the Rogue falls behind. The NHTSA gave the Rogue a four-star overall rating, lower than most rivals.

All Rogues come with standard curtain airbags and stability control, as well as tire pressure monitors. Options include blind-spot monitors, a lane-departure warning system, and a forward-collision warning system with emergency automatic braking. The latter functions were only offered on the very top Rogue SL Premium initially.

However, beginning with March 2017 production, all Rogues are labeled as 2017.5 models and they now come standard with automatic emergency braking, blind spot monitors, and rear cross-traffic alerts. Our safety score reflects the 2017.5 model.

Outward vision in the Rogue is fairly good, though the uptick at the rear pillars blocks some rearward vision. Still, one feature we'd buy, no question, is the surround-view camera that's available on the Rogue SV and standard on the SL. It stitches together a composite 360-degree view of obstacles from a quartet of cameras, and it makes parking everywhere and anywhere so much simpler. It's packaged with other useful options in the SV like smartphone connectivity, so it's worth the extra money.

Nissan stocks the base Rogue pretty well, but some of the most desirable safety features only come on the most expensive model.

Nissan fits the Rogue with all the features we'd expect from any of its competition. There's nothing truly unexpected on the list, and some features are only offered on the most expensive versions—but in the balance, it's packaged and priced competitively.

We give it a 7 out of 10 for its generous standard and optional equipment. (Read more about how we rate cars.)

This year, the Rogue comes in S, SV, and SL models, while Hybrid versions can be ordered in SV or SL trim. The base Rogue S has the usual power features; cruise and climate control; Bluetooth with audio streaming; a rearview camera; 17-inch wheels and all-season tires; and an AM/FM/XM/CD audio with a USB port and 4 speakers.

Rogue SV crossovers add satellite radio; alloy wheels; automatic headlights; a power driver's seat; and keyless ignition.

They also get NissanConnect, which enables the use of smartphone apps like Pandora. It's a relatively simple setup, with straightforward operation and more limited features than some high-feature infotainment systems.

A Premium Package for the SV comes with a 7.0-inch touchscreen; voice-activated navigation; real-time traffic and weather data; a surround-view camera system; a power liftgate; heated cloth seats; blind-spot monitors; and a lane-departure warning system. Optional on the Rogue SV is a Midnight Edition package that, at $990, adds a few exterior touches and black 17-inch alloy wheels. It's rather pricey for what you get.

The Rogue SL gets 18-inch wheels, heated front seats, leather upholstery, Bose audio, NissanConnect, Siri Eyes Free, navigation, a power tailgate, and surround-view camera, which is one of our must-have features now that's it's spread outside the Nissan/Infiniti empire. A Premium Package for the SL adds a panoramic sunroof, LED headlights, forward collision warning with automatic emergency braking, blind-spot warning, lane departure warning, and adaptive cruise control.

The exclusions on the order sheet are few, but big. Nissan doesn't sell the Rogue's third-row seat on SL or Hybrid models. It also limits forward-collision warnings and automatic emergency braking to the most expensive SL Premium trim.

Review continues below

A new hybrid Rogue ups the gas-mileage ante.

The 2017 Nissan Rogue earns good fuel economy ratings with its 4-cylinder engine and continuously variable automatic transmission. With its new Hybrid edition, it moves into a new tier, alongside the Toyota RAV4 hybrid.

We give the Rogue a green score of 7 out of 10 for its carryover gas-only powertrain. There's more to come, though. (Read more about how we rate cars.)

The EPA certified the current front-drive 2017 Rogue at 26 mpg city, 33 highway, 29 combined. With all-wheel drive, the Rogue rates at 25/32/27 mpg. The EPA puts Hybrids at 33/35/34 mpg with front-drive and 31/34/33 mpg with all-wheel drive.

