Fresh auto reviews

2009 Volvo XC90

2008-09-10T01:47:00.000-07:00

The 2009 Volvo XC90 is a safe, comfortable and very functional family vehicle - and it's one of the most impressive, and successful, Volvo luxury SUV models ever manufactured. It rates well in fuel efficiency for its class yielding 14/20 mpg. MSRPs vary, trim and option-dependent, from $34,780 to $50,800. The 2009 XC90 comes with a basic warranty that stands for 48 months or 50,000 miles.

Beginning with the 2007 model, the XC90 was fashioned with a newly-designed grille, restyled bumpers and lights and enhanced under-hood hardware. A 3.2L 235 hp I6 engine provides smooth power and outperforms the previous XC90's 5-cylinder turbo. There's also an optional V8 upgrade that yields 315 hp and a lot of quick-accelerating thrills. Attractive styling inside and out make pleasant travels for up to seven passengers and the cargo area will accommodate more gear and luggage than nearly every competitor.

A full-time AWD system takes you and yours through cold seasons and tough terrain with simplistic ease. In the case that you have no need for this added ability, the XC90 from Volvo also comes in a FWD model. As is the Volvo standard, the XC90 is highly rated for safety. The protection of all occupants, not just the driver, are one of the Volvo characteristics that keeps them famous. The Roll Stability Control system goes miles to prevent rollovers while the Rollover Protection System is firmly in place to protect all passengers in the actual event of a rollover. Additionally, the entire roof is manufactured from solid, high-strength steel.

Also, since 2007, the XC90 features the BLIS system (optional) that continuously scans possible blind spots for unseen vehicles in the surrounding areas. Volvo takes your family's safety very seriously and continues to create innovative, industry-leading safety initiatives. The 2009 XC90 is a large, tough and fresh luxury SUV that loves adventure. The handling is precise and responsive. The engine performance (especially with the V8 option) is powerful and exciting. Still, the overall appearance is quite conservative offering few clues as to what really lies within.

On the inside, passengers and driver alike are afforded the style and elegance that one would expect from a vehicle in the XC90's price range. The engine is mounted across the chassis in order to maximize interior volume. There is great flexibility packed inside of the XC90's relatively compact exterior. You can take 2 or 3 rambunctious teenagers for a cruise and they will actually have a difficult time misbehaving. (It helps that they are easily distracted by the flip-down rear DVD screen.)

Once you take the small step up into the cockpit, the XC90 rewards you with an informative and well-designed driving experience. There is an air of spy-like exuberance as you take your seat at the helm. A comprehensive readout panel sits conveniently for you to gather all trip and vehicle information from at your whims. Every element is well-thought and well-placed. Overall, the 2009 Volvo XC90 will exceed your expectations and hopes. Volvo continues to lead the planet in terms of safety, style and dependability.

source: www.carseek.com

>Reviews of new developments in the world of carsslim fast well,

2008 Chevrolet Silverado

2008-03-26T09:50:00.000-07:00

Introduction
Chevy Silverado HD heavy-duty pickups are about real work and serious play. The 2500-series is often used like a second car and charged with pulling the boat or trailer on weekends, while the 3500 usually sees hauling and pulling duty on a routine basis and tows fifth-wheel RVs and six-horse trailers. With a trailer of 5,000 pounds or less, or infrequent carriage of building materials, you'd be better served with a Silverado 1500.

But for those who need it, the Silverado HD models are the only heavy-duty pickups with independent front suspensions on four-wheel-drive units, for better ride and steering than the competition. The 6.0-liter gas V8 is the strongest standard engine, and the 6.6-liter is the most powerful turbodiesel. The standard six-speed automatic one-ups the competition and only GM includes OnStar. It is well finished, inside and out.

After a mid-2007 debut for the new Chevy Silverado HD, the 2008 models get some minor yet worthwhile upgrades. These include brighter instrumentation, 17-inch wheels on dually models, standard XM radio with three-month subscription. Regular Cab pickups offer a power front bench seat option, split 40/20/40.

A choice of interiors is available, with different dashboards rather than merely varied finishes. You can have it sweep-out simple, or served up with heated leather, navigation, and an expensive-looking opaque shade for the moonroof. Regular cabs are roomy enough for three, extended cabs are ideal for younger families and have a thoughtful new rear door design, while the crew cab is suitable for four or five big athletes or pony-sized dogs.

The Silverado HD is the most car-like of big pickups, whether referring to interior appearance or driving feel. Yet it carries and tows as well as other heavy-duty pickups. With close to 100 derivatives in cab/box/trim/drive choices and option sheets to fill many pages, there should be an example to fit your tastes and requirements.

Lineup
2008 Chevy Silverado HD pickups are offered in 2WD and 4WD versions. Three cab styles are available, Regular Cab, Extended Cab, and Crew Cab, along with two box sizes. They come in 2500 (3/4-ton) and 3500 (1-ton) versions; the 3500-series is available in single-rear-wheel and dual-rear-wheel versions. Cab and chassis models, suitable for fitting a custom work or tow body on, are also available.

Trim levels vary from vinyl-floored Work Truck models through LT to plush LTZ, the latter using a unique interior design.

The basic WT comes with six-speaker AM/FM/XM stereo, ABS, air conditioning, tire pressure monitors, 40/20/40 vinyl front bench with armrest, and six-speed automatic with tow/haul mode and dual overdrives.

LT versions are split in 1LT and 2LT by package. To a WT the LT adds auto-dimming mirror and compass, cruise control, driver lumbar, locking seat cushion storage, leather-wrapped steering wheel, electronic shift 4WD, and chrome wheel trim. At about $1800 the 2LT upgrade adds better upholstery, power-adjustable front seats, fog lamps, and audio controls on the steering wheel.

Top trim LTZ includes an upscale dashboard design, Bose audio system with subwoofer, locking differential, remote start, leather upholstery with 12-way power and heated seats in front, two-person driver memory, trailer package, 17-inch aluminum wheels, and heated windshield washer fluid system.

The standard engine is an iron-block 6.0-liter V8 with variable valve timing and 353 hp; on duallies (GVWR less than 10,000 pounds) the engine is de-rated to 312 hp. The Duramax diesel, at 365 horsepower and 660 pound-feet of torque, is optional ($7195) and comes with the Allison six-speed automatic transmission ($1200).

Variety characterizes the Silverado option palette, with working gear such as integrated trailer brake controller, dual alternators on diesels, remote start, and snow plow prep package to luxury features like satellite radio, heated seats and a moonroof. Many options are interrelated so check everything carefully.

Safety equipment includes frontal airbags, front seat belt pretensioners, ABS, and OnStar.

Walkaround
For this generation the Chevy Silverado and GMC Sierra do not share near-identical appearance. Lamps and trim vary but so do fenders, boxes and the hood; mechanical bits are shared. Dual-rear-wheel pickups have a hydroformed sheetmetal pickup box with integral overfenders and better paint finishing.

With the big chrome crossbar and bow-tie logo the Silverado HD heavy-duty pickup is immediately recognized as a Chevrolet and maintains visual relationships to the Silverado 1500 light-duty pickup. The hood could have been drawn by a snowmobile designer, with upswept shelves at the sides ending in plastic trim louvers (that serve a vent function on diesels) and Vortec (gas) or Duramax (diesel) badging. Label the look evolutionary refinement rather than a design revolution.

Useful features include an optional tailgate lock and lift assist, dual-element towing mirrors, a cargo management system with multiple adjustable tie-down points (500 pounds per) and a wealth of dealer-supplied toolboxes, and a 2.5-inch receiver hitch capable of towing 13,000 pounds on the top-rated models.

The Silverado HD matches up against other heavy-duty pickups in most dimensions as they all carry the proverbial 4x8 sheet of plywood flat in long-box models. However, the Silverado tends to have a lower roofline and high load deck, especially on 4WD models, worth noting if you visit commercial garages or have a low door at home.

Interior
Regardless of cab size the Silverado HD offers two distinct styles inside: Pure Pickup, which is what you historically expect in a truck, and a Luxury-inspired version that essentially duplicates a Tahoe or Suburban. Either level is a marked improvement over the previous generation, as even the faux wood trim is well-done and the cabin is squeak and rattle-free.

For recreational towing the luxury version may be the choice, but the pure pickup level gives up nothing in build quality, function (it has a second glovebox, the luxury does not) nor appearance.

We did note interior color has an effect on how inviting any version is.

Seats are supportive and are easily adjusted. Adjustable pedals and tilt wheel are available. The steering wheel is offset slightly from the seat center, however, which may fatigue your shoulders or upper arms on long drives. Those truckers who add myriad lights and accessories will note a lack of dedicated switch blanks while others will appreciate the cohesive design.

The Extended Cab back seat is suited for smaller adults and kids. For better access, the side doors swing 170 degrees for easier loading in tight parking spaces. And the windows in those small doors now roll down (completely) for more comfort and venting options. The moonroof cover is a solid material on most trim levels. The luxury version has a semi-transparent shade that might require a baseball cap in bright conditions, not our favorite feature.

All controls are plainly laid out, the only nitpick being the number of similarly shaped and sized black buttons, some of which large-fingered individuals might find hard to push without hitting the adjacent one by mistake. Instrumentation is complete, responsive, and easier to see at a glance for 2008. Dual-zone climate control supporting a side-to-side delta of 30 degrees (Fahrenheit) is offered on many models (diesels get a fast warm-up function), and the navigation system is available only on LTZ models. Turn-by-turn navigation instruction is included with the standard OnStar, but once past the introductory time frame OnStar has a monthly service charge.

Of the heavy-duty pickups, the Silverado is the most car-like inside and will consequently find favor with many buyers. Visibility is good because you're nearly six feet off the ground, though the large hood and lower dash present an imposing view forward. The higher box sides haven't compromised rear visibility, and the new towing mirrors are a big improvement.

Driving Impressions
The current Chevy Silverado HD boasts marked gains in ride quality over the previous-generation versions. It is the most car-like of the big pickup trucks.

That said, an HD Silverado drives heavy, as in a solid feel and deliberate control inputs. It is confident empty or with a maximum load on board, and the added frame stiffness and body build quality mean there is much less sensation of a separate cab and box. They are, of course, still separate pieces, but you don't feel like you're being tossed between two camel humps. Pogo-sticking or bobbing is dependent on road surface and wheelbase and ultimately hard to avoid everywhere, but such motions are now well-controlled and unlikely to redistribute improperly secured cargo.

The HD is a serious truck, designed to carry anywhere from a ton up. The steering is heavily weighted, as is the throttle, perhaps to remind you there is much weight under your control, and the amount of precision is directly related to which type of tire you have: street or all-terrain.

The Silverado has slightly crisper steering response than the competition for three reasons: One, it tends to ride closer to the ground for a lower center of gravity. Two, it tends to be a bit lighter up front, especially comparing a gas Silverado to a V10 gas Ford. And third, the Silverado uses torsion-bar independent front suspension on two- and four-wheel drive models, where the Ram and Super Duty use a heavier, live front axle on 4WD models. The areas where some of the competition deliver a better ride are those with small bumps and irregularities where their larger tires soak up more, and in empty dually configurations; the Silverado does not kick more in the back, but it is noticed more because the front is more relaxed.

Brakes are all vented disc with ABS and plenty stout to handle the load or aggressive driving.

For 2008, an integrated trailer brake controller is available to slow your trailer much more comfortably and more controlled than an aftermarket controller can. (Like Ford's system, however, it is not compatible with all the electric-hydraulic disc brakes becoming more common on high-end RVs.)

A 2.5-inch receiver hitch is available on 2008 models that allows conventional trailer ratings to 13,000 pounds, eclipsing many competitive offerings; the maximum for fifth-wheel trailers on properly equipped Silverado HD models is 16,700 pounds. The strongest Silverado HD will haul 23,500 pounds of truck, cargo, and trailer.

The new 6.0-liter V8 gas engine employs variable valve timing to widen the power curve. It generates 353 hp in lighter models and 312 hp in heavier models, with 373 lb-ft of torque at 4,400 rpm in either case. That's about the same horsepower as the old big-block 8.1-liter V8 but down 80 lb-ft on torque, so a new six-speed automatic is used to make up for the deficit.

And it makes up fairly well, smoothly and quietly propelling the truck on daily chores. It will tow, but grades will have it working above 3500 rpm and since it's providing essentially the same propulsion as an 8.1-liter with four-speed automatic, it will use nearly the same gas doing so. The Tow/Haul mode works exactly as it should, as does the tap shift manual control, and were we making a habit of driving around with more than 12,000 pounds in truck, cargo, or trailer, we'd spend the big bucks on the diesel.

The Duramax turbodiesel and Allison six-speed automatic adds only a small bump in horsepower but nearly doubles torque to 660 lb-ft at just 1600 rpm, and truckers and engineers alike will tell you horsepower is irrelevant for getting a load moving. Additionally, the turbocharged diesel will lose only a fraction of the horsepower the V8 loses at altitude, important when towing trailers through the Rockies. The diesel will deliver 25 percent to 35 percent better fuel economy (maybe more if you work them both hard), and it runs so clean that diesel tailpipes remain steel-colored inside while the gas engine pipes go black.

Summary & Specs
The Silverado HD is an ideal choice for those who want big pickup workability with less of the cumbersome feeling occasionally associated with large trucks. It can be dressed down for work or dressed up for those who spend a lot of time in it. For the first time, the diesel is at least as environmentally friendly as the gasoline engine. It is ready, willing and able to work.

G.R. Whale filed this report to NewCarTestDrive.com from Los Angeles, California.

source: www.automotive.com

2007 Buick Lucerne

2007-11-13T13:39:00.000-08:00

The Buick Lucerne is the brand's flagship sedan. Its clean lines are suggestive of fine European imports yet maintain Buick traditions. Inside, Lucerne is elegant, comfortable and easy. Underway, it's smooth and quiet; but with precise steering and a chassis that handles winding roads with aplomb. we find the Lucerne to be a plush, highly competent full-size sedan at a compelling price.

The Lucerne CXS is certainly the most enjoyable of the new Buicks to drive, thanks to its powerful V8 engine and Magnetic Ride Control, an adaptive sports suspension developed for the Corvette. Yet we might opt for the Lucerne CXL V6, a very enjoyable car to drive, with agile handling and plenty of performance. The V6-powered Lucerne CXL is positioned to compete against the Toyota Avalon and Lexus ES 330, while the V8-powered CXS aspires to the Lexus GS and Infiniti M luxury sedans.

As it has done from time to time throughout its 103-year history, Buick is rethinking, renewing, revising and rationalizing its model lineup. The Buick Lucerne replaced the Park Avenue and LeSabre when launched as a 2006 model. The Lucerne benefits greatly from the structure and chassis hardware that it shares with the recently launched Cadillac DTS. In this, Lucerne is not breaking tradition but confirming it. The biggest Buicks have shared body structure with Cadillacs since the 1930s, if not before; and they have shared significant chassis pieces since 1965.

Lineup
The 2007 Buick Lucerne is offered in three trim levels.

CX ($25,515) comes with a 3.8-liter V6, four-speed automatic transmission, cloth seats for five people, a power driver's seat, power windows, power door locks, manually operated heating and air conditioning, AM/FM/CD with six speakers and steering wheel audio controls, cruise control, remote keyless entry, and 16-inch aluminum wheels. Six-passenger seating is available by ordering the front bench seat ($295). A Comfort and Convenience package ($795) adds an electrochromic rearview mirror, Universal Home Remote, illuminated visors with vanity mirrors, intermittent front wipers with Rainsense, and body-colored outside mirrors with power adjustment and heat. The Driver Confidence Package ($795) includes rear park assist, remote vehicle start and theft alarm.

CXL is available with the V6 ($28,530) or a 4.6-liter V8 ($30,540). Either way, CXL upgrades with leather seats (for five or six passengers), a leather-wrapped steering wheel, a power passenger's seat, dual-zone automatic climate control, and 17-inch painted aluminum wheels. The suspension is tuned a little tighter and includes Airlift rear shocks for automatic level control. All items from the Comfort and Convenience package (see above) are also standard. The CXL V8 adds GM's Magnasteer magnetic assist steering, with a faster ratio; and firms up suspension damping a little further. To help maintain better control in adverse conditions GM's StabiliTrak electronic stability control system is available as an option on the CXL V8 ($495).

CXS ($34,545) comes standard with the V8, 18-inch wheels, StabiliTrak, Magnasteer, and Magnetic Ride Control for the best handling available in a Lucerne. CXS also has upgraded leather seats with eight-way power and memory for driver and front passenger. Audio is a nine-speaker, 280-watt Harman Kardon setup with standard XM Satellite Radio.

Options for the Lucerne include heated/cooled front seats; heated leather-wrapped steering wheel; factory-installed remote start; Ultrasonic Rear Parking Assist; rain-sensing windshield wiper system; the first heated windshield washer fluid application in its class; six-disc in-dash CD changer with MP3 capability; and a satellite-based navigation system, now with touch-screen capability.

Safety features include six airbags: a dual-stage driver's front airbag and a dual-depth front passenger bag, front-seat side-impact airbags, and full-coverage side-impact curtain airbags. The front seatbelts come with pretensioners, so be sure to wear them. Traction control, anti-lock brakes, and a tire pressure monitor are standard on all models. OnStar comes standard and includes the first year of Safe and Sound service; OnStar operators will dispatch rescue crews if your airbag deploys and you don't respond to calls, a great feature for you and the rest of your family. The first-ever application of a dual-depth passenger airbag has two sections; a smaller section deploys in a less severe crash or if the passenger is small or seated nearer the dashboard. In a bad crash or if the passenger is not wearing their seat belt the full bag deploys for maximum effect.

