Saturday, October 31, 2009
Nissan Consults Lawyers, Scores ‘Minor Miracle’ With Leaf Name
Oct. 30 (Bloomberg) -- After Nissan Motor Co. tackled technical restrictions on its first electric car involving range, battery life and temperature fluctuations, it still had to come up with a name. Choosing ‘Leaf’ wasn’t easy.
Before settling on names for new models the carmaker consults lawyers in as many as 200 countries or territories, including the Canary Islands, to make sure candidates aren’t trademarked or considered offensive in local languages.
“It was a minor miracle that the name was cleared,” said Kozue Nakayama, Nissan’s head of brand management. “We go through a vetting process to avoid words that have negative connotations or links to sex and violence.”
When carmakers come up with a possible hit name, they often trademark it regardless of whether an applicable model is in the works. Nissan has spent more than 500 billion yen ($5.5 billion) developing electric cars to compete with Toyota Motor Corp.’s Prius and Honda Motor Co.’s Insight hybrids.
The Yokohama-based automaker also had to consider the more than 1,000 team members who have been involved in the project and wanted a say, according to Nakayama. At Nissan’s annual shareholders meeting in June, Chief Executive Officer Carlos Ghosn was pressed to explain why no name had been announced yet.
“When you name a child, isn’t it often the case that in addition to the parents, the grandparents also weigh in?” Ghosn said at the meeting, according to Nakayama. “Please understand that there are so many of us with strong feelings.”
“Leaf” was chosen since a plant, which converts carbon dioxide into oxygen during photosynthesis, is the “ultimate energy source” and is easily understood across cultures, Nakayama said.
Phaeton, Qashqai
Some names can have unintended connotations. When Volkswagen AG called its first luxury car bearing the company’s brand “Phaeton” after the son of Helios, the Greek sun god, analysts pointed out that in mythology, the boy was killed for driving his father’s chariot too close to the earth. The model subsequently failed to meet sales forecasts.
Nissan drew from its own “piggy bank” of names in rechristening its Qashqai sport-utility vehicle “Dualis” for the Japan market, when the model went on sale in May 2007, Nakayama said. Qashqai, which refers to a tribe of people in Iran, can be mistaken for the question “Is it cash?” in Japanese and is difficult to pronounce, she said.
Nissan shares rose 4.8 percent to close at 672 yen in Tokyo.
‘Naked,’ ‘Bongo Friendee’
When Honda renamed the Fit compact for markets outside Japan in 2002, it decided on “Jazz,” which was originally trademarked in 1986 for possible use for a 50cc motorcycle, according to the company.
“Japanese model names have often been amusing to non- Japanese,” said Ashvin Chotai, managing director of Intelligence Automotive Asia, citing names such as Daihatsu Motor Co.’s “Naked” minicar, Mazda Motor Corp.’s “Bongo Friendee” van and Isuzu Motors Ltd.’s “Big Horn” sport- utility vehicle.
Trademarks explain why many car names contain X’s, Z’s and acronyms, as most everyday words are already reserved, Nissan’s Nakayama said.
The Leaf is powered by lithium-ion batteries and has a range of 100 miles on a full charge. It will go on sale in Japan, Europe and the U.S. next year, according to Nissan. The carmaker expects at least 20,000 U.S. orders for the model by the time deliveries begin by the end of 2010.
Staking Its Future
“Nissan is staking its future on the Leaf, and its name must match up with consumers’ needs and their subconscious,” said Tatsuya Mizuno, director of Mizuno Credit Advisory in Tokyo.
In addition to Toyota and Honda’s hybrids, it will compete against General Motors Co.’s Chevrolet Volt, which will debut by late 2010.
Stricter emissions regulations are spurring introductions of electric cars. Starting with 2012 models, California state law requires 3 percent of vehicles sold over a three-year period to be so-called “zero-emission vehicles.”
Sometimes, top executives get directly involved in the naming process. That was the case with Toyota’s new Lexus LFA, a $375,000 “supercar” unveiled at the Tokyo Motor Show last week.
LFA stands for Lexus F-series Apex, with the F referring to the Fuji Speedway racetrack. That F was suggested by Toyota’s President Akio Toyoda, a racing fan, during his days as executive vice president, according to the company.
‘Good Omen’
Suzuki Motor Corp.’s Chairman Osamu Suzuki played a role in naming the WagonR, the company’s first wagon-style vehicle, which was first sold in 1993 and ranked as Japan’s best-selling car last year. “R” is pronounced “AH-ru” in Japanese, which sounds like the word for “we have.”
“Suzuki has sedans. We have sedans, but we now also have wagons, so I thought we could just call it WagonR,” Suzuki wrote in his 2009 autobiography.
Hamamatsu, Japan-based Suzuki now plans to enter the mid- size sedan market in the U.S. with its “Kizashi” model. The name means “good omen,” which the company hopes the new challenge will be for Suzuki, spokesman Takuma Mizuyoshi said.
“Names don’t make or break a car’s success,” analyst Mizuno said. “But they can certainly symbolize a company’s risk-taking attitude.”
For Related News and Information: Auto news: NI AUT
SOURCE : bloomberg.com
BMW 5 Series
This is not the usual new car drive report. Contrary to normal practice, there'll be a lot of talk about the boot and the back seats, because that's the only way for you to judge whether or not BMW really has invented a new kind of car. And if it has, whether it's one actually worth having.
But there's also our usual meat'n'potatoes, stuff about the engines, transmission, handling and ride - which are all borderline brilliant as it happens. Those things matter because while the 5-Series GT is in itself decidedly minority-interest, you're to all intents and purposes at the wheel of next year's 5-Series saloon and Touring.
Right. The boot. If a manufacturer goes to all the trouble of inventing a new kind of car, you'd think it would deploy all available language to explain the thing. Yet bizarrely BMW people refuse to call this a hatchback, even though that's basically what it is. Instead they call it a GT, which is one thing it isn't. A GT in my book is a short-wheelbase plush but lightweight coupe for comfortable high-speed touring. The 5-Series GT, on the other hand, is a five-door with a body and seats of such Heath Robinson complexity that the thing weighs two tonnes. Unsurprisingly, confusion reigns.
The reason BMW skirts around the H-word is that in BMW-world a hatch is a bit blue-collar. Serious German business people drive saloons, apparently. To explain the idea of the 5GT, BMW made a cartoon video in which our suited hero gives some work colleagues a lift to a business lunch meeting in a car that doesn't have a ‘fully separated luggage compartment'. His facial expression indicates it's just dawned on him that his next promotion will be very much in an unfortunate sideways direction.
So although the 5GT does have a hatch, you don't have to use it. Instead you can open a smaller conventional lid inset into the main hatch. There's also a complex rigid parcel shelf and a movable bulkhead between the boot and the back seats. This helps cut off noise from the back tyres and exhaust, and makes the back seats feel like a part of the car rather than a part of the boot. And protects our animated hero against career meltdown.
But that boot-lid is hopelessly tiny. If you want to put much at all in the 5GT, open the whole hatch. Here the problems really kick in. In order to engineer this lid-within-a-lid idea, BMW has ended up with a colossally heavy tailgate that takes huge effort (or a £500 optional pair of slow-winding electric struts) to open and shut. Oh, and the structure of the hatch - and the extra sets of hinges and struts within it - is so bulky that it eats into potential boot space and kyboshes rear vision. The park radar is standard for a very good reason.