Review continues below

Continue Reading

The Car Connection Consumer Review

5 star

75%

4 star

25%

3 star

2 star

1 star

January 1, 2018

2017 Nissan Rogue AWD SV

Love driving Rogues

• Overall Rating
• Styling
• Performance
• Comfort & Quality
• Safety
• Features
• Fuel Economy
• Reliability

On my 4th Rogue lease now. Went from a 2015 Rogue S to a 2017 Midnight Rogue..Absolutly love my new car! Seats are unbelievably comfortable and everything about the midnight edition is what you look for in a... On my 4th Rogue lease now.
Went from a 2015 Rogue S to a 2017 Midnight Rogue..Absolutly love my new car! Seats are unbelievably comfortable and everything about the midnight edition is what you look for in a SUV. + More »

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November 26, 2017

For 2017 Nissan Rogue

Best experience in buying Rogue 2017

• Overall Rating
• Styling
• Performance
• Comfort & Quality
• Safety
• Features
• Fuel Economy
• Reliability

Very helping staff, very supportive detailed information provided about all aspects of Rogue 2017 before signing any paper, very detailed and informative test Drive, I would never go to any dealer for my next... Very helping staff, very supportive detailed information provided about all aspects of Rogue 2017 before signing any paper, very detailed and informative test Drive, I would never go to any dealer for my next car accept 401 Dixie Nissan. + More »

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September 18, 2017

2017 Nissan Rogue FWD SV

Impressed by comfort.

• Overall Rating
• Styling
• Performance
• Comfort & Quality
• Safety
• Features
• Fuel Economy
• Reliability

Impressed by the comfort and technology of this vehicle. It has a smooth ride with the bells and whistles you need. If your looking for something that does it all and not the ridiculous sticker price this... Impressed by the comfort and technology of this vehicle. It has a smooth ride with the bells and whistles you need. If your looking for something that does it all and not the ridiculous sticker price this vehicle is it. + More »

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September 16, 2017

2017 Nissan Rogue 2017.5 AWD S

I like the car, it is nice, but it has a blind spot with the sideview mirrors

• Overall Rating
• Styling
• Performance
• Comfort & Quality
• Safety
• Features
• Fuel Economy
• Reliability

It drives nice, looks nice and I love the comfort. I give it a 9 out of 10

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2017 Nissan Rogue Sl Midnight Edition

Source: https://www.thecarconnection.com/overview/nissan_rogue_2017

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2014 Porsche Cayman Black Edition

2014 Porsche Cayman Black Edition

Third generation of the Boxster and second generation of the Cayman sports cars

Motor vehicle

Porsche 981
Porsche Cayman GT4 (981)
Overview
Also called	Porsche Boxster Porsche Cayman
Production	2012–2016
Assembly	Germany: Stuttgart, Zuffenhausen Germany: Osnabrück
Designer	Tony Hatter (981 Cayman; 2011)[1]
Body and chassis
Body style	2-door roadster 2-door fastback coupé
Powertrain
Engine	2.7 L MA1.22 flat-6 3.4 L MA1.23 flat-6 3.8 L MA1.24 flat-6
Transmission	7-speed PDK 6-speed manual
Dimensions
Wheelbase	Boxster: 2,475 mm (97.4 in) Cayman: 2,474 mm (97.4 in)
Length	Boxster: 4,374 mm (172.2 in) 4,404 mm (173.4 in) (GTS) Cayman: 4,374 mm (172.2 in)
Width	Boxster: 1,801 mm (70.9 in) Cayman: 1,801 mm (70.9 in)
Height	Boxster: 1,282 mm (50.5 in) 1,273 mm (50.1 in) (GTS) Cayman: 1,293 mm (51 in)
Curb weight	Boxster: 1,377 kg (3,035 lb) (2.7 manual)[2] Boxster S: 1,390 kg (3,070 lb) (manual)[3] Boxster S: 1,424 kg (3,139 lb) (PDK)[4] Boxster GTS: 1,435 kg (3,163 lb) (PDK)[5] Cayman: 1,310 kg (2,888 lb) (manual)[6] Cayman S: 1,350 kg (2,976 lb) (PDK)[7] Cayman GTS: 1,398 kg (3,083 lb) (manual)[8] Cayman GT4: 1,380 kg (3,050 lb)[9]
Chronology
Predecessor	Porsche 987
Successor	Porsche 982

The Porsche 981 is the internal designation given to the third-generation of the Boxster and second generation of the Cayman models built by German automobile manufacturer Porsche. It was announced on 13 March 2012 at the Geneva Auto Show with sales starting early summer 2012.

