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Audi Q3 sketches released ahead of Shanghai debut

noreply@blogger.com (este) — Sat, 30 Apr 2011 10:57:00 +0000

Audi has confirmed that its 2012 Q3 small crossover will receive its worldwide unveiling at the Shanghai Motor Show later this month. Before the Q3 debuts in the metal, Audi has released a series of sketches hinting what we can expect in a few weeks time.

When the production Q3 debuts it will sit on Volkswagen Tiguan underpinnings, but will be considerably more shapely than its less costly cousin. If these sketches are to be believed, the Q3 owes a little somethin’ somethin’ to Audi’s Cross Coupe Quattro concept shown in Shanghai back in 2007.

The Tiguan’s engines and transmissions should carryover into the Q3, which means a turbo four producing around 200 horsepower with a diesel option for Europe.

[Source: Audi]

Review: 2011 Chevrolet Volt

noreply@blogger.com (este) — Sat, 30 Apr 2011 10:40:00 +0000

There’s something to be said for being at the right place at the right time. Had our primordial ancestors evolved legs and lungs while the entire globe was still awash in warm sea water, they would have gone belly up and we might have never made it to the top of the food chain. At this point in history, our entire species can thank generations of ancestors for not being squished, drowned, beaten, eaten or stabbed before cranking out offspring that would further the human race. One misstep to the left could have been all it took to eradicate entire lines of Homo sapiens progress.

Those same laws of luck and fortune dictate which automotive traits will survive into the future and which will be left to be bookmarks of curiosity in the mechanical fossil record. General Motors knows this all too well. The company infamously birthed the EV1 in the mid-’90s only to find that its high costs of development meant the short-range electric couldn’t keep its head above water in a sea of relatively cheap fuel prices. At the time, there just wasn’t any land in sight for the electric movement.

What a difference 15 years make. Thanks to the trailblazing efforts of the hybrid fleet, more and more Americans now associate efficiency with electric power, and General Motors has given rise to what could possibly be the perfect evolutionary species to bridge the gap between hybrid and full-electric motivation – the 2011 Chevrolet Volt.

It’s been four years since General Motors first pulled back the sheets on the original Chevrolet Volt Concept. As you likely recall, that vehicle was a stylized dream that wore a vertical nose, high belt-line, chopped roof and massive wheels for a look that was, in a word, awesome. The concept was downright muscular and served as an excellent counterpoint to the econo-blob styling of the Toyota Prius at the time. Unfortunately, nearly all of the brawny build of the Volt Concept never quite made it to the production world.

Instead, the designers at GM were confined by the laws of aerodynamics, which means that the production Volt wears a shape that’s very similar to what Toyota came up with for its battery-assisted wonder child. At 177.1-inches long, the Volt is around four inches shorter than its platform mate, the compact Chevrolet Cruze, and 1.5 inches longer than the current generation Prius. The front fascia is appropriately swept into the hood and fenders with wrapped projector headlamps and a shield grille help to give the electrified four-door one of the lowest drag coefficients of any vehicle GM has ever produced. Only the low-slung Corvette rivals the 0.287 Cd of the Volt.

Even with all of its slippery concessions, the Volt is an attractive enough vehicle. Our tester came with 17-inch chrome-clad wheels that added a splash of style to the judicious use of chrome and piano-black plastic along the window line. The vehicle’s tall, abrupt Kamm tail rear takes some getting used to, especially with its slit brake lamps and somewhat awkward spoiler, but the design does have the effect of differentiating the Volt from the rest of North America’s roadgoing hardware.

Jump inside and it’s even clearer that you aren’t driving a run-of-the-mill internal-combustion mule. The center stack is awash in capacitive-touch controls that are simple to navigate if not difficult to read during daylight hours. At night, excellent back-lighting makes the small text labels somewhat easier to translate. A large LCD touchscreen handles everything from climate, navigation and audio information to data on the vehicle’s state of charge and efficiency, and the interface is perfectly intuitive.

Unfortunately, in what must have been a quest to skimp on weight and cost, GM built the cabin of the Volt with materials that would be more at home on a humble Cobalt. Hard, dark plastics abound as far as the eye can see, and while they’re nicely grained, they do little to make drivers feel any better about the vehicle’s lofty price tag.

We do have to give GM praise for the location of the vehicle’s start button, though. Mounted just north and to the left of the shifter, the button is at perfect thumb level. There’s no fumbling around or craning your neck in an attempt to find switchgear stashed behind the steering wheel. Here’s hoping that little trick begins finding its way to other products soon.

GM has also opted for a complete LCD gauge cluster in place of any standard dials. Those nostalgic for the old kit can give it up. The screen organizes and displays a wealth of information clearly and accurately, with vehicle speed represented in large, easy to read numerals above all else. We have to imagine that even if the Volt drivetrain doesn’t spread to the rest of the GM fleet, elements of its instrument cluster surely will.

We were treated to optional leather seating in our time with the Volt, and the light cream-colored thrones did much to brighten the otherwise dark interior. GM hasn’t skimped on details with the Volt, and the double-stitched seats include one line of electric blue thread that’s a particularly nice touch. Rear passengers will find somewhat cramped leg room and no comfortable place to put their inboard elbows, but there’s enough space up top to keep even the cast of Jersey Shore from scraping their hair on the headliner.

Interestingly enough, GM has opted to build the Volt as a hatchback. The rear cargo area offers around 10.6 cubic feet of room, which is plenty for stashing groceries and the like. Our only real issue with the design is that the hatch weighs a ton. Even with gas struts to assist in lifting and lowering the piece, it’s difficult to keep from slamming the door without using both hands. Additionally, with no partition to separate the cabin from the aft area, tire noise is especially prominent at highway speeds.

Under the hood, GM has stashed a tangle of technological wizardry. At its heart, the Volt uses a three powerplant system to get down the road. With a fully charged battery, the vehicle gets its gusto from an 111kw traction motor. Additionally, a 55kw electric generator is also onboard. Clutched to a 84-horsepower 1.4-liter four-cylinder gasoline engine, the generator can jump in to provide power to both the battery and the traction motor at the same time should conditions warrant an extra push of power. Should the batteries drop to a certain predetermined state of charge, the internal combustion mill will jump in to generate electricity to power the front wheels.

GM has graced the Volt with a lithium-ion battery system that the company claims has no memory. That means that it doesn’t have to be fully drained in order to receive the most efficient charge possible. The tech also allows for rapid energy release – something that’s essential for all-electric power at highway speeds. The Volt can be charged using either a 120v plug or a 240v outlet. We were only able to dabble with the first option, and as such, we saw complete-drain charge times of around 10 hours through a standard household outlet. That’s a long time, especially considering that you’re only rewarded about 36 miles of all-electric range for your patience. The good news is that the 240v option will top off the cells in right around four hours. If you’re going to be parking a Volt in your garage with any frequency, make sure there’s a 240v plug nearby.

For all of the bellyaching that we could work up over how long it takes to fully charge the Volt, GM has done an amazing job of building an EV that drives just like any other vehicle on the road. Acceleration isn’t exactly neck-snapping by any means, but if you get frisky with the accelerator, you will be rewarded with a few quick spins of the low-rolling resistance Goodyear Assurance tires. The jump to 60 miles per hour takes around 8.53 seconds in the optional Sport mode, but plan for a little more time in the Normal drive configuration.

We were pleasantly surprised to see that should you need an extra shot of power for a quick pass on the interstate, the Volt will happily oblige. Torque from the 111 kw motor is always at the ready, and while acceleration seems to level off quickly, there’s enough on hand to get you out of trouble. Likewise, the engineers at GM did an excellent job working up the brakes to feel just as linear and progressive as anything you’d find on a standard vehicle. Despite being regenerative, the stoppers never felt grabby or clunky in anyway. Pedal feel is always firm and confidence-inspiring, which is great considering that the Volt tips the scales at a portly 3,781 pounds.

That’s plenty of mass to carry around, and combined with the fling-averse tires, it’s clear that the Volt is never going to be mixing it up on the dance floor with any sports sedans. Get too froggy with the wheel and you’ll quickly be reminded of just how much this vehicle weighs.

But that’s clearly not what the Volt is all about. Under a full-head of electric steam, the Volt is beautifully quiet in city driving up to around 40 mph. Once the speedometer ticks past 50 mph, there’s a noticeable amount of tire and wind noise, though the vehicle never feels taxed or uncomfortable. Again, it’s a level of refinement typically associated with the compact segment, not vehicles with an MSRP north of $40,000 like the Volt, but with the drone of an internal combustion powertrain absent in EV mode, outside factors like air and road noise can’t help but become more prominent.

GM has aced the logic behind the range estimation for all-electric power. If the screen says you have 36 miles before the internal combustion engine kicks in, you can feel safe betting your first born that you won’t run of juice before then – a small detail that builds big confidence in the viability of getting where you’re going.

Once you do drain the battery cells, the 1.4-liter four-cylinder engine kicks in to generate more electricity. While the small four-cylinder isn’t crude by any means, there’s little insulating driver and occupants from its vibration once it gets going. We’ve never noticed just how harsh an internal combustion engine can be until we’d been romanced by the smoothness of 36 miles of EV driving. We almost felt embarrassed every time the engine came on, like someone had just pointed out a lengthy piece of toilet paper glued to the bottom of our shoes.

We drove the Volt over the course of four days and put around 165 miles on the clock in mixed driving. During that time, we purposefully drained the battery a few times in order to give the 1.4-liter engine a workout, but also kept the vehicle on the charger and in a climate-controlled garage when not in use. At the end of our stint, we burnt a whopping 2.064 gallons of premium fuel for a final average of 79.94 mpg. Of course, we’ll have to wait for our next power bill to know exactly how much that stellar fuel economy cost us.

