newtechno

2010 Ford Mustang

2008-12-11T18:22:00.000-08:00

2009 vs. 2010 Ford Mustang Comparison Gallery

The refreshed 2010 Ford Mustang doesn't stray far visually from the 2009 model. We'll draw the rest from our First Look article:

"The nose looks pointier, the power-bulge is more pronounced, and the front turn signals are out of the bumper and inside the headlamp clusters. The much-ballyhooed new pony badge is in a vertically tighter grille. The V-6's grille has a thin, horizontal chrome bar, with foglights now placed in the lower fascia, while the V-8's fogs surround the new "black chrome" pony emblem in the grille. In back, the trunk key cylinder is gone, replaced with a center-console remote button and the tail is canted a bit like the 1969-1970's."

So how well does the 2010 Mustang compared to the pre-refresh Mustang? Compare the photos below and decide for yourself.

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Pre-refresh Ford Mustang

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2010 Ford Mustang

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Car 2010

2008-12-11T18:19:00.000-08:00

2010 Audi S5

2008-12-11T18:05:00.000-08:00

First Look: 2010 Audi A5/S5 Cabriolet

The Cabriolet is Dead, Long Live the Cabriolet

By Kirill Ougarov

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The revised 2009 Audi A4 sedan and wagon have been around for several months now, but there has been no word on the convertible receiving the same treatment. There's a reason for that: After 2009, the A4 Cabriolet is dead. In its place will be the new 2010 Audi A5 Cabriolet, a logical move given that it's easier to convert a coupe into a drop-top than a sedan.

Unlike the folks down the autobahn in Munich, Ingolstadt's designers stuck with a tried-and-true softtop design, which opens in 15 sec and closes in 17 sec at speeds of up to 31 mph. The top takes up a mere 2.12 cu ft of cargo space when closed out of a total of 13.42 cu ft, which can be expanded to 26.49 cu ft by folding the 50/50 split rear seats. To help extend the top-down driving season for those not fortunate enough to live in climates without a real winter, Audi is throwing in a head-level heating system along with conventional cooled/heated front seats. Other luxury features include keyless entry and push-button start, 505-watt Bang & Olufsen sound system, rearview camera, Bluetooth, Xenon headlights, and Audi Side Assist lane change assistance.

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Under the hood, A5 Cabriolet buyers will have the same choice as current A4 Cabriolet shoppers save for one difference: Both the 211-hp, 258 lb-ft 2.0L turbo I-4 (mated to a CVT for FWD models and a six-speed auto on quattro models) and 265-hp, 243 lb-ft 3.2L V-6 (mated to a six-speed automatic) receive direct injection technology, which accounts for the modest increase in power. According to Audi, the former hustles from 0 to 62 mph in 7.5 sec. and the latter in 6.9 sec. On the fuel economy front, although the engines are similar to those of the current model, Audi claims the A5 Cabriolet's fuel economy will be significantly improved. According to Audi, the European-spec front-drive 2.0T with a six-speed manual achieves an average of 34.6 mpg and the six-speed front-drive 3.2 model an average of 27.4 mpg.

As for the S5 Cabriolet (the blue car pictured), it receives the 2010 S4's 333-hp 325 lb-ft 3.0L supercharged V-6 and seven-speed S tronic dual-clutch gearbox a year before the S5 Coupe. In the S5 Cabriolet, this powertrain combination is good for a 0-62 time of 5.6 seconds and a claimed average fuel economy of 24.5 mpg. Available on the S5 will be a new quattroSport rear differential that, similar to BMW's Dynamic Performance Control, can vary torque between the two rear wheels. Also available will be the Audi Drive Select system, which varies engine, transmission, steering, and suspension settings based on the driver's preferences. Bad news for three-pedal fans, however: A traditional manual will not be offered on either the A5 or S5 Cabriolet for the U.S.

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The A5 and S5 Cabriolet won't be seen stateside until the New York auto show at the earliest, with the world premiere scheduled for early March at the 2009 Geneva Motor Show. The cars are scheduled to arrive in dealer showrooms in the fall 2009 with pricing to come later, though the A5 Cab at least should not be substantially higher than the $40,750 entry price for an A4 Cabriolet.

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First Look: 2009 Lamborghini Gallardo LP560-4 Spyder

2008-11-23T19:54:00.000-08:00

Now Entering Into the Ring is the Lamborghini Gallardo LP560-4 Spyder

By Kirill Ougarov

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From the first day Lamborghini announced its new and improved Gallardo LP560-4, it didn't take a rocket scientist to figure it was only a question of time until the Gallardo Spyder received the same treatment.

That time has come. Now entering into the (Raging Bull) ring is the Lamborghini Gallardo LP560-4 Spyder, which is making its world debut at the 2008 Los Angeles auto show.

Like the coupe, the LP560-4 Spyder loses 44 lb and gets 200 cc added to its V-10 engine -- a new, 5.2L aluminum unit with 552 hp, 398 lb-ft on tap. Mated to the updated engine is Lambo's reprogrammed e.gear six-speed transmission that Lamborghini claims shifts 40% faster in the sportiest "corsa" mode. The improvements led to a claimed 0-to-62-mph time of 4.0 sec and a top speed of 201 mph for the LP560-4 Spyder according to the automaker. At the same time, Lamborghini points out that both fuel economy and CO2 emissions are substantially improved. The outgoing Gallardo Spyder achieved 10/15 mpg with the stick and 10/16 mpg with the e.gear, but the LP560-4 gets 12/20 with the stick and 13/20 with the e.gear. Impressive numbers for a supercar.

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The LP560-4 Spyder's brakes have been upgraded as well. The standard brake system consists of 14.4-in. vented discs with eight-piston Brembo calipers up front and 14.0-in. vented discs with four-piston calipers at the rear. If that's not enough, Lamborghini offers a carbon-ceramic brake package consisting of monster 15.0-in. discs up front and 14.0-in. discs at rear.

One thing that hasn't changed is the Spyder's roof design. The Gallardo remains a softtop convertible. Its canvas top, available in four colors -- black, blue, gray, and beige -- opens or closes in just 20 sec, a remarkable contrast to the infamous afterthought top on the Murcielago Spyder. With the top down, the rear glass can be left up to serve as a wind deflector, or it can be folded independently with the top up. Rollover protection is provided via a pair of spring-loaded bars behind the seats that deploy within 250 msec if necessary. According to Lamborghini, the extra flexibility associated with the lack of a fixed roof is compensated for with structural elements within the frame designed to increase rigidity.

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Standard features include dual side curtain airbags, dual-zone climate control, leather seats, HID headlights with LED driving lights, and a stereo with a USB input. Optional features include Bluetooth, a navigation system and a rearview camera. Also available are Alcantara-upholstered seats and various carbon trim options. Still no scissor doors though.

Lamborghini couldn't have picked a more suitable of a place to launch its new drop-top model than Southern California, specifically at the 2008 Los Angeles International Auto Show. With supercar-friendly weather virtually year 'round, it's little surprise that the area is a huge market for the Raging Bull. Earlier this year, the company announced it would be setting up its North American headquarters in Santa Monica and until recently, Southern California was home to the world's number-one Lamborghini dealer, the now-closed Lamborghini of Orange County, which accounted for about 10% of Lambo's global sales annually. Dealer drama aside, the 2009 Gallardo LP560-4 Spyder should start at around $220,000 when it goes on sale sometime next year.

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First Look: Honda FC Sport Concept

2008-11-23T19:49:00.000-08:00

Honda's Hydrogen-Powered Vision of Its Sports Car Future

By Scott Evans

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At the 2007 Los Angeles auto show, Honda raised the bar for hydrogen-fuel-cell vehicles by unveiling the 2009 FCX Clarity, a production-ready vehicle presently being leased by a select group of customers. One year later, the company has attempted to upstage itself with the introduction of the Honda FC Sport concept, essentially a reinterpretation of the FCX Clarity as a sports car.

In much the same way the FCX Clarity stands out as a unique vehicle while still strongly resembling other Honda sedans, the FC Sport is obviously unlike any other car we've seen from Honda and yet is still identifiable with the FCX Clarity. The key difference is in the sharpness of the car's lines. While the FCX Clarity and FC Sport share the same basic shape, the FCX Clarity is smooth and rounded, whereas the FC Sport has gone the opposite direction, instead using straight lights and sharp geometric shapes. While the side profiles are nearly the same, the nose and tail of the FC Sport give it away as an all-new car.

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This radical, futuristic styling is meant to reflect the car's performance orientation. Where the FCX Clarity demonstrated how a hydrogen-fuel-cell car can be practical and easy to live with, the FC Sport seeks to demonstrate the performance possibilities of an electrically driven, hydrogen-fuel-cell-powered car. Honda says the driving idea behind the design of the FC Sport was to showcase the possibilities of an electrically driven supercar using a powerful electric motor, perfect weight distribution, and lightweight materials -- all while producing zero emissions.

Passengers in the FC Sport sit in a triangular pattern, similar to that of the McLaren F1 supercar. The driver sits in the middle of the vehicle, much as does a race-car driver, while two passengers sit behind and to the sides. The fuel cell has been moved from between the driver's and passenger's seats in the FCX Clarity to between the rear passengers' seats in the FC Sport and is mounted as low as possible to give the car a low center of gravity. The battery pack is also mounted low and amidships, while the electric motor is mounted just ahead of the rear axle. This keeps a majority of the vehicle's weight between the axles and as close as possible to the ground, giving the car a low center of gravity and what Honda says is optimal weight balance for the best possible handling. Two hydrogen tanks, likely the same 5000psi units as used in the FCX Clarity, sit directly above the rear axle and cooling radiators for the fuel cell hide in the rear bodywork.

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Where the FCX Clarity is practical, the FC Sport is decidedly not. The three passengers enter and exit through a front-hinged canopy, and there doesn't appear to be any space for luggage. That isn't the point, though. American Honda executive vice president John Mendel sums it up best: "The Honda FC Sport explores how to satisfy automotive performance enthusiasts in a world beyond petroleum. People who love sports cars will still have a reason to love them in a hydrogen-powered future."

Despite its supercar aspirations, the FC Sport is still an eco-friendly car at heart. Honda claims that when the source and conversion of hydrogen for fuel-cell vehicles are taken into account, the FCX Clarity is responsible for just one-third the well-to-wheel emissions of a gasoline-powered car and half the emissions of a good hybrid. The FC Sport utilizes the same powertrain as the FCX Clarity, albeit in a different orientation, so it should produce similar numbers. In fact, the FC Sport is likely to have a greater range, as well as better performance, than the FCX Clarity, thanks to the extensive use of lightweight materials. The body panels, for example, are expected to use plant-derived bio-plastics.

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Shortly after the Clarity made its debut last year, Motor Trend technical editor Kim Reynolds was able to test-drive the car and came away impressed with the production-level fit and finish, the flawless performance of the fuel cell, and the ease of living with the hydrogen-powered sedan. As the FC Sport is still a concept, we'll likely not be able to test it as we did the FCX Clarity.

Some say hydrogen-powered cars are an expensive exercise in futility and that efficient production and delivery of hydrogen will never materialize. Those people do not work at Honda. By spending the massive amount of money needed to engineer multiple models of hydrogen-fuel-cell-powered cars, Honda believes it has demonstrated the technology does have a future. Only time will tell if it has bet wisely.

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2009 Infiniti G37

2008-11-23T19:38:00.000-08:00

First Look: 2009 Infiniti G37 Convertible

After a Half-Decade of Success, the G Cuts Loose and Goes Topless

By Kirill Ougarov

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When the famous Nissan Skyline finally arrived on North American shores in 2002 as the Infiniti G35, replacing the front-drive Nissan Primera-based G20, it gave the Japanese automaker's luxury brand a fresh face and a serious shot in the arm in terms of sales and popularity. It proved so worthy an entry in the U.S. market that it earned our 2003 Motor Trend Car of the Year award for its efforts.

For the second generation, the Infiniti G lineup has received numerous revisions, a bigger, more powerful 3.7L engine, and now, a drop-top version in the form of the 2009 Infiniti G37 Convertible. Infiniti's second convertible might as well be its first, since few remember the short-lived M30 produced during the brand's formative years.

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Arriving next spring, the hardtop G37 Convertible, which is making its debut at the 2008 Los Angeles auto show, will have several differences from its coupe relative. Infiniti says the design from the A-pillar back is all-new, including structural reinforcements in the chassis, a modified rear suspension, a wider rear track (62.8 in. with 18-in. wheels, 62.6 in. with 19-in. ones versus 61.4 in. for the coupe), and an extra 1.1 in. of overall width. The convertible hardware also adds a good chunk of extra weight, with the drop-top weighing between 4095 and 4110 lb versus the coupe's 3616-3668-lb weight range. The switch from top up and top down won't be lightning fast, either, with Infiniti saying that raising or dropping the top will take about 30 sec.

Other convertible-only modifications include pop-up rollbars, an adaptive climate-control system that adjusts with vehicle speed and top position, and a special type of aluminum interior trim that can be switched out for African rosewood. Convertible-only options include a wind deflector, climate-controlled seats, and a 13-speaker Bose Open Air sound system that features two speakers in both front headrests. Designed specifically for the G37 Convertible, the system uses digital signal processing and a noise-monitoring microphone to adjust sound to compensate for wind and other ambient noise.

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There are some changes on the powertrain side as well. The 3.7L V-6 in the convertible has a slightly lower output of 325 hp and 267 lb-ft versus the G Coupe's 330 hp and 270 lb-ft. Like the coupe and sedan, the convertible will receive Infiniti's new seven-speed automatic transmission with available paddle shifters or a close ratio six-speed manual.

The G37 Convertible will be offered in just two trims, base and Sport 6MT. The base version comes with the seven-speed automatic transmission and 18-in. wheels with all-season tires standard as well as countless features including dual side impact and side curtain airbags, keyless ignition with push-button start, active head restraints, and cruise control. The Sport 6MT obviously comes with the six-speed manual transmission plus 19-in. wheels with summer tires, sport-tuned steering, upgraded four-piston front and two-piston rear brakes, sport seats with adjustable bolsters for the driver, and aluminum pedals. All performance upgrades found on the Sport 6MT are available for the base model as part of a sport package, but neither sport version can be had with climate-controlled seats. Also available are Bluetooth, a navigation system with a 9.3 gigabyte hard drive instead of a six-disc CD changer, and intelligent cruise control.

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Fuel economy has not been finalized, but mileage should be slightly lower than the coupe due to the extra heft. The automatic-equipped 2009 G37 coupe is rated at 18/26 mpg city/highway and the manual at 17/25 mpg. Pricing has not been announced, either, but the convertible should carry a decent premium over the coupe. For comparison, a BMW 3 Series convertible costs about $8000 more than a comparable coupe.

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2009 INFINITI G37 CONVERTIBLE
Base price	N/A
Vehicle layout	Front engine, RWD, 4-pass, 2-door convertible
Engine	3.7L/325-hp/267-lb-ft DOHC 24-valve V-6
Transmission	7-speed automatic, 6-speed manual
Curb weight	4095 lb (auto), 4110 lb (man)
Wheelbase	112.2 in
Length x width x height	183.3 x 72.9 x 55.1 in
EPA city/hwy fuel econ	N/A
CO2 emissions	N/A
On sale in U.S.	Spring 2009

Mitsubishi unveils electric car for 2010

2008-11-23T19:36:00.000-08:00

Focus is on Japanese market, no promise to sell abroad

Mitsubishi on Wednesday unveiled this electric vehicle, based on its Colt model sold in Japan.

TOKYO - Scandal-plagued Mitsubishi Motors Corp. said Wednesday it will start selling electric cars in Japan in 2010 — an attempt to showcase its technological prowess and fix its battered brand image.

The Tokyo-based automaker, struggling to regain customer trust after repeated cover-ups of auto defects, showed off a mini test vehicle equipped with motors embedded in the rear wheels that run on a lithium-ion batteries.

“For a company with small sales like ours, this is a way we can assert a meaningful presence,” Tetsuro Aikawa, who oversees product development and environmental research, told reporters at the company’s headquarters.

93 miles on a charge
Aikawa said the planned mini-electric car, which will be available for test fleets next year, has a cruising range of 90 miles on a single charge and can be recharged in a regular home. The top speed is around 90 miles an hour.

Toru Yamanaka / AFP - Getty Images

Mitsubishi executive Tetsuro Aikawa uses a cutaway display to show how the company's electric vehicle motors in the wheel are powered by lithium-ion batteries on the bottom of the car's body.

Mitsubishi is targeting housewives who drive to pick up children from school, go grocery shopping and won’t need to travel long distances, Aikawa said, adding that they are expected to enjoy owning a car that never needs to fill up at a gas station.

Officials said the electric car will cost slightly more than a comparable gas-engine vehicle but they hope to keep prices down through Japanese government aid available for buyers of environmentally friendly cars. Although the price isn’t decided, it may sell for under $19,000, according to Mitsubishi Motors.

Overseas sales uncertain
The company is undecided on overseas sales for the car.

Electric vehicles have been available in small numbers around the world, but they have been too expensive to catch on in big numbers. The fact that they need recharging has been another obstacle with drivers.

Most other automakers have focused on combining electric power with a gasoline engine in what's known has a hybrid system.

Automakers are also working on replacing the internal combustion system with fuel cells, but obstacles include costs and technical issues.

2010 Lexus RX brochure leaked early

2008-11-23T19:34:00.000-08:00

By Mashfique Hussain Chowdhury

The sales brochure for the upcoming 2010 Lexus RX is all over the internet, as Toyota gets ready to release the updated crossover model soon. So far, it looks like a minor facelift from the outside.

The interior takes a turn for the weird, with a lopsided console centered on a conventional dashboard. Expect a power boost from the 3.5-litre V6 that powers the current GCC-spec model. The model in the photo is a hybrid RX 450h.

The RX 350 is a Lexus bestseller in America, but in Dubai and the GCC, it seems to be more of a minor hit as it failed to steal sales from the brutish BMW X5.

Redesigned 2010 Toyota Prius revealed early

2008-11-23T19:32:00.000-08:00

By Mashfique Hussain Chowdhury

The Toyota Prius has become a fashion icon around the world for those who want to appear environmentally-conscious. It was the world’s first mass-produced four-door hybrid, powered by a petrol engine mated to an electric engine that recharged itself through regenerative braking technology. The current generation of the Prius is most recognisable, and Toyota has chosen to keep its existing shape for the 2010 model, while updating some styling, tech and interior details.

Most obvious is a new face, reminiscent of the Yaris hatchback. Power is expected to go up slightly, thanks to a larger-displacement petrol engine, growing from 1.5 litres to 1.6 litres. Toyota has improved fuel economy to 5.1 litres/100 km by installing a more efficient powertrain with improved batteries for longer electric-only driving, as well as designing a lighter body though the extensive use of advanced composites in its construction.

There is very little chance that the Prius will reach GCC markets in the near future. Toyota is busy dumping their excess 4WD stock onto the streets of Dubai, as SUV sales have hit the gutter elsewhere around the world.

2010 Ford Fusion and Mercury Milan get new faces

2008-11-09T19:49:00.000-08:00

By Mashfique Hussain Chowdhury

Mexican-built corporate twins, the Ford Fusion and the Mercury Milan, have barely been on sale in the GCC for a year, but they’ve been available in the American market since at least 2006. Therefore, the cars are due for a major facelift in 2010, and these are the first photos of the production-ready models.

It is same to say that the overall shape hasn’t changed much, and most of the redesign has concentrated on upgrading the front end, with most likely a new interior for each car. Latest news suggest that the American engine range includes a 174 hp 2.5-litre 4-cylinder, a 240 hp 3.0-litre V6 and a 263 hp 3.5-litre V6, all available with a new 6-speed automatic. The Americans will also get hybrid versions of the Fusion and Milan, with a reported range as high as 1100 km. So far, only the four-banger base engine is available in current models sold in Dubai.

A ll-new Aston Martin One-77 almost revealed

2008-10-19T21:15:00.000-07:00

As supercar sales slow down around the world due to economic issues, Aston Martin went ahead and announced an all-new flagship supercar called the One-77. Though only releasing dark teaser shots of the oddly-named car, simply brightening up the photos digitally reveals a whole lot more.

Information available so far suggests a lightweight aluminium-bodied coupe with a 7.0-litre (or larger) V12 engine, good for around 700 hp. The front-engined rear-wheel-drive platform will also feature adaptive suspension, automanual paddle-shifted gearbox, pop-up rear spoiler and ceramic brakes.

Reportedly priced at more than 1 million British pounds (that’s more than Dhs 7 million to us poor people), the One-77 will go on sale by the end of 2009.

All-new BMW X1 Concept revealed early

2008-10-19T21:00:00.000-07:00

BMW seems intent on diluting its brand image further with every new model they create. As if the X6, the X5 and the X3 weren’t enough, the German company has now created an X1 soft-roader, to be shown in near-production trim at the 2008 Paris Auto Show.