The 981 reflects the new design language from the 911 (991) and 918, and features revised engine and transmission specifications. The chassis had been revised: it is 40 percent more torsionally rigid, the front track is 40 mm (1.6 in) wider, the rear track is 18 mm (0.7 in) wider, and the wheelbase has been extended by 60 mm (2.4 in). There is a small weight reduction of up to 35 kg (77 lb) compared to the outgoing 987.^[10] The 981 was the first Boxster/Cayman to use electronically assisted steering, and the parking brake in the car uses an electronic linkage. The instrument cluster features a 4.6" TFT color screen in conjunction with various sensors that can display accurate engine temperature, oil temperature and oil pressure. The Sport Chrono Package includes dynamic gearbox mounts. Another new feature was the auto start/stop system.

Boxster [edit]

The standard Boxster is fitted with a new 2.7-litre flat-6 engine, and the Boxster S is fitted with the existing 3.4-litre engine but with revised performance. The 2.7-litre engine is rated at 194 kW (260 hp) while the 3.4-litre engine is rated at 231 kW (310 hp). Both engines are equipped with a 6-speed manual gearbox and an optional 7-speed reworked PDK. Both manual and automatic models are available with several technical options including Porsche Torque Vectoring (PTV) and a Sport Chrono Package that includes active transmission mounts, and makes the PDK-equipped model even faster.^{[11] [12]} Porsche claims that the new generation Boxster provides fuel savings of 15% over the outgoing model.

Boxster GTS [edit]

The range was expanded in March 2014 with the addition of the GTS derivative, with slightly altered front and rear bumpers and an additional 11 kW (15 hp) from the 3.4-litre engine.^[13]

• 

  Porsche 981 Boxster GTS (2014)

• 

  Rear view

Boxster Spyder [edit]

Porsche unveiled the latest Boxster Spyder based on the 981 Boxster in April 2015 at the New York Auto Show. The styling of the car is similar to the previous generation Spyder, continuing the twin hump rear deck and manually operated canvas top. It also shares some styling with the Cayman GT4, using the same front and rear fascia. The engine is also shared with the Cayman GT4, but mildly detuned. It is a 3.8 litre flat-6, making this the largest and most powerful engine used in a Boxster at the time, rated at 287 kW (385 hp). This allowed the car to attain a top speed of 290 km/h (180 mph).

It was the lightest Porsche in the model lineup at the time, weighing 1,315 kg (2,899 lb). This was achieved through the use of aluminium doors and rear boot lid, a manually operated canvas soft top with electronic assist and unique lightweight 20 inch wheels. The manual soft top resulting in a weight saving of 10 kg (22 lb) over the Boxster. The air conditioning and audio system were also removed, although they could be added as no cost options. Total weight savings amounted to 30 kg (66 lb).^[14] Braking is via larger brakes than used on the Boxster S, being 340 mm front and 330 mm rear units taken from the 911 Carrera S. A limited slip differential shared with the Cayman GT4 with Porsche Torque Vectoring was also used and the model features a 20mm lower ride height than the standard Boxster.^[15]

Additionally it also borrows the steering rack from the 911 Turbo S along with the same reduced diameter GT steering wheel as used in both the GT3 and Cayman GT4. The Boxster Spyder was only available with a 6 speed manual transmission.^[16] 2,400 units in total were made, with 850 destined for the US.^{[ citation needed ]}

• 

  Porsche Boxster Spyder

• 

  Rear view

Boxster Bergspyder [edit]

Boxster Bergspyder at the Porsche Museum

In 2019, Porsche revealed that in 2015, the Executive Board commissioned a project group from Weissach to build a sports car based on the 981, that was to be as light and minimalist as possible. 50 years ago, Porsche's engineers had built a car using similar constraints: the Porsche 909 Bergspyder. The 981 Bergspyder never entered production as it failed feasibility tests.^[17]

Specifications [edit]