Walkaround
There is no mistaking the Lucerne for anything but a Buick. The Lucerne has a handsome appearance with a good stance thanks to its long wheelbase and wide track. The classic Buick waterfall grill blends in well with the large integrated headlamps. The side profile, with its steeply raked windshield, is reminiscent of several recently introduced European sedans such as the VW Passat and Audi A6. The rear of the Lucerne features a high trunk line with nicely integrated tail lamps.

Chrome trim is kept to a minimum. The only stylistic link to Buicks of old is the row of small portholes on each of the front fenders. They are also the only clue to what's under the hood: the V6-powered Lucerne gets three portholes on each side while V8-powered models get four on each side. Flashback to the Fifties, when more powerful Buicks had more holes. But they didn't serve any real function then, and still do not today. Still, we like them.

Two new exterior colors, Light Quartz Metallic and Gold Mist Metallic, are available for '07.

The Buick Lucerne is built on the same mechanical platform as the Cadillac DTS, which was also all-new for 2006. Now in its second year of production, deemed the sweet spot for some buyers, the Lucerne benefits from the newest techniques for building a quiet luxury car.

These include hydroformed frame rails for a stiffer body and use of laminated steel with plenty of sound deadening material placed in strategic locations. Buick engineers shaped the outside of the door mirrors to lessen wind noise. Laboratory test results show that the Lucerne is quieter than a Lexus ES 330. This was also evident in a back-to-back driving comparison.

Interior
Much like the exterior, the Lucerne's interior is cleanly designed with just enough touches of wood and chrome trim to make it luxurious without being opulent. The dashboard is fairly traditional in design with a smallish instrument pod containing three round gauges in front of the steering wheel.

The center stack is located high up for easy access, and contains large knobs for operating the climate control and audio system.

Standard on all '07 Buicks is OnStar with Turn-by-Turn service, which allows customers to talk to a live advisor, who in turn downloads complete step-by-step directions to the vehicle through the OnStar system. Audio directions are then automatically played through the vehicle's stereo as they are needed, triggered by the OnStar system's GPS capabilities. Drivers can be directed to their destinations without having to take their hands from the wheel or eyes from the road.

And a touch-screen navigation system that can display a map is also available.

Buyers who want seating for six can order a traditional front bench seat. Most people instead opt for bucket seats, which provide a good level of comfort and come with an armrest in the center console.

Rear-seat passengers are well taken care of with good headroom and excellent leg room. The long wheelbase also allows for a wider-opening rear door with almost no intrusion from the wheel well, making it easy to get in and out of the car.

Driving Impressions
The Buick Lucerne is a smooth but spirited car. The ride quality is excellent, thanks to its long wheelbase and stiff body structure. In back-to-back driving along a stretch of less-than-perfect road, we found the Lucerne's ride quality comparable to that of the benchmark Toyota Avalon. Buick loyalists who are used to a cushy ride will not complain about the Lucerne. It might be stiffer than they are used to, but it's still plenty smooth.

The steering is precise and responsive, and the suspension is well controlled, even at high speeds along not always smooth roads. After driving Buick Lucerne models over the course of several hours, winding among the vineyards in the Santa Ynez Valley just north of Santa Barbara, California, we found the Lucerne handles with aplomb, exhibiting no wallowing or causing any untoward moments. A rigid chassis is the key to balancing sharp handling with a smooth ride, and Lucerne really delivers.

The CXS comes with Magnetic Ride Control, which we found improved the handling a bit, though the differences were not dramatic. Magnetic Ride Control is an adaptive damping system designed to enhance overall ride performance. With Magnetic Ride Control, the shock absorbers are filled with a synthetic fluid in which magnetically charged particles are suspended. By applying electric current to the particles, a computer continuously adjusts the fluid's viscosity according to varying road surfaces and driving styles. The system, which first appeared on the sporty Cadillac XLR, and then the Corvette, delivers a quicker response than earlier adaptive-damping setups that continuously adjusted the shock absorbers' main valves.

Indeed, when we tried a CXL V6, we were pleasantly surprised at just how well it performed. With the lighter V6, the Lucerne seemed more agile on twisty roads. The front end felt a bit lighter. The V6 models also suffer less from torque steer, a slight tugging felt through the steering wheel when turning and accelerating at the same time. As an additional benefit the V6 Lucerne is rated as a Super Ultra Low Emissions Vehicle (SULEV). The V6 is EPA-rated 19/28 mpg city/highway, while the V8 is rated 17/26 mpg.

So which model? If you don't demand instant power when accelerating away from traffic lights or merging onto freeways, the V6 is probably a better bet because it costs less and gets better fuel economy. We were pleased with its performance. However, GM's excellent StabiliTrak electronic stability control system is available with the V8 models, which improves driving control by reducing the chance of skidding. StabiliTrak is well worth having. And this car performs well with a modern double overhead-cam V8.

Summary & Specs
The Buick Lucerne is an attractive near-luxury car offering looks, features, quality and value. If you like a modern, comfortable ride with competent road manners, the Lucerne, with either a V6 or V8 engine, is well worth consideration. It comes with a longer warranty (4 years/50,000 miles) than Buick has offered in the past, and Buick has been doing quite nicely in recent J.D. Power and Associates surveys on product quality.

NewCarTestDrive.com correspondent John Rettie files this report from Santa Barbara, California.

source: www.automotive.com

BMW's Z4 Gets Its Props

2007-10-26T08:23:00.001-07:00

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.

2007-10-11T14:08:00.000-07:00

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

2007-10-11T13:30:00.000-07:00

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.

2007-10-11T13:25:00.000-07:00

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

2007-10-08T10:50:00.000-07:00

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

2007-10-08T10:42:00.000-07:00

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

2007-10-08T06:04:00.000-07:00

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

2007-10-08T05:57:00.000-07:00

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

2007-10-08T05:48:00.000-07:00

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

2007-10-08T05:41:00.000-07:00

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

2007-10-08T05:33:00.000-07:00

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

2007 Honda Civic

2007-10-07T07:56:00.000-07:00

A lot of words come to mind when thinking of Honda four-doors: practical, reliable, dependable, and mostly boring. There’s nothing wrong with making that type of vehicle….Honda has sold millions of them. But what do you do if you’re looking for a little sport in an economical and practical four-door and you don’t want to break the bank. Well, you could start off by looking at the four-door Honda Civic Si.

Conditions for the test drive were incredible (isn’t the Bay Area great), with clear skies and eighty to ninety-degree temperatures. I drove a combination of highway, city surface streets, and winding back roads. I think the conditions in which we tested the car will be consistent with how most people will drive the car.

On a side note, I would like to sincerely thank a good friend for allowing us to drive his brand new Civic with less than 1,300 miles on it. Thanks for trusting us with your new ride, Jason.

Build
This is the 2007 Honda Civic Si Sedan. It comes equipped with a 4 cylinder 2.0 liter motor that pumps out 197 horsepower at 7800 RPM and 139 pound-feet of torque at 6100 RPM. The motor is mated to a six-speed manual transmission. Power is delivered to the road via a front-wheel drive system with a limited slip differential ending in 17 inch, split five spoke alloy rims shod with Michelin Pilot P215/45R17 tires.

Fit and finish is normal Honda excellent. The body panels align properly and the doors close securely.

Interior Comfort and Ergonomics
The Si has a very modern looking interior, with flowing lines and an intelligent design. The instruments are easily visible behind a three spoke steering wheel and the controls are easy to understand and use. However, I did find one area of major concern. The speedometer is placed at the top of a double-stack instrument cluster and is almost impossible to read under direct sunlight. While this design is very distinctive and attractive, it loses points for practicality and is a little disappointing considering normally excellent Honda engineering.

The cloth covered seats are firm and have side bolsters that do a commendable job keeping you in place during spirited driving. This makes for a fairly sporting seat that maintains an appreciable comfort factor. The cloth material which adorns the seats and other surface areas of the interior is very attractive, but acts like Velcro with hair and other debris. Keeping this interior clean will require a little more effort than leather or vinyl. Rear seat leg room is adequate, but becomes a bit crunched when the front seats are place in the full rear position.

The rear seats fold down to provide additional cargo area, but if you want to carry bicycles or other large items, a roof rack will be in order.

It appears that Honda may have left out a little insulation in the interests of keeping this car light. It’s not exactly noisy, just a little more noisy than most cars at this price level.

Performance
The Civic Si boasts a197 horsepower i-VTEC engine with 139 pound-feet of torque….yaaawn. Where’s the sport in this Civic Si? Wait a minute,…I’m starting to feel something. There it is, just had to get over 6000 rpm to find it. All kidding aside, this is a very nice little motor. Smooth, high-revving, and no quit. This motor is well-served by its six speed manual. Stir the gear-box frequently and keep the RPMs over 6000 and this is a fun ride. This car makes you want to accelerate just to hear that great exhaust note. Not bad at all for a normally aspirated 2.0 liter.

I did notice that the shifting on this vehicle felt a bit vague. I don’t think there’s anything wrong with the transmission, it could just use a better shifting linkage that would allow more positive shifts.

Handling
Honda did a good job with the handling and ride quality of this vehicle. The ride itself is firm without being harsh or jarring. Handling is confidence inspiring and the Michelins are predictable and forgiving. There is some minor body roll during left to right transitions, but nothing that would prevent you from enjoying some spirited driving. I tested this vehicle on Calaveras Road, which sports some very narrow, tight turns, and very little room for error. This is the same road on which I tested the Ford Shelby Mustang several weeks back. The Honda is much easier to drive fast under these conditions. Given the same driver, the Honda would beat the Mustang on this road. Braking power is good and I experienced no fade under our limited test conditions.

Styling
Honda Civic sedans have always been fairly boxy in nature and it seems that Honda has always been satisfied to leave it to the aftermarket to improve this car’s looks. Not the case with this Civic sedan. The exterior design is smooth and flowing. And the Si package looks like it originated in the aftermarket. Nothing too crazy, but eye-catching none-the-less. I think they did a great job with the exterior design of this vehicle. It looks very modern and should age well.

Value
The MSRP for this vehicle is $22,085. If this vehicle is as reliable as other Civics have been through the years, it will be a great value. Well designed, sporting, good looks, and fairly practical.

source: reviews.carreview.com

2007 Toyota Tundra

2007-10-07T07:46:00.000-07:00

This vehicle is HUGE compared to what I drive, but I had a blast driving it anyway. The engine is massive, so I wanted to get it up to speed and see how it handled out on the open road. I was very pleasantly surprised. Even though the iForce 5.7L V8 engine eats little engines for snacks, it still gets decent gas mileage compared to other rides of its size. Acceleration is intuitive, as is deceleration…very nice transitions from fast to slow. (Vehicle specs page has the observed gas mileage for the Tundra test drive)

The interior was roomy, leathery, cushy and plush. The instrument panel for the entertainment was smooth and easy to reach and to read. The stock stereo system put out a decent sound, and even though we didn’t have any CDs to play, the radio was fine. You can also hook up your Bluetooth device, MP3 player, XM radio, or any plethora of iPod situations if you want to. The overhead storage has all sorts of fun nooks and crannies for your glasses, business cards, gum etc. Then we get to the console between the two enormous front seats: WOW!!! This is built for the full on home office! Hanging file folders! That come out in their own separate container! If you’re a realtor or a contractor, this is definitely the ride for you. Everything you need is within easy reach, including adjusting all your mirrors, the steering wheel, an information button that explains gas mileage, trip info, direction, etc. and adjusting your seats, which of course are heated. The air conditioning worked smashingly on a day with plenty of wind but we used it anyway.

The windows operate effectively…but one feature that rocked my little world, and reminded me of my parent’s 1969 Toyota Crown Wagon, was the rear window. It rolls down, ALL the way! Visions of Country Squires too! How cool is that? I mean, it’s great to be inside a truck cab, but the open rear window makes you think you’re in a convertible. I really liked that.

The rear seats recline sweetly, which is unusual in the cab of a truck-type vehicle. I sat back there and there’s gobs of room. You can place your drink cup anywhere you please, because there’s at least 10 or so places to do so. The rear seats also lay down flat, and plenty of areas to attach child seats if necessary. The seats are a 60/40 situation, making it great to transport your stuff that needs that sort of room.

One thing I have always liked about larger vehicles is the way the door sounds when it shuts. Beefy. This ride has that, and I loved it. Giant door handles, that mean business about opening or shutting them. The tailgate was a work of art: pneumatic lowering AND raising. No more hinge issues because of slamming! That was a pretty sweet feature.

Exterior-wise, this Toyota has spiffy 20 inch wheels, a great Slate Metallic color, ease of entry and exit even though I’m pretty short at five foot three. If there were one thing I would change about this Tundra, it would be the sight lines around those huge side view mirrors. One would really need to pay attention to the outside lines when necessary.

Overall I was exceptionally and pleasantly surprised with this vehicle and all the accoutrements it has to offer. I had a great time driving it!

source: reviews.carreview.com

2008 Volkswagen Touareg Review

2007-10-07T07:38:00.000-07:00

Touareg gets mild styling changes, more power, and extra standard features for 2008. This five-passenger 4-door wagon comes with all-wheel drive. The V6 model has 280 hp for '08, the V8 model 350; both are increases of 40 hp. (VW says a limited number of 2007 Touaregs were available with similar horsepower increases vs. 2006 models.) The V10 model's turbodiesel stays at 310 hp. All Touaregs have a 6-speed automatic transmission. Their AWD system is designed for off-roading and includes low-range gearing and a locking center differential; a locking rear differential is optional. ABS and an antiskid system are standard. So are front side airbags, curtain side airbags, and a sunroof. The V10's height-adjustable air suspension is optional for other models. Former options now standard include a power liftgate, power driver seat, and front and rear obstacle detection. Leather upholstery is optional on the V6 model and now standard on other Touaregs. Options include keyless entry/starting, navigation system, rearview camera, and heated rear seats. Changes to grille and taillamps are main styling updates, while 19-inch wheels replace 18s as standard on V8 and V10 models. Touareg was developed with Porsche, which offers its own version as the Cayenne. Touareg also lends its basic design to the Audi Q7 premium large SUV.

Acceleration
Touaregs are among the heaviest midsize SUVs, and the V6 labors in mountain driving and highway passing sprints; test example did 8.1 seconds 0-60 mph. The V8 version is no hot rod, but delivers better all-around acceleration, and is a necessity for towing; VW says 7.1 seconds 0-60.

The turbodiesel's monumental torque means brisk takeoffs and ready passing power; VW claims 7.2 seconds 0-60. On the downside, the V10 suffers occasional turbo lag, plus some diesel smoke and smell on cold starts.

Fuel Economy
No opportunity to measure with V6 or V8 versions, but 2007 test V10 averaged 18.3 mpg. VW recommends premium-grade fuel for the gasoline engines. The V10 requires ultra-low sulfur diesel fuel. Note that it's is unavailable in California and certain Northeastern states.

Ride Quality
Impressively rigid structure enhances comfort, with the base suspension and 17-inch tires furnishing the best ride. Bumps can intrude with 19-inch tires. Air suspension has three firmness settings, but only the middle one satisfies on-road. Air system's main asset is providing up to 11.8 inches of off-road clearance.

Steering/Handling/Braking
No match for lighter SUVs like the Acura MDX or Lexus RX, but Touareg always feels confident. The steering has a linear feel, but isn't as precise as it should be. Touaregs corner with good balance but marked body lean. The air suspension imparts a slightly more agile feel. A compact turning radius aids maneuvering, but some test V8 and V10 models suffered front driveline binding with the front wheels fully turned. Astute AWD system helped Touareg claw through severe conditions in dry-surface off-road tests.

Quietness
Rivals some upscale cars. Air suspension muffles tire thrum slightly better than conventional version, but 19-inch tires always more audible than smaller-size tires on coarse surfaces. Turbodiesel clatters at idle, but is otherwise muted, as are the gas engines. Wind rush is low for an SUV.

Controls
Gauges, dashboard and console look contemporary and upscale, but a proliferation of buttons and controls requires a preflight briefing. The climate system is a bit too low for easy driver use or view. The navigation system takes lots of study to master and governs too many audio functions, but its Global Positioning Satellite feature is useful off-road. Touareg matches any luxury SUV for quality of interior materials.

Room/Comfort/Driver Seating (front)
Great headroom, generous seat travel. Firm, comfortable seats. The standard tilt/telescope steering wheel helps drivers find an ideal position, but for some testers, parts of the gauges are blocked by the wheel rim. Step-in is higher vs. car-type SUVs, but isn't difficult. Hampering visibility to the front corners are large outside mirrors and to the rear are back-seat headrests; the rearview camera is a help. Some test Touaregs had slight windshield distortions.

Room/Comfort (rear)
The tallest riders may want a bit more head clearance. Foot space shrinks to marginal with the front seats more than halfway back, but knee room is never painfully tight. The seatback doesn't recline, but the cushion provides fine support. Narrow rear doorways hamper easy exit.

Cargo Room
The cargo bay handsomely finished, tall and wide rather than long, but spacious enough. The load floor is pretty high, though. The rear seatbacks lay flat, but not before an annoying ritual of flipping the lower cushions and removing the headrests. The cabin has abundant small-item storage.

Value within Class
Touareg is pricey for a Volkswagen, on par with Lexus and Mercedes-Benz rivals offering superior brand prestige, resale values, and customer care. But any Touareg rewards with first-class cabin decor, competent SUV road manners, and terrific off-road prowess.

source: consumerguideauto.howstuffworks.com

2008 Toyota Land Cruiser

2007-10-07T07:11:00.000-07:00

Hard to imagine, but the Toyota Land Cruiser has been around in one form or another since 1954, arriving in the United States four years after the original namesake was made in Japan.

When we say "one form or another," we're talking about some pretty radical shifts in shape and size. From its spartan Jeep-inspired origins, the Land Cruiser evolved into today's luxury monster with capacity for eight passengers and a price tag of $63,200.

