Suzuki SX4 Sedan

OVERVIEW
It may not have the high profile that its predecessor the Liana had (thanks to 'that' BBC car show), but the SX4 is the new Suzuki to slug it out in Australia's hard-fought small car segment.

Introduced in all-wheel drive hatch form already (more here), the SX4 family now incorporates front-wheel drive variants that start from (just) under $20,000. At that price, the SX4 is face-to-face with some well regarded Korean and Thai-built competitors, one or two discounted Japanese ones and even a South African/Euro.

Suzuki has enjoyed renewed esteem in Australia, mostly through the reception afforded the Swift. The company will doubtless expect some of the Swift's new-found cachet to transfer across to the SX4.

Steering clear of the current trend to go low and swoopy (as in the latest Corolla), the SX4 retains the Liana's styling philosophy of maximising headroom and interior space by sitting the occupants upright and placing a roof high over their heads. This lends the SX4 a slightly narrow-gutted look, but the 'Kabuki mask' front end and the general neatness of the styling take the curse off it.

Given the styling and the design, we expect the SX4 to appeal more to older buyers; particularly the sedan, which has a markedly different frontal styling treatment from the hatch, with its narrower grille slot and slightly more complex bumper styling. Suzuki has made the point that a substantial majority of small car buyers are married couples, between 40 and 60. The company also concedes that previous marketing programs for cars such as the Ignis, which were aimed at young females, left half the potential market untapped.

Hence the current advertising campaigns that concentrate on associating the Suzuki brand with rallying. According to Suzuki, males won't buy a car aimed at the female demographic, but women aren't shy about buying a car that's primarily aimed at men.

One quick point on rallying; Suzuki intends to join the World Rally Championship next year. This is a global strategy and the company hopes to attract some 'rally route cred' for the SX4 and the Swift. This is an experiment Subaru has tried already and while it works for the company in overseas markets, Subaru in Australia is moving away from it at a local level. Sadly, rallying in Australia appears to be losing momentum as a motorsport competition of relevance. If anything, tarmac rallies such as the Targa Tasmania seem to be gathering interest in lieu of traditional rallying.

We don't want to go into the whole marketing and product planning conundrum too much, but Suzuki has attempted to strike an appropriate balance with the SX4, taking into account the prospective buyers. They've added some cheap 'bling' where it was appropriate (keyless start and side curtain airbags for the SX4 'S'), but de-contented some expensive 'substance' to bring the SX4 in at the right price.

For many buyers, it won't matter that the sedan doesn't have rear drum brakes. For others, it will be a bargaining chip at retail level and, for a third group, it will be a major objection to buying the car in the first place.

Suzuki is, to some extent, hindered by the need to source the car from Japan, with higher cost manufacturing. Without the economies of scale presented by the 4000-unit run per month that Corolla enjoys, it's harder to convince Suzuki's head office of the need to field a car in Australia with the relevant balance of pricing and specification. From the factory's view point, if Suzuki can sell the Australian allocation of the SX4 without building a sweat, there's no cause for concern anyway and no need to reduce pricing or adjust specification.

Suzuki in Australia has extracted a promise from the factory in Japan that they will supply 5000 units for the coming year. That's a drop in the ocean, when Toyota sold that many Corollas during June alone.


PRICE AND EQUIPMENT
The SX4 is available in three grades (if you treat the all-wheel drive as a grade in itself). There's the base model, the SX4 'S' and the SX4 4WD, ranging in price from $19,990 to $26,390. Sedan and hatch are priced the same across the base and S grades, but the sedan isn't offered in 4WD form.

Base grade sedan and hatch are priced at $19,990 with the standard five-speed manual transmission. An extra $3000 ($22,990) will get you into the SX4 'S' and $1400 on top of that ($24,390) will buy the 4WD hatch. A four-speed automatic transmission option is available for all variants and costs an extra $2000.

Curiously, despite Suzuki pricing the sedan and hatch at the same level, the sedan misses out on some of the features the hatch boasts. This leads us to believe that the 'same price' tactic is somewhat misleading. For example, the sedan is fitted with 15-inch wheels in both grades and rear drums in lieu of the 16-inch wheels and rear discs fitted to the hatch. In other words, the buyer might have had 16-inch wheels and rear discs if prepared to pay the extra over the hatch.

Key features fitted as standard to the base grade variants include: tilt-adjustable steering wheel, electrically assisted steering, electric windows, electric mirrors, remote central locking, eight-speaker CD audio system with MP3 compatibility and remote controls (from the steering wheel), trip computer, air conditioning with pollen filter, dual front airbags, ABS, EBD and Brake Assist system.

As noted above, the base grade hatch is fitted with rear disc brakes, 16-inch steel wheels and full wheel covers, but the base grade sedan makes do with rear drum brakes and 15-inch wheels; also steel and completed with full wheel covers.

In addition to the base specification, the SX4 S comes equipped with leather-bound steering wheel, 'Keyless' start, cruise control, climate control air conditioning, front fog lights, seat-mounted side impact airbags for front occupants and curtain airbags.

As with the base grade, the S grade variants distinguish between the sedan and hatch where wheels and rear brakes are concerned. The SX4 S sedan is fitted with 15-inch alloy wheels and rear drums, but the SX4 S hatch is fitted with 16-inch alloys and rear discs.

Both levels of the front-wheel drivers are fitted with an eight-speaker audio system, but the four-wheel drive SX4 comes with six speakers only.


MECHANICAL
Much of the front-wheel drive SX4's specification is shared with the 4WD variants. The same J20A engine, which can trace its family tree back to the original Grand Vitara of 1998, is upgraded for the SX4 application with variable length inlet manifold runners. This change flattens the torque curve, providing more 'pull' across a broader range of engine speeds.

Displacing 2.0 litres, the engine features DOHC and four valves per cylinder. Maximum power of 107kW occurs at 5800rpm and the engine reaches its torque peak of 184Nm from 3500rpm. That's pretty much on the mark for a 2.0-litre engine in this segment.

Combined cycle fuel consumption as per ADR 81/01 is 8.4lt/100km for the manual or 9.5lt/100km for the auto.

Drive from the transversely mounted engine to the front wheels is by either a standard five-speed manual or optional four-speed automatic transmission.

Front suspension is MacPherson strut and the rear consists of a torsion beam. This combination still works effectively, but more and more cars in the small car segment are adopting a full IRS system.

The advantage of the torsion beam is that it contributes to consistent handling and is a compact design, leading to better interior space. This is particularly obvious in the SX4 sedan with a boot capacity of 515 litres. Suzuki boasts that this volume exceeds that of Falcon or Commodore sedans.

A rack and pinion steering system is boosted electrically and brakes are by ventilated discs at the front, with rear drums for the sedan or rear discs for the hatch.
Irrespective of grade or body style, ABS is fitted as standard, as are EBD and a brake assist system.

