BMW's Z4 Gets Its Props

Spring is upon us and with it the season when a car buyer's thoughts turn to convertibles. For me, that means it's also a good time to say a few kind words about the BMW Z4 Roadster, a great little ragtop two-seater that has never gotten the sales or critical acclaim it deserves. Until recently, at least.

In terms of increased sales, the Z4 is the hottest-selling BMW in the U.S. market so far this year, though admittedly from a small base. Sales of all Z4 models combined soared 90.6%, to 1,906 units, in the first quarter of the year vs. the same period in 2006, partly driven by the addition of the new Z4 Coupe to the lineup. But what I find encouraging is that the plain old Z4 Roadster saw a 68% sales increase during the quarter, an early indication that consumers may be wising up to the fact that this is a much better car than auto reviewers have rated it. If you're looking to splurge on a midlife-crisis car this spring and have a fair amount of money to spend, the '07 Z4 definitely merits a test drive.

One thing I like about the Z4 Roadster is what many reviewers revile it for: its looks. Perish the thought, but the Z4 actually looks different from all the other cars on the road. The Z3, the model the Z4 replaced, had a classic, almost retro, look to it, while the Z4 is perhaps the most unabashed example of BMW designer Chris Bangle's "flame surface" styling, in which the car's sheet metal is sculpted to have multiple surfaces reminiscent of a flickering flame. Adding to its distinctiveness, the Z4 has an extra-long front end and a stubby, humped rear end with an odd little ducktail on the rear deck.

In an age of curvy, rounded vehicles that all look alike, the Z4 is instantly recognizable when you see it coming down the road. But it's a love-it-or-hate-it sort of design that has turned off many BMW aficionados. There are persistent rumors that Bangle's protégé, Adrian van Hooydonk, who became chief designer for BMW's car company when Bangle moved upstairs to oversee design for the entire BMW Group, will redo the Z4 for the '09 model year and give it a less radical design. I hope Z4 sales will continue to soar—proving that Bangle's bold design isn't a detriment to the model's commercial prospects.

Exterior styling aside, the Z4 Roadster is a classic sports car—quick, tight-handling, and with a catlike grip on the road. The engine lineup was also upgraded as of the '06 model year, so all versions of the car have plenty of power.

Like any BMW, it isn't cheap. The basic 3.0i, which is powered by a 3.0-liter, 215-hp, inline six-cylinder engine, starts at $37,175, while the more powerful 3.0si, which has a 255-hp, inline six, starts at $43,175. If you prefer a hardtop, the Coupe version of the Z4 3.0si starts at $41,175. And if blinding speed is your priority, the M version of the Z4—which has a 330-hp 3.2-liter engine—starts at $53,875 for the ragtop and $51,875 for the Coupe (see BusinessWeek.com, 7/26/06, "Hard Core Z4").

However, my feeling is that if you want a classic ragtop sports car, you don't necessarily have to spend a lot of money going for the biggest engine and adding bells and whistles to the Z4. You buy a sports car mainly for handling, not raw speed. And going with the entry-level Z4 is a little like going with the BMW 328i rather than the 335i: You give up a little speed and save a lot of money (see BusinessWeek.com, 10/17/06, "BMW's Super Coupe").

If my own money were on the line, I'd go with the basic Z4 3.0i, and about the only option I'd pay up for is the $3,550 Premium package, which includes an automatic convertible top, auto-dimming rearview mirrors, power seats, and a few other add-ons. If you want an automatic transmission, add another $1,275 to the price.

The bottom line is that you can get a well-equipped Z4 3.0i for a little more than $40,000. That's a lot of cash, but it's still thousands of dollars less than a Porsche Boxster.

You can even rationalize the purchase by telling yourself the Z4 is an economy car when it comes to gas mileage. The 3.0i is rated to get a respectable 21 mpg in the city and 30 on the highway. In a stretch of 200 miles of mixed driving, I got 22.6 mpg in a Z4 3.0i with an automatic transmission, which isn't bad considering how hard I pushed the car.
Behind the Wheel

Slip into the driver's seat and the Z4 is, unapologetically, a sports car. It has the small, spoked steering wheel that old-style European sports cars always had and a clean, uncluttered interior that contrasts sharply with its busy exterior styling. There isn't a lot of extra shoulder and head space in the cabin (unless, of course, the top is down), and legroom may be too tight if you're unusually tall.

The suspension is stiff and the ride relatively hard. If you don't want to bounce around on the highway and feel a hard thump when you hit a bump in the road, this isn't the car for you. You're also sitting very low to the ground in the Z4, and it's a struggle getting in and out, especially with the top up. But the seats are comfortable and more supportive than I remember the ones in the Mazda Miata being.

Like any classic sports car, the Z4 Roadster is a blast to drive. My test car came with the six-speed automatic transmission with a manual shifting mode and steering wheel-mounted paddle shifters. And this automatic is so refined that it makes you wonder how much longer even companies like BMW will continue offering stick shifts.

If you let the transmission do the shifting for you, it's incredibly smooth, running through the gears as if a professional driver were behind the wheel. The transmission never revs unnecessarily or hunts for the proper gear, even when you accelerate hard up a steep hill. At the push of a button, you can put the car in a sporty mode that noticeably alters the transmission's shifting algorithms and makes it quicker and jumpier.

If you're a real speed freak, the basic Z4 3.0i won't be fast enough for you. BMW rates it at 6.6 seconds in accelerating from a standing stop to 60 mph with an automatic transmission, and I clocked it at about seven seconds. That's noticeably slower than the 3.0si, which BMW says will do zero-to-60 in 5.7 seconds with an automatic and 5.6 seconds with a stick shift, but it's plenty quick for most people.

The 3.0i is geared to be very quick in the midrange and at normal passing speeds on the highway. When you get above 80 mph, there's not a lot of oomph left when you punch the gas, and the car starts to struggle a bit. If you want a real German-style autobahn cruiser, you need the extra power of the Z4 3.0si or the M. But for most normal U.S. driving, the basic Z4's power and speed are more than adequate.

As with any sports car, the Z4's interior is short on storage space. The glove box and storage bins in the doors are small. There's a box-like storage space in the back wall of the cabin big enough to hold a small purse. Happily, though, the trunk is quite big for a sports car and remains a relatively spacious 8.5 cubic feet even with the top down.

Speaking of the convertible top, I'd definitely pay extra for the optional power top, which is very handy. It goes up or down without human intervention in about 10 seconds. You don't have to worry about getting caught in sudden rainstorms because the top is so quick and easy to put up.
Buy It or Bag It?

For most people, buying a two-seater sports car isn't a rational decision; it's a splurge. And the key question always is: How big a splurge do you want to make?

If you're on a tight budget, there are tons of cheaper convertibles to choose from. The Mazda Miata (see BusinessWeek.com, 12/13/06, "Mazda: More Miata for the Money") is probably the most attractive low-priced alternative. General Motors' (GM) Pontiac Solstice (see BusinessWeek.com, 10/14/05, "Solstice: A Brawny Beauty") and Saturn Sky (see BusinessWeek.com, 5/30/06, "Sky High") are very cool-looking, but have the disadvantage of having virtually no trunk space when the top's down.

Closer to the Z4's price range but still considerably cheaper are the Nissan (NSANY) 350Z (see BusinessWeek.com, 7/09/06, "Z as in Zoom") and the Honda (HMC) S2000, both of which are sweet-handling cars. The Power Information Network figures the Z4 had an average selling price in the first quarter of $45,526, vs. a little more than $32,000 for the S2000 and 350Z.

As I mentioned above, a well-equipped entry BMW Z4 3.0i will set you back a little more than $40,000—but even that's a huge premium over the Honda and Nissan. To justify the extra expense, you have to like the Z4's radical styling and you have to be willing to pay a bit more for the cachet of owning a Bimmer.

The other key question is whether it's worth paying more to get a Porsche Boxster, which feels even more solid on the road and handles a little better, and which Power figures had an average selling price of $53,114 in the first quarter (see BusinessWeek.com, 10/28/05, "Porsche's Entry-Level Dream").

Price being equal, I'd rather have a Boxster than a Z4. But given the price differential, it's a tough choice. The Z4 handles nearly as well as a Boxster, is more distinctive-looking—and costs thousands of dollars less. Much as I love the Porsche, the Z4 is a tempting alternative.

source: www.businessweek.com

Mitsubishi Lancer Evolution X.

Updating an icon, aka the Mitsubishi Lancer Evolution, is a job I wouldn’t like to be given. After three generations and nine versions, the ultimate interpretation of a rally-car-for-the-street theme is difficult to improve on. The answer however, is here in the form of the 10th-version, fourth-generation Mitsubishi Lancer Evolution X. The ‘X is less communicative, larger, heavier, and slower compared with the previous car (surely not I hear Evo purists shout at the computer screen). It’s the inevitable trade-off that occurs when a car strives for more refinement. The steering, for one, no longer has that responsiveness that made the old car such fun. If you’re an Evo fan, you best stop reading now. If you’re still with me, you’ll be glad to know that the Evo X is an intersting bag, and a review that might surprise some of you. As always, the Evolution is based on the standard Lancer saloon, and it still has a turbocharged 2.0-litre engine. New changes to the iconic motor include an aluminum block rather than cast iron, a timing chain instead of a belt, and variable valve timing on the intake and exhaust camshafts. The power figures of 295 bhp and 300lb of torque do nicely, thankyou very much. Before I move on, I have to mentione the styling. According to Mitsubishi, they got their inspiration from fighter jets and sharks. The new ‘face’, which will eventually end up on all future models, definately has an angry look about it, making the Evo 7 and 8 look much softer in appearence. The huge wide mouth, slanted headlights and cooling ducts in the bonnet certainly tell you move out of the way when you get a glance of it in your rear view mirror, and not to bother challenging it from the traffic lights. The 4-door proportions aren’t distasteful, whlist the bulging wheel arches sharp swage line and good looking 18-inch alloy’s give the ‘X a good side profile. The rear has a pointy and dis-jointed appearence but somehow it looks how an Evo should be, and I for one have grown to like it. I wonder how everyone else will see it?