By 1976, the still modest Land Cruiser was popular enough to inspire enthusiast Bob Garrett to create what became the Toyota Land Cruiser Association in Oxnard, Calif. The Southern California terrain of rugged mountain trails, bucolic farmland and scenic coastline made an ideal proving ground for the doughty SUV.

Today, it's less likely that an owner would take his or her Toyota luxury liner into unpaved harm's way. Hence, Toyota is touting the seventh generation as "King of the On-Road," as well as "King of the Off-Road."

Certainly, it will cost you a king's ransom to own one. The window sticker on the 2008 model arriving in showrooms in October represents a price increase of $6,985, or 12.4 percent over the previous model. Per pound, the price comes to a little over $11 for the nearly 3-ton vehicle.

And then there's the fuel economy, if you want to call it that. With full-time 4-wheel-drive, the Land Cruiser covers 13 miles per gallon in the city and 18 on the highway. Compared to the 1976 Jeep Wagoneer, that's not bad.

But let's face it, the buyer of the Land Cruiser is looking for brawn, not economy. And the 2008 model is long on brawn, with a 5.7-liter, 32-valve, 381-horsepower V8 that can pull an 8,500-pound trailer.

The full-time 4-wheel-drive system on the Land Cruiser operates through a six-speed automatic transmission that can be shifted like a manual. The underpinnings remain rugged, and Toyota has enhanced the big brute's ability to traverse trails while enhancing the interior comforts.

A new high-mount double-wishbone independent front suspension and four-link rear suspension with a solid live axle are designed for better performance on-road or off. A Kinetic Dynamic Suspension System (those KDSS), varies the stiffness of the anti-sway bars according to conditions. The 18-inch alloy wheels are clad in mud-and-snow steel belted radial tires.

The Cruiser is also equipped with a Crawl Control system that modulates momentum in downhill maneuvers that require the driver's full visual attention. With the transfer case shifted into low range, Crawl controls engine speed and output, along with braking force, to propel the vehicle forward or in reverse at one of three low-speed settings.

Other electronic safety systems include power, vented-disc brakes with multi-terrain anti-lock braking system. Braking force and torque are apportioned to each wheel by Electronic Brake-force Distribution, Brake Assist, Active Traction Control and Vehicle Stability Control. Or, ABSEBDBAATCVSC for short.

Panels behind the front bumper, extending under the engine and behind the rear wheels protect the engine and transmission and to help the vehicle survive rocky terrain. The panels also smooth airflow under the vehicle to reduce drag and turbulence at high speeds.

Seating is designed for two in the front, and three each in the second and third rows while leaving plenty of room for cargo in the back.

A new multi-zone air conditioning eliminates the conventional switching operation. Passengers get four-zone independent control with 28 air vents. First and second-row passengers have access to individual climate control.

The instrument panel features a set of bright Optitron gauges with clear turquoise illumination. Beneath the main gauges is a display that shows gear selection, odometer, tripmeter, fuel consumption, individual tire pressure for all five tires and cruising range.

The center console features a gate-type shifter with sequential shift mode operation, the parking brake, a storage box with several compartments and a removable tray, universal mini-jack port and cupholders.

A one-touch tumble release on the second-row seats clears a path for third-row passengers. The second-row seats now slide forward and aft 4.1 inches for more comfort and cargo storage.

The 2008 Cruiser has many an air bag to protect its passengers. In addition to the front air bags are: seat-mounted side airbags; second row seat-mounted inflatables; three-row roll-sensing side curtain airbags with roll-sensing cutoff switch; and driver and front passenger knee airbags.

While the new Land Cruiser faces plenty of peril at the pump, it carries excellent survival skills in the form of Toyota's durable reputation for reliability and quality.

Jim Lentz, executive vice president, Toyota Motor Sales, U.S.A., Inc.

"For more than 50 years, the Land Cruiser has delivered on-and-off-road capability and performance, and this generation will raise the ante for overall capability and comfort," said Jim Lentz, executive vice president, Toyota Motor Sales, U.S.A.

source: info.detnews.com

2008 Audi S5

2007-10-07T07:08:00.001-07:00

Cops should go easy on Audi S5 owners.

When a new S5 driver asks, "Really, I was going 98 mph?" or says, "Yes, I knew I was going fast, but not thatfast," he will be telling the truth.

From behind the wheel of the 2008 Audi S5, the rest of the world slows down. Speeding becomes more of an innocent act than a traffic infraction. Free passes should come in the glove box of this $50,000 coupe, reading, "Forgive me officer, for I know not what I drive."

And most people hopping into the S5 really won't know what they're about to take for a spin. The luxurious interior, sleek styling and nearly silent ride mask the beast in this machine.

The performance version of the Audi's new A5, the S5 leaves aggressiveness under the hood. Its sophisticated looks hint at power but never boast. It's like an old veteran football player scoring a touchdown and handing the ball to the ref. No showboating, no smack talking, just confidence.

And like football, car design is a game of inches: The 19-inch wheels push out to the car's corners, stretching the wheelbase to 108 inches. With an overall length of 182 inches, the S5 remains very low (53.9 inches tall) but still very wide (73 inches) -- all-important measurements in a car's performance. It is a few inches wider than its German competitors, such as the turbo-charged BMW 3-Series coupe and the more powerful Mercedes-Benz CLK 550.

Clean, chiseled lines flow from the front to the back along the coupe's shoulder. The fenders bulge out slightly, suggesting speed but never giving away its secrets. The roofline curves elegantly to the back, tasteful and artistic. Pure Audi -- you know the S5 belongs in the German carmaker's family, but you're not sure where. Somehow the silver mirrors, four tailpipes, LED trim on the headlights and other S5 cues speak to your emotions in a primal "I gotta go fast" kind of way.

Even the front end, with its small S5 badging and oversized front grille denotes power but never shouts. There's nothing in-your-face with this car. It teases you with its striking looks but maintains its serious Fatherland composure.

Built to appreciate

Other drivers won't have much time to admire the S5 though, because it blasts its way through traffic.

Audi's 4.2-liter FSI V8 pumps 354-horses and 325-foot-pounds of torque through the 3,792-pound S5. It's a strong, magnificent heart. From a standstill, the S5 hits 60 mph in 4.9 seconds and its full torque kicks in at 3,500 rpm, which lets you feel the car's power through acceleration instead of just at the high rpm end.

While many drivers may not understand torque curves -- or what happens when Audi designs its transaxle so it can push the engine back to provide better balance, or the performance advantages of having all-wheel drive with 60 percent of the car's power in the rear axle -- every driver will feel it.

It's a surgical scalpel precisely cutting up every road it crosses. The steering is exact, even while accelerating through tight corners, and at high speeds, it's nicely weighted. The ride is clean and smooth, as the tight suspension holds corners but cleans up bumps along Interstate 75.

The six-speed manual transmission is silky, clicking through each gear with short, fast throws. No automatic transmission is offered, a move I applaud because it means if you want to drive the S5, you first need to learn how to drive.

It's the total combination of ride, handling and power that create the speed deception. You never notice it until you're washed in red and blue lights trying to catch up.

Putting the driver first

The final piece de résistance is the inside of the S5. It's immaculate.

Audi continues to outshine other luxury sports cars with well-designed and executed interiors. Audi designers note comfort by shoulder room, and my test vehicle, complete with S5 sport seats, offered 54.3 inches of shoulder room. Designed for two people, the second row feels cramped and lacks head room because of the sloping roof. But it's comfortable enough for around-the-town jaunts. Children would be comfortable, as long as they don't mind a modest view, thanks to the S5's high beltline.

My European spec test vehicle came with Magnum Red premium leather seats, the boldest design statement in the vehicle. It's just the right amount of attitude to go with this Audi, though there are three other interior color choices that are much more subtle. Between the eight-way adjustable seat and the telescoping and tilting racing steering wheel, it's easy to find the perfect driving position. Well, not that easy, with so many choices, I became the Goldie Locks of seat positions, tweaking this and adjusting that until it was just right.

The instrument panel is designed for the driver and no one else. Every gauge is oriented toward the driver. The navigation screen, which also operates the stereo, works off a single knob between the driver and passenger seats, known by Audi as the MMI, or Multi Media Interface. It takes a day or two to get used to the different menu items, but it's easy once you get the hang of it. Ultimately, the system lets you keep your eyes on the road longer without fumbling for controls.

The best Audi offers

One failure of the S5 is its huge optional sunroof. It only tilts ajar instead of actually opening. Audi decided to do this because it would have had to either make the roof thicker or have an ugly piece of glass hanging next to an open hole.

Audi says it just couldn't deface the car's beautiful profile with some chunk of glass. It's the kind of logic an enthusiast or German unquestionably understands.

An American, however, may not appreciate having a giant window to the world that doesn't open. Even though they may never use it, the fact that they can't is more frustrating than a 105 mph breeze blasting down your neck.

But that's a minor misgiving, no different than not having cruise control on this vehicle -- why on Earth would you notwant to drive this car every second you're in it? That's like making the perfect banana split and letting someone else eat it.

This machine brings out the best Audi offers: Sophisticated but understated design, superior performance through science and technology and a passion for the open road only truly understood in a country with no speed limits.

As for us Americans, we may be able to buy into that passion, but we need to remember our roads still have limits.

And when an officer taps on the window of your S5 and asks you for your license and registration, you really shouldn't be surprised.

source: info.detnews.com

2008 Nissan Titan

2007-10-07T07:03:00.000-07:00

So it's not just advertising hype to say the current generation Ford F-Series and Chevrolet Silverado/GMC Sierra -- the market leaders -- are state-of-the-art. Even the Dodge Ram, though dated and a distant third in sales, still is distinctive, with its big-rig styling.

Into this competitive buzz saw has come Toyota, whose redesigned Tundra is a distant fourth, though gaining. And, bringing up the rear -- at least in sales -- is today's subject, the Nissan Titan, with fewer than 46,000 sold through August.

A week with a Titan helps to explain why it isn't doing better. A little research completes the picture.

While the Titan obviously has been designed with great attention to detail and for the specific needs of customers who buy these bruisers, in the end it does not excel. Good as the Titan is, it fails to offer loyal Ford, GM, Dodge or even Tundra owners a compelling reason to switch.

Unlike the Tundra, it fails even to offer the promise of Japanese quality; Consumer Reports deems Nissan's big truck much worse than average in reliability, based on the magazine's annual surveys of its readers-vehicle owners. And J.D. Power and Associates, on its Web site ( www.jdpower.com), deems the Titan below average in quality.

(In fact, Nissan is proof that Japanese cars are no longer necessarily better than domestic models; the carmaker is a below-average performer in most of J.D. Power and Associates measurements of vehicle quality and dealer ability to satisfy customers.)

So what's the attraction, then, of a Titan?

Well, it is a competitively designed large truck, from the throbbing V-8 under the hood to the plastic-protected bed with its clever cargo tie-down system.

For '08 there's a new variation -- a long-wheelbase model called the 4x4 PRO-4X. It's intended for serious off-roading, and, considering that, its ride is amazingly civilized, with virtually none of the jounce one usually experiences in such models.

Some reviewers have complained about the Titan's engine and driveline noise, but, though it's ever-present, I didn't find it tiresome or even objectionable. The wind noise, though, was another matter at highway speeds.

Back on the upside, the steering system is responsive and nicely weighted.

The Pro comes in King or Crew cab style -- the former meaning a smaller cab with two rear doors that have their hinges at the rear; the latter meaning a larger cab with all four doors opening conventionally.

Nissan offers four bed lengths in long-wheelbase models: the fairly useless 5.5 feet that's easily filled with a few pieces of redwood furniture or a few bundles of brush; 6.5 feet, and, new for '08, 7 feet and 8 feet.

You'll have to opt for the shorter King cab to get the most useful, 8-foot bed. The longest bed available in Crew cab models is 7 feet, which means that 8-foot-long building material has to extend onto the tailgate.

For '08, Titan prices start at $25,135 with freight for an XE King cab with a 6.5-foot bed and with the same 5.6-liter V-8 as in all Titans, delivering 317 horsepower. All Titans come with automatic transmission. But four-wheel drive would add $3,290.

And Nissan charges extra for seat-mounted side-impact air bags, curtain bags, stability control and brake assist -- in a package listing for $1,200 -- a package I would recommend you seriously consider.

Also available in certain variants -- and highly desirable in so large a vehicle -- is a reverse obstacle detection and warning system, to alert the driver of an unseen object like a trash can behind the vehicle or something much more precious, like a child on a trike. My tester came with this $1,250 package.

The Titan gets a good-as-they-come five-star rating from the federal government for its protection of the driver in frontal crashes; the rating is four stars for the passenger. The Insurance Institute for Highway Safety also deems the Titan "good" in frontal crashes. But neither the Feds nor the institute have side-impact ratings for this model.

Base prices for the various Titan equipment levels range up to $36,915 with freight for King cab models and $39,275 for Crew cab models.

All '08s have freshened styling and new wheel styles, Nissan says, plus new seats and revised instrumentation. The tester's black-on-white analog gauges, part of the PRO-4X package, were first-rate: easy to read.

In fact, the entire interior was first-rate. Controls are simple to operate, large enough and logically located. I found the seats excellent and the optional fore and aft adjustable pedals a welcome feature. The center console has a deep-lidded compartment ideal for a laptop and some files. Cupholders abound.

The tester's five-speed automatic transmission was as commendably smooth as the tester's ride. And it was easy to control through the accelerator pedal. Manual downshifting for engine braking isn't quite as easy as it could be.

Maximum towing capacity is 9,500 pounds for King-cab models and 9,400 pounds for Crews, when equipped -- as my tester was -- with a $450 towing package.

The '08 Titans went on sale in the spring. The new long-wheelbase models also include a larger 37-gallon (versus 28-gallon) fuel tank, which brings up a drawback of all large pickups (and one reason they don't sell as well as they used to): fuel economy.

The Environmental Protection Agency estimates for the Titan are a mere 12 miles per gallon in local driving and 17 on the highway, but I never saw a trip average higher than 14 mpg on the tester's driving computer, even though most of my driving was on the highway and with light loads.

The PRO-4X model includes Rancho shock absorbers, a lower final gear ratio (perhaps helping explain the poor fuel economy I observed), electronic locking rear differential, two additional skid plates (on the oil pan and transfer case), what Nissan says are the largest tires in the Titan's class, P275/70R18 all-terrain models; and some specific interior and exterior aesthetic touches.

It's a handsome truck, but if the driver or regular passenger of your Titan is shorter than 5-foot-5 or so, think twice about the PRO model -- the optional ($300) running boards are not available.

In sum, the Titan continues to be a contender worth considering for its many thoughtful features -- especially if there's a Nissan dealer with whom you like to do business. But this is a tough arena, the choice is not an easy one and the Titan is not a standout.

source: info.detnews.com

2008 Honda Accord Review

2007-10-05T12:21:00.000-07:00

Introduction
My, how the little Honda Accord has grown. He used to be this cute, compact sedan and now look at him -- a large, strapping lad that's bigger and more powerful than ever before. Mommy and Daddy Honda must be very proud. And they should be, because the 2008 Accord raises the bar in arguably the most competitive automotive segment -- midsize family sedans -- by striking a brilliant balance of performance, value and efficiency into a package that no longer blends into a crowd. The Accord has always been good and now it's even better.

Still available in sedan and coupe body styles, the all-new 2008 Honda Accord is most obviously highlighted by its slick new styling. The two-door is particularly striking, as it's mostly unchanged from the Accord concept car that debuted at the 2007 Detroit Auto Show. The sedan, meanwhile, has an eye-catching elegance that sets it apart from past Accords, which were mostly understated to the point of anonymity. Although, once the first 100,000 2008 Accords hit the streets, the sedan may start to seem pretty anonymous, too.

The biggest news lies under the hood, where Honda has devoted its considerable engine expertise to perfecting three power plants that deliver both performance and fuel efficiency. Available on EX sedans and all coupes, the midlevel inline-four-cylinder produces a best-in-class 190 horsepower -- by comparison, the 1998 all-new Accord featured an optional V6 that produced 200 hp. All that power comes at no fuel economy expense, as it matches the fuel economy estimates of the previous model's four-cylinder.

A new 3.5-liter V6 debuts as well. This engine equals the hefty horsepower and torque ratings of the Toyota Camry's V6, but falls a wee bit short of the Altima 3.5. New to this segment is Honda's cylinder-deactivation technology, which allows the engine to run on six, four or three cylinders depending on driving conditions for maximum fuel economy. The result is an improvement of 3 highway mpg over the last V6, despite 24 more horses. As a matter of fact, all 2008 Accord engines get better highway fuel economy than the 125-hp 1990 Accord and even come close to the tiny 68-hp 1977 edition. Now that's progress.

The outgoing Honda Accord managed to hold its own against the recently redesigned Altima and Camry sedans, and the all-new Accord should make Toyota and Nissan sweat even more. Although each of these three class leaders offers a slightly different take on the midsize segment, the 2008 Honda Accord is perhaps the best execution in terms of appealing both to people who prioritize comfort and those who desire a little fun in their daily driver. Plus, it's bigger, more powerful and definitely more strapping than ever.

Body Styles, Trim Levels, and Options
The 2008 Honda Accord is available in sedan and coupe body styles. The sedan comes in LX, LX-P, EX and EX-L trim levels, while the coupe comes in LX-S, EX and EX-L trims. The sedan's base LX comes standard with 16-inch steel wheels, keyless entry, full power accessories, cruise control, a tilt-telescoping steering wheel, fold-down rear seats and a six-speaker stereo with a single CD/MP3 player and an auxiliary audio jack. The sedan's LX-P adds 16-inch alloy wheels, auto up-down front windows and a power driver seat. The coupe's base LX-S trim includes the LX-P's equipment (minus the passenger-side auto-up window and power driver seat) and adds an in-dash six-CD changer.