In many respects then, the SX4 is quite a conventional car -- dated even -- but Suzuki has a reputation for building bullet-proof mechanicals and that is the benefit of trusted and well proven components. This is a car that should withstand a fair bit of punishment without throwing in the towel.


PACKAGING
We've already covered some aspects of the way Suzuki has spread the SX4's features across the different variants. By inference, more conservative buyers will settle for the sedan with its smaller wheels and rear drums. For the same money, buyers can have the slightly better equipped hatch with larger wheels and four-wheel discs.
It's probably starting to sound like a broken record, but most of the SX4's competitors are fitted with rear discs.

Some have commented that Suzuki's persistence with the tall body/high roof design of the SX4 is a bit behind the times. You just have to look at everything from Chrysler 300C to the latest Corolla to see that low and slinky is the way of the future. Having said that, the SX4 manages to be relatively attractive and practical, but it certainly looks smaller than the Ford Focus, Toyota Corolla and other small car competitors.

Paradoxically, spaciousness is probably the SX4's forte, although in keeping with Japanese and Korean competitors, Suzuki doesn't actually publish interior dimensions in the car's specs. You'll have to take our word for it that it has plenty of head and legroom. The rear seat is more than adequate for accommodating adults, although the legroom can't match the headroom if the front seat occupants have their seats slid back to a point comfortable for them. As for the boot capacity in the sedan, be in no doubt -- it's huge.

In general, the SX4 doesn't depart from the script very often. There's a 'curry hook' on the rear of the front passenger seat. It's a neat little item that folds away discreetly and can support a weight of up to 3kg. Two cupholders forward of the gear shifter are capable of holding quite large bottles, but smaller bottles or cups will rock back and forward during cornering or braking, so the cupholders don't hold the contents all that snugly.

The keyless entry system in the SX4 'S' works very well. According to Suzuki, the system will prevent owners ever locking the key in the car by accident.


SAFETY
OK, it's a promise -- no mention of brakes, except in the context that all variants benefit from standard ABS, EBD and brake assist. These are the safety features that will keep SX4 drivers out of trouble anyway.

Once the SX4 driver has struck trouble (literally), there are at least two airbags to protect the driver and front passenger. If the vehicle is an 'S' grade variant, side impact airbags and a side curtain will help offset the impact and protect the thorax and head, respectively. The side curtain airbags also protect rear seat occupants from side impact-related head injuries.

All seating positions are equipped with three-point seatbelts and the front seats feature pre-tensioners. The outboard seats in the rear have a ratchet mechanism for fitting a child safety capsule and locking it in place.


COMPETITORS
By offering the SX4 across a wide range of prices and specifications, Suzuki has more or less ensured that the SX4 can and will be compared with most cars in the small car segment. Don't take this literally, but the front-wheel drive SX4 is no more than about one standard deviation either side of the small car mean. It's not class-leading, but nor is it a dud.

With the SX4, you're getting a car that will sell itself on the strengths of 'known quantity' build and reliability. That makes up for a lot of the bells and whistles that other competitors may have that are missing (in part), in the SX4.

Since Ford has lowered the price of the Focus below $20,000, we would certainly regard the Focus CL as a logical competitor to the SX4. Since Holden's Astra is priced fairly high, by comparison, we would see it as a competitor to the SX4 S. The Focus has a 2.0-litre engine and musters virtually the same power and torque, but higher in the rev range than the Suzuki; the Astra makes do with a 1.8-litre engine, but still comes within striking distance of the SX4 for output.

Holden's Viva and the Nissan Tiida ST are more logical competitors for the base grade SX4 and both are priced a full $2000 less than the Suzuki or the base Focus.
Hyundai Elantra SX and the about-to-be-superseded Mitsubishi Lancer ES are positioned at the same entry level price as the base SX4, but both of them are only available as sedans. Don't forget though, Hyundai's i30 model is due out in coming months. Will that be the same price? Gut feeling says no.

Kia Cerato comes in $500 less than the Suzuki and the Mazda3 Neo and Toyota Corolla Ascent are $1000 more expensive.

Ask Suzuki itself and it will tell you that the SX4's principal competitors are the Corolla and Mazda3, which is reasonable, since those are the two top-selling cars in the segment.

As for the 4WD? Subaru's new and improved Impreza R is it...
For further information, check our comparator here


ON THE ROAD
Most cars in the small car segment offer a four-speed automatic transmission as an option and the SX4 is no different. It's a smooth changing unit and for most people, it will be perfectly acceptable. From launch, it's a little aggressive and the car feels quite lively until the driver learns not to just mash the throttle from a standing start.

It does struggle, however, when the car is being pushed along at highway speeds -- and this is typical of a four-cylinder car with an automatic transmission.

The 2.0-litre engine is an undersquare design and although it develops healthy amounts of power and torque -- and even with that dual-stage inlet manifold -- it feels like it's running out of puff at higher engine speeds. This makes itself felt during overtaking manouevres and particularly on grades.

It's also a little raucous once the engine speed hits 5000rpm. That's about the point where the torque curve is falling away seriously, so many drivers will find themselves changing up to a higher gear at or before then. It's a case of a little more acceleration for a lot more noise.

As with most cars fitted with a four-speed auto these days, it would definitely benefit from an extra ratio, but Suzuki advises that a five-speed auto is still some way off and when it is introduced to the Australian market, it won't be in a small car at first.

Based on our short drive session, the SX4 is a tidy handler. The hatches with their 16-inch wheels seem to be less throttle-sensitive during cornering than the sedans with the 15-inch wheels. This may be a result of the sedans' extra length and rear overhang as much as the different wheel and tyre combinations. Also, the sedans driven were manuals -- with more engine braking -- so lifting off mid-corner had a more pronounced effect, tightening the cornering line more noticeably than in the auto hatches tested.

Overall though, objective observers would find the SX4 to be a safe and consistent handling machine, whatever the specification of car. At one or two intersections we overshot our drive route turns, but the SX4 pulled up in a commendably short distance.

The driving position is everything it should be. All the instruments and controls are readily accessible and easy to use.

Other than the engine noise at higher RPM, wind noise is noticeably present during open-road touring. It's not a whistle, more a constant rustle from around the larger external mirrors. Road noise manifests itself on some coarser surfaces as a low-frequency hum, but mostly noise is not a great issue in the SX4.

In the wash-up, consider the SX4 S in the context of how it compares with the Subaru Impreza -- not the newest one released last week, but the outgoing model. The S is probably not as refined ultimately, although it offers a more enjoyable driving experience overall and is a better value package for the money.

It's at the other end of the pricing spectrum where we think the SX4 will find life a bit rocky. For $19,990, it's up against Ford's Focus...

source: carpoint.com.au

2007 Bentley Arnage Vehicle Overview

Introduction
When Volkswagen took control of the storied Bentley make in the late '90s, it quickly set about to infuse the stodgy British automaker with modern design, German engineering and an expanded lineup of models accessible to the merely rich instead of the absurdly rich. For the most part, VW has been successful, but keeping a toehold in the past is the 2007 Bentley Arnage, which upholds the marque's tradition of building big, bold, unabashedly British touring sedans. Whereas other high-luxury sedans tout their precision engineering and supreme levels of refinement, the Arnage brings old-money prestige and acres of wood trim to the table.

