Navigon 7100 GPS Navigator - Lifetime Traffic Out Of The Box

2008-05-14T01:04:00.000-07:00

Navigon...James Navigon
The first thing you notice about the Navigon 7100 GPS Navigator is, well, the Navigon 7100 GPS Navigator. It's beautiful. It's the kind of device you'd expect an international spy to have in their rocket car. It's less than an inch thick, and its shiny black casing will go well with just about any car interior. Paying the same attention to every detail, Navigon's included car mount raises the bar even higher, with a design that is not only easy to use, but echoes the 7100's in a way that makes device and accessory become one, adding a touch of style and elegance to any vehicle's interior.

Product Description
In the U.S., German-based Navigon may be the biggest name in gps you've never heard. Navigon has long been a major provider of navigation software to automotive manufacturers for in-dash gps navigation devices, but only recently did they introduce portable navigation devices under their own name. What they offer up, however, demonstrates immediately that this is a company that knows navigation inside and out.

Technical Details
* Precise turn-by-turn directions, including spoken road names via text-to-speech
* Lane assistant recommends the best lane for you to be in relative to the proposed route
* Photo-realistic 3D images of junctions, complete with actual sign text and exit ramp guidance
* Free real-time traffic information via the integrated traffic receiver
* High-contrast, wide-format 4.3-inch, full-color touch-screen display; unit measures 5.1 x 3.5 x 0.9 inches (W x H x D)

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Product Details
* Product Dimensions: 1 x 5 x 4 inches ; 1 pounds
* Shipping Weight: 3 pounds (View shipping rates and policies)
* Shipping: Currently, item can be shipped only within the U.S.
* Average Customer Review:

151 Reviews
5 star: 33% (50)
4 star: 23% (35)
3 star: 15% (23)
2 star: 17% (26)
1 star: 11% (17)
* 3.5 out of 5 stars 151 customer reviews (151 customer reviews)
* Amazon.com Sales Rank: #142 in Electronics (See Bestsellers in Electronics)

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Accutire MS-4350B Programmable Digital Tire Gauge

2007-11-15T23:04:00.000-08:00

Product Description

Accutire's programmable digital tire gauge is an easy-to-use, multi-featured gauge with an extra large, blue, backlit LCD screen and ergonomic styling. It measures PSI from 5-99 pounds in 0.5-pound units, and includes the patent-protected Set Point programmable feature which allows for recording the factory-recommended tire pressure for both front and rear tires. Other helpful features include a white LED flashlight to make checking tire pressure at night or in the garage a cinch; an audible pressure signal; auto off; and a five-year manufacturer warranty.

Know right away whether you need to add air or not. Just program your vehicle's recommended front and rear tire pressures into the gauge and they are automatically compared against the actual pressure every time you take a reading. The oversized LED display has a pleasant blue backlight for nighttime viewing. Measures from 5-99 psi for car, truck and home use.

Product Features

* Programmable to allow recording of factory-recommended tire pressure for both front and rear tires
* Reads 5-99 PSI in 0.5 pound units
* Extra large, blue, backlit LCD screen for easy viewing
* Features ergonomic "easy grip" shape
* Comes with five-year manufacturer warranty

See more details of this product.

2008 Porsche 911 997 Turbo Cabriolet

2007-11-10T23:50:00.000-08:00

(from Porsche Press Release) Dr.Ing. h.c. F. Porsche AG, Stuttgart, Germany, will be sending the new 911 Turbo Cabriolet to the starting line on September 8. The 20-year tradition within the 911 Series of the 911 Turbo with a classic soft top is continued with this open top model. Firstly, the open 2+2 seater offers the driving performance of a high-performance sports car while still providing convertible driving pleasure. Secondly, compared to the competition the 911 Turbo Cabriolet is economical in its fuel consumption, thanks to its deliberate design, outstanding aerodynamics and advanced engine technology

As with the 911 Turbo Coupe, the Cabriolet will also be powered by a 3.6 liter six-cylinder boxer engine with biturbo turbocharging and Variable Turbine Geometry (VTG). The powerplant already generates 480 hp (353 kW) and 620 Nm of torque at 1950 rpm. With the new, optional Sport Chrono Turbo Package, which includes an overboost function, up to 680 Nm is even intermittently possible. The manual transmission version can accelerate from 0 to 100 km/h in just four seconds. With Tiptronic S the time can be cut to 3.8 seconds. Both versions can reach speeds of up to 310 km/h. Fuel consumption for the 911 Turbo Cabriolet is 12.9 liters per 100 kilometers an exemplary value in the competitive environment.