Year	Engine	Power	Torque	Transmission (gears)	0–100 km/h (62 mph)	0-60 mph (97 km/h)	Top speed	CO2
2012	2.7L (2706 cc)[18]	265 PS (261 hp; 195 kW)	280 N⋅m (207 lb⋅ft)	Manual (6)	5.8 seconds	5.5 seconds	264 km/h (164 mph)	192g/km
				PDK (7)	5.7 seconds	5.4 seconds	262 km/h (163 mph)	180g/km
				PDK Sport Chrono (7)	5.5 seconds	5.2 seconds	262 km/h (163 mph)	180g/km
	3.4L (3436 cc)[19]	315 PS (311 hp; 232 kW)	360 N⋅m (266 lb⋅ft)	Manual (6)	5.1 seconds	4.8 seconds	279 km/h (173 mph)	206g/km
				PDK (7)	5.0 seconds	4.7 seconds	277 km/h (172 mph)	188g/km
				PDK Sport Chrono (7)	4.8 seconds[20]	4.5 seconds	277 km/h (172 mph)	188g/km
2014	3.4L (3436 cc) GTS	330 PS (325 hp; 243 kW)	370 N⋅m (273 lb⋅ft)	Manual (6)	5.0 seconds[21]		281 km/h (175 mph)	211g/km
				PDK (7)	4.7 seconds		279 km/h (173 mph)	190g/km
2015	3.8L (3800cc) Spyder	375 PS (370 hp; 276 kW)	420 N⋅m (310 lb⋅ft)	Manual (6)	4.5 seconds	4.3 seconds	290 km/h (180 mph)	230g/km

The 2.7 has a drag coefficient ofC d =0.30, the S C d =0.31, the GTS C d =0.32 and the Spyder C d =0.33

Cayman [edit]

• 

  Porsche Cayman S (981C)

• 

  Rear view

The second generation Cayman was unveiled at the 2012 Geneva Motor Show. The production version was introduced as a 2014 model in the spring of 2013. The new car was available in both the standard trim with a 2.7-litre engine, and in the S trim with a 3.4-litre engine. Both versions were available with either a 6-speed manual or a dual-clutch 7-speed PDK transmission.

The 981 features upgrades including a new body, a longer wheelbase, a wider front track, and a redesigned interior that matches the firm's contemporary 911 models.

The new model gained acclaim in the motoring press as one of the best handling sports cars at any price, due to its-mid engine layout and driving dynamics. The Cayman S benefitted from the same engine and running gear as Porsche's latest 3.4-litre version of the 911. ^{[22] [23] [24]}

Cayman GTS [edit]

• 

  Porsche Cayman GTS (981C)

• 

  Rear view

The Cayman GTS was introduced in 2014, and is based on the 981 platform. It featured a marginally more powerful engine, a new body kit, new 20-inch Carrera S wheels, new Bi-Xenon headlights, and a new sports exhaust system. The Cayman GTS is longer than the Cayman and the Cayman S by 30.5 mm (1.2 in) due to its bumpers. The new, optional passive sport suspension allows the Cayman GTS to have a 20 mm lower ride height compared to the Cayman equipped with standard passive suspension or 10 mm lower compared to one with the standard-equipped PASM. The engine is rated at 254 kW (341 hp), and can achieve a 0-100 km/h (62 mph) acceleration time of 4.9 seconds with the manual transmission, 4.7 seconds with PDK and 4.5 seconds with PDK and Sport Plus mode, which is activated via the now standard Sports Chrono Package. The Cayman GTS weighs 1,385 kg (3,053 lb) with the manual transmission and can attain a top speed of 285 km/h (177 mph) while the Cayman GTS with PDK can reach 282 km/h (175 mph) and weighs 1,375 kg (3,031 lb). The configuration changes made over a standard Cayman S resemble closely what Porsche did to its predecessors through Cayman S Sport and Cayman R in the 987 generation models. ^{[25] [26]}

Cayman GT4 [edit]

In 2015, a high performance track oriented version of the Cayman, named the Cayman GT4 was introduced, using a revised and a slightly de-tuned version of the 3.8-litre flat-six engine from the 911 (991) Carrera S. The GT4 was available only with a 6 speed manual transmission and weighed 1,340 kg (2,954 lb). It has a vented front bumper to improve cooling for the additional radiator, with a lower lip spoiler as well as a fixed rear wing for providing downforce. Compared to the standard Cayman, it features a 30 mm lower ride height, upgraded brakes from the 991 GT3, a limited slip differential combined with Porsche Torque Vectoring, and Porsche Active Suspension Management with dampers derived from the 991 GT3. A number of reinforcements were also made throughout the chassis to keep it stiff and well balanced. A Club Sport Package is also available, featuring a rear half rollcage, preparation for a battery cut off switch, a fire extinguisher and a six-point racing harness for the driver, compatible with a neck saving HANS device. Sport Chrono Package with unique Track Precision app is also available specifically for the GT4, adding an additional ECU to the car to deliver telemetry data to the driver's smartphone. In the United Kingdom, the GT4 could be ordered before its introduction at the 2015 Geneva Motor Show in March, and the first cars would arrive in dealerships in March. The Cayman GT4 has a projected Nürburgring Nordschleife lap time of 7 minutes 40 seconds^{[27] [28]} and has a top speed of 183 mph (295 km/h).^[29] The GT4 has gained rave reviews from magazines like Evo and the likes of Chris Harris.