When GM first showed off the Volt Concept, it lurked on stage with a sexy white cord coiled daintily beside the front wheel indicating just how easy it would be to charge your car instead of filling up its tank. While the Volt is about as easy to charge as your cell phone, there is some aggravation involved. For starters, the vehicle requires a clunky adapter that roughly resembles Officer URL – the glowing face of law and order from Futurama. Coiling and uncoiling the meaty orange cord from the converter requires some coordination, especially if you happen to be juggling a bag of groceries at the same time. What you’re left with is a long cord strewn in front of the driver’s door just waiting to ensnare the clumsy or calamitous.

Still, it’s easy to tell when the vehicle is charging thanks to a series of lights and honks from the vehicle itself. The good news is that we never had any issues charging the Volt during our time with the vehicle. Simply plug in the converter, click it into the car and go on your merry way.

We won’t completely dive into the EV debate here. That’s an argument best left to the well-educated pages of AutoblogGreen. While we have our reservations about digging up massive quantities of lithium and coal simply to serve our transportation needs, the Volt is nothing less than an amazing piece of engineering. Quite simply, GM has pulled off something worthy of all the accolades heaped on this vehicle’s hood. Nearly 80 mpg is nothing to scoff at, and we’re guessing that the figure would likely climb if we were simply using the Volt to dart back and forth from work instead of running weekend errands all over creation.

Ecological concerns aside, the only hitch in this giddyup is the price tag that the Volt carries. With optional equipment like leather, 17-inch wheels, rear-view camera and the sultry Crystal Red Metallic paint of our tester, final coin for this machine sits at $44,180 with destination. That’s a fat stack of cash, especially considering that the much larger Toyota Camry Hybrid starts at $27,435 with destination and promises 33.5 mpg combined. Likewise, Hyundai only asks $26,545 with destination for its 37.5 mpg-capable Sonata Hybrid. It doesn’t take any advanced mathematics to realize that the nearly $13,000 premium it takes to score a Volt over a Camry Hybrid would buy a lot of gasoline, even at Road Warrior prices.

That said, Uncle Sam really wants you to buy vehicles like the Volt, which is eligible for a $7,500 federal tax rebate, as well additional state and local rebates depending on where you live. Some residents of Lansing, Michigan, for instance, are eligible for up to $15,000 worth of rebates on the Volt. GM also plans to cut the Volt’s price when production ramps up and the technology spreads to other platforms.

So where does the Volt fit in the evolutionary spectrum of personal transportation? Though it’s priced for early adopters, the vehicle demands few concessions from owners coming directly from hybrid or internal combustion vehicles. We’ve heard word that GM is planning to up production of the vehicle to 12,000 units by 2012, which means that the automaker is anticipating steeper demand connected to ever loftier fuel prices. Though the Volt seems to be serving as the missing link between our transportation right now and full electrification, the price will have to drop before we see them wheeling around every corner.

[Source: autoblog]

Subaru shows us a side of the 2012 Impreza

noreply@blogger.com (este) — Mon, 25 Apr 2011 14:43:00 +0000

Subaru rolled out an impressive Impreza concept vehicle at the 2011 Los Angeles Auto Show. That design was aggressive, good-looking and one of the better reveals of the entire auto show. Will the impending production version be as exciting as the concept? We’ll see. Subaru has plans to reveal the next Impreza at the fast-approaching New York Auto Show. Ahead of that, the automaker has released a profile shot of the 2012 Impreza.

We don’t have much in the way of actual information to offer just yet, but Subaru is offering fuel efficiency estimates of 36 miles per gallon on the highway, and we’re told that both the sedan and wagon are scheduled to appear at the 2011 NYIAS. As far as the styling goes, we’re going to hold off final judgment until we see it in the flesh, or at least until we can show you more than just this side profile. Until that time, you can find us hanging out in our angry dome.

[Source: Subaru]

PRESS RELEASE:

Subaru of America today announced the world debut of the all-new Subaru Impreza 4-door and 5-door models at the 2011 New York International Auto Show. The new Impreza will deliver 36 MPG highway, the highest fuel economy* of any all-wheel drive car on sale in the United States. The new designs will provide a roomier interior and improved levels of comfort and refinement.

*Manufacturer’s estimate.

Review: 2011 Honda Pilot 4WD Touring

noreply@blogger.com (este) — Mon, 25 Apr 2011 14:41:00 +0000

The family Crossover Utility Vehicle segment is, to put it mildly, crowded. Every major automaker has at least one option from which to choose. Ford has four choices, while Toyota makes due with three options. Some models feature two rows of seating, while others boast room for up to eight. Then there are the more off-road capable options to contrast with the docile soft-roaders.

Though most automakers have gone crossover crazy, Honda has made due with a simple two-CUV lineup. The perennially top-selling CR-V takes care of those who desire a smaller footprint, smaller price tag and higher fuel economy, while the larger Pilot takes on the three-row crowd. The Pilot has been mostly successful during its nine-year production run, with high marks for safety (the 2011 model has an overall score of four stars from the National Highway Traffic and Safety Administration) and reliability (Consumer Reports gave it the organization’s coveted Recommended rating). Dancing on the fringes of the CUV segment and selling in low numbers, Honda also offers the nearly gone Element and Accord Crosstour, but it’s still the boxier CR-V and Pilot doing the heavy lifting for the brand. Honda made enough changes to the Pilot to keep it competitive with stiff competition like the Toyota Highlander and Chevrolet Traverse? We spent a week with a well-appointed 4X4 Touring model to find out.

When the Pilot first hit the market in 2003, Honda’s CUV was competing mainly with quickly aging body-on-frame Sport Utility Vehicles like the previous Ford Explorer and Chevrolet Trailblazer. That first-generation Pilot’s 240-horsepower, 3.5-liter V6 and relatively nimble chassis made those SUVs look outdated in comparison, and buyers took notice. The Pilot later received a touch-up in 2006 and a fuller refresh in 2009, but other than a boxier, more macho design and an interior that some say actually regressed, the formula really hasn’t changed all that much. That’s not as damning a statement as one might think, considering how far ahead of the competition the Pilot once was, and it helps that repeat buyers know exactly what to expect from their big Honda: safety, reliability and unshakable resale value.

One appealing aspect of buying a Honda Pilot is the simplicity of its available options. For example, our $41,175 4WD Touring model came equipped with Bluetooth, a navigation system, leather seats, rear-seat DVD and a power liftgate. An impressive list of features for sure, except that this big Honda is without a single option box checked. The above is all standard on this highest trim level that starts at $40,395, and yet there are plenty of accessories to pick from, including some exorbitantly priced 18-inch wheels that retail for $3,093. Most utility vehicles in this price range start with 18-inch wheels standard and offer optional 20-inch or bigger wheels, which makes the extra three grand that Honda’s asking for one-inch larger diameter wheels than standard 17s even tougher to swallow.

If the goal of offering standard 17-inch wheels even on the top-of-the-line Touring model is to make the Pilot look even more massive than it actually is, then… mission accomplished. From the side the Pilot looks every bit as large as the GMC Acadia, even though GM’s crossover is about a foot longer. The big and bold theme is accentuated with a Lego block design theme throughout, as the Pilot reminds us of a super-sized Ford Escape. Up front, it features a squared, in-your-face double polygon chrome grille framed by a pair of headlamps that appear to have missed the trend towards more stylized peepers. The same storyline unfolds out back, with more boxiness and a similar absence of flair.

The Pilot’s exterior screams “utility vehicle,” and that theme carries over inside this crossover’s large cabin. We mentioned earlier that some feel the interior of the latest Pilot was actually downgraded when the vehicle was redesigned in 2009. You’ll get no arguments from us on that point, as the current model’s massive center stack and hard plastic materials are outdone by the first generation model’s more appropriately sized center console and more appealing materials. And although our tester didn’t feature this accessory, the Pilot’s dash can be made more attractive by dropping $393 for light wood accents that break up the expanses of dark plastics. Speaking of the center console, we have no idea why Honda designers chose such a massive canvas to place so many tiny and difficult-to-find buttons. We counted 62 buttons total, though don’t hold us to that figure, as our eyes began to fail sometime after reaching 40.

We usually require a day or so to adjust to our new surroundings when testing a vehicle, but we never got comfortable enough with the Pilot’s multitude of controls to come anywhere close to mastery. We even found ourselves repeatedly looking away from the road for three to five seconds at a time as we hunted for the proper radio or climate control settings. Despite being called “Pilot,” there’s no reason this crossover’s interior should mimic the cockpit of a 747. And then there is the oddly placed shifter, which blocks passage the driver’s reach to the mass of buttons and switches on the other side.

That’s a lot of hostility aimed at the Pilot’s cabin, but there are some areas where the boxy Honda shines. First and foremost is comfort. We love the Pilot’s front-row seats (the second row is a bit low to the ground). They’re big, comfy and upholstered with high-quality leather. The steering wheel, too, feels very posh. And then there is the Pilot’s cargo-hauling capability, which easily bests that of the Toyota Highlander. The Pilot is also the widest vehicle in its class, beating the Chevy Traverse by all of .1 inches. But hey, a win is a win, and the Pilot uses its span to swallow up more cargo than its middle-of-the-pack 87 cubic-feet of cargo carrying capacity would suggest. The Pilot also wins when it comes to handy storage space throughout the cabin, with our favorite cubby located under the load floor behind the third row. The six-inch deep storage space helps keep your cargo from pinballing around the cabin.

