tag:blogger.com,1999:blog-80403102023043260882024-03-13T23:41:44.962+05:00Sports Cars FansSportsCarsFans.com includes news, prices, wallpapers, videos, specs etc. about latest sports cars, luxury cars and suv.It also provides reviews about latest sports cars and events. It also has forum to discuss about different cars from different regionsSports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comBlogger2886125tag:blogger.com,1999:blog-8040310202304326088.post-47420020093103698842012-02-07T22:39:00.001+05:002012-08-10T05:26:18.657+05:002012 BMW ActiveHybrid 5<div class="separator" style="clear: both; text-align: center;">
<a href="http://3.bp.blogspot.com/-CHLbvXqYEN0/TzFhhowkBiI/AAAAAAAAANc/AF9I46BnKxU/s1600/2013-bmw-activehybrid-5-fd.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="212" src="http://3.bp.blogspot.com/-CHLbvXqYEN0/TzFhhowkBiI/AAAAAAAAANc/AF9I46BnKxU/s320/2013-bmw-activehybrid-5-fd.jpg" width="320" /></a></div>
<br />
After having us over to drive its raging new M5 last September, BMW is now aiming to show just how efficient their F10 5 Series
can be with the occasionally silent and rage-free ActiveHybrid 5.
Whereas the ActiveHybrid X6 and ActiveHybrid 750i arrived somewhat
lacking in state-of-the-art hybrid credentials, the ActiveHybrid 5
carries a true and undeniable full parallel hybrid powertrain starting
with all the goodness you find in a 535i.<br />
<br />
This ActiveHybrid 5 is essentially a 535i sedan that pollutes less,
travels farther on each of its 17.7 gallons of fuel, is painted BMW's
alternative-propulsion color of choice, Bluewater Metallic, and weighs
330 pounds more due to its electric motor, electric power unit
motherboard and lithium-ion battery pack. Both CO2 emissions and range
are said to improve by roughly 16 percent in a car that performs up to
par with a 535i, so it's a likeable proposition. Sticking with the
standard 17-inch wheel/tire setup and setting the Driving Dynamics
Control to Eco Pro mode, that'd make the CO2 rate 240 grams per mile –
an impressive stat that most Americans still don't care about – and an
average EPA city/hwy combined fuel economy score of around 31 miles per
gallon.
<br />
<div id="continued">
<br />
With a base price of $61,845, the ActiveHybrid 5 will cost 17.8 percent
more than the $52,500 535i when it arrives at U.S. dealers in late
March. For comparison's sake, the ActiveHybrid 750i costs 15.1 percent
more than the 750i and the recently discontinued ActiveHybrid X6 ran a
whopping 26.8 percent more than the X6 xDrive50i.<br />
<br />
Hop in, press the Start button, and there is the passionate sound of
silence. Digital dials light up, bright needles bounce right then back
to the left, and there is some subtle whirring that goes on originating
from the EPU somewhere deep beneath the driver's seat. That's the
ActiveHybrid 5 booting up.<br />
<br />
<img alt="2013 BMW ActiveHybrid 5 side view" height="153" id="vimage_4792876" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead2-2013-bmw-activehybrid-5-fd.jpg" style="margin: 4px;" width="400" /><img alt="2013 BMW ActiveHybrid 5 rear view" id="vimage_4792877" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead3-2013-bmw-activehybrid-5-fd.jpg" style="height: 203px; margin: 4px; width: 305px;" /><img alt="2013 BMW ActiveHybrid 5 front view" id="vimage_4792878" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead4-2013-bmw-activehybrid-5-fd.jpg" style="height: 203px; margin: 4px; width: 305px;" /><br />
<br />
If we hadn't been driving the ActiveHybrid 5 over a highly dynamic route
in Portugal with lots of coastal hills, maybe the car could have stayed
in eDrive mode all the way up to BMW's stated electric-only top speed
of 37 mph. But the road bent upward right out of the parking area, and
the somewhat adapted N55 TwinPower Turbo 3.0-liter six-cylinder came
on-line after only a few hundred yards of travel.<br />
<br />
<blockquote class="pull-quote pull-quote-left">
The strong hybrid equals the 535i's 5.7-second 0 to 60 dash.</blockquote>
Attached to the front of the inline six is an additional very robust
starter motor that's attached via belt to the crankshaft. Whenever the
engine needs to jump to life to help acceleration and/or recharge the
battery pack, this motor does the trick, and it's almost seamless in its
integration and operation. It's crucial that any BMW be a smooth
operator, and this setup allows BMW to maintain this image for owners
who are ActiveHybrid early adopters. Not once all day did transitions
between eDrive and other modes feel brusque, and there were several
opportunities on our drive for clumsy switches.<br />
<br />
You get the full 302 SAE-rated horsepower from the 535i's six, plus 54
hp from the electric motor. Of course, you can't just add the two to get
total power, because the electric motor is paying attention to several
functions, acting not only as giver of additional power and torque, but
also as a generator to help supply energy to the depleted lithium-ion
battery pack whenever needed. In the end, total possible horsepower hits
335 at 5,800 rpm, while torque from the electric motor is 155
pound-feet from zero revs, and the engine's 295 lb-ft plateaus nicely
between 1,200 and 5,000 rpm. Cumulative torque when both power sources
are engaged in their boost cycle and the Driving Dynamics Control is set
to Sport+ is 332 lb-ft, and it starts right at 1,000 rpm and carries
through to 5,000 rpm. If not for the additional weight of the electrical
guts, the ActiveHybrid 5 would hit 60 mph in just 5.3 seconds. As it
stands, the strong hybrid equals the 535i's 5.7-second 0 to 60 dash.<br />
<br />
<a href="http://www.autoblog.com/photos/2013-bmw-activehybrid-5-first-drive/#photo-4792851" target="_blank"><img alt="2013 BMW ActiveHybrid 5 engine" height="212" id="vimage_4792880" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead5-2013-bmw-activehybrid-5-fd.jpg" style="margin-bottom: 4px; margin-top: 4px;" width="320" /></a><br />
<br />
Presumably, one buys a hybrid to drive in a frugal and conservative way.
Instead of treating the accelerator like a bug to be mashed underfoot,
most hybrid drivers feather it like a sewing machine. On the other hand,
not a day goes by when we don't see a few drivers in their precious Toyota Prius ecomobiles tear-assing through traffic, overtaking Porsches and generally defeating the entire purpose of hybrid ownership. So, what do <i>we </i>know?
Well, we do try to obey the unspoken hybrid rules of a more kind and
gentle approach to driving. The ActiveHybrid 5, as with all BMW 5 Series
models, is perfectly pleasant in country two-lane mosey mode.<br />
<br />
So, once we assuaged our motoring guilt, we then moved on to driving
this Bimmer on these glorious Spanish roads in a manner in which we are
accustomed: sport. In short, the ActiveHybrid's added weight is
definitely felt, but then so is the added power and torque from the
electric motor. As we insinuated before, things kind of even out, and
you're left with something broadly similar to a standard 535i. This is
exactly what BMW says it is hoping drivers feel, so they can rest easy
in our assessment.<br />
<br />
<a href="http://www.autoblog.com/photos/2013-bmw-activehybrid-5-first-drive/#photo-4792840" target="_blank"><img alt="2013 BMW ActiveHybrid 5 headlight" id="vimage_4792891" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead14-2013-bmw-activehybrid-5-fd.jpg" style="height: 203px; margin: 4px; width: 305px;" /></a><a href="http://www.autoblog.com/photos/2013-bmw-activehybrid-5-first-drive/#photo-4792843" target="_blank"><img alt="2013 BMW ActiveHybrid 5 wheel" id="vimage_4792890" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead13-2013-bmw-activehybrid-5-fd.jpg" style="height: 203px; margin: 4px; width: 305px;" /></a><a href="http://www.autoblog.com/photos/2013-bmw-activehybrid-5-first-drive/#photo-4792850" target="_blank"><img alt="2013 BMW ActiveHybrid 5 badge" id="vimage_4792888" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead11-2013-bmw-activehybrid-5-fd.jpg" style="height: 203px; margin: 4px; width: 305px;" /></a><a href="http://www.autoblog.com/photos/2013-bmw-activehybrid-5-first-drive/#photo-4792849" target="_blank"><img alt="2013 BMW ActiveHybrid 5 taillight" id="vimage_4792889" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead12-2013-bmw-activehybrid-5-fd.jpg" style="height: 203px; margin: 4px; width: 305px;" /></a><br />
<br />
It's a pity that the aero design Streamline 18-inch wheels are an
option, since they have clearly been designed to go with this car. Shame
on you, Munich. The standard 17-inch wheels with their low rolling
resistance tires are a significant contributor to the overall efficiency
of the ActiveHybrid 5, and these slick 18-inchers take away a smidge of
the car's green credentials. Even so, we prefer them both dynamically
and aesthetically.<br />
<br />
Inside, the interior – apart from the occasionally quiet electric drive
times – is what we've come to expect while sitting in a 5 Series cabin.
Our test car's leather wasn't BMW's habitually sober shade of gray,
which helped brighten our mood. Our tester was fitted with the optional
sport version of the eight-speed automatic transmission plus sport
steering wheel with shift paddles, and so there was some additional get
up and go on hand.<br />
<br />
The interior's most noticeable difference arrives courtesy of the
9.2-inch iDrive screen that displays graphics showing the current state
of the car's hybrid powertrain. The screen is where you see what mode
you're driving in and where you keep tabs on DDC settings as well. It's
here where you can select the optional ultra cushy Comfort+ mode and
float through the clouds you're helping keep free from acid rain.<br />
<br />
<a href="http://www.autoblog.com/photos/2013-bmw-activehybrid-5-first-drive/#photo-4792855" target="_blank"><img alt="2013 BMW ActiveHybrid 5 interior" height="165" id="vimage_4792884" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead7-2013-bmw-activehybrid-5-fd.jpg" style="margin: 4px;" width="320" /></a><a href="http://www.autoblog.com/photos/2013-bmw-activehybrid-5-first-drive/#photo-4792857" target="_blank"><img alt="2013 BMW ActiveHybrid 5 paddle shifter" id="vimage_4792887" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead10-2013-bmw-activehybrid-5-fd.jpg" style="height: 133px; margin: 4px; width: 200px;" /></a><a href="http://www.autoblog.com/photos/2013-bmw-activehybrid-5-first-drive/#photo-4792858" target="_blank"><img alt="2013 BMW ActiveHybrid 5 gauges" id="vimage_4792886" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead9-2013-bmw-activehybrid-5-fd.jpg" style="height: 133px; margin: 4px; width: 200px;" /></a><a href="http://www.autoblog.com/photos/2013-bmw-activehybrid-5-first-drive/#photo-4792861" target="_blank"><img alt="2013 BMW ActiveHybrid 5 navigation system" id="vimage_4792885" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead8-2013-bmw-activehybrid-5-fd.jpg" style="height: 133px; margin: 4px; width: 200px;" /></a><br />
<br />
What is most potentially revelatory in the ActiveHybrid 5's functionality is the integration of what BMW is calling "Intelligent Energy Management"
into the sat-nav. There are a few types of this next-generation
brainiac driving software in development around the world, and we've
already tried some. IEM works with the car's GPS, taking into account
the detailed parameters of the exact road and landscapes on your route
to optimize the car for efficient running. For example, by recognizing a
steady downhill run, IEM can instruct the motor's generator function to
charge the battery without depleting the car's speed.<br />
<br />
<blockquote class="pull-quote pull-quote-right">
The best fuel economy we realized was 25.6 mpg.</blockquote>
Naturally, the system's usefulness depends on exactly how much of this
detailed topographic and infrastructure information has been made
available by various federal and state entities. It's no coincidence
that this information is now readily available in Germany – right down
to small dirt farm roads. The U.S., however, has a ways to go, as you
might imagine. In fact, there's a ways yet to go on IEM mapping in
Portugal, too, but this technology is still a first for production cars.<br />
<br />
Given the wild up and down swings of the routes we drove, the best fuel
economy we realized was 25.6 mpg, and that was while driving like the
most tender-minded motorist in the Garden of Eden. This is respectable
for a 4,420-pound (fluids and driver aboard) executive sedan under these
road conditions. There were a few points along the route where we
managed to find the delicate sweet spot of the accelerator pedal while
in the DDC's Eco Pro mode, and we were able to coast with the internal
combustion engine decoupled – essentially eDrive – at speeds between 80
and 90 mph on rural highways. The limit for this is 100 mph and it is a
worthwhile sensation to experience.<br />
<br />
<a href="http://www.autoblog.com/photos/2013-bmw-activehybrid-5-first-drive/#photo-4792834" target="_blank"><img alt="2013 BMW ActiveHybrid 5 rear 3/4 view" height="212" id="vimage_4792881" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/lead6-2013-bmw-activehybrid-5-fd.jpg" style="margin-bottom: 4px; margin-top: 4px;" width="320" /></a><br />
<br />
But how is any of this really better than the 4,145-pound,
diesel-powered 535d with its 308 hp and 465 lb-ft of torque? The 535d
averages equal or better real world mileage per gallon, emits a bit less
CO2 per mile and, by our math, costs what would be around $5,000 less.
Is this simply the finest efficient alternative for markets that by and
large reject diesel?<br />
<br />
Regardless, we all know that hybrids effectively are the American diesel
market – and vice-versa in Europe – at least for the time being. We
definitely like the ActiveHybrid 5 in the general sense; it's perhaps
the finest execution of a high-end everyday driving hybrid that we've
tried yet. But will it sell well enough to get us to shut up about BMW's
remarkable diesels? If the general market impact realized by the
previous two ActiveHybrid models is any indicator, forgive us if we
aren't jumping out of our socks after staring at BMW's business case. We
certainly tip our hats to Munich for their best hybrid yet, but the
Germans have their eyes on owning another kind of green awareness that
goes beyond hybrids.<br />
<br />
Our suspicion is that BMW is using its ActiveHybrid models as something
of a (admittedly quite capable) time-filler while the world waits for
the launch of its ultra-efficient i3 and i8 models. In fact, we wouldn't be surprised if BMW knocks us out with a Super Bowl ad or two next year for these more significant and genuine efforts.
</div>Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-18666534942826631332012-02-07T22:17:00.000+05:002012-02-13T22:19:54.801+05:002011 Volkswagen Jetta TDI: January 2012<div class="separator" style="clear: both; text-align: center;">
<a href="http://1.bp.blogspot.com/-vF75ot35Hok/TzFb9vYhOMI/AAAAAAAAANM/rtjpb00zRSg/s1600/2011-jetta-tdo-lt.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="212" src="http://1.bp.blogspot.com/-vF75ot35Hok/TzFb9vYhOMI/AAAAAAAAANM/rtjpb00zRSg/s320/2011-jetta-tdo-lt.jpg" width="320" /></a></div>
<br />
Stellar fuel efficiency is still the name of the game when it comes to our long-term Volkswagen Jetta TDI,
as it's averaging well over its EPA-estimated 30 city and 42 highway
miles per gallon in our hands. In fact, with a deft throttle foot, it's
not terribly difficult to crest the 50-mpg plateau on long, steady-state
trips.<br />
<br />
The oil-burning steed recently made the trek from Southern California to
the Phoenix, Arizona area so that our resident photographer, Drew
Phillips, could make sure we got all the right shots as we lead-footed
our way around the Bondurant circuit with the
Chevy Camaro ZL1.<br />
<br />
Parking the
Jetta TDI
next to the Camaro ZL1 was an interesting exercise – it's hard to
imagine two vehicles more diametrically opposed than these. And,
needless to say, moving directly from 580 supercharged horsepower in the
ZL1 to just 140 horses in the VW took a bit of right-foot
recalibration.<br />
<br />
The good news is that, with 236 pound-feet of torque on tap, the Jetta
TDI is fun to drive in its own right. Short-shifting the six-speed
manual gearbox to keep the diesel mill in its sweet spot produces the
most satisfying experience in the Jetta, and it allows you to feel the
rush of torque as the turbocharger gets a hold of the spent diesel
fumes, pushing your body into the seatback.
<a href="http://www.blogger.com/goog_1378919596"><br /><img height="212" src="http://www.blogcdn.com/www.autoblog.com/media/2012/02/long-term-2011-vw-jetta-tdi-interior.jpg" style="margin: 4px;" width="320" />
</a><a href="http://www.blogger.com/goog_1378919596" target="_blank"><br /><img alt="2011 Volkswagen Jetta TDI shifter" src="http://www.blogcdn.com/www.autoblog.com/media/2011/12/lead9-long-term-2011-vw-jetta-tdi-1322866732.jpg" style="height: 133px; margin-bottom: 4px; margin-left: 4px; margin-right: 4px; margin-top: 4px; width: 200px;" /></a><a href="http://www.blogger.com/goog_1378919596" target="_blank"><img alt="2011 Volkswagen Jetta TDI engine start button" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead4-long-term-2011-vw-jetta-tdi.jpg" style="height: 133px; margin-bottom: 4px; margin-left: 4px; margin-right: 4px; margin-top: 4px; width: 200px;" /></a><a href="http://www.blogger.com/goog_1378919596" target="_blank"><img alt="2011 Volkswagen Jetta TDI navigation system" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead7-long-term-2011-vw-jetta-tdi.jpg" style="height: 133px; margin-bottom: 4px; margin-left: 4px; margin-right: 4px; margin-top: 4px; width: 200px;" /></a><br />
<br />
Since this is my first stint behind the wheel of our long-term Jetta
TDI, I'll take a moment to echo the sentiments of our past drivers.
First, the interior of any 2011 Jetta is a big letdown for anyone who's
sat in previous efforts from VW, with wide expanses of hard black
plastic and barely any flair or actual style to break up the monotony.
The vinyl coverings of the seats make your back sweat something fierce,
especially if you're in the midst of a long slog on the highway. We long
for some nice plaid fabric. The start/stop button is very oddly placed
and feels like an afterthought. On the plus side, the in-dash LCD is
nicely crisp and, for the most part, easy to use with its touch-screen
interface.
<br />
<br />
And, of course, it's way too easy to stall the TDI engine in first and
second gears. There seems to be some programming in the engine's
electronic brain that unexpectedly shuts it down entirely if you dip
past a certain RPM threshold. If that's necessary for the longevity of
the powerplant or for emissions reasons, we understand, but it's still a
very irritating and un-diesel-like trait that every driver will need to
adapt to.