The EX adds 17-inch wheels and a sunroof to each body style's upgraded LX trim level. The EX sedan gains the in-dash six-CD changer, while the EX coupe gets a premium stereo system with subwoofer. The EX-L trim level adds leather upholstery, auto-on headlights, dual-zone automatic climate control, leather-wrapped steering wheel, heated front seats and satellite radio. The EX-L sedan gains the premium stereo system, while the EX-L coupe gains the power driver seat.

The lone option is a navigation system available on the EX-L trim level that includes voice-activated controls and Bluetooth.

Powertrains and Performance
The 2008 Honda Accord comes with a choice of powerful and fuel-efficient engines. The LX and LX-P sedans come with a 2.4-liter four-cylinder that produces 177 hp and 161 pound-feet of torque. An upgraded version of that 2.4-liter engine that makes a class-leading 190 hp is standard on the EX sedans and all coupes. A five-speed manual is standard with the four-cylinder engines, with a five-speed automatic optional. Available on the EX trim levels is a 3.5-liter V6 that produces 268 hp and 248 lb-ft of torque. A five-speed automatic is typically standard with this engine, though the V6 coupe is available with a six-speed manual.

The Accord's fuel economy is very impressive. Both four-cylinder engines with automatic transmissions achieve 21 mpg city and 31 mpg highway, while the six-cylinder with the automatic gets 19 mpg city and 29 mpg highway. These numbers match the current mpg champ, the Toyota Camry, and better everything else in its class. The V6 coupe with the six-speed manual gets a 17/25 mpg rating, as it lacks the V6's otherwise standard cylinder-deactivation technology.

Interior Design and Special Features
The Honda Accord has always distinguished itself with interior quality that is a cut above the rest, and while the all-new 2008 edition hardly disappoints, the competition has largely caught up. Fit and finish remains very good. The overall design is simple, yet handsome -- even in lower trim levels. One of our few complaints with the Accord regards the center control stack, which is packed with buttons for the climate control, stereo and available navigation system. It's a setup you'll certainly get used to, but it looks cluttered.

This is the largest Accord ever made and as such, buyers can expect an ample supply of front and rear passenger room. The sedan in particular offers the most interior space available in the midsize segment (although the Altima, Camry and Sonata are awfully close). The sedan features 14 cubic feet of trunk space, which is at least a cube less than its major competitors. The coupe offers a respectable 11.9 cubes for similar two-door cars.

Driving Impressions
The 2008 Honda Accord maintains the car's traditional mix of both sporty handling and comfort. Handling is very good, with excellent steering that provides a tremendous combination of just-right feel and weight. While other sporty midsize sedans tend to thrive on twisty roads or city streets, the Accord does the best job of remaining consistently competent no matter the driving condition. "Well-rounded" is an adjective that applies to most Honda models and the new Accord is no different. The wonderfully smooth and powerful 3.5-liter V6 is an excellent engine, producing strong acceleration and fuel economy; however, the 190-hp four-cylinder provides more than enough motivation. The new Accord is also quieter thanks to additional sound-deadening materials and body-stiffening measures.

source: edmunds.com

2008 Volkswagen New Beetle Review

2007-10-05T12:14:00.000-07:00

Introduction
It's hard to believe that 2008 will be the 11th year on sale for the Volkswagen New Beetle. When the car was originally introduced, Americans went crazy over the retro-themed "Bug" styling and cute flower vase protruding from its dash. Its popularity has waned over the years, however, even as interesting variants like the Turbo and TDI direct-injection diesel models came and went. For 2008, the New Beetle's oh-so-cool veneer has worn thin as it faces strong competition from more modern rivals.

Despite its age, the basic 2008 Volkswagen New Beetle still has a few things going for it. Based on the old VW Golf platform and available as a coupe or convertible, it still elicits smiles from passers-by while delivering solid German engineering, comfortable road manners and a fair amount of room for those up front. All the basics are covered in its standard price, and you can easily upgrade the Beetle's content through trim packages and stand-alone options.

But compared to newer rivals in a very competitive compact segment, the 2008 Volkswagen New Beetle claims no major advantage aside from its bubbly personality. Other small two-door coupes or hatches like the Honda Civic, Saturn Astra or VW's own Rabbit deliver superior utility, amenities and drivability at a similar or lower cost. As a convertible, the New Beetle makes a little more sense, as it likely will appeal to shoppers who value style over performance. But overall, we suggest taking a look at the competition first or even considering a certified-used New Beetle as an alternative.

Body Styles, Trim Levels, and Options
The 2008 Volkswagen New Beetle is available as a two-door hatchback coupe or convertible in two trim levels: S and SE. Base S coupe models come with 16-inch alloy wheels, air-conditioning, heated outside mirrors, power windows and locks, cruise control, a tilt and telescoping steering wheel, remote keyless entry, V-Tex leatherette seat trim, satellite radio and a CD/MP3 stereo with auxiliary input jack. Upgrading to the SE nets you 17-inch alloys, heated front seats and windshield washer nozzles, a leather-wrapped steering wheel, a premium audio system and a sunroof. Some of these features can be added to the S trim as options. New Beetle convertibles are similarly equipped, with the exception of a manually operated soft top on S models and a semiautomatic power drop top and wind blocker on SEs. All models can be equipped with a trunk-mounted six-disc CD changer.

Powertrains and Performance
The VW New Beetle is powered by a 2.5-liter inline five-cylinder engine that produces 150 horsepower and 170 pound-feet of torque. Power is transmitted to the front wheels through an easy-shifting standard five-speed manual gearbox on S models. A six-speed automatic with manual shift control is standard on the SE and optional on the S. However the shifting occurs, acceleration is merely adequate. EPA-estimated fuel economy is similarly lackluster for a compact; 2008 EPA estimates for the automatic are 20 mpg city/29 mpg highway.

Safety
All New Beetles include antilock disc brakes, stability control, front seat-mounted head/thorax side-impact airbags and active front head restraints. Convertibles also feature a rollover protection system. In government crash testing, the 2008 Volkswagen New Beetle earned four out of five stars for the protection of both front occupants in frontal impacts. Side-impact testing netted a five-star rating for front passengers but only three stars for those in the rear. The independent Insurance Institute for Highway Safety gave the New Beetle a top score of "Good" for frontal-offset crash protection, but a disappointing "Poor" rating for side impacts.

Interior Design and Special Features
The four-passenger New Beetle may be stylish, but it's smaller inside than VW's own Rabbit. An expansive dashboard featuring a huge circular speedometer seems to dominate the cabin space up front, while the car's bubbly body pinches inward tightly against rear occupants. The open convertible is less of a problem in this regard, with a top that's easy to fold and well insulated from outside noise. With its top lowered, the Beetle convertible makes an especially classic and polished statement. Outward visibility is surprisingly poor on both the coupe and closed convertible, however, and both New Beetle styles suffer from tight rear hiproom and a lack of useful cargo space.

Driving Impressions
Like other Volkswagens, the 2008 New Beetle is reasonably fun to drive and provides a smooth and comfortable ride, perfect for long trips. The suspension tuning is soft but the steering is direct and sure, making it just about right for most drivers who want to play with their Bug every now and then. The 2.5-liter engine is smooth and delivers adequate if not abundant power in most situations.

source: edmunds.com

2009 Jaguar XF

2007-10-03T11:44:00.000-07:00

Will the launch of the XF sedan breathe some much-needed new lives into the Jaguar brand?

Few manufacturers have lost more opportunities than the British marque, which has staged a series of largely disappointing product debuts under the tutelage of its U.S. parent, Ford Motor Company. Ironically, the model that could transform things for Jaguar, at least from early indications, may very well arrive just as Ford sells off the struggling Jaguar brand.

The XF is the much-needed replacement for the less-than-successful S-Type mid-size "saloon car." The outgoing car was expected to kick off a grand global expansion for Jaguar, but failed to build the anticipated momentum. The stylish XF, on the other hand, could very well be one of the hits of the Frankfurt show, by bringing back the sort of over-the-top styling that Jaguar was long known for.

"The key building blocks are in place and the XF is the next step," said Bibiana Boerio, Jaguar Cars Managing Director, after she commended the brand's high-ranked dealership network and very successful recent launch of the new XK sports cars, and introduced designer Ian Callum and the new XF sedan, shown in production form for the first time at the Frankfurt auto show.

Callum waxed poetic about the new XF, describing it as athletic and taut in appearance, yet simple in its design, with a single character line sweeping alongside the car and wrapping around, "the way a Jaguar should." Callum said that the XF sets a new direction for the next generation of Jaguar sedans. In it, Jaguar is placing a higher priority on materials and craftsmanship. According to Callum, the XF has more wood than any Jaguar since the MkII and has extensive stitched leather.

The end result is decidedly less radical than the C-XF concept shown at this year's Detroit show. But if it's any indication, Jaguar's Frankfurt stand was packed with members of the press, who overflowed the presentation area and then lingered for several hours afterward, waiting to check out the interior for themselves.
Jaguar certainly isn't playing it safe with the XF - as it did with the latest generation of its XJ flagship. The new four-door boasts a very coupe-like design that provides a blend of elegance and dynamic tension. It is a piece of jewelry in seemingly constant motion.

In many ways, the XF resembles the XK sports car, starting with the dramatic mesh grille. The windscreens on both cars are raked at the same angle. The high waistline rises to meet the coupe-like sedan's roof, a striking visual detail that also plays into the XF's efficient aerodynamics.

While classic Jaguars, such as the legendary E-Type, traditionally traded off functionality for style, designers have done a credible job of maintaining space and utility with the new XF. There's surprisingly good room for five adults, plenty of interior storage space, and the trunk holds 17.6 cubic feet of cargo. Add another 14.8 cu ft with the rear seats folded down.

Fire up the Frankfurt prototype and the JaguarDrive Selector rises to meet the driver's palm. Climate control vents automatically rotate out of their "parked" position.

In production, Jaguar intends to offer two powertrain packages, starting with a normally aspirated, 4.2-liter V-8. This 300-horsepower engine will launch from 0-60 in an estimated 6.2 seconds. The supercharged version of the V-8 will pump out 420 hp and charge to 60 in 5.1 seconds, according to Jaguar's initial estimate. Both engines have an electronically limited top speed of 155 mph.

The six-speed automatic uses new shift-by-wire technology that Jaguar claims will run gears faster than the brand's current speed-shifting king, the XK sports car.

Though we've yet to take the new car out onto the road, Jaguar officials claim the wide rear track will significantly enhance the new car's handling and dynamics.

Safety features will include dual front and side thorax bags for the front row and head curtains for both rows. Active safety features include Electronic Brake Assist, Electronic Brakeforce Distribution, Anti-lock Braking System, Dynamic Stability Control, Cornering Brake Control, and Engine Drag Torque Control. The new Understeer Control Logic will slow the car to help restore grip to the front wheels when needed.

A variety of audio systems all classify as audiophile quality, even the base package offering eight speakers and a subwoofer. The top-line version was designed for the XF by the British audio specialists, Bowers & Wilkins. Other standard or available electronic goodies include Bluetooth phone link, a built-in navigation system, Sirius satellite radio and built-in links for an iPod or another MP3 player.

The 14-speaker, 440-watt premium audio system was part of the draw at the Frankfurt show. The partnership between British loudspeaker manufacturer Bowers & Wilkins and Jaguar began before the XF was designed - an unusual opportunity - so engineers were able to leave space for speakers in their ideal positions for the Bowers & Wilkins premium sound system in the XF. The speakers used have unique Kevlar cones and metal-dome tweeter transducers, to eliminate standing waves and extend treble response, respectively.
The original S-Type took plenty of hits for its underwhelming interior, which has been upgraded several times since launch. The new mid-size model is decidedly more upmarket, with a much more contemporary blend of metals, woods and leather. The new JaguarSense lighting system features proximity switches that are supposed to be much easier to operate at night.

"It was time for Jaguar to be bold," declares Wayne Burgess, who oversaw the design of the XF.

Arguably, that time has come and might already be gone. Jaguar has fallen far, far short of its one-time sales and profit targets and now, as its parent struggles to raise much-needed cash, Ford has announced it is putting the British brand on the auction block - along with the other U.K. marque, Land Rover. A number of potential buyers have emerged, and intriguingly, each has found a former high-level Ford executive to help lead its due diligence efforts. That includes both one-time Ford CEO Jacques Nasser, as well as former Ford president Nick Scheele, who spent a number of years as Jaguar's CEO.

It's rare for one car to turn things around for a brand, but with the help of the XK, the new XF might be able to regain some much-needed momentum, and for whomever ultimately owns and operates Jaguar, that's going to be critical.

source: www.thecarconnection.com

2009 Dodge Journey

2007-10-03T11:35:00.000-07:00

Chrysler held its first auto-show press conference since becoming a privately held company under the control of Cerberus Capital Management, with its globally aspiring Dodge Division choosing the Frankfurt limelight to introduce an all-new crossover vehicle - Chrysler's first in the crowded mid-size segment - called the Journey.

The new crossover will begin its journey at U.S. dealerships during the first quarter of 2008, with versions earmarked for Europe and Asia to follow later in the year.

Originally known inside Chrysler as the Crew, the '09 Journey shares its flexible architecture with several other models, including the mid-size Chrysler Sebring and Dodge Avenger sedans. Set for production at Chrysler's assembly plant in Toluca, Mexico, where the PT Cruiser is also assembled, the Journey not only sits a good bit higher than those four-door models, but stretches 1.7 inches longer, nose to tail, with an extra 4.9 inches added to its wheelbase, which now measures 113.8 inches.

Flexibility is, indeed, a word Chrysler officials use a lot when describing the new crossover vehicle. Start with seating. The standard edition comes with two buckets and a three-seat second-row bench, which splits, folds, and also can recline. Optional is a third row that provides room for two more.

The new crossover also boasts plenty of storage space, notably including large bins built into the second-row floor. Removable and neoprene-lined, they can be used as in-vehicle coolers, or hiding spots for a purse, a camera, or other objects you might want to keep out of sight. A second glovebox, meanwhile, offers a chiller for a couple of soft drink cans. There are plenty of cupholders, of course, including bottle holders molded into the lower door panels. Yet another hidden storage bin can be accessed through the liftgate.

A critical goal was to deliver "lots of the attributes of an SUV," explained Joe Dehner, Dodge vice president of design, while making sure the Journey was "not just another box on wheels."

While not as distinctive, perhaps, as the Nissan Murano, Dodge's offering is still a stand-out. Up front, it features the distinctive Dodge crosshair grille, and Avenger-like quad headlights in modified surrounds intended to emphasize the crossover's width. The wheel flares also were borrowed from Chrysler's muscle car models, and buyers will be able to fill them with optional, 19-inch wheels and tires on the Journey R/T. The sporty styling extends to the blacked-out C-pillars and long and sturdy taillights. The lightweight, composite liftgate includes a molded-in spoiler.

The up-level version of Journey will feature a slick, two-tone interior, but even the base model is notable for its fit-and-finish, far more refined than the utilitarian cabins Chrysler has long been known for. The center stack, in particular, rises at a rakish angle, enhancing the Journey's sense of roominess, with a large, seven-inch navigation screen available at the top of the column. Interior LED lights offer plenty of illumination, and further enhance the up-market appearance. And, most notably, the materials and surfaces are significantly more pleasant than those used in the Dodge Avenger sedan.

The optional navigation system is part of a broad spectrum of electronic accessories, including Sirius satellite radio, uConnect Bluetooth (for hands-free cellphoning), and the MyGig system, which includes a 20GB hard drive for storing MP3 audio. There's also an eight-inch rear DVD screen available.

For the moment, Journey buyers won't have access to the new SiriusTV system, which Chrysler is using as a come-on for its newly-restyled minivans. But product czar Larry Lyons hints that the three-channel system could be added in the not-too-distant future.

Buyers also can order a remote starter.

There will be three different powertrain packages, starting with a base 2.4-liter in-line four, making 173 horsepower and 166 pound-feet of torque, offered on the Journey SE. Mated to a four-speed automatic, it delivers 19 mpg in the city and 25 in the EPA's highway cycle (which has been modified and toughened for the 2008 model year).

The SXT gets a 2.7-liter V-6 generating 186 hp and 191 lb- ft. Designated flex-fuel, to run on an ethanol mix of up to 85 percent (E85), it offers 17 mpg city/23 highway.

Standard on the R/T and optional on the SXT is the 3.5-liter V-6, which is mated to a six-speed automatic and available in either front- or all-wheel drive. The big engine pumps out 235 ponies and 232 pound-feet, and gets 16 mpg city, 23 highway.

Markets outside North America - especially Europe - haven't been neglected. As such, the Journey gets the smooth, VW-supplied 2.0-liter turbodiesel, making 138 hp and 229 lb-ft. The diesel is offered with a standard six-speed manual gearbox or optional dual-clutch six-speed automatic. It's not VW's DSG transmission but a new Getrag unit that, according to Chrysler officials, actually makes its global debut in the Journey. Fuel efficiency with the new six-speed is improved up to six percent compared with the four-speed automatic transmission it replaces.

On the safety front, Chrysler is following industry trends, adding to the list of standard features with such niceties as four-wheel discs, anti-lock brakes, traction control, stability control, Brake Assist, and Electronic Roll Mitigation. Standard, as well, are dual-mode frontal and side airbags and three-row head curtain airbags.

While pricing hasn't been released yet, expect it to be "very competitive" with other models in the segment, such as Ford's popular crossover, the Edge, hints Chrysler PR chief Jason Vines. That would put it somewhere in the $25,000 range.

The Journey will be positioned somewhere between the entry-level Caliber and Chrysler's newly-updated minivan models. The target buyers are young couples who may be just starting out their families - and aren't yet ready for a minivan - or older, empty-nesters. In the auto show introduction, a couple 'magically' changed into several outfits for work, play, and an evening out.