With great size comes great weight, and the Pilot tips the scales at over 4,600 pounds, or nearly 200 lbs. more than the Highlander. Yet in spite of the Pilot’s size, Honda has done little to increase power over the years. The crossover’s 3.5-liter V6 churns out 250 horsepower at 5,700 rpm and 253 pound-feet of torque at 4,800 revolutions. Those numbers would have been impressive about five years ago, but in 2011 the Pilot lags behind the Traverse by 38 horsepower. Even the much smaller Toyota RAV4 can out-grunt the Pilot by 19 horsepower with its optional V6.

And while the Pilot’s engine, which is mated to a tried-and-true five-speed automatic transmission, is smooth as glass, the power deficit is all too obvious. And less horsepower doesn’t translate to a decreased reliance on fossil fuels, as the Pilot lags behind both the Traverse and Highlander on the fuel economy front. When equipped with all-wheel drive, the Pilot earns 22 miles per gallon on the highway and 16 mpg in the city according to the Environmental Protection Agency. We managed a meager 18 mpg in mixed driving, which is still better than most eight-passenger crossovers, albeit nothing to brag about to your hybrid-driving neighbor. We were expecting better fuel economy what with the Pilot featuring Honda’s Variable Cylinder Management technology that shuts down two or three cylinders when conditions permit, but alas, we never found it.

The Pilot makes up for its lack of power and so-so fuel economy with a rock-solid chassis that tackles bumps and other imperfections with little fuss. Its rack and pinion steering is linear and nicely weighted as well, though there’s not much that can make this big ‘ute feel sprightly when turning into a curve. It snowed on the last day we had with the Pilot, which gave us the opportunity to test the Pilot’s all-wheel-drive setup. The system can transfer up to 70 percent of the engine’s power to the rear wheels when the need arises. We experienced next to zero slip with all-wheel drive engaged, which translated into a lot of confidence when we needed it most. We can’t say the same for the Pilot’s brakes, though. While the pedal felt firm, we noticed that the positive vibe didn’t translate into increased stopping power. On more than one occasion, we found ourselves tapping on the brake at first, then pressing more firmly when we realized the vehicle wasn’t stopping as quickly as we thought it would.

After a week with the Pilot, we can see why many customers love their big Honda. It’s roomy, smooth, reliable and safe, which hits many of the attributes near and dear to the American car buyer. And who cares if the Pilot is a bit south of stylish? The crossover segment isn’t this industry’s canvas of choice to display cutting-edge design, and neither has Honda ever been accused of being an artist. Buyers know this going in.

While we can see why the Honda faithful are perfectly happy with their Pilot, there are a lot more seven- and eight-passenger fish in this sea of crossovers. The aforementioned Highlander and Traverse consistently beat the Pilot in terms of power, fuel economy and style, and there are very few areas where the Pilot takes them both out. Sales, however, is the most concrete harbinger of a vehicle’s success or failure, and by that score, the Pilot continues to do well. Even so, we’re looking forward to the next iteration of Honda’s big family hauler.

[Source: autoblog]

Dodge offers sneak peek at 2011 Mopar Charger

noreply@blogger.com (este) — Mon, 25 Apr 2011 14:38:00 +0000

The 2010 Mopar Challenger arrived last summer to a hero’s welcome. Chrysler only offered 500 copies of the special edition Mopar model, which carried a base sticker price of $38,000. With the all-new 2011 Charger now trolling Dodge dealer parking lots all around the country, you can probably guess which vehicle is next to feature a Mopar makeover.

Fortunately, Chrysler doesn’t plan to disappoint, as the automaker has released the first sketch of its forthcoming special edition model. The rendering reveals a black and blue color scheme similar to that of the Challenger, though the side stripes have been replaced with a stripe that stretches across the hood, roof and trunk. As an added bonus, the Mopar team appears to have gotten rid of the bulbous and unnecessary hood scoop for the 2011 Charger; a move we support 1,000 percent.

Some 2010 Mopar Challenger owners may have been disappointed that Chrysler’s mod team opted for the 5.7 liter V8 as the engine of choice instead of the more powerful 6.1 liter V8. Team Pentastar hasn’t yet announced which engine the Mopar Charger will receive, though the automaker did promise that engineers have “added even more performance.” We’re hoping that “more performance” translates into the new 470-horsepower, 6.4 liter V8, but we’ll have to wait until later this month when Chrysler officially reveals the hot new sedan at an as-yet undisclosed event (New York Auto Show?).

[Source: Chrysler]

PRESS RELEASE:

Auburn Hills, Mich. - Today, Chrysler Group LLC issued a sketch of its new Mopar® ‘11 Charger. The company will release details of the vehicle later this month.

“After the success of our Mopar ‘10 Challenger, we moved on to the iconic Dodge Charger and added even more performance,” said Pietro Gorlier, President and CEO of Mopar, Chrysler Group’s service, parts and customer-care brand. “As a new company, we will continue to leverage the heritage of the Mopar brand at every turn.”

Review: 2011 Lexus IS 250 AWD

noreply@blogger.com (este) — Mon, 25 Apr 2011 14:36:00 +0000

Your available options in the entry-level luxury sedan segment rival the variety found at your local Baskin-Robbins. Interested in all-wheel drive, rear-wheel drive or front-wheel drive? Nearly every automaker has you covered. Want to row your own gears, or sit back and let the silicon chippery do the work? The car of your dreams awaits. There’s an option for all of us, and if you prefer a good vanilla to rocky road, then you’re going to love the 2011 Lexus IS250 AWD.

The Lexus IS 250 is instantly familiar, yet ever-so-slightly different for 2011. The reason is that little has changed on the exterior, with a few minor exceptions. Some updates are hard to find, while others are immediately clear. The front bumper and grille have received slight tweaks, while subtle changes have been made to the foglight area and lower fascia opening, which benefit from sharper cutouts. In back, the IS 250 wears new taillamp lenses and redone exhaust tips.

By far, the most noticeable change has occurred out front, where a pair of bright LED eyelids have taken up residence under the swept-back headlamps. All of these changes give the 2011 Lexus IS 250 a smattering of sprinkles on an otherwise rather bland landscape of sheetmetal. The overall theme is conservative, but the new LED running lamps imbue Lexus’ most affordable sedan with a bright flash of modern style, displayed brilliantly against our tester’s Tungsten Pearl paintwork.

That subdued exterior style continues on the inside, as clean lines perform in concert with the surprisingly airy interior cabin. The pleasing to the eye Light Gray color scheme hangs in the background like a briefly foggy coastal morning. Against the sea of gray sits a set of bright white-faced gauges, which are easy-to-read and rather sharp, with a thin blue line underlining the ambitious 160-mile-per-hour display.

Ambitions aside, we had no desire to press that speedo into serious use. Why? Because the seats were just too darn comfortable for us to care. The perforated semi-aniline leather front thrones of our tester offered both heating and cooling features, thanks to the $2,195 Luxury Package Value Edition. It may be a bit crass to call this option grouping a “value” when it costs over $2,000, but the package does include wood trim, the aforementioned LED running lights, power everything (that wasn’t already), a rear sunshade and rain-sensing wipers.

Should you require the use of those intelligent water removers, fret not, because this particular IS 250 is equipped with all-wheel drive. Though the AWD gubbins add nearly 200 pounds to the curb weight (3,651 pounds), the IS 250’s small, 2.5-liter V6 remains surprisingly entertaining. We expected a droning bore of an engine coerced into working far harder than it wanted. What we found was a mill that pushed the whole works up to speed more quickly than we anticipated.

The engine produces 204 horsepower at 6,400 rpm and 185 pound-feet of torque at 4,800 rpm. Those numbers sound low in a world filled with 400-horsepower daily drivers (including the brand’s own high-performance IS F model) yet the IS 250 AWD simply rears back and moves at a pace capable of holding our interest. Push it above 3,500 rpm and it even begins to clear its throat something approaching a sense of authority.

The 2.5-liter is paired with a six-speed automatic transmission, which features steering-wheel mounted paddles for manual shifting. This may be Lexus’ entry-level car, but the shifts could be a few degrees smoother – even if the IS represents the brand’s sportier side. While we were hoping for less I-just-got-my-license and more of a Sade-like smooth operator, the setup didn’t oblige. The paddles only serve to nudge the drivetrain back into sporty, slightly roughneck territory, but unfortunately they don’t respond quickly enough to make the leap entirely.

This baby Lex comes across as confused in a few other areas as well. A bipolar effort, the IS 250 suffers from overboosted steering and mushy brakes. When driving, those factors make us think the IS 250 is pining to be a true luxury sedan, yet the ride, while smooth, is stiffer than we’d expected it to be. Vigorously bouncing over a rough section of Southern California tarmac makes one think the IS has changed its mind, suddenly wanting to be a sports car. It’s a little confused, and so are we.

At the end of the day, the slight redesign for 2011 doesn’t help a conflicted vanilla offering stand out in a display-case full of capable entry-level luxury sedans. The Lexus IS 250 AWD’s $35,775 base price is on par with its classmates, but fails to stack up as well in other areas. The Infiniti G25x is less costly ($34,900) and offers a more engaging driving experience, though its interior falls short. For $34,500, you might find yourself in a 2011 Audi A4 Quattro, with its top-shelf all-wheel-drive system, 7 more horsepower, 73 more pound-feet of torque available and better fuel economy ratings (21/31 miles per gallon versus the Lexus’ 20/27 mpg). The 2011 Mercedes-Benz C300 4Matic starts at $37,900 and makes more power, but is only rated at 17/24 (an updated 2012 model is just around the corner). We could add the Lincoln MKZ, BMW 328i xDrive, Cadillac CTS and Acura TL SH-AWD to the list of competitors to further muddy the waters.

