AutojunctioN

hybrid Ford F-Series Super Duty trucks is expecting on 2013

2011-07-29T20:05:00.000-07:00

Azure Dynamics has signed an agreement with Ford, whereby the Oak Park, MI firm will integrate its plug-in hybrid technology into Ford's F-Series Super Duty trucks.

Working in collaboration with Ford, Azure's plug-in hybrid technology will debut on the F-550 Super Duty chassis cab in early 2013. This agreement also allows for Azure to perform plug-in hybrid powertrain conversions on all available configurations of Ford's F-350 and F-450 trucks. Azure says that roughly two-thirds of its plug-in hybrid system will be applicable for all Super Duty configurations, with approximately one-third needing to be powertrain-specific (i.e. gasoline or diesel).

Additionally, the Azure-Ford agreement includes a so-called "ship-thru" provision that will allow Azure to sell its converted vehicles through qualified Ford Commercial Truck dealerships in North America. In 2009, Azurestruck up a similar deal with Ford for the Transit Connect Electric.

GoPro HD: Budds Creek Lucas Oil AMA Motocross 2011

2011-07-20T21:36:00.001-07:00

Harley-Davidson's new and updated models for 2012

2011-07-20T21:12:00.000-07:00

We now know exactly what to expect from the Harley-Davidson lineup next year. The bike maker plans to roll out two new models: a 10th Anniversary Edition V-Rod and a new Dyna Switchback. The V-Rod will wear special silver paint designed to pay homage to the aluminum bodywork of the original liquid-cooled Harley, and buyers will get to enjoy unique 10th Anniversary V-Rod bags as well.

Meanwhile, the Dyna Switchback boasts a detachable windshield and a set of removable hard bags to create a versatile ride that can toe the line between an in-town cruiser and a long-haul machine. The Switchback, like all but two of H-D's entire line of Dyna, Softail and Touring models, packs the company's Twin Cam 103 engine with a full 100 pound-feet of torque.

The rest of the Harley-Davidson stable has received a few updates as well, including the company's Night Rod Special. That bike gets a new set of light-weight wheels, a tapered tail section and an inverted front fork along with improved ergonomics.

Pioneer's reality navigation system

2011-05-09T21:28:00.000-07:00

Pioneer's AVIC-VH09CS has all the techie trappings you'd expect from an in-dash navigation system: A seven-inch LCD, DVD and CD player, USB and SD card slots, and Bluetooth connectivity. But what sets it apart is the addition of the Augmented Reality (AR) Scouter Mode.

The double-din head-unit wirelessly connects to a camera installed on the windshield, streaming video and layering the sat-nav information over the image. The system integrates with the road, highlighting lanes, identifying stores and creating 3D representations of destinations so you know exactly where you're going. It even allows you to "augment" the vehicle in front of you, so if that minivan is too staid for your tastes, the system will superimpose something sexier (think Ferrari) on top.

The AVIC-VH09CS is due to go on sale later this month. The bad news: It's only available in Japan and comes in at $3,700.

2010 LA Auto Show Design Challenge Winner: Cadillac Aera Concept

2010-11-24T21:27:00.000-08:00

The focus at the LA Auto Show is on new production vehicles as well as concepts that hint at an automaker's direction for the very near future. One aspect of the show however, looks further into the distance and pushes designers to create their vision of a supplied theme. The LA Auto Show Design Challenge has entered it's seventh year, and for 2010 the designers had to create a 1,000-pound car that was stylish and performance oriented yet also capable of carrying four passengers. The GM Advanced Design team stepped up to the plate and, with their Cadillac Aera Concept, took the top spot. The podium must have been crowded though because the Smart 454 also claimed a victory as the judges declared the competition a tie.

This marks the third time that the group from General Motors has won this challenge, giving them the most wins out of all automakers that enter. The Cadillac Aera Concept hit on all areas that the judges were looking for and, despite the futuristic styling, still carries some recognizable lines from Cadillacs of today.

LA Auto show Green Car of the Year goes to Chevy Volt

2010-11-24T21:21:00.000-08:00

The Chevrolet Volt drove off with the 2011 Green Car of the Year Award at the LA Auto Show this morning, beating out tough competition from the Nissan Leaf and ending a two-year diesel powertrain reign (at the 2008 show, the Volkswagen Jetta TDI was named the winner; last year, the Audi A3 TDI won). The other finalists for this year's award, given out by Green Car Journal, included the Lincoln MKZ Hybrid , Hyundai Sonata Hybrid and the Ford Fiesta.

2010 LA Auto Show: Porsche finished 60 golden years of in America

2010-11-24T21:16:00.000-08:00

At its press conference at the 2010 Los Angeles Auto Show, Porsche unveiled its Cayman R, and showed a video celebrating 60 years of its cars in America.

2010 LA Auto Show: Godzilla 2012: The new GT-R

2010-11-24T21:13:00.000-08:00

When Nissan unleashed its latest version of the GT-R in 2007, it seemed there was no room for improvement. Engineered to extreme levels, this GT-R used a high-power twin turbo V-6, essentially a racing engine, a dual-clutch six-speed automated manual transmission, and a very advanced all-wheel-drive system.

But Nissan demonstrates with the 2012 model that technology can always be improved, increasing engine output by 45 horsepower. And what looks like a minor bodywork update also increases downforce by 10 percent. For a cosmetic update, Nissan added LED running lights.

We also found a slight mystery on the all-wheel-drive control switch. In the most recent version of the GT-R we've driven, a 2010 model, the all-wheel-drive switch offered racing, normal, and snow modes. In the cabin of the 2012 model, we noticed the Snow label has been replaced by Save.

2011 Porsche Cayenne

2010-07-17T07:36:00.000-07:00

The Porsche Cayenne wears many hats. It masquerades as both the automaker's entry-level vehicle and as its flagship turbocharged SUV. Broad-shouldered in stature, one variant can blast to 60 mph in less than five seconds and top 170 mph, while another may be propelled quietly under the emissions-free power of electricity. Regardless of where they rank in the hierarchy, multi-talented Cayenne models are capable of traversing deep streams, towing 7,700-pound trailers and carrying five passengers and their luggage into the hands of waiting luxury hotel valets.