But there's more to the 5GT's oddness than its bootlid. The body has been made higher than a 5-Series saloon or estate. I can see the attraction of this idea. The seats are a couple of inches higher (more in the case of the rear ones) which helps visibility and gives a flavour of the command driving position that SUV buyers love. It also improves legroom, while the raised roof does the same for headroom. But unlike an SUV, the floor, engine, suspension and other heavy bits aren't raised at all. So the thing still has the centre of gravity of a car. Which means - hallelujah - it should handle like a car.
To make best use of all this space, the rear seats recline through a comfy arc. If you don't need all the legroom, they also slide a bit, which lets you push the bulkhead forward and get more into the boot. They also fold like a conventional hatchback's, though they don't actually give a flat floor. Normal spec is called SE, but the £2,900 Executive pack means two electrically adjusted and heated individual rear seats instead of a manual three-across split bench.
So there's lots going on inside this car. This gave the exterior designers some issues - especially the height. Despite the use of various tricks to make the 5GT seem longer (reverse-raked front grilles), lower (fastback tail) and wider (big chrome strip across the rear) it looks from every angle like it hasn't just driven to business lunches but partaken in too many of them.
From the driving seat, the view takes a sharp turn for the better. For a start, although the dash architecture differs from the 7-Series', the main controls are shared. That means marvellously clear analogue dials set into graphically satisfying and informative digital backgrounds, and the new-gen iDrive which is a lot more usable than of old. Because you sit high, it's easy to place the car on a narrow road, though at junctions you curse the thick pillars.
The 550i has a twin-turbo V8 (I didn't drive it) and the 535i an all-new 3.0-litre turbo six of 306bhp. It now has one turbo instead of the old 535i's two, and Valvetronic has been added. Nice in theory, but the power delivery is a bit sticky and it doesn't sound as gorgeous as a BMW six ought to. So have the diesel, which is nearly as quiet and still cracks seven seconds for 0-62. All 5GTs have a new eight-speed auto as standard. Its wide ratio spread and clever friction-reduction mean it's more eco-friendly (a superb 173g/km) than a manual would be, they say. The shifts are smooth, and super-quick if you use the manual over-ride. It feels like a twin-clutch. Which is good.
The test cars had optional Dynamic Drive active anti-roll, which allows the car to be remarkably supple on the straights (and I mean remarkably supple, far better than a 7-Series), yet still beautifully resolved in corners. In fact, if you switch to the sport setting, the rear bar stiffens up more than the front one in tight corners to kill understeer. Even so, it never shakes off the feeling, in S-bends, that it's a two-tonne car. By the way, avoid the four-wheel active steering option: better manoeuvrability in car parks in exchange for much worse feel and precision on B-roads is a bad bargain.
The 5GT is 100kg more than a 7-Series. It could lose some of that if it had a simpler tailgate and back seats and it'd be just as useful and roomy. Still, it does show that next year's 5-Series ought to be a real winner.
SOURCE : .topgear.com
Lexus Debuts Revised LS 600h L Hybrid With New Telematics Systems for 2010 Lexus Debuts Revised LS 600h L Hybrid With New Telematics Systems for 2010
The Lexus LS 600h L sedan, the first vehicle to bring fuel-efficient gasoline-electric hybrid technology to the prestige luxury segment, debuts revised styling and new telematics systems for 2010. The brand’s flagship model, the LS 600h L – the “L” signifying the long-wheelbase LS platform -- provides the highest level of performance, technology and luxury in the LS line. The LS 600h L is powered by the ultra-quiet Lexus Hybrid Drive system, which was the world's first to combine a V8 gasoline engine with an all-wheel-drive (AWD) hybrid drivetrain. The LS 600h L’s combined estimated EPA fuel economy rating of 21 mpg is equal to or better than the combined fuel economy ratings of some mid-sized V6 AWD luxury sedans.
FROM : pressroom.toyota.com
Friday, October 30, 2009
Chrysler dealers getting antsy
Chrysler dealers would like to know, too.
Several local Chrysler dealerships say the lack of communication from the automaker has sent them a clear message: You're on your own.
Months after the sale, Chrysler has said little about its plans for future products. This has heightened the anticipation for Wednesday's announcement of a blueprint for the next five years.
But dealers have more immediate concerns, such as what they will do to boost sales today and next month. And the manufacturer has offered little assistance.
"We are really getting no information from Chrysler," said Marc Wigler, president of Crown Automotive Group, which includes Crown Chrysler Jeep Dodge in Dublin.
Dealers need to rely on their own ingenuity and not expect much help from Chrysler, said Denny Walker, general manager and co-owner of Tri-County Chrysler Dodge Jeep in Heath.
"We've got to do it on our own, the old-fashioned way," he said.
Chrysler's U.S. sales have dropped by 40 percent through September, the greatest percentage loss of any major automaker, followed by General Motors, which has lost 36 percent.
The two automakers both filed for bankruptcy this spring and both emerged this summer. Despite these similarities, GM has been far more aggressive this fall, with a high-profile ad campaign featuring its new chairman and several new products slated to hit showrooms in the near future.
Kathy Graham, a Chrysler spokeswoman, said the company sympathizes with its dealers' concerns. She said Chrysler's new owners have kept a low profile while they assess the company and work on long-term plans.
"We do have a plan that's being put in place," she said.
The comparison with GM misses the mark, she said, because Chrysler has new leaders. In contrast, GM has many of the same leaders as before who are going forward with existing plans.
"We were starting like we are a brand-new company, and it's only been a little more than four months since the company was formed," she said.
One of those new leaders is C. Robert Kidder, the Columbus resident who was named Chrysler's chairman in May. He previously had been chairman of Borden Inc. and Skybus Airlines. So far, he has not spoken with the media about his new role.
"No executives have done interviews, including Mr. Kidder," Graham said.
Behind the scenes, Chrysler is working to blend its culture with the culture of Fiat, said David Cole, chairman of the Center for Automotive Research in Ann Arbor, Mich.
"It just takes time," he said. "What they need desperately, as every other auto manufacturer needs, is a market that's moving up a little bit."
This silence from the top has not been reassuring to dealers.
"We are in a holding pattern waiting to see what happens," Wigler said.
Chrysler idled its factories this summer, which led to a shortage of vehicles when the government rolled out its "Cash for Clunkers" incentive in late July. The lack of inventory also has cut into the bump that dealers usually get from sales when the model year ends.
Now the factories are back in action and most dealers have returned to some semblance of normal inventory levels.
Only one new product has been announced for next year, a redesigned Jeep Grand Cherokee SUV. All other product news has come from rumors and reports in the industry press, including reports that Fiat might eliminate some underperforming models.
At the announcement next week, Wigler hopes to get confirmation of several new products that will build customer interest. That would bridge the gap between now and 2012, when Chrysler dealers expect that Fiat will begin a line-wide revamp.
"I think the Grand Cherokee will be big," he said, but added, "two years is a long time to wait" for other new models.
Chrysler essentially is a brand-new company since the sale to Fiat, a spokeswoman said.
Source: www.columbusdispatch.com
2010 Honda CR-V Vehicle Overview
"It needs more power." This label has stuck to the Honda CR-V like industrial Velcro for as long as this compact crossover has been sold. Though its four-cylinder engines have been upgraded throughout its three-generation lifespan, never has a loaded-down CR-V been able to scale long grades without breaking a serious sweat. The 2010 Honda CR-V's four-cylinder gets a welcome infusion of power, but a V6 option like so many of its competitors offer remains an unfulfilled desire.