While most sedans in this price range use a 12-cylinder engine, the 2007 Bentley Arnage drives its rear wheels with a twin-turbocharged 6.8-liter V8 whose 738 pound-feet of torque make a Corvette look like a Cobalt (though the Arnage's corpulent 5,700-pound body somewhat dampens the effect). New turbochargers boost that engine's output by 50 horsepower in all models in 2007, gas gets gulped at the rate of 12 mpg and the Arnage's imposing wide-eyed look means business. Not exactly what you'd call inconspicuous consumption. Ride quality is as plush as you'd expect it to be in a $200K luxury sedan, but with the Arnage's aged platform, handling is by no means as precise or refined as in the Bentley's newer, more sophisticated competition.

Bentley character is also evident throughout the Arnage's interior, which is famous for being vast in room and opulent in feel, though sometimes confusing and inconsistent in layout. Such inconsistency is the result of imposing modern-day technology in a cabin whose original design was conceived decades ago.

Overall, we think anyone planning to blow the bank on a car should think about going the extra monetary mile to get everything right. Newer engineering, a more rewarding drive and more regal interior furnishings can be found within the Maybach 57 and Rolls-Royce Phantom. The same holds true for Bentley's own VW-engineered (and $50,000 cheaper) Continental Flying Spur sedan, not to mention many of the less prestigious German touring sedans. Still, if rarity and British boisterousness mean more to you than any other measurement of merit, the 2007 Bentley Arnage might be right up your alley.

Body Styles, Trim Levels, and Options
The 2007 Bentley Arnage sedan comes in three trims: the $230K "mainstream" Arnage R, the sportier $250K Arnage T and the stretched $270K Arnage RL. Those who demand absolute power look to the Arnage T for its 50-hp edge, while the Arnage RL's extra 10 inches of body and wheelbase should please those seeking more backseat room than they could ever use. Aside from being loaded at all levels, with 18-inch wheels, xenon headlights, power front seats with four-position driver memory, reclining rear seats, tri-zone climate control, DVD navigation, Bluetooth, and front and rear parking sensors, Bentley offers plenty of customization options for colors, materials, wheels, badging and entertainment systems.

Powertrains and Performance
All Arnages now use Bentley's long-running 6.8-liter V8, which evolves for 2007 with Mitsubishi twin turbos that spool up faster than last year's. With 500 horsepower and 738 lb-ft of torque in Arnage T trim, this engine works with a new six-speed automatic transmission to rocket the huge rear-wheel-drive sedan to 60 mph in 5.2 seconds. The Arnage R and RL's 450 horsepower provide slightly less speed, but with torque rated at 645 lb-ft, expect either of these Arnages to feel more forceful than their numbers suggest.

Safety
Bentley loads up every 2007 Arnage with side and head airbags for front and rear passengers, antilock brakes, traction control, stability control, front and rear parking sensors and a tire-pressure monitor. No agency has crash-tested the Arnage, but with 5,700 pounds and loads of crush space at both ends, the laws of physics are on Bentley's side.

Interior Design and Special Features
The Bentley Arnage continues the classic English fashion of beautifully finished leather and wood surroundings, all arranged for an opulent old-world feel. Upgrading to the new world is as easy as checking the option boxes for DVD, dual-screen LCD TVs, Alpine six-disc MP3 CD changer, or – no kidding – a personal computer with wireless keyboard. The mood of luxury is somewhat spoiled by a cheap-feeling turn signal stalk and aesthetically mismatched stereo and navigation systems that desperately need ergonomic help. Still, the Arnage is still a one-of-a-kind place with stretch-out space for five.

Driving Impressions
The 2007 Bentley Arnage has big power, big torque and big brakes to go with its big size. Naturally, all this bigness results in the none-too-small number of a 5,700-pound curb weight, which keeps performance at rather average levels for a luxury car. More linearity in the throttle and brakes wouldn't hurt, either, nor would more feel in the steering. Still, the massive torque makes the Arnage feel alert at any speed. In addition, some will equate the heavy-handed way in which the Bentley goes about its work with luxury and stateliness -- qualities that extend to the way the Arnage absorbs bumps and road noise on the open highway.

source: edmunds.com

2008 Mitsubishi Eclipse GS Hatchback

Introduction
The 2008 Mitsubishi Eclipse may trace its roots to the rowdy turbocharged sport coupe of the '90s, but its formula has undergone several revisions over the years. Now in its fourth generation, the Eclipse isn't as racy as in years past, but casual sport coupe shoppers will likely find plenty to like in the Eclipse of today.

An available 263-horsepower V6 not only makes this the fastest Eclipse ever, but also the best at providing the low-end punch Americans find so satisfying. Mitsubishi also gave the Eclipse a fairly relaxed ride for daily commutes, while tuning the suspension and steering for sharp responses in the corners. It's a stretch to call this Eclipse a full-on athlete, but as a long-distance touring car, this front-wheel-drive coupe can be surprisingly enjoyable. The car's interior furthers this impression, greeting occupants with solid-quality materials, supportive seats and an especially nice optional stereo.

Much of this comfort came courtesy of the Eclipse's siblings, the Galant sedan and Endeavor SUV, whose platform underpins the Eclipse. These genetics bring some definite compromises, not the least of which is curb weight, as today's Mitsubishi Eclipse GT weighs as much as a Toyota Avalon. In addition, despite its larger size, the Eclipse retains its perennial problem of having a cramped backseat.

Because of the coupe's weight, the four-cylinder offers meager go-power, and indeed the modest-performing Eclipse GS is a tough sell over hotter sport coupes like the Honda Civic Si and VW GTI. For Eclipse buyers who can afford it, the powerful V6 is our definitive recommendation. The one drawback is that this engine delivers more torque to the front wheels than they can effectively channel to the ground, leaving the coupe's tires scrabbling for traction under full-throttle launches.

Such behavior is inevitable in a front-drive coupe with a big V6, and as a result, the Eclipse is less fun to fling around than rear-wheel-drive coupes like the Ford Mustang, Mazda RX-8 and Nissan 350Z. But when it comes down to it, plenty of people just want an engine that doesn't talk back when asked to perform, a ride that won't beat them up on the freeway, and a body that turns heads. And alongside the larger front-drive coupes in this price range -- including the Nissan Altima, Honda Accord and Toyota Solara -- the 2008 Mitsubishi Eclipse GT does merit more serious consideration. If you're willing to give on interior space, Mitsu's coupe offers more athleticism and style.

Body Styles, Trim Levels, and Options
The 2008 Mitsubishi Eclipse Coupe comes in GS, GT and limited-edition SE and SE-V6 trim levels. Even on the GS, standard equipment is generous with 17-inch alloy wheels, foglights, air-conditioning, a six-speaker MP3-capable CD stereo, split-folding rear seats, keyless entry, and power windows, locks and mirrors. The GT adds the V6, 18-inch alloy wheels, bigger vented disc brakes, traction control, an outside temperature display and compass.