In spite of the convertible-specific reinforcement of the chassis and automatic and the extendable rollover protection behind the rear seats, the open version of the 911 Turbo only weighs 70 kilos more than the Coup. The light, three-layer soft top, which can completely automatically be opened or closed in roughly 20 seconds, enables a low balance point.

Together with the running gear that is tuned to convertible-specific needs, which includes the active suspension system Porsche Active Suspension Management (PASM) as standard equipment, the new 911 Turbo Cabriolet offers the sporting driving performance typical for a Porsche 911 as well as extremely high driving safety together with appealing driving characteristics. The driving stability control Porsche Stability Management (PSM) and the managed all-wheel drive Porsche Traction Management (PTM) also contribute to its uncommon performance. The system with an electronically controlled multi-plate clutch can, according to the requirements, alternatively shift the drive output from the engine between the front and rear axles, and with shift intervals of a maximum of 100 milliseconds quicker than the reaction of the engine to load changes.

With a drag coefficient of Cw=0.31, the 911 Turbo Cabriolet travels at the level of the coup models. Together with the rear spoiler, which automatically extends at speeds from 120 km/h extending 30 mm further than with the Coup, the vehicle is the only standard series convertible that generates negative lift at the rear axle. Along with its passive safety systems, including six airbags as standard equipment and the comprehensive rollover protection system with steel tubing integrated into the windshield frame and an extendable rollover protection behind the rear seats the 911 Turbo Cabriolet also fulfils all legal requirements for passive safety applicable in the worldwide sales markets. Furthermore, it is equipped with one the most high-performance brake systems. The six-cylinder fixed-brake caliper up front stems from the Porsche Carrera GT. Upon request, the race-proven and light Porsche Ceramic Composite Brake (PCCB) ceramic brake system is also available for the 911 Turbo Cabriolet.

Also included in the extensive standard series equipment of the 911 Turbo Cabriolet are Bi-Xenon headlights, 19 inch forged wheels with two-tone appearance, an air conditioner, the wind deflector, the Porsche Communication Management (PCM) with the navigation module and 5.8 inch color monitor and the Bose Surround Sound System, among other things. The basic price in euro for the Turbo Cabriolet is EUR 126,600. In Germany the price is EUR 150,862 (including VAT and country-specific requirements).

---- Specifications ----

Price: 126,600
Engine: 3.6 liter boxer-6
Aspiration: twin turbochargers
Torque: up to 502 lb-ft
HP: 480 hp
HP/Liter: 133.4 hp per liter
1/4 mile: --
0-62 mph: 3.8 seconds
Top Speed: 193 mph

Equus 3130 Diagnostic Code Scanner with Live, Record and Playback Data Capability for OBDII (Post-1996) Vehicles

2007-11-10T20:19:00.000-08:00

Product Features

* Retrieves diagnostic trouble codes and definitions (in English, Spanish, or French) from your vehicle's computer to help diagnose problems
* Reads check engine light warnings on 1996 and newer vehicles through any OBDII protocol, including CAN (Controller Area Network)
* Views, records, and plays back live data as well as freeze frame data
* Features built-in memory to store codes, even when reader is unplugged
* Unique patented all-in-one screen display and LED display

See more details of this gadget.

Product Description

The Equus 3130 Innova ScanTool CanOBD II Diagnostic Code Scanner is an enhanced scan tool that is loaded with many professional features. If you are new to diagnostic scanners, this handy tool connects to your vehicle, scans various parts of your car, truck or SUV, and retrieves a list of diagnostic trouble codes (DTCs) and code definitions from your vehicle's computer. But even if you're a veteran to scanners and auto repair, you'll be impressed with the new functionality that Equus has added to the 3130. This device not only scans your vehicle, it also allows you to freeze-frame live timing and pinpoint your vehicle's problem. Instead of having to recreate a scenario over and over again, you can now playback the timing to scrutinize all the data and make a clear diagnosis. Combine this with Internet connectivity and the ability to interface with a PC, and you have a powerful, professional diagnostic scanner in the palm of your hand.