Yet this power outage has never seemed to hurt the humble CR-V, a compact crossover that is now the best-selling SUV in the country. Credit a long list of attributes that most consumers value over "It needs more power." Safety? Crash test scores don't get much better. Versatility? Seventy-three cubic feet of maximum cargo capacity and innovative storage solutions are at your disposal. Comfort and convenience? The backseat reclines and slides, while features like power heated seats, navigation and an iPod interface are options. Quality? Honda's reputation for reliability is still one of the strongest in the business. Drivability? The CR-V offers some of the most responsive handling in its class. These all make the CR-V easy to recommend in a year where it gains a mild face-lift inside and out, plus a few additional optional features.
However, there are areas that should give you pause and warrant a trip to a rival dealership. "It needs more power" is, of course, one of them. While sluggish acceleration may not be a big deal for you in this congested world, it's important to note that engine upgrades in the Chevy Equinox (V6), Subaru Forester (turbocharged four-cylinder) and Toyota RAV4 (V6) provide more thrust with negligible fuel economy penalties. Road noise is also an issue with the CR-V, and some may find its ride to be on the firm side. The Equinox and Subaru Outback in particular are more serene highway cruisers.
The compact-to-midsize crossover category seems to gain a member every single day as manufacturers clamor to get a piece of the action. While choices are abundant, we suggest sticking with the aforementioned models and the 2010 Honda CR-V, which remains just as strong an entrant today as it was when it helped pioneer the segment back in the 1990s. It may still need more power, but for more than 100,000 crossover buyers every year, the CR-V will be more than enough.
Body Styles, Trim Levels, and Options
The 2010 Honda CR-V is a crossover SUV that straddles the line between compact and midsize. It is available in LX, EX, EX-L and EX-L with Navigation trim levels, and each can be equipped with front- or all-wheel drive.
The LX comes standard with 17-inch steel wheels, keyless entry, full power accessories, air-conditioning, cruise control, a tilt-and-telescoping steering wheel, driver seat height adjustment, 40/20/40 sliding and reclining rear seats, a retractable front center tray table and a four-speaker stereo with CD/MP3 player and auxiliary audio jack. The EX adds 17-inch alloy wheels, a sunroof, rear tinted glass, a dual-level cargo area, steering-wheel audio controls and a six-speaker stereo with six-CD changer.
The EX-L adds automatic headlights, heated side mirrors, dual-zone automatic climate control, an eight-way power driver seat, leather upholstery, heated front seats, a fixed front center console and a seven-speaker stereo that includes a subwoofer, USB audio jack and satellite radio. The EX-L with Navigation adds a (surprise!) navigation system along with voice control, Bluetooth and a rearview camera.
Powertrains and Performance
Every 2010 Honda CR-V comes with a 2.4-liter four-cylinder engine that produces 180 hp and 161 pound-feet of torque. A five-speed automatic and front-wheel drive are standard, while all-wheel drive is optional. The latter sends power to the front wheels exclusively until slippage is detected, at which point the car transfers torque to the wheels with the most traction.
In terms of fuel economy, the CR-V is about average for the segment; EPA estimates for the front-drive model are an estimated 21 mpg city/28 mpg highway and 24 mpg combined. AWD CR-Vs drop slightly to 21/27/23.
Safety
The 2010 Honda CR-V is equipped with antilock disc brakes, stability control, front side airbags and side curtain airbags. A back-up camera is available on the EX-L with Navigation, and Honda dealers can install parking sensors on lower trim levels. In our brake testing, a CR-V EX-L came to a stop in a tidy 119 feet, which is above average for this segment.
In government crash testing, the CR-V achieved a perfect five stars for side protection. Last year's model achieved a perfect five stars for frontal protection in the government test, while achieving the best possible rating of "Good" in the Insurance Institute for Highway Safety frontal-offset and side crash tests. It achieved the second worst rating of "Marginal" in the IIHS's new roof strength test.
Interior Design and Special Features
The CR-V's cabin is both functional and attractive. Gauges are clear, controls are where you'd expect them to be and materials quality is good. Parents will appreciate the wide-opening rear doors, the sliding and reclining backseat, the two-tier cargo area and the lightweight rear liftgate, all of which ease the process of loading small children and the many items that go along with them. A "conversation mirror" built into the overhead console's sunglasses holder enables front seat occupants to keep an eye on the backseat without turning around.
Luggage capacity with the seatbacks up measures 35.7 cubic feet. With the rear seats folded, the CR-V can hold an impressive 73 cubic feet of cargo.
Driving Impressions
The increase in power for 2010 makes the Honda CR-V more competitive against other four-cylinder-powered crossovers; however, there's no getting around the fact that there's no upgrade available for those who value the thrust of a strong V6. Nevertheless, the CR-V sets itself apart with remarkably nimble handling thanks to a relatively firm suspension and sharp steering. Even braking is quite good, which is unusual for a Honda. The ride is slightly busier than the norm and road noise can be excessive, making the 2010 Honda CR-V feel a little less polished and sophisticated than some competitors.
Test Drive: 2010 Mercedes-Benz E550 Coupe
Vehicle Tested:
2010 Mercedes-Benz E-Class E550 2dr Coupe (5.5L 8cyl 7A)
Pros:
B-pillarless design reaps many benefits, lavish cabin, impeccable engineering, comfortable and quiet ride, quiet but exciting V8.
Cons:
Tight rear headroom, longish stopping distances, leisurely shifting transmission.
Looming bluffs, the salty brine of ocean air, a winding road and the luscious sound of a buttery V8. A convertible may be the first thought for use in this auto paradise, but sunburns are bad news. So a better choice might be a classic hardtop like the 2010 Mercedes-Benz E550 Coupe — a regal piece of luxury engineering notable as much for what it lacks (B-pillars) as what it possesses. Power down the windows, slide back the sunshade of the tinted panoramic sunroof and experience motoring as it was meant to be enjoyed.
If all of this seems a tad romantic, that's because the E-Class coupe is just the sort of automobile you'd fall in love with and keep for 25 years. It certainly feels like it's built to last that long, with the same sort of impenetrable thunk when opening the door handle as the tanklike S-Class sedan or tank-literal G-Class SUV.
Cruising over choppy pavement reveals a peerless ride usually associated with a vehicle that weighs 6,000 pounds, yet it takes corners like the lighter thoroughbred luxury coupe it is. As its name would indicate, the E550 coupe is a new two-door version of Mercedes' venerable E-Class. It's meant to replace the now discontinued CLK-Class — in presence, in prestige, in luxury — yet it costs about $2,000 less than the CLK550.
Based on a mechanical soup of the E-Class sedan and some C-Class bits, the E-Class coupe features the engines and sheer presence of the former, while sharing the more nimble road manners of the latter. The Audi S5 and BMW M3 are right in the price neighborhood, but each represents an escalating degree of sport tuning that along with the E550 provides coupe buyers with distinct flavors of driving — Lux, Sport and Macho. The BMW 6 Series and Jaguar XK may compete in size, luxury and prestige, but cost about $20,000 more.
So you won't find an apples-to-apples rival for the 2010 Mercedes E550 Coupe, but when the sun is shining through the glass roof and the wind is whisking through the open windows, you'll be perfectly content that rivals were absent.