The six-cylinder Porsche Cayenne is hardly the automaker's crown jewel, but it's frequently one of the best-selling models in the lineup. Following on the heels of its more powerful siblings, the entry-level SUV can't hide behind its engine displacement – it must prove itself through luxury, improved performance, fuel efficiency and value.

We just spent a couple days driving the all-new Cayenne in Germany, and unlike two months ago, when we put the flagship Cayenne Turbo and the eight-cylinder Cayenne S to the test at the beautiful circuit and off-road course at Alabama's Barber Motorsports Park, the European venue gave us the opportunity to drive the entry-level Cayenne in crowded city streets and on the wide-open Autobahn. What's under the hood of the six-cylinder Cayenne, and why is it unique? How does it drive compared to its eight-cylinder siblings? Most importantly, how does it compare to its competition? Find out after the jump.

Porsche will offer four different Cayenne models in North American in 2011: Cayenne, Cayenne S, Cayenne Turbo and Cayenne S Hybrid. (We don't get the Cayenne Diesel, but don't get us started.) In typical Porsche fashion, the automaker introduced its top-level models first with the arrival of the eight-cylinder Cayenne S and Cayenne Turbo in May, while the just-released six-cylinder Cayenne (and the Cayenne S Hybrid) won't be unveiled at your local dealership until this Fall.

While the world is just now getting its hands on it, the arrival of the six-cylinder model has been anticipated for some time, but its powerplant specifics have been largely shrouded in mystery. With an all-new Porsche-developed 3.6-liter V6 on the table (recently fitted to the Panamera), the automaker had a choice between its own engine and an updated version of the carryover Volkswagen-sourced 3.6-liter unit. Economics won the battle, so the standard Cayenne will once again share powerplants with the Volkswagen Touareg.

Displacing 3,598 cubic centimeters, the direct-injected 10.6-degree V6 features an iron block and aluminum cylinder heads. Unlike the all-aluminum 90-degree V6 in the Panamera, the Volkswagen narrow-angle "VR6" powerplant does not have balance shafts (our calibrated rears say the Porsche V6 is slightly smoother). While the Volkswagen variant makes 280 horsepower, Porsche engineers tweaked the tuning and gifted the engine with a new intake manifold to customize it for duty in the Cayenne. The result is a bump to 300 horsepower (at 6,300 rpm) and 295 lb-ft of torque (at 3,000 rpm). Bolted to the back of the engine is a standard 6-speed manual transmission (yes, a manual transmission). We didn't get a chance to try it, as our test models were fitted with Porsche's excellent new eight-speed Tiptronic S automatic transmission. In both cases, power is sent to all four corners of the SUV through an electronically-controlled all-wheel drive system. There is no low range case anymore, as Porsche says the lower gears are sufficient for serious off-road travel. Even with six-cylinder power, the Cayenne is rated to tow the same 7,700-pound trailer as its siblings.

Aside from the missing cylinders, the six-cylinder Cayenne models also wear slightly smaller standard brakes. The fronts are six-piston aluminum monobloc calipers (painted black) on 13.78-inch iron rotors, while the rears are four-piston calipers on 13-inch iron rotors. Porsche's composite ceramic brake (PCCB) system is optional (and obvious to everyone within eyesight with its huge metallic rotors and yellow calipers). Steel springs and gas pressurized dampers are standard, with air suspension and Porsche Active Suspension Management (PASM) optional.

Realizing the wheel/tire/brake packages are upgradeable on all trim levels, it's difficult to tell the models apart without checking the scripted badge on the hatch or catching a glimpse of the front. It's the nose that differs. The Cayenne Turbo wears an aggressively large grille and intake, while the normally-aspirated models share smaller grilles (the V8 model is finished in black, while the V6 receives an aluminized finish). The Cayenne V6 also sports twin brushed stainless steel oval exhaust outlets, just like the Panamera V6.

The lighter powertrain pays off at the scales. The Cayenne SUV weighs just 4,399 pounds, undercutting its sibling Cayenne Turbo by nearly 400 pounds and leaving the competition in line at Jenny Craig, with the Mercedes-Benz ML350 coming in 330 pounds heavier and the six-cylinder BMW X5 lugging around an extra 531 pounds.

With the key in our left hand, we climb into a nondescript six-cylinder Cayenne wearing 19-inch wheels (wrapped with 265/50YR19 Pirelli tires). The all-new interior mirrors the elegant styling of the Panamera sedan – very upscale and meticulously finished from its beautiful wood and aluminum accents to the leather stitching on the dashboard. The seat and steering wheel are infinitely adjustable and outward visibility is good, although the backup camera does help.

As mentioned in our first driving impressions a few months ago, the Cayenne platform is incredibly enjoyable to drive. Its driving mannerism are more "big sedan" than oversized 'ute, meaning the brakes and steering are responsive to the driver's inputs, not merely taking suggestions. It doesn't feel nearly as ponderous as the Audi Q7 or as heavy as the BMW X5 when touring tight city streets.

Acknowledging that it has less mass to haul around than its predecessor, the 0-60 mph sprint now takes about 7.5 seconds, putting it decidedly mid-pack among its competitive segment. Most importantly, with excellent gearing down low, you won't miss the V8 or Turbo under 45 mph as the six-cylinder Cayenne moves off the line enthusiastically thanks to the aforementioned eight-speed Tiptronic tranny.

More than content with its performance around town, we steered the six-cylinder Cayenne towards the Autobahn to try its powertrain under more demanding conditions. As stable at high speeds as it is sitting still in a parking lot, the SUV easily held velocities between 80 and 110 mph. As expected, it does lose most of its stamina as the speed increases over 90 mph (e.g., the Cayenne Turbo rockets to 125 mph in about 13 seconds, while the Cayenne V6 does it in a longish 35 seconds). With patience, and a long open stretch of road, we were able to coax it up to an indicated 134 mph, although Porsche claims it will run 143 mph if given the opportunity. When it came time to bleed off the speed, the standard brakes were more than up to the task.