The 3130 Innova ScanTool CanOBD II easily scans and retrieves DTCs. View larger.
As government agencies establish more stringent emission laws, vehicles continue to become more sophisticated for maintenance and repairs, forcing professional mechanics, DIYers, and consumers alike to find easy-to-use tools for diagnosing their vehicles.

Many tools have already been developed to access these powerful on-board vehicle computers, but the Equus tool is particularly simple to use and surprisingly affordable. It is designed to be used by almost anyone, from the weekend mechanic to the ASE master technician. The 3130 CanOBD II/2 scanner is designed to retrieve diagnostic codes in all OBD II (1996 and newer). The scanner features a unique patented all-in-one screen display and LED display for quick OBD I/M emissions check, so you'll know if you're ready to pass those ever-increasingly stringent laws. Equus built the 3120 to display on-screen DTC definitions and user interfaces in English, Spanish, or French, and the trilingual language selection is accessed via a simple menu command. This device also stores diagnostic codes in a handy memory for off-car review and analysis. The 3120 is also equipped with the ability to connect to your PC. With the included cables and software you can connect the scanner to your computer to generate, print, and save detailed diagnostic reports, and even update the 3130 via the Internet.

The 3130 links to all OBD II protocols including CAN (Controller Area Network). The tool captures and displays freeze frame data that will help you pinpoint and troubleshoot any problem. This device is equipped to retrieve the following OBD II diagnostic trouble codes (DTCs): Generic Codes (P0, P2, P3, and U0) and Manufacturer Specific Codes (P1, P3, and U1). In addition, the tool provides live data (view, record, and playback live PCM data streams), bi-directional testing, vehicle ID capture, and O2 sensor results.

Warranty
Limited one-year warranty.

Why Buy Hybrid Car?

2007-06-11T20:12:00.000-07:00

Case: Toyota Prius 07

Considering the Toyota Prius? Hybrid cars and electric cars are getting a lot more attention lately. Even those of use who wouldn’t normally consider buying a hybrid car are considering this viable alternative to our weekly $50 and more gas bills. Not only are hybrid cars an economical choice in more ways than just gas mileage, they are also a responsible way to help reduce the terrible emission effects on our environment.

This four-door sedan seats five, and the powertrain can accelerate the car to speeds up to 15 mph (24 kph) on its electric power alone. This design contributes to the Prius’ superior city mileage as compared to its highway mileage. The Prius drives a respectable 650 miles between fuel stops. For these reasons and more, the Prius was named the 2004 North American Car of the Year.

The Prius weighs in at a respectable 2,900 pounds (1,315 kg) and provides as much interior room and trunk space as a Toyota Corolla. Toyota designed the Prius’ 1.5-liter engine to run at a maximum speed of only 5,000 rpm, which results in about 76 horsepower. By keeping their maximum engine speed this low, the car could be designed with lighter components that improve efficiency.

The Toyota Prius caught my attention after my neighbor bought her second one not long ago. She had traded in a beautiful new Lexus sedan for the first Prius, and as a long-time Lexus fan myself, I just had to go ask her what she thought of the Prius. She was evidently really captivated by something to buy a second one. Basically her answer was that while she loved the Lexus, the cost of paying for it, maintaining it, and fueling it was making her feel just a bit irresponsible.

She owned the first Pruis for a year and got almost as much as she had paid for it in resale. In addition to the federal tax incentive she received and the low fueling costs, she calculated that it had cost her less than $300 per month in total ownership costs for that car. And she commutes over an hour one way every day. Well, I was spending more than that just on gasoline and I work at home. As a matter of fact, many states are even allowing Prius owners automatic car pool lane access. The advantages just keep adding up on this car.

The Toyota Prius, which appeared on the American market in 1997, has a current MSRP of $21, 725. It was designed with the goal of reducing emissions in urban areas. The Prius adheres to California's super ultra low emissions vehicle (SULEV) standards. The Toyota Prius can give you an additional 20 – 30 miles per gallon than the car you are driving now. That is a huge savings on gasoline, but does it mean that you have to compromise performance? First, let’s look at how a hybrid car performs its job.