The Evo will be available in two specifications; GSR and MR – the UK versions will continue with the FQ moniker. The price for the GSR (FQ) should hover around the £28,000 mark (around £18,000 in Japan) with the MR around £5000 more. The GSR comes with a new five-speed manual box only, and the MR has Mitsubishi’s new dual-clutch sequential transmission, dubbed “Twin Clutch-SST” (Sportronic shift transmission). The MR also gets Bilstein shocks, lightweight Enkei wheels, chrome exterior trim, opptional navigation and leather seats. The Evo X body is lighter, too, thanks to the aluminium roof, bonnet, front quarter-panels, and front and rear bumper beams. The new suspension also uses aluminum. But the weight saving is more than offset by the new car’s stiffer structure and wider body. The 20kgs or so it’s gained in weight means the Evo X is slower than its predecessor, but not by much. Mitsubishi claim a 5.2 second 0-62 mph time which is a fraction slower than the 2005 MR. The dual-clutch model won’t be quicker off the line than the manual because the launch control doesn’t use all the available power in the interest of safeguarding the driveline. But don’t judge the MR strictly by its straight line numbers. The new Evo X is much faster along a curving road than previous Evo’s – contemplate the staggering skidpad number of 0.97 g. I’ll try to explain all the techno-blurb that makes it happen (get ready for the abbreviations of all abbreveations).

I’ll start with the S-AWC, or Super-All-Wheel Control. S-AWC consists of ACD (active center differential), AYC (active yaw control), ASC (active stability control), and Sport ABS (anti-lock braking system). The centre differential is an electronically controlled multiplate clutch. The normal power split is 50/50 front to rear, but the system can send up to 80 percent to either end. At the heart of AYC is a trick rear differential that combines a traditional limited slip with two clutches that correspond to the right and left wheels. The result, is that torque can be patched to either side under any conditions. For instance, the right wheel could have a braking force on it while the left wheel still receives power. Stability control and ABS are nothing new, but the key to S-AWC is that it uses all four systems together to maximize the grip from the wheels and keep the car going where the driver points it. Combine that with the S-Sport mode of the Twin Clutch-SST, in which gears are held right up to the redline and downshifts are timed better than if you use the paddle-shifters, and the Evo X is the real-world games-console simulator. The way the Evo X goes around corners is as spectacular as first seen on previous Evo’s. You steer into the turn, and well, that’s about it. There’s no sawing at the wheel and no mid-corner correction, unless you encounter the excessive body roll, which I’ll come back to later.

The latest generation engine gains momentum smoothly, almost too smoothly for hardcore forced-induction fans. Absent is the turbocharger surge that comes on at the 5000 to 6000 rpm mark. In fact, the 2.0-litre feels and sounds like a larger capacity block. Although it doesn’t quite match the Evo 8’s prowess in a straight line, it’s quick nonetheless. Once you get over the extraordinary combination of grip and a new take on how the power is delivered from the latest generation 2-litre turbo, trying your luck at throwing it off line becomes a real challenge. Depending on which paddle-shift setting you choose (normal, sport and super sport) and one of three differential modes (tarmac, gravel, snow) even an amature like me behind the wheel can step far beyond ones limits without ending up in a ditch. Whatever speed you choose slipping through a series of bends is over is a matter of seconds, and you wonder if you’ve actually been day dreaming. A quick left-right-left on the steering wheel slices the ‘X through any corner leaving the electronics to prevent a serious encounter of oversteer. The suspension is set extremely hard, yet it can be flexible to a certain extent when pushing on. Even so, there’s a worrying element of body pitch, especially when you’re braking hard or chucking it around corners. The nose will slam into the tarmac when a serious amount of force is applied on the brake pedal – and what fantastic brakes they are, whilst the body will violently roll from side to side especially when cornering hard. As a result the tyres squeel like mad, and although other journalists didn’t make a big thing about this on the press launch, I came away concerned at just how much body roll the new Evo has when pushed around Mitsubishi’s Tokachi Proving Ground in Japan. The previous Evo’s seemed more taught and controlled and are still far superior than the new X.


Comfort levels are a mixed bag, really. With tight fitting Recaro seats – Evo owners prefer this apparently, and a very firm ride, the stiff damper setting translates every mile into a jolting and sometimes unpleasant ride. The car seems to jiggle on most road surfaces, however, it doesn’t seem to throw up any numb limbs or back ache. The steering wheel is nice to hold – the S-AWC control selector switches are located on the both wheel spokes, whilst the rest of the ergonomics are pretty much spot on. The interior is a leap forward both in design and function compared with the materials and design functionality from past Evo’s. Trim grades are much better and feel more germanic, but it still has an element of low budget about it. The overall ambience is very modern, but with a large proportion of the inetrior covered in black and dark grey plastics, it doesn’t really do it any favours. Driving postion is excellent you’ll be pleased to know, and after a short blast up the road, you’re bound to forget about the interior. You can opt for several trim upgrades too, including leather upholstery, whilst several exterior additions are also available from the option list. So how can I sum up the new Evo X? Well, the my most obvious issue has to be the dreadful body roll. With a car that has so many electronics I’m so surprised that Mitsubishi don’t see this as a major flaw. The car itself is entertaining, but I’m not so convinced. So, how will the die-hard purists cope with a completely new design from the ground up? There’s no doubt that it’s going to cause a mixed response, but just like the new Subaru Impreza, give it a few months and the opportunity to see a few on the road, and I’m sure it’ll blend in quite nicely. The new and latest Evo, for me, isn’t as exciting as I’d hoped for. Yes, it’s engaging, and yes, Mitsubishi have brought it up to date, but I can’t force myself to embrace it like I did for the Evo 7 and Evo 8.

source: www.autoreview-online.com

Porsche 911 GT2

One week after Ferrari launched the 430 Scuderia, Porsche has done the same with this 911 GT2. Like its bitter Italian rival, the GT2 is a highly evolved version of the standard 911 Turbo. The GT2 costs £131,070, some £31,150 more than the Turbo. For that you get an engine icreased by 50 bhp – now 530 bhp – which is achieved by raising the turbo boost pressure of the 3.6-litre flat six and fitting a very clever expansion intake manifold which reduces the temperature of the fuel/air mixture, improving power and cutting fuel consumption by up to 15%. The entire suspension system has also been uprated to cope with the extra power and includes Porsche’s Active Suspension Management system. Also included are Porsche’s ceramic brake discs, reducing weight by another 50kg per corner. Indeed, saving weight forms as much a part of the GT2 strategy as additional power. A substantial number of kilos have also been lost by deleting the Turbo’s all-wheel-drive hardwear and many more by fitting the GT2 with a titanium exhaust silencer weighing half as much as a conventional steel item. More weight shaving comes in the form of fitting thin sports bucket seats in place of the rather thickly padded stock items, while those in the back have been dispensed with altogether. The result of all this is a car weighing 145kg less than the Turbo. Visually you’re unlikely to mistake the GT2, thanks to that vast front air intake and the unique rear wing unless, of course, you’re on an autobahn and one comes past at over 200mph.

If you’re after an ultra-high-performance car but need one that will handle the accrual of a high mileage in a short period of time, then this is the car, Porsche claim. For all its explosive performance and astonishing output, I don’t doubt that the GT2 will prove a thorn in Ferrari’s side. There’s no faulting the construction quality of the GT2, however, the striking similarity between its cabin materials and those of a standard 911 at less than half the price doesn’t help totting up my score board. Around the £60,000 mark the slightly gloomy and unimaginative cabin with its substantial plastic content may be acceptable, but up here in the thin air above £130,000 it’s probably not. If you’re ever lucky enough to get your hands on a GT2 – and Porsche will probably only sell 50 or so in the UK over the next two years – please take a moment and think about your passengers. They will see the car and probably take a deep gulp especially at all of those wings, scoops and slats, but the moment they settle down in the cabin they will be lulled into an entirely false sense of security. The engine doesn’t thunder into life, but gently fires up and settles down to a nice even idle that’s probably quieter than that of a standard 911 Carrera – thanks to the noise-reducing nature of turbochargers. As you pull away, instead of the car pinging off every bump in the road you’ll discover that it rides with great composure and even some comfort. As speeds gently rise you’ll look around the near enough standard cabin and conclude that there’s nothing to worry about at all.

But then the devil in you will not be able to avoid burying the throttle and clinging on for dear life. And it’s only then that you will find this is a 911 like no other ever built. The GT2 – without the traction advantage of the Turbo’s four-wheel drive – will get to 100mph in 7.4 seconds and to 62mph in exactly half that time. So if you’re lolloping along the motorway at the legal limit and fancy giving your GT2 a bit of stick, you are never less than three seconds away from a driving ban. Find yourself a stretch of road (or, ideally, track) long and legal enough to really stretch its legs and the GT2 is car whose rate of acceleration only slows above 190mph. Given the space it will do 204 mph according to Porsche. Leave the wide open spaces and find some tight, twisty roads and the GT2 continues to impress with impressive levels of grip (in the dry at least) and brakes so strong that to stop any faster you’d have to find a wall to drive into. It steers with the utmost precision and is also unreasonably accommodating if you switch off the stability systems and tread too hard in a corner. If the back does start to swing round (and it is pretty violent in these situations) then you can correct the slide with a lot of balls and an armful of steering. Note to yourself; I must obey the first rule of 911 driving and must not snap shut the throttle. But while the GT2 impresses in all these ways, still it fails to crawl under your skin and infect you with its enthusiasm in the way you might expect of a car costing more than a Ferrari F430. For all its power, the engine has an unremarkable voice and, because it’s turbocharged, a very soft reaction to the accelerator. There’s always a pause before the thrust is delivered, and that wonderful delicacy of feel as you balance the throttle and the steering through a corner, as found in the naturally aspirated 911 GT3, is notable only by its absence. Truth is, the GT2 is a considerably more blunt instrument than its relentlessly enthusiastic stablemate, which is £50,410 cheaper.