Most likely based on the equally-daft 1-Series platform, the BMW X1 is trying to break into a segment that didn’t ask for any luxury treatment. The sub-compact SUV genre is currently occupied by ultra-cheap offroad-capable Japanese machines with tiny engines. The X1 will no doubt combine a cramped interior with all-wheel-drive and a range of 4-cylinder and 6-cylinder engines from the BMW parts bin.

Expect to see the X1 in production as a 2010 model by next year.

Citroen builds GTbyCitroen real video-game car

2008-10-14T20:44:00.000-07:00

We’re not quite sure what the purpose of this concept is, but it sure looks great. Shown at the 2008 Paris Auto Show, the car is called GTbyCITROËN, and it will be a playable car in some game called GT5 on some kid’s contraption called PS3. It seems to be a non-working full-size model, as Citroen’s press release is filled with nonsense, but no real mechanical details.

With GTbyCITROËN, a show-car presented at the 2008 Paris Motor Show, Citroën becomes the first vehicle manufacturer to cross over to the virtual worlds: An original take on a road car, GTbyCITROËN is a style replica of a vehicle from the digital world. The car is the result of a partnership between Citroën and Polyphony, designer of the driving simulation game Gran Turismo 5 on Playstation 3.

In the game, GTbyCITROËN features an electric drive train powered by a fuel cell with no pollutant emissions. It is a car designed to square up to the strongest competition.

The cabin of GTbyCITROËN, designed to seat two adults, expresses the grand touring vision behind this show-car. The on-board ambience allies premium, extensively worked materials with a more high-tech effect for the driving position.

GTbyCITROËN also expresses strength and power through generous volumes, (length: 4.960m, 2.080m and height: 1.090m) underlined by strongly marked wheel arches. The diamond-effect 21-inch aluminium wheels enhance the car’s sporty personality.

Don’t hold your breath for a production version though. This concept is just a gimmick to promote a video game. Basically, if you’ve already bought GT5 Prologue, you just spent money buying a demo. The full version of GT5 isn’t even out yet.

Audi A1 hybrid concept at Paris Auto Show

2008-10-14T20:38:00.000-07:00

Just when you thought Audi couldn’t do any worse, the VW-owned German manufacturer is now planning to release a subcompact hatchback called the Audi A1 Sportback. Currently only shown in concept form at the 2008 Paris Auto Show, the A1 wants to take aim at the Mini, but will most likely become known as an overpriced Yaris competitor.

Geeky styling aside, the prototype drivetrain is more interesting. Under the bonnet is a turbocharged 1.4-litre TFSI engine developing 150 hp and 240 Nm of torque, mated to a front-wheel-drive platform and an S tronic dual-clutch transmission. A 20 kW electric motor delivers an additional 27 hp and an extra 150 Nm of torque when the vehicle is accelerating. Acceleration is highest during the boosting phase, which is when the TFSI engine and electric motor operate simultaneously, giving a total of 390 Nm.

Concept features include an ESP-controlled active front differential lock to reduce torque steer due to the front-driven setup, as well as magnetic adjustable shocks, 18-inch wheels, Audi’s useless MMI multimedia system, navigation and a futuristic interior that won’t make it to production.

The electric motor is apparently capable of powering the vehicle alone using lithium-ion batteries, giving the A1 a range of up to 100 km in pure electric mode. The motor can be recharged from any power socket. The automatic start/stop facility, energy regeneration and phases of purely electrical operation reduce the fuel consumption and emissions by almost 30 percent compared to when it is running on the combustion engine alone. Audi says 0-100 kph acceleration happens in 7.9 seconds and a top speed of 200 kph, with a fanciful fuel-consumption claim of only 3.9 litres per 100 km. We’ll believe it when we see it.

9ff plans 2009 Porsche Panamera tuning

2008-10-14T20:36:00.000-07:00

So far, Porsche has only released teaser photos of what is to become the German company’s ugliest vehicle yet. But exceptional Porsche tuners 9ff has already put up a sketch of what their version of the 2009-2010 Panamera will look like, once they get their hands on it.

The Panamera’s 911-meets-hatchback styling has pretty much been finalised, and its only saving grace will be luxury and performance. As much criticism as this four-door car is getting, people should put things in perspective and remember the abomination that is the Cayenne, Porsche’s best-selling model in Dubai and the GCC.

Lamborghini Estoque concept sedan revealed

2008-10-14T20:34:00.000-07:00

While the brainless general media is still chasing stupid teaser images of the upcoming Lamborghini concept sedan, we can always depend on the web to leak information early. The car has been fully revealed on the internet, and it is called the Lamborghini Estoque.

The Lamborghini Estoque will be shown at the upcoming 2008 Paris Auto Show.

Since it is in concept form, there are no specific mechanical details yet, although speculation suggests the engine from the Gallardo LP560 resides under the bonnet.

Incidentally, this is Lamborghini’s first modern four-door front-engined design since the early 1980s, when they dabbled in off-roaders.

Considering many sports-car makers are in the process of developing their own four-door sedans, the Estoque looks like a sure bet for production.

2009 Volkswagen Tiguan S

2008-09-19T23:04:00.000-07:00

The good: The 2009 Volkswagen Tiguan S packs the performance of a sport compact car into a small SUV. Neat Auto Hold option keeps the vehicle stationary on steep hills and at long traffic lights.

The bad: The interior lacks excitement. Cabin tech is virtually nonexistent at this trim level. Sound quality on the audio system is poor at higher volume levels.

The bottom line: Former VW GTI owners who need more space for a family will absolutely love the performance of the Volkswagen Tiguan S, but those looking for high-tech options will want to look further upmarket.

CNET editors' review

Reviewed by: Antuan Goodwin
Edited by: Wayne Cunningham
Reviewed on: 09/10/2008

Photo gallery:
2009 Volkswagen Tiguan S

One of the first things we noted about the 2009 Volkswagen Tiguan S is its similarity to Volkswagen's hot hatch, the GTI MkV. Both vehicles have 200 horsepower 2-liter turbocharged four-cylinder engines. Both have about the same amount of passenger space and a similar wheelbase and track width. Aside from the Tiguan's taller stance, you'd be hard pressed to note any difference between the two vehicles when driven with a degree of civility.

However, when driven aggressively, the differences become more apparent. The Tiguan's taller ride height and ground clearance translate into a higher center of gravity and more body roll through hard turns. The Tiguan's extra 271 pounds over the four-door GTI equals a 0 to 60 time of 7.8 seconds versus the GTI's 6.9 seconds.

The GTI could beat the pants off of the Tiguan on a track, but that's not really the point. Consider that the Tiguan is a compact SUV packing performance that's only slightly bested by Volkswagen's hottest sport compact, but with more cargo volume and a smoother ride quality, and the Tiguan is all the more impressive.

Test the tech: Mountain road exploration
With specifications that rival those of a sport compact car and a transmission that boasts a Sport mode, we decided to see if the Tiguan S could put its money where its mouth is on a twisty mountain road. After finding an appropriately serpentine course for our test, we had to print directions because of our Tiguan's lack of a navigation system. Hopping behind the wheel, we studied our course and hoped we wouldn't get lost.

The Tiguan's automatic transmission features three forward modes: Normal, Sport, and Manual.

The first leg of our trip took us through the sort of terrain on which the Tiguan is most at home: city streets and highways. In light traffic with the transmission set to drive, the Tiguan's small size made it easy to steer into and out of traffic. On the short freeway blast up the mountains, the Tiguan felt stable and remarkably carlike. However, at cruising speeds turbo-lag, coupled with the transmission's slow downshifts, added up to slow top end acceleration. Reaching the foot of the mountain, we put the transmission into Sport mode and started up. Immediately we noticed that the Sport mode increased responsiveness by keeping the revs up and the turbo spinning. The shifts of Sport mode didn't feel any faster than in Drive, but the rpm at which the shift happens is much higher in the powerband. An added bonus was the Sport mode's engine braking feature that downshifts the transmission as the vehicle decelerates to help slow the vehicle and prepare for exiting turns.

We put our Tiguan S through its paces on a twisty mountain road.

Though the 200 horsepower engine motivated the Tiguan up the mountain without struggling, we weren't able to really get up to speed due to the extremely technical aspects of our chosen course. Our path up the mountain consisted of a two-lane road with dozens of switchbacks and hairpin turns. As fantastic as the Tiguan's Sport mode was coming up the mountain, it was terrifying on the winding descent, often downshifting harshly midturn and upsetting the vehicle's weight transfer. Not wanting to go spinning off into oblivion, we put the transmission into Manual mode to get better control over the gear changes. Manual mode's shifts are the same speed as the other two modes, but now that we didn't have to worry about an unexpected gear change we were able to focus on the Tiguan's handling.

The Tiguan's power steering made for light steering effort, but didn't really communicate much about what the wheels were doing underneath us. Through the hairpin turns, the Tiguan exhibited the expected front-wheel-drive understeer, which was easily correctable with a lift of the throttle. The poorly maintained mountain road put the Tiguan's suspension through its paces. With the window down, the hissing of the dampers could be heard echoing off the sheer rock face of the mountain, but from the driver's seat the ride was smooth and controlled.

We came back from our trip through the mountains impressed by the Tiguan's handling and horsepower.

At the bottom of the mountain, we were greeted by the beautiful Pacific Coast. After the intense concentration required navigating the mountain, the sweeping curves and ocean breeze were a treat. We put the transmission back into sport mode and headed home, impressed by the versatility of the Tiguan's performance.

In the cabin
In a word, the cabin of the Tiguan S is utilitarian. Perhaps a better word would be boring. Almost every surface is finished in the same matte black plastic and the seats are a dull charcoal cloth. In the optional tan interior color, there's at least a little visual excitement, but the charcoal interior of our Tiguan was downright depressing. The materials didn't feel cheap and all of the elements of the cabin seemed well made, but none of the Tiguan's sporty nature is reflected by the interior's dull execution.

The black and gray interior of the Tiguan is functional, but about as dull as can be.

The standard audio system is just as dull as the cabin in which it sits. In the S trim level, the only audio sources are FM/AM radio, single-disc CD audio playback with MP3 support, and an aux-in hidden in the center console. There's no option available for iPod/USB support, no HD or satellite radio available, and no Bluetooth hands-free. Audio quality is satisfactory, but suffers from dull highs and heavy, distorted bass at high volume.

The Tiguan has a few neat features, such as Auto Hold and an electric parking brake, which eliminates the need for an emergency brake handle. When activated, the Auto Hold feature will hold the brakes after a complete stop, keeping the car stationary even after the brake pedal is released. When the accelerator is depressed, the Tiguan immediately releases the brakes and the car moves. This is a neat feature for drivers who spend a lot of time waiting at traffic lights or for drivers of the six-speed manual version of the Tiguan S who live in hilly areas. In stop-and-go traffic, we found the feature annoying. Fortunately, it's easily enabled and disabled with the touch of a button.

Out back, our Tiguan was equipped with rear side airbags, a $350 option, and a 60-40 split folding rear seat. Seats folded flat, we were able to easily fit two bikes with the front tires removed into the back of the Tiguan.

Under the hood
The 2-liter turbocharged four cylinder that motivates the Tiguan is a gem of an engine. There's a good deal of turbo-lag, which makes easing into a slow start sluggish. Once you get it going, however, the Tiguan easily scoots through traffic. Flooring the accelerator from a stop, the turbo-lag is slightly less evident, but at around 2,500 to 3,000rpm the 200 horsepower and 207 foot-pounds of torque kicks in hard, thrusting the little SUV forward and loudly chirping the front tires. With the traction control deactivated, the tire chirp becomes a longer and louder squeal. It may not actually be fast, but the Tiguan certainly feels quick.

The best part of the Tiguan S sits underneath the hood in the form of a 200 horsepower TFSI engine.

Utilizing direct injection technology, the Tiguan averages an EPA estimated 18 city mpg and 24 highway mpg. That sort of fuel economy isn't bad for an SUV, but still a bit lower than most vehicles in the Tiguan's segment.

Delivering power from the engine to the front wheels is Volkswagen's six-speed automatic transmission with Tiptronic. This transmission features three forward modes: drive, sport, and manual. Drive mode features smooth shifts and programming for comfort and fuel economy. Sport mode raises the shift point to keep the engine in the powerband to reduce turbo lag and increase responsiveness for more aggressive driving. The manual mode lets the driver choose the gears by pushing the shifter forward and backward. We found it best to leave the car in Drive for regular urban and highway driving. The manual mode came in handy for keeping the car in first in stop-and-go traffic and for downshifting to get the revs up in preparation for merging with faster moving traffic.

The Tiguan's suspension makes a valiant attempt to tame the body roll of the tall compact, but it doesn't eliminate it. The short wheelbase makes the vehicle easy to rotate around turns, but like most front-wheel driven vehicles, the Tiguan displays piggish amounts of understeer when pushed to its limits. Thanks to a high suspension that's tuned for softness, those limits are fairly low.

That same high suspension is the reason for the Tiguan's smooth ride and commanding view of the road ahead. You wouldn't want to go off road with the Tiguan's front-wheel drive and very untrucklike 6.9 inches of ground clearance, but poorly maintained roads and all but the most severe potholes are soaked up by the suspension's longish travel.

In sum
While we were pleasantly surprised by the performance of the Tiguan S, the cabin was just too spartan for our tastes. At the S trim level, the Tiguan has an MSRP of $24,300 with the only options available being the rear side airbags ($350) and a no-cost six-speed manual transmission. We can't really recommend the Tiguan S for drivers who are also technophiles, but the higher trim levels are another story.

Stepping up to the Tiguan SE trim (MSRP $26,925) will upgrade the interior to a higher grade cloth, upgrade the odometer to a multifunction trip computer similar to Audi's offerings, increase the wheel size to 17 inches, and add steering wheel controls for the audio system, cruise control, and trip computer. Moving to SEL trim level (MSRP $30,990) upgrades the interior to leather, replaces the audio system with a 600-watt Dynaudio 10 speaker setup, and adds the Adaptive Front Lighting system with Bi-Xenon headlamps that turn up to 15 degrees in response to steering inputs. At SE trim and above, tech options come available in the form of a panoramic sunroof ($1,300), a touch-screen navigation system with a 30GB hard drive (20GB available for music), a back up camera ($1,990), and 4Motion all-wheel-drive ($1,950).

Prospective Tiguan owners will also want to look at the Toyota RAV4, the Nissan Rogue SL, and the Ford Escape Limited, all of which can be had with premium audio and Bluetooth integration for about the same price as the base model Tiguan. All three of these alternatives average 22 city and 28 highway mpg, but do so with 30 fewer horsepower than the Tiguan.

Pontiac confirms G3 compact for U.S. sales

2008-09-19T22:54:00.000-07:00

From the rear view, the Pontiac G3 in virtually indistinguishable from the Chevy Aveo5.

(Credit: GM/Pontiac)

Pontiac Manager of Communications, Jim Hopson confirmed, on the GM Fastlane Blog, that Pontiac would be selling the G3 in the U.S. General Motors must have something of a penchant for cannibalizing their own sales, because the G3 is obviously just a rebadged Chevrolet Aveo5, the ~~cheapest~~ least expensive new car in America.

When challenged on about the matter of the econobox G3 not fitting into Pontiac's claim of building exciting vehicles, Hopson states, "True, it's not a RWD V8, but that's why the G8 is sitting in the same showroom." What he fails to mention is that oftentimes there will also be an Aveo5 sitting in that same showroom.

Hopson does address the similarities between the two models stating that "the G3 and Aveo share a lot of components, true. But Toyota and Lexus also share components." That's right, he seriously drew the Toyota/Lexus analog. We spend an inordinate amount of time in a Chevy Aveo5, our test car for stereo installs, and we can say that there's nothing Toyota- or Lexus-esque about that vehicle.

However, component sharing and badge engineering are two different things. Toyota and Lexus buyers are two very distinctly different segments of the market, which isn't necessarily the case with Chevrolet and Pontiac buyers. Even if they were, we seriously doubt that putting a new bumper/headlamp combo on an Aveo makes it a vehicle substantially higher quality or perceived value.

Chevrolet Orlando concept hints at future

2008-09-19T22:50:00.000-07:00

Chevrolet’s last attempt at a minivan, called the Uplander, was a total disaster. Their new attempt will be shown off as a concept at October’s Paris Auto Show.

The new Multi-Purpose Vehicle attempts to offer the qualities of a car, a minivan and an SUV, all into one automobile. It sounds exactly like the design philosophy for the sad Uplander, but this one is based in the Chevy Cruze platform, and is most likely a smaller vehicle than any previous Chevy minivan.

Seemingly aimed at the European market, it only sports a 150 hp 2.0-litre turbodiesel engine with 320 Nm of torque. Inside, the five-door Orlando is designed to meet the needs of families and those who need plenty of seating capacity with adaptable, theater-style seating in three rows that comfortably accommodate up to seven occupants. Whenever load carrying becomes a priority, the spacious cabin can be quickly transformed into a large cargo area.

2010 Hyundai Genesis Coupe

2008-09-14T19:29:00.000-07:00

By John Rettie

The Hyundai Genesis Coupe is svelt new two-door that goes on sale in early spring 2009 as a 2010 model.

Hyundai's concept coupe was a hit at the greater Los Angeles auto show last year (Fall 2007). It piqued the interest of those looking for a sharp looking rear-drive sports car at an affordable price.

Now, the unveiling of the production version of this car at the April 2008 New York Auto Show was no let down as it grabbed the headlines when two examples slid, with wheels spinning under the expert skills of a couple of stunt drivers, onto a makeshift indoor drifting stadium. Rock music and fireworks added to the razzmatazz. You've got to do something outlandish to make the headlines in the Big Apple and Hyundai did just that.

Judging by the specs, buyers of the car will not be disappointed when it goes on sale early in 2009.

The two-door coupe will be offered with a 2.0-liter turbocharged four-cylinder engine producing 212 hp and a 3.8-liter V6 engine producing 306-hp. A six-speed manual transmission will be standard with both engines. A five-speed automatic will be optional with the four-cylinder engine while the V6 gets a stronger ZF six-speed automatic as an option.

The Coupe is based on the same rear-drive platform as found under the upcoming Genesis sedan, but with almost five inches chopped out of the wheelbase. The Coupe features a MacPherson strut dual-link front suspension and a five-link rear suspension. The suspension on the sporty SE model is track-tuned and includes Brembo brakes. All models include electronic stability control and a traction control system. A limited-slip differential is optional with both engines.

In keeping with its positioning as an affordable sport coupe for younger drivers, the Genesis comes with the latest in audio systems including USB and mini-jack inputs. When an iPod or iPhone is connected it recharges the unit as well as allowing the driver to access tracks via the steering wheel controls. An optional Infinity audio system will be offered.

The Genesis Coupe replaces the Tiburon and brings Hyundai directly in competition with the Ford Mustang and the Infiniti G37 Coupe. Pricing, as one expects from Hyundai, will be competitive. We expect the base model to sell in the low $20,000s while the top-of-the range V6-powered version likely in the mid- to high-$20,000s. That's considerably less than its aspirational competitors from Japan and Europe. Hyundai officials like to point out that 20 years ago you had to pay $59,000 to purchase a rear-drive coupe with 300 horsepower: a Porsche 911.

2009 Honda Fit

2008-09-14T19:23:00.000-07:00

By John Rettie

It might seem only a short time since Honda introduced the Fit. Yet the company is now introducing a second edition. Truth be known, the previous Fit had been on the market for several years before it arrived in the U.S. market. This time Americans do not have to wait as long to get a new version as the all-new Fit goes on sale in the summer of 2008 as a 2009 model.

Those who thought the previous Fit, known in many parts of the world as the Jazz, was perhaps too small will not be disappointed as the new Fit is a tad larger. This should fit the bill for many who really need a smaller car but perhaps don't want one. How's that for an oxymoron?

Overall, the look of the 2009 Honda Fit is similar to that of the previous model, but it has a much more heavily raked windshield that's located five inches farther forward. Apart from giving the car a more sporty look, it also makes for a much more spacious feel inside.

The 2009 Fit has a wheelbase that's two inches longer than that of the previous model. The new Fit gets an upgraded 1.5-liter VTEC four-cylinder engine that produces about 10 percent more horsepower. It's comes with a choice of five-speed manual or five-speed automatic transmission; the Sport model's automatic comes with steering wheel-mounted paddle shifters.

Despite a slight increase in size, the new Fit only weighs a few pounds more and even with an increase in power it is expected to deliver better fuel economy, an impressive achievement.

A key attribute of the Fit is its flexible cargo carrying capability. It has a large rear tailgate that allows easy access to the luggage area. Furthermore, the so-called rear Magic Seat has been further improved so it can now be folded flat in one single movement, without removing the headrest even if the front seats are in their rearmost position. There are several combinations of seating positions to provide flexible storage needs. A new hidden storage bin underneath the driver's side rear seat for placing small items securely out of sight.

The Fit Sport gets larger, 16-inch wheels and an optional Honda Satellite-Linked Navigation System features a 6.5-inch screen with voice recognition. All Fit Sport models include a USB audio interface that's compatible with current-generation iPods and many other USB storage devices.