Cayman GT4 Clubsport [edit]

Porsche Cayman GT4 Clubsport shown at the 2016 Canadian International Auto Show in Toronto

On 6 October 2015, Porsche announced a racing version of the Cayman GT4 called the Cayman GT4 Clubsport. Developed by Porsche Motorsport, the Cayman GT4 Clubsport made its debut at the 2015 LA Auto Show in November. It is powered by the same 3.8-litre boxer 6 cylinder engine rated at 283 kW (380 hp) at 7,400 rpm and 420 N⋅m (310 lb⋅ft) of torque at 4,750 rpm found on the production Cayman GT4.

As opposed to the road going Cayman GT4, the Clubsport version is fitted with Porsche's PDK double clutch transmission (albeit with the 7th gear disabled) with shift paddles on the steering wheel, as well as mechanical rear-axle locking differential. The Cayman GT4 Clubsport weighs 1,300 kg (2,866 lb) and shares the same Performance Friction brakes and lightweight suspension strut front axle found on the Porsche 991 GT3 Cup. Its ABS is adjustable in 12 steps. A 100-litre FIA-approved "bag" fuel tank is available as an option for endurance racing. In addition to its lightweight features, it is supplied fitted with an FIA welded-in roll-cage, six-point harness and racing bucket seats.^{[30] [31]}

Sales of the new Cayman GT4 Clubsport commenced after its debut in November through Porsche Motorsport in Weissach or Porsche Motorsport North America.

Specifications [edit]

Type	Engine	Transmission	Power	Torque	0–60 mph (0–97 km/h)	0–100 mph (0–161 km/h)	0–124 mph (0–200 km/h)	Top Speed	Fuel Consumption (city / highway)
Cayman	2.7 L	Manual (6)	275 PS (202 kW; 271 hp) at 7400 rpm	213 lb⋅ft (289 N⋅m)	5.4 s	12.9 s	—	265 km/h (165 mph)	20 mpg / 30 mpg
	2.7 L	PDK (7)	275 PS (202 kW; 271 hp) at 7400 rpm	213 lb⋅ft (289 N⋅m)	5.3 s / 5.1 s[a]	12.8 s / 12.5 s[a]	—	264 km/h (164 mph)	22 mpg / 32 mpg
Cayman S	3.4 L	Manual (6)	325 PS (239 kW; 321 hp) at 7400 rpm	273 lb⋅ft (370 N⋅m)	4.7 s	10.8 s	16.3 s	282 km/h (175 mph)	20 mpg / 28 mpg
	3.4 L	PDK (7)	325 PS (239 kW; 321 hp) at 7400 rpm	273 lb⋅ft (370 N⋅m)	4.6 s / 4.4 s[a]	10.7 s / 10.4 s[a]	15.9 s	281 km/h (175 mph)	21 mpg / 30 mpg
Cayman GTS	3.4 L	Manual (6)	340 PS (250 kW; 335 hp) at 7400 rpm	280 lb⋅ft (380 N⋅m)	4.6 s	10.5 s	15.9 s	285 km/h (177 mph)
	3.4 L	PDK (7)	340 PS (250 kW; 335 hp) at 7400 rpm	280 lb⋅ft (380 N⋅m)	4.5 s / 4.3 s[a]	10.4 s, / 10.1 s[a]	15.5 s	283 km/h (176 mph)
Cayman GT4	3.8 L	Manual (6)	385 PS (283 kW; 380 hp) at 7400 rpm	310 lb⋅ft (420 N⋅m)	4.2 s	est. 8.6 s	14.5 s	295 km/h (183 mph)	23 mpg / 30 mpg

1. ^ ^{a b c d e f} with Sport Plus

References [edit]