This may be the most powerful 911 of all time, but it doesn’t mean it’s a car you can drive without an element of fear. With stability and traction control on, the GT2 will look after you long after you’ve forgotten what’s good for your health. It’s only when you turn everything off that things start to get hairy. Thankfully there’s plenty of safety features at hand. It has the usual plethora of airbags as standard and, while Euro NCAP has yet to get around to testing this sort of car, 911s are known to crash very well. You also get a Porsche Driving Experience day as part of the purchase price, which is well worth every penny. As far as security is concerned, over and above the standard alarm and immobiliser, the GT2 comes with a Thatcham 5-standard tracking system. Porsche’s claim that the GT2 will do 22.6mpg in the combined cycle seems impressive, not least because that makes it more frugal than either the Turbo or the GT3. The reality is that it will be an expensive car to fuel, tax, insure, re-tyre and repair. Given the nature of the beast, the GT2 is an eerily refined and comfortable car. And while this might detract somewhat from the sheer tactile thrills it might otherwise have been able to offer, it also offers the owner an opportunity to use the car for purposes that might otherwise have left it in the garage. For this is a car as at home in the urban crawl as on a race track. You could drive it for 10 hours and emerge still fresh and relaxed.

Although I thoroughly enjoyed a full five hours with the GT2, I do have some doubts. On the positive side, however, every Porsche I seem to test is impeccably constructed, and unlike a Ferrari, won’t be permanently in the garage for repair. Although the interior should be something special, I suppose with a tried and tested formula, and one that functions extremely well, there’s no real need to change it. Nevertheless, the GT2 is a seruously scary car especially if you push it too far. During my test, thinking I could slide it around a curved corner with the traction aids turned off, it bit me straight in the arse resulting in a complete 180 degree spin. Having learnt my lesson and tinkered with my driving style, the GT2 still continued to bite back, and this I fear may get a lot of owners into a serious problem, even with some driver training from Porsche. Even with my racing experience, it still needs a lot of respect if you want to play around, or even push hard on a track day. Having driven the GT3 RS only a week prior to this test, I have to say that the RS is a more useable machine even at the limit. It seems that the GT2 is an all-out balls-machine and a showcase as to what Porsche is really capable of when they put everything into a road car. I have no doubt that as an everyday car it will fulfill every type of driving pleasure and then some, but I would reserve the looney antics for a race track. This I’m sure isn’t going to put the very luck owners who have placed their orders off trying their luck. As the most powerful 911 to date, boy, is it a masterpiece. For yet another kick-in-the-nuts 911, it’s a bit over the top and not one of Porsche’s ultimtate driving machines. But then, that’s probably the point, the GT2 appealing to a handful of drivers who like their 911s old-school feisty.

source: www.autoreview-online.com

Gallardo Superleggera.

Hot on the heels of the Murcielago LP640, the Gallardo Superleggera isn’t just another Lamborghini, it’s something very special indeed. It’s also proof that Lamborghini are a genuine force to be reckoned with. Not just as a maker of exotic supercars but as a manufacturer fit to stand alongside Ferrari and Porsche, both for the standard of its engineering and the state of its growing and impressive car business. With sales up 30 per cent and turnover up 43 per cent, Lamborghini is well on course to achieve its goal of being the most profitable supercar manufacturer in the world. Total production for 2006 was just 2087 cars (compared with 5000-plus for both Ferrari and Aston Martin), yet even this figure represents a massive change of fortunes. Production total is set to increase during 2007, but the Superleggera isn’t going to contribute more than 350 units, as Lamborghini wants to keep it rare and exclusive. So exclusive, in fact, that all of this year’s allocation is sold, despite a 20 per cent increase in price over the regular Gallardo; £150,000. Diehard enthusiasts may feel uneasy at the Audi-coated, iron-fist structure that runs through the formerly chaotic Italian manufacturer, but there’s no arguing with the quality of the end product. Audi’s involvement also bodes well for the future direction of Lamborghini. The Gallardo is full of Audi switchgear, engineering, electronics, and was manufactured in Germany for the first two years of its life (although Audi didn’t advertise the fact). With production on the increase, more of the Italian production line will again be split between Sant’Agata and Ingolstadt. However, this doesn’t detract from the Italian passion that goes into making these phenominal machines.

It’s clear that the master plan is to steer the mid-engined Gallardo sister car, the Audi R8, towards Porsche’s mainstream 911s and Lamborghini towards producing harder, faster and more extreme cars to tackle Porsche’s track-bred models and Ferrari’s F430 Scuderia. The Superleggera is the car to take Lamborghini back to where it belongs. Arriving at the factory, the PR representitive hands me the keys to an Arancio Borealis (orange) Superleggera. The vibrant paintwork is an aquired taste, but having seen one in gunmetal grey, it actually looks more purposeful and suits the proportions more admirably. Squat, square and a low stance, it seaps the kind of hardcore attitude you expect from a stripped version of what was already one of the most back to basic supercars around. Everything you look at and everything you touch reveals the lengths to which head of Lamborghini R&D Maurizio Reggiani and his team have gone to in shaving weight from the Gallardo. Plip the key, open the door and you’re confronted by gloriously glossy one-piece carbon door panels, carbon-shelled sports seats and Alcantara upholstery. The Alcantara is spread over the whole interior, like butter from a knife. It is an aquired taste, especially for a £150K supercar. There’s no denying that’s it a bit over the top, but nevertheless, you know what stable this car has come from.

The engine cover is also made from carbon, as is the fixed rear wing, which can be specified in discreet low-line spec or a more high-rise design, complete with reversing camera. The engine cover’s glass window has been replaced with transparent polycarbonate, while the rear window is made from similarly lightweight Macrolon. Pop the engine cover release, and as you raise it you can feel the difference, the flimsy lid bowing with every movement. I must admit, there is a bit too much visable carbon fibre and interior suade everywhere. Weight saving has never been so in-your-face. The engine develops slightly more power – 9 bhp – over the standard Gallardo. The V10 remains and the power has been increased thanks to a new ECU. New intake and exhaust manifolds have been developed, along with a new reduced back-pressure exhaust system, all of which save weight but also boost’s performance. Judging by the stubby tailpipes, the finished sound should be a goosebump-like war cry. There’s carbonfibre features on the sills and the rear diffuser too, but the highlight for me is the glorious ‘Skorpious’ rims, which are forged from magnesium for minimal weight. Proof of more weight-loss can also be found in the titanium wheel nuts, which clamp the lightweight alloy’s to lighter but stronger wheel hubs. The result is a hefty 100kg weight reduction, dropping the Gallardo to 1420kg. According to Reggiani, ditching four-wheel drive in favour for rear-wheel drive would of shed another 50kg.

Twist the key, and the dash lights spring into life (the calm before the storm) – you know you’re only seconds away from something very special. Twist it further and grin as the starter makes it’s distinctive metallic churn, then get a shiver as ten cylinders come to life, a wall of noise thundering through a free-breathing exhaust system. As the revs drop, the Superleggera settles into a menacing off-beat tickover. Dab the brake pedal, pull back on the right-hand paddle lever and the Superlegerra creeps forward, juddering slightly as the e-gear electronics selects the desired gear and engine revs. The boggo Gallardo has always felt and sounded raw, with plenty of clonks and whirrs. With minimal sound-deadening the Superleggera is even more vocal, sometimes vibrating accross your back and rib cage. If you’re expecting a slick shift, forget it. A conventional H-pattern manual is available as a no-cost option, which I would strongly recommend to opt for – every pull on the paddle lever brings an annoying neck-snap as the e-gear jerks like mad changing through the box. Why can’t anyone get this right? As I turn left out of the factory gates, a quick jab on the accelerator pedal makes the revs jump as if it’s wired to a defibrillator. The back end kicks wide as the power overcomes the ESP electronics. The V10 barks out so loud, I quickly grab second to stop anyone giving me a ticking off when I get back. I suddenly feel ten years old again. Restrained or not, it takes a good mile to appreciate how different the Superleggera feels to the standard car. The Gallardo has always felt grippy and weighty, but has lacked that last few per cent of quick response. In the Superleggera you get the muscular feel but with a new sense of responsiveness. Turn the wheel, and it responds directly. It’s hard to judge the gains without a standard Gallardo for a comparison, but the Superleggera feels more convincing on the road. It cuts through any corner in terrific style and grips like velcro, changing direction with zero inertia. Although it moves, dips and dives without too much fuss, I can’t ignore the terrible ride quality. Because the suspension is set so hard, it has a tendancy to bounce like a stiff spring. It’s as almost as if it can’t cope with the rock hard setting. If you’ve ever experienced a poor, low budget attempt at lowering a car’s suspension ride height, then you’ll know what I mean.