Although the Fit is a small entry-level car it features a full complement of safety features including full curtain side airbags, ABS and electronic brake distribution system. A vehicle stability assist (VSA) system with active headrests is available as an option.

Full specifications and pricing for the new Fit will be available when the car goes on sale in the summer as a 2009 model.

2009 V Star 950 and V Star 950 Tourer Introduced in Las Vegas

2008-09-14T19:12:00.000-07:00

By Dirck Edge

The definition of "entry level" in the cruiser category keeps changing, and Star Motorcycles tried to up the ante in Las Vegas this morning with the introduction of the V Star 950 and V Star 950 Tourer models for 2009. Entry level? How about a 942cc air-cooled twin with four-valve heads and fuel injection, coupled with genuine steel fenders and belt drive? Star is offering all this at an opening price of less than $8,000.

Nimble handling is claimed to come courtesy of a new steel frame and unique 18-inch front wheel with low-profile rubber. Star even claims it has tuned the rigidity of the chassis in the longitudinal, lateral and torsional directions.

With one of the lowest seat heights around, the V Star 950 should be an unintimidating ride for the "inseam challenged".

The new V Star 950 is also available as a tourer, which comes equipped with a windshield, leather-wrapped hard sidebags, and a passenger backrest. Several colors are available, and the V Star 950 carries a U.S. MSRP beginning at $7,890, while the Tourer starts at $8.990. For additional details and specifications, visit Star Motorcycle's 2009 model site here.

Roehr Motorcycles 1250sc Review

2008-09-14T18:55:00.000-07:00

America Roehrs!

By Kevin Duke, Sep. 11, 2008, Photography by Tom Riles

After apexing the final corner at Blackhawk Farms Raceway and getting on the fat part of the rear tire, I dial up the throttle of the Harley-sourced high-performance V-Twin to rocket me up the front straight of this radical new American-made sportbike.

At this point you might assume I’m behind the bars of one of Erik Buell’s latest sporting machines, but the fertile mind of Buell had nothing to do with the innovative steed that is hurling me through the Wisconsin forest. And Buell surely must be envious that the most powerful of his American bikes are down almost 50 horsepower from the exclusive new Roehr 1250sc.

Roehr 1250sc: America’s newest sportbike.

Roehr (pronounced “roar”) Motorcycles is the brainchild of Walter Roehrich, an Illinois-based engineer who has been designing and building his own sportbikes for more than a decade. He began in the late-’90s with the Rv500, an ultra-clever 500cc two-stroke V-Twin made by joining two Yamaha YZ250 cylinders on a crankcase of his own design. Weighing just 315 pounds and producing 115 horsepower, it was a thrilling ride that ultimately was killed off due to emissions hurdles for the two-smoker.

Roehrich next turned to producing a liter-sized four-stroke sportbike. The Rv1000 was powered by a 120-hp 936cc V-Twin sourced from Sweden’s Highland. The engine’s enduro roots made it super-light (under 100 lbs), contributing to the bike’s feathery 335-lb claimed dry weight. But in an age of literbikes with 150-plus rear-wheel horsepower, Roehrich believed the Highland motor didn’t have enough steam to be competitive. His next bike would have no such power concerns.

Enter the 1250sc, Roehrich’s latest creation that is scheduled to go into production late this year. Like the aforementioned Erik Buell, Roehrich has selected a powerplant from the Harley-Davidson catalog. But unlike any Buell, the Roehr is powered by the Revolution V-Twin from Harley’s V-Rod lineup. Buell himself apparently considered using the liquid-cooled 1130cc V-Twin but declined because of the engine’s considerable weight of 197 lbs and its large size. Also, its 110-rwhp wasn’t particularly stellar.

A belt-driven Rotrex supercharger is the key to big power.

But Roehrich has found a smart and relatively simple solution to the Revolution’s power deficit: supercharging. Rather than using a positive-displacement supercharger, Roehrich has fitted a new centrifugal type from Rotrex in Denmark. Mounted under the faux fuel tank and driven by a toothed belt, the Rotrex unit weighs just 6.4 lbs. It basically operates like a belt-driven turbocharger but pumps the intake system with pressurized air that rises proportionally to engine speed. During idle, cruise and deceleration, a bypass valve recirculates unneeded air into the compressor, reducing parasitic drag and allowing the engine to function in its normally aspirated form.

It’s a brilliant system and operates as advertised. Power from a positive-displacement blower comes on early and then tapers off, while a turbocharger has a lag before coming on like gangbusters. In contrast, the Rotrex supercharger supplies a very linear surge of power throughout its powerband before running into a 9100-rpm rev limit. With a modest 8 lbs of max boost, no intercooler is required.

The Harley Revolution motor is used as a stressed member inside the steel and aluminum frame.

As its name implies, the 1250sc is powered by the larger, 1250cc V-Rod engine that debuted in 2008 with a slipper/gripper clutch system. Together with the supercharger, it’s a monster. At just 4000 rpm, it’s already producing more than 70 ft-lbs of torque at the back wheel, rising in a gradual fashion to its burly 100 ft-lb peak around 8000 rpm. According to the Roehr-provided dyno chart, horsepower builds in an uncannily linear trace that reaches to a 168-hp peak shortly after 9000 revs.

Oddly for a bike with this much power, there are no steps in the powerband that create the palpable surge of output like a normally aspirated engine. As such, winding out the 1250sc through the gears at Blackhawk wasn’t as viscerally exciting as expected. However, watching the V-Rod-sourced speedometer speedily ratchet upward on Blackhawk’s two straightaways left little doubt about this engine’s efficacy. Dual underseat Akrapovic mufflers (made for an R1) have quieting inserts to keep the big Twin’s bellow relatively modest. The supercharger whistles almost imperceptibly under a rider’s helmet.

Walter Roehrich poses next to his densely packaged creation.

When we arrived at Blackhawk, we were greeted by a tense but smiling Roehrich, 46, who was obviously nervous and relieved to come to this point of his project. It was finally time to turn his baby loose on a quartet of motojournalists.

The 1250sc offers plenty to be proud of as it sits under cloudy skies while ace lensman Tom Riles captures beauty shots. Its swoopy but clean bodywork reminds of the lovely MV Agustas, as does the single-sided swingarm showing off a sweet Marchesini forged aluminum wheel. Swanky Ohlins bits hold up both ends of the bike, while Brembo supplies stopping power.

Roehrich spent many hours crafting the shape of the 1250sc, then used some off-the-shelf pieces to finish it off. Those stacked headlamps came off a Buell Firebolt, and the instrumentation is pure V-Rod. Stylish Barrac (not Obama) mirrors offset the bike’s humble Ducati-sourced switchgear (which might be replaced on production bikes).

Billet aluminum meets chro-moly steel.

The frame borrows ideas from Aprilia and Bimota in that a chromoly-steel main frame is bolted and bonded to billet-aluminum sideplates. Thin-wall 4130 steel is used for the perimeter-style frame spars and steering head section. The swingarm is constructed from laser-cut chromoly sheet steel with inner reinforcing ribs and pivots inside the machined billet-aluminum frame pieces above the footpegs. Side-mount radiators from a Honda RC51 keep the wheelbase acceptably tidy at 56.0 inches.

Using the large 60-degreee Revolution motor proved to be less challenging than Roehrich expected. He says his engine is actually a bit shorter than a Ducati 90-degree V-Twin. However, the Harley motor’s cylinders are quite tall, forcing Roehrich to cram in the supercharger and its oil tank and the battery in the space normally reserved for a fuel tank. This forced a modestly sized 3.2-gallon fuel tank to be squeezed in under the seat; it’s filled by an inlet placed into the top of the tailsection.

Throwing leg over the Roehr 1250sc is a bit daunting. Not only does it have 168 wheel ponies, it’s a priceless one-off prototype that, if crashed, would probably cause its father to kneel down and cry. My first lap was purely exploratory. Handlebars are placed similarly to a contemporary sportbike, but there is a long gap from the rear of the dummy fuel tank to reach them. A wide seat gives legs a stretch to reach the ground.

The Roehr steers into corners with a firm shove on the bars, not quite living up to the sporty 23.5-degree rake and 97mm of trail listed in the spec chart. Motorcyclist‘s Aaron Frank was the first rider out on the bike, and he noticed a very soft rear suspension. Roehrich gave the handy hydraulic preload adjuster several spins before sending me on my way. The back half now worked fine for me, but the front end felt indefinite and the turn-in response was uneven.

The 43mm Ohlins fork fitted to the Roehr was originally intended for a Ducati 998, and its springs were having trouble coping with the added chassis pitching caused by the tall engine and the bike’s 55% front weight distribution. A quarter-turn extra preload was all that was left of the range, so we bumped up the front compression damping in an attempt to compensate. The bike worked better but still turned in imprecisely.

When we decided to break for lunch, Cycle World’s Don Canet came up with a theory of what might be causing the Roehr’s odd steering response. His decades of riding and testing bikes pointed us toward the steering-head bearings where we found they were over-tightened.

I knew from the first corner I owed Canet a debt of gratitude, as the 1250sc now steered with far greater precision. This, plus a track now heated by sunshine, enabled the knee-dragging antics we all were hoping for. Now freed to concentrate on other aspects of the bike’s performance, we were mostly pleased by what Roehrich had wrought.

Response from the stock V-Rod fuel injectors was glitch-free everywhere except for a slight kink when dialing on throttle from a closed position. A stiffly sprung throttle is mostly to blame, but the linkage itself seemed to provide excessive drag. Once the right grip is twisted open, you’d best be prepared for a never-ending blast of grunt that sweeps through its five-speed gearbox like nothing else on wheels. The small V-Rod tachometer could be a bit more conspicuous, but shifting, say, 500 revs early hinders acceleration only as much as an extra carry-on bag does on a Boeing 737.

Getting the Roehr stopped in time for Turn 1 was accomplished with good feel from the two-piece, four-pad front Brembos, looking look similar to a Ducati 848’s setup. Their bite is powerful yet not overly aggressive. Although the V-Rod’s clutch has a slipper aspect to its design, it wasn’t slippy enough to prevent the rear tire from locking during high-rpm downshifts. The 1250sc, at 432 lbs free of all fluids, is nearly 200 lbs lighter and with a more forward weight bias than the V-Rod.

The Roehr proved to be a bit more cumbersome than a Duc 1098 around Blackhawk’s 1.95-mile circuit and its many corners, but it could still be hustled around quite smartly. A larger track might’ve allowed the Roehr to stretch its legs and impress us greater. There wasn’t much use for the V-Rod tranny’s cruiser-appropriate short low gear around Blackhawk, and a considerable gap in ratios to second gear was a bit awkward at the track. But the 1250sc, more than any other bike I’ve ridden around a track, could easily carry a gear higher than what would seem optimum.

Once the Roehr had its settings optimized, we were pleased with its overall performance, and especially with its mountainous reserves of power. Yet there were a few wrinkles yet to be ironed out. A rudimentary shift linkage had some slop in it which may have contributed to a missed upshift, but Roehrich is already working on a fix. Same for the fork springs, which are being replaced with stiffer ones.

In the not-soon-to-be-addressed category is the small fuel tank that will limit street sorties to under 100 miles before refueling. And, for my vertically challenged body, the long faux fuel tank made it difficult to comfortably reach the outside handlebar when hanging off and leaned over.

But otherwise, there is plenty to like here. First off, it’s simply gorgeous, and I think it should assume the title of most dazzling American motorcycle ever to wear a fairing. Second, it’s exotic in a way few others are – there are 50 units planned for production, making a Desmosedici seem like a CBR. Third, it is built from top-shelf components that inspire pride.

It’s all enough to almost make you forget it costs $49,999. While that’s a big stack of Benjamins, I’ve seen plenty worse ways to spend that amount on a motorcycle. And most of them don’t come with a custom-painted Arai helmet like the Roehr.

The 1250sc certainly lives up to its billing as the fastest and most powerful American production sportbike. How much is that worth to you?


Highs:		Sighs:
Exotica First on your block to have a supercharged bike Buy American!		College tuition price tag A bit heavy What’s a Roehr?

Duke’s Duds

Lid: Scorpion EXO-700
Skin: Alpinestars
Gloves: Spidi
Boots: Alpinestars Supertech R

Specifications
Engine	60-degree V-Twin, supercharged, liquid-cooled, DOHC
Bore x Stroke	105mm x 72mm
Displacement	1250cc
Horsepower	167.6 hp at 9000 rpm (rear wheel)
Torque	99.6 ft-lbs at 8000 rpm (rear wheel)
Compression Ratio	11.3:1
Transmission	5 speed
Clutch	Wet, multi-plate, hydraulic actuation, slipper type
Final Drive	520 O-ring chain
Chassis	Modular CrMo steel and aluminum frame
Chassis	Steel/aluminum composite beam frame, 4130 steel/ 6061 aluminum
Wheelbase	56.0 inches (1422mm)
Rake/Trail	23.5 deg. / 97mm
Seat Height	31.5 inches
Dry Weight	432 lbs. (196kg)
Front Suspension	Ohlins 43mm fully adjustable upside-down fork with TiN
Rear Suspension	Ohlins fully adjustable monoshock
Front Brakes	2 x 320mm semi-floating discs, radially mounted Brembo 4-piston calipers
Rear Brakes	245mm single disc, with 2-piston Brembo caliper
Front Wheel/Tire	3.5 x 17 forged aluminum 10-spoke Marchesini, 120/70 ZR17
Rear Wheel/Tire	6.0 x 17 forged aluminum 10-spoke Marchesini, 190/55 ZR17
Fuel Tank Capacity	3.2 US gallons

Yamaha Unveils All-New R1: A Paradigm Shift?

2008-09-14T18:40:00.000-07:00

By Dirck Edge

Yamaha introduced an all-new YZF-R1 today in Las Vegas. This is an entirely new motorcycle, including new engine, new chassis and suspension. Yamaha claims it has "shifted the paradigm" for production sport bikes with the new R1's "crossplane crankshaft".

Do you think Valentino Rossi rides a "big bang" engine? He does not. The Yamaha M1 MotoGP bike has a crank that places each connecting rod 90 degrees from the next (firing at 270°, 180°, 90° and 180°). This virtually eliminates inertial crankshaft torque, which aides both power delivery and traction. Yamaha claims the new R1 combines "the low-rpm torquey feel of a twin with the raw, high-rpm power of an inline 4."

Much of the other engine technology is carried over from the last R1, including fly-by-wire throttle and the variable intake system that changes trumpet length at 9,400 rpm in order to broaden the spread of power. The new R1 also takes a cue from Suzuki and features rider-selectable throttle control maps (three in all), including a rain-appropriate low power mode.

The new aluminum frame and swingarm offer refined rigidity tuning. The rear sub-frame is now magnesium, and the new SOQI forks split compression and rebound damping duties, with the left fork handling compression and the right fork rebound. The new R1 also gets an electronic steering damper.

You can judge the new look of the R1 for yourself, but of note are the two projector-type headlight bulbs, which are closely integrated with the ram air intakes. The footpegs are adjustable to two positions (low and forward or high and back).

The new R1 will be available in January of 2009. For further details and specifications, visit Yamaha's R1 micro site here, or Yamaha's 2009 model site here.

Worth $ 139000 USD Flying Car 2010 Will Be Listed In The USA

2008-08-31T18:57:00.000-07:00

See below the car, what is your feeling ? F15 is not like the way the wings rolled up ? Designers called Icon A5, 2010 debut in

United States expected to sell $ 139000 . It will be on land, can also fly in the sky and landed in the water.

Kia Soul

2008-08-31T18:41:00.000-07:00

What is it? The styling of this front-wheel drive, four-door hatchback blends the look of a small SUV with the boxy practicality of a Scion xB. Many details have yet to be announced, but the most likely engine for the U.S. market will be a 2.0-liter four-cylinder. Overall length is about five inches shorter than a Scion xB. As with the xB, Kia expects buyers of the Soul to personalize the vehicle with extras to suit their own style.

CR's take: The Soul provides another choice for consumers looking for a versatile small car. But it’s too bad Kia won’t initially be offering it in North America with the more fuel-efficient diesel engine that will be available elsewhere.

New Car: 2010 Cadillac CTS Sport Wagon

2008-08-31T18:27:00.000-07:00

Cadillac's renaissance takes another step forward with the 2010 CTS Sport Wagon. The latest addition to the CTS range is all about prestige and presence -- and attracting more customers in European markets. Introduced this weekend at the Pebble Beach Concours d'Elegance, the new wagon will roll into Cadillac dealerships in spring 2009.

Not surprisingly, the CTS Sport Wagon powertrains are identical those of the sedan. A 3.6L 263 hp V-6 sits as the base engine in the U.S. with the direct-injection 3.6L V-6 making 304 hp as the top engine. As on the sedan, potential wagon buyers must choose between an Aisin six-speed manual or six-speed automatic, and between rear and all-wheel drive. With EPA highway ratings expected to be in the mid-twenties, the wagon should garner a few more MPG overall than bigger crossovers.

General Motors says a 2.9L turbodiesel is being prepared largely for European and Asian markets, although 250-hp engine will not be an option on the CTS Sport Wagon when it launches. No word yet on whether we'll see a diesel option in the U.S. at some point, but don't count on it.

While the wagon's front-end styling is carried over from the four-door CTS, there is plenty of new glass and sheetmetal out back, including thick D-pillars and large vertical taillights that flank both sides of the power lift-gate.

In an effort to better integrate the roof management system into the design, the chrome bars stretching to the rear of the car are set right against the roofline and GM says the system allows for an unobtrusive placement of the cross bars. Whether it's form over function remains to be seen. The bars meet the top of the taillights, which extend just a bit beyond the rear windshield, creating a small visual homage to finned Cadillacs of the past.

"They're not fins in the classic sense," says Clay Dean, Cadillac's global design director, "but they work to help disguise the cargo load system and, yes, they acknowledge Cadillac's design heritage."

New Car: 2010 Bugatti Veyron Grand Sport

2008-08-31T18:21:00.000-07:00

Bugatti has confirmed that it will build 150 of the new Veyron Grand Sports after the open-top version of the world's fastest car was launched at the Pebble Beach Concours.

Rumours of an open-topped Veyron had been around since the car's introduction, but the Grand Sport was only confirmed for production last year. It will take total Veyron production up to 450 cars by 2011, breaking the company's earlier commitment to build no more than 300 Veyrons.

Like the Veyron 16.4 coupe, the Grand Sport is all about superlatives. Its top speed remains unchanged at 253mph, but the bodywork has been revised to allow high-speed driving with the roof down.

The biggest single difference is that the roof has been set higher to reduce wind intrusion into the cabin, with substantial reinforcement to the Veyron's inner structure to compensate for the structural loss of the open roof. Sills and transmission tunnel have all been beefed up, while the B-pillars are braced with a new carbonfibre strut, and the carbonfibre doors have been strengthened with a side impact bar.

For roll-over protection, the Veyron coupe’s distinctive air intakes are re-designed to include 100mm wide carbon-fibre tubes to protect occupants. Although it’s capable of more, Bugatti advise the drop-top Veyron isn’t taken over 233mph. It will cost a cool £1.14 million before taxes - around £150k more than a Veyron. (Thanks to Autocar for News and Pictures).

Honda Fit

2008-08-31T17:57:00.000-07:00

What is it? Honda introduced the second-generation Fit at the New York auto show, months after it had gone on sale in other, international markets. True to the original model, the new Fit addresses several weaknesses and adds features seldom seen in this car class. Notably, front leg room is improved, the clever "Magic seat" folds flat to the floor in one motion, and the steering wheel has a wide range of adjustment.

This new Fit has a longer wheelbase and a wider track. Along with moving the A-pillar forward, these changes promise more interior space. In Japan, the base engine is a 1.3-liter four-cylinder, though the U.S. model will have a 1.5-liter matched with a five-speed manual transmission or an available five-speed automatic transmission. In the Fit Sport, the automatic includes steering-wheel-mounted paddle shifters.
The wheel sizes have increased to 15 and 16 inches.

Standard safety equipment includes anti-lock brakes, side and side-
curtain air bags, and active head restraints. Electronic stability control
is available.

What is new or notable? Significant in this class, the Fit will offer an
in-dash navigation system with 6.5-inch screen and voice recognition, tilt/
telescope steering wheel, and USB audio input.

When will it be available? Fall 2008.

All-new 2010 Cadillac SRX becomes smaller

2008-08-27T23:39:00.000-07:00

The 2010 Cadillac SRX has been revealed, alongside the CTS sport-wagon. While the older SRX was based on the larger rear-driven CTS platform, the new SRX will be based on a smaller front-driven platform to be shared with the upcoming Saab 9-4X.

The new model is based on the Provoq concept, and was originally supposed to slot in under the existing midsize SRX with a BRX badge. But will falling SUV sales everywhere (except in the GCC of course), GM decided to make the SRX a smaller fuel-efficient vehicle.