Porsche has priced the Cayenne very aggressively. The entry-level six-cylinder model starts at $46,700, making the base SUV the automaker's least expensive offering in the States. Shaving more than another second off the 0-60 sprint, the eight-cylinder Cayenne S begins at $63,700. The new Cayenne S Hybrid begins $67,700, while the flagship Cayenne Turbo has a base price of $104,800.

The assertive base price means the entry-level Cayenne is priced in the thick of its European competitors, including the six-cylinder BMW X5 ($45,800), the six-cylinder Mercedes-Benz ML-Class ($45,700) and the six-cylinder Audi Q7 ($46,900). The Porsche offers more power than the Audi and Mercedes, but BMW's new-for-2011 twin-turbo 3.0-liter under the hood of the X5 xDrive35i is stronger than the Cayenne's 3.6-liter.

Porsche does not offer a "token" third-row seating option (like BMW and Audi), but its second-row seats slide on rails and the seatbacks recline/fold making the interior both accommodating and very configurable. To its dynamic advantage, the Porsche has the most modern and lightest platform. And, thanks to its Panamera-inspired interior, the Cayenne's cockpit is arguably the most luxurious and inviting of the foursome, too.

But we wouldn't buy the six-cylinder Porsche Cayenne for its engine.

Despite the fact there's nothing inherently wrong with the lesser power unit – it's more than competent – Porsche offers much better combustion routes if you are seeking pavement-pummeling power and a hybrid option if you are on a quest for fuel economy. Instead, consider the entry-level 3.6-liter V6 variant as a heavily discounted way to enjoy the Cayenne's silky eight-speed Tiptronic, bulletproof platform, refined chassis dynamics, luxurious cabin amenities, surefooted all-wheel drive, accurate steering feel and impressive braking capabilities at less than half the cost of the Cayenne Turbo.

The Panamera sedan is currently basking in the brand's sales-leading spotlight, yet the Cayenne will undoubtedly take back its top position when all the models fill the showrooms later this year. Unlike its predecessor, whose owners were often accused of driving the overweight SUV solely for the polished gold, maroon and black badge emblazoned on the hood, the new six-cylinder model is an agile, attractive and well-mannered gentleman. While it may not run as quickly as its athletic siblings, this Cayenne is stout enough to be distinctive on its own – with or without the Porsche crest leading its way.

Review: Audi A5

2010-07-17T07:35:00.000-07:00

With the introduction of the A5 for 2008, Audi launched itself into a vehicle segment it had never competed in – one which has waned significantly over the past two decades. Not so long ago, the personal luxury coupe was one of the top selling segments in the U.S., but for a wide variety of reasons, the overall sales picture left it behind.

Now you might ask yourself, "How is an A5 in any way similar to the likes of a 1970s-era Chevrolet Monte Carlo or Ford Thunderbird?" At first glance, the A5 is something completely different, but when you dig below the surface, there are more similarities than one might think – particularly when considering the 2.0T model. Except for a few NASCAR-inspired specials, PLCs of the 1970s weren't typically performance machines anyway – they focused more on style and creature comforts. And it's here where the A5 delivers.

Over the past two decades, Audi has been steadily climbing the ranks to become one of the preeminent automotive design houses. Concepts through the 1990s and the 2000s included the original TT and Nuvolari showed that Audi was capable of delivering more than bland German executive lunchboxes. The real explosion began when the first-generation TT entered production, and ever since, Audi's lineup has grown bolder with each successive model. The birth of the A5 brought mainstream Audi design to a whole new level, and it's fair to say that not only is this coupe is among the most attractive Audis in existence, it's probably one of the best looking coupes we've seen in decades.

While the high-powered S5 coupe and cabrio balance sophistication with performance, the reality is most A5s are powered by a much milder 2.0-liter TFSI inline-four. But that's not necessarily a bad thing. Larger coupes have almost always been more about style than substance, but all vehicle segments evolve over time, and the coupe market has proven no different. Over the years, mass-market brands looking to flesh out their lineups have embraced coupes as a way to add new variants of existing models without ballooning costs. The result was a proliferation of "coupes" that were often little more than two-door sedans that sacrificed ease of rear access without adding any real style. Worse yet, American personal luxury coupes became baroque and grotesque, and ultimately, a lack of substance contributed to their eventual demise.

We've become quite familiar with the A5's shape over the last several years and it's holding up incredibly well. Sharing the same mid-sized B8 platform as the A4 sedan/wagon and Q5 crossover, the A5 is clearly a modern Audi. However, the A5 has unique dimensions and proportions from its siblings, being lower, longer and wider than the A4 sedan, while riding on a shorter wheelbase. Combined with the 19-inch wheels, the overall effect is a more voluptuous effect than its sedan sibling.

The interior of the A5 will be instantly recognizable to anyone familiar with contemporary Audis. Two large primary gauges flank a central information display where the driver can page through an array of data. Everything from fuel economy to iPod tracks are directly in front to minimize looking away from the road. Our A5 tester was blessed with the Sport Package's optional front chairs, and their enhanced lateral bolstering and manually extendable thigh bolsters were more than welcome. The thick-rimmed steering wheel is grippy and adjustable for both reach and rake.

The racier roofline of the A5 means that the driver's hip point is commensurately lower. It's still nowhere near as sunken as the perches of most sports cars, but the A5 may not be ideal for those with mobility issues. As you might expect, access and accommodations in the rear seats aren't exactly commodious, although rear headroom is adequate (we managed to stuff a six-footer in back), anyone with longer-than-average legs may have an issue fitting comfortably in the back. At least there's a switch that motors the entire front seat forward, allowing rear passengers some latitude to control their own limited leg room.

While we are generally loathe to turn down more power, it makes sense to us that the best-selling member of the A5 family – by far – is powered by the Volkswagen Group's sweet 2.0-liter TFSI inline-four, putting out 211 horsepower and 256 pound-feet of torque. In this application, Audi's TFSI system includes a turbocharger and direct fuel injection, the latter of which allows the use of higher compression ratios and boost pressures without triggering piston-destroying knock. As a result, the relatively small engine can generate some serious torque over a broad rpm range, delivering power levels that would normally necessitate the application of a larger and less efficient engine.