The sun is shining, the V8 is humming, what a life.(photo by: Kurt Niebuhr)
Lacking B-pillars means less noise and buffeting, a cleaner profile and easier rear-seat entry. (photo by: Kurt Niebuhr)
You'll be sad when you actually have to roll up the windows in the E550. Motoring as it should be.(photo by: Kurt Niebuhr)
Performance
As is typical for Mercedes-Benz, the E550's 5.5-liter V8 is one of refinement and civility. The noises it produces are a distant, dampened burble, yet it masks a generous wallop of effortless punch. With 382 horsepower and 391 pound-feet of torque sent to the rear wheels via a leisurely shifting seven-speed auto, the 0-60 sprint takes only 5.3 seconds, which is quicker than what the new Camaro SS can pull and pretty much equal to a manual-equipped Audi S5. Going the other way on the track produced less impressive results, with a longish (for this class) 130 feet required to stop from 60 mph.
On those gently winding coastal roads, the E550 is in its element. The steering is on the light side, but it's linear and subtly responsive in a way that requires a delicate touch to appreciate. Should that gentle winding become seriously bendy, you'll notice more body roll than is present in its sharper competitors, but at least the E's motions are fluid and predictable at a reasonable speed.
The E550 can go quickly when pushed, but it ultimately encourages a more leisurely pace, as if saying "Why so fast, buddy? Why not roll down the windows and enjoy the world?" Should you be perpetually in a hurry, the S5 is probably the better way to go. Should you perpetually need to get there with the rear end in a smoky drift, go with the M3.
Comfort
The front seats? Divine. They provide 12 different adjustments for the driver and 10 for the passenger, while adding adjustable bolsters and two different areas of lumbar support. They're firm, supportive and conducive to sudden impulse drives to Florida. The twin bucket backseats? Like Cleveland, they're relatively easy to get to, but you don't really want to go there in the first place.
Rear legroom is tighter than in the S5, and headroom requires occupants to be 5-foot-7 or shorter to ride. There's also no center armrest, but at least the lack of a B-pillar (the center roof pillar normally just aft of the driver's shoulder) and self-returning front seats make getting back there relatively simple.
The cabin is suitably quiet, providing a pleasant cocoon to enjoy the (optional) Harman Kardon stereo. Scoring more points for the E550's lack of a B-pillar, wind buffeting and noise is greatly reduced when the windows are lowered. Cruising at between 50 and 60 mph yields a pleasing waft of air through the cabin that no other coupe in this price range can match.
Function
A relatively tall green house and (sorry to mention it again) no B-pillars create an airy cabin that's easy to see out of. Big mirrors, adaptive bi-xenon headlights and an optional back-up camera make the world behind and beside you that much more transparent.
The cabin controls are virtually identical to those in the E-Class sedan, with the lone exception being a traditional gear shifter in place of an electronic column stalk. The climate controls consist of large toggles and corresponding LCD displays directly above them that make adjustments quick and easy at a glance.
The stereo and other controls are a bit more complicated, and our test car came with the optional COMAND electronics interface. It works pretty well at corralling the car's various functions, and the latest generation's combination of physical dash buttons, steering wheel controls and multifunction knob make the system vastly better than earlier incarnations. The iPod interface, in particular, works quite well.
As far as luxury coupes go, the E550 offers a commendable amount of storage space. The glovebox and center console compartment are quite large, and the cupholders are roomy enough for medium-size beverages. The trunk is even more impressive, providing enough room for a large suitcase and a golf bag widthwise. If you need more room, the 60/40-split rear seats easily flip forward with the pull of two handles mounted in the trunk.
A coupe is usually not the first automotive choice for parents, but whaddaya know, having no B-pillars helps them, too. Lower the back window and finagling a child seat is all of a sudden pretty easy rather than a body-bending activity better suited for Nastia Liukin.
Design/Fit and Finish
Mercedes-Benz has recently transitioned from a more Italian, organic interior design to one more indicative of the blocky, carved-from-stone designs of its past. To our eyes, it works. Materials are first-rate and subtle details like the automated arm that hands you your seatbelt or the chrome plate that lines the inner door edge go that extra distance to make your vehicle purchase seem a bit more special.
On the outside, the E550 manages to be sexy and sophisticated in a more angular, aggressive manner than the softer, more feminine CLK. The four oval lights within the corner airdams are a bit odd (they look like front-mounted exhausts) and the rear quarter window breaks up the hardtop look a little, but in general this is a very handsome car.
Who Should Consider This Vehicle
The E550 is a classic example of a luxury coupe, one for those more interested in a refined ride and a subdued driving character than all-out performance and handling. Should you be the reverse of that, we suggest looking at the Audi S5 or BMW M3. We'd also recommend taking the V6-powered E350 coupe for a spin, as it's plenty powerful and offers all the luxuries of the V8 model.
Spycam: 2010 Audi RS5
Audi has managed to keep everyone guessing about the RS5's powertrain, but the most-likely scenario is that it's powered by a modified version of the RS4's 4.2-liter V-8 tuned to make around between 450 and 500 horsepower mated to either a six-speed manual or seven-speed S tronic twin-clutch auto. And of course, expect all four wheels to be putting the power down through Audi's quattro system.
Visually, the menacing-looking flat-black prototype you see here should be very close to the finished article, though the rear fender flares could end up being more pronounced. Also differentiating the RS5 from the S5 is its honeycomb grille and single-outlet dual exhaust. The S5 has two smaller outlets on each of its exhaust pipes.
Although its not known for sure whether or not the RS5 will come to the U.S. at some point, we reported earlier this year that it is likely to be on the way here sometime after its European launch.
First Drive: 2011 BMW ActiveHybrid 7
No Honda Insight this one. Although it operates on a broadly similar mild-hybrid principle as the sainted Honda, the BMW ActiveHybrid 7 makes it from 0 to 60 mph in 4.7 seconds. It has the performance feel of the V-12-engined 760i, but returns about 15-percent-better fuel economy than the standard V-8.
In other words, hybrid BMW-style uses the efficiency advantage of hybridization to improve performance of its twin-turbo engine as much as to eke fuel economy. And boy it flies.
You'll be dawdling along at 40 mph, engine barely at idle, and kick the throttle to pass a truck. There's just no delay: The torque-boost of the electric motor arrives in an instant, and the eight-speed transmission kicks down with quick-witted finesse. You're in a realm of a serious sports car. At which point the sound turns to a muffled but delightfully pure V-8 chorus.
The bones of the hybrid system are shared with the Mercedes S400 BlueHybrid, since BMW and Benz cooperated. There's a small lithium-ion battery (in the trunk, though it still leaves room for four golf bags). Under the hood, a set of 150-volt power electronics and an electric air-conditioning compressor. Behind the V-8, a disc-shaped electric motor replaces the flywheel. Its static coils are bolted to the crankcase, while its rotating magnets turn with the crankshaft. Behind that, a torque converter and BMW's new eight-speed auto transmission.
The motor isn't powerful enough to drive the car alone, so no extra clutches are needed. Its job is to fill out the V-8's low-rev torque. Its battery is supplied from the times the car is decelerating and the motor, switched to be a generator, collects about 25 horses of braking power.
It also acts as a quick starter for the V-8, permitting an auto-stop system. Come to rest on the brakes and the engine halts. Lift off to touch the accelerator and it starts instantly again. Unless you mash the right pedal, it'll be too smooth to be noticeable.
But what differs between the Mercedes and the BMW mild hybrids is philosophy. The Mercedes is the more economical: It has merely a V-6, and that has been tuned to run in the frugal if unexciting Atkinson cycle. The BMW uses a twin-turbo V-8.
And it's not even the 750i's V-8: it has been rerated to have another 10-percent top-end power. Why? Because with the torque of the e-motor at low revs, BMW engineers said it would otherwise feel flaccid higher up the dial (the Benz does) and then it wouldn't feel like a BMW. So it makes 440 horsepower from the engine, 455 from the total system
The economy comes from the fact that, because the e-motor's torque takes the total system to 515 pound-feet, a longer final drive than the 750i's can be used, as well as a transmission strategy that favors eary upshifts. Also, the use of an A/C compressor running on 'free' recuperated electricity gains points in real-world hot-weather economy.