So far, only photos have been released, but it is known that front-wheel-drive and all-wheel-drive versions will be available, utilising V6 engines shared with the CTS. It is a given that the new SRX will come to GCC markets.

Confused 2009 Renault Safrane hits GCC

2008-08-27T23:28:00.000-07:00

One of our readers, Mohamad, pointed us to this thread on nissan-arabia.com, showing local photos of the GCC-spec Renault “mystery sedan” that we exposed some time ago. It looks like the new sedan will revive the Renault Safrane nameplate for this Japanese-designed Korean-built French-badged car.

The original Renault Safrane from the 1990s was a weird midsize car with a liftback body that never caught on in the GCC, and quietly disappeared even in Europe. As reported earlier, this new model is a rebadged version of the Korean-market Samsung SM5, which itself is a facelifted version of the Japanese-market Nissan Teana, which again is based on the Nissan Altima platform.

It looks like the “new” Renault Safrane will only be available in the GCC, with a 170-hp 2.3-litre V6 mated to a front-driven platform and automatic gearbox, and outfitted with entry-level luxury equipment.

2009 Toyota Corolla Preview

2008-08-26T21:31:00.000-07:00

Critical Knowledge:

All-new, 10th-generation model

New exterior and interior design

All-new chassis and suspension

Newly-designed instrument display

New 3-spoke steering wheel with available audio and Bluetooth controls

Lower, wider and longer than previous generation

Five grades to choose from: Standard, LE, XLE, S and XRS

Five new exterior colors

Arrives at dealerships in February, 2008

Introduction
On sale continuously in the U.S. since 1968, the Toyota Corolla has sold more than 30 million units worldwide since its introduction in Japan in 1966. The Corolla has been the best-selling car in Japan for most of that time, and for the past 20 years, has been the second best-selling model in Toyota’s North American lineup. In summary, the Corolla is the world’s all-time best-selling passenger car. With the introduction of the all-new, 10th-generation Corolla for the 2009 model year, Toyota hopes to maintain and build upon that success.
The Corolla is positioned between the entry-level Yaris and the Camry in Toyota’s U.S. lineup. For this latest generation, and in an attempt to attract younger buyers to feed the brand, Toyota focused on creating a more emotional connection with a more diverse audience than for previous Corolla models. Toyota focused on two areas: creative style and packaging, and improvements in sensitivity performance. Rather than designing and engineering the new model to appeal to buyers in one regional market, a broader approach was taken. Handling performance, for example, was calculated to meet the rigorous requirements of European highways, such as Germany’s Autobahn. Other aspects, such as ride comfort, roominess, cargo capacity and functionality, were based on the demands of the U.S. market, Corolla’s largest in terms of sales.

Model Lineup
The 2009 Toyota Corolla will be offered in five grades: Standard, LE, XLE, S and XRS. Standard models come with a 1.8-liter, 4-cylinder engine; 15-inch steel wheels; rear window defogger; air conditioning; intermittent windshield wipers; two 12-volt power outlets, daytime running lights; folding power mirrors; anti-lock brakes; power steering; tilt/telescoping steering wheel; and a 4-speaker, satellite-ready, AM/FM/CD audio system with auxiliary input jack and MP3 playback capability. LE models add power windows with one-touch driver’s down feature, shift-activated power door locks, and color-keyed manual-folding power side mirrors. XLE trim adds 16-inch steel wheels, variable intermittent wipers, remote keyless entry, Toyota’s Optitron gauges, center console with sliding armrests, 6-speaker AM/FM/CD audio system, and woodgrain interior. In addition to Standard model equipment, the sporty S models add 16-inch wheels; a body kit including a front spoiler, rocker moldings, and upper and lower rear spoilers; fog lamps; front sport seats; leather-wrapped steering wheel; chrome exhaust tip; and the 6-speaker audio system.

The performance-oriented XRS model offers a 158-hp, 2.4-liter engine, P215/45R17 tires on 17-inch aluminum wheels, and standard vehicle stability control and traction control. It further differentiates itself by offering sport seats, a leather-trimmed shift knob, door sill scuff plates, a tailpipe finisher with diffuser, rear spoiler, and black color-keyed headlamps. In addition, the XRS offers 4-wheel disc brakes, a sport strut tower brace, and grade-specific electronic power steering system tuned for better road feel, according to Toyota. In tests conducted by Toyota, the XRS achieved 0 to 60 mph in less than nine seconds.

Optional equipment on Standard models includes cruise control, a 6-disc CD changer audio system, satellite radio and 6 speakers, a power package that includes power windows and locks, and an All Weather Guard package. LE models can be equipped with 16-inch aluminum wheels and keyless entry. XLE models can be outfitted with a moonroof, stability control and traction control, and 16-inch alloy wheels. Leather upholstery is available on S and XRS models. A 6-speaker, AM/FM/6-disc CD changer audio system is available on all models. In addition, a JBL 8-speaker, AM/FM/6-disc CD changer audio system with Bluetooth capability is available on S, XLE and XRS grades. Also available on S, XLE and XRS grades is a new, entry-level navigation system with 7-inch LCD and more than eight million pre-programmed points of interest.

Hardware
The base engine in the 2009 Toyota Corolla is a 1.8-liter, DOHC, 16-valve, 4-cylinder unit featuring dual independent variable valve timing with intelligence (VVT-i) technology, the first such application in a Toyota model. The engine is standard on all but the high-performance XRS models. Output is 132 hp @ 6000 rpm, and 128 lb.-ft. of torque @ 4400 rpm. It runs on 87 octane unleaded fuel. EPA estimated fuel economy is 27 mpg city/35 mpg highway when coupled to either the electronically controlled 4-speed automatic or 5-speed manual transmission.

Standard on XRS models is a larger, more powerful 2.4-liter 4-cylinder unit that also features DOHC and VVT-I engine technology. It produces 158 hp @ 6000 rpm and 162 lb.-ft. of torque @ 4000 rpm. It is available with either a performance-oriented 5-speed manual or 5-speed electronically controlled automatic transmission. EPA estimated fuel economy for the XRS is 22 mpg city/30 mpg highway when coupled with the 5-speed automatic transmission, and 22 mpg city/29 mpg highway with the 5-speed manual transmission.

A newly developed suspension ensures excellent noise, vibration and harshness performance while achieving both good handling stability and ride comfort, according to Toyota. All 2009 Toyota Corolla models feature front ventilated disc brakes. All but the XRS have rear drum brakes. Electric power steering is standard.

Design
When designing the new 2009 Corolla, Toyota changed its design approach, going from individual styling for individual markets to a unified global design. For inspiration, design engineers and stylists moved to Turin, Italy for four months. The result: a more youthful and sporty style, far more European, according to the company. The new design, Toyota says, “conveys an image of strength, solidarity and stability, requiring a larger frame and a completely reworked package.”

The new design is wide and low; overall width has been increased by 2.4 inches, and overall height reduced by 0.8 inches. Overall length increased by 0.4 inches, while the wheelbase remains the same at 102.4 inches. Overall passenger volume increased by 1.7 cubic feet.

To create a lower, sportier shape, the bottom of the A-pillar was moved forward while the bottom of the C-pillar was moved rearward, increasing the angle of the window glass and achieving a sportier shape. The instrument panel was lowered to increase forward visibility, and the new design features a nearly flat rear floor. To maximize passenger seating comfort, both front and rear seats have extended seat cushions.

Safety
All 2009 Toyota Corolla models come equipped with dual-stage front air bags with driver position sensor and front-passenger occupant classification system, driver and front passenger seat-mounted side-impact air bags, and front and rear side curtain air bags. Anti-lock brakes with electronic brake-force distribution and brake assist are standard on all 2009 Corolla models, as are a tire-pressure-monitoring system, front seat belts with pre-tensioners and force limiters, and active headrests for front-seat occupants. Stability control and traction control are standard on XRS models and available on all other models.—Jeff Youngs

2011 Chevrolet Cruze Preview

2008-08-26T21:19:00.000-07:00

Critical Knowledge:

All-new entry in compact segment

Developed by global design and engineering team

Will be built in multiple locations

Three engines: 1.6- and 1.8-liter VVT, and new 2.0-liter turbo-diesel

5-speed manual and all-new 6-speed automatic transmissions offered

On sale in European markets in Spring 2009; other global regions to follow

See 2011 Chevrolet Cruze Pictures

Introduction
Chevrolet picked the Paris Motor Show for the worldwide premiere of its all-new compact sedan, the Cruze, which will go on sale first in Europe in March 2009. Why Europe? Chevrolet is GM Europe’s fastest-growing mainstream brand, with European sales up 23 percent in the first six months of 2008. The division expects the Cruze rollout to generate even more sales success in Europe, and create a buzz that carries over into other global markets as the car is introduced there with regionally-specific engine choices. As for North America, Cruze will be the replacement for the Chevy Cobalt, and will be a 2011 model. Cruze fits in the Chevrolet model lineup between the subcompact Aveo and the midsize Malibu.

Design
Developed by a global design and engineering team, the design of the Cruze is meant to be bold, not evolutionary, according to the all-new compact car’s Chief Designer, Taewan Kim. The car’s arching roof-line extends from a windshield with steep rake to rear pillars that slope to the back and a short rear deck, creating a compact sedan that looks like a well-proportioned coupé.

The car is longer (at 4.6 meters, or 181.1 inches) and wider than a majority of the competition, and will have plenty of space inside for 5 passengers and cargo. Chevy says the Cruze’s fit and finish for gaps and interfaces sets a new standard in the segment, not only in Europe, but around the world.

Hardware
By the European launch time, the Chevrolet Cruze will be available with three 4-cylinder engines: two gasoline engines and one diesel. Both the 16-valve, 1.6-liter engine with Variable Valve Timing (VVT) on both inlet and exhaust sides that produces 112 hp, and the 1.8-liter VVT engine delivering 140 hp, will help reduce emissions, the maker says. Chevy will also offer a new 2.0-liter turbo-diesel engine that develops 150 hp for even more power and fuel economy.

The Cruze engines will be mated to 5-speed manual transmissions as well as an all-new automatic transmission—the first 6-speed automatic transmission in the compact segment, according to Chevy.

Safety
Chevrolet designed the all-new Cruze as the first in its new family of compact products that the division promises “will deliver world class quality, backed by expected highest scores in all major crash safety ratings.” That means a target of perfect 5 stars in the National Highway Traffic Safety Administration (NHTSA) in all frontal, side-impact and rollover tests, as well as “Good” scores from the Insurance Institute for Highway Safety (IIHS) in frontal, side-impact, rear crash protection and head restraint ratings. Safety features on the 2011 Chevrolet Cruze include electronic stability and traction control, tire-pressure monitor, advanced dual-stage frontal air bags and GM passenger sensing system, 4-wheel anti-lock brakes (ABS) and standard or optional additional safety technologies.

Technology
When the 2011 Chevrolet Cruze debuts, expect standard OnStar 8.0, including GM Advanced Crash Response System, with available Turn-by-Turn Navigation and Destination Download, Bluetooth connectivity for hands-free calling, and standard XM satellite radio with new NavTraffic feature.—Suzanne Kane

Concept: Mercedes-Benz F 700 Research Car Preview

2008-08-26T20:10:00.000-07:00

Critical Knowledge:

Hints at next-generation S-Class

Utilizes DIESOTTO drive system technologies

Offers significantly increased fuel economy with low emissions

Equipped with PRE-SCAN active suspension

SERVO-HMI instruments improve ergonomics and ease driver load

REVERSE seating offers a reconfigurable cabin interior

Introduction
The Frankfurt Motor Show gives us our first look at the Mercedes-Benz F 700 Research Car, a future large luxury-touring sedan from the European car manufacturer. The stylized 4-seat sedan may offer a glimpse at the next-generation S-Class—from the advanced exterior styling and innovative interior appointments, to the sophisticated powerplant technology. “Like each of the research cars which preceded it, the Mercedes-Benz F 700 provides inspiring ideas for the technological future,” according to Mercedes-Benz.

Design
Presenting a sleek silhouette to the wind, the large 4-door features three conventionally hinged doors and one rear-hinged “coach” door, affording easier passenger access to the opulent cabin. The very long wheelbase on the F 700 concept allows for an abundance of interior space for the occupants. REVERSE seating, an interior approach that orients individual seating positions either forward or rearward facing, affords maximum spaciousness and supreme comfort.

The instrument panel utilizes the Mercedes “SERVO-HMI” concept. Displays are easy on the eyes, and the number of controls has been significantly reduced. The computer’s operating menu is simplified and more self-explanatory than current designs. In hands-free mode, a virtual-operating avatar-based assistant can “discuss” complicated inputs with the driver, such as the intended navigation destination.

Hardware
The exceptional fuel economy—notable for a vehicle of this size and class—is made possible by a “forward-looking” drive concept Mercedes-Benz calls “DIESOTTO.” This engineering approach offers the high power of a spark-ignition engine with the exemplary torque and renowned fuel economy of a diesel. By carefully controlling the auto ignition, and utilizing direct injection and turbocharging, the 4-cylinder powerplant of the F 700 attains the same performance levels found in existing Mercedes-Benz 3.5-liter V-6 gasoline engines.

Cabin noise and vibration levels are kept low with the active PRE-SCAN suspension system. With two laser scanners reading the road ahead of the vehicle, the hydraulically controlled active suspension proactively compensates for irregularities, helping to smooth the harshness and create what Mercedes calls a “flying carpet” ride.—Michael Harley

2008 Mazda MAZDA5 Review - Bringing the European “space wagon” to America

2008-08-24T20:06:00.000-07:00

By Alex Kramer

Pros:

Perfectly poised suspension
Fantastic touch-screen Navigation system
Practical dual sliding doors
Unique, shuttle-style exterior design

Cons:

Eager engine outmatched by chubby curb weight
So-so build quality
Cramped 3^rd row seats
Less than stellar fuel-efficiency

The automotive landscape is changing fast. Truck and SUV sales are down almost 30% from last year. Customers are clamoring for anything with a 4-cylnder engine and hybrids are flying off the shelves. Although gas prices have eased a bit as summer comes to a close, consumers seem to have adjusted to the reality of $4 a gallon, leaving car companies scrambling to catch up.

Mazda, on the other hand, seems to be ahead of the curve. With an arsenal of small, sporty compacts and not a single V8 in the lineup, the company is well positioned to take advantage of America’s new thirst for efficiency. Mazda even seemed to anticipate this shift by bringing its Euro-market small wagon to America a few years ago and selling it as the MAZDA5. Dubbed “space wagons” in Europe, these compact wagons feature minivan practicality, 4-cylinder efficiency, and in the case of the MAZDA5 , a little extra zoom-zoom.

Driving Impressions

Powering the MAZDA5 is the same 2.3 L 4-cylinder engine that can also be found in the MAZDA3 and MAZDA6. Output is a modest 153 hp and 148 lb ft torque, but unlike many 4-bangers this little engine has a fat powerband, with both good torque at low RPMs and a willingness to rev to the redline. Unfortunately, with over 3,500 lbs to tow around, the engine is easily overwhelmed, especially when driving in the hills. Step on the gas and it takes a leisurely 9.5 seconds to reach 60 mph, evidence that an additional 20 to 30 ponies wouldn’t hurt.

Our Touring edition test car came with an optional 5-speed automatic transmission with overdrive, which does a decent job of keeping the engine in the right gear. Take her into the mountains and things get a bit harried, with the transmission jumping between gears a lot to find an illusive sweet spot. Fortunately there is a manual shift option that allows you to hold the car in gear.

Like other Mazdas, where the MAZDA5 really shines is in the handling department. Despite looking like a somewhat tall, boxy wagon, the MAZDA5 sits low to the ground and drives like the sporty compact that its chassis is based on. Suspension tuning is outstanding, with a nice balance between handling and comfort. There is some body roll, but hang on to the wheel and you are rewarded with a surprising amount of cornering grip. Credit must also go to the low-profile Toyo Proxes all season tires, which provide sure footing without any noticeable drop in ride quality.

Build

Build quality on the MAZDA5 is a notch lower than the best, even at the entry-level end of the spectrum. Some of the knobs and switches feel flimsy to the touch, and there is some unevenness in the exterior body panel gaps. Yet, cruising on the freeway produced nary a creek or rattle and road noise is pleasantly low. Safety features include a full complement of air bags, including side-impact air curtains, and anti-lock brakes with electronic brake assistance, but neither traction or stability control is available.

2009 Toyota Venza Points To New Direction for Sporty SUVs

2008-08-24T19:25:00.000-07:00

August 18th, 2008 by Derek

Overly ambitious SUVs were the über-cool family transportation choices for the 90's. Now that we are becoming more socially responsible by choosing right-size vehicles that have a smaller carbon footprint, wagons with the dynamics of a sports sedan and the utility of an SUV are filling the growing demand and are popular choice for young, small families. The difficult decision for young families has always been giving up the sporty lifestyle and trading it in for a lumbering SUV, wagon or minivan. Now there is a new generation of vehicles, such as the VW Jetta Sportwagen, BMW 3-series and 5-series Sport Wagons, and upcoming Audi Q5, filling the crossover category with vehicles that emphasize sport over utility. (Video of the all-new Toyota Venza below the jump)

"The all-new Venza was developed as a vehicle that combines the styling, comfort and fun-to-drive performance elements of a five-passenger sedan with the surprising utility of an SUV," said Bob Carter, Toyota Division group vice president and general manager. "This winning combination will be ideal for active ‘boomers' and young couples with small families."

The development focus of the Venza design team was to create a new crossover vehicle that shifted away from the more traditional SUV styling themes that tend to dominate the segment. Toyota's Calty designers leaned more heavily on a sleek sedan concept with a wide stance that featured a sporty exterior and premium comfort interior but would also be equipped with important SUV attributes such as cargo space, towing capability and all-wheel-drive performance.

Available in front-and all-wheel drive, Venza will be powered by a choice of engines – a V6 or an all-new four-cylinder. Both engines will be mated to a six-speed automatic transmission. Twenty-inch wheels will only be available on V6 models. The 2009 Toyota Venza is scheduled to go on sale later this year.

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2009 Honda Pilot Review - Honda’s 8-passenger SUV

2008-08-24T19:22:00.000-07:00

By Holly R.

Pros:

LOVE the white dials/background on the instrument panel
Really decent acceleration
Comfortable front seats and the lumbar support is really NICE
XM® Satellite Radio
Built-in Bluetooth®

Cons:

Square shape is great for making more inside storage, but bad for aerodynamics
Gas mileage is not stellar (made worse with the square-er shape)
Voice recognition (I am starting to hate these) system
3rd row seats are only usable by children or very short people (at 5′6″, I wouldn’t be comfortable for any length of time sitting back there)

Fuel Economy:
Advertised: 16 in the city, and 22 highway (or 18 combined for the AWD Touring Edition).

Actual: 18.7 with my un-aggressive driving style. Sightly better than the combined estimate, but still worse than other 7-8 passenger SUVs on the market.

Introduction:
Wow, the Pilot is ginormous! Okay, I know that’s not really a word, but holy cow! There is a whole lotta vehicle with the re-designed Pilot. It seems that for 2009, the Honda Element got more rounded shapes, while the Pilot got the more square shape - they completely traded places! The new Pilot appears to be significantly larger than it’s older counterparts, and the frontal view is now markedly bolder-looking with its unique grill (bad to the bone). The day-time running lights prevent having to figure out how to turn on the headlights as daylight begins to disappear. I think this really adds to the safety factor, even in broad daylight.

Driving Impressions:
The Pilot accelerated really well. I didn’t try to blast through any corners, as I was having some issues with the aerodynamics of the car. It felt a bit top-heavy, and definitely took a bit of road to get it stopped. Other than that, it was pretty fun to drive. I had a bit of trouble parking, as it’s pretty large! Add to that, one of the other reviewers had put their trailer-hitch mounted bike-rack on the back, so not only was I fighting a larger vehicle than I’m used to, but I had about 3 extra feet behind me to deal with! I reverted to a 16-year old, trying to parallel park for the first time. But it was one of those things that you could get used to, if you spent more than 3 days in a car. Due to the size of the car, I could easily see well up the road. The Pilot weighs a good deal, so that, coupled with being able to see so far ahead (well, and Honda’s safety reputation), I felt pretty darned safe. A definite bonus in my book.

Build:
The Pilot felt super solid. You could take it off-road and not be concerned at all about how it would take the conditions. The doors were solid without being heavy. The interior felt solid enough that you could bang stuff around without damaging the vehicle. We had a couple of stationary trainers in the back, behind the 3rd row seats, that were banging around a few times during an hour drive to a bike race. There wasn’t a mark one on the tailgate area, and nothing fell out when we opened the hatchback. The seats fold forward and back into place without struggle and seem like they would last a very long time. The hidden compartments in the passenger cabin are all well-built and you’d not have to worry about them breaking easily.