<br />
<br />
I've only spent a few weeks with our long-term Volkswagen Jetta TDI, and
will touch more on what it's like to live with on a day-to-day basis in
next month's update. In the meantime, I'll revel in the knowledge that a
car needn't be a penalty box to post exceptional fuel mileage.Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-34561765693557042352012-01-04T10:35:00.001+05:002012-01-04T11:13:48.721+05:00Chevrolet in movies over the years<a href="http://www.chevroleteurope.com/chevroletinmusicandfilm.jpg"><img style="width: 502px; height: 1474px;" src="http://www.chevroleteurope.com/chevroletinmusicandfilm.jpg" alt="Chevrolet cars" /></a>Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-62669381603402884292011-10-08T16:36:00.002+05:002011-10-08T16:44:16.235+05:00First Ride: 2012 Tesla Model S Beta<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 267px;" src="http://3.bp.blogspot.com/-c9tDPgHSUrE/TpA2_wChPrI/AAAAAAAAAMw/sXn86decEak/s400/01-tesla-model-s-beta-fd-628.jpg" alt="" id="BLOGGER_PHOTO_ID_5661085200459841202" border="0" /> Tesla had a big weekend. Some 1,500 Model S hand-raisers and their +1s descended on the company's recently acquired NUMMI plant in Fremont, CA to see where their $5,000 deposits have gone. The event, which served as both a product extravaganza and a subtle reassurance, sought to prove that the Model S is well on its way to production. And part of the program included rides in three Model S betas.<br /><br />As Tesla was keen to point out, showing off a prototype – even one that's 80-percent complete – is relatively unheard of in the industry. Regardless, the EV upstart invited a handful of journalists to go for a brief spin in the passenger seat of the betas. How brief? Less than five minutes.<br /><br />So... don't expect to find any mind-blowing revelations, 10/10ths impressions or thorough interior dissections. Here's all you need to know: It drives, it steers, it stops, it's practically – and predictably – silent and the interior tech is enough to make gadget nerds forget about the lack of an iPhone 5. <br /><br />Of the three betas on hand, two were developed for fine tuning the interior and one was set up for rides. There are currently five betas undergoing testing, all of which were built at a contract plant in Detroit and not at the newly refurbished, ex-Toyota plant in Northern California. That said, an extensive tour of the facility revealed that Tesla is almost completely set up to begin Model S production this January before deliveries begin in the middle of next year. The plant currently employs around 180 people, with that number set to hit 250 by the end of the year and then swell to 500 when at full capacity. All in, 300 to 400 people will handle drivetrain production and by 2013, roughly 1,000 people will work between the powertrain and chassis facilities.<br /><br /><img id="vimage_4501681" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/04-tesla-model-s-beta-fd-305.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img id="vimage_4501680" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/02-tesla-model-s-beta-fd-305.jpg" style="margin: 4px; width: 305px; height: 203px;" /><br /><br />So yes, Tesla can build them. And after spending a few hours around the Fremont plant, much of our skepticism about Tesla's abilities to bring the sedan market were laid to rest. They've pulled in equipment and talent from around the world (Germany in particular) to make a modern, world-class facility. And now we get to sample what they'll be building.<br /><br />Considering this is a prototype, we're suitably impressed with the fit and finish both inside and out. We're sure that Tesla was sweating the details in the run-up to this past weekend's festivities, and the tight gaps in the body panels and general exterior polish of the betas was proof the Tesla can at least get a handful of sedans ready for the spotlight.<br /><br /><img id="vimage_4501684" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/20-tesla-model-s-beta-fd-628.jpg" style="margin: 4px; width: 618px; height: 412px;" /><br /><img id="vimage_4501685" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/30-tesla-model-s-beta-fd-305.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img id="vimage_4501686" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/38-tesla-model-s-beta-fd-305.jpg" style="margin: 4px; width: 305px; height: 203px;" /><br /><br />Inside was just as refined, save for a few crudely fashioned, but barely noticeable, bits of trim and a transmission stalk and window switchgear pulled from Mercedes-Benz. The backseat proved to be both comfortable and spacious enough to enjoy a 15-minute presentation on the infotainment system, and while our request to sit in the rear-facing jump seats was denied, we were just pleased to see them included on one of the testers.<br /><br />On the infotainment front, Tesla is using a 17-inch multitouch display, with a persistent climate control interface at the bottom (good for muscle memory). It's just as massive in person as it is in photos – it's essentially two iPads worth of screen real estate – and provides drivers with Google Maps navigation, streaming Internet radio, local music playback, web browsing (HTML5/Webkit-based) and sunroof controls through an infrared touch system. Just like everything else with the Model S, it's still in prototype form, with a capacitive screen set to replace the IR version and the Linux-based OS and its proprietary user interface skin to receive more tweaks between now and the on sale date next year.<br /><br />That said, it's largely glitch-free, and you can check out the video below for a full walk around of the system, including the configurable instrument panel behind the steering wheel and iPhone app that keeps track of charging and location, along with the ability to control the EV's climate remotely.<br />When we initially walked up to the passenger-side door, we tried to push in the flush, chrome door handle as we would open an Aston Martin. Nothing. A second later, the motorized handle slowly protruded from the door. A neat – if superfluous – party piece.<br /><br />We quietly pulled away from the staging tent as our engineer-turned-chauffeur attempted to shove a fistful of wires behind the panel in the center compartment. "Obviously customers won't see this." Fair enough. Let's get underway.<br /><br /><img id="vimage_4501678" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/08-tesla-model-s-beta-fd-628.jpg" style="margin: 4px; width: 618px; height: 412px;" /><br /><img id="vimage_4501690" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/06-tesla-model-s-beta-fd-305.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img id="vimage_4501691" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/07-tesla-model-s-beta-fd-305.jpg" style="margin: 4px; width: 305px; height: 203px;" /><br /><br />The first run was through a coned-off section of the receiving bay (not fair to call it an autocross course) where the Model S resisted body roll thanks to a combination of its air suspension and low center of gravity provided by the flat battery pack spanning the passenger compartment. Our driver, who races Lotuses on the weekends, didn't push too hard, but wasn't afraid to mash the pedal as we eerily and rapidly accelerated towards a small, banked high-speed stability course, putting out all 306 pound-feet of torque to the wheels.<br /><br />When the driver comes off the throttle, the brake regen is far more subtle than in the Roadster, failing to shove us into the seatbelt and doing little to upset the balance of the Model S when slowing in a straight line.<br /><br /><img id="vimage_4501692" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/11-tesla-model-s-beta-fd-618.jpg" style="margin: 4px; width: 618px; height: 412px;" /><br /><br />Out on the track inherited from Toyota, we kept a quick pace through the first section of the oval, and then accelerated fully down the back straight, hitting an indicated 103 mph before braking lightly into the next 180-degree bend. After three similar runs, we came away impressed with both the planted sensation afforded by the low CG and elongated wheelbase, the suitably smooth ride and the now-expected, yet still disconcerting, lack of racket inside the cabin. But naturally, until we can get some time off the test track and feel that wheel between our hands, we'll remain skeptically impressed from afar.<br /><br />Who isn't skeptical? Hundreds of people from the Bay Area, along with hundreds more from across the country and around the world, all of which have put cash down to be one of the few with a Signature Series Model S. Potential buyers flew in from as far away as Tokyo, Denmark and Switzerland to be part of this weekend's event, including one gentleman from Iceland who inked a deal to purchase 100 examples for his car sharing service. Fittingly, he signed the papers on the hood of a Model S beta Saturday night – the same sedan we ran around the track less than 48 hours later.Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-38400082669322304612011-10-08T16:28:00.002+05:002011-10-08T16:36:09.334+05:002011 Hyundai Sonata Hybrid<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 266px;" src="http://2.bp.blogspot.com/-JfNCAb3-Njk/TpA0-YAmTeI/AAAAAAAAAMo/6euq9Fta5ds/s400/2011-hyundai-sonata-hybrid-review.jpg" alt="" id="BLOGGER_PHOTO_ID_5661082977806208482" border="0" /><br />The auto show transition seemed to happen in a flash. One year, automakers were jockeying for dealer traffic with high horsepower, rear-wheel-drive retro rides, and the next year, each one of them ushered in a hybrid or electric vehicle. The paradigm shift was a welcome sight for car buyers wanting to shrink their carbon footprint and save money on fuel, but the majority of those products were years from production. Fast-forward to 2011, and the variety of fuel efficient transportation on offer in the industry has improved quite a bit, including this sleekly styled mid-size offering from Hyundai.<br /><br />The Sonata Hybrid may have taken longer than expected to hit the market, but its lithium-polymer battery pack and host of fuel-saving features have given Hyundai 35 miles per gallon city and 40 mpg highway fuel economy numbers to flash before consumers. And the Sonata Hybrid isn't battling the competition on fuel economy alone. It also features attractive styling that sharply differentiates it from non-hybrid Sonata models, while also carrying an MSRP thousands of dollars less than the Toyota Camry Hybrid and Ford Fusion Hybrid.<br /><br />We spent a week with a modestly equipped Sonata Hybrid, but rather than going light on the pedal to gather up as many Eco points as possible, we drove it like we would any mid-sized sedan to see if it could hang with the daily drudgery of suburban life. <div id="continued"> <br />Our Hyper Silver Metallic tester carried a very reasonable price tag of $25,930 (plus $720 shipping), and Hyundai kept that MSRP low by adding only floor mats ($100) and an iPod cable ($35) to the options list. Fortunately, the Sonata Hybrid already comes equipped with a boatload of standard features, including a six-speaker sound system with USB and auxiliary inputs, Bluetooth hands-free connectivity, automatic climate control, headlights with LED accents and a 4.2-inch LCD trip computer/hybrid technology display.<br /><br /><img alt="2011 Hyundai Sonata Hybrid side view" id="vimage_4501981" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead2-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 618px; height: 268px;" /><img alt="2011 Hyundai Sonata Hybrid front view" id="vimage_4501982" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead3-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2011 Hyundai Sonata Hybrid rear view" id="vimage_4501983" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead4-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 305px; height: 203px;" /><br /><br />"Hybrid" and "low MSRP" generally don't go hand-in-hand, but the $25,795 base price of the Sonata only strengthens its case. This Hyundai also proves that hybrids don't have to be stodgy pods to achieve mpg bliss. The same Fluidic Design that's been a hit with the Sonata Hybrid's gas-only sibling looks just as good with a 30-kilowatt electric motor under the hood. And Hyundai hasn't simply slap on some Blue Motion badging to differentiate its hybrid offering from the hot-selling standard Sonata.<br /><br />The biggest adjustment comes in the form of a gaping grille that looks like a whale shark on a plankton feeding frenzy. Further aero improvements come in the form of tweaked bodyside moldings and a more sharply truncated rear end with unique 'atom' element taillamps. In total, exterior engineering adjustments result in a drag coefficient that drops from .28 to an outstanding .25, the same number achieved by the benchmark Toyota Prius.<br /><br />We dig the fact that the Sonata Hybrid looks quite a bit different than its sibling, and the Bill Nye taillights are something to behold. Heck, even the Blue Motion badging looks cool. For our money, there is one hybrid-only touch that just has to go: the standard 16-inch alloys. We're not sure what Hyundai's designers were going for here (at least beyond aero supremacy), but they ended up with a set of wheels that draws Blade-Runner-meets-Salad-Shooter comparisons. Luckily, Hyundai offers optional 17-inch wheels that look remarkably classier than the ones seen here. Unfortunately, the upsized wheels can only be had as part of the Premium Package, which will set buyers back another $5,000.<br /><br /><img alt="2011 Hyundai Sonata Hybrid headlight" id="vimage_4501987" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead8-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2011 Hyundai Sonata Hybrid grille" id="vimage_4501986" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead7-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2011 Hyundai Sonata Hybrid wheel" id="vimage_4501985" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead6-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2011 Hyundai Sonata Hybrid taillight" id="vimage_4501984" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead5-2011-hyundai-sonata-hybrid-review.jpg" style="border: 0px solid ; margin: 4px; width: 305px; height: 203px;" /><br /><br />Nasty wheels aside, the Sonata Hybrid is a looker, and the interior isn't hard on the eyes, either. Hyundai has decided to carry over the same interior from the standard Sonata, save for some Blue Motion badging and the aforementioned 4.2-inch display. That means hybrid buyers get the same spacious cabin flush with attractive curves and soft-touch materials on the dash, doors and center console. Seats are comfortable and appropriately bolstered as well, and the driver's seat is power-adjustable. Another big plus comes in the form of a standard USB port and Bluetooth connectivity that quickly and easily syncs to a Bluetooth-enabled phone. And the 4.2-inch LED screen? It's bright, with easy-to-read graphics and various ways to dissect your driving habits. The Eco bars aren't nearly as interesting as the fanciful tree leaves adorning the display of the Lincoln MKZ Hybrid, but a driver's eyes should be focused on the road anyway.<br /><br />The Sonata Hybrid's interior scores big with overall refinement and standard tech, but we observed a few chinks in its armor. The biggest issues are the rubbery steering wheel and shift knob, which makes an otherwise impressive cabin feel like a trip to the Walmart clearance rack. Adding leather to these items the driver touches most again requires the $5,000 Premium Package. Sure, the Ford Fusion Hybrid starts at $28,600 ($2,670 more than the Sonata), but it at least comes standard with a leather steering wheel and shift knob, plus a bunch of standard features that can only be had with Hyundai's Premium package.<br /><br /><img alt="2011 Hyundai Sonata Hybrid interior" id="vimage_4501992" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead13-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 616px; height: 347px;" /><img alt="2011 Hyundai Sonata Hybrid front seats" id="vimage_4501995" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead16-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2011 Hyundai Sonata Hybrid eco gauge" id="vimage_4501994" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead15-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2011 Hyundai Sonata Hybrid start button" id="vimage_4501993" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead14-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 200px; height: 133px;" /><br /><br />The Sonata Hybrid is powered by a 2.4-liter four-cylinder engine with 166 horsepower at 6,000 RPM and 154 pound-feet of torque at 4,250 revs. Like other hybrids on the market, the Sonata Hybrid's 2.4-liter engine runs on the more efficient Atkinson cycle, which closes the intake valve late to provide a shorter compression stroke than traditional Otto cycle engines. But unlike many other hybrids that use an electric continuously variable transmission, Hyundai has opted to mate its powertrain to a more conventional six-speed automatic transmission. You'll hear no arguments here, as the transmission did its job well with a smooth operation and reassuring gear selections during our test.<br /><br />Additionally, Hyundai didn't go with the cheaper, yet tried-and-tested nickel-metal hydride battery pack. Its engineers decided to start with a clean slate, diving feet-first into newer lithium polymer cells for power storage. The end game is a 1.4 kilowatt-hour battery pack that weighs only 96 pounds. The Blue Motion's electric motor isn't as powerful as those found under the hood of the 2012 Camry Hybrid (141 hp) and Fusion Hybrid (106 hp), but the 30 kilowatt motor still manages to generate 40 horsepower and 151 pound-feet of torque. Combined horsepower figures are 206 hp for the Sonata Hybrid, 200 hp for the Camry Hybrid and 191 for the Fusion Hybrid.<br /><br /><img alt="2011 Hyundai Sonata Hybrid engine" id="vimage_4501988" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead9-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 628px; height: 417px;" /><br /><br />Numbers and specs can be fun, but real-world driving is where the Hankook Optimo rubber meets the road. And while the Sonata Hybrid's driving dynamics aren't particularly aggressive, this Sonata's hybrid system is. If you take your foot off the gas at most any speed, the engine turns off in a pinch and the regenerative braking system begins to charge the lithium battery. When the go pedal is handled with care and the speed kept under 70 mph, the electric motor and battery can move the car by themselves, thanks in part to an engine clutch that manages the gas engine and electric motor separately. Even better, the throttle doesn't have to be babied like many other hybrids do, giving the driver more time to enjoy gas-free motoring.<br /><br />In the past, we'd practice a great deal of restraint when driving a hybrid, because trying to achieve the best possible fuel economy can actually be fun. But for us, the novelty of driving a hybrid in this way goes away after a week – just when the fuel economy game starts to become a bore. For that reason, we took pains to experience the Sonata Hybrid as we would any other mid-size sedan.<br /><br /><img alt="2011 Hyundai Sonata Hybrid badge" id="vimage_4501991" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead12-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2011 Hyundai Sonata Hybrid battery pack" id="vimage_4501990" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead11-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 305px; height: 203px;" /><br /><br />As a regular four-door, the Sonata Hybrid is plenty easy to live with. Power is strong off the line when needed, and the integrated starter generator goes about the job of switching the engine on and off without any major drama. The system isn't as smooth as the one under the hood of the Fusion Hybrid, but the tradeoff is that the Blue Drive system appears to be more aggressive when cutting off the power whenever it isn't needed.<br /><br />The EPA tells us that Sonata Hybrid owners can expect fuel economy numbers of 40 mpg highway and 35 mpg in the city. Our experience with the hybrid Hyundai wasn't quite in the range of those numbers, as we managed 33.5 mpg in mixed driving, which falls below the EPA combined rating of 37 mpg. We weren't all that impressed with those results, and we're thinking that most diesel-powered mid-size entries would eclipse a combined score of 33.5 mpg. In fact, our Jetta TDI long-term fleet vehicle routinely averages more than 40 mpg. And although the Fusion Hybrid costs a bit more and relies on older nickel-metal tech, it still delivers better fuel economy numbers of 41 mpg city and 36 mpg highway. The new 2012 Camry Hybrid promises even better fuel economy, with an estimated 39 mpg highway and 43 mpg city. Just as troubling, in our experience, the standard 2.4-liter gas-only Sonata actually tends to return fuel economy figures above its 24/35 EPA numbers, particularly on the highway, so we have to wonder if the standard Sonata isn't the better overall bet when it comes to return-on-investment.<br /><br /><img alt="2011 Hyundai Sonata Hybrid rear 3/4 view" id="vimage_4501989" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead10-2011-hyundai-sonata-hybrid-review.jpg" style="margin: 4px; width: 628px; height: 417px;" /><br /><br />While we were less than impressed with the Sonata Hybrid's fuel thrift, we were pleased with its overall driving dynamics. At 3,578 pounds, the Sonata Hybrid is still light on its feet, with a structurally rigid chassis that doesn't flex at the slightest change of direction. Power delivery is smooth and predictable, with an estimated 0-60 mph time of about nine seconds. The steering is predictably free of hydraulics, yet Hyundai has chosen to dial in a bit more artificial heft than we expected or really want.<br /><br />The Sonata Hybrid Blue Motion is a solid first foray into the world of mixed propulsion motoring for Hyundai. Would we have liked to see better fuel economy numbers? Absolutely. But there is still something to be said about a hybrid that can deliver good looks, solid fuel economy and a driving experience that isn't fun-free. Not every vehicle in this segment can make such a claim, and none can come within $1,000 of this Hyundai's $25,750 price of entry... at least until the 2012 Camry Hybrid goes on sale starting at $25,900. </div>Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-26002014916347472252011-10-08T16:13:00.003+05:002011-10-08T16:28:53.361+05:002011 VPG Autos MV-1<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 266px;" src="http://1.bp.blogspot.com/-6yA-jlnI7wU/TpAyjG-OxTI/AAAAAAAAAMg/D3nB6-9V-0Y/s400/2011-vgp-autos-mv-1-qs.jpg" alt="" id="BLOGGER_PHOTO_ID_5661080310353151282" border="0" /><br />A round of applause broke out as Marc Buoniconti, former linebacker for The Citadel, ascended the ramp of the very first VPG Autos MV-1 to roll off the assembly line inside AM General's plant near South Bend, Indiana. Buoniconti was rendered a quadriplegic after a gruesome tackle while playing football for his South Carolina alma mater. That was back in 1985 and Buoniconti has been wheelchair-bound for the past 26 years. Since then, he has gone on to start The Buoniconti Fund, the fundraising arm of The Miami Project to Cure Paralysis, and been heavily involved in the development of what you see here – the very first purpose-built, OEM-backed vehicle designed specifically to accommodate the needs of the disabled.<br /><br />The MV-1 is a strange hodgepodge of engineering, but its mission is clear: To offer a mobility solution for the disabled that costs substantially less than aftermarket minivan conversions available today. Right now, VPG says there are some 1.5 million vehicles on the road that have been converted for wheelchair access, all from third-party companies who augment a factory vehicle's chassis and interior at substantial cost. "Aftermarket means afterthought," says Buoniconti, and the team at VPG Autos aims to offer a factory-crafted solution for an otherwise overlooked segment of the automotive landscape. <br />January of 2009 marked the end of Hummer H2 production at AM General's facility in South Bend, and although the company continues to build and engineer Humvees for military use, the plant was largely unused until VPG Autos stepped in. Now, the facility has the capacity to build approximately 12 MV-1s each day, and soon, production will increase to a 20-unit clip as demand increases.<br /><br /><img alt="2011 VPG Autos MV-1 side view" id="vimage_4505271" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead6-2011-vgp-autos-mv-1-qs.jpg" style="margin: 4px; width: 618px; height: 292px;" /><img alt="2011 VPG Autos MV-1 front view" id="vimage_4505270" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead4-2011-vgp-autos-mv-1-qs.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2011 VPG Autos MV-1 rear 3/4 view" id="vimage_4505268" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead3-2011-vgp-autos-mv-1-qs.jpg" style="margin: 4px; width: 305px; height: 203px;" /><br /><br />The key feature of the MV-1 is its easy wheelchair access, and thus, the entire vehicle has been designed around its side door ramp system. That ramp, supplied by ASC, has a 1,200-pound weight capacity (600 pounds more than the Americans with Disabilities Act requires), and is available with a power rollout function on Deluxe (DE) models. The ramp is housed under the floor of the rear passenger compartment and is easily accessible for all types of wheelchairs. The rear doors offer an opening that's 36 inches wide and 56 inches tall, and inside, one wheelchair can be anchored in the front passenger position, while seating for either three or four passengers can be had in the rear. All in, the MV-1 is capable of carrying up to 6,600 pounds.<br /><br />To support this sort of weight, the MV-1 uses body-on-frame architecture, with a chassis specifically designed for the application. While it's not exactly pretty, the MV-1 radiates purpose, looking like the strange lovechild of a London taxi and GMC Terrain.<br /><br />As for interior amenities, the MV-1 is essentially a utility van, so you won't find soft-touch dash materials, nicely grained plastics or any optional high-tech gadgetry. Instead, you have a commanding driving position with a comfortable, air-suspended seat situated behind a steering wheel that appears to have been ripped out of a Lincoln MKS. The instrument panel, gauge cluster, audio and HVAC controls are pure Ford E-Series and the simple driver's compartment is elementary yet well-organized.<br /><br /><img alt="2011 VPG Autos MV-1 interior" id="vimage_4505288" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead9-2011-vgp-autos-mv-1-qs.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2011 VPG Autos MV-1 interior" id="vimage_4505287" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead8-2011-vgp-autos-mv-1-qs.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2011 VPG Autos MV-1 ramp" id="vimage_4505289" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead10-2011-vgp-autos-mv-1-qs.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2011 VPG Autos MV-1 rear cargo area" id="vimage_4505286" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead7-2011-vgp-autos-mv-1-qs.jpg" style="margin: 4px; width: 305px; height: 203px;" /><br /><br />We had the opportunity to briefly drive the MV-1 on the roads near AM General's facility, and as you can imagine, it behaves like almost any other body-on-frame van we've ever spent time in. Power comes from a Ford-sourced 4.6-liter V8 producing 248 horsepower and 295 pound-feet of torque that's mated to a four-speed automatic transmission. It seems like ancient technology, yes, but it's cheap to source, cheaper to service and gets the job done. A compressed natural gas version is also available, utilizing two tanks situated under the rear seat and offering a 300-mile cruising range. VPG says that the CNG version will return approximately 13.5 miles per gallon (combined), with the gasoline-powered version netting around 15 mpg.<br /><br />The MV-1 isn't all that unpleasant to steer, though we imagine the experience is vastly different when it's loaded up full of people. Acceleration is perfectly adequate for a vehicle its size and function, and we found key driving components like the steering and brakes to be tuned for ease of use uber alles. Other key drivability factors like general visibility and suspension tuning are also more than acceptable, and although its body-on-frame architecture does give it a truck-like feeling from behind the wheel, it's smooth enough to offer a comfortable ride for passengers in wheelchairs and seats alike.<br /><br /><img alt="2011 VPG Autos MV-1 headlight" id="vimage_4505293" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead14-2011-vgp-autos-mv-1-qs.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2011 VPG Autos MV-1 grille" id="vimage_4505292" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead13-2011-vgp-autos-mv-1-qs.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2011 VPG Autos MV-1 wheel" id="vimage_4505291" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead12-2011-vgp-autos-mv-1-qs.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2011 VPG Autos MV-1 taillight" id="vimage_4505290" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead11-2011-vgp-autos-mv-1-qs.jpg" style="margin: 4px; width: 305px; height: 203px;" /><br /><br />Let's be clear, though – the MV-1 does not allow its wheelchair-bound occupants to drive on their own. Some aftermarket companies have created steering column-mounted hand controls to operate the throttle and brakes, but this is not the case with VPG's creation. Instead, its sole purpose is to allow easy access and maneuverability for folks in wheelchairs that will only ride as passengers.