On the highway, hybrids don't usually gain much, but because of the new eight-speed auto (not yet fitted to the basic 750i), and because of aerodynamic 19-inch wheels, the hybrid can still go farther on a gallon than the pure-gasoline car.
But it isn't a full hybrid, so it can't actually move along under electric power alone. For that trick, see the BMW ActiveHybrid X6 which has the same twin-turbo V-8 but a totally different hybrid system: the dual-mode setup also used by the Cadillac Escalade and (soon) Mercedes ML.
It might only be 'mild' but the savings are worth having. The exact EPA number won't be known until spring, but BMW predicts about be 21 mpg combined, up from the 750i's 17, and the 760i's (still to be confirmed) 15.
In other respects this is a normal 7 Series. Which means a spectacular gadget count in a highly agreeable interior. It also means a slightly unresolved chassis: Too much low-speed ride shuffle, gluey steering, and a vast set of driver-configurable damper and anti-roll permutations, none of which feels like exactly the right one.
The hybrid 7 is a nicer drive than the V-12. Its lighter front end improves agility and it comes to a halt in near-silence -- the engine stops, and the continuing whirr of cooling and A/C systems is almost drowned by surrounding traffic. The throttle response is sharp too. And who'd say no to the additional fuel range?
Not to mention the social kudos of big chromed ActiveHybrid badges on trunklid and C-posts. That might make following drivers think you're at the wheel of a slug powered by little more than the heat of your smugness. But when you hit the gas on an on-ramp, they'll be disabused.
This probably isn't the kind of hybrid your green side imagined, but if it serves to demonstrate that hybrids can be fun for the rest of us, maybe there's some wider point to this over-performing over-indulgent elitist machine.
Source: http://www.motortrend.com/
Thursday, October 29, 2009
Arrival: 2009 Dodge Challenger R/T
Though the Challenger was too big and heavy to keep up with the nimble Camaro and Mustang in our objective tests, it won us back in subjective reviews with stunningly good looks, a comfortable ride, and more charisma than President Obama.
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So enamored were our editors that they happily set aside the Challenger's dynamic weak points -- and highest as-tested price -- to praise its all-American swagger. "Astutely executed, fast, and sit-back comfortable, the Challenger is the pony you'd ride for a 50-state tour," beams St. Antoine. Loh agrees: "For highway blasts, cruising about town, and roasting tires in parking lots, the big Dodge is every bit the Mustang and Camaro's equal."
To appease our editors' lust for Mopar muscle, we ordered up a Blue Pearl 2009 Dodge Challenger R/T complete with 376-horsepower Hemi V-8 engine and six-speed manual transmission with the classic pistol-grip shifter. Then, we loaded it with a premium sound system, navigation, satellite radio, and a sunroof to keep our cruises comfortable. For playtime, we checked the Track Pak options box and picked up a 3.73 rear-axle ratio and a limited slip differential.
To complete the retro muscle look, we finished off our Challenger with old-school black R/T body stripes and 20-inch Crager SS-style aluminum wheels. Our big, V-8 powered, boulevard-cruising chunk of retro-styled Americana was ready, but it came at a price. While our Challenger R/T may have started at a reasonable $30,945, by the time we were done picking out upgrades, the pricetag had ballooned to $40,245.
If there was any concern that the Challenger wouldn't get much attention when parked next to the GT-R and M3 in our garage, the odometer has belied those fears. In its short stay here, we've already put 4000 miles on clock, and it has rarely spent a night alone at Motor Trend H.Q. Will our love affair with the big Dodge fade over time, or does it have the legs to keep us coming back for more? We'll keep you posted.
Tuesday, October 27, 2009
Suzuki Swift Plug-in Hybrid and SX4-FCV
Suzuki Electrifies the Swift in More Ways Than One
Making their own foray into the world of electric vehicles, Suzuki is bringing two electrified versions of its Swift compact car to the Tokyo Motor Show, one a plug-in hybrid and the other a fuel-cell vehicle.
The more conventional Swift Plug-in Hybrid is really more of an extended-range electric vehicle and operates much like the Chevrolet Volt. Like the Chevy, an electric motor actually drives the wheels while a small gasoline engine acts only as a generator that produces electricity to either recharge the battery or power the electric motor. The battery can also be recharged by plugging it into a wall socket. Suzuki is targeting the car at in-city commuters who, according to the company’s research, travel less than 15 miles per day on average. By adding the gas-powered generator, though, the Swift Plug-in Hybrid isn’t limited by its battery size.
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While Suzuki hasn’t released any information about the Swift Plug-in Hybrid’s range or fuel-economy, it’s expected to be impressive thanks in part to the car’s small size and weight. Suzuki hasn’t announced production plans either, but it’s likely the technology will see production in the future even if this exact car doesn’t.
The more advanced of the Swift concepts is the SX4-FCV, a fuel-cell vehicle. Using a GM-built fuel-cell and a 10,000-psi hydrogen tank to generate electricity, the SX4-FCV operates similarly to the Swift Plug-in Hybrid except that the fuel-cell generates electricity rather than a gasoline engine. The SX4-FCV is actually the latest generation of the vehicle and boasts improved handling and performance thanks to its more compact components and lighter weight. The previous-generation vehicle is already testing on Japanese roads and is destined for the open market in the near future according to Suzuki.
Source: http://www.motortrend.com/
First Drive: 2010 Porsche 911 Turbo
That first generation car -- the 930 -- was a powerful tail-happy monster, as you'd expect when you hang a 260 hp turbocharged engine over the back axle, and drive the rear wheels through a motor renowned for its punch but not its reflexes. The turbo lag between throttle actuation and engine action felt like it could be measured in minutes not moments. Sometimes it didn't feel so much like lag as an overnight delay. Many older 911 Turbos, their tails wagging behind them, have come to grief as a result.
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As the generations have passed -- this new model is series seven -- so Porsche has continuously wrestled with the fundamental flaw inherent in a high-speed car having the weight distribution of a pendulum. They have fitted bigger rear wings, the better to glue that troublesome tail to the tarmac; they have progressively reduced the turbo lag (on the latest model there is virtually none); they have fitted all manner of electronic minders to try to keep the car going where the driver intends; most successfully, they fitted four-wheel drive (from 1995), so the pawing front wheels would help pull the unruly rears into line.
And, after 35 years of dogged development, they have done a good job. Successive generations have concentrated on boosting power and speed while, conversely, taming and civilizing the unruly steed. The 911 Turbo has become one of the more everyday usable supercars -- not least because of its reliability, build quality and compact size -- as well as remaining one of the swiftest.
For generation seven, tagged the 997 Turbo 3.8, the shape remains virtually unaltered from the earlier 997 Turbo 3.6, never mind the LED driving lights, new aero wing mirrors and revised LED tail lamps. 911 shapes, after all, rarely change. Rather, the engineers concentrated on more performance, a sweeter engine, reduced CO2 and fuel consumption, greater agility, more entertainment and less weigh.