Interior Comfort and Ergonomics:
The good:
Tons of interior storage for people who like to carry around lots of stuff. Numerous bottle holders for those who need lots and lots of hydration. Even a little storage compartment in the 3rd row seats (sort of like a 3rd row glove-box). All compartments are tucked away out of sight, and easy to open when you need them. Have to love the the hidden sunglass holder, which doubles as a spy mirror for little, fighting passengers in the rear (possibly arguing over which DVD to watch in the rear-passenger DVD player). Okay, this spy mirror could work well for adults too!

Seats are really comfortable, although I spent very little time sitting in the 2nd and 3rd row seats. I cannot tell if they’d be comfortable for more than 5 or 10 minutes. The leather is nice, not too soft, and not too rough. Lots of adjustments for the driver (including an adjustable lumbar support, which was a really nice feature), and quite a few adjustments for the passenger. And all of the rear seats were easily folded flat, or back into the upright position. 3rd row entry was a breeze, with a quick tug of a lever from the 2nd row seat.

Cabin temperature was easy to control, and I actually got cold a couple of times with the A/C. Dual cabin controls are nice for someone like myself (who melts easily), whilst not freezing out my passenger.

Very easy to read the instrument panel in both broad daylight and approaching darkness (I really liked the white background for the instrument panel).

Given it’s size, I didn’t have any trouble seeing behind or beside me in traffic (when driving forward). I never once had a “oh crap!” moment in it (with the exception of parking). That actually surprised me. Hats off to Honda for making such a large vehicle with few, if any, blind spots!

And lest I forget to mention… I love the automatic lift gate. A push of the button, and up it goes. Another push of the button, and down it goes. In addition, the glass hatch can be opened and closed separately, just in case you only need to reach in. There’s a built-in netting to hold small items that are easily reachable via the glass hatch entry. You need to put larger things in the very back? Not an issue. The netting easily tucks away and allows larger objects behind the 3rd row seats.

There are so many other interior options that are great (rear passenger DVD player, wireless headphones, USB Audio interface, Bluetooth® Hands Free Link, XM® Satellite Radio, Premium Audio System, Navigation system…) that I could just go on and on and on. This vehicle is LOADED and with really NICE features.

The bad:
I really don’t like the gear-knob on the dashboard. There must be a lot of people who DO love it, because Honda keeps putting it there (CR-V and Pilot in my experience). It does clean up the center area a bit though. Honestly, this was the worst thing that I found wrong with the Pilot, and it’s minor.

Performance:
The 250-horsepower engine definitely got up and moved. And it had a lot of vehicle to move! At around 4,600 pounds, the Pilot is no flyweight vehicle. The weight explains its reluctance to stop on a dime, but it would be something you’d need to allow for in stop and go driving conditions.

Given the rising fuel costs, I was just a bit disappointed in the mileage. If the edges were slightly rounded, without sacrificing the added space, it would help with the vehicle aerodynamics and fuel usage. Also, because the vehicle was so new (we were among the first to drive it), it was still breaking in. I imagine that if it had a bit more mileage on it, I could have gotten better mileage, especially if I were to drive it over a longer period of time.

Given the above, I really have no other qualms about the Pilot’s performance. It was a steady drive. Accelerated easily. Got me from point A to point B quite comfortably. I felt like it was a solid vehicle that I could count on to get me up to speed and keep me safe, all while carrying a bundle of stuff and passengers, with room to spare.

Handling:
While I wasn’t crazy about how the Pilot handled in a cross-wind, everything else about it screamed: STABLE and SAFE. I should note that while I got blown about a bit in a strong crosswind, I never felt as though we were out of control. I just needed to hang on to the steering wheel and pay close attention. It behaved nicely in stop and go traffic conditions. It was equally at ease doing 75 mph on the open freeway. Uphill driving? Not a problem. It zoomed uphill and on the flats with ease. Curvy roads? Bring it on. Rolling around town looking for a parking place? It drove nicely in “parking space hunt mode”. While the Pilot certainly isn’t a sports car - the turning radius was reasonable (as expected) given it’s size.

Styling:
Even though Honda has squared up the edges and lines of the Pilot, it looks significantly beefier than previous versions. The front grill adds to the machismo of the new Pilot. It looks like it could take a whipping, then keep on dishing it out, yet it doesn’t look out of place in the city. The lines of the vehicle are clean and everything blends in really nicely. All 2009 Pilot models feature the rear privacy glass, which helps keep the rear passengers cool, and cargo items safe from prying eyes. The integrated sun-shade for the second row door windows provide more security from prying eyes. Additionally, the Touring edition has the side-mirror integrated turn signals. While these are seamlessly blended into the side mirror for the sake of style - it also doubles as a safety feature, making it easier for other drivers to know your intentions. Safety, thoughtfulness and style, all rolled into one. Genius!

Value:
Overall, the Pilot is not a cheap vehicle. The Touring edition comes in at around $38k. Keep in mind, the Touring edition is also an entirely NEW model in the Pilot line, and it does not feel or perform like a cheap vehicle. It’s a very nice SUV in its price range. The features are NICE and the costs of those add up if you were to add them in separately. If you were looking to spend less for a Pilot, there are 2 lower trim lines in the family that would get you the same vehicle, but with slightly less bling.

Honda’s safety record is again evident in the Pilot. The NHTSA has given the Pilot 5 stars in both frontal and side impact safety ratings. Additionally, the Pilot is loaded with other safety features including: Vehicle Stability Assist (which helps sense over and under-steer,t hen brakes individual wheels and/or reduces throttle to help restore your intended travel path), 4-wheel disc brakes with ABS, Electronic Brake Distribution and Brake Assist. The Pilot provides superior defense in the event of a crash with it’s Advanced Compatibility Engineering (ACE) (the body structure helps absorb and disburse crash energy over a larger area in case of a frontal impact). ACE also makes the Pilot more crash compatible in the event of a frontal impact with vehicles of differing ride heights. There are also front and side impact airbags for the passenger side, and three-row side impact curtains for your passengers, as well as a rollover sensor. This should give you and your passengers peace of mind when riding in a Pilot.

All that being said, the experience I had with the Pilot Touring edition, it’s safety record, it’s ease of drivability and the Honda name: I think it’s worth it.

Conclusion:
The Pilot is a solid, well-performing SUV. The 2009 model has been re-designed, and while it’s squarer shaped than previous years, it looks a lot more bad-*ss. It’s comfortable, spacious, easy to see out of, and the features that came with it are very useful for drivers and passengers as well. It appeared truck-like, without actually driving like one, which is a pretty great accomplishment.

	Build	Interior	Performance	Handling	Styling	Value	Overall
Rating	4.5	4.5	4.5	4.5	4.75	4.5	4.5

2009 Volkswagen Golf VI coming soon

2008-08-11T21:10:00.000-07:00

Early photos of the next-generation 2009 Volkswagen Golf has surfaced on the internet, ahead of its official launch this week. So far, things are not looking good for the gay icon.

The new sixth-generation VW Golf MKVI will utilise the existing platform, and most of the engines will be carried over.

The new styling itself looks to be more of a facelift, simply adding ideas from the Scirocco and the Touareg. The front end looks cheap and unfinished in black, while the dull interior is hardly changed.

All-new 2010 Lotus Evora details emerge

2008-08-11T20:53:00.000-07:00

The British magazine CAR had apparently got its hands on first images of the upcoming 2010 Lotus “Eagle” earlier. Powered by, of all things, a 3.5-litre Toyota V6 mounted behind the seats, it is supposed to a luxury cruiser alternative to the strippo Elise and barely-known Europa. “Eagle” was the codename for the car that eventually debuted as the new Lotus Evora at the British Auto Show.

The Toyota V6 is good 276 hp and 339 Nm of torque, which is unsurprisingly similar to the Aurion powerplant. The 2+2 seater should manage a 0-100 kph time of less than five seconds, with a top speed of 255 kph.

The leather cabin will include storage bins, cup-holders, LED mood-lighting, a/c, traction control, tyre pressure monitor and a CD stereo with 7-inch screen, Bluetooth and iPod connectivity.

Around 2000 units per year will be offered, starting in the first half of 2009, at a price beyond Dhs 300,000. It is not expected to come to the GCC.

All-new 2010 Chevrolet Cruze “world” car soon

2008-08-11T20:49:00.000-07:00

General Motors has announced that they will soon unveil a new compact car called the 2010 Chevrolet Cruze, ready for release by mid-2009. The fact that it will be launched at the 2008 Paris Auto Show in October, and that it will also be available in the United States, hints at a new “world” car that will rival the Toyota Corolla and the Ford Focus in international reach. The car has already been spotted undergoing testing in USA.

Shown above is the prototype, shabbily photoshopped by me to give a better idea of how the car looks under the camouflage. Later, the photo of the actual car in red was leaked onto the net. Incidentally, a rebadged Suzuki Ignis is already sold as the Chevrolet Cruze in Japan, so it is odd that GM could not come up with a more original name. At least it should be better than the cheapish Korean-built Optra.

Cadillac BRX to become 2010 SRX

2008-08-11T20:43:00.000-07:00

Since one of our readers, Ali Z.Tabrizi, brought up the Cadillac BRX in a message to me, I figured I’ll use this vehicle to introduce the new incarnation of the Future Car Preview section, now rolled into this blog itself. As for the pictured Caddy, it is the Provoq concept, which was supposed to become a new crossover called the Cadillac BRX. The word now is that this will simply replace the slow-selling CTS-based SRX, thereby becoming the 2010 Cadillac SRX.

Already undergoing testing as a prototype, the 2010 SRX is based on the Saab 9-3 front-wheel-drive platform, and will be available with optional all-wheel-drive. Engines will be lifted straight out of the Cadillac CTS catalogue, including a 2.8-litre and a 3.6-litre, both V6 motors. In terms of size, it looks to be somewhat compact in size, unlike the current midsize SRX.

All-new 2009 Honda Jazz exposed

2008-08-11T20:40:00.000-07:00

We’ve come across full press photos of the all-new 2009 Honda Jazz, also known as the Fit in other markets. This car will be released at the Tokyo Auto Show this year

While no other details are available, we don’t expect much of a power jump from the current 1.5-litre four-cylinder motor. We don’t expect the hard plastic interior materials to change either.

The dark-coloured model is the body-kitted top version, while the lighter model is the basic version. Features include folding rear seats, digital climate control and a panoramic glass roof.

The current girly Jazz never did catch on in the Middle East, even though it is a practical fun-to-drive vehicle. The existing engine is very stressed under hard throttle, but then again, the money-saving crowd never really cared about that. However, the same crowd prefers sedans over hatchbacks too, paying a little more and choosing the Civic instead (while ignoring the butt-ugly City).

Audi TT-S

2008-08-11T20:33:00.000-07:00

What is it? This performance version of the new TT coupe and roadster will use the same basic 2.0-liter turbocharged four-cylinder found in the base A3, but in the TTS it will produce 265 hp. The only transmission available in the US version of the TTS will be the S tronic clutchless manual transmission, like the one found in our tested A3. Audi claims the coupe can run from 0 to 60 mph in 5.4 seconds, while the roadster is 0.2 seconds slower. Top speed for both models is limited to 155 mph.

The TTS is fitted with standard all-wheel drive and a magnetic suspension system, which allows the driver to choose between a comfort or sporty ride. The sport setting lowers the body by 10 millimeters.

The interior features deep sport seats trimmed in either leather or a combination of leather and suede. The rest of the interior is standard TT fare, with the addition of a TTS specific sport steering wheel.

What is new or notable? The upgraded powerplant and magnetic ride are the biggest features. The rest of the TTS is mostly cosmetic.

Hydrogen-powered Honda FCX Clarity launched

2008-08-11T20:27:00.001-07:00

Honda’s advanced hydrogen fuel cell powered vehicle came off the assembly line at the world’s first dedicated fuel cell vehicle manufacturing facility in Japan. After 19 years of development, the arrival of this “real world” fuel cell car is a step forward towards cleaner motoring. While expensive, the car will be available only on lease in the United States and Japan, in limited numbers.

The FCX Clarity – which emits only water from its exhaust pipe – was presented at a line-off ceremony at the Honda Automobile New Model Centre in Tochigi Prefecture, where Honda also showcased a number of the new production processes.

A new dedicated fuel cell vehicle assembly line has been established at the Honda Automobile New Model Center, which includes processes unique to a fuel cell vehicle such as the installation of the fuel cell stack and hydrogen tank. Honda Engineering produces all fuel cell stacks itself, also in Tochigi. In manufacturing fuel cells, exclusively-designed automated equipment was introduced to ensure quality of the highest precision while enabling mass production of cells, with several hundred cells required for each fuel cell stack.

The FCX Clarity was designed from scratch as a dedicated fuel cell vehicle. It is powered by the highly compact, efficient and powerful Honda V Flow fuel cell stack. Boasting a low-slung appearance made possible by the layout of the fuel cell power plant, the FCX Clarity is still a practical four-door vehicle. Lease sales are scheduled to begin in July in the U.S. and this fall in Japan. The combined sales plan for Japan and the U.S. calls for a few dozen units within a year and about 200 units within three years.

Using hydrogen gas to power an electric motor that outputs 134 hp, the Honda FCX Clarity cannot be bought outright. In USA, it will be available to Californian residents in 2008 for a 3-year lease costing US$ 600 (Dhs 2,202) per month. In total the 3-year lease would cost US$ 21,600 (Dhs 79,272) after 36 months, including insurance and servicing costs.

2009 BMW 7-Series exposed early

2008-08-11T19:26:00.000-07:00

Photos of the all-new 2009 BMW 7-Series have hit the web before its upcoming official launch. The new model looks strikingly better than the outgoing blob, which can truly be called the ugliest sedan in the history of BMW.

Engines will include a 326 hp turbo inline-6 and a 400 hp turbo V8, derived from motors that already run under the X6’s bonnet.

Available in two wheelbase lengths, the golden one is the longer version, and the black one is standard -length.

The suspension now consists of a double-wishbone front and multilink rear setup, and offers active damper settings such as comfort, normal, sports and sports-plus.

Interesting new features include upgraded active steering, now extended to all four wheels, depending on speed.

Other features include night-vision, lane-departure warning, adaptive cruise control, updated iDrive computer, rear screens and in-car internet.

The overall design is based on the CS Concept shown last year, which most thought would become a “four-door” coupe. As is, this car is bound to be a massive hit, considering the awful old one.

2008 Honda Accord preview drive

2008-08-11T19:09:00.000-07:00

By Aaron Gold, About.com

2008 Honda Accord EX sedan front view

What do the Guide Rating stars mean?

The all-new 2008 Accord is Honda's latest attempt to not only overtake the Toyota Camry as the best selling car in America, but to steal a march on rapidly-improving rivals like the Nissan Altima, Saturn Aura and Hyundai Sonata. The 2008 Accord is bigger and more powerful than the old model, yet it resurrects the small-car feel that made older Accords so appealing. How does the new '08 Accord compare to its rivals? Read on. Price range $20,995 - $31,145 (including options), EPA fuel economy (new 2008 formula) 17-22 MPG city, 25-31 highway, on sale mid-Sept. 2007.

First Glance: A new audience for the new Accord

When I look at an Accord, I think "family car." After all, I've been hauling my own family around in Accords for quite some time now. So it may surprise you -- it certainly surprised me -- to learn that Honda's not aiming the all-new 2008 Honda Accord at families. Nope, the target for the new Accord is DINKs (for the acronym-challenged, that's Double Income, No Kids). American couples are waiting longer and longer to have children, and many are deciding to forgo them altogether. They're working on their careers, they have money to spend, and Honda wants them to spend that money on an Accord.

According (no pun intended) to Honda, these buyers want a car that reflects their advancing status in their lives and careers. They don't want an SUV and they don't want a Civic, which they see as a kid's car. They want something that portrays a professional image and says they made a smart choice. The Accord's secondary target buyers are empty nesters -- people whose kids have already flown the coop. Many have owned an Accord in the past and have been spoiled by its high level of DQR (another industry acronym - Durability, Quality, Reliability).

The new Accord's styling features sharper angles that give the car a more aggressive look while visually tying it to previous generations of the Accord. The shape is different, but as with previous Accords I'm sure it won't be long before it becomes mainstream. Like the outgoing model, the new Accord is available in two body styles: A four-door sedan and a slick-looking two-door coupe.

In the Driver's Seat: More space, more complexity

2008 Honda Accord EX-L interior, showing leather seats, wood trim, and optional navigation system

Photo © Honda

Larger interior photos: LX - EX-L - EX-L Coupe

Among the Accord's most noticeable improvements is the bigger interior. Accords without a sunroof have just enough interior room to be classified by the EPA as large rather than mid-size cars. DINKs may not have kids to lug around, but they do have adult friends and co-workers, so the Accord's enlarged back seat is welcome. But the sedan's oddly-shaped 14 cubic foot trunk is smaller than most of its rivals. Furthermore, the back seat folds down but doesn't split, and the opening between trunk and cabin is small. The pleasant surprise is the coupe's back seat: It's not nearly as big as the sedan, but it's downright generous compared to rivals like the Nissan Altima coupe.

In keeping with Honda's "Safety for Everyone" campaign, the Accord offers six airbags, antilock brakes and electronic stability control (VSC in Honda parlance) as standard on all models, a notable improvement over last year's model.

One aspect that needed improvement -- but didn't get any -- is the complexity of the Accord's controls. The A/C and stereo use an array of buttons and dials that would do a German car proud. For the navigation system, optional on EX models, Honda has replaced the touch-screen with the dial-based system used on Acura cars. Honda says eliminating the touch screen allowed them to use a recessed mounting that cuts glare and puts the screen closer to the driver's line of vision. That may be so, but I still think it's a step backwards; the dial is slower and more awkward to program and adds even more clutter to the Accord's dash.

On the Road: Four-cylinder power and fuel economy are still Accord strong suits

The 2008 Accord offers three engine choices. LX sedans get a 2.4 liter four-cylinder; its 177 horsepower and 161 lb-ft of torque is more than last year's engine (and even more than the first V6 ever offered in an Accord, back in 1995). EX sedans and LX/EX coupes get a 190 hp version of the 2.4 with an Active Noise Control system, which uses technology similar to noise-canceling headphones to reduce low-frequency sound. It works -- the EX is notably quieter than the LX. Both engines drive the front wheels through a 5-speed manual or a 5-speed automatic. EPA fuel economy estimates (using the new 2008 formula) are very impressive -- 22 MPG city/31 highway for the manual, 21/31 for the automatic.

EX models offer an optional 268 horsepower 3.5 liter V6 with a 5-speed automatic or (exclusive to the coupe) a 6-speed manual. The good news: Automatics get an improved version of Honda's Variable Cylinder Management system, which runs the engine on 3, 4 or 6 cylinders as needed to save fuel. I tried the old version of VCM on a 2006 Odyssey minivan and it does wonders for fuel economy. The bad news: The 6-speed manual isn't the tight, slick-shifting setup found on last year's Accord, though shift quality is still pretty good.

Though my drive time was limited, my first impression was that the new Accord feels more nimble and light on its feet, thanks largely to low-effort steering and a taut ride that all but eliminates body roll. It's less sporting than the Mazda6 and Subaru Legacy, more lively than the Toyota Camry, and it grips the road better than the base-model Nissan Altima.

Journey's End: Still excellent, but can it topple the Camry?

2008 Honda Accord EX coupe rear view

Photo © Honda

Accord pricing starts at $20,995 for the LX sedan, with power windows, mirrors and locks, air conditioning, and a CD player. The LX-P adds alloy wheels, a power driver's seat, and other goodies, but it's the EX model, with a jazzed-up interior, sunroof and optional navigation system, that Honda expects to be the volume-seller. Topping the lineup is the leather-lined and climate-controlled EX-L. Coupe offerings echo the sedan, with the entry-level LX-S offering a slightly higher spec than its four-door counterpart.

There's no denying the Accord is an appealing package. The light, nimble handling makes the car feel more youthful and energetic than the Camry, making it more appealing to those of us who prefer small cars. And the coupe, with its generous back seat, is bound to be a hit.

But the Accord's button-happy interior is a real turn-off. Look at gadgets like the iPod and iPhone. Complex interfaces are out; simple, intuitive controls are in. Nearly all of the Accord's rivals are more user-friendly.