<br /><br />VPG Autos plans to sell the MV-1 through a wide range of existing new car dealerships across the country, and as of this writing, 41 dealers have currently signed on, with another 15 slated to be added in the coming months. The key to spreading the word about the MV-1 will be what the company executives call "discover marketing" – the vehicle will be taken to places like hospitals and rehabilitation centers for people to check out and the company is largely relying on word of mouth within the disabled community to communicate the advantages of the MV-1.<br /><br /><img alt="2011 VPG Autos MV-1 rear 3/4 view" id="vimage_4505265" src="http://www.blogcdn.com/www.autoblog.com/media/2011/10/lead2-2011-vgp-autos-mv-1-qs.jpg" style="margin-top: 4px; margin-bottom: 4px; width: 628px; height: 417px;" /><br /><br />The greatest advantage, however, is the MV-1's price: $39,950 for the base SE and $41,950 for the up-market DE. For comparison's sake, a typical aftermarket conversion costs around $25,000, and when you add that to the cost of a well-equipped minivan like a Dodge Grand Caravan, the price can easily reach $55K or $60K. Even then, going the aftermarket route means you get a vehicle that's been chopped up to accommodate a purpose it was never intended to serve, and VPG Autos includes its own five-year/75,000-mile powertrain warranty. Currently, the MV-1 is already sold out for its first year of production, with initial deliveries taking place as you read this.<br /><br />"Everything in our lives revolves around transportation," Buoniconti said upon exiting the black MV-1 with VIN #000001 – the vehicle that would soon be delivered to his Florida home. And by offering a mobile solution for tens of thousands of dollars less than an aftermarket upfit job, the folks at VPG, in collaboration with AM General, offer a purpose-built answer to an important question that no other OEM has even been asking.Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-74062502924976625442011-09-13T20:26:00.004+05:002011-09-30T16:22:23.217+05:002011 Hyundai Equus Ultimate<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 263px;" src="http://3.bp.blogspot.com/-6YsZQ_cIcwc/Tm92VhDnfGI/AAAAAAAAAMY/9jQGCtEbzfk/s400/hyundai-equus-longboard-628-1315500694.jpg" alt="" id="BLOGGER_PHOTO_ID_5651866169396132962" border="0" />Our 2011 Hyundai Equus long-termer continues to pile on the miles in the effortless fashion that one expects of a premium sedan. August's main outing was a weeklong stint in the Outer Banks of North Carolina, about 800 miles from Detroit. All-in, the trip accounted for over 2,000 miles, during which the Equus stretched its legs as a capable freeway cruiser and even was pressed into undignified service as a surfboard transport (see above). In case you're wondering, no, an eight-foot rental longboard won't fit in a luxury sedan (not in this or any other we can think of), so you'll be forced to do the shish-ka-windows-and-empty-side-road-creep with the hazard lights on if you don't have any alternatives.<br /><br />With the exception of a modest bit of track time at Hyundai's Seoul proving grounds in a few prototypes, this was your author's first experience with the Equus. As one might expect, it acquits itself better over-the-road than on the track, delivering a comfortable ride and plush confines in which to while away the miles.<br /><br />What was surprising for this driver was how much attention our Equus garnered – it's rather innocuously styled, after all. But we hadn't been driving further than our first rest stop when a couple of attractive twenty-something ladies stopped to ask about our car as we got out in the parking lot. "What is it?!" they gushed. "Believe it or not, it's a Hyundai," we answered. Puzzled looks. "Wait... really? Well... it's still really nice, though!" We laughed a little inside and moved on, but their reaction was telling – "It's still really nice, though!" is both a credit to what a pleasant surprise the Equus is for Hyundai, as well as a subtly backhanded ding at the company's "off the radar" standing among many consumers. The same rest area yielded a discussion with a very enthusiastic Genesis sedan owner, and subsequent conversations were held at stoplights with frantic arm-waving Toyota Avalon drivers and more random people in parking lots, including a BMW E60 5 Series owner fed up with his ownership experience. We have to admit, we viewed the Equus as something of a generic knockoff design-wise, but our conversations suggest that the general buying public doesn't feel the same way (or doesn't care). <br /><br /><img id="vimage_4428981" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/hyundai-equus-lt-seats-628-1315500761.jpg" vspace="4" width="628" height="417" /><br /><br />We do have some nits to pick with our big white whale, however. Others have mentioned this, but it's worth pointing out again – the adjustable lumbar support seems to be in perpetual state of overinflation. No matter how much we tinker with the air bladder controls, it just feels too prominent on our lower backs. It's so uncomfortable that it's led to both your author and Editor-In-Chief Neff to ponder drastic, pin-shaped countermeasures. We wouldn't, of course, but it's still bothersome. The best solution for long-distance comfort seems to be extending the bottom cushion a bit longer than we normally might, as this somehow alleviates the stress.<br /><br />Otherwise, the interior offers plenty of amenities and creature comforts, though the controls, finishes and design aesthetic lack the same sort of aura of refinement as rivals. Overall, our Equus Ultimate succeeds at feeling like a great value, but stops short of feeling like a great full-size luxury sedan. That's partially due to the interior and partially due to the 4.6-liter Tau V8. Its 385 horsepower and 333 pound-feet of torque certainly aren't anything to sneeze at, but this is 4,600-pound mass of Korean real estate, and it simply feels adequate. Other media outlets have tested the Equus and found 0-60 times in the mid-to-high six-second range, so it's certainly not slow, but the ECU and transmission tuning makes both off-the-line acceleration and highway passing feel more leisurely than we'd expect. More chutzpah isn't far off, thankfully – the 2012 model is widely expected to adopt the 5.0-liter V8 and eight-speed automatic gearbox recently introduced in the updated Genesis sedan.<br /><br />Despite sustained higher speeds, traversing Pennsylvania's Alleghany mountains, negotiating a dead-stop traffic jam and a lot of pottering along in beach traffic, we averaged a solid 21 miles per gallon, smack in the middle of the 18/22 city/highway mix the EPA predicts. During that stint, we saw sustained freeway running with indicated mpgs in the mid-to-upper 20s without even trying, suggesting that it's likely quite easy to beat the Equus' official fuel economy estimates if you take it easier than we did.Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-7154643109293987122011-09-13T20:16:00.004+05:002011-09-13T20:19:41.213+05:002011 BMW X3 xDrive28i<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 266px;" src="http://1.bp.blogspot.com/-D_6t1hEBk2w/Tm9z6rTRCQI/AAAAAAAAAMQ/OB-HEijSfnU/s400/03-2011-bmw-x3-review-opt.jpg" alt="" id="BLOGGER_PHOTO_ID_5651863509266401538" border="0" />Despite enchanting few critics along the way, the all-new 2011 BMW X3 has been helping its German parent clean up on the sales charts.<br /><br />Like the rest of the premium crossover segment, the X3 has been viewed by some brand diehards as a blatant cash-grab. The starting price might be easy enough to swallow, but start ticking the option boxes and the sticker swells to a size more startling than the first time you heard your mother drop an F-bomb. Despite this, we wanted to see if the 2011 BMW X3 xDrive28i could break through the enthusiast's wall of prejudice. As you'd expect, it's a mixed bag. <div id="continued"> <br />The 2011 BMW X3 is roughly the same size as the original X5. The 110.6-inch wheelbase is essentially unchanged, but there's now three more inches of overall length for an even 183 inches from tip-to-tail. The styling uses that new room to stretch, and the dynamically straked profile makes the increase look like at least double that.<br /><br />Clamping the stubby, original X3 in a taffy pull and giving it a yank leaves the 2011 X3 looking both familiar and like a part of the modern BMW family. The carefully detailed bodywork plays up its conservative image to good effect. The Bangelized original lines have been matured without radical changes.<br /><br /><img alt="2011 BMW X3 xDrive28i side view" id="vimage_4434744" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead2-2011-bmw-x3-review.jpg" style="margin: 4px; width: 618px; height: 291px;" /><img alt="2011 BMW X3 xDrive28i front view" id="vimage_4434749" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead3a-2011-bmw-x3-review.jpg" style="margin: 4px; width: 305px; height: 202px;" /><img alt="2011 BMW X3 xDrive28i rear view" id="vimage_4434750" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead4a-2011-bmw-x3-review.jpg" style="margin: 4px; width: 305px; height: 202px;" /><br /><br />BMW has also brought the interior of the 2011 BMW X3 up to par with the rest of the range. Like the exterior changes, BMW hasn't gone and reinvented the steering wheel, so the design of the dashboard and door panels does little more than look and feel like a current BMW interior. Materials and fit-and-finish are improvements, though the shifter and spring-loaded blinker stalk are still annoying to use for some. The clean design isn't avant-garde, but it means clear ergonomics, and the eight-way power front seats are fantastically comfortable. Rear seat passengers get a newly liveable area, benefiting the most from the size increase. The latest implementation of iDrive is finely tuned and the standard LCD has crisp graphics, but pales in comparison to the optional 8.8-inch display that's the automotive equivalent of an ostentatious plasma screen.<br /><br />A benefit of the continued refinement of iDrive is an uncluttered center stack. Our tester was bereft of navigation and the larger screen, so its limited iDrive feature set was particularly easy to navigate. Analog gauges are clear, there are real cupholders and the Sand Beige leather and warm-toned Fineline Sienna wood trim created an inviting atmosphere, especially when paired with the big, airy panoramic moonroof – worth every bit of its $1,350 price tag. Visibility in all directions is not hindered by gigantic pillars and the elevated crossover seating position makes for confidence-bolstering sightlines, too.<br /><br /><img alt="2011 BMW X3 xDrive28i interior" id="vimage_4434759" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead10-2011-bmw-x3-review.jpg" style="margin: 4px; width: 616px; height: 348px;" /><img alt="2011 BMW X3 xDrive28i front seats" id="vimage_4434758" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead9-2011-bmw-x3-review.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2011 BMW X3 xDrive28i rear seats" id="vimage_4434757" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead8-2011-bmw-x3-review.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2011 BMW X3 xDrive28i rear cargo area" id="vimage_4434756" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead7-2011-bmw-x3-review.jpg" style="margin: 4px; width: 200px; height: 133px;" /><br /><br />The naturally aspirated inline six-cylinder engine in the X3 xDrive28i is one of the most celebrated engines in the BMW family, even if it is facing internal competition from BMW's new twin-turbocharged 2.0-liter four. Engineering skill is shown off with a composite block of magnesium alloy for light weight, a valvetrain twiddled by Valvetronic and Double VANOS systems that do away with a throttle plate, and other slick, efficiency-boosting technology like Brake-Energy Regeneration. All the whiz-bang results in 240 horsepower and 221 pound-feet of torque from 3.0 liters, but the issue at hand is how this engine and its attendant eight-speed automatic transmission behave out on the road.<br /><br />Peak torque plateaus between 2,750 and 4,000 RPM, and the eight-speed transmission does its best to keep the engine in the lip-smackingest meat of the powerband, but not even BMW can overcome the fact that the X3 weighs 4,100 pounds. That's about the same as the original X3, so kudos for keeping weight in check, but it's a heavy load for the available torque to cope with, wide powerband and cornucopia of gear ratios aside.<br /><br /><img alt="2011 BMW X3 xDrive28i engine" id="vimage_4434752" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead5-2011-bmw-x3-review.jpg" style="margin-top: 4px; width: 628px; margin-bottom: 4px; height: 417px;" /><br /><br />Ride and handling aims for the storied BMW smooth-and-responsive target but winds up shy of the bullseye. Occasional traces of harshness shake and stir occupants – a trait not likely improved by the Sport Activity Package (X-Line exterior trim, front fascia insert, aluminum satin roof rails, Sports steering wheel, sport seats) and its 18-inch V-Spoke wheels with all-season run-flat tires. At least the package looks spiffy and puts a nice steering wheel in your hands.<br /><br />Most annoyingly, throttle tip-in is noticeably sluggish. More than once after nosing the X3 out to snag a gap in quick traffic, we found ourselves with an indecisive vehicle and angry oncomings. The throttle doesn't just choke during clutch plays, either – the initial deadness was constantly infuriating. The situation is compounded by the whims of the eight-speed gearbox, which tries to cycle through its cogs too often. We've experienced this same ZF transmission in many other cars – indeed, in many other BMWs – and we don't recall it being so indecisive.<br /><br /><img alt="2011 BMW X3 xDrive28i headlight" id="vimage_4434765" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead14-2011-bmw-x3-review.jpg" style="margin: 4px; width: 305px; height: 202px;" /><img alt="2011 BMW X3 xDrive28i wheel" id="vimage_4434764" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead13-2011-bmw-x3-review.jpg" style="margin: 4px; width: 305px; height: 202px;" /><img alt="2011 BMW X3 xDrive28i roof rack" id="vimage_4434763" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead12-2011-bmw-x3-review.jpg" style="margin: 4px; width: 305px; height: 202px;" /><img alt="2011 BMW X3 xDrive28i rear detail" id="vimage_4434762" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead11-2011-bmw-x3-review.jpg" style="margin: 4px; width: 305px; height: 202px;" /><br /><br />The X3 has gained access to the BMW bag of technowizard tricks through its redesign, and there may be some alchemy in there to improve responsiveness. Dynamic Damping Control adds buttons to the center console that give you the choice of Normal, Sport or Sport + modes. Selecting one of the sport options makes the throttle response more immediate, stiffens the suspension and adjusts the transmission shift points. Variable-ratio steering is another enhancement our X3 didn't have. The standard electromechanical power steering system strives for both efficiency and feel and just achieves the former. By doing its best to avoid using any boost to reduce engine drag, the system unfortunately erases most of the feedback for the driver, too.<br /><br />But out-and-out driving enthusiasts aren't who the X3 has been created for, even though the XDrive all-wheel-drive system defaults to a rear-drive bias and the available Dynamic Handling Package includes Performance Control, which keeps the torque split rear-drive oriented. This is a vehicle made to appeal to buyers looking for technology, cachet and premium detailing. With that in mind, the details have been sweated, going so far as to include little treats like lighting in the door handles. The interior has an array of storage cubbies and there's a cargo-rail system in back, too. Think of the 2011 BMW X3 as a 3-Series wagon for the non-wagon buyer and you'll have it right. The X3 cedes territory dynamically to be a Sport Activity Vehicle – BMW-ese for "crossover" – but that doesn't seem to bother buyers.<br /><br /><img alt="2011 BMW X3 xDrive28i rear 3/4 view" id="vimage_4434754" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/lead6-2011-bmw-x3-review.jpg" style="margin-top: 4px; width: 628px; margin-bottom: 4px; height: 417px;" /><br /><br />That's good, because the price can scorch. Our test X3 hit the checkout line with a $45,725 price tag with plenty of room to go if you want to drop bigger cash on a smallish vehicle. The model's $36,750 base price is lower than the outgoing 2010 X3 xDrive30i, last year's only model, but it swelled by adding the $3,450 Premium Package, Cold Weather Package for $1,150, and Sport Activity Package for another $1,550. We were enamored with the head-up display that added another $1,300 to the bottom line, but start throwing in the other available goodies like the M Sport, Dynamic Handling and Technology Packages, and you're well into X5 xDrive30i territory. As it is, our little X3 wasn't far from the $47,000-and-change base price of an X5.<br /><br />Despite its driveline foibles, the 2011 BMW X3 feels like it belongs in the current family of BMW products, and it has the styling and available equipment to attract buyers' attention. The Audi Q5 puts up a particularly good fight to the newfound charms in the X3, and, to a lesser degree, so does a Mercedes-Benz GLK. There are lots of options for your thousands of dollars, but at least now there's a proper modern BMW available in this class. </div>Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-81062797535278531312011-09-13T20:02:00.002+05:002011-09-13T20:09:15.790+05:00Fisker Surf shooting brake wows Frankfurt Show<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 267px;" src="http://1.bp.blogspot.com/-oDt3Oy6rGkE/Tm9xCgv1LAI/AAAAAAAAAMI/_JeEODkR1D8/s400/fisker-surf-live-54-opt.jpg" alt="" id="BLOGGER_PHOTO_ID_5651860345337490434" border="0" />Ahead of its official unveiling at the 2011 Frankfurt Motor Show, Fisker Automotive bosses had us up to a studio in Munich for a thorough advance viewing and info download on their second model, a shooting brake called Surf.<br /><br />The first words out of our mouth was, "The shape is a bit like a Ferrari FF." First thing out of their mouth – as though they were utterly perched to form the words, too – "But with four doors!" Henrik Fisker and COO Bernhard Koehler much prefer hearkening back to the 1970s iconic Lamborghini Espada when talking about the Surf's inspiration.<br /><br />The Surf is the second model from the Fisker design pool, and it is so-named partly because a Fisker owner can now load a surfboard either in or on it. This joins the Karma sedan on the production line at Valmet Automotive in Finland, and should be ready for deliveries worldwide by July 2012. <div id="continued"> <br />The Surf shooting brake could well be called the Fisker Karma station wagon since its main objective is to respond to the ridiculously skimpy trunk on the sedan, which measures an adorable 7.1 cubic feet – less than the total storage room in a Ferrari 458 Italia. The expandable room in back now measures anywhere from 12.7 to 29.0 cubes. Hardly cause for a group "Wow!," but certainly a handy improvement.<br /><br /><img id="vimage_4438160" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/fisker-surf-live-61-opt.jpg" vspace="4" width="626" height="394" /><br /><br />Aside from the added carriage work and its space afforded, overall weight on the Surf versus the Karma increases by just 77 pounds, putting it in the 4,400-pound neighborhood. Work is reportedly underway for creating a custom set of luggage that best makes use of those awkwardly meted out cubic feet.<br /><br />The entire powertrain, chassis, and interior execution of the Surf are identical to the Karma sedan, with the only major cabin change being the additional room in back for a couple of adults. We had a six-foot colleague get situated comfortably in the driver's seat while we sat our 5'11" body in the rear seat. Memories of the Aston Martin Rapide's "rear-passenger capsule" sensation came up, but the only insufficiency really is foot room beneath the front squabs. Fisker could have done a better job there. The 1.2 inches of added rear headroom work well for those of us up to six feet in height.<br /><br />Whereas the exterior rear roof-mounted solar panel on the Karma is a 120-watt gathering unit, the available panel for the Surf is a 133-watt unit. The sturdy black plastic grille insert is a new look, as are the very sharp new 22-inch standard wheels. Fisker is currently working with an outside supplier to create an easy roof rack system to slide into the standard aluminum roof rails.<br /><br /><img id="vimage_4438165" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/fisker-surf-live-42-opt.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img id="vimage_4438166" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/fisker-surf-live-50-opt.jpg" style="margin: 4px; width: 305px; height: 203px;" /><br /><br />When we last drove a Fisker Karma, we were critical of the sound that entered the cabin via the footwells whenever the 255-horsepower GM Ecotec turbocharged and direct-injected 2.0-liter four-cylinder chimed in to extend the range of the 315-cell lithium ion battery pack in Sport mode. Fisker tells us that the silencers have since been swapped out to create a more appropriate $100,000-plus premium noise. We're hoping that this is true. In the meantime, the awesome "signature Fisker external sound" gently fills the eardrums in Stealth mode as on the Karma.<br /><br />Fisker Automotive tells us that pre-orders remain at just above 3,000, which is where they reportedly stood back when we drove the Karma dynamic prototype in February of this year. "Those initial enthusiasts," says Koehler, "are still with us and first deliveries have happened in the U.S. We have then a list of thousands more who are simply in the 'wait and see' mode and have the firm intent of buying once they hear first-hand feedback from the first customers."<br /><br /><img id="vimage_4438168" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/fisker-surf-live-13-opt.jpg" vspace="4" width="628" height="419" /><br /><br />Designer and CEO Fisker also tells that the Surf should do particularly well in Europe, a continent renowned for its addiction to larger premium wagons. Fisker hopes to sell 3,500 Surf models per year, rather ambitious for a shooting brake.<br /><br />Pricing is set to reflect a slight premium over the $95,900 to $108,900 range of the Karma, but no exact Surf numbers have been announced yet. They did blurt out, however, "It'll be like the FF but with four doors and at one-third the price."<br /><br /><img id="vimage_4438172" src="http://www.blogcdn.com/www.autoblog.com/media/2011/09/fisker-surf-live-01-opt.jpg" vspace="4" width="628" height="419" /> </div>Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-61555667145192719442011-08-31T16:56:00.002+05:002011-08-31T17:01:12.098+05:002012 Volkswagen Jetta GLI<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 267px;" src="http://3.bp.blogspot.com/-pP7MGkCe68k/Tl4hzRylC3I/AAAAAAAAAMA/M9GRIMcPi_Y/s400/2012-vw-jetta-gli-lead.jpg" alt="" id="BLOGGER_PHOTO_ID_5646988147601771378" border="0" />We've given Volkswagen a fair amount of flack for the 2011 Jetta – and justifiably so. All the things we held dear in previous generations – high-end materials, solid driving dynamics and that general sense of premium the Germans do so well – were all nixed in the name of market share.
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<br />But as we suspected, it's working. Jetta sales in the U.S. are up 74 percent over last year as consumers view the redesigned, cut-priced sedan as an upmarket contender to the Toyota Corolla, Honda Civic and Chevrolet Cruze. And honestly, more power to them.
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<br />What we've really been waiting for is this, the 2012 Jetta GLI. Packing VW's ubiquitous turbocharged 2.0-liter four-cylinder, a six-speed manual or optional DSG and an independent rear suspension, the GLI is here to assuage enthusiasts' fears that VW has lost the plot in its relentless pursuit of global market dominance. Just as Porsche hasn't given up on sports cars as it expands into un-Porsche-like segments, neither has VW in its efforts to appeal to more people. But unlike Ferdinand's second child, we still have the nagging sense that Volkswagen is leaving something on the table – despite the GLI's potential on paper. <div id="continued">
<br />From 40 yards out, it's hard to tell the GLI apart from a standard Jetta. Get closer and even the deeper front spoiler, honeycomb grille and vertical fog lamps pulled from the GTI do little to convey the same racy presence of its hot hatch stablemate. The standard 10-spoke, 17-inch wheels even look a little dinky in their wheel wells, despite the red brake calipers. Thankfully, an optional set of 18-inch, split five-spoke rollers (pictured below) up the aesthetic game and come coated in 225/40 R18 Dunlop SP Sport 01 AS rubber that makes for a worthy upgrade over the standard 225/45 R17 all-season Continental ContiProContacts.
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<br /><img alt="2012 Volkswagen Jetta GLI side view" id="vimage_4404249" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead2-2012-vw-jetta-gli-fd.jpg" style="margin: 4px; width: 618px; height: 271px;" /><img alt="2012 Volkswagen Jetta GLI front view" id="vimage_4404250" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead3-2012-vw-jetta-gli-fd.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Volkswagen Jetta GLI rear view" id="vimage_4404251" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead4-2012-vw-jetta-gli-fd.jpg" style="margin: 4px; width: 305px; height: 203px;" />
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<br />The Jetta's tune changes on the inside. And to excellent effect.
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<br />Behold, a soft-touch dash; convincing aluminum trim on the dash and flat-bottom, leather-wrapped wheel; bolstered seats coated in optional V-Tex leatherette; and contrast red stitching abound. It's all a massive improvement over the bargain-basement interior we've endured in our Jetta TDI long-termer, although the GLI's plastics go from high-class to low-brow as soon as your hand ventures south (perhaps to be expected considering its plebeian roots).
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<br />But why this endless discussion of interior materials? Here's a prime example: Volkswagen is introducing its Fender Premium Audio System into the Jetta lineup for 2012. It's solid, with crisp highs and a punchy low-end when equipped in the GLI Autobahn ($25,545) and Autobahn with Navigation ($26,445) models. Forget for a moment the ironic reason why rockers started using Fender amps to begin with – artful distortion – and let's focus on the lows. When the kick drum popped at a volume level over 15 in our tester, there was a subtle rattling from the passenger-side door. A few minutes of feeling around and we finally found the culprit. The map pocket is made of low-grade plastic and the vibration from the bass rattled the cubby against the cover. Not cool, but a perfect case-in-point about why we harp on discount materials.
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<br /><img alt="2012 Volkswagen Jetta GLI interior" id="vimage_4404281" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead7-2012-vw-jetta-gli-fd.jpg" style="margin: 4px; width: 616px; height: 313px;" /><img alt="2012 Volkswagen Jetta GLI front seats" id="vimage_4404284" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead10-2012-vw-jetta-gli-fd.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Volkswagen Jetta GLI dash" id="vimage_4404283" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead9-2012-vw-jetta-gli-fd.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Volkswagen Jetta GLI door speaker" id="vimage_4404282" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead8-2012-vw-jetta-gli-fd.jpg" style="margin: 4px; width: 200px; height: 133px;" />
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<br />But this isn't a story about a reworked interior on a $23,495 Jetta (although it could be). This is about how the GLI holds up as a GTI sans-hatch. And to that end, it's exactly what you'd expect.
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<br />Power from the 2.0T is unchanged for sedan duty, with 200 horsepower coming on at 5,100 rpm and peak torque – 207 pound-feet – flowing from 1,700 rpm and up. We spent about 20 minutes in the DSG model (+ $1,100) and found it... fine. But as per usual (particularly in this segment), the manual is the driver's choice – even in start-and-stop traffic.
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<br />Clutch take-up is on the high and light side, so puttering around town doesn't require a Tour de France-honed left leg. The shifter standard VW fare, with an enlarged knob and slightly long throws providing a choice of six forward ratios. Braking is handled by 12.3-inch vented front discs and 10.7-inch solid rear rotors, all of which add up to a predictable, linear pedal feel that only began to fade after two particularly torturous runs through the Virginia hills outside VW's North American headquarters.