Shortly after the sprint from the factory gates, a left turn on the junction at the top of the road takes you on yet another long, almost straight, smooth road, often frequented by Lamborghini test drivers. Having got use to the Superlegerra, turning into the open, long, flat and sweeping corners, provokes a little understeer thanks to a four wheel drive set up, though the ESP nudges the car neatly back on line without killing too much forward motion, but with the system switched off it feels far more alive and responsive to throttle play. Settled into a perfectly balanced exit speed, the Superleggera cuts through with immense grip, V10 howling and crackling as I wind it up to the rev limiter. It’s a shame that the optional carbon ceramic brakes don’t have the same degree of precision. There’s no arguing that they have the stopping power, but on the road, there’s not much subtlety to the way they work. There’s insufficient bite when you just want to gently cover the pedal, they then bite too hard when you get a little further down the pedal. It’s a trait that’s more annoying the further you drive. Compared with the feel you get from a Porsche or Ferrari equipped with similar brakes, the Superleggera feels clumsy. I’d be lying if I said you can detect the additional nine horse power, but what you do notice is the added ferocity with which the Gallardo’s V10 finds the red line. The top-end of each gear is phenominal, with the last 1500rpm exploding with an exhaust note that sounds like nothing else. The claimed performance improvements are 0.2sec quicker in the 0-62mph time (3.8 seconds), compared to a standard Gallardo. Stopping distances despite the braking issue have also been reduced, the 62mph-0 taking a whole metre less. The Superleggera is an impressive and intoxicating machine. Extremely well constructed, mouth-watering and desirable. This lighter, faster Lamborghini is an interesting drivers’ car and one of the finest from Sant’Agata. Unfortunately it doesn’t escape with an easy victory though and it does have those serious flaws like several thorns in its side. The truely terrible semi-automatic paddle-lever gearbox is one of the worst I’ve experienced, and the very firm, and somethimes uncomfortable suspension setting, reported earlier in my review, results in this dreadful suspension ride. With the added lack of brake pedal feel, the Superleggera misses out by a mile being a real sewn-up stripped-out supercar. With these rectified, it could probably be the best out there.

source: www.autoreview-online.com

2008 Mazda CX-9

Expert Review

Mazda has become especially good at making "zoom-zoom" vehicles, even if they happen to be SUVs.

The latest such Mazda SUV is the sleek midsize CX-9, which is a larger, more powerful 7-passenger companion to Mazda's fairly new 5-passenger CX-7 SUV.

The CX-9 is Mazda's first 7-passenger vehicle, thanks to a third-row seat roomy enough for two adults to ride comfortably for more than short distances. Many midsize SUV builders can't make the same claim for third-row seating comfort.

Some vehicles call for awkward moves to reach the third seat, but the CX-9 has large openings to it. A sliding second-row seat and wide door openings also facilitate third-seat entry or exit.

Too Many SUVs?
Are there too many Mazda SUVs for a fading SUV market? The automaker doesn't think so. It says its research shows there is a "distinct difference between customers shopping for two- and three-row SUVs."

Actually, the CX-7 and CX-9 arguably could be considered members of the growing crossover vehicle market, if only because of their slick styling and car-like manners.

The CX-9 is not just a longer version of the CX-7. Each model has different body structures, chassis systems and powertrains.

Designed For America
The CX-9 was designed specifically for North America and is aimed mainly at well-educated, nicely-paid folks with two younger kids, although Mazda says it's also for couples with grown children but active lifestyles.

The CX-9 has front- or all-wheel drive and comes in Sport, Touring and top-line Grand Touring trim levels. Prices range from $29,035 for the entry front-wheel drive Sport to $33,875 for the Grand Touring all-wheel drive version I drove.

Lots of Safety Items
Being a family vehicle, the CX-9 has plenty of safety equipment. All trim levels come with standard anti-lock brakes, roll stability control, dynamic stability control and traction control systems, besides front-seat side and side-curtain airbags.

And let's not forget the comfort and convenience features. Also standard are a three-zone automatic climate control system that provides independent temperature settings for the driver zone, front passenger zone and rear passenger's zone.

There's also a tilt-telescopic wheel with radio controls, AM/FM/CD player, height-adjustable driver's seat, power windows and locks with remote entry and cruise control.

Added Features
The Touring adds leather upholstery and heated power front seats, and the Grand Touring adds keyless access and starting, rain-sensing wipers and automatic headlights. The Sport and Touring have 18-inch tires, while the Grand Touring has 20-inch wheels and wider tires for sharper handling.

The navigation system is bundled in a $2,500-$2,717 (depending on trim level) Touring option package that also contains a power tailgate and rearview camera. A power sunroof is in a $1,760 package. A DVD entertainment package costs $2,560.

Front bucket seats are comfortable and supportive in curves, and there is a reclining 60/40 split second-row seat that slides fore and aft a few inches and a 50/50 split third-row seat.

Shares Ford Components
With Ford owning a good chunk of Mazda, the CX-9 shares components with the new Ford Edge SUV/crossover. For instance, the CX-9 has the same 3.5-liter V6 used in the smaller Edge. (The CX-7 has a turbocharged 2.3-liter 4-cylinder with 244 horsepower.)

The CX-9 V6 is sophisticated, with chain-driven dual overhead camshafts for easier maintenance (compared with belt-drive overhead cams), four valves per cylinder and variable intake valve timing. The electronically controlled throttle helps provide instantaneous response.

The 263-horsepower V6 is mounted transversely for allow more interior space. Mazda has modified the intake and exhaust systems to provide better response at lower speeds— something especially appreciated in slow traffic.

Quick on Heavy Feet
The CX-9 isn't light at 4,312-4,546 pounds, but provides fast merges and brisk 65-75 mph passing. The 0-60 mph run takes 7.8 seconds.

Fuel economy is par for the course for a heavy vehicle: 18 mpg in the city and 24 on highways with front-wheel drive and 16 and 22 with all-wheel drive. Only 87-octane gasoline is needed, and the fuel tank holds 20.1 gallons.

The CX-9 has a 6-speed Aisin automatic transmission with a manual shift mode that works better than the Edge's 6-speed automatic.

The Edge transmission was jointly developed by Ford and General Motors. So shame on Ford and GM here. The CX-9 transmission's top two gears have overdrive ratios for the best highway economy.

Car-like Feel
The precise, speed-sensitive power steering contributes to the car-like feel. So does the agile handling. An all-independent suspension helps provide a pleasant ride, and the brakes have brake assist and electronic brake force distribution systems.

The quiet interior has upscale materials. Controls are easy to use, but gauges wash out in bright sunlight. The glove compartment is small, but there's a deep center console bin and conveniently placed cupholders. Sun visor mirrors are lit and have sliding covers.

Roomy Cargo Area
The cargo opening is rather high, but there's a decent 17.2 cubic feet of cargo space behind the third seat when its seatbacks are upright, which often isn't the case with third-row midsize vehicles. Even more cargo room is available with the third seat folded flat and the space becomes cavernous with the second seat folded.

It's not easy making a midsize SUV a "zoom-zoom" vehicle unless you're an outfit such as BMW or Porsche, but the CX-9 stands out.

source: autos.msn.com

2008 Volvo S60

Overview
The Volvo S60 fills the middle range in the Swedish automaker's lineup: It's larger than the compact S40, but not quite as large as the premium-luxury S80. With its sleek, fastback profile, it's one of the most stylish cars in Volvo's lineup. And its beauty is more than skin deep.
The Volvo S60 combines excellent performance with outstanding safety features. Its interior is handsome, and the available leather has a high-quality look and feel. Last year, Volvo firmed up the suspension for more sure-footed handling. The S60 feels like a tight European sedan and still does a good job of smoothing out rough roads.
The 2008 Volvo S60 comes in 2.5T and all-wheel-drive 2.5T AWD versions plus a sporty, more powerful T5 model. (The limited-production S60 R has been discontinued.)
For 2008, all trim levels offer new option packages with premium sound systems and other popular equipment, and an auxiliary audio input, MP3 capability, and WMA CD readability come standard on all models. For 2008, Volvo S60 T5 comes standard with leather sport seats, a power glass sunroof, five-speed Geartronic transmission, satellite radio preparation, a compass, and 17-inch Cassiopeia wheels.
Volvo is renowned for its leadership in safety technology and the S60 comes with a comprehensive array of safety features.