The entry-level luxury sedan category is chock full of viable options and the 2011 Lexus IS 250 AWD is a perfectly acceptable (if run-of-the-mill) choice. The styling is conservative, the driving dynamics are a mixed bag of sport and luxury, but the engine is better than we anticipated. It’s priced exactly where it should be and, were you shopping in this segment, you wouldn’t be embarrassed to put one in your driveway. And yet… while we’ll happily concede that vanilla ice cream is enjoyable from time to time, we can’t help but think that Audi, BMW, Infiniti and Cadillac buyers are paying about the same to enjoy all 31 flavors every single day.

[Source: autoblog]

Kia Naimo EV concept ready for Seoul Motor Show debut

noreply@blogger.com (este) — Mon, 25 Apr 2011 14:35:00 +0000

The name Naimo is Korean for “square,” and the new Kia EV concept certainly fits its name. But we’re not talking about a total box, as you can see from the photo above. The B-segment vehicle, which will debut this week at the Seoul Motor Show, looks primed to take on all comers in the emerging small car segment, with interesting lines, plenty of LEDs all around and a touch of Korean heritage. The Naimo has no B-pillars, and the rear doors open up clamshell-style, an auto show staple that almost never makes it to production. The concept also features massive 20-inch wheels, which almost look comical on such a small vehicle, and the square-themed wheels are wrapped in low rolling resistance rubber.

On the inside, Kia designers were looking for a tranquil feel, with Korean oak covering the concept’s floor and adorning the trim. A transparent organic LED display instrument panel and full connectivity gives the Naimo that futuristic concept interior look without going too Buck Rogers.

And since the Naimo is a 21st century concept, an electric powertrain is a near must. The permanent magnet synchronous motor provides a maximum output of 80 kW (107 horsepower). Battery power comes from a 27 kWh lithium ion polymer twin battery pack, giving the little concept a range of 124 miles on a charge. Speaking of charges, Kia says the Naimo features a special rapid charge mode that enables the driver to charge the battery to 80 percent capacity in a scant 25 minutes. A full charge will reportedly take five and a half hours.

[Source: Kia]

PRESS RELEASE:

* Striking all-electric concept car makes world debut at Seoul Motor Show
* Naimo expresses sophistication through simplicity of design
* B-segment electric utility vehicle combines Korean heritage with high-tech innovations

Making its world premiere at the Seoul Motor Show today (Thursday), the Kia Naimo electric concept car combines Korean heritage with innovative modern features.

Taking its name from the Korean word “Ne-mo”, (pronounced ‘Neh-mo’, meaning ’square shape’), the Naimo electric crossover utility vehicle (CUV) was conceived by Kia’s international design team in Seoul, and is characterised principally by its simple lines and solid, muscular stance.

The simple overall design is accentuated by a number of striking key details, such as the wrap-around windscreen and asymmetric sunroof, and the front and rear dot-style LED head- and positioning-lamps. This mix of simple and complex is a common trait of many traditional Korean arts and crafts.

Kia’s design team also made use of innovative technology to give the car a premium feel and to ensure the car’s exterior remained uncluttered. For example, Naimo has no traditional wiper blade on the windscreen – instead it employs a high-intensity air jet at the base of the windscreen that performs an ‘air wiper’ function. Conventional door mirrors have also been replaced with miniature cameras installed in the A-pillars.

Naimo’s interior was designed to evoke a strong sense of tranquility and features hand-crafted materials throughout. Korean oak is used to trim the interior door panels and the entire interior floor, Korean “Han-ji” paper is used for the head lining. Alongside these traditional elements sit modern features such as a transparent organic light emitting diode display instrument panel and full connectivity.

“Naimo is a perfect balance of innovation, high-tech and Korean tradition. It was heavily inspired by the purity and grace of traditional Korean arts and crafts, but combines this with cutting edge technologies to deliver a truly premium experience,” commented Kia Motors’ Chief Design Officer, Peter Schreyer.

The third electric vehicle design to be unveiled by Kia Motors Corporation in a year, the 3.9-metre long Naimo concept explores the practicalities of introducing a zero-emissions, five-door, four-seater city car into a future niche market.

Measuring 3,890 mm in length, the Naimo’s generous wheelbase, width and height (2,647, 1,844 and 1,589 mm respectively) – plus the short overhangs which place a wheel at each corner – ensure that the cabin provides exceptional head, leg and shoulder room for the occupants.

The concept car has no B-pillars and features rear-hinged rear doors to maximise easy access to the cabin, and a three-way split opening boot-lid, allows versatile access to the load bay for varying luggage sizes.

Power comes from a Permanent Magnet Synchronous Motor with a maximum output of 80 kW (109 ps) and maximum torque of 280 Nm, enabling Naimo to reach a top speed of 150 kph (93 mph).

A twin-pack 27 kWh battery is located under the boot floor and uses innovative Lithium Ion Polymer technology that offers numerous advantages over other battery types. Equipped with this battery, Naimo provides a driving range of 200 km (124 miles) on a single charge. To enhance range, the showcar is fitted with special low-drag 20-inch diameter alloy wheels.

Under the quick recharging cycle (50 kW) the Naimo’s battery can be recharged to 80 percent of its capacity within 25 minutes. Under the normal cycle (3.3 kW), 100 percent power is attained after five and a half hours.

Naimo will join Kia’s growing test fleet of hybrid, electric and fuel-cell vehicles being extensively driven in widely varying conditions to develop future production models with zero or significantly reduced emissions.

Review: 2012 Ford Focus Titanium

noreply@blogger.com (este) — Mon, 25 Apr 2011 14:28:00 +0000

Ironically named little car, the Ford Focus. While you could surely argue we’re drawing too literal a line between the car and its moniker, we have to chuckle a little when we recall just how far afield Ford drifted with its compact offering over the last several years. Suffice it to say that Ford lost its way somewhere after the original Focus was introduced as a so-called ‘world car’ back in 1999. At the time, the spunky Focus shared the same C170 platform no matter where in the world it was sold.

Sadly, such platform sharing diverged in 2005 as the United States made do with the aging C170 chassis in a reduced number of bodystyles while the rest of the world received a new model based on the brand spankin’ new C1 platform. That new architecture debuted to rave reviews from the international motoring press while the aging North American Focus doddered off to live among the also-rans. A few short years later, with the global economy in the doldrums and fuel mileage sitting atop many consumers’ automotive wishlists, it wasn’t long before the Blue Oval found itself standing flat-footed without a class-competitive compact in its home market. Many tears were shed in the form of lost dollar signs over the ensuing years, until Ford finally promised to make the Focus a truly global car for the 2012 model year.

And we’re happy to report that the 2012 Ford Focus is several orders of magnitude superior to the model it replaces. How so? Keep reading to find out.

We’ll start with its exterior appearance. Instead of telling you how the 2012 Focus was drawn up with smooth, flowing lines and more than a few traces of Ford’s Kinetic design language, we’ll instead share a little story.

After a few days of daily driving duties, our Tuxedo Black Focus sedan was sorely in need of a good washing. After finishing the deed and taking a few moments to admire the shiny metallic flecks in the bright Arizona sun, we noticed we weren’t alone… three burly-looking, bearded workers and their supervisor had stopped toiling away at whatever project they had been assigned and were talking amongst themselves about our car. Eye contact was made, so they gaggle of laborers decided to come take a closer look.

What transpired could best be described as a Focus Love Fest. A traditional walk-around was performed (several times, actually), doors were opened and shut and specifications were debated. Finally, a general consensus was reached: “That there is a nice car.”

And so, the next logical question was asked: “How much?”

The window sticker was presented and summarily dissected. “Wow, that thing’s got a six-speed automatic? My wife’s Civic only has five.” It continued this way for several minutes. “Voice-activated navigation, nice. Leather, heated seats, sunroof… SYNC, what’s that mean?”

SYNC was then demonstrated. Push this button on the steering wheel, then say a command – “Sirius; ALT Nation.” (The stereo is now magically playing ALT Nation.) Impressive.

The price for all these bells and whistles? $26,925. Seems pretty pricey for a compact car, but then again, most compact cars don’t come equipped to the gills like our Focus Titanium sedan, either. We polled the workers. “Not bad… I’d have guessed more,” said the supervisor.

So, we’ve established that the 2012 Ford Focus is attractive enough to draw the attention of casual passers-by, its list of available equipment (in top-drawer Titanium trim, at least) is impressively thorough and that the normal sticker shock inevitably experienced when delving into the new car shopping experience isn’t all that, well… shocking.

Good so far, but how’s it drive?

Very well, it turns out. As our very own Zach Bowman found out during his First Drive of the car, Ford managed to bake quite a bit of handling goodness into the 2012 Focus. Our tester was equipped with the so-called Titanium Handling Package, and, aside from the clunky name, we were impressed. Turn-in was sharp, and the 2012 Focus holds its line through a curve in admirable fashion while responding shockingly well to attitude adjustments from the throttle.

There’s just one engine option for the 2012 Focus, so we’re happy to report that we have no qualms with its operation. The direct-injected 2.0-liter four cylinder powerplant puts out 160 horsepower at 6,500 rpm and 146 pound-feet of torque at 4,450 rpm. Those figures put the Focus near the the head of its class, which includes the Hyundai Elantra (148 horses and 131 lb-ft), Chevrolet Cruze (138 hp and 148 lb-ft), Honda Civic (the new 2012 model is rated at 140 horsepower, torque TBA) and Toyota Corolla (132 hp and 128 lb-ft). Among its primary rivals, the Ford is only bested by the Mazda3 s, which packs 167 hp and 168 lb-ft.

EPA fuel economy comes in at 27 miles per gallon city and 37 mpg highway when equipped with the six-speed automatic and the SelectShift option that allows the driver to manually change gears using a little rocker switch mounted on the console shifter. Nope, no paddles on the steering wheel, which is especially frustrating as this transmission is a dual-clutch unit that would seemingly lend itself rather well to the shift-for-yourself crowd. Same as the Fiesta. Why no paddle love, FoMoCo?