Chrysler hopes to raise its market share in Western Europe to 1.4 percent by 2009, which would more than double its share compared with 2005. Instrumental to this is the introduction of Dodge, which the automaker says could account for 30 percent of Chrysler sales outside North America by the end of 2009.

The Journey appears a full eleven years after Toyota launched the modern crossover market, with its RAV4. Sales of crossovers beat those of conventional sport-utes, for the first time, last year; they are expected to top three million for all of 2007, as the traditional, truck-based SUV continues its decline.

source: www.thecarconnection.com

2009 BMW X6

2007-10-03T11:24:00.000-07:00

BMW took the wraps off one the auto industry's worst-kept secrets when the BMW X6 "Concept" rolled onto the stage in Frankfurt today. The third member of the BMW X family, the X6 Concept introduces a new segment defined by BMW as the S.A.C. or "Sports Activity Coupe."

Following their German compatriots lead in redefining the term "Coupe," BMW's X6 is a four-door crossover that combines high-ground clearance with a graceful coupe profile. Similar in concept to the X5, it is a crossover built to drive like a sedan but the X6 concept is clearly less concerned with passenger room and cargo capacity and more focused on personal driving pleasure and aesthetics.

The same organic lines that give its athletically feminine profile limit any aspiration to be a daily people hauler. Rather, it is most likely be driven by consumers who have a high priority on style and status and very little concern for passenger capacity. Like all true coupes, the X6 Concept sets its priorities on the driver and acts like a mobile backpack - in this case one from Prada.

As the X5 before it, the focus for the X6 will be on the BMW driving experience. While its drivetrain was not discussed at the unveiling, it is safe to say that it will likely mirror the 5-Series sedan and come equipped with BMW's 360-hp 4.8-liter V-8 and a six-speed automatic.

BMW is also using the X6 Concept to debut their new chassis control system called Dynamic Performance Control. Working in harmony with xDrive all-wheel drive, Dynamic Performance Control provides control by varying distribution of power between the wheels for perfect stability, no matter the speed. Only time behind the wheel will tell if they were able to outmaneuver Acura's Super Handling system.

The X6 "Concept" is hardly that, as BMW has confirmed that the X6 will be available for purchase sometime in 2008 with very little changes from the concept shown. All X6s will be built in Spartanburg, S.C. alongside the X3 and X5 crossovers.

BMW used the launch of the X6 concept to introduce their version of hybrid technology. Dubbed ActiveHybrid, it is an integral part of their Efficient Dynamics campaign which aims continue their focus on driving dynamics while simultaneously lowering carbon dioxide emissions. They promise a 20-percent improvement in fuel mileage in both city and highway with no deterioration of the BMW driving experience.

This ActiveHybrid technology will be a result of their joint venture with DaimlerChrysler and GM and will feature technology unique to BMW. To be launched in the X6 sometime in 2009, the ActiveHybrid technology will filter down their vehicle lineup to appropriate models, according to Dr. Klaus Draeger, a member of the board of Management at BMW AG.

source: www.thecarconnection.com

Preview: 2006 Chevrolet HHR

2007-10-03T11:14:00.000-07:00

Chevrolet may be late to the party with its new HHR - for "heritage high-roof"- but even years after Chrysler's PT Cruiser rumbled onto the scene, it seems there's still life left in the retro wagon shape.

The production version of the 2006 HHR will be unveiled this week at the Los Angeles auto show, from which TCC will be reporting starting Wednesday, January 5. The HHR had been shown in sketch form at previous auto shows. And from those shows, the HHR stood out - because in a parade of retro-flavored GM concept cars, the HHR is the only one to enter production thus far.

Chevrolet says the HHR gets its distinctive look from the '49 Chevy Suburban, which it calls the original utility vehicle (without the Willys folks around, who can argue?), and from the SSR hot-rod pickup, a semi-useful looker that's been a sales dud so far for the bowtie division. Sharing its mechanicals with the Cobalt reviewed here at TCC this week, the HHR is the crossover variant of the compact chassis that also underpins the Saturn Ion.

Chevy includes its crossover in its wide spectrum of compact offerings, as Ford does with the Escape. And like the Escape, only less SUV-centric, the HHR puts its emphasis on carrying people and things to places outside the usual compact-sedan mileu. The HRR, Chevy says, offers up enough space for five people and sports an interior that can be configured to suit the passengers, from surfboards of the watery kind to surfboards of the cable-modem kind.

Body by Boomers

While Ford seems to have run out of retro options - is there a Montclair in the offing? - Chevy hasn't yet offered a vehicle so squarely tied to its visual past as the HHR. Rest assured, what's underneath is modern enough: the HHR's Delta architecture, GM says, gives the wagon a splendidly strong structure that has the quietness and fortitude of a more expensive car.

Inside and out the HHR fuses the '49 Suburban's visage with the functionality that the Greatest Generation could only have dreamed of. The HHR's seating position is high and trendy, giving the commanding view of the road that SUVs have spoiled upon American drivers. Vaguely retro lines delineate the interior, with two-tone dash treatments and metallic-ringed instruments giving off a distinct whiff of PT Cruiser.

And like the PT Cruiser, the HHR's wagonback flexes and folds and generally makes itself available for most light duties - short of assembling a Craftsman house, it's hard to imagine a task the HHR's configurable cargo area couldn't tackle. Ransacking a Pier One after the holidays? The front passenger seat folds flat to swallow the whole wicker collection; the rear seats split 60/40 too, so a passenger or two still could ride in back. The load floor is flat, and it can be raised in part to create a two-tiered storage system. A pair of storage bins fits in the floor behind the rear seats, too.

Model upbringing

There will be two HHR wagons arriving for the 2006 model year. The LS and LT share the same body style and 174.5-inch length, as well as a cargo capacity of 63.1 cubic feet. What they don't share is powertrains. The LS spins out 140 horsepower through a 2.2-liter version of the GM corporate Ecotec four-cylinder, making 150 pound-feet of torque as well. The LT moves up to a 2.4-liter Ecotec four with 170 horsepower and 170 lb-ft of torque. The engines are both dual overhead-cammers with balance shafts and electronic throttle control for smoothness.

Five-speed manual sticks come with either model, and a four-speed automatic is optional. The manuals are Getrag units, with different final gearing for the two engine variants. The Hydra-Matic automatic is similarly tweaked for LS and LT models.

The suspension is pretty familiar to Cobalt readers and enthusers: the MacPherson strut front teams up with a semi-independent torsion-beam rear end, with a softer FE1 suspension setting outfitted with 16-inch wheels. The FE3 sport suspension gets the 17-inchers. Electric power steering is standard, but drum brakes are still shod on the rear wheels.

Chevrolet hasn't standardized much of the very latest safety gear. Dual front airbags are here, but anti-lock control and traction control are options, as are side-curtain airbags and OnStar telematics. No word yet on all-wheel drive.

Other equipment stocked on both models includes standard air conditioning, power locks and windows, an AM/FM/CD player, and remote keyless entry. XM Radio and upmarket audio systems are offered, as are a power sunroof, a larger gas tank, 16- and 17-inch wheels, and remote starting. The base LT model adds a power seat, while a jazzier 2LT package includes ABS, fog lamps, leather trim, 17-inch wheels, and a sport suspension.

Chevy clearly hopes that the gas hasn't run out of the retro-wagon market. And in case you didn't see the HHR as a tuner's playground, Chevy will show off a special version, commissioned by West Coast Customs, at the L.A. show alongside the production version (see the HHR scrapbook link above for all the HHR pictures).

Pricing hasn't been announced yet, but look for the HHR to hit the streets in the second half of 2005.

source: www.businessweek.com

2005 Chevrolet Equinox

2007-10-03T11:07:00.000-07:00

With Pontiac's sun turn on the way, was inevitable it that GR. another carrier would call afterwards this namesake of himmlischen case opposite of. It is, the Chevy well here äquinoktikum. If a sun turn and äquinoktikum some time in the future collide, not surprised its, if they cancel another out and both disappear simply like affair meeting antimatter. Dear God, you let straight hope us that the planet such can resist a disaster.
Right size?
In its vehicle mission is äquinoktikum really nearly the opposite of a sun turn. Instead of being, swoopy a Zweisitzroadster, is äquinoktikum instead of a five-seat SUV like thing, which replaces the already-forgotten pursuer in the list Chevrolets. And up to SUV like things go, this are particularly stately and sculpted obvious with a pronounced wedge to its profile flanks, which show something Battlestar Galactica/Cylon kind of crash helmet of vibe. Based on the same platform as the Saturn VUE, handle äquinoktikum somehow to precede nevertheless another micro niche within the SUVish of supermarket. It is really itsy bitsy a little longer than an Honda a pilot, but narrower and Hausbesetzer. Compared to the VUE it is important 7,5 tariff longer more narrowly, 0,5 tariff higher and poor 0,1 tariff. But the large change is the generous 112.5-Zoll-Achsabstand äquinoktikums, which substantially more roomier and results in more forestalling cab than the 106.6-Zoll-Achsabstand VUE. Do not let us in the praise be stingy here: äquinoktikum swallow for passengers roomy and solid lumps of the main supplying materials smaller SUVs are amazing like Toyota RAV4, Honda CR-V can, and Kia Sorento would have to go on the Kandare before HauptDepot.Built around a front wheel drive powertrain and Auto-wie unibody, has äquinoktikum a completely flat floor, is also relatively low and that the combines to only strengthen to the feeling of spaciousness. But the most impressive element of the adjustments of the Innerens is the considerable quantity of the rear sitzbein and - hip area. Because the axle base thus is, the rear seat well-being back of the front seats is long and the landing gear wells do not disturb on the rear width of the seat, because they are real behind it. Actually the rear seat has as much area that it can maneuver really back there. Chevy set the rear seat on pushing the rails, so that it shifts forward of and support over eight-tariff a distance. Those far forward position is fine, if your kids in the forward verges car seats are and they are a point, which is stämmig of the Statur and you must carry a quantity of charge. Completely throw the seat back and could you sand out spread and a beach Volleyball Turnierrückseite there hold. Beyond that the back doors are long and open entrance simply far form. He, screw bolt in a back of the charge framework inside and äquinoktikum would form a much better New York town center taxi, than the everywhere existing crown Vic.The rear back of the seat folds also forward in a 60/40 column and front passenger seat of the right itself flat into a table in addition folds. So, if you drag a long, narrow charge (saying corner radiates for a new stable), which they insert into the cockpit diagonally long and can up to approximately 10 foot be - and you could calm drawing a passenger driving in the back as well as even. Them are, thus remarkably decided we to mention after it. There is not however a particularly large quantity charge area behind the rear seats, if they above are. While 69 Kubikfuss enough is to be to useful it is same as in the smaller Ford escaping. Escaping is not however anywhere near to äquinoktikum up to seats and charge flexibility goes. For example Chevy uses the rear abolition spring of essays as supports for an two animal technical system. There is a plastic container, which either in the floor sits or can into defined positions along the essay be raised, in order to form a second level of the file. It is a tidy idea, which is willful accomplished. Gratefully Chevy does not have mucked up äquinoktikum, by trying cram in one to be-compare third number of the seats - and fighting this temptation must have to fight for her absolutely. Äquinoktikum the right size is not fair, it is practically impossible to understand from a better size to.
Powerful enough?
The exclusive machine for äquinoktikum is the 3.4-Liter-Version of the 60-Grad-Ventilstössels V-6 GR. This undistinguished machine traces its inheritance back to at the beginning of the unpopular X-cars back 1980. Now assembled in China (where it used, the GR. the Buicks to propel established there), is smooth and, with 185 horse power not particularly efficient the 3,4 not particularly. But absolutely perfectly to the Japanese-formed five-speed automatic Transachse is brought together, to which she connected. The transmission is unobtrusive sufficiently efficiently, over city, and relaxed during the cruises. It also unexciting completely. front and all-wheel 24bc drive are offered. Test was not äquinoktikum a front drive second lieutenant model and we out missed the partial time all wheel heading for system, or its additional expenses 97 zerstossen from the weight at all. Jumping over the all-wheel drive stores also somewhere between $1600 and $2000 dependent on other choice packages. And if äquinoktikum with the alternatively released 17-Zoll-Rädern is equipped and P235/60R-17 the Bridgestone rubber tire (ours were there), is it enough high and looks butch enough, in order to drive to a NRA meeting.
There is nothing, which is exciting over the way äquinoktikum reacts. The control is loaded well however relatively deaf and uncommunicative. The front MacPherson spreading and the back independent four-connection abolition soaks up impacts with maintaining that became the carrier, but the delimitations bringing in embarrassment are rather low and the rubber tires to howl, if you ask over for äquinoktikum, in order to behave itself like a sport car. Do not do in such a way. However compared to larger, full framework SUVs is, äquinoktikum go kart a real. It careens, where truck-created SUVs building timber and Pokes would result in a Hauptmassenkarambolage and years of the insurance from drillings in traffic, that, if a Tahoe tried to fill it, argues. It can be somewhat longer as an Honda pilot, but it is not that long or that far. Chevy determines for price äquinoktikum competitive and this saving shows above, where it frequently into the GR. Does to carriers, in the quality of the used materials. The inside is wonderfully flexibly great and roomy, but it also trimmed in plastics, which is, thus käsig qualifies it practically as milk product. The switches steer indistinctly, are the seats flat and and the instrument equipment seem hokey unsupportive. The slidegate valve of the transmission sits in the case, which hangs below the impact center, but the slots are not clear and they are not marked beside it - lit instead over it and is measured value, which seems cost counter intuitive them weirdly, indicates gear wheel position. Finally in posts are strong and obtrusive, so that the driver looks frequently a grey mass plastics instead of traffic on the periphery. Crumminess the Innerens readily obviously in our test carrier by one of the front wall sheet metals, that was formed was rejected raising and at its edge. That is inexcusable straight. In practically each way, excluded the materials used to design its inside which has Chevy in äquinoktikum, are a break-through; a crossover carrier, which obviously exactly mixes the best of its LKW-wie portions and Auto-wie structure in the right size of machine. It is an energizing machine into thus many ways for Chevrolet, and so fundamentally reasonably for the way people live that you interest nearly verwurzelndes in it. You would like to have really surveyed its errors and a quantity there Chevrolets not recently have been, which produced this kind of the inclination.

Suzuki SX4 Sedan

2007-09-04T10:33:00.000-07:00

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

2007-09-03T10:42:00.000-07:00

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

2007-09-03T10:29:00.000-07:00

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

2007-09-03T10:21:00.000-07:00

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

2007-09-03T10:10:00.000-07:00

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

2007-09-02T11:09:00.001-07:00

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

2007-09-02T10:48:00.000-07:00

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

2007-09-02T10:39:00.000-07:00

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.

2007-09-02T07:20:00.000-07:00

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

2007-09-02T06:57:00.000-07:00

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.

2008 Chrysler Sebring Touring - Comparison Tests.

2007-08-31T12:22:00.000-07:00

The new Sebring is a big guy, the largest of the group for nearly five inches in length. Compared to Sebring sedan, convertible into tail was stretched 3.2 inches. As a result of a genuinely useful trunk even with the top folded down the rear seats and is far roomiest. Sebring, it is painless this group, and we are impressed interior materials. We critically Chryslers for their years of Shiny-shining booth, it is clear plastic. But not here. The colors are subtle Audi, surfaces are gloss-free zones, and just when we thought we'd seen every grain pattern that man could hatch, Chrysler designers went abstract, forsaking imitation leather in favor of a simulated spatter effect. It really works. Indeed, the quality of interior materials easily tops the group. Taking all this into consideration, we rated the Sebring at the bottom of the class.
How come? This is our version of bazooms thing. Sebring is not fun at the dance. The tires melt away when you push through the turns. Skidpad influence peripheral 0.76 grams, compared with 0.83 for the best muscle here Mustang. A small V-6, 1.2-and 1.3-litre down to the other took 9.6 seconds to reach 60 mph, and the second half and had a quarter-mile than competing convertible. It wins on fuel economy, however.

In fact, the Sebring drives very well in resort wear mode (some call that normal driving). Guiding light to the touch, but the building just outside the center said steering angles. Brakes also pretty slowly, not wasted pedal movement. And the four-speed automatic has the right to go there when you need to get a little more speed ratio. Before buckets shaped for comfort, do not claim to the sport. Like any good instrument Sebring does not require human attention, as it goes about its work.
Extrapolation Gothic styling details Crossfire to full size car size was risky reception, and we believe that out of. Tin roof ridges on the hood reminiscent long ago hog sheds. But Chrysler credited to take additional steps to obtain hard roof right. She went to three sections, so you can stow in a small space than Pontiac two-piecer, thereby constitute luggage space, the upper refused in the main branch. Good date, but Sebring softtops suffer punishment than traditional ragtops because they repeatedly use the hard roof mechanism, which means that they use much more luggage space than traditional ragtops.

Sebring in softtop totally isolated, as the Mustang, but Chrysler is doing a better job, that smooth and light.

2008 Dodge Viper

2007-08-31T12:17:00.000-07:00

Now, Chevy Corvette Z06 comes with 505 litres. With. Where Vayper in Cachet? Looks alone can not sell the car in the segment, where speed matters that much. Dodge now fighting back, and shoot the hell Haymaker. Getting 600 million. With. You? Kind of like Andre the giant bear standing along, how to do so. We hope to see 90 times to penetrate a little deeper in the mid-threes (last boat we tested whether in 3.8 seconds), with a quarter-mile dropping consistently under twelve seconds, while last Vipers all danced around the low 12 second range.

Dodge has done so almost 20% increase in power cramming about 20% more air into the engine through enhanced nostril at the front end of the hood, which feeds new twin throttle bodies. For output, a variable valve timing helps to send more hot air. Duty, who believes that VVT came to dilute the nature of this beast, there is also a slight displacement increased to 8.4 litres, so that came in the V-10 remains the undisputed king of varietal America "more better" sledgehammer approach to government. But, as Spiderman Peter Parker himself learned from Uncle Ben, with great power comes great responsibility. Grenade is not your responsibility transfer; Responsibility is not personally against Wade utility pole or oncoming Freightliner.