The Prius is a gasoline-electric hybrid car--a cross between a gasoline-powered car and an electric car. In a standard gasoline-powered car, a fuel tank supplies gas to the engine, the engine turns a t ransmission, and the t ransmission turns the wheels. An electric car relies on a set of batteries to provide electricity to an electric motor which turns a t ransmission, and then the t ransmission turns the wheels. Hybrid cars, like the Prius, are a compromise, and sometimes a reconfiguration, between these two designs. The Prius is designed to significantly increase gas mileage, reduce gasoline emissions, and overcome the shortcomings found in an electric car (such as distance between re-fueling requirements and speed limitations).

The Toyota Prius, and other gasoline-electric hybrid cars, have a unique design of gas and electric parts that work together for maximum efficiency and performance. Here’s a quick synopsis of what these parts are and how they works:

* Batteries – A hybrid car has batteries as its energy storage device for the electric motor. Unlike standard cars that are powered by gasoline that can only power a gasoline engine, hybrid cars have an electric motor that can deposit energy into the batteries as well as draw energy out of them.
* Generator - The generator is likean electric motor, but it only produces electrical power. In the Prius, the onboard generator automatically maintains the proper level of charge in the batteries, so the car never needs to be externally recharged.
* Electric motor – Hybrid cars have very sophisticated electric motors. Modern electronics provide the capability for the car’s electric motor to act as a motor as well as a generator. As needed, the electric motor can draw energy from the batteries to accelerate the car. Then in its capacity as a generator, it can not only slow the car down, but also return energy to the batteries.
* Gasoline engine - The engine in a hybrid car is very similar to those in most standard cars. The main difference is that the hybrid car’s engine is smaller and utilizes advanced technologies to decrease emissions and intensify efficiency.
* Fuel tank – Like in standard cars, the fuel tank in a hybrid is the energy storage device for the gasoline engine.
* Transmission - The transmission on a hybrid car performs the same basic function as the transmission on a conventional car. Some hybrids use conventional transmissions. The Toyota Prius, however, has a radically different design of transmission.

To accomplish the Prius design team’s main goal of improving emissions in urban environments, Toyota developed their parallel hybrid powertrain, called the Toyota Hybrid System (THS). This powertrain contributes significantly by giving this parallel hybrid some of the benefits of a series hybrid.

The Prius was designed to optimize efficiency and decrease emissions in two key ways. First, t he engine is designed to run only at an efficient speed and load.As previously mentioned, the Prius can accelerate to a speed of about 15 mph before using its gasoline engine. The engine doesn’t start until the car reaches its optimal speeds, and after it does start, it operates in a narrow speed band.

Secondly, the Prius utilizes a unique power split device. This power split device is what allows the engine to remain in its most efficient load and speed range most of the time. It is basically a intelligent gearbox that connects the gasoline engine, generator and electric motor to each other. The power split device also equips the Prius to function like a series hybrid, which means that the gasoline engine can charge the batteries and also provide power to the wheels as needed. The power split device also functions as a continuously variable transmission (CVT), which actually eliminates the need for a manual or automatic transmission. If that isn’t enough, this power split device also provides for the generator to start the engine so that the Prius doesn’t need a starter.

In additional to this impressive performance, Toyota has established long warranties on their hybrid components. The Prius comes with an eight-year/100,000-mile warranty on the battery and hybrid systems. Maintenance costs of owning a Pruis are exceptionally good because the motors and batteries in hybrid cars normally don't require any maintenance over the life of the vehicle. If you do have to replace the batteries after the warranty expires however, be prepared to shell out several thousand dollars. Engine maintenance routines and costs should be comparable to standard cars, and because hybrids are built with regenerative braking, the brake pads should even last longer than the ones in the car you are driving now.
If you are as intrigued as I am about the Toyota Prius, I would recommend that you test drive one at your local dealership. Compare its handling on both the highway and in stop-and-go scenarios. I really think you’ll be pleasantly surprised by this interesting car, and if you decide to purchase one, I know that your wallet will be as happy as you are

By: Austin C. Davis, www.trustmymechanic.com

Skoda Fabia vRS

2007-06-09T01:34:00.000-07:00

Overview:
Engine: 1.9-litre 4cyl, 130bhp
0-62mph: 9.5 seconds
Top speed: 128mph
Fuel consumption: 52.3mpg
CO2: 146g/km
Standard equipment: Cruise control, air-conditioning, CD multi changer, bucket seats, color-coded bodywork and interior trim, tinted windows

All good things must come to an end - even for Skoda's Fabia. With a replacement version on the horizon, the current model's days are numbered, but that doesn't mean its time on new car forecourts is going to end without celebration.