Monday, October 26, 2009
Ford Mustang - What the Auto Press Says
First introduced in 1964, the Ford Mustang has risen to become a true American icon. According to Forbes, "Few cars embody all-American rugged individualism like the Ford Mustang." Known for its brawny presence and threatening snarl, the Mustang receives accolades for its muscle-car street performance, but loses points in overall refinement. A year ago, we would have told you that the era of large, V8 muscle cars was dying out. But today the Mustang faces competition from a revived Dodge Challenger and its old foe from the 1960's, the 2010 Chevy Camaro. Still, Ford's original pony car earns awards for both quality and ownership cost.
The 2008 Ford Mustang is available as a V6 and GT in both Deluxe and Premium trims. This year also marks the reintroduction of the Bullitt trim. The Mustang is offered as a convertible, and a high-performance Shelby GT 500 is also available. With gas prices reaching record highs in 2008, Mustang shoppers might want to take note that the V6 model manages 17/26 mpg, but if you believe that only a V8 can qualify as a muscle car, you're stuck with 15/23 mpg performance.
2008 Ford Mustang Bullitt - Powertrain
The 7700 Mustang Bullitts are expected to sell out within a month or two of going on sale—every 2001 Mustang Bullitt (5000 were built) was spoken for within about 60 days. The 2008 model, which is being serialized, will sell for $31,075. It will be formally unveiled at November's L.A. auto show.
This latest take on the car made famous by the movie—or was it vice versa?—is deliberately understated. No shiny bits, scoops, or spoilers, and little badging or nomenclature. Like the original '68 and the reprised 2001 Mustang Bullitt, the '08 marks the return of the exclusive Dark Highland Green paint. The only other choice: black.
The Bullitt name appears in the metal sill plates, in the center of the leather-wrapped steering wheel, and in the gun-sight graphic centered in the faux gas cap on the decklid.
There's Gotta Be a Pony in Here Somewhere
There is no pony in the grille, making it the only horseless Ford Mustang in recent history (we don't include the Shelbys, with their snakes). The Bullitt uses a Mustang GT front fascia with a new black-mesh grille encircled by a satin aluminum strip, a nod to the chrome accent piece on the movie car. Film buffs may recall there was no pony in the grille in the movie and no exterior badging. Ford officials aren't sure if it was stripped for the camera's sake or if the Mustang arrived on set without a prancer up front.
The cast-aluminum Euro-Flange wheels of the 2008 model mimic the 14- and 15-inchers on the original, but modernization demanded an upgrade to 18-inchers on the new model. It wears the same P235/50-18 BFGoodrich g-Force T/A KDWS tires that Ford Racing uses at its performance driving school at Miller Motorsports Park in Utah. Continuing the muted theme, the brakes are done in dark gray with matching calipers.
The sedate interior is heavy on the machined-aluminum appliqué, with some satin aluminum finishes, but no chrome or brightwork. Mustang chief designer Doug Gaffka describes the car as a "wolf in sheep's clothing"
Cam timing was revised; engineers went so far as to try to match the exhaust note to that of the Mustang in the film, and the rear springs were lowered to reduce the ride height—presumably most customers won't become airborne while in hot pursuit.
It is Ford's first car to receive a factory-made version of Ford Racing's cold-air induction system, and the hoodliner was modified to make room behind the driver's-side headlight for the airbox housing the intake. A new adaptive spark ignition was also designed to improve engine performance by improving torque as much as 10 pound-feet, Ford says, as the car can run on regular or premium fuel and the system adjusts the spark accordingly.
The chassis and the suspension were tweaked. The Bullitt borrows Ford Racing's taller 3.73:1 limited-slip rear axle from the Shelby GT500 and swaps in new shocks and struts to better endure tears through the streets of San Francisco. A strut-tower brace was designed specifically for this limited-edition Mustang to increase stiffness. Handling is also aided by a 50/50 weight distribution.
Engineers say the changes should improve 0-to-60-mph times by 0.3 second, to the high-four-second range. Lt. Frank Bullitt would be pleased.
All Mustangs, All the Time
Mark Fields, who oversees Ford's operations in the Americas, says the automaker is working to keep its promise of Mustang news every year for the faithful. By happy coincidence, news of the pending Bullitt comes on the 40th anniversary of the 1968 movie.
One added perk of the nondescript styling and return of the dark green exterior: Ford was able to test it at night, undetected by spy photographers or observant amateurs who likely thought they were passing a conventional Mustang in the dark—an all-guts, no-glory move McQueen would have applauded.
The Bullitt will be built with the rest of the Mustangs at Ford's joint-venture corral with Mazda in Flat Rock, Michigan.
Cheaper Four-Cylinder BMW 5-Series GT, Ford Shows Off 2009 SEMA Lineup: Today’s Car News
BMW may add four-cylinder models, both gasoline and diesel, to its 2010 5-Series GT range to lower the entry price. Chances are we won’t get either here in the U.S. [Autocar]
Ford has given a preview of its lineup for the 2009 SEMA Auto Show, which kicks off on November 3 in Las Vegas. No surprise that the 2010 Ford Mustang will be the highlight of the event considering it’s the most customized car in the $31.8 billion aftermarket industry. [Motor Authority]
The Continental Supersports is Bentley’s fastest and most powerful model so why not offer it as a convertible as well. That’s just what Bentley plans to do and now we have a preview image of how it will likely look. [World Car Fans]
The guys at Autoblog were lucky enough to get some time behind the wheel of the 2011 Lexus LFA and as expected they have come away awestruck. Click ahead to find out if they think it’s worth the $375,000 sticker. [Autoblog]
Honda’s designers have gone back to the drawing board for the next-generation Civic. They plan to make it smaller, lighter and more fuel efficient than originally planned, according to the automaker’s COO for automotive operations. [Automotive News, sub req’d]
The ultra-popular Suzuki Swift--well, at least overseas--isn't confirmed for sale in the U.S. just yet but one of its top engineer, Takashi Nakayama, has hinted that the car is being developed to meet new U.S. crash and emissions regulations due in 2011. [Car and Driver]
Former U.S. President George W. Bush urged the government to get out of the car business, telling the Obama administration to sell up its stakes in the banking and automotive industries.
Lexus launches $375k LFA
On Day One, though, there were visibly fewer attendees than in 2007 when the Nissan GT-R, another very fast car, was the star. Indeed, while Toyota also unveiled the exciting FT-86, an affordable sports car due for release in 2011, and other automakers showed off a host intriguing hybrids and electric vehicles, the absence all major international carmakers-and even two Japanese truck makers, Hino and Isuzu-confirmed long-held fears that Tokyo’s motor show is no longer the most important in Asia. After all, automakers from over twenty countries braved the recession to attend the Shanghai auto show in April. In Tokyo, only three foreign automakers-Group Lotus and Caterham Cars from Britain and Alpina Burkard Bovensiepen from Germany-could be bothered to show up.
But what of the LFA, which will go on sale in 2010? A long time in the making, it certainly has some dazzling performance stats, including a top speed of 202mph and 0-60mph in 3.7 seconds. Clearly, this is no ordinary Lexus. For all that, I’m slightly baffled by the price (I repeat: $375,000) and the decision to limit sales to 500. In his speech on the floor of the show, Toyoda talked about the need for automobile to serve as dreams and aspirations. Well, the high price and limited availabilty certainly sees to that. Of course, the LFA, alongside the great looking FT-86 sports car concept, will give Lexus and Toyota’s brands a much-need sporty boost. The difference of course is that the FT-86, which goes on sale in 2011 is likely to cost closer to $20,000 and should sell in thousands. Indeed, given that Toyota will lose money again this year, it would also be interest to know more about the economics of the LFA. The price tag is high, but then so is the cost of developing super-fast sports cars. And by limiting sales to 500, one wonders how much Toyota will lose on every sale.