A normally aspirated and direct-injected 3.2-liter V6 is also available, but while it produces 265 hp, it's down on torque to the inline-four with just 243 lb-ft. Further, the beefier powertrain adds an extra 200 pounds of heft, so you gain nothing over the four-cylinder model in performance and consume more fuel at the same time. With the extra weight hung out over the front axle, you also don't net anything in driver engagement, especially in North America, where V6 is paired exclusively with six-speed automatic transmission. The bottom line? Both models accelerate to 60 miles per hour in 6.4 seconds and you stand to have more fun getting there in the 2.0T, though one could certainly argue that the V6 makes a more appealing noise.

The best driver-oriented combination in the A5 family is also the least expensive – the four-pot paired with Audi's six-speed manual gearbox. The manual remains one of our favorites 'boxes thanks to its slick action and short throws. The clutch travel is smooth and predictable, making it easy to manage in stop-and-go traffic. Combined with the 2.0T's surprisingly robust torque curve, this combination provides some flexibility to drive in traffic without constantly rowing through the gears. The four-cylinder A5 may not win any drag races against some other sports coupes, but the DI turbo has more than enough grunt to instantly carry out passing maneuvers on a two-lane road without triggering any undue anxiety.

Another benefit of the entry-level drivetrain is its more desirable weight distribution. Along with the 40/60 front-rear torque split of the latest Quattro all-wheel-drive, there's remarkably little understeer compared to past Audis. Unlike the S4, the A5 doesn't feature Audi's trick torque vectoring rear differential, but buyers looking to push their coupe hard enough to notice will probably opt for the higher-performance model anyway. One thing every driver will notice, however, is the electro-hydraulic power steering assist. It's a tad light at low speeds, but firms up beautifully as speeds increase and has no disconcerting on-center dead zone.

Our A5 tester wasn't equipped with Audi's Drive Select, a system that includes variable damping and steering ratios, but it wasn't missed. On this model, the balance of spring and damping rates made trudging along the rough pavement of mid-Michigan a pleasure, without sacrificing dynamic responsiveness in the process. At 3,583 pounds, the A5 isn't a featherweight by any means, but Audi seems to have used the mass effectively to ensure it has built a solid structure. Even over the worst roads, the coupe remained tight and rattle-free.

With its graceful lines and classic proportions, the 2.0-liter A5 coupe really is the modern incarnation of the personal luxury coupe, albeit without the indulgent proportions, consumption and garishness of its 1970s antecedents. The A5 provides a great-looking ride for a couple while accommodating two more in a pinch. Its performance would have humbled pure sports cars not too long ago, and despite its small engine, even in moderately aggressive driving, it never feels like it's breathing hard. Even with little consideration for economy, our 2.0T-powered A5 returned a very respectable 25 miles per gallon in mixed driving.

As of mid-2010, Audi remains the only premium European brand offering four-cylinder engines in the U.S. market, and its consistent growth over the last several years indicates it may be on to something. Mercedes-Benz and BMW have both indicated that they will bring four-cylinder (and in BMW's case maybe even three-cylinder) engines back to their respective lineups in the coming years. You might think that a premium car with a four-banger might be just a loss-leader special, but Audi is showing it doesn't have to be so. At $44,750 including Premium, Sport and Navigation packages, the A5 is not inexpensive, but it's an attractive alternative to six-cylinder coupes like the BMW 3-Series, Cadillac CTS, Mercedes-Benz E350 and Infiniti G37, while providing better fuel economy to boot.

2010 Chevrolet Silverado Hybrid

2010-07-17T07:33:00.000-07:00

For every engineering stroke of genius out there, there are a million duds – projects that someone slaved over in good faith, only to realize that someone else had already come to market with a superior and/or more viable alternative. Both the electronic and automotive industries are awash with tales of second-place finishes in two-man races. Blu-ray vs. HD DVD, VHS vs. Betamax and Oldsmobile vs. Edsel are all stories of outright champions and also-rans. It's rarer, however, to see a company build and sell an ugly duckling right alongside the varsity all-stars of the family, which is exactly what General Motors has done with its 2010 Chevrolet Silverado Hybrid.

It's clear that GM desperately wants to mix the seemingly unblendable worlds of full-size pickup trucks and hybrids with its electrified Silverado, and to some degree, they've succeeded. Yes, our tester has a bed, four-wheel drive and a meaty V8 up front. And yes, it packs an electric motor and a mammoth battery pack. But the finished product feels like the road-going equivalent of a spork – a utensil to be used as a last resort. The only problem is, there are far better alternatives, many of which are available from The General's stable.

For 2010, the Silverado Hybrid is nearly indistinguishable from its conventional cousins. Chevrolet designers have finally deleted the gaudy HYBRID decals we saw slathered down both sides of the cab when we first drove it early last year, and we couldn't be happier. The fenders and tailgate still wear attractive hybrid badges, but otherwise, the truck is largely interchangeable with its less expensive family members.

By now, the world has largely made up its mind on the merits of the new's Silverado styling, so we won't waste anyone's time by nitpicking. However, we note that the pickup's hybrid nature has dictated an emphasis on improved aerodynamics for better mpg numbers, so this Silverado wears a low-hanging front airdam that shivers at the thought of steep parking lot entrances and gets hung on most parking barriers. This, on a four-wheel drive model.

Things don't get much better inside. We typically wait until the end of a review to beat you over the head with a vehicle's MSRP, but in this case, it's important to point out that our particular 2010 Chevrolet Silverado Hybrid carried a sticker of $41,490 without destination charges. Throw in the $995 it takes to get the truck to your local dealer and you're knocking on the door of $43,000 – without a single option. Our tester carried cloth seats, acres of cheapish plastic dash materials and not much else. We did have the benefit of dual-zone climate control, power windows and locks, along with satellite radio, but at this price point, that's like saying the vehicle also comes with windshield wipers. It damn well better.

But don't get us wrong. We completely understand that this is a truck, and that trucks are meant for working. But if this was meant to be a bare-bones work vehicle, it probably wouldn't cost more than a BMW 335i. In order to spend this kind of change on a half-ton truck, we expect leather seats, some sort of navigation other than OnStar and a rearview camera. At least. As long as we're wishing, a power-sliding rear window wouldn't hurt our feelings, either.