The Eclipse's key options come in two major packages. Optional on both the GS and GT is the Sun & Sound Package, which includes a glass sunroof, a 650-watt Rockford Fosgate stereo with six-disc CD changer, satellite radio, steering wheel audio controls, an auto-dimming rearview mirror, outside temperature display and compass. Exclusive to the GT is the Premium Sport Package, which includes all of the above plus a power driver seat, heated leather front seats, heated mirrors, automatic climate control and aluminum pedals. The SE is essentially a Sun & Sound package-equipped Eclipse GS with cosmetic upgrades inside and out, 18-inch wheels and the GT's firmer suspension. The SE-V6 adds stability control and the cosmetic upgrades to the Eclipse GT equipped with the Premium Sport package.

Powertrains and Performance
The front-wheel-drive Mitsubishi Eclipse GS and SE have a 2.4-liter four-cylinder engine with 162 horsepower and 162 pound-feet of torque. Putting power to the wheels is either a five-speed manual transmission or four-speed automatic with manual shift mode. The 3.8-liter V6 in the Eclipse GT and SE-V6 kicks it up to 263 hp 260 lb-ft, as well as one extra gear in each transmission. An Eclipse GT with a six-speed manual gearbox can hit 60 mph in 6.8 seconds and provides strong response from any speed.

Safety
The 2008 Mitsubishi Eclipse offers lots of standard protection, at least to the first two occupants. Standard side and head curtain airbags protect front riders only, and the rear seat lacks head restraints. Every Eclipse features antilock disc brakes as standard, with the GT adding traction control. The SE-V6 is the only model to come with stability control.

Interior Design and Special Features
The current Eclipse's interior rates about average in materials but above-average for style. The dash flows in a soft wave; ice blue backlighting decorates the instruments; and there are unusual details such as door releases shaped like flip phones. The Rockford Fosgate stereo arguably has best-in-class sound quality, though unfortunately lacks an MP3 player jack. Front seats are comfortable and supportive on long trips, though passengers in the cramped rear fare far worse in every way. The Eclipse does shine as a cargo hauler, however, thanks to a hatchback body style that allows for 15.7 cubic feet of cargo even before folding the backseats.

Interior Design and Special Features
The current Eclipse's interior rates about average in materials but above-average for style. The dash flows in a soft wave; ice blue backlighting decorates the instruments; and there are unusual details such as door releases shaped like flip phones. The Rockford Fosgate stereo arguably has best-in-class sound quality, though unfortunately lacks an MP3 player jack. Front seats are comfortable and supportive on long trips, though passengers in the cramped rear fare far worse in every way. The Eclipse does shine as a cargo hauler, however, thanks to a hatchback body style that allows for 15.7 cubic feet of cargo even before folding the backseats.

source: edmunds.com

2008 GMC Yukon Vehicle Overview

Introduction
For families who need a spacious, comfortable and rugged full-size SUV, GMC's entries have long been the go-to vehicles. With their stout, truck-based underpinnings, these sport-utilities are ideal for towing and off-roading duties. But until recently their interiors were seriously lacking in terms of build and materials quality compared to most rivals. That all changed with last year's redesign, which brought rave reviews thanks chiefly to the handsome, well-tailored new cabin design that was more in line with the GMC Yukon's price tag, particularly in high-end Denali form. For 2008, the well-respected Yukon sees only a few detail changes.

This SUV should meet just about any full-size SUV buyer's needs. It can seat up to nine passengers, can tow about 8,000 pounds and offers enough features to keep the most demanding families happy. And although it's not exactly nimble, the Yukon is a couple of feet shorter than its otherwise similar Yukon XL big brother, and hence easier to handle in the cities and suburbs.

Arguably, the Yukon's closest rival is the Ford Expedition. Certainly, both are capable and spacious and each offers a few advantages over the other. The GMC has a nicer interior, for instance, but the Ford features a fold-flat third seat while the Yukon's must be muscled out and stored in the garage. One could also consider the Nissan Armada, which has been updated this year, or even GMC's new large crossover SUV, the Acadia, if seating flexibility and fuel economy are bigger priorities than towing and off-road capability. Meanwhile, the ritzy and powerful Yukon Denali arguably surpasses the more expensive Lincoln Navigator and Infiniti QX56 for out-and-out luxury and performance. Obviously it's important to assess your priorities carefully. Thanks to its long list of attributes, though, the 2008 GMC Yukon (and its Chevy twin, the Tahoe) is a strong candidate if you require, or simply crave, the abilities of a traditional full-size SUV.

Body Styles, Trim Levels, and Options
The 2008 GMC Yukon is a full-size SUV that's available in two main trim levels: base SLE and ultra-plush Denali. Seating configurations range from five to nine passengers. The SLE is far from bare-bones, as it comes with 17-inch alloy wheels; foglamps; full power accessories; front bucket seats with a console; OnStar telematics; keyless entry; a six-way power driver seat; dual-zone air-conditioning; a trip computer; and an eight-speaker CD audio system with satellite radio, an auxiliary input jack and rear-seat controls. If you prefer a 40/20/40-split front bench seat (with built-in storage compartments) and can do without a few features such as foglamps and rear audio controls, the de-contented SLE with the 3SA package will save you some green versus the standard SLE.

If you want more luxury, however, consider either of the SLT option packages: SLT1 and SLT2. Choose SLT1 and the following are added: leather seating, triple-zone automatic climate control, a six-disc CD changer, power-adjustable pedals, remote vehicle start, rear parking assist and the "Turn-by-Turn" navigation feature for the OnStar system. The SLT2 adds a premium Bose sound system, 12-way (versus six-way) power/heated front seats, power-folding mirrors with turn signals, and a 50/50-split third-row seat. The high-line Yukon Denali features all of the above plus a unique grille, 18-inch alloy wheels, an adaptive suspension (with a rear load-leveling feature), a power liftgate and heated second-row captain's chairs.

Many of the Denali's extra features are optional on the Yukon SLE. Options for both trims include a navigation system, power-folding second-row seats, a rear-seat DVD entertainment system, a rearview camera and 20-inch wheels. A heated steering wheel is an exclusive option for the Yukon Denali.

Powertrains and Performance
Three V8s are employed in the Yukon line. Two-wheel-drive Yukon SLEs with the 3SA package get a 4.8-liter V8 with 295 horsepower and 305 pound-feet of torque. All other Yukon SLE models pack a 5.3-liter V8 (320 hp and 340 lb-ft); it's optional on the 2WD SLE 3SA. (A flexible-fuel version of the 5.3 capable of running on E85 fuel is also available.) With either of those engines, the transmission is a four-speed automatic. Buyers have a choice of two-wheel drive and four-wheel-drive, and the 4WD system includes low-range gearing. Equipped with the 5.3-liter V8 and 4WD, the Yukon is fairly quick, getting to 60 mph in just 8.6 seconds.