Toyota to sell 500 2-seater Lexus sports cars from end of 2010
Source: www.japantoday.com
Greenest Car Company, Honda, Goes Greener Yet, Harder and Faster
But in the face of the car-market meltdown, oil prices that have risen from $30 to $80 a barrel within months, and growing global environmental concerns, rules, and regulations, Honda has concluded it's not doing enough.
So the company is in the midst of rewriting its product plans, pushing harder and faster to make its new cars lighter, less thirsty, and more green--while keeping them nimble, clever, and fun to drive. It has already canceled a V8 engine and a line of larger, rear-wheel-drive cars.
Thursday, October 22, 2009
Toyota: FT-86 Will Be ‘Best in the World’ for Drifting
Toyota: FT-86 Will Be ‘Best in the World’ for Drifting
Celica Name May Be Revived for Production Model; Turbo, Cabrio Versions Being Considered
October 22, 2009
/ By Paul Horrell
Amid repeated promises from new president Akio Toyoda that it will start making exciting cars to pull itself out of its slump, Toyota officially unveiled the FT-86 concept edition of its 2012 “affordable” compact rear-drive sport coupe at the 2009 Tokyo show.
As we've previously reported, the FT-86 is a joint effort with Subaru, which engineered the car to Toyota’s performance targets, and will be building both the Toyota and its own version. Subaru didn’t unveil its version at the Tokyo show, instead leaving all the glory to the Toyota. Subaru’s version is expected to debut sometime next year.
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It’s a proper sports-car platform, though the suspension fundamentals are familiar from the Legacy. The engine is a Subaru boxer 2.0-liter four with a Toyota head unit, normally aspirated to keep the price low but with direct gas injection. Expect 160-180 horsepower, which should be able to provide decent performance because the car is light thanks to its compactness -- just 164 inches long, which is sub-Audi TT, but with a comparatively stretchy 101-inch wheelbase. It’s also possible it will use aluminum in its construction.
A six-speed manual transmission is mounted directly behind the engine, but the motor itself is low and well aft -- further back than in existing Subarus -- so weight distribution will be helpful to the dynamics. When asked about the actual balance, chief engineer Tetsuya Tada replied: “Many people think it should be 50:50, but we did lots of tests and that isn’t the best for drifting. That’s why the gearbox is at the front not the rear. Drifting and sliding the tail is the most important thing, and this car will be the best in the world for that.”
He added, “We have built lots of prototypes and taken them to the Nurburgring, but this isn’t just a car for the track. The steering will react instantly, and you’ll feel it not just on the track but on every junction on the way to the supermarket.”
Toyota: FT-86 Will Be ‘Best in the World’ for Drifting
Celica Name May Be Revived for Production Model; Turbo, Cabrio Versions Being Considered
October 22, 2009
/ By Paul Horrell
Amid repeated promises from new president Akio Toyoda that it will start making exciting cars to pull itself out of its slump, Toyota officially unveiled the FT-86 concept edition of its 2012 “affordable” compact rear-drive sport coupe at the 2009 Tokyo show.
As we've previously reported, the FT-86 is a joint effort with Subaru, which engineered the car to Toyota’s performance targets, and will be building both the Toyota and its own version. Subaru didn’t unveil its version at the Tokyo show, instead leaving all the glory to the Toyota. Subaru’s version is expected to debut sometime next year.
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It’s a proper sports-car platform, though the suspension fundamentals are familiar from the Legacy. The engine is a Subaru boxer 2.0-liter four with a Toyota head unit, normally aspirated to keep the price low but with direct gas injection. Expect 160-180 horsepower, which should be able to provide decent performance because the car is light thanks to its compactness -- just 164 inches long, which is sub-Audi TT, but with a comparatively stretchy 101-inch wheelbase. It’s also possible it will use aluminum in its construction.
A six-speed manual transmission is mounted directly behind the engine, but the motor itself is low and well aft -- further back than in existing Subarus -- so weight distribution will be helpful to the dynamics. When asked about the actual balance, chief engineer Tetsuya Tada replied: “Many people think it should be 50:50, but we did lots of tests and that isn’t the best for drifting. That’s why the gearbox is at the front not the rear. Drifting and sliding the tail is the most important thing, and this car will be the best in the world for that.”
He added, “We have built lots of prototypes and taken them to the Nurburgring, but this isn’t just a car for the track. The steering will react instantly, and you’ll feel it not just on the track but on every junction on the way to the supermarket.”
Sunday, October 18, 2009
Toyota RAV4, Buick Enclave, Hyundai Santa Fe Make ListFuel-saving SUVs with three row seating do exist
18 City/24 Highway
Free Price Quote
Of the 10 vehicles on this list, three are from that supposedly oh-so-green company from across the Pacific: Toyota. This shouldn't surprise many people, but what might surprise folks is the way Toyota is able to eke impressive fuel economy from a big, wide three-row SUV with a big 3.5-liter V-6 boasting no fewer than 270 horsepower and 248 pound-feet of torque.
With its 2008 redo -- its first since being introduced in 2001 -- the Camry-based crossover grew in every way, dropping the base inline-four and adding 0.2 liter of displacement and 55 more horsepower to the V-6. Length increased by four inches, width by three, and curb weight by about 400 pounds. None of these things exactly helped fuel economy, as one would expect, but surprisingly, even with the more stringent EPA testing procedure for 2008, both city and highway numbers drop only 1 mpg from last year's figures.
Credit the Highlander's slippery aerodynamics for some of that, an aspect that also yields a heroically quiet cabin at speed. Speaking of the cabin, there is plenty of room to spread out in the first two rows, and there are myriad cubbies in which to hide annoying toys from your kids. As for that third row that the Highlander grew so much to accommodate? It's still too tight for adults, but it's a big step up from the torturous jump seats in the last model. And it's standard in the gas-powered Highlander, whereas it's optional on the (much) more expensive hybrid.
In spite of the Highlander's newfound strength, driving it will hardly set your heart ablaze. But with every gas station you pass, an entirely different part of your body will be stoked: your brain.
2008 Mitsubishi Outlander
17 City/24 Highway
Free Price Quote
In many ways, the Mitsubishi Outlander is the right vehicle at the right time. For customers, it's a tidily packaged alternative to the Toyota RAV4. It offers zesty styling and a spacious cabin, qualities the previous Outlander never had. For Mitsubishi, it's a strong-selling lifesaver, as is the happy little Lancer compact sedan on which the Outlander is based.
Of course, it wouldn't be eligible to play in this game if not for its available third-row seat, which pops up from the cargo floor like a cargo organizer, only for humans. It's none too comfortable for kids, and an absolute no deal for their parents. But they're seats that would do in a pinch, and they're not that much worse than those in the Toyota RAV4 or Hyundai Santa Fe.
The third-row seat comes only with Outlanders equipped with Mitsubishi's 220-hp, 3.0-liter V-6, which sends power to the front wheels or all four wheels via a six-speed automatic transmission with (gasp!) paddle shifters. Yes, in an SUV. Similarly surprising about the Outlander is the fact that, like the RAV4, it is reasonably nimble and almost fun. The Outlander is more competitive with the RAV4 in the fuel-economy arena when equipped with its newly available 168-hp four-cylinder engine, which comes with a continuously variable transmission and fuel-economy ratings of 20 city and 25 highway but, alas, no third-row seat. Perhaps such a configuration is forthcoming. If it's not, it should be.
Regardless, driving an Outlander is no punishment, and the fact that it gets you -- and many others -- around town while letting you keep your gas card in your pocket a little longer is a real bonus.