The new Accord is very good, though I doubt it will knock the mature and dependable Toyota Camry off its perch. The Nissan Altima, with its powerful engine, CVT transmission, and high equipment levels, remains my favorite mid-sizer, and strong rivals like the Saturn Aura, Subaru Legacy, Pontiac G6, and Ford Fusion are bound to erode the Accord's sales. The new Accord will definitely appeal to Honda loyalists; whether it will rise to rule the market remains to be seen. -- Aaron Gold

Pros:

Excellent back seat in both coupe and sedan
Light, nimble feel belies greater size
Lots of power from frugal four-cylinder engines
Standard suite of safety equipment

Cons:

Button-happy interior
Manual transmission isn't as slick as last year's model

Who should buy the Honda Accord:
Buyers who want space, economy and modern design

Who should not buy the Honda Accord:
Those who prefer a simpler, less-distracting interior

Details and specs:

Body style: 2-door coupe, 4-door sedan
Seating capacity: 5
Trim levels: LX, LX-P, LX-S, EX, EX V6, EX-L, EX-L V6
Price range (including options): $20,995 - $31,145
Base engine: 2.4 liter inline 4 cylinder, 177 hp @ 6500 RPM, 161 lb-ft @ 4300 RPM
Optional engine: 2.4 liter inline 4-cylinder, 190 hp @ 7000 RPM, 162 lb-ft @ 4400 RPM; 3.5 liter V6, 268 hp @ 6200 RPM, 248 lb-ft @ 5000 RPM
Premium fuel required? No
Transmission: 5-speed manual, 5-speed automatic, 6-speed manual
Driveline: Front engine, front-wheel-drive
EPA fuel economy estimates: 22 MPG city/31 MPG highway (4-cylinder manual), 21/31 (4-cylinder sedan automatic), 21/30 (4-cylinder coupe automatic), 19/29 (V6 sedan), 17/25 (V6 coupe manual), 19/28 (V6 coupe automatic)
Where built: US/Japan
Standard safety equipment: Front airbags, front-seat-mounted side (torso) airbags, two-row side curtain airbags, antilock brakes, electronic stability control
Optional safety equipment: None
Major standard features: Power windows, locks, and mirrors, CD player, cruise control, air conditioning
Major options: Navigation system, leather interior, power seats, upgraded stereo, alloy wheels, dual-zone climate control, Bluetooth phone compatibility
Warranty: 3 years/36,000 miles bumper-to-bumper, 5 years/60,000 miles powertrain, 5 years/unlimited mileage outer body rust-through
Roadside assistance/free maintenance: None

2010 Chevrolet Camaro revealed early

2008-08-11T19:06:00.000-07:00

The 2010 Chevrolet Camaro, which more or less looks just like the overexposed prototype, is going to be revealed on July 21 in the United States, and these are the first photos. Powered by a 300 hp 3.6-litre V6 or a 400+ hp 6.2-litre V8, and riding on a shortened Lumina SS platform with four-wheel independent suspension, the new Camaro already makes the low-tech Mustang seem outdated by three decades.

The Camaro will come in LS, LT and SS trim, equipped with either a 6-speed manual gearbox or a 6-speed automatic. The LS and LT get a 300 hp V6 with 300 hp and 370 Nm of torque, with manual or auto. The SS gets a 422 hp V8 (553 Nm) with the manual, or a 400 hp V8 (535 Nm) with the automatic. The automatic V8 features cylinder deactivation to improve fuel economy. StabiliTrak traction control is standard, while Brembo brakes are available on the SS version. The SS also gets stiffer suspension and adjustable Competitive/Sport modes for stability control and Launch Control on manual models.

The interior is a bit of a letdown, with a truck-like dashboard peppered with an overkill of misplaced bulging gauges. Shown here is the leather interior, with blue LED lighting. The cabin looks to be of better materials than the hard plastics in the Mustang.

Standard rims include 18-inch, 19-inch and 20-inch wheels. An RS appearance package is available on LT and SS that includes HID headlamps with integrated halo rings, spoiler, different tail-lights and 20-inch wheels. The V6 weighs between 1700 kg and 1718 kg, and the SS V8 between 1755 kg and 1779 kg.

It is a fair bet that the Camaro will come to the GCC by late 2009, as its American showroom launch is in early 2009. Expect prices to be between Dhs 100,000 and Dhs 150,000. A convertible version will also be available in the States during November 2009.

BMW M3 convertible

2008-08-11T19:05:00.001-07:00

What is it? The M3 convertible is a performance-tuned hardtop and is powered by a V8 engine that revs to 8,000 rpm and produces 414 hp and 295 pound-feet of torque. The convertible shares this engine with the coupe and sedan versions of the M3. The convertible will cost about $66,000, some $11,000 more than the M3 sedan and $8,000 more than the coupe.

What's new or notable? The M3 convertible will be available with a double-clutch transmission designed specifically for its V8. BMW claims it will provide smoother shifts and help the convertible extract the most performance possible from the V8.

CR's take: With the folding hardtop retracted, the trunk space appears to be scant (and that's putting it politely), and a small center pass through to the rear seat won't help much. Consumers considering the purchase any hardtop convertible should be aware of this common sacrifice.

Subaru G4e Concept Car Preview

2008-08-11T19:04:00.000-07:00

Source: Subaru
(10/10/2007)

Today Subaru provided a sneak preview of the G4e concept car, which will be displayed along with the more mature R1e design at the upcoming 2007 Tokyo Motor Show. Details are still a bit sketchy, but the G4e has the largest wheelbase in it's class and you can see it is an attractive four door hatchback design. It also features air conditioning and a super-cool dash. The motor is rated at 65kW and it is powered by a 346V battery pack.

These lithium-ion batteries use vanadium to double the energy capacity compared to a more traditional manganese lithium-ion battery of the same weight. Subaru claims the G4e has improved electrical efficiency as well as a lighter aluminum chassis than the R1e, resulting in up to a 125 mile (200km) range on a single battery charge.

The battery is located under the floor and is reportedly capable of quick-charging via special high-power recharge facilities to 80% full within 15 minutes. A full charge from AC power at home might take up to 8 hours, depending on the discharge amount and power outlet capacity.

Honda shows off sporting OSM concept

2008-08-11T19:03:00.000-07:00

Honda is displaying the OSM concept sports car at the ongoing British Auto Show. OSM stands for “Open Study Model,” and it is supposed to be an idea for a low-emissions roadster.

There isn’t any other useful information available about this car, other than including a push-start button and paddle-shifting gearbox. It is supposed to have some sort of hybrid engine. It might even hint at the next Honda S2000, although we are not liking what we are seeing. At least the interior is interesting.

The car is a companion model for their Honda CR-Z concept, which hints at the revival of the original Honda Civic CR-X.

Subaru Forester

2008-08-11T19:00:00.000-07:00

What is it? The latest Subaru Forester has grown considerably bigger than previous models. Subaru says it is three inches longer, 4.5 inches taller, and has a 3.5-inch longer wheelbase, which the company says improves rear legroom. Two of Subaru's signature flat-four engines are available, a standard 170-hp four-cylinder, and a turbocharged 224-hp version. The engine has been lowered nearly an inch in the chassis to keep the center of gravity low. But Subaru claims the Forester's 8.9 inches of ground clearance will be the best of any small SUV.

What is new or notable? Standard safety equipment now includes electronic stability control and brake assist, which helps drivers apply maximum braking force in emergencies. The Forester has a center console that flips out from the center of the rear seat, which is within easy reach of the front seats. The rear seats recline for comfort. And the Forester now offers all the latest conveniences, from a rear DVD player to a navigation system with traffic updates. Subaru says a new double-wishbone rear suspension should improve cargo room.

CR's Take: This is the Forester's first full redesign since its 1998 debut. Since then, the market has changed and grown while the Forester remained a humble but competitive entry. The new one finally looks more like an SUV than a wagon. The redesign brings more room, especially in the rear seat; that shortcoming has always been the Forester's Achilles heel. We're happy to see that the Forester retains its practical squared-off body and compact dimensions.

When will it be available? Spring 2008.

Mercedes-Benz SLR Speedster coming soon

2008-08-11T18:58:00.000-07:00

With the new SL65 AMG Black Edition taking up the top spot in the Mercedes-Benz line-up temporarily, the SLR McLaren is being discontinued soon, as AMG and McLaren branch off to make brand new supercars of their own. To give the aging SLR one last hurrah, an SLR Speedster is being developed. The funny part is, these “spy shots” were deliberately leaked by Mercedes-Benz themselves.

Different from the SLR Roadster in that this one has no roof or even a windshield, the SLR Speedster is expected to be a lightweight track-racer that ditches all the standard comforts and guns for pure performance. Expect a boost in power, lots of weight-saving features, and a crazy price.

Stories are already circulating that most of these toys are earmarked for the “rain-free” Middle East, where money flows out of the ground, but only for a select few.

2008 Bentley Continental GT Speed - Speed Heritage

2008-08-10T23:47:00.000-07:00

BY ERIK JOHNSON

A Conti GT with 50 extra horsepower takes Bentley to a place it’s never been.

How many times in your career as a Bentley salesperson have you found yourself in the embarrassing position of having nearly closed the sale on a Continental GT only to be rebuffed when the customer finds out it isn’t capable of 200 mph?

What a pile! Only 198 mph! he says, as he whirls on the heels of his Ermenegildo Zegna loafers and stalks through the solid mahogany dealership doors on his way to the Lamborghini store down the street.

Well, Bentley has rectified that situation by creating the 2008 Bentley Continental GT Speed, a special variant meant to recall Bentley Speed models of yore and one that has been engineered to achieve 203 mph.

More power spews from the Speed’s twin-turbo 12-cylinder engine than that of any other Bentley ever made, and its 602 horsepower at 6000 rpm represents an eye-meltingly large increase of 50 horsepower over the base Conti GT. You can credit increased airflow, a recalibrated ECU, lighter connecting rods, and decreased internal friction for the extra power, which Bentley claims will send the GT Speed to 60 mph in 4.3 seconds”quite a feat for a car that weighs nearly as much as a couple of houses.

But creating a Speed model, which has traditionally been the highest performance Bentley since the moniker’s introduction on the 3.0-liter Bentley in 1923, requires more than just fiddling under the hood. The steering has been retuned, and the suspension is revised with a dropped ride height, more aggressive spring and shock settings, and stiffer anti-roll bars.

The Speed’s 20-inch wheels are 0.5 inch wider than the base GT’s 9.0-inch-wide wheels, and they wear 275/35 Pirelli P Zero rubber all around. (The lesser car has optional 275/30 20-inch rubber.)

Regular GTs also get a few changes for 2008, including revised shocks and a claimed 80-pound weight reduction from lightening suspension components and the cooling system. Power for that model remains at 552 horsepower, and top speed stays at the, ahem, rather pedestrian 198-mph figure.

All GTs will now be available with optional carbon-composite brakes, too, a feature sure to add even further to those hefty commission checks that now await you, our faithful Bentley speed merchant, as discerning drivers discover the allure of a Flying B that can finally rocket past the double-century mark.

2008 Aston Martin V-8 Vantage Roadster

2008-08-10T23:37:00.000-07:00

BY AARON ROBINSON

Aston Martin’s rooflines are some of the hottest numbers in car couture”they’re low cut, tight fitting, and steaming with sex appeal. Cutting off one is like shearing the blond locks off a Barbie doll. Alas, the lovely V-8 Vantage goes headless with the new Vantage roadster, on sale now and priced for the still-working rich at $126,400.

Aston is simply being prudent. The Vantage counts among its rivals the Porsche 911, the Mercedes SL, the Jaguar XKR, and the BMW M6. All are offered with put-away tops. Indeed, Aston expects half of Vantage production to be roadsters.

Recall that the Vantage shares its all-aluminum, glued-and-riveted VH chassis with the larger two-plus-two DB9 and DB9 Volante (Aston’s other convertible). Intent on preserving the Vantage’s much-applauded handling, Aston stiffened it for sun-scooping duty with 44 pounds of additional bracing.

The major change is to the longitudinal box sections at the cockpit’s perimeter. They are extruded with thicker walls and extra webbing inside. To fight steering-column shiver, gussets on the door posts tie them more securely to the fire wall, and a thicker brace stretches from the fire wall to the prop-shaft tunnel, a fix that so pleased Aston it’s being added to the coupe.

The extra structure, including two underbody shear panels that lace together the front- and rear-suspension subframes, helps the roadster approach the Vantage coupe,s torsional stiffness”and it actually surpasses the DB9 coupe,s, says Aston. During a drive in southern France, the Vantage roadster was jiggle-free as it galloped through corners with confident handling, slack-free controls, and the juiciest exhaust snort this side of a Ferrari’s. The cammy 4.3-liter V-8 only lacks bottom-end torque, the big power not arriving until after 4000 rpm.

2008 Aprilia Dorsoduro Review

2008-08-10T21:01:00.000-07:00

Supermoto Style Done Just Right

By Yossef Schvetz, Jul. 31, 2008, Photography by Piaggio

Here’s a tip for Aprilia’s sales floor managers: If a potential Dorsoduro buyer walks into your dealership, blindfold him and seat him on the Dorsoduro, start the engine and let him play with the throttle. Another sale - done.

It’s been a long, long time since an engine’s sound got me so horny, provoking uncontrollable spasms in my annular muscles down there and unhealthy tension in my branded knickers. In our PC/castrated- exhaust era, we’ve seemingly forgotten just how important the aural appeal of a bike really is. Need more? The Dorso’s sound could be likened to a good mix of industrial techno grind with Uzi sub-machine gun at full chat undertones, and it perfectly depicts this little mean machine’s attitude: Nervous, raring to go, craves for your inputs at any given moment and responds to them with infantile enthusiasm.

The visual side of this multimedia experience doesn’t lag behind. This is Miguel Galuzzi’s first full project at Aprilia, and it’s not hard to see that the guy burned the midnight oil, sketching and modeling foams deep into the night. I am downright tented to define the Dorsoduro as his finest creation ever, and that’s quite a compliment considering that Galuzzi penned the original Ducati Monster. It’s not easy to find other scoots that have such a precise and well-defined vision, such an array of well-distilled and exciting forms. In my eyes, the Dorsoduro can take a well-deserved pole position in the “moto design” starting grid, sharing the front row with other luminaries such as the Hypermotard and the last version of KTM’s 990 supermoto. As we’ll see, it’s addressed at quite a different type of rider, but that’s for later.

So then, former Aprilia president Ivano Beggio isn’t around anymore, and Piaggio, the big Italian two-wheeled mama holds the reins. But still, this bike really captures the pioneering spirit of Aprilia, being daring, original, high-techy and, as noted, the design could burn holes through walls. Just a mid-sized supermoto, and yet Aprilia put its best engineering resources into this one, and the result is quite original in that sense.

It’s easy to start from the cycle side of things, as the frame borrows heavily from the last small Twins family, the SXV/RXV 450-550 twins. Not a bad bloodline, as the smaller V-Twins have conquered already a world supermoto championship or two. Just like in those, the front part of the frame is steel tube trellis affair that meet cast ally members midway above the mill’s V center. It’s cool-looking even if it reminds a me a bit of the MV F4’s solution, not a bad inspiration source after all.

The engine’s just as high tech. Not yet another Big Twin but a 750 and that’s already a sign that something is different. Unlike the last crop of 1000cc-plus Twins that need to sacrifice the perfect balance 90-degree angle in order to keep bulk in check (see Buell, KTM, Morini), by being smaller, Aprilia’s Twin has that magic number between its jugs. No wonder that on the saddle this engine felt really smooth. A stacked gear-shaft layout keeps the mill’s length in check in order to maximize swingarm length.

But the real gem is the full fly-by-wire throttle that fully controls the butterfly valves in the throttle bodies according to the inputs from the rider’s right hand. Aprilia has been among the first manufacturers to play with ride-by-wire in its MotoGP contender, the RS3 CUBE 990. Although Yamaha has beaten Aprilia in the race for a production system with its R6, it’s interesting that the guys from Noale still went for such a system in a non-all-out performance tool like the Dorsoduro. By gaining total command from the engine, Aprilia didn’t have much trouble in adding three different power settings. A rider can toggle between Rain, Standard and Sport. Guess where I left it most of the time… ?

The most interesting bit of spec about this new engine is not the impressive 92 claimed horsepower, a healthy output that should put Ducati’s Hypermotard 1100 under some pressure. It’s actually the fact that a peak torque of 60 lb./ft is achieved at a lowly 4500 rpm, smack in the middle of the powerband! Aprilia wisely chose to go for friendly and available torque rather than record numbers. If with such a mild state of tune this little V is capable of 92 hp at 8750 rpm, then with some simple hot-rodding, it should be able to rev up to 12K and deliver 600SS numbers. Don’t be surprised if super sporty middleweight shows up in Aprilia’s line up sooner than later.

With such a lush tech spec, it’s not surprising to find in the Dorsoduro other nice features like “Wave” brake discs, radial calipers, a double taper handlebar, and fully adjustable suspension.

Off we set, following a riding guide sent by Piaggio. The guy knows how to gas it, and after warming up for a few miles on the good old Tuono, I’m all set to swing a leg over the Dorso’. A few minutes into the ride and I’m all smiles. The long and flat saddle let’s you place your bottom wherever you see fit – for tall and spindly guys like me, that’s already a very good start. Gas it now and my cheeks are splitting from so much grinning, the aforementioned soundtrack puts me in real attack mode. Down for first, feather the light clutch and the Dorso drives on with authority, second, third, gears glide in perfectly, fourth, fifth gear, I’m keeping it pinned now, trying to keep our mad guide in my sights.

As expected, the engine is less stellar in the higher reaches of the rev counter. But the fun part comes soon enough. Throw the Dorsoduro into a good bend, and it thrives, flick it good into a tight hairpin and it shines. This thing reacts so happily to steering inputs that I find the 410-lb claimed dry weight, hard to believe. The bike feels like the spec sheet is a good 60 lbs off the mark.

'Down for first, feather the light clutch and the Dorso drives on with authority, second, third, gears glide in perfectly, fourth, fifth gear, I’m keeping it pinned now, trying to keep our mad guide in my sights.'

Bendy bits are over? That’s so sad, and yet roll the throttle on and the drive-by-wire system will find pretty good drive regardless of rpm. Okay, the oomph level down low might not be comparable to the atomic drive of the Morini 1200 or Ducati’s HM1100, but just because of that, the Dorsoduro actually helps you by not being so violent in its power delivery. So I said early on that the Dorso is a different animal, and this is exactly the point. Less brutal than a HM1100 or KTM 990, less intimidating while on the limit, much more friendly than those two hairy beasts. You do end up riding it smoother and faster, a boon if you are not VDB (Thierry van den Bosch, Aprilia’s hard-riding supermoto star).

The Dorsoduro might lack the immense rigidity of the HM1100’s bombproof frame, a rigidity that makes Duc’s Hypermotard a very demanding thing to ride. But exactly for that reason (Aprilia claims to have intentionally designed some flex into the frame), the Dunlop Qualifiers have an easier time finding traction. The little slides and blurbs while cornering hard fool you into feeling that you are some sort of supermoto god. And I am not!

Chill out for some minutes and you’ll find that there’s another side to this “Hard Back” thing (Dorsoduro in Italian) and that you don’t have to be in interception mode all of the time. Trotting along I discover that the engine is real smooth, the throttle response is simply sweet and that the hard-looking, off-road inspired seat is actually very comfortable. Or to put it in another way, this scoot is far from being a narrow focus racer in disguise – it’s actually quite an all-rounder. I could see myself riding one to work on a steady basis.

And that’s exactly the quality that I’ve been missing in all the supermotos I’ve tested so far. I have never fallen in love with supermoto Singles – too little creature comfort, too vibey, too narrow-focused, either as 450s or big 600-650cc Singles (although I’ve yet to ride KTM’s new 690). Big, liter-size supermotos have not convinced me either so far. They might be exciting rides, but on a long-term basis I found them too demanding, too crazy to live with, as one such specimen almost shortened my life when it landed on me (ended up with just three broken ribs… ). And here, all of the sudden, out of nowhere, another approach to the SM theme and Aprilia’s “mid-size SM” just feels so right.

Wot? No complaints whatsoever? Sorry, in my short test ride I haven’t been able to find much to bitch about. While standing at a stoplight after a run, it was a very hot day and there was plenty of heat blowing out from the engine bay, enough to turn my left you-know-what into an omelet. Not really a problem, as most of us have two rounded jewels. Other than that, I heard some colleagues saying that the ride-by-wire response is a tad too aseptic.

But to find out for sure I’ll need to have a Dorso’ for a long-term test. I promise to be a good boy and will take the thing to the nearest supermoto track only once a week.

2009 Harley-Davidson Touring Models and V-Rod Muscle - MD First Rides

2008-08-10T20:20:00.000-07:00

By Dirck Edge
Photos by Tom Riles and Kevin Wing

The new touring chassis handles extremely well

Beautiful Sonoma, California was the staging area for our test of several 2009 Harley-Davidson models. Our focus was on the significantly redesigned touring bikes and the stunning new V-Rod Muscle.

It would be difficult to overstate the importance of the touring market to Harley-Davidson. According to Harley's statistics, it has led the industry in market share for the touring category 14 consecutive years. The touring category has received much attention and investment from Harley-Davidson's competitors in the past several years due to a growth in the segment. Aging baby boomers like touring motorcycles, and they have significant disposable income.

The H-D touring family, each of which received a common new chassis for 2009, includes the Road King, Road King Classic, Street Glide, Road Glide, Electra Glide, Electra Glide Classic and Ultra Classic Electra Glide. At first glance, these bikes appear very similar to the 2008 models, but the changes lurking beneath the surface are massive. The frame and swingarm have been completely redesigned to make them much stiffer and stronger. These bikes can now support much higher passenger and luggage loads. The way the engine is mounted in the new touring chassis has also been revised slightly to reduce vibration at idle.