Fortunately, we found the automatic gearbox to be extremely well suited to this application. There’s enough power on hand that the transmission doesn’t hunt and peck for gears in daily driving and downshifts come right on schedule when called upon by either the driver’s right foot or by a steep grade. In all other situations, the tranny just goes about its duties without thought from the driver… and that’s exactly what you want from a two-pedal setup, no?

Despite its aforementioned handling prowess, the car’s ride was plenty smooth and controlled, without any undue noisiness echoing through the cabin. Speaking of which, the leather-clad interior, in two-tone Black and Tuscany Red that seemed more maroon to our eyes, is just as stylishly designed as the exterior. The hides covering the seats and door panels is soft to the touch and surprisingly grippy, meaning we didn’t find ourselves sliding to and fro when throwing the car into the bends. Heated seats with five levels of adjustment meant we could fine-tune the bum warmers to our liking, a boon since the last Ford Fiesta we tested offered just two settings: off and scorch.

There isn’t a ton of room in the rear seat when a six-foot driver gets comfy behind the wheel, and taller passengers in the front seat may find that their legroom is pinched a bit by the thick center stack and console. Similarly, trunk space in the sedan isn’t anything to write home about, and its 13.2 cubic feet of volume isn’t as easy to make use of as we’d like, mostly due to a distinct lack of depth. Taller items will need to be placed on the rear seat, which does fold in something like a 70/30 split. Frequent haulers might do better to consider the five-door hatch, which offers up to 44.8 cubic feet of storage space with the rear seats folded.

Considering how much electro-gadgetry the 2012 Focus offers, the center stack is rather easy to navigate. Part of that overall look of cleanliness, though, is attributable to the steering wheel, which rivals that of a Formula One’s tiller for its sheer number of controls. Not counting the horn, there are six clusters of buttons that can be pressed – and no, we’re not making this up – 19 different ways. With controls for cruise control, Bluetooth connectivity, SYNC, the audio system and the in-dash computer (which has its own menu system directly between the speedometer and tachometer), we strongly suggest that any new drivers spend a few minutes acquainting themselves with the layout before heading out on the open road.

Note that we haven’t even mentioned the big LCD screen mounted high up in the center stack. It’s a touchscreen, and most anything the driver might want to do can be controlled at that location in lieu of the dedicated buttons. Plus, there’s SYNC, which allows the driver to press a single button and change any number of settings (audio, telephone, etc.) using voice commands. In other words, there’s almost always more than one way to make an adjustment.

That said, in practice we didn’t have any problems using all the technology packed into the Focus, and we appreciate the dedicated set of dials and buttons for the climate control system mounted below the LCD and Sony audio system.

We spent just one week with the 2012 Ford Focus, but that was plenty enough for us to realize that it’s a worthy contender in the hotly contested compact car segment. No other competitors offer the level of available equipment the Focus offers, but the basic goodness of the car’s platform should surely shine through on lesser trims, as well.

We went ahead and made use of Ford’s online configurator, and found that a very nice Focus SE sedan with the five-speed manual gearbox, 17-inch wheels, leather, sunroof and SYNC rings the register at around $22,000. Add about a grand for the six-speed automatic. Either way, you’ll end up with a highly desirable ride that does an equally fine job of catering to enthusiasts and commuters alike. Or even a grizzled quartet of hard-edged construction workers, apparently.

[Source: autoblog]

Sexy vestido de novia: Espalda

noreply@blogger.com (este) — Mon, 18 Apr 2011 20:17:00 +0000

Más y más novias son cada vez menos tímidas mostrando algo de piel en el día de su boda. Sin embargo, un vestido de novia sexy no significa necesariamente que usted tiene que mostrar su escote o las piernas desnudas - que la iglesia católica no permite, por cierto. Sexy, con clase nunca es obvio - es siempre en los detalles sutiles. Istead de mostrar más de su frente, ¿por qué no mostrar la espalda? Cuando usted camina por el pasillo para cumplir con su novio, a todos sus invitados estarán buscando en la espalda. El diseño de la espalda de su vestido dede bodas es importante para el aspecto total de la boda que desea crear. Éstos son algunos de espaldas boda muy sexy vestido que hará que la gente vaya, "Wow!" cuando te das la vuelta. Sólo asegúrese de que exfoliar bien el día antes!

Fuente: Brides

Sexy vestido de novia: Espalda

noreply@blogger.com (este) — Mon, 18 Apr 2011 20:17:00 +0000

Fuente: Brides

Ramos de boda de cristal Swarovski

noreply@blogger.com (este) — Mon, 18 Apr 2011 20:10:00 +0000

Si desea tomar un descanso de la norma, con un ramo de flores de cristal de Swarovski en lugar del tradicional ramo de flores es una excelente manera de hacer algo único para su boda. Proporcionan un gran acento a los cristales y las perlas en su vestido de novia o de joyería de la boda y le hará la charla de la ciudad.

Además de la novedad, hay muchas ventajas a usar un ramo de flores de cristal sobre un ramo de flores. En mi opinión, la razón principal por la que debe elegir un ramo de cristal es el impacto intenso el brillo hará que cuando usted camina por el pasillo. Usted no va a ser simplemente brillante - usted será un abrir y cerrar. Los cristales de alegrar el ambiente con el arco iris en andwill iluminación natural se mantienen increíblemente brillantes incluso bajo la luz artificial o la luz de las velas.

Hay un sinfín de posibilidades en términos de combinación de colores. También puede elegir la disposición y el color de los cristales para que coincida con el esquema de color de su boda o los vestidos de la boda de su séquito.

Por último, su ramo de cristal de Swarovski puede convertirse en una reliquia de la familia que su hija puede utilizar el día de su boda. A diferencia de los arreglos florales, que podría ser costosa para preservar y tiempo si lo haces a ti mismo, cristales de Swarovski se verá tal como lo hicieron en su día de la boda sin tener que salir de su manera de preservarlos.

Ramos de boda de cristal Swarovski

noreply@blogger.com (este) — Mon, 18 Apr 2011 20:10:00 +0000

Lincoln MKZ Hybrid sales exceeding Ford’s expectations

noreply@blogger.com (este) — Mon, 18 Apr 2011 09:54:00 +0000

Given that the 2011 Lincoln MKZ Hybrid is little more than a gussied-up Ford Fusion Hybrid, it’s not surprising that the gas-electric MKZ achieves the same 41 miles per gallon city and 36 mpg highway rating. Admittedly, we were a bit shocked when Lincoln announced that the MKZ Hybrid starts at $35,180 (including destination and delivery) – the same price as a gas-only front-wheel-drive 3.5-liter V6 model. Perhaps that’s why buyers are snatching up the MKZ Hybrid at a rate that even Ford didn’t expect.

Initially, Ford targeted the hybrid version to account for approximately 15 percent of total MKZ sales. However, the numbers show that the MKZ Hybrid’s take rate has averaged between 22 and 23 percent since January of 2011. Ford says that March’s numbers look similar. Through the end of February, Lincoln sold a total of 3,343 MKZ sedans, 762 of which were hybrids. With no premium price tag and gas prices soaring, perhaps nobody should be surprised by the MKZ Hybrid’s take rate. Perhaps the better question would be, is the hybrid model profitable?

[Source: Ford]

PRESS RELEASE:

Consumer Demand for the Lincoln MKZ Hybrid Continues to Outstrip Expectations; MKZ range excels for choice and dependability

2011 Lincoln MKZ Hybrid

* Percentage of hybrid models sold within the MKZ range is higher than expected
* Lincoln MKZ Hybrid is the most fuel-efficient luxury sedan in America and is the first model to offer a no-charge hybrid powertrain option
* Lincoln received highest score for durability in the latest J.D. Power and Associates Vehicle Dependability Study of three-year-old vehicles

DEARBORN, Mich., March 28, 2011 – Sales of the Lincoln MKZ Hybrid luxury sedan continue to exceed expectations. Having launched with a sales mix of approximately 15 percent within the MKZ model range, sales have continued to track at more than 20 percent since January 2011.

In addition to sales momentum, the MKZ Hybrid is proving popular for its other strengths, including fuel economy and top-rated dependability. No other four-door luxury sedan – gasoline, diesel or hybrid powertrain – can top the MKZ’s certified 41 mpg city and 36 mpg highway EPA rating.

Lincoln Dependability
Recently, Lincoln received the highest score for long-term durability among all vehicle brands in the annual J.D. Power and Associates 2011 Vehicle Dependability Study, the second-highest performing model for long-term durability in the entire study.

The study asked owners about their experience in the past 12 months with their three-year-old vehicles (for the 2011 study, 2008 model-year cars and trucks were surveyed). Survey respondents were asked to indicate any problems they experienced with their vehicle in the previous 12 months, choosing from a list of more than 200 issues in eight diverse categories.

The study also shows a strong link between reliability and purchase. Nearly two-thirds (63 percent) of new-vehicle buyers say reliability/durability is one of the most important factors in choosing a new vehicle. Additionally, the study found that fuel economy is among the top 10 purchase considerations.

Lincoln MKZ Choice
Lincoln was the first luxury automaker to offer a hybrid vehicle with the same base price as its gasoline counterpart. Both gasoline and hybrid versions of the MKZ have the same suggested retail price of $34,605.

That’s a value equation for the consumer that San Diego Lincoln dealer Ed Witt calls “huge.” He has delivered Lincoln MKZ Hybrids to customers who traded in other luxury brand vehicles as well as other hybrids. Witt’s store has delivered MKZ Hybrids to drivers of Toyota’s Prius and Lexus luxury vehicles, and has even taken BMWs in on trade for the car. One family, he said, traded in three cars and bought two Lincoln MKZ Hybrids.