The good news is that Silverado Hybrid interior is identical to the standard Silverado. The steering wheel is the exact same unit you'll find in nearly every other GM truck, and while it feels a little thin for such a behemoth, it does its job just fine. We still feel that the steering wheel-mounted GM audio and cruise controls are some of the easiest to use of any vehicle out there, and that doesn't change simply because the pieces have made their way to a pickup. Up front, the seats are comfortable enough for short stints, but start to become uncomfortable after two or three hours on the road. One of the Silverado Hybrid's big strengths is its ability to carry up to six passengers thanks to a center console that converts into a middle throne. We have a hard time imagining burly construction workers getting cozy in the front row, but hey, you never know.

And what about the hybrid drivetrain? First, we have to say that this is the best sounding hybrid on the planet. GM has mated its tried-and-true 6.0-liter V8 to a two-mode hybrid system for a combined 332 horsepower and 367 pound-feet of torque, and when you roll onto the throttle, you're rewarded with the kind of delicious cacophony that can only come from a pushrod mill. Doing so completely misses the point of the rest of the eco-savvy tech onboard, of course, but what can you do?

The Silverado Hybrid can drive up to 30 mph on all-electric power thanks to twin electric motors mated to a variable planetary gear system in the four-speed automatic transmission, and a 300 volt nickel-metal hydride battery pack serves up all the necessary power. GM has also fitted the big V8 with a few fuel-saving tricks, including cylinder deactivation and an auto-stop system, and the result is an EPA-rated 21 mpg city and 22 mpg highway. 21 mpg combined actually sounds pretty good until you realize that the non-hybrid Silverado 1500 manages 18 mpg highway and 13 mpg city – that's 15.5 mpg combined – costs $10,000 less and can tow up to 9,500 pounds. Opting for the hybrid drivetrain will cut your towing capacity to a measly 5,900 pounds, begging the question: Is 5.5 mpg worth the hit in functionality and cost?

Around town, the Silverado Hybrid is plenty comfortable to drive, though. The brakes are more than competent and power from either the electric motors or the big V8 is plenty for any sort of driving scenario. The auto-stop for the engine shuts down smoothly enough, and the 6.0-liter mill comes to life with the same kind of show that accompanies starting any V8. The grabby sensation of the regenerative braking system found on older full-size GM hybrid trucks has been all but extinguished, and the high seating position provides enough visibility to see over most low-lying structures. Unfortunately, that trend doesn't continue once you hit the highway.

Like most tucks, the Silverado Hybrid has fairly stiff rear springs designed to keep the tail up while hauling big loads, and the result is that you feel nearly every imperfection in the road surface. Expansion joints, potholes and pavement changes all get transmitted straight to your derriere as you drive. What's really curious is the truck's dampening isn't up to handling all of the weight of the vehicle. Drive through any dip in the pavement and you get the full motion-of-the-ocean effect. It feels like a Crown Victoria mated with a WRX STI and had one horrible, malformed child. After four hours in the driver's seat, we weren't sure which was going to give up first – our kidneys or our stomach.

General Motors had the opportunity to do something really impressive with the Silverado Hybrid, but what we got instead is a vehicle that has all of the right bones, but none of the followthrough to be really worth it. While the drivetrain tech is right where it needs to be for this kind of vehicle, the rest of the beast is still a big, heavy, quarter-ton truck. Instead of opting for a much lighter standard cab, GM bolted a hefty crew cab on the frame, complete with two additional doors for extra weight. Where are the composite fenders and bed sides? Where's the aluminum hood? Why is this truck still rolling on thick, 18-inch chrome wheels that weigh more than our first car? Why is the transmission still a four-speed instead of a more efficient six-speed, and why didn't GM go with its 4.8-liter V8 or even a V6 instead of the big 6.0-liter mill?

The short answer is cost. The General probably realized up front that the Hybrid was likely to be a fringe volume money loser, but in the end, it was more interested in being able to say that it's the only manufacturer with a hybrid pickup, so it pressed on regardless. We've been absolutely amazed at the amount of progress General Motors has made since emerging out of bankruptcy last year. The company has produced a wave of competitive, fuel-efficient models in short order, which is partly why we're so taken aback at how completely the Silverado Hybrid misses the mark. Given the plethora of genuinely capable, incredibly efficient trucks in the General Motors portfolio, we have a hard time imagining why anyone would opt for the Hybrid when it's time to sign on the dotted line.

Leaked sketch of upcoming Ducati power cruiser

2010-07-17T07:27:00.000-07:00

Close your eyes and think of a Ducati motorcycle. Got it? Good. What's in your head? We'd guess something fast, beautiful and... red. That about right? Despite having roots firmly in the sportbike minefield, clearly the Italian motorcycle maker has its sights set on expanding its market share by entering into new and previously untapped markets. Evidence? We'll call the Multistrada Exhibit A.

And this sketch is about as strong an Exhibit B as you'll ever lay your eyes upon. Sometimes dubbed the Mega Monster by the motoring press, this sketch gives us an indication of what Ducati has up its corporate sleeves for the upcoming EICMA motorcycle show in Milan.

As you can see, a liquid-cooled Testastretta V-twin engine with the Multistrada 1200's 11-degree valve overlap angle, which smooths out power and improves fuel efficiency. We're expecting something over 150 horsepower in this application, and ride-by-wire and traction control will also be present. There's also a single-sided swingarm holding an absolutely massive rear tire (spy shots indicate it'll be a 240, but we'll see), USD front forks and monobloc calipers up front.

Naturally, Ducati's trademark trellis chassis is in full effect, in this case used for style and not really for substance. Ducati does indicate that the power cruiser will sport a reasonable 40-degree lean angle, but we have to wonder about the potential handling characteristics of a bike with a raked-out front end and wide-for-the-sake-of-style rear tire.