The GMC Yukon Denali boasts a 6.2-liter V8 (380 hp and 415 lb-ft) matched to a six-speed automatic transmission with a manual-shift mode. All Denalis are equipped with all-wheel drive and do not have low-range gearing.

The 5.3 V8 is the most popular engine in the GMC Yukon line, and it's fitted with GM's cylinder deactivation technology to improve fuel economy. It earns EPA ratings of 14 mpg city/19 mpg highway (4WD) for 2008. These are hardly spectacular numbers, but they're a bit above average for a large, traditional SUV. Properly equipped, a Yukon SLE can tow up to 8,200 pounds. The Denali tops out at 7,900 pounds.

Safety
Antilock disc brakes, stability control and full-length side curtain airbags (with a rollover sensor) are standard on all Yukons. Front-seat side airbags are not available. In National Highway Traffic Safety Administration frontal crash testing, the Yukon scored a perfect five stars for the driver and front passenger.

Interior Design and Special Features
In contrast to past GMC trucks, the newest Yukon boasts attractive, high-quality materials and tight build quality. The control layout is simple and even the navigation system is easy to use. Depending on how you equip your Yukon, up to nine passengers can be transported, making it a class leader in that respect.

At 109 cubic feet, the Yukon's maximum cargo capacity bests that of the Nissan Armada and Dodge Durango, and is about the same as a Ford Expedition. Although the Yukon's second row is available with a power folding feature, the third-row seats must still be removed manually. We've tried it, and trust us, those seats are a bear to remove or install.

Driving Impressions
Aimed for the horizon on an interstate, there aren't many better cruisers. The 2008 GMC Yukon's ride is notably quiet, with a suspension that smothers bumps without feeling sloppy when the turns come up. The price paid is a somewhat rubbery quality to the steering and handling. Although the Yukon doesn't feel particularly nimble around corners, its relatively compact 39-foot turning circle makes it fairly maneuverable in the city. When towing a heavy trailer, the Yukon performs admirably. It's able to maintain speed up long grades, albeit with some gear hunting and rather loud exhaust noise.

source: edmunds.com

2008 Ford Explorer Vehicle Overview

Introduction
The king has fallen. For more than a decade, the Ford Explorer was the undisputed ruler of the SUV kingdom and an elemental reason for the sport-utility craze that is still going on. But in recent years the Explorer has been dethroned by several other SUVs, falling precipitously in the sales rankings amidst high gas prices and the success of crossovers. While the 2008 Explorer is the best yet, its truck-based underpinnings are starting to make it look like a dinosaur amongst the new species of crossover SUVs.

This doesn't mean the 2008 Ford Explorer wouldn't be a good choice, especially if you need three rows of usable seating in a midsize SUV body. Ford made substantial upgrades to the Explorer for the 2006 model year that refined its already impressive road manners. We consider it one of the best-handling truck-based SUVs on the market, and its smooth, quiet highway ride makes it a natural road trip candidate. Plus, its truck-based, body-on-frame chassis can handle greater towing loads than crossovers can, and the dual-range gearing of four-wheel-drive models provides a bit more off-road ability.

For 2008, Ford adds its innovative Sync system to the Explorer. This technology, co-developed by Microsoft, allows drivers to control communication and entertainment devices like cell phones, PDAs, iPods and other MP3 players via voice commands. It is a potentially revolutionary technology and a considerable selling point for the aging Explorer. Later in the model year, all Explorers gain a capless fuel-filling system, which cuts gasoline vapor leaks and eliminates the embarrassment of driving off without re-capping your gas tank.

Although the 2008 Ford Explorer has plenty to offer in the way of utility and technology, compared to other traditional, truck-based SUVs, it's lacking in power. The base V6 engine makes only 210 horsepower. Not only is this a low number for this hefty class of vehicles, it's also 53 hp south of Ford's smaller Edge crossover. The optional V8 is smoother and puts up a more impressive 292 hp, but it still lacks the low-end pull of competitors' V8s and, increasingly, their V6s as well.

For buyers who aren't concerned about having the quickest SUV on the block, the Explorer is an impressive package. It's comfortable enough to serve carpool duty, yet rugged enough to handle a 7,000-pound camper or the dirt trail leading to your secluded mountain hideaway. Those last two points are important, because truck-based SUVs like the Explorer are best suited to people who really need them. For family-minded buyers who just need copious amounts of cargo and passenger space, a crossover SUV or minivan is apt to be a better fit.

Body Styles, Trim Levels, and Options
The 2008 Ford Explorer is a four-door midsize SUV available in XLT, Eddie Bauer and Limited trim levels. The XLT seats five and comes with 16-inch alloy wheels, cruise control, air-conditioning, a CD/MP3 stereo with an auxiliary input jack and full power accessories. Eddie Bauer models provide two-tone paint, 17-inch alloy wheels, leather upholstery, a power driver seat, heated front seats, Ford Sync connectivity, faux wood interior trim and an auto-dimming rearview mirror. The top-line Explorer Limited has those features plus monochromatic paint, 18-inch alloy wheels, dual-zone automatic climate control (with a separate rear air-conditioner), power-adjustable pedals, a manually folding third-row seat (for seven-passenger capacity), a power front passenger seat and seat memory for the driver. Also included with the Limited are heated exterior mirrors, a leather-wrapped steering wheel and an upgraded audio system with an in-dash CD changer and steering-wheel-mounted controls

Major options include a third-row seat (with or without a power-fold feature), rear-seat climate control and upgraded stereo on non-Limited trims, power running boards, a heated windshield, second-row captain's chairs, Sync hands-free communication and entertainment integration system, a voice-activated navigation system, a rear-seat DVD entertainment system, a sunroof, satellite radio, 20-inch wheels and a Class III/IV towing package.

Powertrains and Performance
The Ford Explorer's base engine is a 4.0-liter V6 good for 210 hp and 254 lb-ft of torque. Optional on all models is a 4.6-liter V8 engine with 292 hp and 300 lb-ft of torque. A five-speed automatic transmission is standard with the V6 engine, and the V8 comes matched to a six-speed automatic. Either engine can be equipped with a choice of two-wheel-drive or a four-wheel-drive system with a push-button transfer case. Properly equipped, a V8 2WD Explorer can tow 7,300 pounds. When it comes to acceleration, a 4WD Explorer equipped with the V8 takes a mediocre 9 seconds to reach 60 mph. For comparison, a V8-equipped Nissan Pathfinder does the same run in 7 seconds flat.

Safety
All major safety equipment is standard on the 2008 Ford Explorer, including antilock disc brakes, stability control, front-seat side airbags, and first- and second-row side curtain airbags. The stability control system includes an important feature called Roll Stability Control (RSC), which uses a gyro sensor to calculate the SUV's roll speed and angle. If RSC determines a rollover is imminent, it activates the regular stability control to help avoid it. A reverse parking sensor system is standard on the Limited and optional on other trims.