Model Lineup
The 2008 Volvo S60 comes in three versions: 2.5T ($30,885); 2.5T AWD ($32,735); and T5 ($33,985).
The 2.5T is powered by a low-pressure-turbocharged 2.5-liter inline-5 rated at 208 horsepower and 236 pound-feet of torque. A five-speed automatic transmission is standard, while a five-speed Geartronic automatic with Auto-stick manual control is optional, part of an option package.
The 2.5T AWD features the sure-footed traction of all-wheel drive. For better traction in snow, it also comes with narrower 205/55R16 tires, mounted on narrower (6.5-inch vs. 7.0) rims, to help concentrate the car's weight on the tire patches.
Standard equipment for the 2.5T includes fabric upholstery, central power door locks with keyless entry, power tinted windows, front and rear fog lights, power heated outside mirrors with memory, a pollen filter, cruise control, dual-zone electronic climate control, trip computer, leather gearshift knob, leather-wrapped tilt/telescoping steering wheel with illuminated cruise and audio controls, illuminated glovebox and vanity mirrors, power driver's seat with memory and lumbar support, spilt/folding rear seat, a new 100-watt AM/FM/CD stereo with auxiliary input and MP3/WMA capability, and 16-inch aluminum wheels with 215/55R16 tires. The T5 comes with a 2.4-liter inline-5 that uses high-pressure turbocharging to produce 257 horsepower and 258 pound-feet of torque (at 2100-5000 rpm) for much quicker acceleration. The five-speed Geartronic automatic with Auto-Stick manual control is now standard; last year's six-speed manual is no longer available. The T5 features a sports suspension, speed-sensitive power steering, and 17-by-7.5-inch Cassiopeia alloy wheels with 235/45HR17 tires. Additional luxuries include leather sport seats with power adjustment for driver and front passenger, a power glass tilt-and-slide sunroof, aluminum mesh interior trim, blue watch-dial instrumentation, a leather parking brake cover, an auto-dimming rearview mirror with compass, satellite radio preparation, and other interior upgrades.
Options for 2.5T and 2.5T AWD include a Premium Package ($995) that adds the automatic transmission (Geartronic), a power glass tilt-and-slide sunroof, leather seats with eight-way power adjustment for the front passenger, genuine wood inlays for the interior, an auto-dimming rearview mirror with compass, satellite radio preparation, and additional rear stereo speakers. The 2.5T Advanced Package ($1,595) adds speed-sensitive power steering; 235/45R17 tires on 17x7.5-inch Tuscana wheels; a premium 325-watt stereo with six-CD changer, Dolby Pro Logic II, 13 speakers and a diversity antenna; aluminum dash inlays; rear park assist; Homelink; Interior Air Quality System (IAQS); and other conveniences. The T5 Advanced Package for the T5 ($1,695) adds the high-zoot stereo plus active bi-xenon headlamps, rear park assist, the IAQS filtration system, among other upgrades; rear spoiler, and brushed aluminum door handles and trunk moldings. New Imola two-tone leather can be specified for the T5 with the Advanced Package at no additional charge. T5 can be ordered with 17-inch Tuscana chrome wheels ($995), or 235/40R18 tires on 18x8-inch Eudora wheels ($750).
A Climate Package ($675) for all models includes heated front seats, headlamp washers, and Rainsense automatic windshield wipers. Stand-alone options include DVD navigation ($2,120) and metallic paint ($475).
Safety features that come standard on all S60 models include frontal, side-impact and side-curtain airbags; head restraints for all five passengers; seats that move on impact to reduce whiplash injuries (WHIPS); an immobilizer and alarm; anti-lock disc brakes (ABS) with electronic brake-force distribution (EBD); electronic stability control (DSTC); and a tire-pressure monitor. The S60 features Volvo's famous safety-cage construction. Seat belts have pyrotechnic pretensioners in all seating positions; they are superb, so be sure to use them at all times. ISO-FIX attachments are provided for rearward-facing child safety seats.

Walkaround
The 2008 Volvo S60 looks like a smaller version of the big S80 luxury sedan. It looks compact at first glance, but it's relatively large and roomy. What you can't see is all the engineering designed to protect the people riding inside the structure. It's there that Volvo's reputation for safety continues and deservedly so.
S60 has a hunched-shoulder look to the rear flanks, suggesting a hockey player ready to lead a charge up the ice.
The front grille and fascia were face-lifted slightly for 2007, improving aerodynamics and adding a touch of visual crispness, particularly below the bumper. It's a subtle change, but we like it. At the same time the outside mirrors were redesigned to incorporated integrated turn signals that automatically flash three times with light pressure on the turn signal stalk. There are no further changes in appearance for 2008.
Active Bi-Xenon headlamps are available on the T5 as part of the Advanced Package. A mini-processor gathers data to optimize their beam pattern, and the beams can be turned up to 15 degrees in either direction.

Interior Features
Overall, the interior of the Volvo S60 is handsome and comfortable. It's roomy in the front seats. The front seats are cushy. Volvo says the seats were engineered using orthopedic principles to provide better support and comfort on long trips. The optional leather has a high-quality look and feel.
The dashboard flows in a pleasant shape. On Premium Package cars attractive wood trim appears sparingly on the glovebox lid and on all four doors; while sportier versions of the S60 eschew wood for metallic trim. Aluminum inserts brighten the steering column stalks and the steering wheel hub. The quality of the material used to cover other surfaces is good.
The standard gauges are attractive, with their flat gray background, and easy to read; while the switches are intuitive and easy to use. The T5 features the same watch-dial instruments used in the flagship S80. The four blue-faced instruments are surrounded by gray rings with subtle blue hash marks. They feature clear, attractive gray numerals and thin red pointers on blue hubs.
Heating, ventilation and air conditioning controls are well designed and easy to operate, with big metaphoric controls to direct the airflow. Power-window buttons with auto-down are conveniently mounted on the door. Inside door handles are easy to grab.
The innovative radio controls take some familiarization to master. Changing preset channels involves turning a knob, rather than pressing a button. Once understood, the system works well. The leather-wrapped steering wheel has controls for the audio system that makes operating it easier while driving.
The center console features a covered storage bin and cup holders that fit all standard sizes of beverage container. There's another mini cup holder on the center of the dash.
Getting into the back seat requires a duck of the head. Once back there, the S60 offers good rear headroom, but larger adults will find it short of legroom.
The trunk is roomy and deep and will hold a lot of small bags. Putting big boxes into it might present a challenge, however. To carve the S60's swoopy shape, Volvo had to make design concessions that constrict the trunk opening. The rear seats are split 60/40 and fold down for greater cargo capacity. The front passenger seat also flips down; fold down the right rear seat and front passenger seat, and it will accommodate something quite long, such as a ladder.

Driving Impressions
The Volvo S60 boasts a nice ride quality, even over nasty bumps, even with 17-inch wheels. Volvo tightened up the base suspension for 2007, with firmer springs and shocks, front and rear; and thicker anti-roll bars supported by solid bushings. Roll stiffness was increased by 25 percent.
High-speed stability is extremely good. Front-wheel-drive models exhibit some torque steer under hard acceleration. Stand on the gas and you'll feel a tug on the steering wheel. It's especially noticeable on the T5 with its more powerful engine. It's really no big deal, though, and you get used to it. Still, the S60 definitely engages the driver because you have to pay attention to the steering when you're driving hard.
The T5 produces prodigious thrust from its high-pressure turbocharger. Yet it rates an EPA-estimated 18/26 mpg City/Highway. We found the S60 brakes on the soft side, but braking was stable. When activated, the ABS was very smooth.
The steering is slightly heavier in the 2.5T AWD because of the weight of the all-wheel-drive system. It also has a more on-center feel (less play, in other words). The ride is firmer on the all-wheel-drive model, which has stiffer shocks to handle the increased weight. Overall, we think the AWD model's improved traction and handling in the rain and snow are worthwhile for anyone who annually faces those conditions.
We drove over gravel roads in the 2.5T AWD, and found directional stability on loose surfaces excellent. Power in the 2.5T AWD is distributed between the front and rear wheels using a wet multi-plate clutch controlled by electronics that monitor driving conditions. With a steady throttle on dry pavement, about 95 percent of the power is transmitted to the front wheels; but up to 50 percent can go to the rear wheels when required. The balance changes seamlessly and instantaneously. When one wheel slips, the balance of power shifts away from that wheel, thus replacing the slip with grip. In other words, it's more secure and better stuck to the road when the weather gets nasty.

Summary
The Volvo S60 rides well and handles well. It feels stable at high speeds. The all-wheel-drive model provides excellent driver control on slippery surfaces. The sportier T5 offers strong acceleration performance. Volvo is renowned for safety engineering and the S60 is fully equipped with active and passive safety features including a rigid safety cage.

source: www.nctd.com

Chrysler Sebring

Chrysler Sebring – 2007 First Drive: We had climbed out of a crater in the heart of Death Valley and were headed to our cars when a bright red 2007 Chrysler Sebring pulled up. The group, which had been appreciating the view from the top of the crater, turned, looked and launched into a spirited fight. “Ugly, ugly, ugly!” said one. “Classy, cool and different,” said another. It was amusing, and appropriate. After all, you see Death Valley as either inspiring or a great vast nothing, and car buyers will likely see the Sebring in the same way. Sadly, unlike a sunset in the desert, there’s nothing here for everyone to love, and far too much that leaves car buyers with a case of the blahs.

Origins
The history of the Chrysler Sebring is like the history of a typical suburban neighborhood. Sure, it has one, but it’s a short story of new things in old places. At various times, the Sebring has been called the Chrysler Cirrus, Dodge Stratus and Plymouth Breeze. In 1995, it lasted until 2001 and was replaced by a new car and a new platform. In its glory days, the Sebring was heralded as sleek, powerful and luxurious, with a popular, top-selling convertible model for a number of years. Times do change, however, and the Sebring quickly got old. The new version replaces what has largely become a rental car. Related vehicles to the 2007 model include the Dodge Avenger.

Pricing
When most people think of Sebring, they think of the convertible, which will be available soon as a 2008 model. The sedan, meanwhile, is on sale now in three choices: The base Sebring, which starts at $18,995, the Sebring Touring model ($20,195), and the Sebring Limited ($23,995). Prices include a $675 destination fee. Option pricing includes, a Convenience Group for $895, an Electronics Convenience Group for $915 and MyGIG Multimedia Infotainment Package for $1,895. Touring and Limited buyers can upgrade the standard 2.4-liter four cylinder engine: the Touring offers a 189-horsepower Flex-Fuel 2.7-liter V6 ($1,350), while Limited shoppers move up to a 235-horsepower 3.5-liter V6 for $1,550 – plus $200 for the six-speed automatic transmission.

Model Mix – Sebring Standard Features
Starting at $18,995 (including $675 destination charge), the base Sebring sedan comes with a 2.4-liter four-cylinder “world” engine – meaning it’s shared with Mitsubishi and Hyundai – mustering 173-horsepower at 6,000 rpm and 166 lb.-ft. of torque at 4,400 rpm while garnering an EPA-rated 24/32 mpg. Mated to that engine is a four-speed automatic transmission. Inside, standard features include side curtain and side seat airbags, ABS brakes, power door locks and windows, 60/40 split rear seat, tilt/telescoping steering wheel, driver-side lumbar with manual height adjustor, CD/MP3 stereo and 16-inch wheels with covers. Not available for the base Sebring is a power passenger front seat or the Dodge Avenger’s cooled glovebox feature.