For what it's worth, assuming this bike is what we think it is, this is not the first time a European motorcycle maker has decided to dip a toe in the cruiser market. Way back in 1998, BMW released its R 1200 C range, and while the bike was much more technologically advanced than anything else on the market at the time (fuel injection, ABS brakes, telelever front suspension, single-sided shaft drive, etc.), it failed to reach the kind of sales figures hoped for by the German marque. We'll just have to wait and see how it all plays out for Ducati in November.

Tata Nano is safe

2010-05-24T08:46:00.000-07:00

Earlier this year, there were reports of at least three Tata Nano runabouts channeling The Trammps and going up in Disco(unt) Infernos. Of the three Nanos that got the charbroil treatment, two of them were apparently due to a faulty switch. The third couldn't be explained, so Tata put together a team of 20 employees supplemented by a forensics expert to figure out what was going on.

Without explaining what happened, the team has reportedly "found no manufacturing defects," and according to PTI News, they say that the third incident is unrelated. Furthermore, all Nanos "absolutely safe." As you were, then. Still, in case current Nano owners want to be even more than absolutely safe, Tata will preemptively check any vehicle already in service.

New York Auto Show 2010: 2011 Chevrolet Cruze Eco

2010-05-02T11:45:00.000-07:00

For the past week, we've been hearing all about the latest iteration of the Chevrolet Cruze, the 40-mpg Eco model. While the name is rather uninspired (Eco's the best they got?), the technology that allows the Cruze Eco to hit that lofty number is anything but. Here's the really interesting part: Chevy is claiming that fully 70% of Cruzes will feature the 1.4-liter variable-valve timing turbo I-4, including the Eco model. But wait a moment, how does the Cruze Eco achieve such lofty mileage with the same engine (same power, too – 138 horsepower @4,900 rpm, 148 pound-feet of torque @1,850 rpm)? Keep reading.

Starting with the front of the Eco, there's a new, wind tunnel-massaged front fascia complete with a class-first "Aero Shutter." Take a look at the air inlet area below the grill. During low speed driving (say stop and start city type stuff) the aero shutter is open. However, at higher speeds when cooling the turbocharged engine isn't as much of an issue, the shutter shuts, allowing air to more efficiently stream around the vehicle.

There's also a slim lower chin spoiler and "tire blockers," which we typically call spats. Moving on to the rear, there's a new fascia back there that's also been wind tunnel tested for more slippery-ness. Surface area is further decreased by lowering the car by 10 mm compared to other Cruzes. There's a full-body underpanel to keep air from getting hung up on stuff like the exhaust and suspension components, as well as ultra low rolling resistance tires shared with the Volt. Finally, there's an ultra-tall 6th gear (the Cruze Eco is manual-only) that allows the rpms to greatly drop when the vehicle is at cruising speed.

As you may imagine, Chevy has also done its very best to reduce mass as much as possible, going to far as to shave welds down by a millimeter. But here's the thing: while working on the body in white, Chevy discovered that the mass-saving measures they made to the Eco could easily be applied to other Cruze models, which means that the not-quite-yet-on sale Cruze will have across the board improved mileage. Nice, no? The Chevy Cruze should go on sale in the 3rd quarter of 2010 with the Eco (probably) making it out of the gate by the 4th quarter of this year.

Newy York Auto Show: Chrysler Town & Country SafetyTec

2010-05-02T11:44:00.001-07:00

Although the Chrysler Group still has a rather large amount of floor space here at the 2010 New York Auto Show, the company didn't have a lot to offer this year...at least not just-baked stuff for the assembled media. Instead of showing off a new 300 or maybe even a 200C hybrid, they merely gathered up a bunch of older concepts and special editions and dropped them off at Javits. Chrysler at least had the good sense not to have a press conference. To be fair, the Pentastar is struggling and we don't mean to kick them when they're down so we'll focus on the positive instead.

One new vehicle we found amidst the recently unveiled specials was a 2010 Chrysler Town & Country with seemingly every one of Chrysler's latest safety and security features. The press release, which you'll find after the jump, says the package includes the company's Rear Cross Path (RCP) and Blind-spot Monitoring systems (BSM) to help drivers in making "safe lane changes and backing out of high-traffic parking situations." Both features are apparently firsts in this segment.

This new "SafetyTec" package, as it's known, is an option on the 2010 Chrysler Town & Country Touring and new Touring "Plus" models, and will be standard on the Town & Country Limited. The grouping includes standard and optional safety and security features like multi-stage airbags, seatbelt pretensioning, constant-force seat-belt retractors (CFR), active head restraints and supplemental side-curtain air bags. There are also accident-avoidance features like Smart Brake and Electronic Stability Control (ESC), plus security features like an anti-theft alarm and the Sentry Key engine immobilizer among other things. If Chrysler knows anything, it's minivans and the importance of safety to minivan buyers.

New York Auto Show 2010: 2011 Scion tC by Axis

2010-05-02T11:41:00.000-07:00

Yesterday, Scion revealed their brand spankin' new 2011 tC to the world's automotive press here at the New York Auto Show. We happen to think the car looks just fine, but will admit that for a youth oriented brand such as Scion, a little bit more aggression might have been nice. Meet the Five Axis tuned Scion tC, a car that couldn't get much more aggressive unless it was holding a gun. A really big one. \ If you don't know, Five Axis is mostly known for their show car offerings.

The "Blood Shot Red" paint is slathered over a four-inch wide body kit. The lower grill is just plain nuts. Sadly the doors of this concept were locked, but we could see (but not really photograph) that the interior's stuffed with all sorts of customized good stuff, with lots of what appears to be leather and suede. The suspension is made up of Tein adjustable coil-overs. The brakes are ginormous (especially for a 180-horsepower tC), measuring 14-inches in front and 13-inches in the rear. But the brakes aren't the crazy part.

New York Auto Show: Pet Safe Vehicle of the Year goes to Ford Edge

2010-05-02T11:40:00.000-07:00

When is a dog a 2,700 pound projectile? When little Muffy is riding shotgun, big old fuzzy head stuck out the window, tongue lolling in the breeze and all of a sudden master crashes the darn thing into some unforseen obstacle. In the interest of keeping pets safe, Bark Buckle UP, a pet travel safety organization, has some recommendations. Among endorsement of the Doggie Seat Belt and exhortations to take steps toward pet safety in the car, are some vehicular mentions. While pet safety is a laudable goal, this announcement leaves us feeling a little dirty, like it's mostly a thinly-veiled ploy to sell stuff.