The Explorer earned a perfect five stars in all frontal- and side-impact crash tests conducted by the National Highway Traffic Safety Administration, as well as the top rating of "Good" in the Insurance Institute of Highway Safety's frontal-offset crash testing.

Interior Design and Special Features
Despite incremental improvements over the years, the Explorer's materials quality remains mediocre and its design rudimentary, though sharp two-tone color schemes make this workaday SUV feel a little more upscale. It's feasible to carry two adults in the third-row seats, but choosing the third-row option slightly reduces the available cargo space and results in a not-quite-flat load floor. Seven-passenger Ford Explorers max out at 83.7 cubic feet of cargo space, while five-passenger versions offer 85.8 cubic feet. Notably, the 60/40 sections of the second-row bench seat recline only if your Explorer has a third-row seat. The "quad seating" option on Limited models drops passenger capacity to six and places reclining captain's chairs in the second row with a storage console between them.

Driving Impressions
Any 2008 Ford Explorer is a relative joy to drive compared to other truck-based SUVs like the Dodge Durango and Chevy Trailblazer. Taking much of the credit for this praise is the rear independent suspension, which provides a smooth ride and keeps the wheels planted on rough pavement. Steering is surprisingly responsive and the brakes inspire confidence through a firm and progressive pedal. Power from either the V6 or V8 engine is adequate, though most buyers will prefer the V8's extra helping of low-end torque and refinement.

source: edmunds.com

Audi A5

Driving
Where Audi really needed to improve its game was in the driver involvement department. With the A5, it has just done that. The coupe features a wide track, its steering has been engineered from scratch, the quattro 4WD is biased towards the rear and the front axle has been moved forward 120mm to counteract understeer. All this work has had the desired effect. The A5 offers meaty steering, good turn-in and, impressively, a better sense of balance than the firm’s storing RS4. Thanks to its 4WD traction, the car is also very efficient through corners – especially slow ones. The trouble is, it doesn’t deliver the same feedback and sharpness as its arch-rival, the BMW 3-Series. Opting for the optional Sport pack would improve things – but would also hurt the ride quality. As standard, the Audi is comfortable, particularly on motorways where it has a quiet, forgiving ride. As for engines, the launch 3.0-litre TDI has been developed, and now delivers more power. It doesn’t feel like a normal diesel – it’s smoother, with good composure and minimal diesel-like rattles. It pulls cleanly from below 1,500rpm and revs to an impressive 5,200rpm. 0-60mph in 6.2 seconds is potent, though the gearbox is springy and transmits vibrations.

Marketplace
The A5 is impressive in the metal. It’s best viewed from a distance, where you can appreciate the subtle line that forms the car’s shoulder, and the sweeping roof that flows down into the bootlid, ending in a tiny lip spooler. If anything, we thing the rear is more successful than the generic nose, and the front end is only distinguished from other Audis by the standard xenon headlamps with their dramatic LED running lights. Up close, the first thing you notice is how low the A5’s roof is. When you open one of the relatively short doors, you seem to have to dip much lower to get in. but inside, it’s a full four-seater – finally, it’s a return to a market Audi abandoned in 1996. Built on the Modular Longitudinal Platform that will underpin the next A4, the Audi offers a fairly extensive range of engines, including the 3.0-litre TDI we tested, plus a 3.2-litre V6 petrol and the superb 4.2-litre V8 S5. There’s just the single bodystyle. Its arch rival is the BMW 3-Series Coupe – this car is a competitor to that model in absolutely every respect, and you know Audi has benchmarked its Munich counterpart to the nth degree. The Mercedes CLK is an alternative, as is the leftfield Peugeot 407 Coupe.

Owning
The interior is all-new for the A5. We expect elements of the design to appear on the next A4, but in the meantime the Audi’s cockpit looks and feels unique. But that’s not to say it’s perfect. The new key is rather clumsy, the switches for the electric windows click nastily and the heating controls are fiddly. Nevertheless, the cabin has a quality feel, while the dash’s wraparound effect enhances this and provides a sense of space. You won’t benefit if you’re sitting on the cramped rear bench, though, while you’ll struggle to get your feet under the front seats. But what’s been taken from rear legroom has been given to the load bay – the A5’s 455-litre boot is huge. It’s pretty economical too, while retained values look extremely glittering.

source:autoexpress.co.uk

Daihatsu Materia

Driving
The Materia’s 1.5-litre engine is lacking in personality, though it delivers strong performance. 103bhp helps it dash to 60mph in 10.8 seconds, and it feels responsive in gear. This is partly due to a short top gear though, which makes it sit higher in the revs on the motorway. The suspension has a similarly sporty bias, too; firm damping gives a hard edge to the ride. This helps contain body roll, dispute the Materia’s tall stance, although under hard cornering the anti-roll bar can’t stop the body heaving and unloading the opposite suspension enough for the tyre to lose traction. Add in steering that suffers kickback over bumpy surfaces, and the Materia isn’t as composed or as comfortable as it could be. However, it never feels unstable, and the brakes are good.

Marketplace
With its strange blend of micro car boxiness, racy bodykit and tinted windows, there’s no mistaking the Materia. Yet look beyond the unique styling, and the Daihatsu is pretty closely matched to rivals including the Nissan Note, Renault Modus and Mitsubishi Colt five-door. It isn’t particularly long, but it is quite wide and very tall. It’s pretty well equipped, which is good as there’s just a single trim, and the only engine option is the 1.5-litre petrol. Apparently, the Materia is a big hit on the neon-lit streets of Tokyo, though it does face stiff competition in the supermini-MPV sector over here – models such as the Nissan Note, Vauxhall Meriva and Renault Modus.

Owning
Thanks to the tall roofline, there’s a feeling of real space inside, particularly in the rear. Legroom is excellent (the rear bench slides), though narrow windows, tinted glass and a mainly black interior mean it’s too dark for a family car. Practicality is restricted too; the boot isn’t that big. What’s more, the overall design is mismatched. You get heater controls from a Toyota Yaris, combined with a range of other seemingly unrelated switchgear, while the dash shape is dominated by odd-looking pods at either end, which contain a speaker and an air vent. There are also blue rings around the door speakers, a green radio display and orange illumination on the centre screen! As for the driving position, it’s high, but the wheel only adjusts for rake and the gearlever is located too low and far away. As with other Daihatsu models, there’s lots of vibration through the lever and the action feels rather fragile. Our average economy was poor, too – we saw 28.6mpg, compared to an official average of nearly 40mpg, while it churns out a lot of CO2 for a small car as well.

source:autoexpress.co.uk

Clio Renaultsport 197

Driving
The Renault comes alive at the press of the starter button. It delivers 194bhp and there’s a noticeable step up in power as the variable valve timing kicks in. The Renault leaps into life above 5,000rpm, where it takes on a howling and buzzy nature all the way to the 7,500rpm red line. However, lower down in the revs, it’s not quite as flexible. You need to work the engine hard. But the six-speed manual makes this easy – it’s just a shame the shift action is slightly notchy. The steering also takes some getting used to, and feels artificially weighted, although there’s a sharpness to it that doesn’t ruin the involvement and adjustability of the chassis. And it’s this race-inspired edge that Renault has enhanced on the R27. With the Cup chassis, the Clio rides 7mm lower than the standard car, while the springs are 27 per cent stiffer at the front and 30 per cent at the rear. It has a hard-edged accuracy that makes it hugely enjoyable and responsive in corners. Body roll is virtually eliminated and there is masses of grip, making it reassuring to drive. There are not massive differences over the standard 197; this just feels more honed. The penalty is an overly harsh ride around town.