1. ^ Porsche (9 July 2013). "The new Porsche Cayman: Influence and Design". Retrieved 14 October 2017 – via YouTube.
2. ^ "Car and Driver 2013 Boxster Manual Instrumented Test".
3. ^ "Car and Driver 2013 Porsche Boxster S instrumented test".
4. ^ "Car and Driver 2013 Porsche Boxster S PDK automatic".
5. ^ "Car and Driver 2015 Porsche Boxster GTS PDK Instrumented Test".
6. ^ "Car and Driver 2014 Porsche Cayman Manual Instrumented Test".
7. ^ "Car and Driver 2014 Porsche Cayman S PDK Automatic Instrumented Test".
8. ^ "2015 Porsche Cayman GTS: Mid Engine Perfection & The Biggest Threat to the 911! – Ignition Ep. 124".
9. ^ "Car and Driver 2016 Porsche Cayman GT4".
10. ^ "Porsche Boxster S review". Evo. March 2012. Archived from the original on 14 June 2012. Retrieved 6 August 2012.
11. ^ Prosser, Dan (18 April 2019). "Nearly-new buying guide: Porsche Boxster (981)". Autocar. Retrieved 21 June 2020.
12. ^ Crouch, Jonathan. "Review and road test of the Porsche Boxster '981 Series' (2012-2016)". money4yourmotors.com . Retrieved 21 June 2020.
13. ^ "Porsche Cayman GTS and Boxster GTS (2014)". Car. 19 March 2014. Retrieved 22 April 2014.
14. ^ "Why The 2016 Porsche Boxster Spyder Is Just Shy of Special". Road & Track. 30 September 2016. Retrieved 21 June 2020.
15. ^ Catchpole, Henry (18 August 2015). "Porsche Boxster Spyder review - Watch our full video review of the ultimate Boxster". Evo. Retrieved 21 June 2020.
16. ^ "Porsche Boxster Spyder 2015-2016 review". Autocar . Retrieved 21 June 2020.
17. ^ "One of a kind: the Boxster Bergspyder". Porsche Newsroom . Retrieved 2021-10-16 .
18. ^ "Technical Specs Boxster". Porsche . Retrieved 6 August 2012.
19. ^ "Technical Specs Boxster S". Porsche . Retrieved 6 August 2012.
20. ^ "Technical Specs Boxster S". Porsche USA . Retrieved 6 August 2012.
21. ^ "Technical Specs Boxster GTS". Porsche AG . Retrieved 22 April 2014.
22. ^ "Porsche Cayman and Cayman S Review". Autocar. Retrieved 18 January 2014.
23. ^ Clarkson, Jeremy (19 June 2013). "Porsche Cayman S (2013)". Driving.co.uk. Retrieved 18 January 2014.
24. ^ "Porsche Cayman Coupe Review". Whatcar.com. Retrieved 18 January 2014.
25. ^ "Porsche Cayman GTS and Boxster GTS reveal". Top Gear. Retrieved 27 March 2014.
26. ^ "Porsche Cayman GTS specification". Porsche. Retrieved 27 March 2014.
27. ^ "Porsche Cayman GT4 - the 911 GT3 gets a little brother at last". CAR Magazine. Retrieved 4 February 2015.
28. ^ "Porsche Cayman GT4 Officially Laps the Nurburgring in 7:40". Automobile. Retrieved 25 February 2015.
29. ^ Cammisa, Jason (June 2015). "Sold Out, No Sellout". Road & Track: 36–40.
30. ^ Taylor, James (2 January 2017). "Porsche Cayman GT4 Clubsport (2017) review". Car. Retrieved 21 June 2020.
31. ^ Okulski, Travis (21 June 2016). "The 2016 Porsche Cayman GT4 Clubsport Is a Race Car for the Every(ish)man". Road & Track. Retrieved 21 June 2020.

2014 Porsche Cayman Black Edition

Source: https://en.wikipedia.org/wiki/Porsche_981

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2013 Harley Davidson Road Glide Ultra Specs

2013 Harley Davidson Road Glide Ultra Specs

Harley-Davidson's profilation of this bike

Naturally, the king of the road gets some royal extras. The premium four-speaker, 20-watt per channel Harman/Kardon® audio system boasts great sound for booming down the boulevard and highway, and, yeah, it might as well go to 11. It´s loud, proud and comes with AM/FM receiver and accommodates a CD or MP3 player. Riding free just wouldn´t be the same without the right soundtrack.