To date, Witt has sold the most MKZ Hybrids out of any other Lincoln dealer in the United States since the vehicle’s launch in October. “Potential customers are surprised by the Lincoln MKZ Hybrid’s quietness, comfort and power. They just love the performance,” says Witt.

Outfitted with Ford’s award-winning 2.5-liter Atkinson-cycle four-cylinder engine, permanent magnet electric motor and eCVT transmission, Lincoln MKZ Hybrid delivers seamless performance. The gas-electric powertrain is rated at 191 horsepower.

MKZ’s interior has been laid out with an array of standard features, including real wood trim taken from sustainable forests, supple leather upholstery, heated and cooled front seats, and the award-winning SYNC voice-activated in-vehicle communications and entertainment system.

Lincoln is also the only luxury car brand to offer a THX® II Certified Audio System, bringing home theater sound quality to the MKX through 14 speakers strategically spread around the acoustically engineered cabin.

“Lincoln’s latest models continue to be well received by luxury car customers” said C.J. O’Donnell, Lincoln group marketing manager. “The MKZ Hybrid is just the start of the journey we are taking in redefining the Lincoln brand and its new model range for the future. Lincoln uniquely blends the style today’s luxury vehicle customers demand with impressive, clean, economical performance as well as a wide range of intuitive technologies and features.”

###

About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 164,000 employees and about 70 plants worldwide, the company’s automotive brands include Ford and Lincoln. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford’s products, please visit www.ford.com.

Review: 2012 Ford Focus Titanium

noreply@blogger.com (este) — Mon, 18 Apr 2011 09:51:00 +0000

And we’re happy to report that the 2012 Ford Focus is several orders of magnitude superior to the model it replaces. How so? Keep reading to find out.

And so, the next logical question was asked: “How much?”

SYNC was then demonstrated. Push this button on the steering wheel, then say a command – “Sirius; ALT Nation.” (The stereo is now magically playing ALT Nation.) Impressive.

Good so far, but how’s it drive?

[Source: autoblog]

Report: Volvo and Pininfarina end C70 joint venture

noreply@blogger.com (este) — Mon, 18 Apr 2011 09:49:00 +0000

Volvo has announced it will take sole ownership of its joint manufacturing facility with Pininfarina. The Pininfarinia Sverige AB plant in Uddevalla, Sweden, only builds the Volvo C70 convertible. According to Volvo, the changeover will take place in 2013, and the automaker will continue to build C70s at the plant.

Volvo and Pininfarina have been bedfellows at the plant since Volvo began building C70s in 2003. The car moved just over 4,000 units in 2010, down nearly two percent from the 2009 total.

[Source: Autoweek]

Review: 2011 Hyundai Genesis Sedan V6

noreply@blogger.com (este) — Mon, 18 Apr 2011 09:44:00 +0000

Automakers have been carving the luxury segment into finer and finer slices for generations. Territory that once belonged solely to the likes of Mercury, Buick and Oldsmobile is now the fertile hunting grounds of brands from Acura to Infiniti. Thanks to these relative newcomers, buyers without the cash to jump into Bavarian marks like BMW, Mercedes-Benz or Audi can still plant their derrières on supple leather thrones without having to sell the family farm in the process.

Three years ago, Hyundai leapt into the low-buck luxury fray with the company’s Genesis Sedan – a vehicle that was intended to prove the Korean automaker could strut its stuff up market without the burden of launching a separate dedicated luxury brand just for the occasion. We were impressed with the big Hyundai when it touched down three years ago as a 2009 model, but domestic automakers like Buick and Chrysler have since sharpened their game in a big way. We jumped behind the wheel of the 2011 Genesis Sedan to find out how the vehicle’s first generation has held up before the updated second one arrives as a 2012 model.

Hyundai decided to wade into luxury waters just as the automotive market’s well began to run dry, and in 2009, the company managed to move around 20,000 Genesis Sedan and Coupe units combined – about half its initial sales projections at the time. As industry-wide numbers have begun to clamber back to their pre-fall heights, Genesis sales have increased accordingly, though we have a feeling the figures still haven’t managed to snag that magical 40,000-50,000 unit mark originally imagined by the Hyundai hive-mind.

That’s likely no fault of the vehicle’s styling, though. There’s no denying that the 2011 Genesis Sedan still carries the same high-brow presence of its forebearers thanks largely to one massive, stylized rib-cage grille. Hyundai still hasn’t set about slapping a big H on the hood, and from the front, uninitiated onlookers may have a hard time discerning the vehicle from the Lexus GS bloodline. From the side, the vehicle borrows cues from BMW’s styling department with wrapped headlights and taillights as well as a shark-fin antenna. Large ovular exhaust exits dominate the lower rear fascia and a single Hyundai badge on the rear trunk deck is the only indication that this beast comes from anywhere other than Japan.

When the Genesis Sedan debuted, it came packing an interior that was several light years ahead of what Hyundai had turned out in the past. Dominated by plenty of excellent stitching, perforated leather and attractive wood accents, the cabin made it clear that the Korean sedan wasn’t playing around. Since then, the cockpit has received few updates, and while still a nice enough place to spend time, interiors from both Buick and Chrysler have finally gotten a chance to play catch-up.

Both of those automakers have suddenly taken this whole auto manufacturing thing seriously, and as a result, vehicles like the 2011 Buick Lacrosse and Chrysler 300 are now available with cabins that can easily eclipse the Genesis in terms of design and quality, at least for a price. And that’s one point that the Genesis Sedan still has on the lower-luxury domestic marks. The Korean four-door comes standard with heated and cooled leather seats up front, slightly raised seating out back with plenty of legroom and wood grain trim throughout as well as tech treats like adaptive cruise control and dual-zone automatic temperature control for a mere $33,000 plus an $850 destination charge.

If you want those goodies in either the Lacrosse or the 300, expect to pay similar money. Opting for the leather-clad nicety of the TriShield will see you staring at an MSRP of $33,765 plus destination for the Lacrosse CXS, while the 2011 Chrysler 300 Limited comes to the dance wearing a price tag of $31,995 including destination. Don’t expect to find heated or cooled seats or dual-zone climate control from the 300, though.

The only place that the Genesis sedan really shows its age is in its dated interior lighting and flimsy switches, most notably for the heated and cooled seats and window mechanisms. Whereas both Buick and Chrysler have made sure to incorporate solid-feeling interfaces, the Hyundai simply doesn’t pack the same feel of quality.

Our tester came with the company’s lively 3.6-liter V6 mated to a six-speed Aisin automatic transmission that shuffles power to the rear wheels. With 290 horsepower and 264 pound-feet of torque on hand, the six-cylinder has no problem moving the vehicle’s 3,748-pound curb weight along, especially given the EPA’s fuel economy rating of 18 miles per gallon city and 27 mpg highway. During our time behind the wheel we saw around 23 mpg combined.

Those numbers put the Genesis Sedan 10 horsepower ahead of the 3.6-liter V6 found in the Lacrosse CXS and just two horsepower behind the same displacement V6 in the Chrysler 300. Interestingly enough, fuel economy for all three vehicles is nearly identical at 22-22.5 mpg combined.

With that in mind, it’s easy to get the impression that all three of these vehicles are neck-and-neck contenders, but that reality fades from view after a little time behind the wheel. Hyundai still has an excellent driver in the Genesis thanks largely to the vehicle’s front-engine, rear-wheel-drive configuration. Plop your foot on the accelerator and the big four door moves forward without any of the scrambling drama of the front-wheel-drive Lacrosse.

But make no mistake, this isn’t a sports sedan by any stretch of the imagination, although acceleration is more than ample and handling is predictable without being twitchy. Jump onto the interstate and the Genesis delivers a quiet cabin free of engine, tire or wind noise, and the six-speed automatic transmission has no problem landing on the correct gear for hard-throttle passes.

Hyundai curiously provides flappy paddles for making your way through the six cogs in the gearbox should you get bored letting the vehicle’s ECU do all the work. The transmission delivers fairly rapid shifts, though the trickery doesn’t do much to lend the sedan any of the sporting tones of its two-door twin. We’re guessing that the paddles are significantly more at home with the optional 385-horsepower V8 engine and ZF six-speed transmission.

Despite showing a few gray hairs here and there, the 2011 Genesis Sedan is still more than capable of holding its own in the budget luxury market. While its heaps of standard equipment and nicely appointed interior are all strong points on its résumé, the Genesis still holds one massive trump card over its competition – a 10 year, 100,000 mile warranty. While we can’t wait to drive next year’s Genesis R-Spec with its 429-horsepower 5.0-liter V8, the current model is a no-worry ace.

[Source: autoblog]

Vestidos de novia de color Rosa

noreply@blogger.com (este) — Wed, 13 Apr 2011 17:18:00 +0000

Tal vez la Reese Witherspoon de la boda bombo vestido tiene algo que ver con ella, o simplemente puede ser debido a la llegada de la primavera. Sea lo que sea, el vestido de novia de color rosa es probablemente el "ello " vestido de novia de la temporada. Estoy viendo diferentes tonos de rosa en la pista, de color rosa con tonos rubor en tonos detalle en los vestidos de novia blanco. Siempre he sido un fan de los vestidos de boda de colores y si se va a casar pronto, me daría la bienvenida a la tendencia de la boda vestido de color rosa con los brazos abiertos.

Vestidos de novia de color Rosa

noreply@blogger.com (este) — Wed, 13 Apr 2011 17:18:00 +0000

Vestidos de novia de Raimon Brundo - Bohemia

noreply@blogger.com (este) — Wed, 13 Apr 2011 17:10:00 +0000

Si alguien me pide que elija entre un vestido de novia vintage o un vestido de novia bohemia, yo no sería capaz de escoger sólo una. En realidad, yo podría, pero mi elección variará en función de la temporada.