The steering is light, yet accurate, and although the vRS's suspension can't offer the same blend of comfort and stability as some of its more modern rivals, there's no shortage of grip.

And what better way to do it than with the flagship vRS. Called simply the Limited, this last-of-the-line edition represents the final opportunity drivers will have to get their hands on a showroom-fresh vRS until a new version is launched next year.

Based on the top-spec SE-trimmed car, it has distinctive metallic blue paint, 16-inch alloy wheels and tinted rear windows. Chrome extras, complete with a special exhaust pipe, add a touch of class that helps to justify the £13,010 price tag.

Inside, every option available to the current Fabia comes as standard. So, you get luxuries such as air-conditioning and a six-disc CD player, but also sporty touches including vRS-badged bucket seats.

With 130bhp and 310Nm of torque on offer from the 1.9-litre turbo diesel, performance is stronger than the sprint time from 0-62mph of 9.5 seconds suggests. In-gear acceleration is smooth, and though there is a fair degree of turbo lag, the car has easily enough punch to keep up with more powerful, petrol-engined competitors. The steering is light, yet accurate, and although the vRS's suspension can't offer the same blend of comfort and stability as some of its more modern rivals, there's no shortage of grip.

However, there's no escaping the Fabia's age - it now certainly feels its seven years! Ignoring the cabin's slightly awkward ergonomics, the diesel unit is harsh - in our test car, vibration was so strong it actually shook the steering wheel.

On the plus side, the Fabia's material quality has stood the test of time much better, and there's a real upmarket ambiance thanks to the dashboard coverings and seat fabrics, which still look and feel very smart. There's clearly life in the vRS yet, both as a driver's car and a smart hatchback. And while we know even greater things are around the corner from its replacement, there's no doubt that once this vRS is gone, it will certainly be missed.

By Dan Strong, autoexpress.co.uk

Top 10 non-hybrid cars that get 30mpg or more

2007-06-08T00:13:00.000-07:00

While they may not be hybrids, these 5 cars get you the close to hybrid level fuel economy. Honda, Toyota and Nissan dominated most of the list while Hyundai, Mazda and Kia squeezed there way in. MINI Cooper stands out as the only German made car on the list.

Figures are based on the 2006-2007 combined fuel economy statistics from fueleconomy.gov.

Top 10 non-hybrid cars that get 30mpg or more:

Honda Fit: 33 Combined - 31 city / 37 highway
Toyota Yaris: 36 Combined - 34 city / 39 highway
Nissan Versa: 32 Combined - 30 city / 36 highway
MINI Cooper: 33 Combined - 30 city / 37 highway
Honda Civic: 33 Combined - 30 city / 40 highway
Toyota Corolla: 33 Combined - 30 city / 38 highway
Nissan Sentra: 32 Combined - 29 city / 36 highway
Hyundai Accent: 31 Combined - 28 city / 37 highway
Kia Rio: 32 Combined - 29 city / 38 highway
Mazda 3: 31 Combined - 28 city / 35 highway

Note: Starting 2008, Fueleconomy.gov will change their of calculating fuel economy. While their new calculations are up for respective models, we went by their current way of rating since all auto makers use that method.

source: www.egmcartech.com

2008 Subaru Tribeca

2007-06-07T22:49:00.000-07:00

The Subaru Tribeca, all-new two years Ago, is all-new again

AT A GLANCE:

2008 SUBARU TRIBECA
ON SALE: Now
BASE PRICE: $30,640
DRIVETRAIN: 3.6-liter, 256-hp, 247-lb-ft flat-six; awd, five-speed automatic
CURB WEIGHT: 4129 lb
0 TO 60 MPH: 8.2 sec (mfr est)
FUEL MILEAGE (EPA COMBINED): 18 mpg

It takes a big man to own up to his mistake. And an even bigger one to fix it right away. Once Pontiac let loose the Aztek, it kept it in production for five painful years. The same happened with the AMC Pacer, which ran for six. The Ford Edsel went three. But when Subaru over-extended its drawing talent on the pucker-lipped Tribeca snout two years ago, it figured it out right away and went to work.

Hence the all-new, all-new Tribeca. It gets not just a new exterior with a more mainstream grille but a bigger engine and a smoother transmission, too. It’s the fastest redo in the West.