Additional power transferred by the new dual-disc clutch, Dodge said that the proposed 18% reduction in rotational inertia, and hopefully lower-clutch pedal effort to go with him. Transfers increased, and more transfer and upgrading sensors to improve the quality changes. And there are new, more rapid action limited slip differential better down snake. But it does not really matter; Duties will remain severe, with all the delicious taste, a fusion power.

To duties in the long hood from melting, and that the 8.4 litre and 600 litre. With. hidden below, in the most glaring Dodge broke six vents in it. This is the hood, along with five new colors, including wild lemon yellow, a three-wheel choice is the "Michelin" Pilot Sport PS2 rubber, which are the other changes that accompany 90 million. With. incentive. So what about all those Blue Devil rumors Chevy?

MINI Cooper S.

2007-08-31T04:32:00.000-07:00

Driving:
At first glance, the Cooper S's 1.6-litre engine looks pretty plain. But aside from the fact the 175bhp unit appears weak on paper compared to many hot hatch rivals (and arguably doesn't sound that thrilling), it's a very impressive performer. The turbocharger spools up almost instantly, and with 260Nm to shift only 1,205kg, we weren't at all surprised that, at the track, the MINI proved rapid flat-out, and deeply impressive in our in-gear tests. 0-60mph took 6.7 seconds, and 50-70mph in 5th gear just 5.8 seconds. With pulling power peaking at only 1,700rpm, the Cooper S is never caught out on the road - not even a 2.5-litre turbo Ford Focus ST responds as quickly and eagerly. What's more, no rival can catch the British baby around town. Compact, nippy, responsive, easy to see out of and with a tight turning circle, it ran rings around the opposition. This ability to engage the driver in all situations is the MINI's key strength. The Cooper S wears its heart on its sleeve, so even though its chassis isn't as pure and sharp as, say, a Honda Civic Type R, the car is just as much fun over fast cross-country roads.

Marketplace:
Is the MINI a victim of its own success? Ask most drivers to choose a hardcore hot hatch and the Cooper S would be the last car they would point at. Cute retro bodywork, a trendy urban image and perky all-round appeal mean it has become a massive worldwide sales smash, so people tent to overlook the fact that it's also one of the most gifted driver's cars in its class. If you want your MINI to look truly sporting, though, you must specify the optional Chili pack - 17-inch wheels, lowered suspension and bi-xenon headlamps. They add such a sense of purpose, we think they're essential. Rivals include the usual hot hatches - Renaultsport Clio 197, Ford Focus ST, Honda Civic Type R, Volkswagen Golf GTI. Despite many models being bigger motors, the MINI remains talented enough to compete with them head-on.

Owning:
The MINI has such a unique ambience; the upright windscreen and A-pillars are a long way forward, you sit surprisingly low and we love the whole design strategy - the toggle switches, giant speedometer and round key are great. But this individuality can't disguise the faults. Our test model had more than £4,000 of options, yet was still sparsely equipped inside, the air-con controls are cheap and nasty and the CD player sticks out obtrusively. The centre console isn't particularly attractive. The cabin is small too. Although the rear chairs have Isofix mountings, even child seats will struggle to fit, and you can forget about slotting a buggy in the boot. The small supermini frame does hamper cruising ability at speed too, through noise levels are reasonably well contained and the ride is undoubtedly better damped than on the previous machine. MINI hasn't improved its pricing policy, though. A standard Cooper S has a miserly kit tally. But impressive fuel economy of well over 30mpg offsets this (and CO2 emissions are also just 164g/km), while retained values are superb.

Jaguar Losing its Own Name?!

2007-08-31T03:57:00.000-07:00

The word "Jaguar" will be excluded from the back car production in two or three years, the company's design boss confirmed.

Speaking at the end of June, he revealed the secret of XF to the media in London, Ian Callum's famous name happens. He even says on the trunk of the XF-will be launched next month Frankfurt Motor Show, but it flattened version of Jaguar icons big cats "Leeper."

"Eventually we will be called off and just leave Leeper," said Callum. " When people see XF they would not know what it is, so they will seek to pass. That is why we have left it, but as Leeper is the name is likely to produce cars in two or three years. "

Callum comments were embargoed until today.

As in the rear of the car, the replacement S-type at the beginning of next year-Callum spent explain interface. "We went through 30-odd models, and part of which was to find a new identity. We have gone through a new kind of our show cars, such as the RD6 and because of that we were happy to let it go."

Callum said XF in the grille to create something that Sir William Lyons can be cornered, moving from XJ6 in 1968.

"The car is primarily on the front grilles, as air, and we want to develop that," says the designer.

Callum described how some of the early sketches XF he started with four round headlights, as the current S-Type, but he is not planning ahead. After various changes, the same feature is still there, but in a more modern form of light cluster.

And Callum's nose XF was not one. "This styling that you can see more on Jaguar," he added.

2008 Nissan Xterra.

2007-08-31T03:52:00.000-07:00

The second generation Nissan back to basics average Xterra sports car made its debut in mid-2005, with the added interior room, goes styling and more power.

It is built on the border sensors and platform comes with the same basic 4.0-liter V-6 engine (although in this case the face is 261 litres. With. With 266 of the border) or lease six-speed manual or five-automatic gearbox.

Xterra 2008 offers three models - X, S, off-road, and SE. All four models are available in full power, and all of them off the road models have rear-wheel drive.

So Version Beefs up to standard X, S, and SE models. X editions add power windows / locks / mirrors, remote without key entry and cruise to their standard equipment. S models add step rails, cargo net, first aid kits, and the full power version, dive guards. Finally, the SE edition added to the Bluetooth standard, XM to wire (automatic models only), automatic dimming mirrors, and eight-speaker Rockford Fosgate stereo.

Standard safety equipment includes four-wheel anti-lock disc brakes with electronic brake distribution system, and provide assistance and monitoring DC; Patterns airbags are available optionally. Models with either of the two available four-wheel drive system is also available Active Brake Limited Slip function. As befits its mountainous nature, first aid kit included.

Interior includes an adjustable channel system in the cargo bay of bike racks and sport uniforms, and a total of 10 utility hooks. 60/40-split folding rear seat, folding front passenger seat, double-glovebox, and a large center console add the total value of the car.

Prices for 2008 Xterra from $ 21,130 for the Xterra 4x2 X with six speed manual transmission, and up to $ 27,330 Four of the Xterra off-road model with five-automatic gearbox Standard Hill descent control and assisting Start Assist.

2009 Audi A4

2007-08-31T03:51:00.000-07:00

Similarly, a 2008 A4 dealers to the United States, Audi has announced details of its forthcoming A4, which will come to these shores as a 2009 model, until September its official debut at the upcoming Frankfurt motor show.

In doing so primarily to the next A4, it immediately clear that the Ingolstadt Automaker Munich 's BMW tied in the crosshairs.

Of the new A4 has a front design, which instantly recognizable as Audi, but also on the side and back angles, we see similarities with the BMW 3 series in the original photographs, which Audi issued. We will give you a final verdict in the near future, when we see in the flesh. On the positive side, it should be noted that the new A4 design seems to be escalating high waist direct wars happening for many years. Xenon headlamps are available in a daytime driving lights, which include 14 LED-type, with the leading brand sports car R8.

A4 has some re in the recent past, but this is different, as it receives new proportions, and some major changes in the mechanical layout. In all, the new sedan is about five inches longer and two inches wider than the model it replaces, but that does not speak for the new coupe-like roofline and a notably shorter front overhang, matched with a longer hood and wheelbase - the Some of the significant changes in motor sport sedan format. Audi has swapped the positions of the clutch and differential (or torque converter), so as to move the front axle forward by a surprising 6.1 inches, in turn bringing the engine a bit behind the front axle. As a result of significantly improved weight distribution; Audi claims, which is a dynamic way of conduct.

A4 will initially be launched in the international range of five engines. At the top of the range will be 3.2 FSI, in 265 litres. With. A4 and capable to 62 miles per hour in 6.2 seconds with the standard six-speed manual gearbox and a Quattro. The engine can also be fraught with six speed Tiptronic automatic. Moreover, Audi says that the new 3.2-litre fuel is more efficient than the 255 litres. With. the engine it replaces. In Europe, the base engine is 1.8 TFSI, 160 litres. With. , And the base system in the United States is likely to remain What is 2.0 T. In Europe, diesel TDI also be offered in the movement 2,7 and 3 , 0 litres.

The quattro system to be offered across the line bears some similarities to the performance-oriented system used recently in the sportiest variants, it has a normal 40/60 front / rear torque split, plus a self-locking center differential that helps send more power where necessary, and is best suited for active driving. Gasoline V-6 and 3.0 TDI Quattro are standard, although it will be available to other engines.

Audi kept hydraulic steering system instead of electric, but it was redesigned to make it more useful, using only liquid steering required. In addition, the new Audi dynamic management system, which uses concentric-shaft steering more direct ratio to the size of aid increases. Steering systems closely network with ESP stability of the system and could make a minor corrective action if necessary to regain control.

To comply with the chassis change, a new program called Drive Audi Select electronic changes characteristic responses to the engine, transmission, steering and suspension damping depending on what the driver selects - Comfort, Auto, or dynamic. The function is used for moistening when equipped with optional new damping system, which can change the settings individually for each wheel. The new generation of ESP intervenes more smoothly with "judder" and now "temporary" anti-slip off certain functions, such as when driving in snow.

Inside the cabin, the A4 remains, as a front in the form of the instrument panel, wrap around the driver, as well as a wide center console controller for Audi in the MMI (multimedia interface), to be offered through the line. All include a 6.5-inch screen in the dash and what is called the MMI Basic; Models include Audi Music interface and digital TV tuner. Bang and Olufsen audio system with ten channel, 505 watt and 14 speakers at the top of the range. Several other major elements of a luxury car will be offered, including parking rearview camera system, control system, and in "helping hand" radar blind spot warning system. Radar through operational speed brake Guard, the opportunities that are still missing from the car of this size and price category, will also be optional on A4.

2008 Land Rover Range Rover Sport.

2007-08-31T03:48:00.000-07:00

Land Rover sport sports car, Range Rover sport-utility to the service marks, in 2006. Last year, Land Rover added HST version, which added electric sunroof, electronic active locking rear differential and information in popular ATU.

In 2008, the sport returned without any mechanical changes. New power-folding outside mirrors are included, along with eight power passenger seat forward, and power steering wheel adjustment. Some console trim obtain samples of new paint, and GU- HSE leather door inserts were restyled. And customers who have chosen to receive Supercharged edition choice of wood inside the treatment of skin and optional 20-inch wheels.

Sports GU- HSE will still work on 4.4-liter V-12, which creates a 300 litres. With. , and 315 pounds-feet of torque. Supercharged 4.2-liter version to generate 390 horsepower and 410 lb-ft of torque. This engine will be the car to 60 mph in 7.2 seconds.

Both versions go to a fully independent auto equalize pressure air suspension, with standard anti-lock disc brakes, which include electronic brake distribution system and assistance. Also included stability control, Hill and their active Roll Mitigation, which helps stabilize the car in a major transaction processing. Terrain Response System, which made its debut in 2005 as more standard. This allows the driver to adjust the car electronic traction control and benefits, taking into account a variety of road conditions.

Volvo cars to suggest coffee breaks

2007-08-31T03:46:00.000-07:00

The Volvo brand has long been associated with safety, something the company will continue by offering a new range of safety equipment for the S80, XC70, and V70 later this year. Among the changes will be a revised Collision Warning with Auto Brake–which automatically activates the brakes if the driver doesn't react to the warnings–a Lane Departure Warning and Driver Alert Control.

The Driver Alert Control and Lane Departure Warning will be part of the same option package, called the Driver Alert System. Working together, the system detects when the car is veering too much and suggests that the driver should take a break. This technology is a world-first for a passenger car.

"Real life safety is the key to our safety philosophy. When it comes to preventive safety, we have the same approach as when we develop protective systems. In other words that our research and technical development focus on areas where new technology can create significant results in real-life-traffic," says Ingrid Skogsmo, Director of the Volvo Cars Safety Center.

Studies show that up to 90% of all traffic accidents are caused by driver distraction.

2008 Saturn Vue.

2007-08-29T08:13:00.000-07:00

The world of compact crossover has been divided for some time into two parts : Honda CR-V and Toyota RAV4 in half, and the rest in another. This does not mean that they are always the biggest sellers in their segment, although this is usually the case, but if it is shopping for a "cute ATU, you can often guarantee that Toyota and Honda are on the list.

It is with this in mind that it is remarkable that one of the strongest competitors to come in some time plate thus far is prevaricating. 2008 Saturn Vue completely redesigned, and a quantum leap over the original, that we are a little surprised that GM has decided to retain the title.

Forget everything you knew about the Vue, Dumpy forms of ill-fitting plastic body panels. 2008 Vue is based on the European model of Opel Antera called. It varies slightly inside and, mostly to accommodate the Saturn badge on the external and internal standard American GM switchgear. Vouets is the first of a new line of truly global products from General Motors. The basic platform will eventually replace the Chevrolet Equinox and Pontiac lahar (Hooray!) , And most of the work was the difference between GM North America, Europe and Korea Divisions.

The new Vue brings some points in the table. First is the style. Inside and outside, is a little misleading "ATU. Of course fender openings little more, but they at least can boast to your friends that your Saturn looks like a Land Rover. The second is power. The available 3.6-liter V-6 engine and its accompanying six-automatic gearbox really as good as any similar cars from any other manufacturer can name. Finally, out. Yes GM stumbling block Vue is all legs forward with excellent interior space and several complaints were found.

It is too early to say if the production of Saturn vehicles passed us will be identical to the consumer, and although we were generally impressed by a few rough edges on our test machine. If the edges filed smooth by the time consumers get their mitts models, we guess they will be very happy that they find.

2007 Cadillac Escalade

2007-08-29T08:09:00.001-07:00

After a day of driving 2007 Cadillac Escalade in San Diego, GM public relations executive handed me the keys to the black-on-black model both houses about 200 miles, with the Caddy back early next morning. While sailing along the I-5 through Camp Pendleton, "Slade hanging on the passing lane with blue lighting speedometer needle recording about 80 miles per hour, the two words were pounding a Bose sound system. Big pimpin 'indeed.

Let things right word - I, Bolding white guy in my early 30 th with sticks in the Northeast is not a Jay Z target demographic, to the extent that I write to the Big Pimpin 'to determine the lyrics. But driving Cadillac that I was a man ... or so bombs ... or something. More than 400 litres. with. , 22-inch chrome discs, and the knowledge that each of the CEO in rich NBA stars chose this card as well all of this adds a certain something driving experience.

Maybe this style, which is impressive sales, maybe the snowball effect after Hollywood superstar was first observed in one or perhaps only possible buyers interested in Cadillacs again. Whatever the reason, a rarity Escalade, GM success, and the updated 2007 model, of course, keep the momentum going, so much so that stickers for the same price in 2006 trucks. Those responsible for the Escalade's popularity, buying something over 50,000 dollars, are as diverse as they come. You see exactly the same black and chrome Escalade motion around your impasse at the 60-year-old executive moving along Sunset Boulevard with someone known for these deeply tinted windows. Or maybe it's just a regular guy who just borrowing it at night. Despite this, there is as big pimpin 'in the 2007 Cadillac Escalade, a ride that gives surprising level of detail, strong powertrain, the long list of functions, and proud amid Cadillac crest.

2002 GMC Sierra

2007-08-29T08:04:00.001-07:00

Big power, big load, large capacity and pulling.

General Motors is currently the leader in heavy pickups. GMC Sierra and Chevrolet Silverado heavy-duty trucks are more powerful and more comfortable than any heavy trucks in history. They ride more smoothly and feel better than the current heavy-duty trucks from Ford and Dodge.

Completely renovated and redesigned in 2001, GMC Sierra lines mechanically almost identical Chevy Silverado line. However, there are some key differences. Sierra more stylish. Delivered as a "professional class" truck GMCs offer more features, more technology, more luxury, and then Chevys.

These trucks can move mountains. GM said 3500 series had full power heftiest vehicle weight rating and the highest gross combined weight rating available.

Walkaround

GMC Sierra Leone more stylish than in the Chevy Silverado, and we feel more attractive. Sierra HD shares key design features of ordinary small model, but there are differences : Sierra HD is high, and so, for two inches. He also hoped to increase, and this in a broader direction. Its broad a fender flares and muscular bumper give it a GMC encourages professional class. In 2002, it took Serra Tailgate passes.

GMC centre port is chromed grille and sends a large number of air hood. One of the Wraparound composite headlamps give Serra looser, aerodynamic appearance. In general, the body smoother and more fluid than before.

Soon the new 2003 Sierra so bold design.

Interior Specifications

The front seats are comfortable and supportive. SLE is well equipped with convenience features and beautiful fabrics. SLT comes swathed in leather and felt luxurious, as increased Yukon XL.

Crew Cab offers Square rear seats are comfortable for two adults to three. Down folding rear seat reveals a large flat cargo area. This area is divine, whether hauling a large dog or do not want to be subjected to the elements or others. Places 60/40 split for maximum usefulness.

The new Sierra 2002 models of full-length feature specially designed consoles, from the dashboard of the back of the front seats. In the center console in front of the camera, providing a hidden storage of personal digital assistants, cellular telephones, and two auxiliary power points accuse them. It also provides record-keeping for small objects such as maps, gloves or CDs. It is oversized Big Gulp cupholder and second cupholder temperature than keep drinks hot or cold when the ignition is turned on. The centre console added seven quarts of electrical installations, provided that can keep drinks and food cold or warm. Cooler directly contradicts off the battery and provides food, even when off off. center console can be easily converted for hanging folders. Two outlets ions rear console useful for charging the battery for power. There are also rear storage offers two cubic feet of storage space for tools such as rotary hammers and saws. Small container is mounting and other small items. Console and storage sites can be blocked.