Marketplace
With its bulging lines, the Renault Sport Clio is one of the best-looking hot hatches on sale. But the F1 Team R27 features some very garish stickers; while you can’t blame Renault for using this special Clio to show off its F1 achievements, the stick-on decals (complemented by darkened rear windows) detract from this understated appeal. Luckily, they are a no-cost option! The F1 Team debuts the optional ‘Cup’ chassis pack, available on the standard 197 once the 500 limited editions have been sold. In terms of rivals, no competitor offers such a suspension upgrade – which is why the Corsa VXR, Polo GTI and Seat Ibiza Cupra are all cheaper than the special R27. At least the ‘Cup’ option pack will be less expensive, at around £600. We would find that sort of premium easier to justify.

Owning
The R27 features comfortable, supportive Recaro sets as standard – these are an £850 option on the normal 197, and include a clever side airbag. They also fold forward to give reasonable access to the rear. Yet once you’re in the back, you’ll find things a little tight, while the boot only offers 288 litres of space. Of more importance to hot hatch buyers will be the driving position, and the R27 scores well. There’s a decent range of steering wheel adjustment, and the seat is perfectly located. Visibility is fine too, and although the design of the Clio’s cabin isn’t particularly adventurous, the layout is clean, modern and straightforward. The steering wheel is great to hold, too. Less impressive are servicing costs – three inspections will cost you a whopping £810. Fuel economy of the high-revving engine is poor as well; in our hands, the Clio returned 27mpg. But it is at least the pick of the Clio line-up in terms of second-hand values; after three years, it’s worth a little under 45 per cent of its list price.

source:autoexpress.co.uk

2008 Nissan Rogue SL AWD.

Sometimes the car is the name we head scratching confusion. Take the Dodge Sprinter, airport van disguised, that is exactly Olympian Carl Lewis.

Or, more precisely, the 2008 Nissan Rogue SL AWD, a small crossover SUV based on the Sentra sedan platform. This pleasant little sport-utility, with a stylish 17-inch wheels and can AWD system. But "money"? Crime is a secret, malicious, Scamp. Someone You damn sure closely. Obviously, Nissan is trying to grab our attention.

And it should. 2008 Nissan Rogue is another entry in the segment of the small car-based crossover utility, part of the market, where new cars coming every day. This means to those who left me the first machine of the youth and students to take greater responsibility, but not yet ready to accept the family or crossover SUV.

A Little Off the Top
Nissan offers money only in two trim levels, S and SL. Both are available in either front - or all-wheel drive. All are equipped with 2.5 liter 16 valve DOHC inline solutions-4170 litres. With. , and 175 pound-feet of torque is sent via Nissan continuously variable transmission (CVT). Based on the platform before it recently expanded 2007 Nissan Sentra, Rogue running a long 105.9-inch wheelbase. There in the room for five passengers, with 126.4 cubic feet of passenger volume.

Rogue was stylish deliver the same look as the Nissan Murano, a car that inspires great loyalty among fans of Nissan. Differences in the Rogue two levels trimmings are small, with the urging of the SL sports belief that want moonroof for star gazing, and the roof rack for kayak or mountain bike.

Interior Monologue
If you are driving, you are first struck by the sheer number of plastic in the interior. Tyre as cheap at first, but soft-touch plastic makes it a pleasant, and silver-painted plastic surrounds look sharp.

Audiophiles that we, we appreciate Rogue optional Bose stereo, a key item on the Utes this class. It has seven speakers and a six-disc CD change, and even suggests steering wheel audio controls and speed-sensitive volume control. Since Incubus at Teloniusa Monk, sounds strong and full of life.

This Rogue SL optional leather-upholstered front seats are comfortable, but six Manual mode has its limitations as our satellite location (as pampered electronic control in the past) accidentally released angle, and it overturns the front and whacked her in the noggin with the headrest. Fortunately, the money is huge glovebox (half cubic feet in the building at Nissan measurement) was able to place a bag of ice, Advil box, pillow, two cheesecloth bandages and helmet accident.

The second row 60/40 split seat time helps maximize Rogue cargo capacity, and once down the front seat (only SL trim), it also gives the compressor can assume something is 8.5 feet. But passengers rear-seat, not the same attention as any place or reclines slide fore and aft.

The Final Frontier
The space, in fact, is that the designers apparently thought Rogue. Rogue maximum space efficiency with its huge glovebox and center console are scattered all with a CD of the cell phone, notepad and different size cups. In the back, touch of a button brings up the popup cargo organizer that has a plastic box and freight networks, which together hold food bags or means to travel too much. There are also optional removable tray under the rear cargo floor for wet dirty clothes or sports equipment.

Rogue cargo area very high mark, but the potential is actually only 56.9 cubic feet, about 14 cubic feet less than the competition. Under the deck organizer and gear compartment to steal a few critical inches capabilities, as well as increasing liftover height, and the spare wheel is also on the floor.

In any case, Chevy Suburban Rogue not. It is not designed to transport a driver, a passenger and two full-size adults (or perhaps two adults and one Roebuck) in the back. SL models maximum tow rating of 1,500 pounds may well be Jet Ski or a couple of dirt bikes.

It's the Economy, Stupid
To distinguish it from Murano with a 3.5-liter V6, Nissan has limited money for the four cylinder engine. Fortunately, it is in Perky Nissan 2.5-liter four, which delivers 170 million. With. in 6000 min -1 and (more importantly) 175 pound-feet of torque at 4,400 revolutions per minute. Balance shafts help the engine remarkably smooth delivery work.

While the combination of four cylinder engine and 3,544-pound, with the all-wheel-drive crossover does not accelerate, it is stunning, money gets up to 60 miles per hour in 9.2 seconds on the way to the quarter-mile mark in 16.9 seconds at 83 mph. Rogue also ingratiates himself respectable EPA rated fuel economy, 21 galleries in the city and 26 mpg on the highway.

Rogue CVT allows for maximum fuel economy, and the combination of CVT and torquey Banner-4 provides a quiet, carlike refinements in urban transport. Once your legs to ask for more, however, CVT to be done on the basis of the parameters to get the power you want, and the sluggish response then a lot of engine noise. In these circumstances, Rogue SL optional steering wheel mounted on a shift premium is required.