In any case, Bark Buckle UP gave its Top Dog awards away at the New York Auto Show, and the Ford Edge has trotted away with the Pet Safe Vehicle of Choice Top Dog award. "The Ford Edge is perfect for those traveling with pets," says Ford Edge marketing manager Brett Burin upon the Edge's crowning. Bark Buckle UP agrees, citing the vehicle's combination of space, ease of ingress and egress for Fifi and Fido, rear ventilation and adaptability to pet gear as reasons for the win. Ford vehicles took four of the award's 'choice' slots for 2010, with the Transit Connect, Flex, and Lincoln MKT also making the list. The other alternative is to avoid either having a dog altogether (they're smelly, and they lick their butts) or don't chauffeur your pooch around if you have opened your home to canis domesticus. If you're a dog lover, though, you might want to check out the official press release after the jump.

Geneva Auto Show 2010: Top 5 hottest cars

2010-04-06T22:25:00.000-07:00

The Geneva Motor Show 2010 have seen the launch of 33 cars on its opening day.

The top 5 best, hottest cars of Geneva Auto Show 2010 are mentioned here:

Nissan Mirca -Nissan Motors are out with its ambitious Nissan Micra car. Micra l be an eco friendly and user oriented, global car. Another car will be Nissan Leaf, an electric practical car, which would run for 120 km on a full battery charge.

Porsche 918 Spyder - The new Porsche 918 spyder is a combination of modern technology and style. It has high tech racing features, superb performances and long electric range.The Porsche 918 Spyder Concept is even hotter in person than it is in photos. About the size of a Boxster, it's a little wider and a lot meaner. Underneath all that sharkness you get a 500-horsepower V8 in addition to 218 overall horsepower from the two axle-mounted electric motors. And that will get you to 60 in 3.2 lickety-split seconds as well along with the feelgood factor of 94 mph.

Ferrari 599 Hybrid - The Ferrari 599 hybrid is a two seater, which debuted in a kermit gren. It is based on Ferrari's Formula one kinetic energy recovery system, to recover breaking and deacceleration energy.

Audi A1 - The 3 door Audi A1 is a concept car with a 1.2 / 1.4 liter gas or 1.6 liter diesel engine. The 1.2 liter AUdi A1 can reach 100km/h in 12.1 seconds, delivering a top speed of 179 km per hours. Audi still hasn't released any images of its new electric A1 e-tron concept, but it has revealed some details of the car. Unlike the two previous e-tron sports car concepts that were both pure battery electric models, this one is a range-extended EV. Like the Chevrolet Volt, the A1 e-tron uses a smaller battery pack that allows it to go up to 31 miles on a single charge with no emissions.

Once the battery is depleted, an internal combustion engine kicks in to drive a 15-kilowatt generator and keep the A1 going. However, unlike the Volt or Fisker Karma, the A1 is using a single-rotor Wankel engine to drive the generator. While Wankels are not renowned for their fuel efficiency (much the opposite in fact), in this application it could work well thanks to its high power density.

The range with the Wankel running is bumped up by another 124 miles to a total of 155. With only a 15kW generator available to sustain the battery, it will be interesting to see how much performance is degraded in that mode. Audi claims the A1 e-tron achieves 123.8 miles per gallon (U.S.) on the draft EU standard for ER-EVs. We should have more details tomorrow, so stay tuned.

Kia Ray plug-in hybrid - The Kia Ray is a 4.4 metre long car with four doors. The sedan can run on 80km on electric power and can touch 1200 kilometerws on a single fuel tank.

Geneva Auto Show 2010: Toyota FT-86 concept

2010-03-07T07:12:00.000-08:00

Toyota FT-86 Sports Concept – click above for high-res image gallery

Toyota Motor Co. president Akio Toyoda has stressed that his family's company must work to create more emotionally engaging products as part of its bid to reinvent its now-battered image. Central to that effort will be the production version of its well-received FT-86 Sports Concept, the two-door rear-driver that made its European debut at this week's Geneva Motor Show, where it drew quite a crowd.

Toyota now appears to be pushing its brand's enthusiast heritage, something it hasn't truly done with fresh products in some time – at least not outside of its Lexus brand. In any case, the Japanese automaker has just released a series of new photos, including a family portrait of sorts that places the FT-86 in the context of the Corolla AE86 (its most obvious spiritual predecessor) as well as the Celica and Supra. Although the press release available after the jump pays lip service to the MR2, none is pictured.

While there is no substantive new information about a production timetable for the comely coupe, Toyota has released a series of images of the FT-86 that are certainly worth perusing. You can check them out below while you're waiting for more info about the car's future.

GenevaAuto Show 2010: IED Tesla EYE Concept

2010-03-07T07:10:00.000-08:00

IED Tesla EYE concept – Click above for high-res image gallery

The gaping openings on the front of the EYE design study vehicle from the Istituto Europeo di Design of Turin (IED) that's on display at the Geneva Motor Show this week would cause troublesome impacts on airflow if they were on a real electric car, we think. In the fantasyland of the auto show floor, though, they give the concept vehicle a menacing, moose-like nose (wait, does that make sense?). At least we can hope that the 11 transportation design master course students from IED who worked with Tesla Motors' chief designer Franz von Holzhausen on the project enjoyed the process.

Considering there's almost no chance we'll ever see the EYE concept cruising the streets, we'll just have to enjoy the car for what it is: a good-looking show car with a Tesla badge. Sure, we can imagine putting an electric powertrain in there and showing up at the soccer game in one of these, but for now we'll just have to click through the gallery below and ask ourselves if the IED students managed to create a new status symbol with the EYE, something they said they were shooting for.