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<br /><img alt="2012 Volkswagen Jetta GLI engine" id="vimage_4404253" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead6-2012-vw-jetta-gli-fd.jpg" style="margin-top: 4px; margin-bottom: 4px; width: 630px; height: 418px;" />
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<br />While the 2.0T continues to gain accolades for its linearity and tunability, VW's tried-and-true turbocharged four-pot is starting to show its age, despite a recent reworking. Two hundred horsepower was plenty for a front-driver in 2005, but consider that the Kia Optima Turbo, BMW's new turbocharged four and – hell – even the old Cobalt SS all make more ponies with the same displacement, and the GLI can't help but feel somewhat ill-equipped for the modern age, even if it gets the job done nicely. We still managed some wheelspin in second gear when planting our right foot and you can hit 80 mph in third gear if you're so inclined, but there's not much happening on the far side of the tach, despite peak horsepower arriving further along in the rev range.
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<br />The other added benefit of swapping the GTI's drivetrain directly into the Jetta is the inclusion of the XDS cross differential that's engineered to reduce torque – and thus, wheelspin – to the inside wheel through a corner. As with the GTI, the ABS-based system works, but constant flogging means brake fade comes on stronger than in something with a mechanical torque-vectoring diff. We also experienced momentary traction control engagement with the left front loaded and the right coming over a crest. That's more a product of an uneven (and likely untested) surface than an engineering fault, but considering there's no off switch for the traction control, it's worth noting.
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<br /><img alt="2012 Volkswagen Jetta GLI headlight" id="vimage_4404304" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead14-2012-vw-jetta-gli-fd.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Volkswagen Jetta GLI grille" id="vimage_4404303" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead13-2012-vw-jetta-gli-fd.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Volkswagen Jetta GLI wheel" id="vimage_4404302" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead12-2012-vw-jetta-gli-fd.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Volkswagen Jetta GLI taillights" id="vimage_4404301" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead11-2012-vw-jetta-gli-fd.jpg" style="margin: 4px; width: 305px; height: 203px;" />
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<br />The other core driver bits, specifically the electrically assisted steering, 15mm lower ride height and bolstered seats, are more tuned to around-town runs and freeway cruising than all-out tarmac assaults. Feel from the wheel is above-average, if not overly communicative, and the seats do their best to hold you in place, unless your personal curb weight is on the malnourished side. On the topic of tonnage, the GLI with the six-speed manual comes in at 3,124 pounds, with the DSG-equipped model slipping in just over 3,150 pounds. Compared to the GTI organ donor (three-door manual at 3,034 pounds and up to 3,160 pounds for the five-door automatic), the weight increase is negligible.
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<br />Driving the GTI and GLI back-to-back, the suspension work performed on the Jetta combined with the extra 2.9 inches of wheelbase (101.5 vs. 104.4, respectively), made the GLI the more comfortable cruiser – but at the expense of engagement. The extra weight over the rear provided by the GTI's hatch and the shorter space between the wheels made it noticeably more chuckable, with the rear rotating ever-so-slightly and allowing the front to tuck in quicker when adjusting the throttle mid-corner. The seating position – admirable in the GLI – was exceptional in the GTI, and considering the added utility of the hatch and the nominal penalty rear seat passengers pay in the legroom department (35.5 inches for the GTI and 38.1 inches for the Jetta), only regular people-schleppers and hatch-haters would be better served with the sedan.
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<br /><img alt="2012 Volkswagen Jetta GLI rear 3/4 view" id="vimage_4404252" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead5-2012-vw-jetta-gli-fd.jpg" style="margin-top: 4px; margin-bottom: 4px; width: 630px; height: 418px;" />
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<br />What we're left with is an overall impression that Volkswagen has made the 2012 Jetta GLI for people who just want more. More power, more flash, more amenities and an interior that doesn't make you retch. In that, they've succeeded. But what VW hasn't made is a real sports sedan. For those people, the Golf R – despite its hatchback – is the what they're after.
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<br />Yet for the masses, the Jetta GLI fits the bill. Like the standard Jetta before it, the GLI seems to leave some of what we appreciate on the table, but in exchange nets a total package that's more endearing to the average buyer. While the GLI is closer to what we want than the standard Jetta, it's still at least 20 horses and a stiffer suspension short of ideal. And what bothers us more than anything is that we know VW can deliver it. </div>
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<br />Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-74384711220807752032011-08-30T12:05:00.002+05:002011-08-31T17:16:34.361+05:00Audi A7 3.0T takes on the Mercedes-Benz CLS550<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 265px;" src="http://3.bp.blogspot.com/-UVI9VHSjU_c/TlyMHr2GnmI/AAAAAAAAAL4/SpmWKzNXFp8/s400/audi-a7-mercedes-cls-comparison.jpg" alt="" id="BLOGGER_PHOTO_ID_5646542096472383074" border="0" />"This car has an identity crisis. The aggressive exterior, brash exhaust note and firm ride say 'sport,' but the interior screams 'grandma!'"
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<br /><div style="border: 0px dotted black; margin: 5px; padding: 2px 3px; color: rgb(153, 0, 0); line-height: 120%; font-size: 1.5em; float: right; width: 220px; text-align: left;"> <strong>The decision was made to review these "four-door coupes" not only from the driver's perspective, but from all four seating positions.</strong></div> Strong words, especially when they originate from a stranger named Stephen sitting in the back seat of the $80,995 Mercedes-Benz some 80 miles from where we picked him up. The 31-year-old real estate broker and five other industry outsiders were invited to spend the day with Autoblog to help us compare the 2012 Audi A7 3.0T to the 2012 Mercedes-Benz CLS550.
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<br />These two vehicles have met head-to-head before, but not on these pages. To make things a bit more interesting, the decision was made to review these "four-door coupes" not only from the driver's perspective, but from all four seating positions. The unique comparison would require each of the vehicles to carry 700-plus pounds of passengers comfortably from the flatlands of the hot LA Basin up to the cool mile-high elevations of Big Bear Lake and back. The winner would be determined by a simple vote.
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<br />As this task called for six warm bodies willing to be chauffeured 160 miles over a long afternoon, Autoblog's Facebook page was enlisted to recruit. Within 24 hours, we had our six smiling volunteers fingered.
<br />Our randomly chosen readers ranged in age from 22 to 35, and in occupation from a college student to a working professional environmental scientist. There were five men and one woman, each with a strong automotive passion and a willingness to hang with us for nearly six hours in exchange for some ice-cold bottled water and a free hot lunch. Our players:
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<br />· Alex, a 22-year-old student
<br />· Erick, a 26-year-old graphic designer
<br />· Ian, a 27-year-old information technology expert
<br />· Lisa, a 35-year-old product specialist for an automotive manufacturer
<br />· Manjul, a 32-year-old environmental scientist
<br />· Stephen, a 31-year-old real estate broker
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<br />Fellow Autoblog scribe Jeff Glucker and I would be tasked with driving. The plan was to break into two groups of four that would each stick together for the duration of the review. We'd pull over every 30 minutes or so and everyone would swap vehicles - think of it as a modified Chinese fire drill, but with two cars.
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<br />To vary the driving environment as much as possible, everyone met at an In-N-Out Burger in Glendora (elevation 774 feet) at the foothills of the Angeles National Forest. Our route would take us across the LA Basin on freeways to the foothills of the San Bernardino National Forest. At that point, we would climb up the mountain to Big Bear Lake (elevation 6,750 feet), take in the scenery and eat lunch. Our return trip would trace our steps in reverse. Mother Nature had her own agenda, but more on that in a moment.
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<br /><img id="vimage_4391451" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/cls-vital-stats-1.jpg" vspace="4" width="630" height="233" />
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<br />The Mercedes-Benz CLS550 is the veteran in this comparison. Credited with starting this whole "four-door coupe" segment back in 2004 when it was a knocked-off the W211 E-Class platform, the second-generation four-door (it has a conventional trunk) shares underpinnings and engine choices with the latest W212 E-Class. Sleekly styled with an aggressive facade, the four-passenger CLS550 is fitted with bright LED lamps at all four corners. It looks as modern as a Boeing 787 Dreamliner when it flies by. Under its hood is a new direct-injected twin-turbocharged 4.7-liter V8 rated at 402 horsepower and 443 pound-feet of torque. Power is sent to the rear wheels through a wet seven-speed automatic with steering wheel-mounted paddle shifters for manual control. The suspension is independent at all four corners, with cockpit-adjustable air springs. Completing its performance package are four-piston brakes in the nose and single-piston units out back, all clamping down on cross-drilled rotors to slow down a set of staggered 19-inch wheels and Pirelli P Zero tires (255/35-19 up front and 285/30-19 in the rear).
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<br /><img id="vimage_4391484" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/a7-vital-stats-2-1314198521.jpg" vspace="4" width="630" height="233" />
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<br />The Audi A7 3.0T is the fresh new face in this pair up. Internally designated Type 4G, the first-generation five-door (it has a large rear hatchback) was introduced less than a year ago to worldwide acclaim. Sharing underpinnings with the MLB-based (Modularer Längsbaukasten) A6, the four-passenger A7 is even more beautiful in person than it looks in any picture. Under the aluminum hood is a direct-injected supercharged 3.0-liter V6 rated at 310 horsepower and 325 pound-feet of torque (ignore the odd "3.0T" nomenclature because this engine is not turbocharged). Power is sent to the automaker's Quattro all-wheel-drive system through a wet eight-speed automatic with steering wheel-mounted paddle shifters. An independent multi-link suspension, with fixed sport dampers, controls body movement and unnecessary roll. The brakes are four single-piston calipers actuating on ventilated rotors inside optional 20-inch wheels. The square tire setup puts the same size Yokohama Advan Sport (265/35-20) at each corner.
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<br /><img id="vimage_4391462" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/48-audi-a7-mercedes-cls-comparison-opt.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img id="vimage_4391463" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/49-audi-a7-mercedes-cls-comparison-opt.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img id="vimage_4391460" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/08-audi-a7-mercedes-cls-comparison-opt.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img id="vimage_4391461" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/09-audi-a7-mercedes-cls-comparison-opt.jpg" style="margin: 4px; width: 305px; height: 203px;" />
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<br />The price advantage goes to the Audi. Its base MSRP of $59,250 was bumped up with a Premium Plus and Sport package adding the navigation and 20-inch wheels, among other things. The A7's bottom line was $66,220 including destination. The Mercedes started with a base MSRP of $71,300. It was fitted with options including the P01 package, 19-inch alloys, active driver seat, rear side airbags, split-folding rear seats, parking assist, lane keeping assist, blind spot assist and a wood/leather steering wheel. The must-have equipment bumped the sticker price to $80,995 including destination.
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<br />We decided early in the game that the price difference, while large, wasn't significant enough to detract a buyer from either model – if you've got the means to spend $66,000 on a car, bumping up to $80,000 probably isn't too much of a stretch. (On a more grounded note, consider the percentage equates to the same dollar gap between a mid-grade Kia Soul Plus and a well-equipped Soul Exclaim.)
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<br />These German automakers have each taken slightly different approaches to the rear accommodations in their four-passenger coupes.
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<br /><img alt="2012 Audi A7 3.0T headlight" id="vimage_4390099" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead15-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Audi A7 3.0T wheel" id="vimage_4390098" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead14-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Audi A7 3.0T taillights" id="vimage_4390097" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead13-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Mercedes-Benz CLS550 headlight" id="vimage_4390102" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead18-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Mercedes-Benz CLS550 wheel" id="vimage_4390101" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead17-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Mercedes-Benz CLS550 taillights" id="vimage_4390100" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead16-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" />
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<br />The Audi's two front seats are identical to each other. Easy to slide onto, they are slightly bolstered with shallow bottom cushions that are surprisingly soft. The Mercedes-Benz, on the other hand, has an upgraded driver's seat with active bolstering and massage features (the front passengers make due with a standard 14-way power seat). While nobody complained about comfort in the front seats of the A7, switching quickly to the front seats of the CLS550 was a wake-up call. "I thought the Audi was comfortable. The seat isn't overly bolstered, the leather is soft and I can adjust it to my exact liking. Moving into the CLS550, however, is like trading a water bed for a Tempur-Pedic. Sure, the active bolsters get tiring after time, but turn them off and hit the massage switch and all is forgotten. After I got out of the CLS, I felt guilty for not tipping," said Autoblog Editor Jeff Glucker. "CLS seats were amazing," added Ian.
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<br />Our volunteers had a lot to say about the rear seats, mainly because they spent a lot of time back there. They particularly pointed out how the sharply sloped roofs and jutting seat bolsters made ingress/egress difficult. The CLS550, the most dramatically styled of the two, was singled-out first. "I had trouble getting in and out of the Mercedes... I hit my head twice. I had no such problems with the Audi," noted Manjul. Alex took the words out of most everyone's mouth when he stated, "It took something of a conscious effort not to bump my head every time I got in or out of the car." His comments seemed not only directed at both of the test vehicles but all four-door coupes on the market today.
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<br /><img alt="2012 Mercedes-Benz CLS550 interior" id="vimage_4390124" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead24-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Mercedes-Benz CLS550 front seats" id="vimage_4390123" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead23-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Mercedes-Benz CLS550 rear seats" id="vimage_4390122" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead22-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" />
<br /><div style="text-align: center;"> <em><strong><small>The Mercedes-Benz CLS550 is noted for its wood/leather steering wheel and a full rear storage console</small></strong></em></div>
<br /><img alt="2012 Audi A7 3.0T interior" id="vimage_4390121" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead21-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Audi A7 3.0T front seats" id="vimage_4390120" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead20-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Audi A7 3.0T rear seats" id="vimage_4390119" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead19-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /> <div style="text-align: center;"> <em><strong><small>The Audi A7 features exposed grain wood trim and an open compartment between the rear seats </small></strong></em></div>
<br />The center rear seat in the Audi has been replaced by a hard and rather useless storage compartment - but someone theoretically could sit on it (without a seatbelt) in an ill-advised pinch. On the other hand, the rear seat of the Mercedes is fitted with a more extravagant full center console. Not everyone was impressed. "I didn't like that the center console in the Mercedes took away any possibility of a fifth passenger, even if it would only be a child. It went all the way to the floor dividing the entire back seat in half," noted Lisa.
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<br /><em>Motor Trend</em> recently tested these identical vehicles and clocked the Mercedes-Benz CLS550 to 60 mph in a blistering 4.3 seconds. The Audi A7 3.0T also performed unexpectedly strongly, busting through the same acceleration benchmark in just 4.7 seconds (while noting most other A7's do it in 5.3 seconds). However, that was with one test driver on board. Our test cars were not only topped-off with fuel but we were flying with a full cabin, as they say in the airlines.
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<br />Seated in the CLS, I set the transmission to Sport mode for a first-gear start and floored the accelerator. The twin-turbo V8 under the hood of the Mercedes seemed only slightly annoyed with the added mass as it pulled strongly off the line and forced all four of our heads against the leather restraints. The Audi was a bit more taxed and burdened with the heavy passenger load, but its smooth-shifting eight-speed automatic kept it in the race several car lengths back as Jeff floored it up the onramp in pursuit.
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<br />Both vehicles were very competent highway cruisers, but far from flawless. The CLS has both Sport and Comfort suspension settings. I preferred Comfort for nearly all conditions, finding Sport simply too harsh. My passengers, watching the radar detector bounce violently on its mount while in Sport, agreed. The A7 has Dynamic and Comfort modes for its suspension, but the differences are very subtle – since nobody had brought along a seismograph we were left stumped by the difference.
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<br /><img alt="2012 Mercedes-Benz CLS550 engine" id="vimage_4390104" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead10-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Mercedes-Benz CLS550 engine detail" id="vimage_4390103" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead9-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 305px; height: 203px;" /> <div style="text-align: center;"> <em><strong><small>The CLS550's twin-turbo V8 produces 402 horsepower and 443 lb-ft torque</small></strong></em></div>
<br /><img alt="2012 Audi A7 3.0T engine" id="vimage_4390106" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead12-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Audi A7 3.0T engine detail" id="vimage_4390105" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead11-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 305px; height: 203px;" /> <div style="text-align: center;"> <em><strong><small>The A7's supercharged V6 produces 310 horsepower and 325 lb-ft torque</small></strong></em></div>
<br />Road noise is an issue in both vehicles. Huge tires be damned, as the summer compound slaps down on the grooved pavement reverberating through the passenger compartments of both vehicles. "I was really surprised by how much road noise was transmitted into the cabin of a car costing this much. I drive a 2003 Subaru with a loud exhaust, so my standard for peace and quiet is pitifully low. Our car was equipped with 20-inch wheels and summer rubber, so I'm sure that explains some of it... but still," Stephen sighed, while riding in the Mercedes.
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<br />Yet there are plenty of distractions to keep tire noise at the back of your mind. All occupants, including your Autoblog editors, agreed that the Audi took all the honors when the subject was on-board navigation and infotainment. It was impossible for the CLS550's seven-inch fixed display to compete with the A7's slightly smaller, but Internet-enabled, pop-up display in terms of graphics and content delivery. With its own T-Mobile data plan, Audi has not only integrated real-time Google Maps and search features into its system, but it has the capability to deliver WiFi to eight devices within the vehicle simultaneously. Everyone found the Audi's MMI interface more self-explanatory and appealing when compare to the COMAND system on the Mercedes. "Audi is much more stylish, and the infotainment interface is more user-friendly," said Lisa rather succinctly.
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<br />"I was blown away by the A7's navigation unit. The trick pop-out screen was cool, if a little gimmicky. Its integration with Google Maps was very well done, especially the topography. It also displays the posted speed limit, if you are into that sort of thing," commented Alex. "The first thing I did when getting in the back seat was hook up my iPhone to the A7's WiFi signal. In my opinion, the navigation system in Mercedes has always lagged behind. As someone who is into the latest-and-greatest in the tech world, this is a deal-breaker," mustered Lisa. "The A7 is akin to driving around with a portable Genius Bar plucked from an Apple store," said Editor Glucker, who didn't hold his punches. "Staring at the radio of the Benz reminds me of a dusty HAM radio. The map displayed by the Benz would have been great if navigation came standard on a 1989 560 SE. Meanwhile, we're not looking at a map in the Audi... we are looking at the actual earth, courtesy of Google."
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<br /><img alt="2012 Mercedes-Benz CLS550 navigation system" id="vimage_4390128" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead26-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Mercedes-Benz CLS550 center console" id="vimage_4390127" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead25-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 305px; height: 203px;" />
<br /><div style="text-align: center;"> <em><strong><small>The Mercedes COMAND multimedia system falls short on innovative technology, but it is easier to use</small></strong></em></div>
<br /><img alt="2012 Audi A7 3.0T navigation system" id="vimage_4390130" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead28-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Audi A7 3.0T center console" id="vimage_4390129" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead27-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 305px; height: 203px;" /> <div style="text-align: center;"> <em><strong><small>Audi's MMI is Google-enabled and broadcasts WiFi thanks to the vehicle's own 3G connection</small></strong></em></div>
<br />After 30 minutes of near-straight freeway driving at speeds of about 75 mph, it was time to head into the mountains. The weather went from sunny and hot, to wet and cool.
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<br />Steady rain, and a long chain of weekend traffic heading up the hill, kept our speeds low as we followed the mountain's contour climbing towards the lake. Realizing hydrated passengers are happy passengers, I had brought along a cooler full of ice and 16.9-ounce water bottles. While the insulated chest was strapped tightly into the trunk of the Mercedes with tie-downs, the passengers were forced to find places to store their bottles. The cup holders worked well up front, but passengers in the rear did a lot of grumbling. The average-sized cup holders held firmly in the Audi, but gave most everyone headaches in the Mercedes. "As for the cup holders on the CLS550, the test bottles did not fit. Even on the highway at speed, a slight change in direction basically made them fall out. I ended up putting the test bottles in at an angle to hold them. Audi's bottles held up going up the canyon roads and never did move. It's a better designed cup holder. The Audi had a spring loaded clip that would close to the minimum position and would spring out to fit larger cups, kinda like fingers holding a cup," noted Manjul.
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<br />Jeff and I noticed that the Audi's standard Quattro all-wheel drive made a difference in the rain. Not as much on the high speed sweepers as it did around town - most obvious when launching from a standstill. The muscular Mercedes would just start to spin a rear wheel off the line before its traction control would immediately kill the fun, making for some "oh-crap" moments when pulling into traffic. The Audi, on the other hand, was able to manage its grip and put the power down even on wet pine needles. (The just-launched CLS550 4Matic, with permanent all-wheel drive, would have been an equalizer under these conditions, though more expensive still.)
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<br /><img alt="2012 Mercedes-Benz CLS550 vs 2012 Audi A7 3.0T" id="vimage_4390148" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead29-audi-a7-mercedes-cls-comparison.jpg" style="margin-top: 4px; margin-bottom: 4px; width: 630px; height: 418px;" />
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<br />After lunch, the clouds cracked open and rays of sun dried the road. It was the opportunity for Jeff and me to push the cars a bit harder. The CLS550 was the muscle car, delivering effortless thrust accompanied by an exhaust note that put smiles on everyone's face. The A7, on the other hand, was challenged to keep up and its exhaust note muted. "The A7 sounds pretty good when you rev it, but nothing like the Benz. The relative lack of exhaust tone in the Audi isn't a strike against the car itself - it wouldn't dissuade me from buying one - but it doesn't stack up to the music that was coming from the CLS engine," said Alex. "The CLS exhaust from the back seat is perfect," Ian agreed.
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<br />At altitude, and with all seats occupied by adults, the A7 was working hard. Stuck behind a slow car, but with a clear passing zone, the supercharged 3.0-liter didn't give me enough confidence to try the pass - the CLS550 would have taken it with ease. The engine in the Mercedes was strong, but I did find frustration with its seven-speed automatic transmission as it seemed more likely to unnecessarily hunt for gears. This was most apparent when compared back-to-back against the smooth eight-speed automatic in the Audi.
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<br /><img id="vimage_4391397" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead30-audi-a7-mercedes-cls-comparison-1314196989.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Mercedes-Benz CLS550 badge" id="vimage_4390173" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead31-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 305px; height: 202px;" /><img id="vimage_4391396" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead34-audi-a7-mercedes-cls-comparison-1314196988.jpg" style="margin: 4px; width: 305px; height: 202px;" /><img alt="2012 Audi A7 3.0T badge" id="vimage_4390175" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead33-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 305px; height: 203px;" />
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<br />Editor Glucker was just as impressed with the performance of the Benz. "It's hard to argue with the 4.7-liter mill mounted under the hood of the CLS550. In fact, you don't want to try and talk over it, because it's more enjoyable just to listen to it. Mean and low, the Mercedes rumbles like a tough guy in a tux. It pulls hard through the majority of the rev range. Audi's powerplant is a totally different animal, yet it is one that fights above its weight class. There is no supercharger whine, or grumbling exhaust note to speak of, but there is a wonderful application of power. Down 92 horses to the mighty Mercedes, the Audi somehow manages to feel nearly as quick. The quattro all-wheel-drive system certainly plays a major role, but I'm still a bit flabbergasted that a car this heavy manages to get along so well with just 310 horsepower."