Model Mix – Touring Standard Features
Things improve equipment-wise when you go up a class to the Touring model and pay $20,195, including $675 destination. In addition to the base Sebring standard features, Touring model shoppers get YES Essentials fabric – the stuff that’s supposed to repel stains and odors – along with an upgraded instrument panel with chrome trim, bezels and brushed aluminum, express up/down windows for driver and passenger, cruise with steering wheel controls, six-way driver’s seat, LED map light, lighted visor mirrors, and rear passenger assist grab handles. Also standard on Touring (and Limited) models is Chrysler’s fold-flat passenger seat, which works easily and expands cargo capacity. Exterior upgrades on the Touring model include 17-inch aluminum wheels and tires, as well as automatic headlamps.

Model Mix – Limited Standard Features
Chrysler wants these Sebrings to be special, and wants you to feel special for buying the top trim. Whether or not that’s true depends on your perspective, but there’s better value going on for $23,995 than in the less expensive trims. Standard features in addition to that offered on the Touring model include two-tone leather on the seats, steering wheel and leather shift knob, a front console arm rest, Boston Acoustics sound system with steering wheel controls, Sirius Satellite radio, an eight-way power driver seat, electronic vehicle information center, a single zone automatic temperature control and theft alarm. Inside you’re treated to tortoise shell accents on the steering wheel, instrument panel and doors, while on the outside Limited models feature fog lamps, chrome door handles and 17-inch wheels and tires.

Options – Sebring
Upgrading your Sebring depends greatly on the model you start with. For example, base model Sebrings are stuck with the 2.4-liter four cylinder, while the other trims offer significant upgrades throughout. Inside, base shoppers can option up to a six-disc CD/DVD/MP3 stereo, Sirius Satellite, hands-free communication, heated cloth seats, daytime running lights, a sunroof and a Convenience Package that includes alarm, travel computer, information center, express down windows, YES Essentials seat fabric and remote start. New features such as a heated and cooled cupholder and MyGIG, Chrysler’s 20-gig infotainment system, are only available on Touring and Limited models.

Options – Sebring
Upgrading your Sebring depends greatly on the model you start with. For example, base model Sebrings are stuck with the 2.4-liter four cylinder, while the other trims offer significant upgrades throughout. Inside, base shoppers can option up to a six-disc CD/DVD/MP3 stereo, Sirius Satellite, hands-free communication, heated cloth seats, daytime running lights, a sunroof and a Convenience Package that includes alarm, travel computer, information center, express down windows, YES Essentials seat fabric and remote start. New features such as a heated and cooled cupholder and MyGIG, Chrysler’s 20-gig infotainment system, are only available on Touring and Limited models.

Outside
Why this? Chrysler had a home run with the 300, so why not make the Sebring in its image? Why, indeed. The world wonders, puzzled, yet all officials can say is that the dimensions didn’t work, so instead they went for the Airflite/Crossfire look. Yikes. We all know how successful the Crossfire was with buyers, and sure enough, it’s back: the strakes, the long snout and roofline that ends into a short rear overhang. Some may like it, others not. But what’s indisputable is that the Sebring is different, a unique midsize sedan that stands out from the pack. You may like it. You may hate it. But you will notice the new Sebring when it drives by. Can you say that about the Honda Accord?

Inside
Based on the same platform as the Dodge Avenger, the new Sebring is larger than the outgoing model but not quite as roomy as the competition. So depending on the Sebring you buy, your commute will either be ordinary – bordering on unsatisfying – or crazy fun, with movies in the back and hot coffee up front, thanks to the Limited’s rear seat DVD player and hot/cold cupholder. There’s also a fold-flat passenger front seat and MyGIG, an infotainment system that offers buyers 20 gigs of storage for music, photos and directions. What does come standard inside and no matter which Sebring you get, however, is safety: Side curtain and side seat airbags are among the safety features standard on all trims.

Under the Hood
Three engines come with the Sebring: the standard 2.4-liter four-cylinder making 173 horsepower at 6,000 rpm/166 lb.-ft of torque at 4,400 rpm, an available 2.7-liter V6 rated at 189 horsepower at 6,400 rpm/191 lb.-ft of torque at 4,000 rpm, and finally a 3.5-liter making 235 horsepower at 6,400 rpm/232 lb.-ft. of torque at 4,000 rpm. The four-cylinder is the same one powering the Dodge Caliber and is the so-called World Engine, seen also in Mitsubishi and Hyundai cars. All save the 3.5-liter V6 engine are mated to a four-speed automatic; the 3.5-liter gets a six-speed with manual shift. The Sebring has rack-and-pinion steering with 16-,17-, or 18-inch wheels, all-season rubber and four-wheel disc brakes with ABS. The Sebring rides on a stretched version of the Dodge Caliber chassis.

Test Car, Location
We drove the 2007 Chrysler Sebring Limited for a day in and around Palm Springs, CA on a mix of city streets and highways. While we were unable to test the vehicle in heavy traffic situations, we did get plenty of stop-and-go red light exposure, as well as a few canyon type settings and wide open desert roads. The quality of the pavement was mixed but mostly new, giving us scant opportunity to test the suspension in terms of uneven pavement, pot holes and bumps.

Performance
Of the things we enjoyed the most, the six-speed transmission was at the top of the list. Coupled with the model’s 3.5-liter 235-horsepower engine, the transmission – and its manual shift feature – mastered the power output smoothly, offering prompt response to throttle input whether at a stop or while passing. The 3,525 lb.-weight of the vehicle diminished its motivation. All in all, it’s a slightly heavy yet capable performer that could use a touch more power, with a transmission that makes the drive more enjoyable. While that’s good news for Limited shoppers, it makes us wonder about the performance offered up in trims featuring four-cylinder engines and four-speed automatics.

Ride and Handling
Despite a pudgy profile – the Sebring Limited comes in at just over 3,500 lbs. – it handled most corners capably. Steering was precise but soft, with little feedback. The brakes felt flat and the pedal difficult to get a feel for, but the four-wheel discs did a good job of stopping quickly under duress. While the Limited has a slightly more performance-oriented suspension setup, all trims enjoy a stiffer chassis compared to the outgoing model. The Sebring is mostly a quiet ride, though the 18-inch wheels did exhibit noise on the freeway and complained when the driving began to get a little aggressive. Overall it’s a quiet and compliant ride, a "good enough" performer for drivers happy with that level of ride and handling from their new sedan.

Comfort
Here’s the conundrum: The Sebring is big where it doesn’t really need to be, and not big enough where it counts. The seats are narrow; the front row is too intimate with two people seated inside. The back is also narrow with limited hip and elbow room, but head room and leg room is plentiful, thanks to a wide opening under the front row seats. In essence, this may be the perfect car for tall, skinny drivers or those with longer than average legs, while wide shoppers may find the Sebring to be a little tight. In terms of material comfort, we’d opt for the YES Essentials fabric; the Sebring leather comes across as too rubbery.

Controls
From the trendy blueish-green tint of the backlighting to the gray plastic surfaces and the white faces of the instrument panels, the interior is modern but lacking in warmth, something expressly communicated in the controls and instrument gauges. There’s a sort of Museum of Modern Art vibe going on here. Where the inside of a Toyota, for example, shouts value and durability, these Chrysler stalks, the lighting hues and buttons for entertainment and environment emote a cool, hip luxury feel. It works, and it feels good, but that modern Chrysler premium vibe comes at the expense of warmth and even a little comfort.

Selling Points
If you buy a Sebring Limited with the power upgrade and toss on a few of the Chrysler extras – hot/cold cupholder, My GIG infotainment, the rear seat DVD package – it’s a nice car that offers something different than your average sedan. Shoot, you can keep your coffee hot if you buy a Sebring, and you can fold that front passenger seat; that’s worth something, right? Indeed, the Sebring may be just what you need if you’re after a moderately powerful sedan with a six-speed transmission, strakes on the hood and a hot/cold cupholder, just as long as you don’t mind paying more for the extras.

Deal Breakers
While the top trim Sebring offers a nice powertrain and some innovative interior enhancements, those with a price range of $20,000 or less are stuck with a four-speed automatic and a base car missing virtually all of the extras. Add to that an interior that feels crowded and an average driving impression, and what you’ve got is a car that competes on a value comparison, but just barely. In essence, it seems as though Chrysler is counting on the design to move people into this sedan and up to the higher priced trims. Considering the competition – and, some would argue, the design – that’s a really bad idea.

Competitors
Talk about your crowded classrooms. The Sebring goes against a crowd of sedans like the Ford Fusion, Honda Accord, Toyota Camry and Saturn Aura. Toss the Hyundai Sonata and others into the mix and you’ve got yourself quite a barn burner. With this lot, you need more than a heated cupholder and side curtain airbags, you need a competitive powertrain, modern styling and a quality interior. Whether the Sebring measures up or not depends on you, ultimately. We found that it offers a decent ride, a capable available powertrain and available innovations that set it apart. However, strip away the baubles and it falls a little short and also must compete against itself as the Dodge Avenger.

Specifications:
Test Vehicle: 2008 Chrysler Sebring Limited
As-tested Price: $23,995 (including a $675 destination charge)
Engine Size and Type: 3.5-liter V6
Engine Horsepower: 235 at 6,400 rpm
Engine Torque: 232 lb.-ft. at 4,000 rpm
Transmission: Six-speed automatic
EPA Fuel Economy: 19/28 mpg
Curb Weight, lbs.: 3,287
Length, inches: 190.6
Width, inches: 71.2
Wheelbase, inches: 109
Height, inches: 59
Legroom, inches (front/rear): 42.4/37.6
Headroom, inches (front/rear): 40.0/38.4
Max. Seating Capacity: Five
Max. Cargo Volume, cu. ft.: 13.6

source: www.myride.com

Cadillac Deville DTS

Just a few years ago, a giant, complacent General Motors would wait for Chrysler to develop new technologies and for Ford to open new markets. Now, General Motors, led by Cadillac, has started to become a leader again.