Driving impressions

We drove Sierra 3500 Crew Cab duallie for two weeks and it was a miracle of power, comfort, and payload capability. It was easy to move parts of the house from Maryland to Virginia, and a brief transition garage full of things around Williamsburg. It was clearly underwhelmed this small but very handy when mother-in-law to dinner.

Ride quality than the best of currently available duallies from Ford and Dodge. Handling is surprisingly good for such a big truck. It covers real estate quickly as Interstate or back on the winding roads. Hydroformed front frame gives him extraordinary toughness, which allowed GM engineers customize the suspension better for improving smooth progress and manageability. Front torsion bar suspensions of strength.

Four-wheel disc brakes stop the reduced distance and give the driver solid pedal opinion, significant improvements in GM's previous generation of trucks. Most front rotors, larger brake pads, linings enhanced stopping power and longer pad life. Dynamic rear proportioning reduces stopping distances of the front and rear brake errors tires with the best grip.

Base engine is Vortec 6000 6.0-litre V8 (366 cubic inches), which is 300 litres. With. , and 360 pounds feet of torque at 4,000 revolutions per minute. Introduced in 1999, it's designed for 200,000 miles lifetime of 10,000 miles an oil change intervals. Its aluminum cylinder head is similar to that of N. Corvette. It comes with a choice of five-speed manual power and GM 4L80-E four-speed electronically controlled automatic, which comes on the extended cab, and crew cab models. Four-speed automatic features Tow / Haul mode.

Big Vortec 8100 V8 provides 455 pounds-feet of maximum torque at 3200 revolutions per minute. Torque is that the forces that the truck from the line, and this 8.1-liter, 496 cubic-inch V8 glass in it. It generates 400 lbs.-ft. at 1600 revolutions per minute. Do not expect neck, I can speed up, though. Faster acceleration of work in tow in goal. And that very well. Introduced last year, a 8.1 litre V8 replaces GM's 7.4-litre V8. It has expanded opportunities, such as engine oil for the life and emergency evacuation mode. The gas engine to $ 850 USA version.

The new Duramax 6600 diesel is smooth, quiet and strong. He punched in a remarkable 520 lbs.-ft. torque only at 1800 revolutions per minute. GM Duramax diesel engine built in Moraine, Ohio, but was developed with Isuzu, one of the world's largest manufacturers of diesel engines. The new 6.6-liter Duramax improves fuel economy than the old 6.5-liter diesel GM replace him. Duramax is for 200,000 miles lifetime, according to GM engineers, and for ease of maintenance. Half of heavy trucks, cars are sold with diesel engines. Diesel adds U.S. 4810.

Duramax Vortec 8100, and offer a choice ZF six-speed manual or optional Allison 1000 five-speed automatic (1200). Both have close coupling ratio, which provides exceptional start to climb the hill and towing capacity and the economy. Their powerful components stronger than those typically found in a truck transmissions, providing strength and durability.

ZF six-speed manual easily moved and completely synchronized in all transfers of double cone synchronizers in the second and third. A convenient shift pattern allows the shift lever to be moved forward for reverse and back straight for first, making it easier to maneuver quickly in tight spaces. The second device works well for the take-off because of the pressure; First creeper gear.

As good as the six-speed manual is, the optional automatic five-speed Allison is one of the most impressive features of these trucks. We strongly recommend it for its response activities. Available for the Vortec 8100 Duramax engines and Allison designed to last 200,000 miles; GM engineers said it was "more deliberate", which is heavier duty than necessary. But it is also subtle and keeps in close contact with the driver, and engine with full electronic control. It adjusts the changes under driving style. Tow / Haul mode of the device is transferring more hunting and reduce heat. This transfer of feelings when a truck going down feelings when driver is applying the brakes and transmissions, reducing brake wear. This class braking feature; Only touch the brake pedal when the truck left the class. In practical terms, Allison transmission is designed to facilitate the authorities will take off (PTO) accessories. He Transmission crisply when the truck is coming to an end. Duramax and Allison combination does not come cheap, however.

GM said heavy pickups to maximize PEVTS for towing and higher GCVW to pull in business. Payloads range from 3,321 pounds for the 2500HD Crew Cab four-wheel drive for 5753 to 3500 pounds for normal electric drive wheels at 2. Two-wheel drive models and small taxis offer greater payload. Heavy-duty trailering version adds adapter, which allows for four and seven to trailer-use connection.

Both Vortec 8100 gas and diesel Duramax 6600 to tow trailers up to 12,000 pounds. We removed a 7000-pound trailer (two horses at the same time axis bags full value) in 2500HD with the Duramax diesel and Allison transmission. Attached through (Rees) Class III loading smoothly rig was stable, easy to manage. As the fifth wheel settings, trailering growth potential astounding 15,800 pounds maximum.

The 4-wheel drive trucks to shift on-the-fly transfer case. Using floor mounted Shifter, he moved immediately to the 4-wheel drive at 40 miles per hour.

"Heavy duty" is a good description 2500HD and 3500 trucks, all their equipment beefier than in the 1500 and 2500 light pickups. Front tow hooks are standard.

Composition

Heavy Sierra pickups as a whole is divided into a series of HD 2500 and 3500 series.

To understand the data, it helps to speak the language : "Half-ton", "car" and "one ton" become obsolete because of modern freight much more than 1000-2000 pounds. However, we still tend to use those terms. Sierra 1500 series are the so-called half tons trucks. Curiously, it is possible misconception GMC sells small-truck series in 2500, which we refer to as half of the truck, because it is based on the 1500 series. (See separate review newcartestdrive.com Serra 1500 and 2500 light trucks.)

2500HD pickups are what we usually call the car trucks. All GMC 2500HD trucks with a rear wheel. Their suspension and chassis heavier than light duty design series 2500 models; There are two different 2500HD raised in the hood.

3500-series trucks with dual rear wheels; these so-called one-ton trucks are called "duallies."

Conventional electric extended cab and crew cab body is 6.5 feet shorter bed or 8 feet long beds. Wheelbases of 133, 143.5, 153.0, 157.5 and 167 cm in length at the 2500 HD pickups; Wheelbases are available in 133, 157.5, 161.5 and 167.5 cm in 3500 duallies.

Three trim levels are offered : SL, well-equipped SLE and SLT skin.

Engine choices : 6.0-liter Vortec V8, 8.1-liter Vortec V8, 6.6-liter Duramax Turbo Diesel.

No less important is the transfer of choices : five-speed manual or four speed automatic for the Vortec 6.0-liter; Six-speed manual or an exciting new Allison five-speed automatic for the Vortec 8100 or Duramax 6600. And, of course, two-wheel and four-wheel drive are available.

In 2002, the GMC Sierra added two new Professional models; They sent in an expanded cab short box trucks and are available in 2-wheel drive and 4-wheel drive.

BMW New High-Spec 3-Series M Sport package

2007-08-29T00:09:00.001-07:00

BMW has launched a new M Sport package for the new 3-Series coupe and convertible. Suggested options for all engines M sports cars come with a package of options, as compared to the standard SE model.

Despite our objections BMW M using their names, only a sports model, the company disappeared, and showed its last three series M cars in any sport Spec.

M Aerodynamic body styling package gives the car Sporter look, but Sport stiffer suspension, and 15 mm below, provides a more focused setting ticket.

All models come with 18-inch M says stars alloy wheels as standard otherwise called 19-inch M Double said light alloy wheels as an alternative. High-gloss Shadow Line finish outside the window surrounds as standard features.

Inside every M Sport models feature Sport seats upholstered blue cloth Shadow Alcantara, Individual anthracite Headlining, M doorsill appointment of graduates and short-shift M gearlever with perforated leather Gaither and manual lever. In summer, aluminum interior trim, and M leather steering wheel complete package.

M Sport models traditionally popular choice for BMW buyers. In six cylinder engines 3 Series Coupe Convertible Type models and account for more than three quarters of all sales. The introduction of the latest generation sports model is expected to maintain this ratio.

M sports car models available in a choice of four metallic colors (Titanium Silver, Black Sapphire, Le Mans Blue, Sparkling Graphite), and two non-metallic colours (Alpine White, Crimson Red).

Porsche 997 Turbo Cabrio

2007-08-29T00:05:00.001-07:00

This official : New Porsche Turbo Cabrio will be presented to the public on Sept. 8, 2007. 997 Turbo Cabrio is the third generation in the upper range, convertible from Stuttgart. Drive the same used in the turbo coupè : 3.6 litre, flat six bilateral turbocharged with variable geometry turbine, packaging 480 / 620 Nm (time can be briefly strengthened to 680 Nm).

Performance figures, like his brothers, coupè : maximum speed of 310 km / h, the acceleration of 0-100 km / h takes only 4.0 seconds (3.8 with the Tiptronic S automatic transmission). Average consumption in accordance with the Porsche of 12.9 l/100 km, but it is pointless for a car of this kind.

Porsche engineers seem to have managed well to the weight down. Turbo Cabriois only 70 kg heavier than the Turbo coupè (structural reinforcements, rollover protection, etc.). Three layer Capote can be opened or closed for about 20 seconds, with a fully automatic mechanism. Rear spoiler goes at speeds in excess of 120 km / h and 30 mm higher than coupè.

Alfa Romeo Picchio Daytona Prototype.

2007-08-29T00:01:00.000-07:00

Italian manufacturer of racing cars Pikko develops Grand Am racing car with the body through the Alfa Romeo 8C Competizione.

Picchio completed the first justification of its new Daytona Prototype, and is going to establish its own developed Grand-Am tubular chassis requirements, based on Alfa Romeo 8C Competizione.

The car is set up in Europe only Grand-Am certified manufacturer to fill the anticipated demand for the new rules in the race series, which allow race car body to be adapted to match engine supplier styling. In other words, if it works Alfa power, it can and should look like Alpha.

In anticipation of Alfa Romeo homologating their new V8 engine for the racing Pikko changed his DR2 racing chassis-engine and the body has adapted to mirror styling roadgoing 8C coupe competition. As a result of a beautiful concept, we hope to see in the race direction in the near future. As is the case with Alfa Romeo own impending re-emergence on the market of the United States, yet this car just to keep our hearts racing.

Picchio makes racing cars and at the same time the supply of technical assistance directly to their customers Racetrack during competitions.

In addition, the company produces manual and its own high-GT road vehicles produced in small series of unique designs and sells directly to end private clients.

Model number includes sports prototype racing cars in accordance with the rules and FIA closed cab racing cars under the Grand-Am Championship and the (Daytona Prototype).

The production of 50 vehicles per year, divided in road racing and GT cars.

Picchio is 3200 m building in Ancarno near Teramo (Central Italy).

2007 Dodge Demon Roadster Concept

2007-08-28T22:21:00.000-07:00

Chrysler will show a new Dodge Roadster concept called "Demon at the Geneva Motor Show in March. The car is designed to compete with the popular Pontiac Solstice and the Saturn Sky, and the Mazda MX-5.

"While the icons Dodge Viper is a dream for many car Dodge Demon for the achievable dream car," said Chung Jae-Dodge Demon Principal Exterior Designer, Chrysler Group. "The external design of a simple, but very brave, strong, equipped with a combination of curves and intersecting planes."

Energy comes from 172 million. With. 2.4 liter engine, offering peak torque to 165 pound-feet. Six speed manual directs energy to the rear wheels. Weight estimated 2,600 pounds. Dodge officials argue that the SRT version may also be offered with 300 litres. With. four-cylinder with Dodge Caliber SRT-4.

Mercedes S-Class - soon a Bluetec version.

2007-08-28T22:17:00.000-07:00

Auto Motor und Sport says that the next Frankfurt Motor Show Mercedes-Benz will show saturated effective option S-Class with consumption of 6.6 liters/100 km (15 km / l).

In person, 4-cylinder, "cheap" version of S-Class to be an unacceptable risk for the image of Mercedes-Benz, but shortcomings should be more balanced green kudos that this model will be. This S-class should primarily be Bluetec version 2.2-litre CDI engine with dual stage bilateral turbocharger, which should result in maximum power 204 PS. The machine should be combined with mild hybrid system, which was not yet known. Bluetec S-Classs probably already Euro6 requirements.

Drawing the attention of readers is likely to be observed, "magical" number of 204 litres. With. : BMW and Audi have announced 2-litre engines with the same capacity (BMW with two stage turbocharging, which will debut on the 123d, Audi with a turbo machine seen at the Cross Coupè Quattro Concept).

Honda delays introduction of Li-ion batteries for Accord

2007-08-28T22:15:00.000-07:00

When it comes to (hopefully coming in 2010) Focus Volt, Bob Lutz has repeatedly stated that he expects the battery persons to Ford in the battery, which is the challenge, seeing as the car show is based on a technology that does not exist. Ford not only those problems with the battery-Honda has pushed back the introduction of lithium ion batteries in the next generation of the agreement, saying that they are not ready to be put in cars because of security problems. There are independent companies that are installing Budget holds a vlyayuschi- lithium battery packs in the car and a staggering results. Honda, however, in light of corporate obligations and recalled the end, simply can not afford the risk that there will be huge black eye, if the following suffered from hasty agreement that direction.

2008 Volkswagen Golf BlueMotion

2007-08-28T22:07:00.000-07:00

Volkswagen is using September’s Frankfurt auto show to reassert its stature as a maker of efficient diesels in Europe. The new Golf BlueMotion will be one of six models with the environmentally friendly powerplant (the other five have not been disclosed).

The Golf BlueMotion will get 52 mpg, VW claims, an improvement on the already enviable 46 mpg of the outgoing model. The automaker says the compact car can go almost 750 miles on a 14.5-gallon tank of gas. Those wanting to do their part to save the planet can also feel good about the reduction in carbon-dioxide emissions.

The Golf BlueMotion is slated to go on sale at the end of the year in Germany, joining the Polo, Passat, and Passat Variant wagon with the clean-diesel technology. The BlueMotion label means it is the most efficient model in the series.

VW of America officials tell us BlueMotion is a European thing and is not legal here in the States, where the automaker has its own clean-diesel technology set to bow on the 2008 Jetta TDI next spring. With a new 2.0-liter four-cylinder making 140 horsepower and 236 pound-feet of torque, and either a six-speed manual or DSG automated manual, the 2008 Jetta TDI will be cleared for sale in all 50 states, as opposed to 45 states for all diesels currently on sale and some coming in the next few years. “Our downstream exhaust treatment is absolutely different [from that of the European-spec BlueMotion],” a VW spokesman tells us.

2009 Artega GT

2007-08-28T21:56:00.001-07:00

Yes, there’s a little Porsche Cayman there, and the Artega GT does have a 3.6-liter Volkswagen-sourced V-6 engine, so there is sort of a link to the family. But the styling, penned by Henrik Fisker, is cleaner than a Cayman. Fisker is, after all, the man responsible for much of the current look of the Aston Martin portfolio. Hardy Essig, a former Porsche engineer, helped develop the drivetrain.

Performance, though, should not be that far removed from the Cayman S, if indeed the Artega GT comes in with the rumored 300 horsepower and a top speed in excess of 160 mph. Price is expected to be just under $100,000. Production, limited to 500 a year, is supposed to begin late in 2007, with sales starting in mid-2008. No word on whether there’s a U.S. importer waiting in the wings. The Artega GT is smaller and less luxury oriented than past Fisker designs, such as the Tramonto and Latigo CS (based on the Mercedes-Benz SL-class and BMW 6-series, respectively). This car represents a departure for the coachbuilder, but a decidedly successful one.

More details on Honda’s next generation A-VTEC.

2007-08-28T21:50:00.000-07:00

When Honda released information on the development of Advanced VTEC (A-VTEC) system in September, we look forward to how the new system will be used in the next generation of Acuras and Hondas. Systems will increase torque, power and fuel economy, while sexual less emissions. Good things all.

The new patent was registered in the United States Patent and Trademark Office, which apparently is the new city system from Advanced Honda entitled "Variable valve actuating device." Position temple city site claims the new technology will constantly change or repeal of valves, like BMW innovative Valvetronic, rather than using a graded changes as the VTEC and i-VTEC used.

Technology can be applied to both SOHC and DOHC engine and the elimination of losses and slip full control of lift and duration, as described in the patent means that Honda claims double-digit gains in fuel economy compared with Honda engines believable.

A-VTEC is expected to debut in the 2008 model agreement and should appear in the four-cylinder and V6 versions. Benefits system to improve the city-most power with a decent Ekonomklass time and fuel economy, all using simple and easy SOHC engine.

Outlaw biker on Yamaha R1 posts video on YouTube and gets busted.

2007-08-28T21:47:00.000-07:00

Biker who filmed himself at the speed of 100mph is likely to be prosecuted after he posted the video on YouTube. Jeremy Parrott, 37, it was easy to identify because he filmed himself leaving his office before racing through 30mph residential area. Camera glass for his 180mph Yamaha R1 shows him pulling Wheelies and roaring past the school and residential development.

Jeremy was arrested man he was when he was the person to watch video online and found action! The driver in the message posted on YouTube, unfortunately I am one of the cars he stood that day, the most phenomenal speed, and pulling wheel. I did not see him until he was on my side, it was very close, and the slightest shift in right on my part and be bit raw. "The video was handed over to the police and now the file as evidence.

What morality story? If you are going after a viewer violation of the law, make sure that the home address is not included. No, that's not it. How about this : "Do not go 100 miles per hour on the street in the first place. Take it trackday is legal.

2008 Ford Shelby GT Convertible

2007-08-15T04:10:00.000-07:00

Ford rustles up another Mustang.
Say howdy to the Shelby GT convertible.