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<br />The passengers relegated to the back seats, and getting tossed around like rag dolls in the process, preferred to ride out the twisty sections in the Audi. "On top of the mountain, the [CLS's] air suspension in the rear was constantly correcting for the car into the turns. I could hear it and while it wasn't bad the fact is that it felt like the sinking Titanic. Go into a fast left-handed turn, the car would sink on the right and then bounce up a bit to stabilize the rear. That's what made me seasick. The Audi did not have that feeling," said a woozy Manjul. He wasn't alone in his queasiness, as Erick agreed with him, "I noticed that sitting in the back of the Mercedes made me feel a little nauseous compared to sitting in the front... sitting in the back was very bouncy for me."
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<br /><img id="vimage_4390188" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead42-audi-a7-mercedes-cls-comparison-1314169324.jpg" vspace="4" width="630" height="246" /><img id="vimage_4390189" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead43-audi-a7-mercedes-cls-comparison-1314169325.jpg" vspace="4" width="630" height="246" />
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<br />Reaching the base of the hill meant another 30-minute trek on flat 70 mph freeways. Not only did it give Manjul's stomach a chance to settle, but it allowed everyone time to think and compose their thoughts about each vehicle before we arrived back at our familiar In-N-Out parking lot.
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<br />A quick check of the trip computers revealed 152 fresh miles on the odometer. The Mercedes-Benz CLS550 returned 20.5 mpg calculated by its trip computer (against an EPA fuel economy rating of 17/25). The Audi A7 3.0T delivered 21.6 mpg over the identical route (against an EPA rating of 18/28). Everyone considered both figures very impressive when the payload, driving route and power output of each engine was factored in. The fuel economy numbers were also further proof that the Mercedes wasn't working nearly as hard as the Audi.
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<br />Our chauffeured volunteers, who spent five long hours without ever touching an accelerator pedal, were split four-to-two on their favorite. Lisa, Manjul, Stephen and Erick preferring the A7, while Ian and Alex - two of our younger guests - chose the CLS550.
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<br /><img alt="2012 Mercedes-Benz CLS550 gauges" id="vimage_4390184" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead40-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Mercedes-Benz CLS550 dash clock" id="vimage_4390206" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead44-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Mercedes-Benz CLS550 start button" id="vimage_4390183" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead39-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" />
<br /><div style="text-align: center;"> <em><strong><small>Bold analog gauges and a prominent start button are features of the Mercedes-Benz CLS550 interior</small></strong></em></div>
<br /><img alt="2012 Audi A7 3.0T gauges" id="vimage_4390181" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead37-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Audi A7 3.0T dash" id="vimage_4390208" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead46-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Audi A7 3.0T shifter" id="vimage_4390207" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead45-audi-a7-mercedes-cls-comparison.jpg" style="margin: 4px; width: 200px; height: 133px;" /> <div style="text-align: center;"> <em><strong><small>Impeccible detail, rich materials and a traditional shifter highlight the Audi A7's interior</small></strong></em></div>
<br />Stephen, who was in the Audi camp, couldn't look past the CLS550's styling, both inside and out. "The interior of a car sets the tone in which it's driven. In this case, we've got a whole lot of contradiction. The exterior styling advertises this as a car for the moneyed life of the party and the exhaust note will put your stoplight neighbors on notice. Sadly, the cabin makes it nearly impossible to fulfill either of those prophecies. I cannot imagine sitting in the driver's seat and pushing that car hard. Such a lack of cohesion and display of disorder isn't just surprising in a German car, it's practically shocking."
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<br />Ian, who was on team Mercedes, had a contradictory view. "I enjoyed the Benz in almost every way over the Audi. I thought the seats were more comfortable and had more options, the ride when needed felt sportier, and when not needed felt more plush and subdued. The engine, while recognizing the Audi was down on horsepower, just felt stronger and more linear in the Benz. The Audi's only redeeming factor in my mind was its GPS."
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<br />The two Autoblog drivers, tasked with preserving life and limb of the valuable cargo, were also split. Jeff liked the A7, while I was mesmerized by the CLS550.
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<br /><img alt="2012 Audi A7 3.0T and 2012 Mercedes-Benz CLS550" id="vimage_4390185" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead41-audi-a7-mercedes-cls-comparison.jpg" style="margin-top: 4px; margin-bottom: 4px; width: 630px; height: 418px;" />
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<br />"On paper, the Mercedes-Benz CLS550 is a clear winner," said Jeff. "More power, rear-wheel-drive dynamics and the world-class luxury that comes with a big Benz. But this fight is Rocky verses Apollo Creed. Despite the power difference, the Audi managed to keep up on our canyon jaunts. The A7 is an absolute stunner in the exterior styling department and the interior gadgetry should make a Benz owner throw up for spending so much more. I also feel Mercedes should give up the copycat LED daytime running lights because Audi has clearly perfected them. If I were in the market for a four-passenger luxury sports sedan in this price range (let's quit calling them coupes), I would certainly consider both of these cars. Then I would take my first sip of coffee, buy the Audi, a new set of golf clubs, some aftermarket wheels, and put the rest of my cash into a high-yield mutual fund."
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<br />The Audi is undeniably sexy and its technology cutting-edge, but your author finds it impossible to overlook the twin-turbocharged 4.7-liter under the hood of the Mercedes. Mountains of torque rocket the four-door off the line with a squeal and it doesn't seem to ever run out of steam. While I am a tech-geek, the callous rumble of a refined V8 combined with hip-hugging seats and a thick steering wheel made me forget all about the Audi's Google-infused navigation system and eye-candy display. Sure, the Audi was quick in the corners, but the Mercedes is so much more fun to drive. If offered the choice, I'd grab the key fob to the CLS550 faster than you can say "managed collective investment," point the three-pointed star towards Vegas and go hang with the high rollers.
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<br /><img alt="2012 Audi A7 3.0T and 2012 Mercedes-Benz CLS550" id="vimage_4390094" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead2-audi-a7-mercedes-cls-comparison.jpg" style="margin-top: 4px; margin-bottom: 4px; width: 630px; height: 334px;" />
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<br />In the end, five votes went to the Audi A7 3.0T while the remaining three votes fell on the Mercedes CLS550 – the A7 owned the win.
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<br />The Audi's victory is surprising, but not completely unexpected. Many of us in the driver's seat automatically assume horsepower and a well-sorted chassis will dominate a comparison. This time, with all seating positions contributing a ballot, it was innovative technology and ride comfort that hoisted the leader to the podium.
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<br /><strong><big>Battle of the Four-Dour Coupes</big></strong>
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<br /><div> <img id="vimage_4391601" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/a7-first-place.jpg" style="margin: 4px; width: 150px; height: 100px; float: left;" />The Audi A7 is simply gorgeous, both inside and out. Toss in a very competent supercharged V6 and the all-weather capability of Quattro all-wheel drive and the stunning four-door just may be one of the world's finest all-around vehicles. While down on horsepower, the A7 captured the win thanks to its passenger-friendly cabin and innovative technology - qualities that matter to all occupants, not just the driver.</div>
<br /><img id="vimage_4391602" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/cls-second-place.jpg" style="margin: 4px; width: 150px; height: 100px; float: left;" />The Mercedes-Benz CLS550 established the four-door coupe segment, so it finds itself in a defensive position against the newcomers who take carefully aimed shots at the veteran. The CLS550 is a driver's car, from the throaty V8 and rear-wheel drive powertrain to the cross-drilled multi-piston brakes. Those excellent attributes, however, don't change the outlook to those left staring out the window from the rear seats.
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<br />Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-9791001170027785132011-08-30T12:00:00.002+05:002011-08-30T12:05:17.940+05:002012 Ford Explorer EcoBoost<img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 265px;" src="http://4.bp.blogspot.com/-sDPNBsCCWTg/TlyLOWgkW3I/AAAAAAAAALw/fuDm6D4PQwg/s400/2012-ford-explorer-ecoboost-fd.jpg" alt="" id="BLOGGER_PHOTO_ID_5646541111492369266" border="0" />Ford is no stranger to convincing buyers to embrace smaller displacement, forced-induction engines over their larger, naturally-aspirated counterparts. A little less than a year ago, skeptics wondered whether typically change-averse full-size truck consumers would be willing to swap their tried-and-true V8 for the turbocharged V6 EcoBoost engine now available in the F-150. According to Ford, that question has been answered – fully 41 percent of its half-ton pickups are rolling out the door with a forced-induction six-cylinder under the hood.
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<br />There's no great mystery behind the trend. As fuel prices have inched their way upward, vehicle shoppers have begun to count efficiency among the biggest factors that influence their final decision. According to Ford, a whopping 35 percent of Explorer buyers count the vehicle's fuel efficiency as the biggest reason behind their purchase.
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<br />Now the Dearborn-based automaker is hoping to repeat the success of the F-150 with the Explorer, and its smaller stablemate, the Edge, by welcoming a new, smaller engine to the EcoBoost family: a 2.0-liter turbocharged direct-injected inline four-cylinder. This engine boasts more torque and greater fuel efficiency than the standard 3.5-liter V6, but gives up a few horses and will cost shoppers an additional $995 when it hits dealers. <div id="continued">
<br />Externally, it takes a sharp eye to pick out the Explorer EcoBoost from its V6 brethren. Newly designed side mirrors and subtle badge work on the rear hatch are the only real indicators that set the model apart from the rest of the flock, though extensive aerodynamic work has been hidden behind the front fascia to increase the vehicle's efficiency. That includes active aero shutters behind the front grille that automatically close at a certain speeds to reduce drag. Ford doesn't recommend using the EcoBoost-equipped Explorer for any serious towing. Max capacity is rated at 2,000 pounds, which means spotters aren't likely to see a hitch dangling from the rear of the vehicle, either.
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<br /><img alt="2012 Ford Explorer EcoBoost side view" id="vimage_4401761" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead2-2012-ford-explorer-ecoboost-fd.jpg" style="margin: 4px; width: 618px; height: 297px;" /><img alt="2012 Ford Explorer EcoBoost front view" id="vimage_4401762" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead3-2012-ford-explorer-ecoboost-fd.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Ford Explorer EcoBoost rear view" id="vimage_4401763" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead4-2012-ford-explorer-ecoboost-fd.jpg" style="margin: 4px; width: 305px; height: 203px;" />
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<br />The story is much the same indoors. There is no differentiation between the cabins of EcoBoost and naturally-aspirated models. Ford even averted the easy trap of splaying the dash, floor mats and steering wheel with the EcoBoost logo. It's all clean and very familiar, right down to the MyFord Touch system. If you weren't a fan of the tech integration before, odds are you won't find anything to smile about in its presence here, though Ford is quick to remind its detractors that the system enjoys a staggering 90 percent take rate on the Explorer. We have a sneaking suspicion that fact may have as much to do with how the vehicle's option packages are arranged than any real affinity for the color-coded touch screen interface, however.
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<br />Whereas the vehicle's exterior and interior have remained untouched, the engine bay has received a substantial overhaul. Ford has managed to pull an impressive 240 horsepower from the turbocharged inline four-cylinder at 5,500 rpm and an even headier 270 pound-feet of torque at a substantially lower 3,000 rpm. Those figures fall 50 ponies shy of the standard 3.5-liter V6, but eclipse the larger displacement six-cylinder's torque figures by 15 lb-ft. Both engines are coupled to a six-speed automatic transmission, but Ford says that the 2.0-liter EcoBoost can return an EPA-rated 20 mpg city and 28 mpg highway, an improvement of three miles per gallon in both city and highway driving over the base vehicle.
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<br /><img alt="2012 Ford Explorer EcoBoost interior" id="vimage_4401774" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead14-2012-ford-explorer-ecoboost-fd.jpg" style="margin: 4px; width: 616px; height: 340px;" /><img alt="2012 Ford Explorer EcoBoost front seats" id="vimage_4401773" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead13-2012-ford-explorer-ecoboost-fd.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Ford Explorer EcoBoost fuel economy display" id="vimage_4401772" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead12-2012-ford-explorer-ecoboost-fd.jpg" style="margin: 4px; width: 200px; height: 133px;" /><img alt="2012 Ford Explorer EcoBoost audio and climate controls" id="vimage_4401771" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead11-2012-ford-explorer-ecoboost-fd.jpg" style="margin: 4px; width: 200px; height: 133px;" />
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<br />Part of that increase in fuel efficiency is due to a slight reduction in weight. With two fewer cylinders aboard, the 2.0-liter EcoBoost weighs around 80 pounds lighter than the standard 3.5-liter V6. Additionally, Ford isn't offering the EcoBoost SUV with all-wheel drive. All that power from the 2.0-liter gets dumped to the pavement via the front wheels only, which makes the machine more comfortable fielding fair-weather mall duty than snowy winter mountain passes, and it also lightens the load by a whole drive axle.
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<br />And that's just fine. Ford has brought all of its engineering muscle to bear on this all-aluminum EcoBoost four-cylinder, and as a result, the engine packs twin independently variable cams for greater efficiency over the entire rev range as well as polished bucket tappets, sodium-filled exhaust valves for greater durability and an exhaust manifold integrated into the aluminum cylinder head to save weight. That last bit also decreases the time it takes for the engine to reach optimum operating temperature, which reduces wear on the turbo and increases longevity at the same time.
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<br /><img alt="2012 Ford Explorer EcoBoost engine" id="vimage_4401764" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead5-2012-ford-explorer-ecoboost-fd.jpg" style="margin-top: 4px; margin-bottom: 4px; width: 630px; height: 418px;" />
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<br />Despite an abundance of power available from fairly low in the rev band, Ford has managed to keep torque steer under control. While we were able to induce a good bit of wheelspin off the line, the Explorer didn't seem interested in wrestling the wheel from our hands. Due to the use of a lightweight, low-inertia turbo design, power delivery is linear and smooth without much in the way of lag. Pound the throttle from a stop and the four-cylinder lights up with glee, pulling to 60 mph in a little over eight seconds according to one engineer. Though power seems to fall off slightly higher in the rev range, the six-speed automatic transmission keeps the engine from winding itself out. Instead, the gearbox happily holds its cogs to fully make use of the 270 lb-ft of torque available. With shift logic that isn't quick to drop down, the engine feels more like a traditional V6 than a shrieking four cylinder. The end result is acceleration that feels more than adequate for a vehicle that tips the scales at 4,503 lbs.
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<br />Despite its many positives, at the end of the day, we would have a hard time justifying the additional $995 for the EcoBoost option. A jump of 3 mpg in both city and highway driving is nothing to dismiss, but a lack of available all-wheel drive and significant cut in towing capacity are sacrifices that are tough to justify in our book – especially considering Ford is asking its buyers to pay for the reduced functionality. Unfortunately, we suspect the success of the Explorer EcoBoost will probably depend largely on fuel prices in the future.
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<br /><img alt="2012 Ford Explorer EcoBoost headlight" id="vimage_4401768" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead9-2012-ford-explorer-ecoboost-fd.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Ford Explorer EcoBoost logo" id="vimage_4401769" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead10-2012-ford-explorer-ecoboost-fd.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Ford Explorer EcoBoost wheel" id="vimage_4401767" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead8-2012-ford-explorer-ecoboost-fd.jpg" style="margin: 4px; width: 305px; height: 203px;" /><img alt="2012 Ford Explorer EcoBoost taillights" id="vimage_4401766" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead7-2012-ford-explorer-ecoboost-fd.jpg" style="margin: 4px; width: 305px; height: 203px;" />
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<br />Interestingly enough, the exact opposite is true for the Edge EcoBoost. At nearly 400 pounds lighter than the Explorer, the Edge feels like it hasn't given up any driving performance in the switch to four-cylinder power. With its readily-accessible torque and even higher 30 mpg, paying an extra $995 for the Edge EcoBoost is a comparative no-brainer. While Ford is reluctant to stick actual figures to either vehicle's performance, one engineer told us that the Edge is a full second quicker to 60 mph than the Explorer, and as a result, the smaller crossover is significantly more engaging. It simply feels fast and capable, whereas the Explorer merely provides adequate power.
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<br />Our Explorer tester came laden with Limited trim and Ford's Rapid Spec 301A equipment package, which included niceties like a power liftgate, power folding third-row seating and voice-activated navigation. As a result, our sticker price hovered just under $42,000 including an $825 destination fee. Buyers will be able to get into a base Explorer EcoBoost for significantly less coin, however. Buyers can spec out a model with the turbocharged four-cylinder engine for $29,165 plus the same destination charges, or just just under the $30,000 mark.
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<br /><img alt="2012 Ford Explorer EcoBoost rear 3/4 view" id="vimage_4401765" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead6-2012-ford-explorer-ecoboost-fd.jpg" style="margin-top: 4px; margin-bottom: 4px; width: 630px; height: 418px;" />
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<br />While we can absolutely see a good reason for buyers to pony up a little extra coin for the EcoBoost 2.0-liter in the Edge, the engine makes more sense to us as a no-cost option in the Explorer. Ford has already employed a similar tactic with the Lincoln MKZ Hybrid, allowing buyers to choose between greater fuel efficiency or greater power in the V6 model without asking them to dig any deeper into their bank accounts. Though the Explorer EcoBoost is a solid driver, we simply don't think the optional engine's benefits offset its taller price tag and reduced capability. </div>
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<br />Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-40977328285728198562011-08-21T18:12:00.001+05:002011-08-21T18:27:56.935+05:002012 BMW Z4 sDrive28i<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://1.bp.blogspot.com/-neSAmH_sgg4/TlEHr4h-jcI/AAAAAAAAALo/qeYuTDqVfoE/s1600/2012-bmw-z4-four-cylinder---03-opt.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 267px;" src="http://1.bp.blogspot.com/-neSAmH_sgg4/TlEHr4h-jcI/AAAAAAAAALo/qeYuTDqVfoE/s400/2012-bmw-z4-four-cylinder---03-opt.jpg" alt="" id="BLOGGER_PHOTO_ID_5643300258562608578" border="0" /></a>
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<br />For over a decade, only one premium automaker has offered a four-cylinder in the U.S. And while the recent rise of <a href="http://www.autoblog.com/audi">Audi</a> in the States isn't solely because of its 2.0T engine, it's obvious that luxury buyers are finally coming around to the idea of a fuel-sipping four-pot. As a matter of fact, they're starting to demand it. And <a href="http://www.autoblog.com/bmw">BMW</a> is heeding the call.
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<br />Next year, BMW will begin offering its turbocharged and direct-injected 2.0-liter inline four-cylinder engine on the <a href="http://www.autoblog.com/bmw/3+series/">3 Series</a> and <a href="http://www.autoblog.com/bmw/5+series/">5 Series</a>, matching Audi car-for-car in the entry-level and mid-size segments. But before the sedans arrive on U.S. shores – nixing the naturally aspirated 3.0-liter inline-six in the process – BMW is slipping its TwinPower four-cylinder into an unlikely host: the 2012 Z4 sDrive28i. <div id="continued">
<br />Why unlikely? Just look at the length of that hood. It was designed from the onset to house one of BMW's venerable inline six-cylinder engines, but by lopping off two cylinders, BMW almost made a front-midship roadster.
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<br /><a target="_blank" href="http://www.autoblog.com/photos/2012-bmw-z4-sdrive28i-quick-spin/#photo-4376630"><img alt="2012 BMW Z4 sDrive28i 2.0-liter four-cylinder TwinPower engine" id="vimage_4376812" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/2012-bmw-z4-four-cylinder---24-opt.jpg" style="margin-top: 4px; margin-bottom: 4px; width: 630px; height: 420px;" /></a>
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<br />The mounting points used to fit the outgoing six-cylinder and the current turbocharged 3.0-liter are the same that hold this TwinPower turbo four in place. The byproduct is an impressive weight balance of 47.3/52.7 front-to-rear, an improvement – depending on your perspective – from the 47.9/52.1 of the six-cylinder model.
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<br />The new N20 four-cylinder is the first engine to benefit from BMW's recently revealed modular engine program, and it's the same mill we sampled earlier this year in the not-for-U.S.-consumption <a href="http://www.autoblog.com/2011/04/22/2011-bmw-x1-xdrive28i-quick-spin-review-road-test/">X1 xDrive28i</a>. Power remains almost unchanged in the Z4, with 240 horsepower coming on between 5,000 and 6,500 RPM and 260 pound-feet of torque available from 1,250 and 4,800 revs. While the new N20 is down by 15 hp compared to the six, torque output is up some 40 lb-ft. And the extra juice is evident the moment you mash the throttle.
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<br /><a target="_blank" href="http://www.autoblog.com/photos/2012-bmw-z4-sdrive28i-quick-spin/#photo-4376672"><img alt="2012 BMW Z4 sDrive28i side profile view" id="vimage_4376831" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/2012-bmw-z4-four-cylinder---05-opt.jpg" style="margin: 4px; width: 618px; height: 305px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2012-bmw-z4-sdrive28i-quick-spin/#photo-4376673"><img alt="2012 BMW Z4 sDrive28i front view" id="vimage_4376830" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/2012-bmw-z4-four-cylinder---06-opt.jpg" style="margin: 4px; width: 305px; height: 203px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2012-bmw-z4-sdrive28i-quick-spin/#photo-4376641"><img alt="2012 BMW Z4 sDrive28i rear view" id="vimage_4376829" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/2012-bmw-z4-four-cylinder---07-opt.jpg" style="margin: 4px; width: 305px; height: 203px;" /></a>
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<br />Fitted with the six-speed manual, BMW claims the Valvetronic-equipped four will hit 60 mph in 5.5 seconds, while the new eight-speed automatic gearbox does the deed in 5.6 seconds – a decrease of 0.1 and 0.4 seconds, respectively, over the six-cylinder. And as you'd expect, overall weight is down as well, with the new four-cylinder Z4 tipping the scales at 3,252 pounds, or about 33 pounds less than the outgoing sDrive28i.
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<br />Predictably, that minimal weight loss can't be felt from behind the wheel, but the extra grunt is front and center. There's a hint of turbo lag below 2,000 rpm when you're lining up for a pass, but as soon as the single, twin-scroll turbo starts huffing and puffing, the Z4 accelerates more authoritatively than the six. Driving the old and new models back-to-back, we also noticed slightly less dive and squat from the mildly reworked suspension (BMW isn't saying what's been done, aside from tweaking the springs and shocks for the new weight balance), but that's probably more a product of the box-fresh four-cylinder compared to the slightly abused previous generation tester.