Our test car, a Cadillac Deville DTS, is probably one of the most electronically advanced vehicles in the world. The DTS itself, complete with a 300 hp V-8 engine and active suspension, lists for neary $46,000. Ours had an on-board navigation system, ultrasonic backup warning system, night vision, adaptive seats, rear seat airbags, and enough other options to raise the price to over $56,000. It is one expensive but advanced car.

Like very Cadillac, the Deville has a smooth, quiet ride. Two powerful Northstar V-8 engines are available, one with 275 hp, the other (standard on the DTS) with 300 hp. These are Cadillac-only engines, and they have been refined to take regular gas without loss of power. Both engines are very quiet in operation, with hardly any noise other than a hum of power entering the cabin. While they propel the car very quickly, they are also smooth enough to make rapid acceleration seem routine. Gas mileage on the 300 hp engine is rated at 17 city, 28 highway, but we tended to average about 20 mpg overall.

Normally, an engine like this can overwhelm a car's suspension, causing torque steer and other problems. Fortunately, the Deville DTS comes with Stabilitrak, a rather clever system which uses all the car's normal control mechanisms (including its load levelling suspension) to make it seem as nimble as a sports coupe. Indeed, for a car this large and heavy to take the turns it can take is quite an achievement. The Deville usually feels as confident as a Chrysler 300M. It can handle sudden acceleration and sharp turns with aplomb.

The steering system is speed-sensing, and has a tighter turning radius and more power assist at low speeds, for better parking with good highway control.

The automatic transmission is tuned for luxury. Even two-gear downshifts are handled smoothly and without fuss. However, there were times when a performance shift setting would have been nice. To be fair, on the highway, the shifter's gate allows for rapid manual downshifts to third gear without fear of overshooting into first or second.

The interior is large and spacious, with an enormous trunk. The seats are comfortable and supportive. Both front and rear seats have center consoles, with decent cup holders. Coins can be tossed into a padded area or put into the removable coin holder. The front console has an upper and lower level; the lower level has two removable compartments. The CD changer in our vehicle was in the glove compartment, with the navigation system's CD in the trunk. The glove compartment also features a place for tissues, and a small compartment for, well, whatever you care to put in it. The owner's manual comes complete with a pen and pad.

Being a General Motors product, the ergonomics are interesting. While the cruise control is happily on the steering wheel rather than a stalk, it is at the bottom of the wheel, while the stereo controls take precedence up top. Though the climate control is close at hand and easy to use, there are fan and temperature controls for it on the steering wheel as well. A single stalk contains windshield wipers and washers, the headlight dimmer, and the turn signals.

The headlight controls allow you to easily defeat or adjust the automatic headlights. Two sets of buttons on either side of the instrument panel control the displays. Some aspects of the car's operations can be personalized, e.g. whether the doors lock automatically. The trip computer display is integrated into the instrument panel, so the driver does not have to look away. A clever English/metric button suddenly converts the speedometer and odometer to kilometers and back to miles.

The instrument panel display is simple and easy on the eyes, with a large tachometer and speedometer, and a medium-sized fuel and temperature gauge. Warning lights and trip computer readouts provide other information when needed. A digital speedometer readout is in the top and center; it is handier than we thought it would be for very quickly getting a speed reading. Either the analog or digital display can be shut off if desired.

The instrument panel is interesting, becaue it has a 3-D effect very similar to the Lincoln heads-up display. Indeed, we thought it was a heads-up display at first. The effect is striking and clean-looking. It is brightly lit during the day, so it is never washed out.

The horn is appropriately loud, and easy to press.

Most of the controls and displays are in sensible places. The climate control system is straightforward and easy to use. However, on our test car, which had the optional navigation system, the radio controls were somewhat inane. Touch pads are simply not appropriate for controlling car stereos. Too many touches are required for things like changing from radio to CD, or adjusting the tone and balance. The volume steps were also rather high. The stereo did have very good sound, but it seemed to be designed for those who set tone, balance, and stations once and leave them there.

The navigation system itself is well designed and very helpful. The car comes with a nine-CD subscription, so that as roads change, the car's information is updated. It figures out where you are through a satellite-based global positioning system which can guess where you are to a fairly close distance; the unit's intelligence figures out the rest. Usually, it knew exactly where we were, though it sometimes slipped up a little. We also found ourselves driving through what it thought was uncharted forest and swamp.

Though knowing where you are on the map (and being able to easily zoom in and out) is helpful, what we often really need are good directions from a very patient person. The navigation system fortunately also features turn-by-turn guidance, with a female voice calmly telling us where to turn (with plenty of notice), usually with great accuracy. There are options to avoid tolls or take the fastest route. The system reacted well when we did not take its advice, quietly finding a new route and giving us updated instructions. It also lists practically every business you can want, from gas stations to museums to restaurants. This is a very useful, clever system, and we just wish there was room for a real stereo next to it.

With such a good navigation system, it would almost seem like a shame to have to make hotel reservations from home. That's where OnStar comes in. It is basically a cellphone, in this case actuated from a button on the mirror (why not the mirror?), which connects you to a host of friendly concierges. They can tell you where the nearest gas or police station is, but so can the navigation system. They can also book rooms for you in a motel in the town you'll be in after you drive for another three hours, which the navigation system, good as it is, cannot do. (You can also get OnStar without the navigation system). In brief, this is a terribly clever and useful system. One year of OnStar's premium concierge service comes with the DTS.

OnStar is also useful in case of emergencies, as one would expect. The system automatically tells OnStar staffers when an airbag inflates, so that if a driver is hurt in an accident, help can be immediately dispatched. An emergency button is next to the standard OnStar call button.

The night driving system is another interesting innovation. A small video camera takes the place of the Cadillac logo on the grille, and at night, if the headlights are on, a black and white infrared picture is reflected off the windshield (if desired). It clearly shows any pedestrians or animals in the road. However, you still need to use your plain old-fashioned windshield, and because it is a telephoto lens it will not detect deer or people in the bushes. This system is very useful on dark straight roads, but in the city or on crowded highways, it should probably be left off.

Another aid to navigation is a backup helper. Several sensors in the bumper are activated when the car is put into reverse, and they turn on three lights, one at a time, as the driver backs up to warn of the amount of space left. A tone also sounds as the driver backs up, but it probably is not needed, since the lights are placed so they are clearly visible through the rear view mirror.

One convenience feature which is probably overkill is the automatic parking brake release. Unfortunately, the parking brake is still the kind where you push down once to set, once to release, which sometimes makes setting it a nuisance.

The vent system has three ones, one for the driver, one for the passenger, and one for the rear seats. Rear seat occupants can adjust temperature, fan speed, and whether air is directed through floor-level or higher vents. Passengers have their own heated-seat options (including rear passengers), and can choose to heat only the back of their seat. Each passenger also gets their own focused interior light. Our test car, though, was always dark at night because of the black interior.

The overall effect of the Deville's interior was of both old-fashioned class and newfangled technology, an odd but successful mix - not unlike the Deville itself. The fifth-generation Cadillac Deville has the traditional quiet interior and well-damped ride, but the DTS' firmer suspension and Stabilitrak combine to make handling far better than expected. The engine is powerful, but cushioned by a comfort-tuned transmission. The variety of safety and help systems is dazzling, making this a car of choice for travelling salesmen and CEOs.

The Deville is clearly a Cadillac. Just as clearly, Cadillac aims on regaining its title as the preeminent American luxury car. The Deville shows that Lincoln has good reason to start worrying.

source: www.autoreviews.com

Mercedes-Benz AMG Turns Out Darth Vader Coupe with Mean Streak

Sept. 25 (Bloomberg) -- When Mercedes-Benz named the very special version of its CLK coupe the Black Series, it was surely with a knowing wink. If you're reminded of the American Express Black Card, well, the similarities probably aren't coincidental. Both are aimed at consumers willing to pay just about any price for exclusivity.

The car is built on the more Visa-like CLK550, which has a base price of $55,675 and an engine output of 382 horses. Pretty prosaic when compared to the special edition's 507 horsepower and $135,000 price tag. And exclusive? Well, only 350 Black Series will reach the U.S. market. Mr. Jones down the block probably won't have one in his garage.

What makes this Benz unique isn't extra high-end amenities. No, you're paying for something quite uncharacteristic in a Mercedes: A mean streak.

This twist in temperament arrives courtesy of AMG, Benz's performance arm. Every Mercedes model has an AMG version; the regular AMG offering of the CLK, for instance, is the CLK63, which costs almost $90,000 and produces 475 horsepower. AMG takes the regular models and coaxes extra horsepower from the engines, tightens suspensions and improves brakes' stopping power. Sportier cosmetic touches are added, too.

The result is faster, nimbler cars that are still refined.

The Black Series breaks the mold. Patterned on the Formula 1 Safety car, it obviously takes to the racetrack with equal - or more - aplomb than cruising the highway.

It's as if the CLK had been fed a diet of lean meat and steroids. There's even a bit of 'roid rage.

Let's say, just hypothetically, that a certain car writer found an open parking lot with nobody around, and turned off the CLK63 Black's traction control. Then gave the car a footfull of gas, sending all 465 pound-feet of torque to the rear 19-inch Pirelli P Zero Corsa tires, and abruptly twisted the wheel.

Faster, Nimbler

The result (still hypothetically of course) would be of a car's impression of Tonya Harding on ice -- while chasing after Nancy Kerrigan. Crazy figure-8s, and lots of sideways action.

You won't get that reaction in a regular Benz.