Stop or My Rogue Will Shoot
While Explorer rollover terror is largely forgotten, Nissan still wants you to know that sports can be useful safe driving on the highway. Stability control comes as standard equipment, and there is no protection curtain airbags with rollover sensor.

Rogue also has four-wheel disc brakes, brake distribution system, and even help. Although money is not restricted great grace, diving deeply and its long travel suspension hint of wheel hop, it is a stop from 60 mph in 123 feet surprisingly, their impressive class.

Rogue body of a very large Beltline, and the overthrow of the line so high in the back, making the rear view angles. Rogue rear window also extremely small. Therefore, despite the compact size, Rogue really difficult park. Of course, we can not think of those disks back for long periods of time, except protagonist Bronx Tale.

Processing is another story. Rogue relatively long 105.9-inch wheelbase allows feel relatively secure leg. As compressor (though an all-weather soft roader rather than off-road vehicles), Rogue has numerous suspension travel, and this makes high Nissan bit clumsy rapidly towards transition. However, noticeably more comfortable ride, and we have no limits down the road-feel that makes other small sport Utes seem cheap and unpleasant. Dunlop Grand Trek 225/60HR17 tires help Rogue delivery 0.79g slippery mat.

As carlike as money is all that suspension travel also has a sense of the steering is very precise, and you will constantly make adjustments to the wheel, especially when the narrow road that try his new mountain bike. Even a power-assist rack-and-pinion is one of the best we sampled, and it feels natural and intuitive.

Since then, off-road, in the Rogue long wheelbase do not encourage any of this rough terrain, but the 8.3-inch ground clearance, combined with the angle of 21.8 degrees and 19.9 degrees breakover angle allowed to Nissan manoeuvre around rocks at the camping trip.

The Name of the Rogue
Nissan set out to make a little brother to Murano, and he made this very point. 2008 Nissan Rogue better everyday car, a car that just happens to be big enough for all your stuff, but small enough to keep your monthly gasoline bill check.

But there is nothing that really sets Rogue than competition. Well, maybe a combination of CVT and four engine is to give money unique ability to provide power and fuel economy, but we still find CVT divert facility, when only four engine power with which to work.

We simply do not think that is false, rebels coordination. At this point, money is indeed a Ferret ", or badger. Of course, this kind of novelty, but it takes more than that buyers look past the standard bearers in the class, Honda CR-V and Toyota RAV4.Стоматология протезирование зубов цены Реставрация зубов,

2010 Pontiac Firebird

Every day we receive letters from readers asking us to write stories about things that, frankly, we do not know anything about. Recently, referring to the return of his famous endurance platform mate, Chevrolet Camaro, some of you are already screaming as chicken, even some rock muscle car from our past, good ol 'Pontiac Firebird. After all, it would be easy to take the route of Camaro and send its sales Pontiac. So we made some calls.

Our first fact : GM public relations people not to return phone calls when one leaves the machines say things like, "Could you give us back what you know about the future of Firebird? Crickets. Tumbleweeds. And here we thought we were friends.

But later rather than sooner, our friend Jim Hobson from Pontiac communications, and called for the urgent lost time to shed some light on what they are looking for more as a choice between raising goats or chickens, rather than goats and chickens, for Pontiac in muscle cars farm.

Pontiac Muscle Car Must Be Distinct

While it is still unconfirmed at the moment, and Pontiac is guaranteed to receive at least one muscle car from the prolific rear-wheel drive Zeta platform (formally Global Rear-wheel Drive Architecture) by 2010.


The first fruit of Zeta woman to Pontiac in the 2008 Group of Eight sedans, which will replace the two long left Bonneville and the current Grand Prix at the beginning of next year. "Group of Eight" will be exported from Australia, where the Aussies are manufactured Road family.

For the second Zeta for Pontiac, Hopson confirmed the brand was kicked around "heritage" names, including Firebird and GTO muscle car in the future. Although neither "can be" relatively easy, we do not expect to do so Pontiac. Moreover, while seemingly Firebird will be cheaper to produce, if it is shared, as he did, his body stampings and many internal components with Camara, we suspect is inclined to Pontiac GTO.

Thank (or blame) Bob Lutz, GM product guru living for that. He claimed that the days of the exchange of products and engineering passes more or less over, and stated categorically that no copy Camaro would in any other GM-brand salon. The goal, Hopson said, is the outcome of the new muscle car unique to appease Lutz and the market in general, not too unique to Bud-guzzlin ', mullet-creative traditionalists who believe their mission in life to ensure any future chicken shouted back as Pontiac in Camaro.

“Heritage” Names: 50-Percent Risk, 50-Percent Opportunity

This problem underscores the double-edged sword of resurrecting heritage names to be competitive and relevant today, while meeting the expectations of the nature and type of nostalgia fans. Attempts to buy nostalgia can have as Hobson knows all too well. "We are very careful to get the names of heritage," he said, referring to the lessons learned during the Pontiac struggle to convince buyers that Australian built Holden Monaro 2004-2006 GPO case that is worthy of its sacred behalf.

Two Performance Coupes Unlikely

Nevertheless, according to Hobson, in whether there is merit in this day and age to sell two muscle cars on the same brand umbrella, or even three under two brands. "The market in the 60 th can support more than one muscle car to do the same, but today the market might not. I do not think that anything is off the table ", he said," but there's a very small chance you will see two indicators coupes . "I have c e, because Zeta is flexible enough to spawn all kinds of options, including the Group of Eight major coupe. Must.

If it before Hobson, in which he will choose? "Personally, another GPO will be the most attractive. Firebird and Camaro are expected to be very similar, and we can do more with the GPO. "Wonderful PR-speak, but we believe this is good advice for the planning of the product, too.


Under the Skin

So, what would be the future under the skin Pontiac muscle car? It would, of course, both share the upcoming Group of Eight sedan engines, including 261 litres. With. , 3.6-litre DOHC V-6 and 362 litres. With. , Richard LS2 6.0-litre V-8 are invited with five-and six-speed automatic, respectively, for the six-speed manual ( "Eight is only autoboxes at least the first). Like most big GM V MI-8 is 6.0 liters will be off cylinder or "active fuel, as GM now refers to the technology.

At the drag strip, where we expect that this machine will lead, look for 0 to 60 runs in the low Sixes for the V-6 model and about five seconds V-12. More powerful engines, of course, seen, but finding anyone guessed. All G8s a set-front and rear suspension, multi-tier, installation, we hope to reflect shorter steroids more than two door version.

Whatever form it may eventually be and what name will be assigned to it in Zeta-Pontiac muscle car at will certainly place in the USA dealer showrooms, which are increasingly in conjunction with Buick and GMC brands, or which sports cars or his muscle-car at the time of his arrival.

As "excitement division, Pontiac needs a sports car better than Solstice and Solstice GXP remain, but really exciting. In addition, as the largest area in muscle car history brands, Pontiac, it would be remiss not to cash in the phenomenon of modern muscle car mania.