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<br /><a target="_blank" href="http://www.autoblog.com/photos/2012-bmw-z4-sdrive28i-quick-spin/#photo-4376631"><img alt="2012 BMW Z4 sDrive28i interior" id="vimage_4376843" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/2012-bmw-z4-four-cylinder---25-opt.jpg" style="margin: 4px; width: 616px; height: 411px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2012-bmw-z4-sdrive28i-quick-spin/#photo-4376633"><img alt="2012 BMW Z4 sDrive28i tachometer" id="vimage_4376842" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/2012-bmw-z4-four-cylinder---27-opt.jpg" style="margin: 4px; width: 200px; height: 133px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2012-bmw-z4-sdrive28i-quick-spin/#photo-4376622"><img alt="2012 BMW Z4 sDrive28i steering wheel detail" id="vimage_4376841" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/2012-bmw-z4-four-cylinder---29-opt.jpg" style="margin: 4px; width: 200px; height: 133px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2012-bmw-z4-sdrive28i-quick-spin/#photo-4376623"><img alt="2012 BMW Z4 sDrive28i shifter" id="vimage_4376840" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/2012-bmw-z4-four-cylinder---30-opt.jpg" style="margin: 4px; width: 200px; height: 133px;" /></a>
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<br />We also sampled both the manual 'box and new eight-speed automatic transmission, and while we're partial to choosing our own ratios through the slick stick, the auto's quick changes and steering wheel-mounted paddle shifters trade a modicum of engagement for a healthy dose of convenience. It's one of the few times we wouldn't fault buyers for choosing the slush box, and considering the average Z4 owner, we're sure it'll be the most popular transmission.
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<br />Naturally, you want numbers, but BMW is only giving one for now: $48,650 (plus $875 for destination). That's an increase of $1,200 over the outgoing model, but for 2012, Bluetooth and USB integration, along with trunk-through loading and an alarm system, all come standard, so the price bump is nearly a wash with the new equipment. As for the other figures you're after, well, BMW isn't giving up fuel economy estimates just yet. With the (surprisingly abrupt) start-stop system fitted to the Z4 sDrive28i, BMW claims that fuel efficiency is up by 20 percent over the six-cylinder in the EU test cycle, but that could go either up or down when the EPA estimates arrive later this year. Figuring the outgoing model managed 18/28 mpg city/highway, it's safe to assume the four-cylinder should ring in around 22 mpg in the city and 33 on the highway.
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<br /><a target="_blank" href="http://www.autoblog.com/photos/2012-bmw-z4-sdrive28i-quick-spin/#photo-4376668"><img alt="2012 BMW Z4 sDrive28i rear 3/4 view" id="vimage_4376815" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/2012-bmw-z4-four-cylinder---02-opt.jpg" style="margin-top: 4px; margin-bottom: 4px; width: 630px; height: 420px;" /></a>
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<br />More importantly, the character of the Z4 is completely unaffected by the new engine. The six's sonorous tones have been replaced with a hint of turbo whistle and a thrum from the exhaust, but the overall experience remains surprisingly unchanged. Grunt is up, fuel consumption is down and top-down cruising is just as good as it ever was. The replacement for displacement is here, and if it's executed this well, we'll gladly give up a liter or two for the privilege. </div>Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-15410870760266542272011-08-21T17:24:00.004+05:002011-08-21T17:28:02.446+05:00The world's only matte brown Lamborghini Murciélago LP 670-4 SV<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 265px;" src="http://1.bp.blogspot.com/-ZZaMMGmc2VA/TlD5UJTuhfI/AAAAAAAAALg/mOBd351C9vQ/s400/matte-brown-lamborghini-murcielago.jpg" alt="" id="BLOGGER_PHOTO_ID_5643284457586591218" border="0" />There are literally hundreds of Lamborghini models of all ages and description at Concorso Italiano, so how does one stand out? Surely not with a bright color, as that would just blend in with the crowd. No, you go for a color that no one else has. Like brown.
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<br />Now, some will say that such a "boring" color doesn't belong on an exotic car like the the Lamborghini Murciélago LP 670-4 SV. Others will say it's more than acceptable. We think it's awesome.
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<br />This car started out with a pearl white paint job, but the owner of the car, Cats Exotics, a dealer specializing in high-end sports cars, wanted it to match one of their other Lamborghinis, a Diablo 6.0 SE finished in brown. A matte brown wrap was created especially for the car, the wheels were changed to a gold finish, with a matching SV logo on the doors.
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<br />Check out our photos of the car in the gallery above and let us know what you think of it by leaving your comments.
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<br />Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-81530953487769269452011-08-21T17:14:00.004+05:002011-08-21T17:23:37.436+05:002013 Lexus GS 350 fully revealed at Pebble Beach<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 265px;" src="http://1.bp.blogspot.com/-Cpq_Mh9QDbs/TlD4D1Kj3wI/AAAAAAAAALY/RCrwCmBrgxM/s400/2013-lexus-gs-debut.jpg" alt="" id="BLOGGER_PHOTO_ID_5643283077789900546" border="0" />
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<br />We've endured the teasers, seen the leaks and even driven a prototype, and now the wraps officially come off. This is the 2013 Lexus GS 350, the automaker's latest bid to create a driver-focused mid-sizer aimed at the hearts, minds and wallets of would-be 5 Series and E-Class buyers. It might be a tough sell, but it's a compelling case on paper, even if the styling leaves us wanting.
<br />The chassis is all-new, the interior is more spacious and it's all powered by a 3.5-liter V6 putting out 306 horsepower and 277 pound-feet of torque through a six-speed sequential shift automatic gearbox. In rear-wheel-drive guise, Lexus claims a 0-60 mph time of 5.7 seconds and a run from 30 to 50 mph in three seconds flat. An optional electronically controlled all-wheel-drive system can vary the power split between 50/50 and 30/70, but a torque-vectoring rear differential is notable in its absence.
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<br /><img id="vimage_4377052" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/08-2013-lexus-gs-305op.jpg" style="border-style: solid; border-width: 0px; margin-top: 4px; margin-bottom: 4px; width: 305px; height: 203px;" /><img id="vimage_4377053" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/11-2013-lexus-gs-305op.jpg" style="border-style: solid; border-width: 0px; margin: 4px 8px; width: 305px; height: 203px;" />
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<br />Three driving modes span the spectrum from fuel-conscious to maximum consumption, with the now-familiar ECO mode reworking the throttle mapping, seat heaters and climate controls for improved fuel economy, while Sport S changes the instrument lighting from blue to red, delivers more aggressive shifts and throttle settings and Sport S+ tightens steering, loosens the stability control and shores up the adaptive suspension.
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<br />A 112.2-inch wheelbase works in partnership with aluminum control arms front and rear, along with a completely reworked multi-link rear suspension, beefed up bushings and four-piston aluminum calipers in front and upgraded discs at all four corners. Rolling stock include standard 17x7.5-inch wheels with optional 18x8 or 19x8-inch, the latter of which are fitted with 235/45 or 235/40 rubber, respectively.
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<br />Lexus managed to keep the dimensions almost exactly the same as the outgoing model and overall curb weight is down from 3,795 pounds to 3,715. The interior is more driver-centric, with all the major controls kept closely at hand, including a new Remote Touch system for the adaptive climate control system – dubbed S-Flow – which can detect how many occupants are in the GS and tailor the HVAC accordingly. Wood and leather abound, the seats appear nicely bolstered and the cabin is several steps above the outgoing model.
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<br />Bluetooth phone and audio streaming come standard, along with a 5.1 surround sound stereo and eight-inch central control display mounted high in the center of the dash. SMS text-to-speech allows drivers to have their messages read to them and respond with pre-canned texts, while the next-generation of Lexus Enform infotainment allows Bing searches, Pandora, iHeartRadio and Facebook integration, along with Sirius XM data services for traffic, weather, sports and fuel prices, voice-enabled restaurant reservations through OpenTable and movie ticket purchasing.
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<br />If the standard display and audio system is up to snuff, Lexus is offering a 835-watt, 17-speaker Mark Levinson audio system and a split-view, 12.3-inch display for movies, navigation, audio and climate information.
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<br /><img id="vimage_4377048" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/02-2013-lexus-gs-630op.jpg" style="margin-top: 4px; margin-bottom: 4px; width: 630px; height: 416px;" />
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<br />As for the styling, Lexus calls its new fascia a "spindle grille" and it's set to infect the rest of the line-up in the coming years. It's a more subtle interpretation of the GS concept's nose, and although it's certainly toned-down, it's sure to be divisive. The rear opens up to provide 25 percent more luggage room and we're seeing a whole lotta Sonata in the taillight treatment and sloping trunk.
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<br />We'll have live images of the GS 350 a bit later, and we plan to grille Lexus execs on the hybrid and F Sport versions when we corner them this evening. In the meantime, check out all the details in the press release and gallery below.
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<br />Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-86050305146556629142011-08-13T17:52:00.003+05:002011-08-13T18:13:48.042+05:002011 Chevrolet Camaro SS Convertible<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 265px;" src="http://4.bp.blogspot.com/-GpAUu9MSfYM/TkZ34x9s4BI/AAAAAAAAALQ/IEJMpAH6Qec/s400/03-2011-chevrolet-camaro-ss-convertible-review-opt.jpg" alt="" id="BLOGGER_PHOTO_ID_5640327400696635410" border="0" />Muscle cars have never coped well with having their tops clipped. Losing the roof rarely does a vehicle any favors in the rigidity department, but the high-horsepower, high-torque coupes of the last four decades took fiendish delight in twisting themselves into pretzels after a few enthusiastic throttle plunges. To make matters worse, frumpy, awkward-looking soft tops were never as attractive as the original tin. When it came time to design the fifth-generation Chevrolet Camaro, the engineers at General Motors specifically aimed to avoid those pitfalls by drafting the chassis to field both coupe and convertible duties.
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<br />Long before the first test mule ever turned a tire, this coupe was designed to go topless, and the result is one of the more stable convertible platforms out there. With a little help from the minds behind the Chevrolet Corvette soft top, the retractable lid even offers the same sleek profile as the Camaro Coupe. That's not to say all is right in this cruising kingdom, though. Tough top-up visibility, a bulging waistline and an overly extroverted interior all work against the drop head. Even so, this is still a vehicle soaked in summertime. And whatdayaknow? The sun's out.
<br />Part of the appeal of the fifth generation Camaro is the vehicle's concept-car aesthetics. With a low-slung roof line, high hip and plenty of sharp creases, it should be lounging under auto show lights instead of sulking in the Costco parking lot. The designers at Chevrolet managed to retain most of the coupe's presence thanks to the fact that both vehicles wear identical sheetmetal from the window sills down. Up above, a long, arching soft top still holds true to the profile of the coupe when in in place. The piece can be had in black or tan cloth as the buyer sees fit, and for the most part, the design is free of any odd bulges from protruding bows.
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<br /><img alt="2011 Chevrolet Camaro SS Convertible side view" id="vimage_4355673" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead2-2011-chevrolet-camaro-ss-convertible-review.jpg" style="border: 0px solid ; margin: 4px; width: 518px; height: 210px;" /><img alt="2011 Chevrolet Camaro SS Convertible front view" id="vimage_4355674" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead3-2011-chevrolet-camaro-ss-convertible-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 Chevrolet Camaro SS Convertible rear view" id="vimage_4355675" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead4-2011-chevrolet-camaro-ss-convertible-review.jpg" style="border: 0px solid ; margin: 4px;" />
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<br />Put the top down, and the Camaro Convertible takes on a much more swept look than its fixed-roof kin. The steeply angled windshield becomes more prominent without the burden of anchoring the top and the muscular hips over the rear fender arches define the vehicle's profile. It looks good, even if it is the size of a small river barge. At 190.4 inches long and 75.5 inches wide, the 'vert matches its coupe twin for length and girth, resulting in a vehicle that feels larger than life, even at a glance.
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<br />That theme continues on indoors. Thanks to a surprisingly wide cabin and a tall dash, it's hard not to feel like you're 12 years old sitting behind the wheel of your uncle's new car. That high hip line translates into a window sill that isn't made for resting your elbow, at least not without losing blood flow to your arm. Our 2011 tester also came with the highly-stylized but not overly comfortable steering wheel of the 2011 Coupe. General Motors has fixed that issue with a parts-bin piece on 2012 models, however.
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<br /><div style="text-align: center;"> <img alt="2011 Chevrolet Camaro SS Convertible interior" id="vimage_4355686" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead13-2011-chevrolet-camaro-ss-convertible-review.jpg" style="border: 0px solid ; margin: 4px; width: 505px; height: 267px;" /><img alt="2011 Chevrolet Camaro SS Convertible front seats" id="vimage_4355685" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead12-2011-chevrolet-camaro-ss-convertible-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 Chevrolet Camaro SS Convertible gauges" id="vimage_4355684" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead11-2011-chevrolet-camaro-ss-convertible-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 Chevrolet Camaro SS Convertible interior door panel" id="vimage_4355683" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead10-2011-chevrolet-camaro-ss-convertible-review.jpg" style="border: 0px solid ; margin: 4px;" /></div>
<br />The rest of the cabin feels much like the Camaro we know, with the notable exception that the rear seats are now significantly easier to access. With the top down, two adults had no problem sinking into the rear buckets, though the tight seating made for bruised hips on the side of the seatbelt buckle. Though legroom is cramped for rear passengers, there's enough space for young people and flexible adults. Our cabin came awash in some impressively obnoxious orange plastic trim and leather seating surfaces, though we do appreciate the attractive orange contrast stitching on the door panels.
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<br />Unlike the Corvette Convertible, which relies on a button tucked well below and to the left of the steering wheel to operate the retractable soft top, the Camaro Convertible leaves its button out in the open and right beside the large center latch. Undo the mechanism, press the button and listen to the whir of electronic and pneumatic wizardry as it pulls the top into the trunk cavity. The whole process takes around 20 seconds, which sounds brief enough until the skies open up on all that orange leather. Once the top is stowed, an optional toneau cover can be folded in place for a clean, finished look, though the piece is an aggravation to install. Check out the Short Cut below for a look at the top in action.
<br />Those who thought rearward visibility of the coupe couldn't get any worse need only to throw the convertible into Reverse with the top up to see just how wrong they were. The infamously lengthy C pillars of the hard top have somehow swollen in the convertible, and while the back glass looks large enough, its angle and height make for a narrow field of view.
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<br />GM equipped this particular SS-branded beast with a 6.2-liter LS3 V8 engine with 426 horsepower and 420 pound-feet of torque mated to a six-speed manual transmission. The duo is the most desirable engine and gearbox combination available and is borrowed straight from the coupe. There are some mechanical differences between the two, however. Engineers added additional bracing in four key areas to give the Convertible as much of the rigid feel of the coupe as possible. A sturdy aluminum strut tower brace, a transmission support reinforcement brace, an underbody tunnel brace and front and rear underbody V braces are all tacked in place to combat torsional flex. The company says that all of the work helps give the Camaro Convertible the same stiffness as the BMW 3 Series convertible.
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<br /><img alt="2011 Chevrolet Camaro SS Convertible engine" id="vimage_4355677" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead5-2011-chevrolet-camaro-ss-convertible-review.jpg" style="border: 0px solid ; margin: 4px 0px; width: 531px; height: 352px;" />
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<br />While we didn't have the pleasure of putting a 335i Convertible through its paces against the big Bow Tie (probably a good thing), we will say that the engineering work paid off. Typically, wrenching the roof off a coupe leads to dreaded cowl and column shake as the chassis contorts over rough road surfaces. The typical engineering response is to soften the springs and dampers to the point that the effects are less pronounced. GM is proud to remind us that the Camaro Convertible uses the exact same spring and damper rates as the hard top, which results in an incredibly similar driving experience. Under most normal circumstances, there's little telling the two apart. Only under some serious thrashing did we notice even a hint of column shake during a deeply-cambered downhill right – a situation that the vast majority of Camaro Convertible buyers will never find themselves in.
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<br />While the standard Camaro is no great pantheon of handling, the fact that its large, topless sibling can come close to matching pace is pretty impressive. Unfortunately, the convertible is lugging around a substantially larger curb weight, which colors the driving experience accordingly. According to GM, the Camaro SS Convertible tips the scales at 4,116 pounds in our tester's spec. That's a full 267 pounds heavier than the SS Coupe, with most of that weight lodged over the rear axle. As a result, acceleration feels somewhat dulled even though GM claims that the vehicle can get to 60 mph in 4.9 seconds – two-tenths of a seconds slower than the hard top. The convertible simply feels heavy to drive, with braking, cornering and straight-line grunt all taking a hit.
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<br /><div style="text-align: center;"> <img id="vimage_4356565" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/10-2011-chevrolet-camaro-ss-convertible-review-opt2.jpg" style="border: 0px solid ; margin: 4px; width: 513px; height: 223px;" /><img alt="2011 Chevrolet Camaro SS Convertible headlight" id="vimage_4355682" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead9-2011-chevrolet-camaro-ss-convertible-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 Chevrolet Camaro SS Convertible wheel" id="vimage_4355681" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead8-2011-chevrolet-camaro-ss-convertible-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 Chevrolet Camaro SS Convertible taillights" id="vimage_4355680" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead7-2011-chevrolet-camaro-ss-convertible-review.jpg" style="border: 0px solid ; margin: 4px;" /></div>
<br />But the Camaro Convertible does well as a comfortable cruiser and there's no denying how good it looks cruising through town or rolling down a deserted highway at dusk. The optional high-intensity discharge headlights of the RS package on our tester are appropriately threatening with their halo ring and the long, lunging hood is unmistakably Muscle. With an as-tested MSRP of $42,995 including the $850 destination fee, the exterior was covered in a black vinyl stripe package, while the loud orange interior accent package rang up an additional $500, with another $1,200 for the RS package.
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<br />GM doesn't seem to be trying to convince anyone that the figure is a small price. In fact, the company calls the BMW 3 Series convertible its chief competitor instead of the Ford Mustang GT Convertible. The latter will cost you $38,310 plus destination for a GT Premium Convertible while the German commands a lofty $46,450 plus destination for the significantly less powerful 328i Convertible.
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<br />So where does that put the Camaro SS Convertible? Buyers seeking the near irresistible nostalgia of the coupe combined with the joy of being able to put the top down will find exactly what they're looking for. It easily trades its performance credentials for cruising machismo, and in a machine like this, that's no slight.
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<br />Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-50340633491071108542011-08-13T17:42:00.004+05:002011-08-13T17:50:36.498+05:002012 Mercedes-Benz CLS550<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 265px;" src="http://3.bp.blogspot.com/-YhBOq4xxK9k/TkZxsr9cMaI/AAAAAAAAALI/BI1TVXwGryQ/s400/2012-mercedes-benz-cls550-review.jpg" alt="" id="BLOGGER_PHOTO_ID_5640320595856732578" border="0" />Mercedes-Benz has a long history of setting trends, which includes being the first company to develop technologies we take for granted today, like traction control systems, airbags and anti-lock brakes. It also kicked off the trend of propelling vehicles with motors, having built and sold the first automobile back in 1885. But it's not usually known for setting styling trends, which is exactly what the company did when it launched the CLS-Class back in 2004.
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<br />Despite four doors staring you right in the face, the CLS was officially dubbed a coupe by Mercedes because of the car's sleek coupe-like roofline. Semantics aside, it kicked off an entirely new segment of four-door coupes with its new, artful approach to transporting four people. Just like a fledgling industry followed the Benz Patent-Motorwagen's arrival in 1885, the arrival of the CLS created an entirely new class of vehicle.
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<br />Having started the trend, Mercedes gets to show us how it will evolve, and the 2012 CLS550 does just that. It's job isn't just to steer this trend away from becoming a fad, but also fend off a growing number of automakers who wish they had thought of it first.
<br />The first-generation CLS was widely considered a beautiful design, almost shockingly so compared to how the brand was shaping its four-doors back in 2004. If you're a fan of that original design, you probably wouldn't have minded if Mercedes left the exterior alone. Alas, seven years is a long life cycle for any product, and Mercedes can't be faulted for putting pen to paper. The question is whether or not its designers succeeded in making the new CLS more attractive than the old one.
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<br /><img alt="2012 Mercedes-Benz CLS550 side view" id="vimage_4361113" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead2-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px; width: 529px; height: 206px;" /><img alt="2012 Mercedes-Benz CLS550 front view" id="vimage_4361114" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead3-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2012 Mercedes-Benz CLS550 rear view" id="vimage_4361115" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead4-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" />
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<br />The Autoblog team is not unanimous on the answer. There's no one among us who believes either generation is punishment on the eyes, and so either opinion can be held without considering the other side a bunch of tasteless boobs. Your author, however, finds himself on the side of Team First-Gen, so I'll do my best to explain why I think the original is still the better looker of thee two sedans, err... coupes.
<br />Let's start with some analogies. The first-generation CLS is like a man wearing a fitted tuxedo: formal, sharp and clean. The second-gen CLS is like Lou Ferrigno after he beat up the first man and put on his tuxedo: bigger, bulging and intimidating. Now let's get more technical. From the side, the first-gen CLS is expressed by two basic strokes of the designer's pen: an elegant arch for the roofline and a subtly bowed crease that runs from front fender to taillight above the door handles. The second-gen CLS retains the arching roofline, but is growing a crease farm on its doors. The first-gen's simple single line has been replaced by upper and lower ones that start at the front wheel and get closer together as you move rearward, and a third crease bends over the rear wheel to create a flared fender into which the first two end. Together they create a concavity across the doors that makes the rear fenders look even more pronounced. Coupled with a near vertical grille and taller hood, the second-gen's look is more convoluted and just a bit too butch.
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<br /><img alt="2012 Mercedes-Benz CLS550 headlight" id="vimage_4361123" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead10-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2012 Mercedes-Benz CLS550 LED lights" id="vimage_4361122" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead9-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2012 Mercedes-Benz CLS550 side detail" id="vimage_4361121" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead8-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2012 Mercedes-Benz CLS550 taillights" id="vimage_4361120" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead7-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" />
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<br />The aesthetic, however, happens to fit, because if you didn't know, Mercedes-Benz makes muscle cars. Its V8s make us swoon, even the ones not stamped with the letters A-M-G. Known for their large displacements, high horsepower and bellowing exhaust tones, these engines – the 5.5-liter and 6.2-liter AMG specifically – are on their way out across the brand's lineup. Sad as we are to see them go, new emissions and fuel economy standards, not to mention gas prices, make it a must. Their replacements are two new smaller V8s – a 4.6-liter for 550 models and a 5.5-liter for AMG versions, both featuring twin turbochargers and direct injection to replace the lost displacement (it can be done!).
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<br />The new CLS550 retains its nomenclature despite housing the new 4.6-liter V8, which while smaller in size produces 402 horsepower at 5,000 rpm and 443 pound-feet of torque at a low 1,800 rpm – big improvements over the larger 5.5-liter V8 it replaces, which continues to make 382 hp at 6,000 rpm and 391 lb-ft at 2,800 rpm in other models. The new engine is also significantly more efficient, with improvements of three miles per gallon in the city and four mpg on the highway for new scores of 17 city / 25 highway. We actually experienced a fuel consumption rate in the high 20-mpg range during a long highway trip, which is exemplary for an engine making 400+ horsepower. This new V8 is one area where we're all playing for Team Second-Gen.