2008 Hyundai Santa Fe
17 City/24 Highway
Free Price Quote
Hyundai made a good showing on this list with two distinct entries: the popular Santa Fe and the larger, more luxurious Veracruz, found a few pages away. Certainly, the Santa Fe is the more plebeian of the two, but in this case, less is more, as in more miles of travel on a tank of gas. Okay, so it's only one more mpg, but over time, that'll add up, and considering its much lower base price, the Santa Fe is in far better adherence to the Hyundai philosophy of providing reasonably stylish, comfortable transportation for budget-minded families.
Now, being the smaller ute of the two, its third row is for tikes and tots only, but at least there are seats there at all, and they're better than those of, say, the Mitsubishi Outlander. The Santa Fe's other seats, however, are quite comfy for kids and adults alike.
Notably, all Santa Fes come standard with V-6 power, even the base GLS model with its 185-hp, 2.7-liter mill. Unfortunately, the third-row seat is only available with SE and Limited models, both of which are powered by a smooth-revving 3.3-liter V-6 that produces a more impressive 242 horsepower and comes with a five-speed automatic versus the 2.7's four-speed partner. In two-wheel-drive form, its 17 mpg city and 24 highway fuel-economy figures are still somewhat short of the Toyota RAV4's but are nonetheless impressive for anything with so much seating. We recommend the larger engine if family size and budget allow for such extravagance.
Speaking of extravagance, the Santa Fe's combination of low price of entry, good mileage, and excellent warranty also means that customers can load it up on all sorts of goodies such as rear-seat entertainment and XM radio, ensuring that everyone stays amused over the long haul.
2008 Ford Taurus X
16 City/24 Highway
Free Price Quote
As a category between categories, the crossover comes in a variety of shapes and sizes. Clearly on the car/wagon end of the spectrum is the square-jawed Taurus X, Ford's low-slung wagon/ute that has spent a year trying to emerge from a style-and-identity crisis and yet succeeds nonetheless in offering respectable fuel economy for anything with three rows of seats.
Having started life as the Ford Freestyle, the Taurus X got more than a new name for 2008. It received a serious face lift that added some much-needed pizazz to what had been terminally forgettable styling. It also got a heart transplant, upgrading to a 263-hp, 3.5-liter V-6 and a six-speed transmission, which together shuttle the fam around reasonably well. Its handling is decent, and as a crossover, the Taurus X is far more enjoyable to drive than Ford's heavier, tippier truck-based Explorer, which also offers three rows (and stronger towing capabilities) but musters nowhere near the Taurus X's fuel-economy figures or driver satisfaction.
However, the Taurus X is neither as spacious for back-seaters nor as enjoyable to drive as the trio of fresh entries from GM found on the previous page. But all things are equal on the fuel-economy front, and if one's allegiance is to the Blue Oval, there is no more frugal choice for a team of six or seven.
Friday, October 16, 2009
2010 Mitsubishi Lancer Evolution
Source:
2010 Mitsubishi Lancer Sportback Review
Mitsubishi has announced pricing for its newest addition to the multiple award-winning Lancer lineup - the versatile five-door 2010 Lancer Sportback GTS and Ralliart. The Lancer Sportback carries with it similar distinctive and aggressive styling as the rally-inspired Lancer Evolution, yet with greater flexibility to accommodate active lifestyles.
The economical Lancer Sportback GTS features Mitsubishi's efficient 2.4-liter engine with 168 horsepower and 167 pound-feet of torque. MSRP for the GTS with a five-speed manual transmission is $19,190, while the six-speed CVT automatic transmission with magnesium paddle shifters starts at an MSRP of $20,190.
The Lancer Sportback Ralliart is powered by Mitsubishi's 2.0-liter MIVEC turbocharged engine that pumps out 237 horsepower and 253 lb.-ft. of torque. All-Wheel Control (AWC) with Active Center Differential (ACD) is standard, as is the quick-shifting six-speed Twin Clutch-Sportronic® Shift Transmission (TC-SST) and magnesium paddle shifters that it shares with the high performance Lancer Evolution. The Lancer Sportback Ralliart starts at an MSRP of $27,590.
"Today's new car buyers are moving toward smaller, fuel efficient cars, and yet, there is still a need for cargo capacity. The Lancer Sportback's carrying capacity, coupled with a more aggressive design than contemporary hatchbacks, perfectly fills the void," explains Bryan Arnett, manager of product strategy of MMNA.
Mitsubishi designers created a dynamic and fluid shape for the Sportback that is instantly recognizable as a Lancer from the front, with its signature "jet fighter" grille, while being completely fresh from the C-pillar rearward. The sleek sloping rear door with integrated roof wing creates a visually distinctive shape while making the Lancer significantly more versatile. The door extends down to the rear bumper to make loading cumbersome objects like surfboards, camping gear and bicycles as easy as possible.
The Lancer Sportback's overall length is just slightly longer than the Lancer four-door sedan, yet it gains substantial cargo-carrying flexibility--especially when the 60:40-split rear seats are folded flat by its one-touch auto-folding feature. To add still more volume, the rear cargo floor of the GTS can be cleverly lowered three inches, yielding 52.7 cubic ft. maximum cargo space. The roof will also conveniently accommodate a plug-in Thule® Sport Rack for additional flexibility.
Premium interior features like those found on the Lancer sedans are also part of the Sportback's resume. Key components in the Ralliart version include a standard 140-watt CD/MP3 audio system with six speakers or an available 710-watt Rockford-Fosgate Premium Sound System, in-dash CD changer with MP3 capability, plus Sirius Satellite Radio. A hard disc-drive navigation system with Mitsubishi's exclusive Diamond Lane Guidance to provide route guidance is optional, as are Recaro sport seats that provide optimal support for the driver and front passenger.
Safety Features
Standard safety features in all Lancer models include an advanced dual front air bag supplemental restraint system (SRS) with occupant sensors, front seat-mounted side-impact air bags and side curtain air bags, plus a driver's knee air bag. Active Stability Control (ASC) also comes on every Lancer Sportback, and the GTS is equipped with Reinforced Impact Safety Engineering (RISE), a unibody construction designed to help absorb energy in a collision. Every Lancer Sportback has a built-in Anti-Theft system with immobilizer key, and the Touring Package adds HID (high intensity discharge) headlamps.
Premium Warranty
The 2010 Lancer Sportback GTS and Ralliart have comprehensive bumper-to-bumper warranties. The GTS comes with a 10-year/100,000 mile powertrain limited warranty with a fully transferable 5-year/60,000 mile warranty for subsequent owners, and a 5-year/60,000 mile bumper-to-bumper limited warranty. The Ralliart offers a fully transferable 5-year/60,000 mile powertrain package and a 3-year/36,000 mile bumper-to-bumper limited warranty. Both the GTS and Ralliart come with a 7-year/100,000 mile anti-corrosion/perforation limited warranty and 5-year unlimited miles Roadside Assistance benefits.
SOURCE : digiads.com
Two types of alternative-powetrain vehicles.(NEWS)(Brief article)
1. Electric
A battery pack powers an electric motor that drives the wheels. The battery pack must be plugged in to be recharged. An electric vehicle has no onboard capability to recharge the battery pack. Automakers sometimes refer to such electric vehicles as "pure electric" or "battery electric."
2. Hybrid
According to the Society of Automotive Engineers, a hybrid vehicle uses two energy sources stored onboard for propulsion, such as gasoline in the tank and electricity in the battery pack.
source : findarticles.com