The new exterior is inoffensive but now runs the risk of being lost in the crowd, with a conformist look that sets it far apart from its predecessor, for better or worse.

Underneath that exterior, particularly under the hood, are significant improvements. An all-new 3.6-liter flat-six replaces the 3.0-liter. The engine is bored and stroked to get the extra 600 cc. An active valve control system varies cam timing on both the intake and the exhaust side (the 3.0 engine had active valve control on the intake only).

The engine now makes 256 hp at 6000 rpm and 247 lb-ft of torque at 4400, all on regular gasoline and all from the same external space as the 3.0-liter of last year. The 3.0 made 245 hp at 6600 and 215 lb-ft at 4200 but required super unleaded gas.

The five-speed automatic also is improved, with a new torque converter and control unit, plus a reduction of internal friction. As a result, downshifts are much faster, and hunting between gears is reduced.

We spent a long day driving a Tribeca over several hundred miles of interstates, mountain roads and stop-and-go suburban streets and found it mostly pleasant, by the standards of the class. There’s less lean and flop in transitions, and the 255/55R-18 all-season tires don’t protest until they’re really pushed hard. The power rack-and-pinion steering with engine-speed-sensitive variable assist and four-wheel disc brakes vented in front felt well matched to the task. The shifter in sport mode even matched engine revs on downshifts, which is cool.

We’d call the handling good. It wove through the mountain blacktop with what felt close to aplomb for something this tall, but it’s not as responsive as the Mazda CX-9 or the Acura MDX, which are both aimed at the performance end of the segment.

The Tribeca does have standard all-wheel drive, where most offer it as an option or not at all. It also has seven-passenger seating, which is not offered by everything in the class, and its artistically wavy dashboard stands out.

So it’s good in a field of good crossovers. Which leaves us where? In a big, big field.

By Mark Vaughn -- AutoWeek.com

Wave good-bye to Ford Ranger

2007-06-07T20:53:00.001-07:00

Automotive News reports this week what has been long known at Ford, but not articulated lately; that is whether or not the company should plan a replacement for the Ranger pickup.

The compact truck will go out of production next year. The only thing I have heard about it having a future is that Ford has considered building a replacement in Thailand.

But, frankly, it's a segment that Ford should just walk away from. Don't spend the money. It's like minivans, only worse. There is no innovation that I can think of that would justify staying in a dying, commodity segment like small pickups. It would only make sense if Ford could come out with a really useful, small truck that got terrific gas mileage, like 30 mpg.

As the AN article points out, sales of Chevy's Colorado (a truly terrible truck)were down to 94,000 last year, from 150,000 in 2002. Dodge Dakota sales have been falling like a stone too. Toyota manages one of the best residual values in the industry with its Tacoma pickup by tightly managing production and inventory, but Detroit doesn't play it that way.

Ford is better off managing its F-Series pickup program, so that it has a value-priced version to sell to would-be Ranger buyers. Even if Ranger buyers go to Chevy, Dodge, Toyota or Nissan for a small truck, it's not that big a deal. It's hard to imagine that Ford is making any money on Ranger now. And if it builds in Thailand, it has to pay a tax to import them in.

The Big Three have too much full-size pickup truck capacity now. And Toyota just made things worse with the new Tundra. There will be so much discounting of f/s trucks in the foreseeable future that it will put pressure on all small pickup prices.

At the end of the day, its a commodity business unless Ford can innovate a major fuel economy boost. And I just don't see that.

Wave good-bye to Ranger. Put the capital into a program that will deliver real profits.

by David Kiley --Business Week Online

NISMO 350Z Debuts

2007-06-06T21:44:00.000-07:00

Nissan's high-performance division gives the Z a more aerodynamic look.

A trendy wine bar at New York City’s landmark Rockefeller Center was the location for Nissan to show its newest, most expensive 350Z sports car.

Debuting by summer, the 2007 NISMO 350Z bristles with aerodynamic enhancements — including a big rear wing, side skirts and aggressive front fascia — that make the 2-seat car look similar to the Super GT championship-winning Z cars.

NISMO is the name of Nissan’s performance products company, and the race-look appearance equipment on the NISMO 350Z is only part of the story of this newest Z car.