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<br /><img alt="2012 Mercedes-Benz CLS550 engine" id="vimage_4361117" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead5-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px 0px; width: 477px; height: 316px;" />
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<br />The interior, likewise, is a big improvement, though mostly in the area of materials, which are of a higher quality than the first generation, especially the convincing metal air vents. Ergonomically the cabin looks like most other Mercs, and even much like last year's car with just the elements rearranged. The seven-inch navigation screen has been moved to the very top of the center stack, replacing a pair of vents that now appear below the screen and flank a tasteful analogue clock. The climate controls, which used to be near the top, are now at the very bottom, though laid out in the same way as before with dual rotary knobs and easy-to-press buttons. There's also a new, larger 4.5-inch circular display in the center of the speedometer that gives you access to most of the vehicles high-tech features and functions. Navigating the menus is simple via steering wheel-mounted controls, and there are a lot of them that let you to do everything from change the color of the interior's ambient lightning to turn off the traction control system.
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<br />Conspicuously absent is a gear shift of any kind to move the car's seven-speed automatic transmission from P into D. In its place is the COMAND system control knob that operates the navigation, audio, phone and various other vehicle systems. Whether or not you like it depends largely on whether you prefer touch-screens to controller-based interfaces, but we were able to figure it out without cracking a manual and the knob falls to hand without taking your eyes off the road.
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<br /><div style="text-align: center;"> <img alt="2012 Mercedes-Benz CLS550 interior" id="vimage_4361134" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead15-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px; width: 529px; height: 295px;" /><img alt="2012 Mercedes-Benz CLS550 dash vent" id="vimage_4361132" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead13-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2012 Mercedes-Benz CLS550 dash clock" id="vimage_4361131" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead12-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2012 Mercedes-Benz CLS550 door controls" id="vimage_4361133" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead14-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" /></div>
<br />This begs the question, how do you put the seven-speed transmission into Drive? By using one of three stalks sticking out of the CLS' steering column. The gear selector stalk is on the right side by itself, and using it brings back memories of the column-mounted shifter in my dad's old truck. It's all digitally controlled now and lacks the mechanical feel of the old days, but the muscle memory of reaching up and pulling down to get in gear is still there. The two left-side stalks, meanwhile, are a bane of modern Mercedes interiors. The smaller one on top controls the adaptive cruise control system, while the bottom one does turn signals and headlights. Most people, however, will instinctively grab the top stalk by accident when signaling a turn. Mercedes has finally begun fixing this problem by switching the stalks' positions beginning with the 2012 ML-Class. Unfortunately, the also-new 2012 CLS missed the cut.
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<br />The new CLS gets higher marks for its Active Multicontour Driver's Seat. In addition to the standard 14-way seat controls near the door handles, this $660 option adds another set of controls between the driver's seat and center console that adjusts lumbar supports, side bolsters and shoulders supports, as well as activates a massage function for working out the kinks on longer trips. It also adds active side bolsters that, when activated, dynamically move in to keep you from sliding during turns. They come in handy on sweeping turns, especially highway exit and entrance ramps, where lateral g-forces can last longer. However, we wish the system didn't respond below a certain speed; who wants their sides pinched when they're prowling for a parking spot?
<br />A fancy driver's seat is just one of many stand-alone and packaged options offered for the CLS550, which starts at $71,300 with an $875 destination charge. This particular model tops out at $84,545 as tested, which is a big difference, but not so shocking when you see what you get. For starters, the CLS comes with the $4,390 Premium 1 Package that includes popular options like a rear-view camera, iPod interface, heated and cooled front seats, keyless entry and a power-closing trunk. Its best component, however, is the world's first pair of all-LED active headlamps on a production car, an honor shared with the 2012 Audi A6 that also offers a set.
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<br />Next up is the Driver Assistance Package for $2,950 that includes Active Blind Spot Assist, Active Lane Keeping Assist and Mercedes' adaptive cruise control system called DISTRONIC PLUS with PRE-SAFE Brake. Many cars today have warning systems to alert drivers when they drift out of a lane, but the Mercedes system gets into the game by actively braking the opposite side of the vehicle to bring the car back between the lines. The adaptive cruise control is also at the head of the class for being able to apply full braking force and bring the CLS550 to a complete stop if needed. Our tester is also loaded with the Wheel Package for $760 that adds 18-inch AMG five-spoke wheels, an AMG steering wheel and a manual mode for the transmission, as well as stand alone options like the PARKTRONIC auto-parking system ($970), split-folding rear seats ($440) and rear side airbags ($420).
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<br /><img alt="2012 Mercedes-Benz CLS550 start button" id="vimage_4361142" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead20-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2012 Mercedes-Benz CLS550 multimedia system dial" id="vimage_4361141" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead19-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2012 Mercedes-Benz CLS550 door speaker" id="vimage_4361140" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead18-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2012 Mercedes-Benz CLS550 key fob" id="vimage_4361139" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead17-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px;" />
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<br />The last bit of bleeding-edge tech in our tester is the Night View Assist PLUS system, which is the most expensive stand alone option at $1,780. More of a showpiece to impress the Joneses, it uses infrared beams to display a black-and-white high-resolution video feed of what's ahead of you in the dark. It can even identify people and highlight them. The feed appears in the nav screen, so you have to avert your eyes from the road to watch it, but it does work as advertised and might come in handy if a jealous Mr. Jones takes a baseball bat to your all-LED headlights. Watch the Short Cut video above to see it in action.
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<br />All of those options are nice, but what about what's beneath them? First and foremost, the CLS550 is a luxury car of the highest order with an AIRMATIC semi-active suspension that supports a three-link independent front suspension and multi-link rear. There's no slop in the ride, body motions are controlled and you can dial in the system even more by choosing either Sport or Comfort mode. We wish the Sport mode were a little more aggressive, as body lean remains distinctly noticeable even with it on. We have no qualms with the electromechanical power-assisted rack-and-pinion steering, and the 14.2-inch front brakes clamped by four-piston calipers and 12.6-inch rear discs with single-piston calipers make stopping this 4,158-pound four-door a drama-free affair.
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<br /><img alt="2012 Mercedes-Benz CLS550 wheel" id="vimage_4361138" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead16-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px 0px; width: 532px; height: 297px;" />
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<br />What's curious about the new CLS550 is that it's still a muscle car putting on airs. Every electrical nanny is there to keep you and the 402-hp V8 in check, and with all of them turned on, there's a thick buffer keeping the two of you from collaborating. We found the transmission and traction control system to be the most oppressive. The transmission does give you three shift modes: Economy, Sport and Manual. Shifts happen early and often in Economy mode, while Sport mode gets the transmission moving quicker and holding gears longer, and Manual mode takes advantage of the paddles on the back of the steering wheel. We suggest the latter for what feels like the quickest shifts, but chances are you'll spend the most time in Economy mode where the car is most efficient, and in this mode, the CLS550 feels like a race horse that isn't allowed to leave the gate.
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<br />The key to flexing the CLS550's muscle is activating the Sport suspension and Manual transmission modes and turning off the traction control system (along with all of the other nannies that beep and flash). With those steps taken, the CLS550 feels more like something from Mopar than Mercedes, willing at a moment's notice to paint the pavement with rubber. After experiencing the CLS550 this way, the manufacturer's claimed 0-60 mph time of 5.1 seconds becomes much more believable. And though the new 4.6-liter doesn't sound quite as deep and rich as the last generation's 5.5-liter, it still burbles and vibrates more than the eight-cylinders in most other luxury cars.
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<br /><img alt="2012 Mercedes-Benz CLS550 rear 3/4 view" id="vimage_4361118" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead6-2012-mercedes-benz-cls550-review.jpg" style="border: 0px solid ; margin: 4px 0px; width: 545px; height: 361px;" />
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<br />And maybe that's because the CLS550 just isn't a luxury car, or at least doesn't want to be with such a strong, athletic engine. So much effort goes into subduing the V8 that Mercedes could have just as easily offered a V6-powered model, a CLS350, that wears the luxury moniker more willingly while also being more efficient. Maybe we'll soon see one here in the U.S., not to mention a diesel-powered BlueTec variant. Europeans can already have their CLS any they want it, so hopefully it's just a matter of a suit somewhere saying 'yes.'
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<br />Even with a split personality, the second-gen CLS is superior in almost every way to the original, maybe every way if you prefer its design. And like every trend setter, it's now surrounded by variations on the theme – some quicker, some sexier and some more serene. Mercedes, however, has successfully kept the CLS their target, and thanks to this wonderful engine, it's a moving one.
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<br />Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-65363695381548878322011-08-07T16:37:00.001+05:002011-08-07T18:03:28.390+05:002011 Hyundai Elantra Limited<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://1.bp.blogspot.com/-znGIsRSNAgo/Tj6M8aO7FgI/AAAAAAAAALA/f6kUsmkoQEk/s1600/01-2011-hyundai-elantra-review-opt.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 266px;" src="http://1.bp.blogspot.com/-znGIsRSNAgo/Tj6M8aO7FgI/AAAAAAAAALA/f6kUsmkoQEk/s400/01-2011-hyundai-elantra-review-opt.jpg" alt="" id="BLOGGER_PHOTO_ID_5638098752976393730" border="0" /></a><br /><br />The journey has been arduous and fraught with disappointment, but it appears we've finally reached our destination. Welcome to The Golden Age of Compact Motoring. Gone are the days of mostly cheap and poorly executed C-segment entries. Ye Olde "It's the <a href="http://www.autoblog.com/honda/civic/">Honda Civic</a>, <a href="http://www.autoblog.com/toyota/corolla/">Toyota Corolla</a> and everybody else" mindset is finally history, too. All of a sudden, new car buyers can choose from a bumper crop of smart new motors, including the all-new Civic, the <a href="http://www.autoblog.com/chevrolet/cruze/">2011 Chevrolet Cruze</a>, the <a href="http://www.autoblog.com/ford/focus/">2012 Ford Focus</a>, the larger and more affordable <a href="http://www.autoblog.com/volkswagen/jetta/">2011 Volkswagen Jetta </a>and the always entertaining <a href="http://www.autoblog.com/mazda/mazda3/">Mazda3</a>. And that's not all – there's also a new wildcard in the compact segment, the <a href="http://www.autoblog.com/hyundai/elantra/">2011 Hyundai Elantra</a>.<br /><br />While entries like the Cruze and Focus have garnered lots of attention, the Elantra has quietly established itself as a worthy alternative in this suddenly competitive segment. The redesigned Hyundai caught our attention with its expressive styling, an improved cabin and 40 miles per gallon highway rating. It sounds like a winning game plan to us, but does this revitalized Hyundai live up to its impressive stat sheet? We spent a week with an Elantra Limited to find out for ourselves. <div id="continued"> <br /><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335361"><img id="vimage_4336157" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead2-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335362"><img alt="2011 Hyundai Elantra Limited front view" id="vimage_4336137" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/06-2011-hyundai-elantra-review-opt.jpg" style="border: 0px solid ; margin: 4px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335363"><img alt="2011 Hyundai Elantra Limited rear view" id="vimage_4336138" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/07-2011-hyundai-elantra-review-opt.jpg" style="border: 0px solid ; margin: 4px;" /></a><br /><br />The 2011 Elantra utilizes the same "Fluidic Sculpture" design language of its larger <a href="http://www.autoblog.com/hyundai/sonata/">Sonata sibling</a>, with a sleek profile that includes a coupe-like roofline and pronounced crease that spans the side body panels. Up front, the vehicle features a pair of large, stylized headlights and a rounded lower fascia opening framed up by a pair of well-placed fog lamps. The rear looks equally attractive, with an almost hatch-like profile and a pair of taillights that are every bit as imposing as the peepers up front. A range-topping Limited example like our tester is rounded out with 17-inch aluminum wheels mated to Continental P215/45R17 tires.<br /><br />From the outside, the Elantra couldn't look more different than its milquetoast predecessor, but we're just as impressed with what Hyundai designers have done to transform a formerly bland and nondescript cabin. Climbing into the Elantra is no longer like a trip to Accountant World, where the rides are forgettable and the imagination nonexistent. In place of drab scenery and ho-hum materials, Hyundai designers have added plenty of aesthetic flair, with interesting instrument panel lines that draw the eye towards a well laid-out center stack. Dash materials are cushy and nice to touch, while the leather-wrapped steering wheel falls easily to hand. Admittedly, the leather covering the seats isn't of the highest quality, but these chairs are very comfortable and surprisingly well bolstered. We can live with less than luxury-level leather, especially when considering our loaded tester's reasonable MSRP of $22,110. Besides, the Elantra Limited comes standard with heated seats for front <em>and</em> rear passengers, so our leather-backed bums will be grateful when the weather turns cold.<br /><br /><div style="text-align: center;"> <a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335379"><img alt="2011 Hyundai Elantra Limited interior" id="vimage_4336187" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead10-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335383"><img alt="2011 Hyundai Elantra Limited front seats" id="vimage_4336186" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead9-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335401"><img alt="2011 Hyundai Elantra Limited rear seats" id="vimage_4336185" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead8-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335402"><img alt="2011 Hyundai Elantra Limited trunk" id="vimage_4336184" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead7-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px;" /></a></div><br />$22,110 is a very competitive price for a top trim compact these days – a bit less expensive than a comparably equipped Focus ($23,680 for SEL model with moonroof and navigation) or Civic ($25,754 for EX-L model equipped with 17-inch wheels).<br /><br />Ergonomics in the cabin have been well thought-out, with everything available to the driver without the need to reach very far. We especially liked the HVAC controls – it's nice to heat or cool the cabin without having to take your eyes off the road to hunt for the right button or setting. The Elantra also deserves kudos for a quiet interior that makes holding conversations with rear seat occupants easy. These are the sorts of touches that make a compact sedan feel less like an econobox and more like a luxury rig.<br /><br />The Elantra Limited we tested also featured Hyundai's optional Technology Package, which stickers for $2,100. The Elantra Limited already comes equipped with Bluetooth connectivity and USB and auxiliary ports for a smartphone or MP3 player, but the Tech Package adds a seven-inch LCD touch screen with navigation, rear-view camera, 360-watt sound system and push button start. That's a lot of kit for a reasonable package price, and we found the technology intuitive to use and easy to understand.<br /><br /><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335394"><img alt="2011 Hyundai Elantra Limited audio system" id="vimage_4336170" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead3-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335392"><img alt="2011 Hyundai Elantra Limited start button" id="vimage_4336171" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead4-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px;" /></a><br /><br />While we generally have few complaints concerning the Elantra's interior, we'd be remiss if we didn't mention the discount switchgear all around. If you park, say, a Focus next to the Elantra Limited and scrutinize the switchgear and power window controls, the Focus clearly features superior equipment. We'd also like a few more inches of legroom for rear seat passengers, as 33.1 inches is less than nearly every major competitor. Finally, we were also a bit turned off by the oddly placed black accents on the doors. They didn't match the gray tone of the dashboard and were hard on the elbows.<br /><br />Rear legroom was probably the biggest issue we had with the Elantra's cabin, but we remain more interested in what happens from directly behind the steering wheel. The story begins with a 1.8-liter four-cylinder rated at 148 horsepower and 131 pound-feet of torque. Buyers have a choice of a six-speed manual (GLS model only) or the six-speed automatic transmission that comes standard when specifying the Limited trim. The 1.8-liter and automatic combo performs well together, with smooth shifts and plenty of power to spin the front wheels of this 2,877-pound sedan.<br /><br /><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335375"><img alt="2011 Hyundai Elantra Limited engine" id="vimage_4336178" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead5-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px 0px;" /></a><br /><br />If you're thinking that nearly 2,900 pounds is a bit heavy for a compact car, we don't disagree, but the Elantra is actually one of the leaner entries in its class. The good news is that the base $14,995 GLS model is over 200 pounds lighter. And besides, even with the extra tonnage, the Elantra Limited still feels peppy off the line, with an estimated 0-60 time under nine seconds. The figure certainly isn't land-speed record material, but it's more than fine for an inexpensive runabout, and the quiet cabin makes it all seem less harried.<br /><br />Some compacts have developed a reputation for offering a sporty ride and handling, but while the Elantra certainly looks the part, this Hyundai is in practice more of a comfy cruiser than an expert corner carver. The front suspension consists of MacPherson struts with coil springs, while the rear hardware is comprised of a torsion axle with gas-filled, hydraulic monotube shocks. Sportier rides tend to feature a multi-link setup out back, but going the torsion beam route lets Hyundai keep prices down and still supply a compliant ride.<br /><br /><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335365"><img alt="2011 Hyundai Elantra Limited headlight" id="vimage_4336197" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead14-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335368"><img alt="2011 Hyundai Elantra Limited wheel" id="vimage_4336196" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead13-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335371"><img alt="2011 Hyundai Elantra Limited taillight" id="vimage_4336195" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead12-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px;" /></a><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335373"><img alt="2011 Hyundai Elantra Limited badge" id="vimage_4336194" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead11-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px;" /></a><br /><br />The Elantra does feel tight enough, though, with little body roll and plenty of grip. While we can live with its less-than-sporty chassis, we can't as easily dismiss its brake or steering feel (or lack thereof). In the case of the latter, we've sampled plenty of electronically controlled setups, but the Elantra's helm seems to lack an actual connection to the road. The wheel does have a bit of heft to it, but the weighting feels artificial.<br /><br />While there are plenty of new and renewed competitors in this segment, none can boast an EPA rating of 40 miles per gallon across their entire model range. Hyundai is hanging its hat on the fact that competitors must resort to special high-fuel economy models or diesel power to net the big 4-0 on the highway, and they've been positively champing at the bit to remind you that whether you purchase a manual or automatic, every Elantra boasts 29 mpg in city driving and 40 mpg on the highway. That's impressive, but when the rubber met the road, we were only able to average about 31 mpg during our week of mixed driving with the car. That's still rock-solid, but a bit below the EPA's combined estimate of 33 mpg.<br /><br /><a target="_blank" href="http://www.autoblog.com/photos/2011-hyundai-elantra-review/#photo-4335358"><img alt="2011 Hyundai Elantra Limited rear 3/4 view" id="vimage_4336182" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead6-2011-hyundai-elantra-review.jpg" style="border: 0px solid ; margin: 4px 0px;" /></a><br /><br />To be clear, if you're the type of driver that prioritizes a sporty feel and sharp handling, there are more appropriate places to spend your money in this segment. Hyundai has taken a calculated bet aimed squarely at the fat part of the compact car buying bell curve, prioritizing fuel economy, styling, technology and an attractive price tag over backroad thrills. The Korean automaker may have neglected the enthusiast niche here, but it only takes a passing glance to know that Hyundai is serious about the compact sedan segment. While we're still hoping for an inexpensive drive with a bit more flavor, the new Elantra's off-to-the-races sales figures suggest that Hyundai is definitely on to something. </div>Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-33178623954604521662011-08-07T14:03:00.003+05:002011-08-07T14:55:51.676+05:00Nissan's MX-5 Miata rival back in the plans?<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 265px;" src="http://4.bp.blogspot.com/-OQkZdXYaucM/Tj5gzxOsYuI/AAAAAAAAAK4/gPuTdjxi2EY/s400/nissan-esflow-concept.jpg" alt="" id="BLOGGER_PHOTO_ID_5638050226019001058" border="0" /><br /><br />Nissan's on-again, off-again MX-5 Miata rival is... on again, at least according to the blokes at <em>Auto Express</em>. What form a potential two-door sporty coupe from Nissan may take – if it happens at all – is still widely debatable; it could be as simple as a cut-down Sentra or as crazy as a sporty take on the all-electric Leaf.<br /><br />Did that last little tidbit catch you off guard? Remember that Nissan showed off just such a machine in the form of the Esflow Concept at the 2011 Geneva Motor Show, though we wouldn't expect any potential production model to share much with that highly conceptual design.<br /><br />In any case, <em>Auto Express</em> seems to think this sporty 2+2 may ride on a midsize platform sourced from Mercedes-Benz (the two automakers signed a partnership in 2010) that would be shared with whatever replaces the 370Z (along with its Infiniti G Coupe) and even the next-generation GT-R.<br /><br />Another bit of wackiness? AE says Nissan is considering turning to the experts at Lotus for help in tuning the chassis for added sportiness. We suppose all of this is possible, but for now, we're taking it with the largest grain of salt we can get our hands on.Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-37681423020765083902011-08-07T13:55:00.003+05:002011-08-07T14:02:56.801+05:002011 BMW 1 Series M Coupe<img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 265px;" src="http://1.bp.blogspot.com/-DSB-NV-1xh8/Tj5Ua52lQLI/AAAAAAAAAKo/yAZfWT4yVC8/s400/2011-bmw-1-series-m-review.jpg" alt="" id="BLOGGER_PHOTO_ID_5638036604697526450" border="0" /><br /><br />If you have read the breathless reviews and overwritten comparos, you would assume that the 2011 BMW 1 Series M Coupe is infused with the second coming of Senna. And for BMW to unabashedly draw a line between the M Coupe and the most holy of holies, the 1986-92 E30 M3, smacks of PRified nostalgia stoking. Call me a contrarian, but I refuse to believe the hype.