Put a CLK550 next to the Black Series, and the visual difference is akin to Robert De Niro's physique in Meet the Fockers versus Cape Fear. The plump lines of the regular coupe have been carved away, leaving hard straight lines. The wheel wells are beefed up like bulging biceps, and the rear end has grown a carbon fiber spoiler and four very serious-looking exhaust pipes.

The front gets a similar reworking. And the gorgeous, shiny wheels look as if they were made in Vulcan's forge.

No Back Seats

The interior gets the rough-and-ready treatment as well. Back seats? Extra weight, so forget about it. You'll find a carpet-covered hollow instead. The front seats are specially bolstered to put the squeeze on their occupants -- they'll keep you pinned to the seat at extra-legal speeds, though you probably wouldn't want to sit in them for a drive across the country.

There's no fussy wood in the interior either -- instead we're treated to attitudinal carbon fiber on the center console. The steering wheel itself announces that it takes performance driving seriously. The bottom is squared off so it doesn't get in the way of knees, and deep thumb grooves pretty much demand the correct hand position on the wheel. I love it.

As we pull away from that hypothetical parking lot, my passenger asks in a concerned voice, "You put the traction control back on, right?"

Tight Steering

Yes. Why? Because the CLK63 really is best suited to the track; driving on regular roads demands strict attention. The steering is incredibly tight, and the suspension actually talks back to you -- something else I've never experienced in a Mercedes.

The transmission is a seven-speed automatic which can be controlled with steering-wheel paddles. It strikes me as a bit misgeared: First kicks over to second after a prolonged shudder, and I never really find the perfect gear when diving out of corners.

Nonetheless, the suspension is up to most any job, making every sharp curve feel almost too easy, goading you into taking it faster next time.

So is the Black Series necessary? No more so than a Black AmEx. You're not likely, on a daily basis, to need such a stratospheric spending limit. Nor are you likely to need to push the CLK63 to its limits of speed, braking and cornering. But if you're a certain type of person, you like knowing that you can.

Mercedes-Benz CLK63 at a Glance

Power: 6.2-liter V-8 with 507 horsepower and 465 pound-feet of torque.

Transmission: Seven-speed automatic.

Speed: 0 to 60 in 4.1 seconds.

Price as tested: $138,000.

Best features: The aggressive spirit of the car; exclusivity.

Worst feature: Transmission can seem finicky.

Target buyer: The kind of limit-pusher who has aspirations to actually get his car on the track.

(Jason Harper writes about autos for Bloomberg News. The opinions expressed are his own.)

To contact the writer of this story: Jason Harper at HarperReviews-autos@yahoo.com .

source: www.bloomberg.com

Opel Corsa

After four generations, some effort has finally been put into giving the Corsa sorely needed panache, says Motoring Editor Michael McAleer

The first three generations of the Opel Corsa had a rather varied fan base. On one side you had eager young car enthusiasts, attracted by the entry-level prices and the fact the design was a blank canvas, there for you to do your best to make it look sporting.

On the other side you had the earnest older motorist, "not looking for anything fancy" who sought out the Corsa for the weekly shop and the run over to Auntie Mary for bridge on Tuesday.

The Corsa served each constituency well. However, the competition has started to heat up. Toyota are currently top of the sales league here with its Yaris, Renault's Clio still pulls in the crowds and Peugeot's 206 has done remarkably well, and the new 207 should continue that trend, its lack of 1-litre engines aside.

Then there's the new Fiat Punto, the ever-popular Nissan Micra and our favourite in this class, the new Suzuki Swift.

Corsa knew it had to seriously beef up its effort to stay with the pack. So far, after several hours in the car in Germany, Opel seems up to the challenge.

Design has played an increasingly important role in these small cars and the progression through the generations of Corsas tells its own tale.

The first was boxy, the second softer, the third bigger and arguably this fourth generation is the first time any great effort has been put into adding some panache. Indeed, it bears some similarities to the new Clio from certain angles.

The car is bigger than any of its predecessors, partly because of increased customer demand and partly down to new pedestrian safety regulations. These latter requirements meant the bonnet had to be raised in this version by 40mm, and to keep some form of consistency the height increase impacted on every other dimension.

The end result is a more coupe look to what is effectively a small family car. Due to pushing the a-pillar (the one at the windscreen) forward, Opel was able to rake the windscreen more and give a more sweeping feel to the roofline.

There's a familial look to the new car as well, with several features - notably the window line - taken from the new Astra range. The end result is a car that actually looks more compact than it is inside. That's a neat trick, considering several buyers in this market have complained about the likes of the new Peugeot 207 and Renault Clio looking too big to qualify for the small car segment.

While the exterior is meant to catch the eye, those that buy will obviously spend most of their time in the cabin.

Here Opel has really excelled. The soft plastic dash is a notable feature, as is a new-look central console in either piano black or opaque white plastic with backlit switchgear. Gone is the vertical tower of buttons that features in the Vectra and Astra. This is a far more intuitive and stylish layout, closer to the likes of the Toyota Yaris than anything else from Opel. Overall, our favourite features were the circular air vents that set off the fascia, the soft-touch dashboard and the feeling of spaciousness thanks to the sweeping windscreen.

Seating is comfortable, and the five-door version is well able to cope with four full-size adults. In the sportier looking three-door version there is also plenty of legroom and access to the back seats doesn't require any of you to be double jointed at the hip.

Our 6 ft-plus colleague had no problem in the front and managed to sit in the back behind his own seat without having to eat his knees. The only real problem in the back of the three-door is that the sweeping lines of the windows means visibility is rather limited and the cabin can seem rather dark.

For the driver, there's a similar issue with the sweeping window lines and the rather high-set rear window may not suit everyone, particularly when reversing into a tight parking space. This is not helped by the wider body panels, such as the extended wheel arches, which also may take a knock if drivers aren't careful reversing.

The good news is that bootspace is comparable with any of the competition. The test cars we had featured run-flat tyres, but this will not be a feature in Ireland.

Some also had Opel's new Flexifit bike storage system. This comprises a set of arms that retract from the rear bumper and safely hold a couple of bicycles to the rear of the car. As with Opel's other flexi systems - such as its flex-seven system in the Zafira - it's very simple to use, though you do need a little elbow grease to get all the pieces in position. Then again, if you're a fit cyclist, it won't be a problem.

The bad news is that it costs a hefty ˆ900 as an option, and also means you lose the spare wheel, replaced with a puncture repair system (for the car, not the bicycle).

The engine range starts with the 1-litre 59 bhp petrol - good news for Opel considering competitors like Peugeot has dropped its 1-litre entrant.

Next up is the 1.2-litre 79 bhp petrol and 1.4-litre 89 bhp. All petrol versions come with five-speed manual transmissions. There's a diesel offering as well, a 1.3-litre CDTi with either 74 bhp or 89 bhp.

We tested all engines apart from the 1-litre version and were surprised to find our favourite of the bunch was the 1.2-litre petrol. While the car has added some weight, the five-speed transmission seems best suited to this version and the end result is a sprightly, rather eager performance.

That's particularly the case over the 1.4-litre version where the power lagged between second and third gears even on slight inclines.

Opel has done a good job with the car's handling as well. While it's not as nimble as the likes of the Suzuki and lacks the ultra-light city steering control of the likes of the Clio or Punto, you do feel in more control and it's well weighted. The ride is comfortable, though on rough surfaces you do feel the bumps, particularly on the Sxi version with sports suspension.

In such a competitive market, potential buyers should look around before they purchase, but the new Corsa should be included in the final test line-up. Opel has not managed to keep entry-level prices below the ˆ15,000, but they are competitive with key rivals, starting at ˆ15,495 for the 1.2-litre 3-door Life version and ˆ15,395 for the 1-litre 5-door.

The end result of Opel's efforts means a far more dynamic look to the Corsa range than ever before. For the earnest elders it will add some style to their motoring life, while the young image conscious buyers may just find they've less work to do in making the car look more sporting. Both constituencies should welcome the new model with open arms.

source: www.findmore.org

Daewoo Leganza Specifications

Engine
2.2L DOHC 16-valve D-TEC I-4 engine w/131 hp @ 5200 rpm &
148 lb.-ft. of torque @ 2800 rpm, Independent MacPherson strut-type front suspension, Independent multi-link-type rear suspension, Power-assisted steering, Speed-sensitive power-assisted steering (SSPS), Power-assisted 4-wheel disc brakes w/ventilated front rotors, Fuel cut-off switch w/reset button
Anti-theft alarm system w/remote keyless entry P1, Gas strut hood supports, Steel side door guard beams, Full-size spare tire
Single horn
DriveTrain
5-speed manual transmission
4-speed electronically-controlled automatic transmission w/lock-up converter
Exterior Features
15-inch steel wheels w/full wheel covers
P205/60R15 all season tires
15-inch alloy wheels (set of 5)
Multi-facet reflector and projection-type halogen headlights
Integrated front fog lights
Dual body-color heated power outside rearview mirrors
Front Seats
2 passanger seating, Reclining front bucket seats w/adj. driver's seat height and lumbar support S S
Front passenger lumbar support - P2
Bitmap Front headrests with height and tilt adjustment
Rear Seats
3 passanger seating, 60/40 split fold-down rear seatback w/center armrest S S, Child safety rear door locks
Power Features
Power windows w/driver's window auto-down
Power door locks, Power tilt-and-slide glass moonroof, Power antenna, 6-way adjustable power driver's seat
Convenience
Dual illuminated sunvisor vanity mirrors S, Front map lights
Door courtesy lights, Digital clock ,Tachometer, Lockable glove compartment w/illumination, Ignition switch illumination
Coin storage tray, Fully carpeted and trimmed trunk
Trunk light, Rear window defroster with timer, Day/night rearview mirror Warning chimes for driver's safety belt, headlamp-on, key-in-ignition, and door open.

source: allautoreviews.com