Si se tratara de otoño o invierno, el vestido de época sería mi elección, pero para la primavera y el verano, yo definitivamente quiero uno más brisa, mira despreocupada que es sólo un toque romántico. Estos vestidos de novia bohemia son por el diseñador español Raimon Brundo y son exactamente el tipo de cosa que me pondría si yo fuera la primavera / verano de la novia. Ven a echar un vistazo a esta colección preciosa!

Vestidos de novia de Raimon Brundo - Bohemia

noreply@blogger.com (este) — Wed, 13 Apr 2011 17:10:00 +0000

Porsche planning Ferrari 458 challenger?

noreply@blogger.com (este) — Wed, 13 Apr 2011 14:34:00 +0000

Porsche would like to double its current sales volume, and to do that, the automaker will need to expand its lineup. The Cajun crossover and 918 are still a year or three away, and we’re always hearing talk of a sub-Boxster roadster or even a baby Panamera being in the cards. But what about a new coupe to take on Maranello’s finest?

Autocar claims that such a supercar could be on the way, and it would go toe-to-toe with the Ferrari 458 Italia. The British mag reports that Porsche boss Mathias Muller would like the company to produce another mid-engine offering, adding “we’re thinking above the 911 but below the 918 Spyder.” Muller also says that Porsche already has some designs that still need further development, and that a business case still needs to be made.

If such a Porsche were to find its way to production, it would need plenty of lightweight materials. And since Audi now shares a family tree with Porsche, the new supercar could share the R8’s aluminum space frame chassis. If that doesn’t work, a heavily-modified (and larger) 911 platform would probably do the trick, too.

At any rate, such a super-Porsche appears to be a long way from a production green light, much less a showroom floor. Still, it’s nice to dream, and we don’t mind waking up to a world with one more Porsche from which to choose.

[Source: Autocar | Image: Michael Harley/AOL]

Infiniti confirms plans to launch in Australia

noreply@blogger.com (este) — Wed, 13 Apr 2011 14:32:00 +0000

Infiniti has big plans to expand beyond North America, and Drive reports that the Japanese luxury automaker intends to include Australia in its expansion. The site says that officials at Nissan have officially announced that Infiniti would head Down Under by September 2012, adding that the brand would start off with three stand-alone dealerships in Melbourne, Sydney and Brisbane.

When those dealerships launch, there will only be three Infiniti products from which to choose. The G37 coupe and convertible, the M sedan and the FX crossover were chosen in part because of their freshness in the market. Infiniti has reportedly decided against exporting the high volume G37 sedan to Australia, opting instead to wait until the next generation model goes prime-time. The Australians will be able to choose from the same 3.7-liter V6 and 5.0-liter V8 options we have here in the States, and they’ll also be able to pick a 3.0-liter diesel that we aren’t afforded.

The folks at Infiniti also hinted at their strategy for the brand. Infiniti brand GM Kevin Snell reportedly told the press at a launch event that the brand wouldn’t try to be the “cheapest” make Down Under, adding that Infiniti models are often better-equipped than the competition from Europe.

[Source: Drive]

Review: 2011 Mitsubishi Outlander Sport SE AWC

noreply@blogger.com (este) — Wed, 13 Apr 2011 14:22:00 +0000

Mitsubishi has a problem with its current lineup. Unless you’re looking for a Lancer, your options are limited to the Galant mid-size sedan and the Endeavor and Outlander crossovers. Right now, the Galant is contemplating seppuku and the Endeavor hasn’t been fully redesigned since it first went on sale back in 2003. The Outlander, however, has something positive to offer. It seats up to seven passengers (in a pinch), has been named an Insurance Institute for Highway Safety Top Safety Pick, and tops out at 28 miles per gallon on the highway.

Mitsubishi knows having just two competitive vehicles to choose from isn’t enough to compete in an industry eager to fill every niche, and the company appears focused on evolving the two lone bright spots in its lineup. The Lancer has spawned many variants, the latest being the Lancer Sportback, a fun-to-drive wagon that doesn’t step on the toes of the top-trim Lancer Evolution. The Outlander, meanwhile, recently gave its name to the smaller 2011 Mitsubishi Outlander Sport, a five-passenger crossover looking to make its mark in a currently crowded segment.

If the 2011 Mitsubishi Outlander Sport had a favorite song, it would be Sister Sledge’s “We Are Family.” There’s no mistaking this CUV for anything other than a product from the diamond-star family. The gaping mouth and muscular haunches leave no doubt that the Outlander Sport got the “good genes” after a night of passion between a Lancer Evo and the larger Outlander. And despite sharing the name “Outlander” with its larger three-row brother, the Outlander Sport is its own vehicle, a compact crossover different in size, shape and demeanor.

Up front, for instance, a jet-fighter nose kicks off an aggressive forward-leaning stance. Sharply cut headlights dig into the face of the Outlander Sport while the roof line pulls tightly rearward along the 169.1-inch long body. That length is almost 15 inches shorter than the larger Outlander, despite the two crossovers sharing the exact same wheelbase and almost the same width. Like a Beverly Hills housewife with a face-lift, this look has to be done correctly or things can quickly turn into a cat-faced disaster. Fortunately, Mitsubishi’s corporate face survived the transplant with nary a scar to show for it. A set of 10-spoke 18-inch alloy wheels wearing Goodyear Eagle 225 55R/18 rubber shoes also sit neatly below the ever-so-slightly bulging fenders. These larger wheels come standard on our SE tester, while 16-inchers are standard running gear for the lower-trim ES.

Inside, the Outlander Sport prefers muted tones, with dark plastic and black cloth the only interior color choices available. Fortunately, the controls are laid out in a simple manner, and we appreciate the climate controls relying on three traditional dials instead of being relegated only to touch-screen control. That screen is left to handle audio and navigation, which it does rather well being responsive to the touch with crips graphics. Pop into Reverse and you’ll also get a nice view of what’s going on behind the Outlander Sport thanks to the back-up camera that’s bundled with the $2,000 nav system.

Unfortunately, laying down two grand for navigation also forces you to opt for the $1,800 Premium package that adds a panoramic glass roof, LED interior mood lighting, a Rockford-Fosgate sound system, Sirius satellite radio and an in-dash six-disc CD changer. All told, you’re on the hook for almost $4,000 worth of options if you want the Outlander Sport to tell you where to go.

Sound from the optional Rockford-Fosgate audio system is pushed out to your ears courtesy of nine-speakers, a 10-inch subwoofer in the rear cargo area and 710 watts. Surprisingly balanced, this particular sound system has lost the overbearing bass that used to be a hallmark of Rockford-Fosgate systems.

If you plan on listening to your iPod, Mitsubishi also includes a connector that lets you control the device from the touch-screen or steering wheel-mounted controls. Annoyingly, however, the stereo takes about a minute to recognize the mp3 player each time you turn off the car, and once it does, playback starts from the first song on the unit. It’s like teaching your dog to sit, and every time you turn around the pooch forgets where his butt goes. In a word: frustrating.

What’s not frustrating is the level of supportive comfort provided by the front seats. Headroom is also a non-issue and visibility is great regardless of where you’re looking. The cabin is relatively simple, aside from the touch-screen, but it works in the Outlander Sport’s favor.

If you go for a base two-wheel-drive ES model, the Outlander Sport starts at just $19,275. Our all-wheel-drive SE model starts at $22,995 (plus $780 in destination charges), and thanks to a few of those aforementioned fixings reaches $28,570. The Outlander Sport AWD SE’s base price, however, is below that of the Honda CR-V EX-L ($26,645), Hyundai Tucson Limited ($26,345) and Kia Sportage EX ($24,795). Equipped like this Outlander Sport, the Kia and the Hyundai are just a few dollar bills away from $30,000 and the Honda climbs past by a Benjamin. So paying over $28,000 for this compact crossover becomes a little more palatable when compared to more expensive competition, and it’s made even more so once you raise the hood.

Pull the lever and prop up the sheet metal and you’ll see a familiar 4B11 face smiling back at you. Used throughout the Mitsubishi lineup, this 2.0-liter inline four-cylinder engine produces 148 horsepower at 6,000 rpm and 145 pound-feet of torque at 4,200 rpm. That may not sound like much oomph to propel the all-wheel-drive Outlander Sport, but at just 3,263 pounds, it feels quicker than it should be.

The Outlander Sport isn’t fast by any means, but the four-cylinder engine gets the job done while returning 24 miles per gallon around town and 29 mpg on the highway. Two-wheel-drive models do even better at 25 city/31 highway. By contrast, the 2011 Honda CR-V, Hyundai Tucson and Kia Sportage are 240, 103 and 92 pounds heavier, respectively. Each vehicle also produces more horsepower (32 hp for the Honda and 28 hp for the Kia/Hyundai) and torque (16 lb-ft for the Honda and 23 lb-ft for the Kia/Hyundai) yet return slightly worse fuel economy (21/27 for the Honda and 21/28 for the Kia/Hyundai).

It’s not just the weight that helps the Mitsubishi Outlander Sport in the fuel-economy equation. Connected to that 2.0-liter engine is a Continuously Variable Transmission, or CVT, which can be manually “shifted” via a pair of steering wheel-mounted paddles. CVTs are notoriously buzzy contraptions, and the one employed in the Outlander Sport is no exception. Truth be told, the engine and transmission combination would be rather dull without those flippers for manually controlling the fun.