Except for the Road King Classic, which continues to feature a 16 inch front wheel (that permits the wide white sidewall), all of the tourers receive 17 inch front wheels for 2009 with lower profile rubber. The rear wheel on these models is now much wider to accept a 180/65-16 tire. The wider rear tire not only adds visual impact, it contributes to the handling improvement brought about by the stiffer frame and swingarm. Suspension has been re-tuned to work with the new chassis, wheels and tires.

The exhaust on the new touring bikes has been re-routed to reduce heat exposure to both the rider and passenger, and all the bikes receive a lower final drive ratio to improve acceleration.

Clean rear fender design

The rear end of the touring bikes was slightly redesigned to accommodate the much wider rear wheel and tire. While designing a wider rear fender, Harley decided to clean up the look by eliminating the rear "hoop" visible on models not equipped with a Tour-Pak.

We spent quite a few miles in the saddle of several 2009 touring models, and the contrast between the handling of these bikes and the 2008 tourer we tested extensively last year is very dramatic. Chasing H-D press honcho Paul James and journalist Jamie Elvidge through some tight and twisty Northern California roads, it was hard to fault the new handling package.

The upgraded brakes with ABS introduced by Harley last year, together with a much stiffer chassis and more aggressive wheel/tire combo, allowed me to enter corners much deeper (braking later, and trail braking). The new bikes feel very planted mid-corner, and also seem to change direction easier.

Harley claims the bikes have a one degree greater lean angle this year, but it seems like much more. As James ground away at the hard parts of his V-Rod (forcing him to slow down), my Road King Classic never touched down in the corners -- I was quite surprised, and cannot remember riding a traditional cruiser with this much ground clearance.

We also had a chance to sample the aggressive-looking 2009 V-Rod Muscle. Designed to present a meaner, more raw appearance, the Muscle has a strong presence that takes styling cues, in part, from Detroit muscle cars.

2009 V-Rod Muscle

The Muscle combines a new air-box cover (where you would traditionally find the gas tank) that is broad and angular to give this V-Rod a totally different attitude. A new tail section has a minimalist design with a paper-thin LED tail lamp. The rear tire is a massive 240mm wide. The license plate is mounted to the side in order to keep the rear of the bike clean and custom looking.

The front of the V-Rod Muscle also has new design elements, including a new fender and LED turn signals integrated into the mirror stems. The wheels are also a new design for 2009.

Ergonomics on the Muscle differ from other V-Rods with a new seat, forward foot controls and a new handlebar. The dual exhaust balances the machine, and adds to the hot rod look.

When we rode the Muscle, we were reminded of the brilliance of the 1250cc Revolution v-twin, which has one of the broadest, sweetest powerbands found on any cruiser. On the Muscle, it is tuned to produce 125 horsepower and 85 foot/pounds of torque. Several journalists dipped into the 11 second range drag racing the Muscle at the press intro.

Given its outrageous styling, the V-Rod Muscle handles predictably, if not nimbly. The new V-Rod Muscle is available in Vivid Black, Brilliant Silver, Dark Blue Denim and Ret Hot Sunglo.

For additional details and specifications on the new Harley touring models and the V-Rod Muscle, visit Harley-Davidson's web site here.

Revolutionary Green Technology Bus Has DoE Roots

2008-08-05T20:28:00.000-07:00

CAR TECH

Fisher Coachworks' lightweight hybrid bus, which achieves twice the fuel economy of current hybrid buses, has some Oak Ridge National Laboratory roots.

by Staff Writers
Oak Ridge TN (SPX) Jul 30, 2008
Insight from Oak Ridge National Laboratory, commitment from two Michigan companies and funding from the Department of Energy have led to the commercialization of a lightweight urban transit bus with double the fuel efficiency of conventional hybrid buses.

This new green technology 40-foot bus features a high-strength stainless steel body and chassis and a hybrid power system that drives the bus primarily with stored electrical energy. This approach reverses the paradigm of conventional parallel hybrid designs that use electric energy only to supplement the acceleration and torque requirements of a diesel engine.

At the heart of the bus is a chassis made of Nitronic 30, a nitrogen-strengthened stainless steel that is stronger and stiffer than conventional steel. These attributes translate into less material required for a chassis, resulting in reduced weight.

"Nitronic stainless steel is incredibly durable and enables our chassis designs to have significantly longer service life vs. ordinary steel vehicles," said Bruce Emmons, president of Autokinetics of Rochester, Mich., which developed the bus.

"The fact that stainless is also 100 percent recyclable and more environmentally friendly to produce than aluminum makes this an ideal green raw material for vehicle structures."

Additional advantages of Nitronic 30 include excellent mechanical properties at sub-zero and elevated temperatures along with low-temperature impact resistance and superb resistance to high-temperature oxidation. While this material is more costly than conventional steel, Emmons noted that the additional cost is offset by design innovation, parts consolidation and streamlined manufacturing processes.

"The benefits of improved strength-to-weight performance quickly compound to all other vehicles systems such as smaller tires, lighter brakes, batteries, motors and so on," Emmons said. "By optimizing the total vehicle we have been able to cut the weight almost in half, which has led to performance improvements, most notably fuel economy gains."

In addition to its reduced weight and hybrid power system, the bus will incorporate a number of advanced design features and advantages, said Gregory Fisher, chief executive officer of Fisher Coachworks, which licensed the technology, has produced a prototype and plans full commercialization. The bus has made its debut and deliveries of the bus are expected to begin in 2009.

Some of the advantages are improved vehicle safety for passengers, lower cost, reduced noise and improved ride dynamics. The major advantage, though, will be in cost to operate, according to Fisher.

Specific contributions from ORNL included computer crash studies and infrared thermal imaging to evaluate the quality of some of the initial laser welds in the structure. Early tests showed some problems with the laser welding technique, so Autokinetics chose to use resistance spot welding in most places and tungsten inert gas welding for the remainder of the joining needs.

But even before its technical contributions, Emmons said ORNL had a huge impact.

"ORNL was the first to suggest the possibility of applying Autokinetics' light-weighting ideas and technologies to the bus field," Emmons said. "Without that insight, this program would never have happened."

Phil Sklad of ORNL's Materials Science and Technology Division served as the program manager and technical monitor and noted that DOE's $2.5 million investment in this project is being rewarded with a revolutionary bus.

"This is a perfect example of how the Department of Energy, a national laboratory and the private sector can collaborate to produce something that is potentially of great value to society," Sklad said.

Fisher Coachworks, located in Troy, Mich., is planning to use this patented technology for transit buses and other commercial vehicle market segments that would benefit from vastly improved fuel economy in urban stop and start applications. Fisher Coachworks was formed in 2007 to focus on production of advanced hybrids using an ultra-lightweight stainless steel unibody construction.

Funding for this project was provided by DOE's Office of FreedomCAR and Vehicle Technologies Program. UT-Battelle manages Oak Ridge National Laboratory for the Department of Energy.

2011 Mercedes-Benz SLC Gullwing - Spied

2008-08-03T20:57:00.000-07:00

The SLR’s replacement is caught with its doors open.

BY JORDAN BROWN, PHOTOGRAPHY BY EMERCEDESBENZ.COM, KGP PHOTOGRAPHY, AND THE MANUFACTURER
August 2008

A year has past since we last reported on sightings of the so-called Mercedes-Benz SLC. Now, though, the purported SLR McLaren supercar replacement has been spotted again—this time in quite different guise.

Thanks to our friends over at eMercedesBenz.com, we now have three very crisp photos of the SLC showing off its sleek shape, complete with confirmation of gullwing doors. That’s right, this new super-Benz will make use of the legendary entry system made famous by the 300SL of yore, and it appears to sport an opening mechanism very similar in operation to the original 1950s design.

While the aforementioned doors are certainly the major development revealed by the shots, it’s also apparent that other major changes have been made in the past 12 months. Complete with smoother body panels, more cockpit space, and a more streamlined look, the latest SLC mule looks more like a Mercedes-Benz now and less like the FrankenViper it once was. Clear behind the crosshair-style grille camo are the F1-inspired wings that characterize modern Mercedes sports cars, including the SLK and SL.

Powertrain details are still very sketchy at this point, but rumors continue to suggest that the vehicle will be powered by a turbocharged version of the automaker’s 6.2-liter V-8 engine. We wouldn’t be surprised, however, if Mercedes used a beefier version of the 661-hp, twin-turbocharged V-12 that recently debuted in the 2009 Mercedes-Benz SL65 AMG Black Series.

Ultimately—as progress has been slow in the vehicle’s development—we don’t see this on showroom floors any time in the near future. Expect an auto-show debut in Geneva next year followed by a finished product sometime in 2010.

2008 Jeep Commander Complete Review

2008-08-03T20:54:00.000-07:00

by newcartestdrive.com

TagLine

Where no Jeep has gone before.

Introduction

The Jeep Commander offers more capability over rugged terrain than most drivers will ever need. It can haul up to seven people and a lot of stuff just about anywhere it can fit. If you're expecting an unrefined vehicle with sluggish performance, however, you'll be surprised. It's surprisingly smooth and spry.

As suggested by its slab-sided styling, the Commander offers utility and a roomy, airy cabin. The rear seats are progressively stepped up, theater style, giving back-seat riders a view of the road. This feeling of airiness is enhanced by a pair of glass roof panels, though the third row is best reserved for 10-year-olds.

Utility comes in the form of a perfectly flat cargo floor when the rear two rows are folded down, providing 68.5 cubic feet of cargo space. Those in the front seats enjoy a comfortable cabin, much of which is shared with the Jeep Grand Cherokee.

Belied by the utilitarian styling, however, is the Commander's responsiveness and ride quality. It rides surprisingly well for a tall, seven-passenger SUV. On the highway, the Commander is a notably smooth and comfortable cruiser. It's reasonably quiet, allowing easy conversation, a pleasant surprise given the squared-off styling and all-terrain tires. The tall ride height and off-road capability make the Commander handle poorly, though. While not tippy, the Commander is prone to body lean in turns and heavy braking, and isn't as nimble as the latest crossover SUVs.

A choice of V6 and V8 engines is available. The mid-level 4.7-liter V8 is upgraded for 2008, gaining 70 horsepower for a total of 305 while also gaining slightly in fuel economy performance. With its responsive acceleration and 6,500-pound towing capacity, the 4.7-liter V8 is a fine choice in the Commander. The top-line 5.7-liter V8 Hemi makes the Commander downright quick and is best for those who need to tow trailers up to 7,400 pounds.

Two-wheel-drive models are available, though that seems a curious choice because it loses the benefits of Jeep's highly capable four-wheel-drive systems, one of the Commander's most compelling features. Buyers who don't need off-road capability might be better served by something else.

In addition to the upgraded 4.7-liter V8, Commander gets new entertainment and off-road features for 2008, as well as an available five-passenger version. The entertainment features consist of Sirius Backseat TV with three child-oriented channels and Jeep's MyGig, a 20-gigabyte hard drive that holds songs, pictures, and navigation system map information. Hill-start assist holds the brakes when the driver lets off them on a hill to allow smooth launches. Hill-descent control uses the ABS to control the rate of speed when driving down steep hills. Commander is available with an optional trailer sway control system that helps stabilize trailers during towing.

Lineup

The 2008 Jeep Commander comes in three trim levels: Sport, Limited, and Overland. All are available with 2WD or 4WD.

Commander Sport 2WD ($27,415) comes standard with a 3.7-liter SOHC V6, rated at 210 horsepower and 235 pound-feet of torque. The V6 is mated to a five-speed automatic transmission. Standard on Sport are cloth upholstery, air conditioning, AM/FM/CD stereo with six speakers, power windows, power heated mirrors, front bucket seats with lumbar adjustment, rear obstacle detection, liftgate glass that opens by remote control, all-terrain tires on 17-inch cast aluminum wheels, a full-size spare tire, and cruise control with switches on the steering wheel. For 2008, the tilting steering column adds a telescoping feature.

Commander Sport 4WD ($29,415) adds Quadra-Trac I, an automatic full-time all-wheel-drive system enhanced by electronic traction control.

A 4.7-liter SOHC V8 is available on Sport as part of an option package. It is rated 305 horsepower and 330 pound-feet of torque. This engine also comes with a five-speed automatic, but a more heavy-duty unit with a split second gear that provides a shorter ratio on kick-down than on up-shift.

Limited 2WD ($36,305) comes standard with the 4.7-liter V8 and HD transmission, plus a wide array of comfort and convenience features, including leather-trimmed first- and second-row seats, leather-wrapped steering wheel, dual-zone automatic climate control, Sirius satellite radio with one-year subscription, Boston Acoustics speakers, power adjustable heated front seats, power adjustable pedals, third-row heat and ventilation, sunroof, remote starting, rain-sensitive wipers, automatic headlights, universal garage door opener; and a security system. For 2008, the Limited model adds a standard rear backup camera and Jeep's MyGig Entertainment System, which has a 6.5-inch touchscreen and a 20-gigabyte hard drive to hold music and picture files. Limited can be distinguished by its chromed grille and exterior chrome accents.

Limited 4WD ($38,925) has Quadra-Trac II, a full-time active four-wheel-drive system that includes a two-speed transfer case (so you can select a lower gear range for crawling through seriously rugged, muddy, or sandy terrain; or neutral for towing); plus electronic traction control.

Optional on Limited is the 5.7-liter Hemi V8 (again, as part of a larger package), producing 330 horsepower and 375 pound-feet of torque. The Hemi features the fuel-saving Multi-Displacement System (MDS) technology, which shuts down four of the eight cylinders under light-load conditions.

Optional with the Hemi is Quadra-Drive II ($795), Jeep's most sophisticated 4WD system. Three limited-slip differentials (one in each axle and one between the axles) are electronically controlled, sending torque to the wheels, or single wheel, with the best traction. The system also includes low-range gearing and traction control.

The top-of-the-line Overland ($40,385) comes standard with the Hemi and a trailer-tow group. It raises the interior plush factor with suede-trimmed leather seats embroidered with the Overland logo; leather-wrapped shift knob and grab handles; Berber floor mats; and woodgrain trim on the center stack, console, steering wheel (which is also leather-wrapped) and front door panels. Overland also adds conveniences, such as a power liftgate, UConnect hands-free cell phone link, and a cargo net. For 2008, Overland trades a standard navigation system for Jeep's MyGig Multi-Media Infotainment system, which adds voice control and a navigation system with real-time traffic to the MyGig Entertainment System. Outside, Overland is distinguished by Platinum-look trim, a unique wire-lattice grille and 18-inch wheels instead of 17s.

Overland 4WD ($43,850) comes with Quadra-Drive II.

Other Commander options include rear DVD entertainment system and engine block heater. For 2008, the rear DVD entertainment system is available with Sirius Backseat.

Walkaround

Based on the Grand Cherokee, the Jeep Commander is the second-largest civilian-production Jeep in history. (The largest was the J-120/J-130 Gladiator pickup of the 1960s and '70s.) The Commander is two inches longer and 3.2 inches taller than the Grand Cherokee. The Commander's stepped roofline makes for excellent headroom for the rear-seat passengers, and the stepped effect is camouflaged by a roof rack rail.

The Commander is instantly recognizable as a Jeep, thanks to liberal use of Jeep design cues, such as the seven-slot grille, trapezoidal wheel openings, and squared-off lines with flat surfaces. Exposed Allen-head bolts along the wheel openings and in the headlamp module are decorative, intended to create a technical look.

Its body sides are more vertical than those on most SUVs, consistent with Jeep design heritage. From the rear, the flat hatch helps define a boxy space that reminds us of the Hummer H2. Jeep literature points instead to boxier ancestors within the Jeep family, including the 1946-65 Station Wagon, the 1963-91 Wagoneer, and the 1984-01 Cherokee.

The roof rack rail has three integrated tie-downs on each side. On Limited and Overland, assist handles extend from the roof rail down the back of the D-pillars, adding to the rugged, utilitarian appearance of the vehicle. The assist handles are black with chrome inserts on Limited, and black with platinum inserts on the Overland. On top of the rear bumper is a diamond-plate-texture step pad. The pad's nonskid surface is helpful when stepping on the rear bumper to gain access to the roof of the vehicle for tying down kayaks, bicycles and other gear.

Jeep has reached deep into its heritage to revive the Overland name. First built in 1903, the Overland automobile was the earliest ancestor of the Willys. Willys played an instrumental role in the development and production of the World War II-era Jeep, but was also the first automaker to seriously envision a civilian market for a military-style utility vehicle. The Willys Jeep debuted in 1946 and had its name shortened to just-plain Jeep in the early 1960s. Although the Jeep brand has passed through several owners since then, its lineage remains unbroken.

Interior

The cockpit of the Jeep Commander has a cozy, cocoon-like feel to it. The seats are nicely shaped and padded, and the steering wheel, a four-spoke design with cruise control buttons at the thumb positions, has the substantial feel of leather and exposed stitching on higher line models. The Commander has a tangible sheltering quality that immediately appealed to us. It's the kind of vehicle we'd like to get into on a cold, windy day.

At the same time, the Commander offers a sense of spaciousness. Overhead skylights add an airy feeling for passengers in the second row. The skylights are fixed and don't open, but they have pull-out shades to filter light and reduce heat. The Commander's raised roof permits use of stadium seating; each row is higher than the one in front of it, giving second- and third-row passengers enhanced forward visibility.

Up front, occupants enjoy a commanding view of the road. Head and leg room are plentiful. From the driver's seat, the controls are all within easy reach and are logically placed. The materials are decent for the price, but there are more hard plastic surfaces than top-line buyers might like. Commander offers good storage space, with a large center console, a decent-sized glove box with an open cubby above it, plenty of cupholders and other thoughtful cubby holes here and there.

The second-row seats are comfortable but are tight on leg room for taller passengers. The third-row seat will accommodate an adult, but seems designed for children in the eight- to 10-year-old range. To access the rear, the second-row seat flops forward, providing a careful adult with a reasonably easy path to the rearmost bench seat, which is split 50-50. Those of average size and weight should be able to make their way into the third row with minimal effort. Still, the Commander is only a few inches bigger than a standard Grand Cherokee, so back-row seating is not ideal for taller adults or for longer trips. The third row does have available rear heating and air conditioning controls, and nearby power points. In addition to providing comfort for children, the rear HVAC can be a relief to dogs on hot days.

Both the second- and third-row seats fold to create a perfectly flat load floor, and there is an L-shaped storage bin located behind the third-row seats. The arrangement means that there will always be a practical way to configure the Commander for either more passenger seating, or added cargo and gear. It strikes us as versatile, with few tradeoffs. The load floor height is relatively high, however, at 36.2 inches, meaning it requires extra effort to lift cargo up and in.

Jeep says the MyGig Multi-Media Infotainment system can hold 1600 songs. The MyGig Entertainment system doesn't have a navigation system and all its associated map information, so it hold twice as many songs. The rear-seat DVD package is now offered with Sirius Backseat TV. The TV has three channels, all aimed at kids: Cartoon Network, Disney Channel, and Nickelodeon. Two sets of headphones are provided, so front passengers can listen to Sirius radio while rear occupants watch the TV. With the car in Park, front passengers can watch TV on the MyGig screen.

Driving Impression

The five-speed automatic transmission enhances the engine's responsiveness and features two second-gear ratios. Punching the throttle signals the automatic to kick down into the lower second gear to supply greater acceleration. Otherwise, a taller ratio with a smoother upshift is used. The effect is an energetic surge when you call for it, and a sense that you can control the transmission with your right foot.

We found the 4.7-liter V8 to be a fine all-around performer, leaving us to consider the 5.7-liter Hemi as a requirement only for those who plan to tow heavier loads. The Hemi is rated to handle up to 7,400 pounds vs. 6,500 pounds for the 4.7-liter V8.

The 3.7-liter V6 uses the same electronic throttle control as the V8s, but its EPA-ratings are only 14/19 mpg City/Highway, compared to 13/18 mpg for the 4.7-liter V8 and 13/19 (13/17 with 4WD) for the 5.7 V8. Given its fuel economy and power limitations, we would not recommend the V6.

The 4.7 offers the additional advantage of Flex-Fuel Vehicle (FFV) capability, meaning it can run happily on gasoline or up to 85 percent ethanol (E85). Except, that is, in Maine, New York, Vermont, Connecticut and California, where the 4.7 remains a gas-only unit.

On the highway, the Commander is a notably smooth and comfortable cruiser. Jeeps are not the most aerodynamic vehicles in the world, but wind and tire noise seem unremarkable, well within the range of the average SUV and something less than in bigger, square-bodied truck-based 4X4s. It is easy to maintain a conversation using normal tones of voice, and easy to imagine this would be a fine vehicle for cross-country touring.

The advanced Quadra-Drive II system and a 2.72:1 low-range gear gives the Commander excellent capability, something we learned on rocky forest trails in the Pocono Mountains. This system supplies lots of traction, and the Commander has quick steering that makes it maneuverable in tight quarters.