BY ERIK JOHNSON,

Stop the servers! Batten down the hatches! Cover grandma’s ears —
we’ve got breaking news so big, we wouldn’t be surprised if this event
is the fulcrum on which the apocalypse will finally turn!

Ford is releasing another Mustang variant!

To be honest, we’re as shocked as you are. In the wake of the several
thousand new and unique Mustang trims Ford has released in the
past few weeks, who would have expected another? Yet here it is:
the 2008 Ford Shelby GT convertible. That’s right, the Shelby GT
coupe — which is based on the Shelby GT-H Hertz rental car,
which is based on the regular Mustang GT, which is based on the
regular Mustang — is losing its lid.

Ford says it will aim to limit production of the new droptop to just
2300 units, although that number surely can be revised upward
if demand warrants. Like the coupe on which it’s based, the Shelby GT
convertible is hopped up from a more pedestrian Mustang GT
convertible through the use of a number of Ford Racing bolt-ons.

2007 Jaguar XKR convertible

2007-08-15T04:00:00.000-07:00

Test-driving cars leads to lots of time on the road. And it's amazing what you see.

Americans live, eat and sleep with their automobiles, and many, who otherwise are fine folks,
act like complete imbeciles behind the wheel.

Some drivers want to use their cars to take out their daily frustrations on complete strangers.
Some simply fail to realize that anyone else is around. You've seen them: the inconsiderate
cruiser driving 10 mph below the speed limit. Or the cell phone blabbing, Big Mac-eating
dolt trying to shave and read his Blackberry while changing lanes. These people are
hazardous to themselves and, more importantly, to me.

It's no wonder road rage is a national phenomenon. Spend a few days on the road and
watch your fuse shrivel to subcompact proportions.

Enter the 2007 Jaguar XKR convertible: The panacea for angry driving everywhere.

Behind the wheel of this beautiful machine, other people's annoying driving idiosyncrasies
wash over you as gently as the morning sun. I tested the XKR convertible for a week
during Detroit's recent heat wave and never felt the powerful urge to exact revenge on
overly aggressive or inconsiderate motorists. Instead, I would just turn up the stereo and smile.
I'm in a Jag, life is beautiful; go ahead, cut me off. I'll pass you soon enough.

Just approaching the redesigned XKR convertible in a parking lot gives you butterflies.
This car collects a crowd. People walk around it, agape at its broad stance and long lines.
And unlike other test vehicles I've driven, most of the admiring comments came from women.

After sharing that bit of information with my wife, she decided to ride with me in the $96,000
frost blue soft-top convertible the rest of the week. Good thing there wasn't anyone else
with us, as the 2+2 convertible couldn't fit them in the back. The second row might
handle a box or two but not full-sized people.

Nothing to grouse over though, because from the driver's perspective, who cares who or
what's trying to squeeze in the back. I'm not.

Carefree convertible

The new XKR convertible carries all the sophistication of its coupe sibling, but with a
more carefree attitude. Its wide stance draws the car's body along strong horizontal lines,
a design cue often used to induce tranquility and suggest strength. Its thin oval mesh
grille and bigger intake below the bumper stretch the car's width.
It looks more posh than powerful.

The narrow headlights and fog lights pushed nearly around the corners of the sloping
front end add to the XKR's dramatic styling.

Its well-proportioned profile is even more spectacular. A long front end hints at the
car's powerful Eaton supercharger under the hood. Its flowing profile is broken only
by the vertical trim piece, which includes a turn indicator, behind the front wheel.

While many convertibles have large rear ends to accommodate their fold-up tops,
the XKR's back side remains sleek and includes four exhaust tips and a tasteful
rear spoiler at the top of the trunk. It's an understated beauty.

Surrounded by luxury

From the driver's seat, the XKR convertible feels just as luxurious. My test car,
which included the $2,100 optional luxury package, had a leather-trimmed instrument
panel and 16-way adjustable leather power seats. The controls were on the door
instead of near the floor on the side.

Actually, the number of choices for the seat and power-adjusted steering wheel
can make finding the perfect position difficult. The three memory settings,
which include side mirror positions, help avoid losing that exact position.

Once you find the perfect seating position, staying calm on the road is easy.
Every amenity is at your finger tips. Excellent fit and finish surrounds you.
The burl walnut veneer-finished trim helps set a relaxing mood. Everything from the
leather-wrapped steering wheel to the heated seats adds to the solace.

I had only a few quibbles with the XKR's cabin. When the top is down, the optional
navigation screen can be difficult to read because of the sun's glare. And with the
top up, I could hear a slight whiny whirl from the wind. Other luxury convertibles
I've tested were quieter with their tops sealed shut.

However, those are minor when looking at the XKR's total package.

Brawn matches beauty

If this were merely a trophy car, all beauty and no brawn, it might not be worth its price
tag. But the XKR's performance matches its stellar looks.

The 4.2-liter 420-horsepower supercharged engine allows this British beast to blast most
cars off the road while maintaining an extraordinarily smooth ride. Even with a zero-to-60
acceleration under five seconds, the car remains extremely agile and smooth on the road.

Its Computer Active Technology Suspension actively adjusts the car's dampening
system to maintain a balance between the car's power and handling. Push the envelope
and the ride becomes stiffer; stay calm and it remains mellow. It also includes a
Dynamic Stability Control with traction control to set the car's suspension for different rides.

The XKR rips through tight corners with little body roll and good handling. Its optional
20-inch tires stick to the road and let you push this car's performance. In most cases,
it'll be more car than you'll ever need -- exactly the point of a thoroughbred. Its steering
is clean and precise, whether topping local speed limits or whipping the car through
a left turn.

Staying calm, cool and collected on the highway is easy when you know your car's
capabilities. There's something reassuring when you spy that truck bearing down in
your mirror, deciding it won't let you merge, even though your lane is about to end.
The XKR instills the confidence needed to kick in the supercharger and blast into
your rightful position. No anger, no finger pointing, just driving.

The XKR convertible uses little touches of technology to enhance the driving experience.
The Xenon high intensity headlights with automatic leveling and cornering lights provide
more illumination on the side as you turn the wheel. These things may not sound like
much, but once you use them, you've gotta' have them.

The XKR convertible sets higher standards for luxurious sports coupes. It's the kind
of vehicle that makes it tough to stay mad once you're behind the wheel. That's
something American roads could use a little more of: calm drivers willing to let
bygones be bygones.

While everyone won't be able to throw down nearly $100,000 for one, if they did, they'd
certainly drive with a little more care and consideration.

As the best part of this vehicle is not racing it, it's being seen in it.

BMW M3.

2007-08-11T14:55:00.000-07:00

Driving
The M3 packs the first-ever V8 in a full production M3. Peak torque arrives from 3,900rpm, which results in a wonderful gutsy surge of power throughout the rev range. The motor delivers 414bhp, and provides seriously impressive acceleration at the test track – accompanied by a glorious eight-cylinder soundtrack. However, once you push it beyond 6,000rpm, the BMW takes on a more mechanical and manic character, and there is a final burst of performance to the 8,400rpm red line. The M3’s extreme feel becomes even more apparent when you press the Power button, which sharpens throttle response (but, unlike the M5, delivers no extra power). Similarly, the stability control system can be adjusted by the driver. However, thanks to the hi-tech ‘M Diff’ limited slip differential, the M3 delivers sufficient dry-road mechanical traction to render electronic intervention unnecessary. The steering attracts criticism, though. While it’s sharp and very precise (drivers can engage a Sport mode to enhance this), it feels remote. We have a similar complaint with the active dampers, which are optional on the BMW. When set at their stiffest in Sport mode, body roll and dive is all but eliminated, and the M3 corners incisively as a result. Yet some drivers will miss the reassurance this movement provides. The M3’s ride isn’t perfect, either. It is, however, an extremely sharp driver’s car.

Marketplace
It’s a small badge that’s a big deal for car enthusiasts. Ever since the famous M emblem first appeared on a 3-Series in 1986, it’s become recognised as the mark of a true driving machine. So the arrival of the latest model, sporting a V8 for the first time, is a real event. Particularly as a raft of technology means the model follows the lead of its bigger V10 brother, the M5, in showcasing the immense engineering abilities of the Munich firm’s M division. For now, just the coupe model is available (convertible and Touring versions will follow in time). And it looks the business. The wonderfully blended, rounded and widened wheelarches disguise bespoke suspension, the carbon fibre roof reduces the coupe’s weight and the prominent bulge in the bonnet hides that beefy V8. It’s clearly a very special car. Indeed, only the doors, bootlid, lights and windows are shared with the standard 3-Series Coupe. Key rivals include the Audi RS4 and Mercedes C 63 AMG – plus the leftfield Vauxhall VXR8 and Chrysler 300C SRT-8.

Owning
The M3 is a little ordinary inside. Aside from a smattering of M branding, it’s virtually the same as that of a standard 3-Series Coupe. That isn’t necessarily a bad thing, as it means a faultless driving position and a spacious rear cabin. But when you consider how much the M3 costs, it’s disappointing that there’s no real step up from a conventional 3-Series. The MDrive button does at least allow owners to personalise their car, though. Settings available include three damper modes, a trio of traction control levels, plus variable throttle response and steering assistance. As for running costs, the M3 achieves 22.8mpg on the combined cycle (eight per cent better than the old car) but, otherwise, it’s not cheap. Insurance is a top-level group 20, while servicing and maintenance are unlikely to be cheap. However, retained values may offset some of this – even in its final days, the old car held on to over 50 per cent of its list price. That’s fortunate in the case of the new model, as it’s not cheap.

Peugeot 407 Coupe

2007-08-11T14:49:00.000-07:00

Driving
The 407 Coupe comes with a 2.2-litre four-pot diesel and petrol, and a 3.0-litre V6 petrol – but it’s the 2.7-litre V6 diesel that impressed us most. Twist the key and you’d be forgiven for thinking you were at the wheel of the petrol model; it’s one of the quietest cars we’ve ever tested. And the engine’s talents don’t end there. It revs smoothly and silently all the way to the red line, and never loses its composure. This relaxed powerplant suits the 407’s grand touring aspirations. The Peugeot never pretends to be a sports car – so owners are unlikely to be disappointed by its limited pace in a straight line. However, overtakes must be planned carefully, and the standard auto is slow to respond. Fittingly, the Peugeot glides effortlessly over most road surfaces. Chassis composure is good on the whole, too – body roll isn’t an issue, and even when pushed hard, it takes a lot to provoke understeer. It’s just that, when driven energetically, the Peugeot can become ragged and start to lurch; bumpy roads upset the front-wheel-drive 407.

Marketplace
Peugeot has been building a flagship coupe for years. Like its more exclusive rival, the BMW 3-Series, it’s built on saloon underpinnings, but has unique styling. It’s certainly sleek and striking, though it could be better-proportioned – the long front overhang makes it appear nose-heavy, heightened by the short wheelbase and unnecessarily large headlights. The range consists of a straightforward series of models, all in Sport guise. While volumes in the UK are low, the Coupe does boast considerably better residuals than the 407 saloon. It’s also almost unique in being a non-German mid-sized coupe.

Owning
The Peugeot is a heavy car, but the weight hasn’t come as a result of quality fixtures and fittings. True, you get leather as standard on the seats, door panels and instrument binnacle. But even this can’t mask the fact the Peugeot doesn’t have the pedigree of German rivals. The cabin layout, shared with the saloon, is plain. Although steeply raked A-pillars and plush, well bolstered seats give it some individuality, the pedals are too far up the footwell, compromising the driving position, and the complex centre console isn’t easy to use. At least the rear cabin, accessed through long doors (and front seats that slide electrically) is accommodating. The boot isn’t bad either, though the small aperture and high sill isn’t that convenient. The Peugeot is great value though. It costs many £thousands less than its German competitors, yet comes fully-loaded with equipment. It holds on to a good proportion of this after three years too – its exclusivity ensures a retained value 20 per cent better than the saloon. Factor in inexpensive servicing and decent economy, and the big Peugeot Coupe shouldn’t be an expensive proposition to run.

Audi A5. Attractive to look at and pleasant to spend time in, the A5 is a tempting package.

2007-08-11T05:34:00.000-07:00

Land Rover Freelander HSE TD4

2007-08-11T05:27:00.000-07:00

The original Freelander was on sale for nearly a decade, and by the end of its life, had become comprehensively outclassed by newer rivals. However, it was still a big seller, so the off-roader clearly has a loyal fan base.

It comes as no surprise, then, that Land Rover’s designers have retained the classic Freelander visuals with the latest model. As is the case with the new X-Trail, the second-generation Freelander looks familiar, and yet is more modern than its predecessor and has a chunkier profile.

Cleverly, the stylists have included details such as Range Rover Sport-inspired side gills, plus bulky door handles which echo those on the Discovery. The intention here is to link the newcomer with more exclusive products in the firm’s range which, it is hoped, will help offset its high price. The cheapest model in the line-up is the £20,935 S, and it’s only really this poorly kitted-out version and the £23,435 GS that fall within the X-Trail’s direct price band.

Our range-topping HSE matches the Nissan for equipment, but it costs a huge £30,960 – although once inside the cabin, there’s no doubt quality has taken a big step forward over the outgoing car. Discovery owners will recognise the multifunction steering wheel and the chunky switches and dials. Touchscreen sat-nav is standard, while the driving position is lofty and comfortable.

However, the Freelander can’t match the Nissan for interior space or practicality – for starters, there’s less cabin stowage, the rear doors are short and the back seats offer fractionally less legroom than the Nissan’s. More importantly, the Land Rover’s boot trails its rival’s by 200mm in length and 90mm in width, while a high lip makes loading difficult. So the Freelander won’t appeal to families as much, and is some way behind the class leaders in terms of versatility.

That could be because the designers have spent all their time working on refinement. The Land Rover scores very highly on this front, and from behind the wheel you get the same feeling of relaxed isolation as you do in the Discovery. The 2.2-litre TD4 diesel is quieter at idle than the Nissan’s powerplant, while good sound insulation means it’s hushed at speed, too.

Our test model was fitted with the optional CommandShift six-speed auto, but the excellent manual mode allows you to hold the car in each gear. At 400Nm, the Freelander has an 80Nm torque advantage over the Nissan, yet at the track, it was slower in all our tests, including the crucial 30-70mph sprint; it trailed the Nissan by 1.8 seconds, with a time of 10.6 seconds.

While the automatic gearbox has a smooth shift, in the real world it feels less responsive. And the Freelander is slower to react dynamically, too. It’s nose-heavy compared with the X-Trail, and the long travel suspension compresses much more under load, meaning greater roll in corners and dive under braking. It runs its front wider in bends and works its tyres harder as well.

Nevertheless, the supple suspension means the Land Rover rides comfortably. With few vibrations penetrating the cabin, it’s effortlessly composed and very relaxing to drive. Add this to the feeling of quality, and the Freelander comes across as belonging to the class above. The problem is, its high price means it nearly does.

Audi R8: Tuned by B&B

2007-08-11T04:10:00.002-07:00

German tuner B&B has modded the Audi R8. Our verdict? Unnecessary.

The folks at B&B think they know best. Starting from the ground up, they've fitted 20-inch rims with 235/30R20 tires in front and 305/25R20s in the rear.

The tuner also provides two stages of engine upgrades, with the top upgrade boosting output of the midmounted 4.2-liter V8 from 414 to 450 horsepower while trimming 0-60-mph acceleration times by 0.3 second.

Fresh auto reviews

2009 Volvo XC90

2008 Chevrolet Silverado

2007 Buick Lucerne

BMW's Z4 Gets Its Props

Mitsubishi Lancer Evolution X.

Porsche 911 GT2

Gallardo Superleggera.

2008 Mazda CX-9

2008 Volvo S60

Chrysler Sebring

Cadillac Deville DTS

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

Opel Corsa

Daewoo Leganza Specifications

2007 Honda Civic

2007 Toyota Tundra

2008 Volkswagen Touareg Review

2008 Toyota Land Cruiser

2008 Audi S5

2008 Nissan Titan

2008 Honda Accord Review

2008 Volkswagen New Beetle Review

2009 Jaguar XF

2009 Dodge Journey

2009 BMW X6

Preview: 2006 Chevrolet HHR

2005 Chevrolet Equinox

Suzuki SX4 Sedan

2007 Bentley Arnage Vehicle Overview

2008 Mitsubishi Eclipse GS Hatchback

2008 GMC Yukon Vehicle Overview

2008 Ford Explorer Vehicle Overview

Audi A5

Daihatsu Materia

Clio Renaultsport 197

2008 Nissan Rogue SL AWD.

2010 Pontiac Firebird

2008 Chrysler Sebring Touring - Comparison Tests.

2008 Dodge Viper

MINI Cooper S.

Jaguar Losing its Own Name?!

2008 Nissan Xterra.

2009 Audi A4

2008 Land Rover Range Rover Sport.

Volvo cars to suggest coffee breaks

2008 Saturn Vue.

2007 Cadillac Escalade

2002 GMC Sierra

BMW New High-Spec 3-Series M Sport package

Porsche 997 Turbo Cabrio

Alfa Romeo Picchio Daytona Prototype.

2007 Dodge Demon Roadster Concept

Mercedes S-Class - soon a Bluetec version.

Honda delays introduction of Li-ion batteries for Accord

2008 Volkswagen Golf BlueMotion

2009 Artega GT

More details on Honda’s next generation A-VTEC.

Outlaw biker on Yamaha R1 posts video on YouTube and gets busted.

2008 Ford Shelby GT Convertible

Ford rustles up another Mustang.Say howdy to the Shelby GT convertible.

2007 Jaguar XKR convertible

BMW M3.

Peugeot 407 Coupe

Audi A5. Attractive to look at and pleasant to spend time in, the A5 is a tempting package.

Land Rover Freelander HSE TD4

Audi R8: Tuned by B&B

Ford rustles up another Mustang.
Say howdy to the Shelby GT convertible.