The Outlander Sport does have a few tricks up its sleeve besides being able to fake a gear shift. It handles surprisingly well for what’s essentially a high-riding, tall-roof wagon. The brakes are quite responsive once you push past the first inch of light pedal travel, but over bumps, the tight Lancer-like suspension reveals some flaws in the Noise Vibration and Harshness department. There was some chatter inside the cabin of our test vehicle and, when rolled down a bit, the windows produced a slight rattle. We could chalk up the window rattle to press-car jitters, but the cabin chatter is probably there to stay.

Those problems aren’t enough, however, to make us forget the sporty handling, accommodating interior and competitive pricing of the 2011 Mitsubishi Outlander Sport SE AWC. Will it become Mitsubishi’s third bright spot behind the Lancer and Outlander? The company is crowing that 1,290 units of the Outlander Sport were sold last month. That’s peanuts compared to the Honda CR-V, which sold over 19,000 units, but does represent nearly a fifth of the entire brand’s sales. That’s remarkable for a model only a few months old, and tells us that Mitsubishi is giving buyers exactly what they want.

[Source: autoblog]

Report: Toyota Prius V launch delayed in Japan due to earthquake

noreply@blogger.com (este) — Sat, 09 Apr 2011 15:39:00 +0000

The new-for-2012 Prius V was scheduled to go on sale in Japan at the end of April, but Automotive News reports that production delays stemming from the March 11 earthquake have pushed that date back a bit. In Toyota’s official statement regarding the delay, the company notes plant closings, supply chain issues and damage to Japanese Toyota dealerships as primary reasons.

Japan is slated to get both five- and seven-seat versions of the new Prius MPV. We’ll only be seeing the five-passenger configuration here in the United States, and European markets are scheduled to get the seven-seat Prius. Toyota says that, as of now, the U.S. and European launches of the Prius V are not expected to be delayed.

One of the key reasons for this delay is that one of the plants damaged in the earthquake, operated by Primearth EV Energy Co., supplies batteries for Toyota’s hybrid vehicles. This plant has the capacity to supply enough nickel-metal hydride battery packs for up around 300,000 vehicles annually. With this plant offline, Toyota faces a 27 percent drop in hybrid production. The automaker also receives batteries from plants in Tokyo and Nagoya, which are fully operational.

[Source: Automotive News – sub. req.]

Review: 2011 Hyundai Equus Ultimate

noreply@blogger.com (este) — Sat, 09 Apr 2011 15:34:00 +0000

My roommate – bless her heart – is about as much of a car enthusiast as the BMW X6 is a coupe. She puts forth an honest effort to hold conversations with me about autos, but 90 percent of the time, it just doesn’t work. You have to understand, in her eyes, a Cadillac Escalade is the pinnacle of luxury, the fastest car in the world has to be a Ferrari and the Mitsubishi Lancer Evolution is fitted with “those squeezy seats.” She’s still amazed by the power of Bluetooth and always gets wide-eyed whenever I plunk a car into Reverse and a rear-view camera comes on.

That in mind, it will come as no surprise to learn that when the 2011 Hyundai Equus Ultimate arrived at my door, she beckoned from the other room, “Hey, I think your Lexus just showed up.”

It’s like she had already drank the proverbial Kool-Aid. Hyundai wants everyone to believe that its new luxury flagship is capable of doing everything that a Lexus LS does, but at a much lower price. And while there are a few swing-and-miss things to note about the Equus experience, what Hyundai has done here is create a truly bona-fide luxury car capable of standing toe-to-toe with its Japanese competition and coming pretty darn close to the likes of its lofty German rivals.

But will we simply boast that the Equus – Hyundai’s most expensive car to date – is a good value, or does it possess enough content and engineering prowess to truly stand out amongst its highly regarded classmates?

“That’s a big Hyundai.”

The Equus uses a stretched version of Hyundai’s rear-wheel-drive BH platform – the same one that underpins the smaller Genesis sedan. At 203.1 inches long, the Equus adds 7.2 inches to the length of a Genesis, riding on a wheelbase that’s been stretched by 4.3 inches. Width hasn’t changed in creating the longer-wheelbase flagship, but the Equus is 0.4 inches taller than its little sister and rides on 19-inch chrome rollers as standard stock.

From the side profile, the Equus is a relatively modest-looking, yet attractive sedan. There’s a strong horizontal character line that stems from the front wheel well and fades just before the C-pillar, where an arched line draws your eye up over the rear wheel, accenting the upward slant of the greenhouse.

We must say, though – there’s a whole lot going on from the dead front view. The hood and grille shape references that of the smaller Genesis, but the bug-eyed HID headlamps, large LED turn signal strips and added chrome trim are a bit off-putting at first. After a while, you get used to the flashy face. It’s an interesting contrast to the car’s rear, which is sedate yet handsome, with LED taillamps, chrome strips to match the ones up front and large exhaust ports that are nicely integrated into the lower valence.

Interior refinement on the Equus is exactly what you’d expect for a proper luxury flagship, though there are a few small omissions. We aren’t talking about big stuff here – little amenities like power lumbar adjustment for the front passenger seat, side bolster adjustments for the front chairs or a one-touch close feature for the sunroof, for example. Still, our Ultimate-spec tester’s cabin arrived positively lousy with bells and whistles – niceties like a heated steering wheel, heated and cooled seats all around, a refrigerator in the rear console, power sunshades and a rear entertainment system.

What separates the Ultimate from the base Equus is its rear seating configuration, ditching the three-passenger bench seat in favor of two chairs with a fixed center console. The rear passenger-side chair – the one we’ve named the “executive throne” – even has massage and recline functions. If you ever have the chance to sit in a four-passenger Equus, we highly recommend spending no less than five minutes exploring the features of the royalty seat. Be warned, though – even with the Equus’ longer wheelbase over the Genesis, those rear seats don’t offer as much legroom as you might think.

The thing we like best about the Equus’ interior is that it isn’t as overwhelming as some of its competitors. There’s no second-guessing of buttons, there’s no scanning for control knobs and there aren’t so many different levels of functionality that the whole setup needs to come with an instruction manual. Take the infotainment system, for example – it is controlled by a single knob on the center console, sort of like BMW’s iDrive or COMAND from Mercedes-Benz, but because of the added layer of buttons around the large dial, it’s easy to operate. Still, the graphics look a little outdated to us, especially when you consider the beautifully colored displays from Audi or BMW.

Fit and finish is superb, though the Equus often feels more like a big Genesis than a wholly different level of exclusivity. Sure, the Genesis’ interior is plenty good, but the cabin – especially in front – still has the feeling that it was designed for Korean tastes and not American sensibilities. The switchgear is exactly what you’d expect to see in every other Hyundai, and other minor details like the relatively flat-bottomed seats and thin steering wheel are more proof that the automaker targeted cushier bogeys like the Lexus LS and not sportier offerings like the 7-Series.

The only available engine for 2011 is Hyundai’s 4.6-liter Tau V8, pumping out 385 horsepower and 333 pound-feet of torque in this application. It doesn’t quite put its power to the ground with the same level of grace or involvement as the European-engineered cars, but unsurprisingly, driving the Equus is similar to the experience you get in a Lexus LS. It’s buttery smooth, refined and is more concerned with being comfortable than engaging.

Things will likely change once the Equus receives Hyundai’s new 429-hp, direct-injected 5.0-liter V8, but even with the current 4.6-liter powerplant, we never once wished for more grunt. The Equus is indeed at a disadvantage against its German rivals, only because the majority of them now use turbocharged eight-cylinder setups that are super-torquey down low.

Unfortunately, there’s a whole lot of numbness when it comes to steering and braking. When moving the tiller from side to side, we wish there were a lot more on-center feeling that doesn’t correlate to the random bouts of heaviness felt as you really pull into a turn. It’s very non-linear in this regard, and if Hyundai wants to truly compete with all of the globe’s luxury sedans someday, it had better work on improving this behind-the-wheel experience.

For the majority of non-enthusiastic drivers, the Equus motoring experience will be pleasant. It’s eerily quiet while moving down the road, the six-speed automatic transmission does a fine job of firing off shifts with a sense of urgency and the suspension damping is soft yet appropriate in this sort of barge. The adjustable air-assisted suspension is one of the best parts about the Equus experience – not only because it does things like automatically tweak the suspension damping based on road condition or lowers the car when cruising over 70 mph, but that you don’t have to push any buttons for the adjustments to happen.

There’s a Sport mode, activated by a button just to the right of the gear lever, but its adjustments to the transmission’s shift schedule aren’t great for around-town cruising. Even on the highway, when left to its normal devices, the six-speed tranny has no problem kicking down for high-speed passing.

“So, what is it, like, 80 grand?”

Far, far less. Even in the fully decked-out Ultimate trim, the Equus’ price tag will go no higher than $65,400, including destination and delivery charges. You want a Lexus LS 460? Add over $5,000 to that tag. And if you insist on shelling out for German engineering, be prepared to spend anywhere from $10,000 to $40,000 more for comparably equipped cars.

What’s more, we can’t overlook the benefits of Hyundai’s exclusive dealership (or lack thereof) experience for Equus owners. When routine maintenance is needed, reach for the included Apple iPad in your glove box, queue up the service app and wait for technicians to collect your Equus from your home or office, leaving you a different Equus or Genesis sedan as a loaner car. When the work is done, the dealership will swap the cars back again. None of the competitors – German or Japanese – offer that.

If Hyundai continues on its current pace, it will only be a matter of time before it is widely regarded as highly as other major automakers in every segment in which it competes. Will my roommate ever tell me that my Hyundai has arrived when a Lexus LS shows up at my door? Probably not. But as long as non-enthusiasts can be convinced that the Equus is up to snuff to take on the Japanese big guns, Hyundai’s path to righteousness will continue to be paved.

[Source: autoblog]