<br /><br />So as soon as the orange Bimmer landed on my fleet schedule, any and all reading, writing and discussion about the littlest M ceased. I would drive it for a week, live with it as if it were my own and deliver a critical, blatantly unbiased review of Life in the Key of M.<br /><br />Five minutes into my first drive, I immediately pulled into a turnout, sat there for a second, took a deep breathe and realized – dammit – everyone was right. Brilliance is back in a small package. <div id="continued"> <br />Yes, brilliance. Surprising considering the M Coupe is the prototypical parts-bin special. But then again, when your parts bin is made up of some of the best driver-oriented bits in the biz, brilliance isn't expected, it's demanded.<br /><br /><img alt="2011 BMW 1 Series M Coupe side view" id="vimage_4340810" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead5-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 BMW 1 Series M Coupe front view" id="vimage_4340809" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead4-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 BMW 1 Series M Coupe rear view" id="vimage_4340808" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead3-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px;" /><br /><br />So let's start with the core of any M-badged vehicle, the engine. It's the same twin-turbocharged N54 inline-six fitted to the Z4 sDrive35is and my current favorite non-M 3 Series, the 335is. Three liters of displacement and those duo of turbos put out 335 horsepower at 5,800 rpm and 332 pound-feet of torque from 1,500 4,500 rpm through the car's only transmission option: a proper six-speed manual. Peg the throttle to the floor and, if the ECU favors the conditions, an overboost function allows the turbo six to deliver an additional 37 torques, bringing the total up to 369 lb-ft. BMW claims a 0-60 mph run of around 4.7 seconds, but I don't buy it. My ass might not be as highly calibrated as other hot-shoe scribes, but there's no doubt the M Coupe is a solid 4.5-second runner – and instrumented testing both here and abroad bears this out.<br /><br />Forward momentum in any part of the rev range is immediate and addicting, devoid of lag unless the needle is on the far left side of the tach. And even then, that minute pause is instantaneously consumed by traction-testing torque, a subtle turbo whine and an exhaust note that's more guttural drone than screaming sex six. Then again, this isn't an "M" engine. It's a chip and a massage. But it simply doesn't matter.<br /><br /><img alt="2011 BMW 1 Series M Coupe engine" id="vimage_4340807" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead2-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px 0px;" /><br /><br />What has been pulled from the BMW's motorsports arm are the bits that matter most: everything shoved into the wheel arches and connected to the driver.<br /><br />The front track has been extended by 2.8 inches and fitted with double pivot struts, while the rear has grown 1.7 inches and equipped with the standard multilink suspension, both of which are comprised entirely of aluminum. The rolling stock is pulled directly from the M3 Competition Package, including 19x9-inch front wheels wrapped in Michelin Pilot Sport PS2 rubber sized 245/35R19 and 19x10-inch rear rollers with 265/35R19s.<br /><br />That combination may say "stick" on paper, and it does... until you disengage the traction control. And trust me, you will.<br /><br />With the system set to Normal, the Axis light on the dash flickers with the insistence of a Christmas tree with an electrical short, pulling power at the faintest hint of wheel spin. The accelerator, well-mannered in most environments, goes from tepid to tenacious with the flex of your foot. But if it's slightly numb in its standard setting, it's a different beast when engaging M Dynamic Mode. All the lil' steering wheel-mounted M button does is recalibrate throttle response, delivering a surge of rubber-ripping acceleration further down the pedal travel. Neither setting is particularly bad, but on-edge confidence suffers as a result.<br /><br /><img alt="2011 BMW 1 Series M Coupe headlight" id="vimage_4340814" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead9-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 BMW 1 Series M Coupe wheel" id="vimage_4340813" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead8-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 BMW 1 Series M Coupe taillight" id="vimage_4340812" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead7-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 BMW 1 Series M Coupe taillight" id="vimage_4340811" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead6-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px;" /><br /><br />So when the time comes to dispatch all the electro-nannies, your right foot and two hands had better be ready to respond. Quickly. The amount of traction afforded by those massive meats is almost in direct opposition to the 104.7-inch wheelbase. So the M Coupe goes from grip to gone in an instant. No, this isn't the predictable breakaway we've experienced in the larger, more portly M3 (or any other M, for that matter). That's due to a number of variables, but chief among them is the 1's nearly square dimensions.<br /><br />But when you hit it right, with the exact amount of power, the right amount of bank and the precise amount of steering, the 1 does what every proper M car should do: hangs out its tail until instructed otherwise.<br /><br />Much of that sure-footed ease comes at the expense of overall ride quality when ambling about town, but it's nowhere near unbearable, and at speed, and for the 1M's intended audience (Hi Mom!) it's no-nonsense perfect. That same perfection winds its way up through the leather-wrapped wheel thanks to the M3-sourced speed-sensitive steering rack. That ever-so-slight sense of vagueness in the standard 1 Series is gone for good – and it was damned good to begin with. The clutch, while overly springy, has a perfectly defined friction point and the six-speed manual gearbox never ceased to impress and reassure each and every time we grabbed a gear.<br /><br /><div style="text-align: center;"> <img alt="2011 BMW 1 Series M Coupe interior" id="vimage_4340819" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead13-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 BMW 1 Series M Coupe front seats" id="vimage_4340818" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead12-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 BMW 1 Series M Coupe speedometer" id="vimage_4340817" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead11-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px;" /><img alt="2011 BMW 1 Series M Coupe shifter" id="vimage_4340820" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead14-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px;" /></div><br />The brakes are another matter, but only because of their track-focused brutality. Cross-drilled and sized 14.2-inches in front and 13.8-inches out back, they never faded, never shuddered and never faltered. They also make smooth heel-and-toeing a near impossibility. Just breathing on the middle pedal sheds off velocity in an instant, but when attempting that life-affirming throttle blip, my right calf was stretched to its breaking point. This could just be a product of journo-inflicted wear or a brand new set of pads, but it was enough to stymie an otherwise faultless backroad run.<br /><br />Other faults? Without getting into fuel economy numbers (estimate: 19/26 mpg, observed: 17.8), the transition from HD to ST on the radio would double-up the audio, and while the Alcantara on the dash trim and shift boot is a nice touch, if you're going to go full-M, why not coat the steering wheel and shift lever – the two most important touch points – with the same delectable material? Yes, it's a dealer option on the base 1 Series, but for $47k and change, you'd assume it would be standard on the 1M.<br /><br /><img alt="2011 BMW 1 Series M Coupe rear 3/4 view" id="vimage_4340815" src="http://www.blogcdn.com/www.autoblog.com/media/2011/08/lead10-2011-bmw-1-series-m-review.jpg" style="border: 0px solid ; margin: 4px 0px;" /><br /><br />But these are infantile nits to pick when looking at the M Coupe as a whole. This is a pure driver's machine through-and-through – a true M, or at least the closest we'll get in the 21st century.<br /><br />Which brings up a larger point. As enthusiasts, we have to come to grips with the fact that no modern automaker can match the involvement and tactility of a vehicle designed before massive feature creep and ever-expanding safety regulations. That time has passed. And while this isn't the E30 M3 successor we might've hoped for, in many ways, it's better. The 1M is more livable, more powerful and surely more reliable. It sticks harder and goes faster, and BMW did its best to remove the buzz-killing insularity that plagues most modern vehicles. The 1M delivers what M-heads value most: driving delight <em>über alles</em>. And it's one of the only times in years that anything with four wheels has lived up to the hype. </div>Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-16920457855621111922011-08-07T13:38:00.003+05:002011-08-07T13:54:14.277+05:00Lexus teases 2012 GS 350 ahead of Pebble Beach debut<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="http://2.bp.blogspot.com/-vZ6VnwI2nx8/Tj5SQjIriuI/AAAAAAAAAKg/omEOGNRPvdY/s1600/lexusgs350teaser630opt.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 249px;" src="http://2.bp.blogspot.com/-vZ6VnwI2nx8/Tj5SQjIriuI/AAAAAAAAAKg/omEOGNRPvdY/s400/lexusgs350teaser630opt.jpg" alt="" id="BLOGGER_PHOTO_ID_5638034227777473250" border="0" /></a><br /><br />We've already been behind the wheel of the 2012 Lexus GS sedan, and we've spied it lapping the Nürburgring under layers of camouflage. All that time, though, we've been forced to imagine what the finished product will look like under all those loose-fitting layers of clothing.<br /><br />The wait is almost over. Lexus will officially unwrap the 2012 GS 350 at the Pebble Beach Concours d'Elegance on Thursday, August 18th at 4:15 PM (PDT). We'll be there, bringing you the goods live, but in the meantime, the Japanese automaker has decided it's high time to start teasing.<br /><br />We know that the car's styling was foreshadowed by the LF-Gh Concept that was shown off at the 2011 New York Auto Show, and nowhere will that be more evident than in the shape of the car's grille. Lexus tells us that the new design philosophy that will debut with the 2012 GS will eventually spread through the rest of its lineup, so we're keenly interested in seeing how this car looks in the flesh.<br /><br />Check out a high-resolution version of the teaser by clicking on the image above. We've also taken the liberty of adding a lightened version of the image for you, which may or may not help you pick out some interesting details. Lastly, feel free to check out the official press release after the break.Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-75543836436768462092011-08-06T17:59:00.003+05:002011-08-06T18:15:43.835+05:002011 Dodge Charger Rallye V6<img style="TEXT-ALIGN: center; MARGIN: 0px auto 10px; WIDTH: 401px; DISPLAY: block; HEIGHT: 259px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637728367802557314" border="0" alt="" src="http://3.bp.blogspot.com/-75zcTf2j9yY/Tj08FJ8Do4I/AAAAAAAAAKQ/v0CEBasDBzc/s400/2011-dodge-charger-rallye-v6-review.jpg" /><br /><br /><br /><br /><br /><div><br /><div>The year was 1966. The muscle car era, which arguably began two years earlier with the introduction of the Pontiac GTO, was in full swing. In order to have a chance at attracting the young, affluent buyers so craved by American automakers of the day, a car needed to offer equal doses of style and horsepower. Dodge, with its brand new Charger fastback, offered plenty of both.<br /><br />But it wasn't until 1968 that the Dodge Charger truly hit its stride, earning it legendary status in the annals of automotive history. Coke-bottle styling, a full suite of powerful V8 engines – including the 440 Six Pack and 426 Hemi – and plenty of success on the NASCAR circuit meant that the Dodge Boys had a winner on their hands.<br /><br />Sadly, the heyday of American muscle was nearly over by the time Dodge figured out the formula, and the car was just a shell of its former muscular self by the end of 1974.<br /><br />The rest of the 1970s were not kind to the Charger, and sales slowly faded away until the model name was canceled altogether after the 1978 model year. We'll gracefully skip over the front-wheel-drive years from 1983 through 1987 and move straight to the nameplate's reintroduction in 2006. The Hemi was back in action, the new car's styling was aggressive and generally well received and sales took off. But by 2010, yet again the reborn Charger was seriously showing its age, having received nothing in the way of significant interior or exterior updates during its five years back on the market and being saddled with a fully uncompetitive line of V6 engines and even an ancient four-speed automatic transmission in base models.<br /><br />Dodge has finally given the "new" Charger some attention with an update for 2011 that includes new looks, new engines and the complete absence of a four-speed transmission. Does this mean that Dodge is done letting the Charger nameplate wither on the vine? Without spoiling the rest of the review, let's just say we have some good news to share.<img style="TEXT-ALIGN: center; MARGIN: 0px auto 10px; WIDTH: 401px; DISPLAY: block; HEIGHT: 263px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637729651452976546" border="0" alt="" src="http://1.bp.blogspot.com/-13j2u9hOcwE/Tj09P36KnaI/AAAAAAAAAKY/x_tZjOaObLQ/s400/lead12-2011-dodge-charger-rallye-v6-review.jpg" /></div></div><br /><br /><p></p><br /><p></p>Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-48724769000375626822011-08-06T17:52:00.002+05:002011-08-06T17:56:54.280+05:00Next Range Rover to get Evoquative styling?<a href="http://2.bp.blogspot.com/-blfYyEwWB-I/Tj05xByOsuI/AAAAAAAAAKI/K0ZcKrr_3G0/s1600/01rangeroversc2011review.jpg"><img style="TEXT-ALIGN: center; MARGIN: 0px auto 10px; WIDTH: 400px; DISPLAY: block; HEIGHT: 260px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637725822993216226" border="0" alt="" src="http://2.bp.blogspot.com/-blfYyEwWB-I/Tj05xByOsuI/AAAAAAAAAKI/K0ZcKrr_3G0/s400/01rangeroversc2011review.jpg" /></a><br /><br /><div><br />As much as we'd like to think that Land Rover is still the same rough-and-rugged off-road brand it always was, truth is, the British automaker is becoming more of a style icon these days. Just look at the new Range Rover Evoque – a sleek little crossover that's been seen posing with Victoria Beckham on more than one occasion. (She was the 'posh' Spice Girl, you know.)<br /><br />Autocar reports that the next-generation of Land Rover's flagship Range Rover could move away from its signature boxy styling and transform into something a bit more rakish. The British magazine obtained spy photos of an early Range Rover mule that clearly shows a substantially more sloped roofline, pointing towards a dramatic new styling direction.<br /><br />Speaking to Autocar earlier this year, Land Rover design head, Gerry McGovern, said that "the Evoque will inform the future Range Rover attitude," adding that, "Range Rovers usually have a level window line and the body's side and glass areas are equal. We've got rid of both on the Evoque, but we've still got the signature floating roof."<br /><br />The next-generation Range Rover will also have a stronger emphasis on rear legroom, ride, handling and – surprise, surprise – fuel economy. Expect the Range Rover to drop a bit of weight in its redesign, too. </div>Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-45381768067838787962011-08-06T14:50:00.013+05:002011-08-06T17:44:21.883+05:002011 AEV Jeep Wrangler Hemi<div><br /><div><br /><div><br /><div><br /><br /><div><img style="TEXT-ALIGN: center; MARGIN: 0px auto 10px; WIDTH: 401px; DISPLAY: block; HEIGHT: 267px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637704958274276626" border="0" alt="" src="http://3.bp.blogspot.com/-IeyLktEnOOI/Tj0myipljRI/AAAAAAAAAJI/5y721L6VxA8/s400/aev-jeep-wrangler-hemi.jpg" /> It's no secret that when it comes to off-road capability, nothing quite tops the Jeep Wrangler. This grizzled mainstay continues to be the first choice for people wanting to get down and dirty with the great outdoors, and its success story is decades old. It's like the Porsche 911 of off-roaders.<br /><br />Unlike the 911, however, Jeep has long foregone a higher-strength version of the Wrangler straight from the factory. Porsche, for instance, offers the base 911 Carrera alongside more than 20 other variants, all the way up to the hardcore GT2 RS. So where do Jeep enthusiasts go when it comes time to enhance the off-road experience of the Wrangler? The aftermarket. One such company, AEV, has a package that combines superb off-road prowess with all the creature comforts of an everyday driver.<br /><br />Oh, yeah – and it has a Hemi V8. <img style="TEXT-ALIGN: center; MARGIN: 0px auto 10px; WIDTH: 363px; DISPLAY: block; HEIGHT: 262px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637679658602681442" border="0" alt="" src="http://4.bp.blogspot.com/-iYsmtpNlBW8/Tj0Px6B1VGI/AAAAAAAAAIw/Lu0yfaz9ZIY/s320/aev-jeep-wrangler-hemi.jpg" /> <a href="http://2.bp.blogspot.com/-c1shWvA2K3E/Tj0oHNNSIsI/AAAAAAAAAJQ/lkOIDRCbMxU/s1600/lead4-aev-jeep-wrangler-hemi.jpg"><img style="MARGIN: 0px 10px 10px 0px; WIDTH: 344px; FLOAT: left; HEIGHT: 203px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637706412807299778" border="0" alt="" src="http://2.bp.blogspot.com/-c1shWvA2K3E/Tj0oHNNSIsI/AAAAAAAAAJQ/lkOIDRCbMxU/s320/lead4-aev-jeep-wrangler-hemi.jpg" /></a> <img style="MARGIN: 0px 0px 10px 10px; WIDTH: 266px; FLOAT: right; HEIGHT: 203px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637708203842753394" border="0" alt="" src="http://3.bp.blogspot.com/-_qFRAOj-9_A/Tj0pvdVaU3I/AAAAAAAAAJY/SaTa52Tt8r8/s320/lead3-aev-jeep-wrangler-hemi.jpg" /><br /><br /><br /><br /><br /><br /><br /><br /><br /><br /><br /><br /><br /><div><br /><div><br /><div><br /><div>We headed to AEV's workshop in Wixom, Michigan, where we were presented with a trio of Wranglers – two fitted with Chrysler's tried-and-true 5.7-liter Hemi V8 and one making do with Jeep's standard 3.8-liter V6. Here, we learned that shoehorning the big V8 under the Wrangler's hood isn't all that difficult – "it's pretty much plug-and-play," said one of the AEV product specialists. The same goes for the five-speed automatic transmission that replaces the four-speed in the V6 Wrangler. From what AEV tells us, it's easy-peasy.<br /><br />That in mind, it comes as no great surprise to learn that AEV is already working on fitting Chrysler's new 6.4-liter V8 engine into the Wrangler. Based on our day of driving the 5.7-liter, we can only imagine the good things that will come with the 6.4.<br /><br />We drove the three Wranglers from Wixom up to Harrison, Michigan – about 150 miles of nothing but highway. Our destination was Rocks and Valleys, an off-road park where we'd be putting the AEV Wrangler through its paces, climbing rocks, scaling steep grades and doing our best not to hack the side mirrors off on trees. Before that, though, the Wrangler needed to prove its everyday drivability on the road.<br /></div><br /><br /><div><a href="http://4.bp.blogspot.com/-AtZW0S-1yJk/Tj0rLijOPnI/AAAAAAAAAJg/5PDhXWCkG60/s1600/lead9-aev-jeep-wrangler-hemi.jpg"><img style="MARGIN: 0px 10px 10px 0px; WIDTH: 322px; FLOAT: left; HEIGHT: 203px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637709785790824050" border="0" alt="" src="http://4.bp.blogspot.com/-AtZW0S-1yJk/Tj0rLijOPnI/AAAAAAAAAJg/5PDhXWCkG60/s320/lead9-aev-jeep-wrangler-hemi.jpg" /></a></div><a href="http://2.bp.blogspot.com/-AGE_U6pqYr8/Tj0sTyTrw7I/AAAAAAAAAJo/q2xn40fbt2Y/s1600/lead8-aev-jeep-wrangler-hemi.jpg"><img style="MARGIN: 0px 0px 10px 10px; WIDTH: 329px; FLOAT: right; HEIGHT: 203px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637711026971198386" border="0" alt="" src="http://2.bp.blogspot.com/-AGE_U6pqYr8/Tj0sTyTrw7I/AAAAAAAAAJo/q2xn40fbt2Y/s320/lead8-aev-jeep-wrangler-hemi.jpg" /></a><br /><a href="http://2.bp.blogspot.com/-ETT9KLOEs4A/Tj0t9I5aWOI/AAAAAAAAAJw/QWv78X4zv7U/s1600/lead6-aev-jeep-wrangler-hemi.jpg"><img style="MARGIN: 0px 10px 10px 0px; WIDTH: 322px; FLOAT: left; HEIGHT: 238px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637712836921284834" border="0" alt="" src="http://2.bp.blogspot.com/-ETT9KLOEs4A/Tj0t9I5aWOI/AAAAAAAAAJw/QWv78X4zv7U/s320/lead6-aev-jeep-wrangler-hemi.jpg" /></a><br /><a href="http://1.bp.blogspot.com/-vxSOTXAToYU/Tj0vR5CCH5I/AAAAAAAAAJ4/kpi95Rw7rSY/s1600/lead7-aev-jeep-wrangler-hemi.jpg"><img style="MARGIN: 0px 0px 10px 10px; WIDTH: 325px; FLOAT: right; HEIGHT: 214px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637714292951359378" border="0" alt="" src="http://1.bp.blogspot.com/-vxSOTXAToYU/Tj0vR5CCH5I/AAAAAAAAAJ4/kpi95Rw7rSY/s320/lead7-aev-jeep-wrangler-hemi.jpg" /></a><br /><br /><br /><br /><br /><br /><br /><br /><br /><br /><br /><br /><br /><br /><div></div><br />You can go ahead and clear your minds of any stereotypical scenarios starring Jeeps wearing mud tires, bouncing down the highway and struggling just to reach the speed limit. For the drive up, we hopped in the white Hemi Jeep, which had been outfitted with 35-inch BFGoodrich all-terrain tires fitted on 17-inch AEV-designed alloy wheels. While aggressive, these tires don't represent the end-all-be-all footwear for off-roading, but they aren't bad for mucking about. Better still, when it comes to on-road performance, we were shocked by just how smooth and comfortable the ride quality was.<br /><br />AEV fits its JK Wranglers with a so-called high steer kit that optimizes steering and roll center geometry, allowing for better handling. This system also adds a larger steering damper to keep things steady and solid when turning. Of course, this all blends well with AEV's pièce de résistance, the 3.5-inch premium suspension lift kit. The company tells us this package was designed by former Jeep engineers. Special attention was paid to areas like overall suspension geometry and custom spring and shock tuning, to give the vehicle ride quality that's smooth on flat, paved roads, yet capable for off-road tasks. The whole setup includes – deep breath – frequency-tuned progressive rate springs, custom-tuned shocks, a geometry-corrected rear tower and trackbar, rear stabilizer end link, heavy-duty steering damper and front control arm drop brackets. They all work together to create an on-road driving experience that's unlike any other hardcore off-road vehicle. In our estimation, it's even better than the standard off-the-shelf Wrangler.<br /></div></div></div></div></div></div></div><br /><img style="TEXT-ALIGN: center; MARGIN: 0px auto 10px; WIDTH: 417px; DISPLAY: block; HEIGHT: 268px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637720789421510162" border="0" alt="" src="http://1.bp.blogspot.com/-LSH0m4aXP8A/Tj01MCRNzhI/AAAAAAAAAKA/GKSYTt9BNMc/s400/lead2-aev-jeep-wrangler-hemi.jpg" /><br /></div><br />The real treat for our 150-mile highway drive, however, was the 5.7-liter V8 under the Wrangler's hood, offering a full 360 horsepower and 390 pound-feet of torque – increases of 158 hp and 153 lb-ft versus the 3.8-liter Wrangler. In other words, the Hemi is roughly equal in power to the Wrangler's V6 plus the 2.4-liter four-cylinder from the Jeep Compass. Now, don't assume this means the Wrangler is suddenly a speed demon – all of those aftermarket additions add weight, remember – but the extra grunt from the V8 provides more than adequate acceleration for on-ramps and highway passing, and at speed, there's simply much less effort and planning required for passing maneuvers. Our three-Jeep caravan frequently got separated when the red V6-equipped Wrangler simply couldn't keep up when it came time to pass a convoy of semi trucks.<br /><br />When we arrived at Rocks and Valleys, we corralled in the open dirt parking lot until a little Jeep CJ-5 came barreling out of the forest, doors removed, mud everywhere (including the interior), driven by a small-framed man named 'Gar' who was smoking a cigarette. He was our guide for the adventure at Rocks and Valleys, and almost immediately, Gar skipped the introductions and started to fixate on all of the modifications fitted to the AEV Jeeps. If your mental image is still blurry, Gar and his CJ-5 can be glimpsed in the image below.Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.comtag:blogger.com,1999:blog-8040310202304326088.post-59191016320005836842011-08-06T14:43:00.003+05:002011-08-06T14:49:17.039+05:00Infiniti GT-R back on the table?<a href="http://3.bp.blogspot.com/-2MmkBKK8CAc/Tj0NmYpK-GI/AAAAAAAAAIo/cLrSbG9Xa2s/s1600/027-nissan-gt-r-egoist.jpg"><img style="TEXT-ALIGN: center; MARGIN: 0px auto 10px; WIDTH: 320px; DISPLAY: block; HEIGHT: 204px; CURSOR: hand" id="BLOGGER_PHOTO_ID_5637677261639055458" border="0" alt="" src="http://3.bp.blogspot.com/-2MmkBKK8CAc/Tj0NmYpK-GI/AAAAAAAAAIo/cLrSbG9Xa2s/s320/027-nissan-gt-r-egoist.jpg" /></a><br /><br /><div>When Japanese automakers crank out a supercar, it is, first of all, a rare occasion. And it usually wears the badge of its respective luxury division. Toyota's is the Lexus LFA. Honda's was the Acura NSX (at least here in the States). But not Nissan. That company's supercar – the GT-R – is a Nissan through and through. But that hasn't always been taken for granted.<br /><br />Infiniti has long been rumored to get a vehicle based on the GT-R, but that scuttlebutt appeared to reach a dead-end a year ago or so. However, the gossip mill has now cranked back up thanks to a certain Monsieur Carlos Ghosn.<br /><br />The Renault-Nissan CEO has reportedly gone on the record with the UK's CAR, indicating that his luxury marque could – but won't necessarily – build a luxury GT-R. Ghosn stopped short of confirming that a project was in the pipeline, but left the possibility open for the future. So there's some hope. The question is whether an Infiniti supercar would have much room to improve over the existing beast we know as Godzilla, particularly when the above-pictured Egoist model already offers nearly all the trimmings you could ask for. </div>Sports Cars Fanshttp://www.blogger.com/profile/04096280915815219937noreply@blogger.com