While power under the hood remains the same as in other 2007 350Z cars — 3.5-liter V6 generating 306 horsepower and 268 lb-ft of torque at 4800 rpm — the new Z sounds more rowdy, thanks to NISMO exhaust tuning. The only transmission is a 6-speed manual.

There are several handling updates, including a NISMO-tuned, independent, multi-link suspension, Brembo brakes and lightweight, forged-alloy, gunmetal gray RAYS wheels that measure 18 inches in diameter in front and 19 inches at the back of the car.

The car’s body is reinforced with additional welds, and body vibration is minimized by special body dampers in the cargo and radiator areas.

Final pricing will be announced closer to introduction, though a spokesman said the NISMO Z —sold only as a coupe — will be the most expensive production Z car so far. The top 2007 350Z now starts at just over $37,000.

By Ann Job

And this is a related article on Nismo 350Z performance:

Learning Lessons from the Racetrack

As we buried our right boot exiting the last hairpin in 2nd gear, the tach needle of the 2007 Nissan Nismo 350Z raced northeast across the dial. It didn't waver and we rode a tsunami of forward thrust toward 7,000 rpm.

We'd heard that Nissan would be testing the 2007 Nismo 350Z at Tsukuba Circuit, the most popular racetrack in Japan, so we dropped by to see what all the fuss was about.

That's how we found ourselves at 125 mph on the back straight of this 1.3-mile circuit with the 2007 Nismo 350Z asking for more.

Z, The Next Generation
From the moment the Nissan 350Z launched in 2002, it's been a hot prospect on the road. There were plenty of people (including many at Nissan) who believed the Z-car would never make a comeback from the brink of irrelevance, yet 200,000 350Zs have been parked in garages around the world since then, including 27,278 in the U.S. last year.

The centerpiece of the 2007 350Z is a new, high-revving 306-horsepower version of Nissan's well-known, 3.5-liter VQ-Series V6. Motohiro Matsumura, the engineer who directed the design of the original VQ, tells us that Nissan originally asked him to control noise and vibration in the company's first all-aluminum engine, and his use of lightweight yet rigid parts led him to excellent performance at the same time.

Some 80 percent of the VQ35HR engine is new. Twin throttle bodies, a higher compression ratio and straighter intake ports help squeeze out more power, while variable valve timing for the intake and exhaust cams broadens the power band. To help the engine withstand the higher 7,500-rpm redline, the crankshaft's pins and journals are larger in diameter and the crankshaft's main bearing carrier is supported by a ladder-type frame. Meanwhile, the connecting rods are 8.4mm longer to help reduce vibration, a measure that required a revised engine block with a taller deck height.

When the new high-revving, 3.5-liter VQ35HR V6 is hooked up to the Nismo 350Z's six-speed manual transmission, it delivers 306 horsepower at 6,800 rpm. The torque output is 268 pound-feet at 4,800 rpm, but, more important, 90 percent of peak torque is available between 2,000 rpm and 7,000 rpm.

Chassis Tricks from Japan
The chassis of the Nismo 350Z has been developed by Autech, a Japanese company that produces specialty models for Nissan and also prepares Nissan's entries in the Japanese Super GT racing series.

Autech welds up some of the seams in the Z-car's body to increase structural rigidity and also installs the usual strut-tower braces. The Nismo 350Z also features special Yamaha-built mass dampers between the left- and right-side frame members beneath the unit-body chassis to control vibration in this new, stiffer body. This is technology adapted from the mass dampers Yamaha formerly supplied to the Honda Formula 1 team.

There are plenty of signature Nismo pieces within the interior, but the car is more noteworthy for special exterior bodywork developed by Nissan for racing, including a front aero splitter, a front bumper cover, rocker-sill extensions and a dramatic rear treatment with a wing.

The Nismo 350Z rides on lightweight forged wheels and carries 245/40R18 Bridgestone Potenza RE-01R tires in front and 275/35R19s in the rear. Specially tuned springs and dampers are part of the package.

The Racing Connection
It took just two corners of Tsukuba to realize just how freely the new V6 spins toward its 7,500-rpm redline. The outgoing VQ engine had loads of punch through the midrange, but the new HR (high-revving) engine has real staying power at peak rpm. It has a dry, crisp and yet authoritative exhaust note that becomes an addictive roar above 5,000 rpm.