Geneva Motor Show 2010: Renault Clio and Twingo get the Gordini treatment

2010-03-07T07:07:00.000-08:00

It's amazing what a little paint and a few stickers can do for a small car. To illustrate that point, take a gander at the special Gordini edition Renault Clio and Twingo in the gallery below. Granted, the improvements reach much deeper than just those stickers, but the matte blue paint, white accents and white decals give these little runabouts a purposeful look and signal to the world that they are the top-of-the-performance-heap Gordini editions.

For those who need a refresher, Gordini is the name of a legendary Renault racing engineer. Amédée Gordini brought Renault some rally racing glory in the mid-'60s with the iconic R8 Gordini. Renault recently revived the name, reestablishing it as the top rung trim level on its already racy Renault Sport (R.S.) editions. Mechanically similar to their R.S. counterparts, they are mainly distinguished by retro styling touches (like the classic French racing blue paint scheme with white stripes) and an extra dose of exclusivity. Plus, they just look badass.

The first product in the new range, the Twingo Gordini R.S. had already debuted last November, but here at the Geneva Motor Show, the company unveiled their Gordini edition Clio as well. We have galleries of both cars for you below, the Mini-sized Twingo and the slightly larger Clio. Both cars have the performance upgrades found on R.S. models, with larger wheels, Brembo brakes, Conti SportContact3 tires, diffusers, heat extractors and that great livery. Check out the little "G" confetti in the stripes – classic.

Final three World Car of the Year finalists announced

2010-03-07T07:02:00.000-08:00

The votes from 59 international journalists have been counted and the finalists for World Car of the Year have been named. The Detroit News is reporting that the Toyota Prius, Volkswagen Polo and the Mercedes-Benz E-Class have made the final cut, and the three vehicles will go toe-to-toe on April 1st (no foolin') at the start of the New York Auto Show, which is where the World COTY award is announced.

On the performance vehicle front, the Audi R8 V10, Porsche 911 GT3 and Ferrari California are jockeying for the big prize. We feel sorry for the judges who have to choose from among these three junkers, but we're sure they'll somehow make it fun for themselves.

Design finalists are the Citroen C3 Picasso, Kia Soul and Chevrolet Camaro, and from the green category we have the previously mentioned Prius, the Honda Insight and Volkswagen's BlueMotion diesel offerings. Check back on these pages to see the winners of the individual categories when they are announced in New York on April Fool's Day.

Courtesy : http://www.autoblog.com/

Geneva Motor Show : Koenigsegg Agera

2010-03-02T05:52:00.000-08:00

Talk about a super way to kick off the 2010 Geneva Motor Show. And yes, we intend the pun. We all know and love the Koenigsegg CCX, but it's getting a bit long in the tooth, at least as far as supercars go. Introduced to the world at large at (no surprise) 2006 Geneva Motor Show, the Swedish rocket has wowed enthusiasts for the past five years. But that was then-and in the case of biofuled, 1,100 horsepower monster CCXR, then was a few months ago-the Agera is now.

Designed to stay ahead of the hypercar curve, the Agera can be thought of as an evolution of the CCX. If the previous Koenigsegg had any flaw, it was its slabby, just kinda... there looks. The Agera changes that, with a much more sculpted, almost pinched front end. We find it much more attractive than the CCX, but as always, judge for yourself. Other design highlights include the wheels that generate a vortex in order to better suck hot air away from the brakes. You've also got the oval doughnut taillights, the doughnut part meaning that hot air escapes the engine bay via holes in the taillights. Pretty cool, no?

Of course, what we really care about is what lies under the Agera's carbon fiber skin. It's the same 4.7-liter built-in-house Koenigsegg V8 from the CCX, but with a twist. Unlike the dual-superchargers found on the CCX, the Agera's engine gets twin-turbos. Power is typically bonkers, with 910 hp at 7,250 rpm. Though the real story might be the force-inducted torque. Are you sitting down? 738 pound-feet of the stuff is available from 2,680 rpm to 6,170 rpm, with a torque peak of 811 lb-ft. Also, we should point out that the Agera weighs 2,832 pounds.

The (manufacturer claimed) numbers are equally head spinning. Zero to sixty miles an hour takes 3.1 seconds, 0-124 mph happens in 13.7 seconds and the top speed is somewhere north of 245 miles per hour. The top speed might be (slightly) down from the CCXR (supposedly that beast can go faster than 250 mph) but check out the road-holding. Koenigsegg is claiming that the Agera can pull 1.6 g. Holy Swedish moly, man.

Geneva Motor Show : The Porsche 918 Spyder

2010-03-02T05:49:00.000-08:00

We hate to go back to the well-used well on this one but we have no choice: The Porsche 918 Spyder Concept is even hotter in person than it is in photos. About the size of a Boxster, it's a little wider and a lot meaner. Underneath all that sharkness you get a 500-horsepower V8 in addition to 218 overall horsepower from the two axle-mounted electric motors. And that will get you to 60 in 3.2 lickety-split seconds as well along with the feelgood factor of 94 mph. How badly do we want this car made? Have a read of the press release after the jump and the gallery of high-res photos below while we think about it.

Geneva Motor Show : Lotus Evora 414E Hybrid

2010-03-02T05:47:00.000-08:00

We got sneak peek of the first ever Lotus Hybrid a couple of days ago, and now we've seen the Evora 414E Hybrid in the metallic flesh. Just a slight refresher on the technology, the 414E makes 408 horsepower and a skull-popping 590 pound-feet of torque via electricity.

That's right, this is not your Prius-style hybrid. Like Chevy's Volt, the Evora 414E is an extended-range electric vehicle. Meaning that it runs on batteries (for up to 35 miles) before a 47-hp three-cylinder engine kicks on to provide power. Also, instead of one electric motor, the 414E has two. One for each rear wheel. And since most of the time the car will be running off lithium-ion batteries, Lotus is employing HALOsonic Internal and External Electronic Sound Synthesis systems to make the 414E sound like a "real" car.

On the outside, the 414E looks like your "standard" Evora, except that this here show car is covered in faux-electric circuitry. Plus it's painted in a gorgeous shade of matte copper. The real story though, is inside. Talk about Black and Gold! Even if the Evora 414E Hybrid never makes it to production (we hearing it will in two to three years) we hope they offer those seats as an option. Yes, we're odd people. Deal with it.