Check car value

Check Car Value

UK Used Car Prices

The veritable appetite on our cars

Whether you consider fair or overly optimistic, consumption values published by the manufacturers have the merit of being an objective basis for comparison. For all the models are subject to a standard calculation. In Europe, this is the NEDC (New European Driving Cycle).

To simulate driving on various road types, the NEDC cycle is divided into several parts: first an urban cycle with a duration of 195 seconds (repeated four times), followed by a road cycle, a duration of 400 seconds during which the driver is prompted to change gears at a predetermined time.

Consumption measurement on the total cycle of 1180 seconds gives the three usual values u200bu200blisted in the catalogs of the manufacturers: the value of mixed use approval, the value of consumption in the city and the value of extra-urban consumption is deduced the emission rate of CO2 (carbon dioxide) which is calculated a tax in France as in most countries of the European Union.

If they are on a level playing field for all models, these cycles are fairly unrepresentative of actual driving conditions Acceleration little bright and gear changes at fixed hours remain relatively far from the driving style of a driver lambda, often guilty under care of his mechanics.

Engineers also know to play on the parameters of their vehicles to get the value of the lowest consumption of a particular cycle injection, aerodynamics, gear ratios Nothing is left to chance.

Take the example of gear ratios elongated, returning to the center stage as in the early 80's.

The timing of the shift being regulated, it will include a box "long" (higher gearing) a vehicle will benefit from a box over "short": the engine was operating at a lower and therefore consume less fuel, for a speed identical to the wheels.

Great is the temptation to extend the relationship beyond measure. In practice, however, the driver will tend to remain in the lower gear to compensate for the lack of response to the acceleration by a higher engine speed. That's the perverse cycle normalized.

It applies to automatic transmissions, except that the gear can not bend the timing of the cycle. Manufacturers therefore optimize the electronic management of the box to select on or after the highest ratio (and therefore the engine speed below). Which means, again, a lack of responsiveness to the demands of the right foot.

Downsizing widens the gap between theoretical and practical values

The miniaturization of displacements (or downsizing) and the emergence of new engine technologies can improve the values u200bu200bof consumption cycle.All these technologies, whether turbocharged engines, continuously variable timing valve style Fiat Multiair, the deactivation of some of the cylinders or even engine variable compression ratio expected in the coming years , are designed to fit closer to the fuel to the engine load.

They significantly reduce the appetite when the right foot is slightly What dig a little deeper the consumption gap between actual usage and standardized cycle, depending on driving styles.

A rather quiet driver will reap the benefits, another more sporty temperament much less reason for this! In the case of MultiAir example, the valve will follow a traditional cam profile at full load, negating the benefit of the system, it is the same engine with variable compression ratio.

These new technologies can be adapted more precisely the fuel needs according to the load rather than to improve the thermodynamic efficiency of the engine Vianney Rabhi, inventor of the MCE-5, readily admits: "A full load at maximum speed of 407 (about 240 km / h), 15 VCRi variable compression ratio consumes slightly more than the V6 PSA. "

A special case is to point his nose, with the appearance on the market the first hybrid cars rechargeable, showing particularly low consumption values: 1.2 l/100 km for example (27 g / km of CO2) for the Chevrolet Volt.Unheard of! Charged battery, these vehicles are able to cover some huge part of the NEDC, if not entire mode all-electric two conditions: they have batteries providing sufficient autonomy and be able to reach 120 km / h in zero mode issue, without burning a drop of fuel.

The European standard has therefore adjusted by requiring the consumer survey mode thermal NEDC weighted by the electric range.

Even more than traditional models, the consumption figures of plug-in hybrids are just a vague indication of reality Because of the principle of their operation, it is impossible to give a single value of consumption on a short route, n 'using the battery power, fuel consumption will be zero.

Conversely, on a long journey, final consumption becomes close to the thermal mode on intermediate routes, all values are possible!.

For the actual consumption of a hybrid, it is therefore necessary to know two parameters: its autonomy in all-electric mode and consumption mode heat. For journeys requiring the use of the engine, it should increase the consumption of thermal mode by the proportion of the path traveled in thermal mode.

If the electric range is usually announced by the manufacturer (this is an undeniable selling point), it is not true for actual consumption in thermal mode, obviously much higher than given the "legal".

However, it is possible to infer from the data sheet, using the volume of the fuel tank and full autonomy.

Let us take the case of the Volt, a plug-in hybrid. Chevrolet announced a total range of 550 km including 60 km of autonomy in all-electric mode. This means that a lot of lead-free can go 490 km, 7.2 l/100 km on average, given the volume of 35.3 liters of fuel tank. A value well above the official 1.2 l/100 km.

This example shows that it is necessary to determine precisely whether the characteristics of a plug-in hybrid is suitable for your needs before being tempted If the Volt can be justified for drivers engaged in commuting around 60 km, it will less interesting for that travels a distance much smaller daily.They have every interest in turn to a PHEV with less electric range, so less battery, but cheaper and lighter, with a consumption mode then lower heat as the Toyota Prius plug-in.

If it displays a standard consumption of 2.2 l/100 km due to its lower electric range (20 km), its consumption Announced thermal mode is much lower than in the U.S.: 3.9 l/100 km Evidence that a single value of consumption can not translate the actual fuel requirements of a PHEV.

Sr as cot newspaper press car, a real C rvolution think we will have to begin Because so far, if there is no mini 130hp under the hood, often a little C " just "true for C drive 45km / h average on a daily basis, it takes at least an SUV of 1.6 t 150hp, does not it is the car that is all Entire r invented! Twizy is a Premire exquisse wait to see what gentlemen of the press will tell us I host.

The downsising has its limits, and with my 325i 3L direct inj 2009, without paying much attention because the temptation to enjoy some frquente is, I make the 7.7 L/100. Thank you BMW technology and the automatic gearbox, a rgal!

it's totally true, the values u200bu200bare bogus example I bought a C5 hdi 110cv, gives mixed in 57/100 But then the engine is very hot before being 15km, 20km and on which Spare me from my place of work once the average is rather consolidated in 75l rolling quietly.I also have an old honda with a 2L petrol 150hp, making me happy rgulirement (nothing to do with driving the c5) on the same path, despite his 23 years, I consume the same thing short, consolidated highway, I will believe them and it is true that diesels are INTERESTED, but use less than 50km daily, a gasoline power scabies is more interesting.

When the reliability I have always been far more expenses on diesel, not to mention the personal purchase I vote as the next car, an electrical extension of autonomy, low lgre especially without air conditioning, no memory of the cup holder!.

Car value Car Value Car Value get the value on Check Car Value iPhone App.