General information
Model:	Harley-Davidson Road Glide Ultra
Year:	2013
Category:	Touring
Price as new:	US$ 22799. MSRP depends on country, taxes, accessories, etc.
Rating:	3.3  See the detailed rating of touring capabilities, reliability, accident risk, etc. Compare with any other motorbike.
Engine and transmission
Displacement:	1688.0 ccm (103.00 cubic inches)
Engine type:	V2, four-stroke
Engine details:	Twin Cam 103™
Torque:	135.6 Nm (13.8 kgf-m or 100.0 ft.lbs) @ 3250 RPM
Compression:	9.6:1
Bore x stroke:	98.4 x 111.3 mm (3.9 x 4.4 inches)
Fuel system:	Injection. Electronic Sequential Port Fuel Injection
Cooling system:	Oil & air
Gearbox:	6-speed
Transmission type, final drive:	Belt
Clutch:	Multi-plate with diaphragm spring in oil bath
Driveline:	Chain, 34/46 ratio primary drive
Fuel consumption:	5.60 litres/100 km (17.9 km/l or 42.00 mpg)
Greenhouse gases:	129.9 CO2 g/km. (CO2 - Carbon dioxide emission)
Exhaust system:	Chrome, 2-1-2 dual exhaust with tapered mufflers
Chassis, suspension, brakes and wheels
Rake (fork angle):	26.0°
Trail:	170 mm (6.7 inches)
Front tire:	130/80-17
Rear tire:	180/65-16
Front brakes:	Double disc. 4-piston
Rear brakes:	Single disc. 2-piston
Wheels:	Black, 28-spoke Cast Aluminum
Physical measures and capacities
Dry weight:	400.1 kg (882.0 pounds)
Weight incl. oil, gas, etc:	413.2 kg (911.0 pounds)
Seat height:	693 mm (27.3 inches) If adjustable, lowest setting.
Overall length:	2507 mm (98.7 inches)
Ground clearance:	130 mm (5.1 inches)
Wheelbase:	1613 mm (63.5 inches)
Fuel capacity:	22.71 litres (6.00 US gallons)
Oil capacity:	3.80 litres (4.02 US quarts)
Other specifications
Color options:	Candy Orange with Pale Gold Pinstripes, Vivid Black with Medium Silver Pinstripes, Big Blue Pearl with Blue Pinstripes, Black Denim with Medium Red Pinstripes
Instruments:	Fairing-mounted electronic speedometer with odometer; time-of-day clock on CD player/stereo; dual trip meter; low fuel indicator light and mileage countdown feature; low oil pressure indicator light; engine diagnostics readout; LED indicator lights; 6-speed indicator light; cruise control indicator light Tachometer with fuel, voltage, oil pressure and ambient air temperature gauges
Light:	High beam, running lights, directional light bar, neutral, low oil pressure, engine diagnostics, turn signals, security system, 6-speed, low fuel warning, cruise control, ABS
Comments:	Windshield.
Update specs	Report missing specs or required updates.
Further information
Insurance costs	Compare US insurance quotes from the nation's top providers.
Finance options	Compare US motorcycle loan quotes from the nation's top providers.
Parts finder	Revzilla offers up to 50% off motorcycle accessories. Ships to most countries. Also check out our overview of motorcycle webshops at Bikez.info.
Maintenance	Find parts, fluids. filters, maintenance tools and service manuals at Amazon.com.
Ask questions	Join the 13 Harley-Davidson Road Glide Ultra discussion group or the general Harley-Davidson discussion group.
Related bikes	List related bikes for comparison of specs.

Rate motorcycles you know Rate motorcycles you know and help your fellow riders to find the bike that is right for them. Bikez has the most users and the most extensive motorcycle rating on the net. It includes reliability, design, engine performance, accident risk, repair cost, offroad capabilities, racing track capabilities and touring capabilities. The ratings are also used to rank the 100 most popular MC models each year since 1990. The lists are adjusted weekly as new ratings are added. You can check out the rating of the 2013 Harley-Davidson Road Glide Ultra and compare it to other bikes here.

Rating sample for this Harley-Davidson bike
Offroad capabilities for the 2013 Harley-Davidson Road Glide Ultra: (26.5 out of 100) Click here for complete rating. You can also compare bikes.

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2013 Harley Davidson Road Glide Ultra Specs

Source: https://bikez.com/motorcycles/harley-davidson_road_glide_ultra_2013.php

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