The Goodyear Fortera tires, with their all-terrain tread, proved their worth as traction devices and suspension components, helping to soak up the lumps from rocks and logs, and maintaining a grip clearly enhanced by the Commander's electronic traction control.

Ground clearance is sufficient to negotiate rocky terrain, but the trail was challenging enough to create a few clangs and clunks when we touched the underbody. We found the Commander capable of going anywhere it will fit. The limitation would come if the Commander were used to cross steep, narrow gulches that call for extreme angles of departure because its longer body has more rear overhang than a Grand Cherokee. Nonetheless, for most people, there is probably more rough terrain capability built into the Commander than they will ever need or use.

The Commander's 4.7-liter V8 engine delivers good throttle response around town, and with its 2008 upgrades is better than ever. The Jeep Commander is remarkably responsive around town for a seven-passenger SUV, a trait we noticed while driving them in Los Angeles and Philadelphia. Its rack-and-pinion steering feels more precise than in many truck-based SUVs. Driving in rush-hour traffic reveals the Commander to be quicker, better balanced, and a little more conducive to aggressive driving than the average truck-based SUV, and far more so than its appearance suggests.

Still, the Commander is a tall and heavy and it suffers from copious body lean during heavy braking and in turns. When driving a Commander, you'll want to slow down more for turns than in most vehicles. Many car-based SUVs offer more stable carlike ride and handling than the Commander, and better fuel economy, too.

Summary

The 2008 Jeep Commander should be attractive to families that need four-wheel-drive capability for vacations, camping, or challenging winters. Its seven-passenger seating capability is complemented by seats that fold flat for big cargo capacity. With a wide range of engines, options and prices, the Commander is versatile enough to appeal to a broad array of buyers. On the road, it's far more quick and quiet than its slab-sided styling suggests. Those who don't need off-road capability may want to consider one of the larger crossover SUVs now available from a variety of competitors.

Off-road expert John Stewart filed the original report, with NewCarTestDrive.com editor Mitch McCullough reporting from Los Angeles and correspondent Kirk Bell reporting from Chicago.

Model Lineup

Jeep Commander Sport 2WD ($27,415); Sport 4WD ($29,415): Limited 2WD ($36,305); Limited 4WD ($38,925); Overland 2WD ($40,385); Overland 4WD ($43,850).

Assembled In

Detroit, Michigan.

Options As Tested

none.

Model Tested

Jeep Commander Limited 4WD ($38,925).

Je Design Porsche Cayenne

2008-08-03T20:41:00.000-07:00

Jul 30th, 2008 • Category: Je Design

Je Design, previously well known for its modifications of models from the VW Group, is now including another brand in its tuning range. THE sports car brand of all time: Porsche. Thanks to its experience with upmarket SUVs such as the VW Touareg and the Audi Q7, it was an easy step for Je Design to provide the Porsche Cayenne with a new outfit and give it a more original appearance.

Muscular, sporty styling kit

The Je Design styling program for the Porsche Cayenne (957 model) comprises at the front end a spoiler that gives the SUV a significantly more muscular look, with a centre segment that is particularly effective when its bottom section is painted in a different color. The Je Design component is a perfect fit, and integrates ideally into the rest of the design. It also includes LED daytime running lights, which not only enhance the looks of the vehicle but also crucially improve safety. Because “seeing and being seen” prevents accidents. Headlight masks ensure that the headlights no longer stand out with such dominance above the cooling air inlets. By means of this relatively minor design stratagem, Je Design manages to bring additional sporty flair to the front aspect, since the front end also now seems lower.

Once you start a job, you have to finish it. Essential features for the harmonious look include the side sills, conveying an impression of “more meat on the ribs” and giving more character to the Cayenne’s profile.

And of course a facelifted Porsche Cayenne also needs a suitably elegant conclusion. This is provided by Je Design in the form of an extended rear apron with diffuser styling, so that the individualized appearance of the Cayenne’s rear is also more appealing. As in the case of the original apron, the Je Design component also has room on the left and right for the exhaust tailpipes. As a replacement for these, Je Design also offers its own dual oval tailpipes made of stainless steel, which fit perfectly into the apertures.

Je Design offers the parts as complete styling kit (tailpipes separately). In a second step, Je Design offers the kit including LED entry lights, each with five LED light units fitted in the right and left-hand door sills, plus a six-light LED unit mounted on the extended rear apron.

As for other models, Je Design also offers the “Shark Attack” roof fin to finish off the look.

The muscular appearance of the Cayenne as styled by Je Design is emphasized even further by Je Design SUV-Select wheels. This wheel, especially developed for motoring heavyweights, sports a sturdy, timeless, five-spoke design. Je Design offers it for the Porsche Cayenne in the magnificent size of 10×22? ET 55 (5×130 hole pattern). The one-piece cast wheel is available from Je Design in the “shadow silver / polished face” version or alternatively in “matt black / matt silver face”. Naturally Je Design also supplies sets of complete wheels, in which the SUV-Select wheel is equipped with 295/30 R22 XL tires.

Lowered for better agility

Je Design does not just stop at external cosmetics. In order to make the heavyweight more agile, the tuning specialists have lowered the body and thus the Porsche Cayenne’s center of gravity by about 35 mm, with the aid of an electronic lowering module. Je Design also has the answer for vehicles with conventional suspension. In this case, stainless steel coilover suspension with adjustable compression and rebound mode delivers 30- to 70-mm lowering and decidedly sporty handling to match the car’s exterior. Alternatively, Je Design offers a set of lowering springs for this

In preparation: Interior with a carbon touch

To give the Porsche Cayenne a sportier makeover inside as well, Je Design is currently preparing various visual carbon treatments for the interior components of the upmarket SUV.

2010 Chevrolet Camaro - Car News

2008-08-03T20:38:00.001-07:00

Photos

Neo-retro? Déjà new? Chevy freshens the bloodlines of an old breed.

BY TONY SWAN, PHOTOGRAPHY BY JIM FRENAK
July 2008

So here it is, the third and final entry in the 21st-century pony-car-revival derby. Get your bets down early because we don’t expect to see any more resurrections of famous makes from the galloping go-go Sixties—Barracuda, Firebird, Javelin, et al.—and even gloomier, we think it likely that, given fuel prices and other concerns, this revival is likely to lack the fervor and duration of the original movement.

The first production version of the new Camaro we’ve seen and touched is this yellow car displayed in our gallery. “Touched” includes sitting in, briefly, but did not include driving. And “production” means production sheetmetal but not a showroom-ready car. That happens much later. New Camaros will appear in Chevy dealerships in March, arriving as 2010 models. Convertibles (softtops, no folding hardtop) are due about a year later.

While we have not had our first Camaro driving experience, here’s what we know. Like rival offerings from Ford and, more recently, Dodge, the latest Camaro was inspired by one from the golden age, specifically the 1969 SS model owned by GM design chief Ed Welburn. However, unlike the other revivalist ponies, Chevy’s isn’t a slavish stylistic rerun of the original. Like the Camaro concept that appeared at the 2006 Detroit show—all but identical to it, in fact—Chevy’s neo-retro approach, brought to production readiness under the supervision of Tom Peters, adds plenty of fresh touches, most notably the front end and the dramatic fender creases and character lines, touches that had die-makers tearing their hair and muttering dark curses.

“Those shoulders at the rear have the deepest one-piece stamping we’ve ever done,” says Al Oppenheiser, chief vehicle engineer on the project. “It took us 10 or 12 iterations to get it right.”

This is a much bigger coupe than Welburn’s ’69 SS, and it’s bigger than the current Mustang, though the Dodge Challenger, riding a slightly abbreviated Charger sedan platform, dwarfs them both. Like the Challenger, the Camaro has some sedan in its structural résumé, too, elements of the Zeta I platform developed by Holden, in Australia, that give the Pontiac G8 its eager road responses. But there’s enough difference in the Camaro version—shorter wheelbase and stiffer overall, particularly from the A-pillar forward—to justify a Zeta II designation.

At 112.3 inches, the Camaro’s wheelbase is 2.5 inches shorter than that of the G8, and overall length is 6.5 inches shorter than the Pontiac from Oz. Also, the Camaro team moved the front wheels forward 3.0 inches (part of the Zeta II program), and the coupe’s 63.7-inch front track is an inch wider than the G8’s, as is its overall width—at 75.5 inches, it’s a smidge narrower than the otherwise much bigger Challenger.

Like the G8, the Camaro uses struts up front and a multilink arrangement at the rear. However, the engine rides an inch further toward the front, and the steering rack sits ahead of the front axle. Chevy will offer 18-, 19-, and 20-inch wheel choices for the Camaro, but the tires that wrap these rims will share a common rolling diameter—28.7 inches. This touch, new for a GM car, keeps the wheel wells nicely filled and also makes for simple speedometer calibration.

Bugatti Veyron 16.4

2008-08-03T20:11:00.000-07:00

Aug 1st, 2008 • Category: Bugatti, Lead Story

The last preparations are running at full speed. Two more weeks and then Bugatti Automobiles will present their new Veyron 16.4 Grand Sport for the very first time to the public.

It will be a roadster with a unique, removable roof. The open-top Grand Sport allows driver and passenger to feel even closer to the car’s breathtaking power. Those who consider the wind in their hair and the roar of a thoroughbred racing engine in their ears to be essential to true driving enjoyment will find their perfect motor car in this new Bugatti. Even with the top on the Grand Sport does not loose any of its fascination and conveys to the passenger a new exciting panoramic view.

As well as a large number of new equipment features, the Bugatti Veyron 16.4 Grand Sport also incorporates innovative structural solutions, designed to ensure the roadster offers the same extremely high levels of performance and passive safety as the coupe version.

The Bugatti Veyron 16.4 Grand Sport will be presented to the public in the afternoon of August 16, 2008, at the lawn in front of the Pebble Beach Lodge. The very first build slot for this new car, to be built in Spring 2009, will be auctioned the next day at the renown Gooding auction at the Equestrian Center at Pebble Beach.

Porsche 911 Targa New 2009 . Review and Specification

2008-08-03T18:25:00.000-07:00

After released face lift the Carrera variant and Carrera 4, currently the Porsche turn 911 Targa, on Monday (28/7). Both of them carried the package of the similar change. 2009 Porsche 911 Targa used the glasses roof received refreshing to the LED tail-light, LED afternoon light and fog light was smaller. The biggest change precisely was overturned his skin. Like to Carrera, Targa also had optional Porsche 7-speed Doppelkupplungsgetriebe (PDK) or gearbox double clutch with 7-speed. This transmission could be chosen when reluctantly used gearbox the standard 6-speed the manual. PDK had the move surplus gig that was faster and better fuel efficiency.

The most important change in the interior was Porsche Communication Management (PCM) 3,0 that was supplemented with the screen touched to facilitate operational system audio also system navigation. In addition other for PCM 3,0 were satellite radio, the Bluetooth connection, iPod and USB port as well as aux Jack. The two machines that are used currently carried technology direct fuel injection to increase peforma and fuel efficiency. Like beforehand, the new Targa generation was present with two choices that is 911 Targa 4 and 911 of Targa 4S. the Targa Machine 4 have a capacity 3.6 litre six flat cylinders that produced 345hp and great speed more than 280km. Whereas the machine 911 of Targa 4S have an engine 3.8 litre with the maximum 385hp that progressed through to great speed 294km/jam.

2009 Ducati Desmosedici Monster Concept

2008-07-20T22:49:00.000-07:00

A streetfighter Casey Stoner would ride!

By Kevin Duke, Jul. 08, 2008, Photography by Luc1

Ducati’s road-going MotoGP replica, the Desmosedici, is the raciest street-legal machine ever available to the public. Its GP-derived 990cc V-Four motor kicks out around 200 horsepower to the rear wheel, creating a top-end surge of power that inhales run-of-the-mill literbikes.

But behind the Desmosedici’s aerodynamic bodywork is a riding position that is kindly referred to as “committed.” The less-limber among us would describe its ergos as “torturous.”

But what if you could get that gloriously devastating motor in a naked sportbike with upright ergos? Well, the Ducati factory briefly toyed with this fanciful idea, according to European contributor Tor Sagen who commissioned this photo rendering from Italian designer Luc1.

“We have called it the Monstersedici,” explained Sagen. “In the world of B-Kings, Vmax and Brutales, such a concept wouldn't be too way off, and that's why Ducati actually did a small study of such a concept.”

Not surprisingly, any plans for a production bike were nixed by the enormous costs of producing the Desmosedici’s exotic and hand-built V-Four engine.

More likely to enter production, however, is a Monster stuffed with the 1098’s V-Twin motor, which may debut as soon as this fall’s Milan show.

“Ducati would not give us any official comment on this story,” said Sagen, “But off the record, one of my sources stated that he wouldn't buy such a bike because it would have too much power. Any Suzuki B-King owners or potential Yamaha Vmax II buyers that beg to differ?”

2009 Yamaha RD350 Concept

2008-07-20T22:48:00.000-07:00

Could this be the return of the two-stroke sportbike?

By Kevin Duke, Jun. 13, 2008, Photography by Oberdan Bezzi

Two-stroke motorcycle engines are akin to the dodo bird – or nearly so. Ring-ding streetbikes all but disappeared by the 1990s, reaching their zenith in the mid-’80s with the GP-inspired Yamaha RZ500, Suzuki RG500 Gamma and Honda NSR400, all of which were never officially available in America but were sold nearly everywhere else. The sporting two-stroke bike movement petered out with the Yamaha RZ350 in the late ’80s, choked down with catalytic converters in its exhaust expansion chambers.

Indeed, it’s the two-stroke motor’s inherent oil-burning design that has forced it from roads in which exhaust emissions are now strictly controlled. Bimota’s innovative 500cc Vdue seemed to offer the promise of a clean-burning, lightweight two-stroke sportbike, but drivability issues with its fuel-injected V-Twin could never be fully resolved, and this failure (Bimota’s first and only attempt at building its own engine) eventually precipitated the Italian company’s demise until its resurrection a few years ago.

But now word comes out of Italy that the two-stroke streetbike might be experiencing its own resurrection, as these concept sketches of a Yamaha RD350 illustrate. As before, the challenge is to create a two-cycle engine that is able to pass emissions regulations, but perhaps the recent innovations in two-stroke outboard boat motor technology can be somehow adapted to a street-legal motorcycle engine. The challenge Bimota and others faced in this regard has been getting the air/fuel mixture in and out efficiently at the higher revs required of a bike engine. It’s possible that new fuel-injection technology and effective catalyzers might be able to solve this longstanding conundrum.

At this point, it seems doubtful that we’ll be riding new two-stroke sportbikes anytime soon, but these sketches certainly whet the appetites of those who regard these simple and lightweight motors as the ultimate in sportbike powerplants. A prediction of 65-75 rear-wheel horsepower seems doable, and we’d expect an aluminum-framed bike like this to weigh somewhere in the 320-lb range, giving it a power-to-weight ratio close to that of a contemporary 600cc sportbike.

It sounds, to us, like the recipe for a fun and engaging ride. You?

Monster for the masses - 2009 Ducati Monster 696

2008-07-20T22:35:00.000-07:00

By Barry Winfield
Photos by Evan Edge

For most people, the image brought to mind by the name Ducati is probably a fully faired red sportbike like the classic 916 or the contemporary 1098. But the essence of Ducati, if you look at sales figures, is really the Monster. This model has sold over 200,000 units worldwide (representing about half of Ducati's current production levels), and it brings home the money necessary for the development of Ducati's more ambitious projects.

But the Monster isn't just some marketing guy's flash of brilliance. The machine provides all-important Ducati flavor and style at a more affordable price, with various models spun off a central theme. And the bellwether of where Ducati is going with this concept in the future is the 2009 Monster 696. It's familiar yet new, predictable but surprising, and it foretells the likely succession of Monsters built off its basic architecture. Tor tested the 696 for us in Europe, but we wanted to sample this important bike on American roads.

Despite the relatively affordable pricing (the new 696 stickers at $8,775), you can readily experience the essential flavor of the storied Italian marque in any long, sweeping corner. The 696 flicks in instantly in response to the rider's input, then is stable and predictable at full lean, able to describe a perfectly precise arc, needing just tiny variations in pressure at the flat bars. At the same time, the engine responds to the rider's right wrist with a compelling exhaust note that alters in intensity at every small change of throttle position.

A personality that is responsive, extroverted, and charismatic; that's a combination you want in a motorcycle and the Monster 696 delivers it. I suppose that might come as a surprise to people who consider the Monster just an entry-level Ducati for those riders not financially able to meet the requirements of the machine's more exotic stable mates. But if you want to get riders hooked on the quintessential character of Ducati's motorcycle line, there has to be a decent-sized serving of mechanical allure in the base model. And in the 696 there is.

The 696's chassis is all-new, as it must be to provide the basis for a whole new generation of Monsters. The steel trellis that rides piggyback on the air-cooled L-twin engine uses thinner-wall, wider-diameter tubing than in previous models, and it hooks to a new aluminum subframe that supports the seat and rear suspension.

Although we've seen the rear suspension described as a rising-rate linkage, the Sachs monoshock unit is mounted directly between the new swing arm and the rear sub frame. If there's any variation in rate, it's due to the change in the relationship of the two mounting points as the swing arm deflects.

In any event, the rear suspension takes the edge off bump impacts nicely, and maintains a pretty flat ride with a minimum of unnecessary motion. The front wheel is controlled by an inverted Showa fork of visibly sturdy construction, and although this unit is firm and well damped, its relationship to the flat tubular handlebar is such that rippled surfaces transmit some mild jack-hammer vibrations.

Most of the time, the ride is good. So is the riding position, which is surprisingly sporty for a naked bike with a tube handlebar. Climb off the Monster 696 onto, say, a Suzuki SV650, and the contrast is surprising. The Monster's bars are set low and far ahead, and the rider's posture ends up being somewhere between that of a sportbike and that of a standard. While the footpegs are set fairly far back, they are mounted low enough to avoid the folded-up feeling you get on some dedicated sportbikes.

It's a good compromise, and goes some way to help negate the windblast that makes its way past the small fly screen that adorns the Monster's front end. Sit on a more upright bike and try the same speeds and you're soon hanging on for dear life. And those speeds turn out to be pretty high. The new Monster produces a modest 80-horsepower, but you wouldn't think so from the enthusiastic way this bike thrusts into the 90-mph cruise zone.

The engine's dead smooth at that speed too, and the bike feels like it can maintain that pace for days. Like other V-twins (sorry Ducati, L-twins) there's pronounced vibration at low engine speeds at big throttle openings that discourages one from fully exploiting the good spread of torque. Below about 4,000 rpm, the engine thuds palpably if you twist the grip. You can use low engine speeds for smooth cruising with a barely cracked throttle, but if you want more power, then a downshift is in order.

Since the revised L-twin (now with new heads and bigger valves) pulls willingly to just past its power peak of 9,000 rpm, there's plenty of range. And when it runs out, well, the shifter works smoothly, and the clutch is a very light pull, even if it engages late in the lever's throw, and is pretty much an on-off mechanism. This makes riding around town a bit tricky until you get used to it, but it's great for normal street riding because you just give the clutch a short pull during shifts and the job's done.

Neither of the levers is adjustable, but where we might have altered the clutch lever's take-up position, the brake lever felt just fine. Controlling two big rotors gripped by radial mount four-piston calipers, this lever never felt over-powered or grabby, even though a two-fingered squeeze is all it takes to stand the bike on its front wheel.

The steering is quick on this bike, and the whole platform is as flickable as anything out there. While it takes a while to get accustomed to this much response, it's teamed with reassuring stability in the canyons. A low center of gravity helps here too, letting a rider change direction with very little effort. Low-riding footpegs let you know when ground clearance is becoming an issue, but they do so mainly by dropping the edge of the soles of your boots onto the road surface.

That's because the pegs themselves are short, and they share a somewhat inelegant casting that serves as mounting hardware for the passenger pegs. The casting forces the heels of your boots outward. In this pigeon-toed position, my boots are wider than the pegs. Ergo, the first warning about lean limitations comes in the form of a soft vibration as asphalt grinds off sole rubber. Sure, there are worse ways of learning about it.

It's easy to see why Monsters are popular with riders who commute to work as well as take to the hills on weekends. The bike makes fun of either exercise. Its light, quick steering works well in traffic situations, particularly now that Ducati has increased the amount of steering lock to 64-degrees by placing the air-intake apertures where the handlebar switch cubes approach the tank. (The real tank and the air-box are under two replaceable plastic tank-cover halves.)

Since the intakes are recessed, the bars can move more before hitting anything. With this much lock, U-turns on two-lane roads are easy to manage. The seat is mounted at a fairly low altitude, better serving shorter riders, and if you pull off the rear seat cowl that comes as standard on US-market 696s, you can even take along a passenger.

This versatility is to be commended in a market dominated by tightly focused product, and we think the 696 offers an interesting combination of utility and exhilaration. Especially at that price. Now let's see what other engines appear in future Monsters.

For additional details and specifications, take a look at Ducati's web site here