As we charged toward Tsukuba's second hairpin at 80 mph in 3rd gear, we jumped on the brake pedal and engaged the big four-pot Brembos, plucked 2nd gear with the short-throw shift linkage and then clipped the tight apex at around 45 mph. Letting the tach needle plummet to an indicated 2 grand, we floored the throttle and unleashed a torrent of power that continued right to the redline at 7,500 rpm.

The newly found high-end power tempts you to keep the engine on the boil above 5,000 rpm, yet if you find yourself lower in the rpm range, there's plenty of torque to climb the ladder to peak power again.

Just like a classic Nissan engine, the new VQ's throttle response is crisp and the engine pulls strongly across the full sweep of the tachometer. There's no difference between the engine of the Nismo 350Z and that of the 2007 Nissan 350Z, yet the engine feels so rewarding, there might not need to be any difference.

The Nismo 350Z's real mark of distinction lies in its track-ready chassis. At Tsukuba, the Nismo 350Z recorded a lap time of 1:05.9, some 1.3 seconds quicker than the most aggressive model of the standard 350Z. The Nismo 350Z turns in sharper, corners quicker with less body roll, and both squats less under acceleration and dives less under braking.

Push the Nismo 350Z as we did through the track's long right-hand sweeper, and it will understeer at first. Once you feather the throttle for a moment, though, the car assumes a neutral attitude and you can use the VQ 6's wide power band to steer the car with the throttle in a way that's more progressive and controllable than ever before.

Of course the V6's meatier top-end power means that the rear end will break traction sooner, but the slide is easier to catch once the sideways stuff starts.

A Track Car, Not A Street Car

The downside of the Nismo 350Z is quickly apparent on the street.

All the newfound chassis rigidity combined with the stiff-legged, track-ready suspension calibration and aggressive, low-profile Bridgestone RE-01R tires combines to deliver a harsh ride that'll shake your fillings loose even on Japan's magically smooth roads.

It'll be interesting to see if Americans are willing to pay a premium for a track-ready Z-car that doesn't feature a special measure of added engine power, but the new VQ V6 is so impressive that they might not notice.

With the 2007 Nismo 350Z, Nissan has taken one of the world's best sports cars, given it a look that's both unique and functional and built up a razor-sharp chassis that's capable of extreme performance. You'll want to keep the engine on the boil at nearly 7,000 rpm just like we did.

We'll see what's next for Nismo, as we hear it's preparing a 400-hp 380RS edition of the Z-car that will be powered by a detuned version of the 3.8-liter V6 used by the Autech-prepared Z-car driven by Michael Krumm that won the 2006 Japanese Super GT racing series.

By Peter Lyon.

BMW 335i Convertible: A Grand Opening for BMW’s Quick-Tanning Machine

2007-06-05T01:47:00.000-07:00

DRIVING a BMW 3 Series after some time away is like being reunited with a favorite band. The in-line 6 sounds its opening notes and you think, “Hey, I remember that song.”

The car picks up the tempo and glides through a tricky two-lane passage, and your hips shimmy right along. As the performance approaches a lighter-waving climax, you’re reminded that, among sport sedans, the 3 Series is like Dylan or the Clash: the one you can always come back to.

Of course, a company doesn’t keep a car on top for 30 years by rehashing the past, but through regular reinvention.

The Bangle school of styling that so provoked BMW purists (their motto: forever square) with its restless kinks and bulges, has grown into a mature, often-imitated style that can no longer be casually dismissed. The look definitely flatters the 3 Series. It was liberally applied to the fifth-generation sedan for 2006. A coupe soon followed, along with a welcome rarity, a wagon as fun and shapely as it is practical.

On an unreasonably cold spring morning, I pulled on a wool hat to avoid spoiling my first date with the luxurious 335i convertible. Starting at $49,875, it is the most expensive and style-conscious of the current 3 Series lineup. (A new limited-edition 420-horsepower M3, featuring the first V-8 ever installed in the series, will top the range later next year).

Having failed for years to outhandle and outfinesse the BMW, the competition has been trying to hammer it into submission. The best of the budget alternatives is Infiniti and its recently redesigned G35. A more powerful G37 coupe — on sale in August, with a sedan version to follow — will develop a class-leading 330 horsepower from a 3.7-liter V-6.

Such V-6 engines take up less space than in-line sixes of the same displacement. And BMW could no longer stretch its smaller, 3-liter in-line 6 and still fit it under the 3 Series hood. So to keep the sport-sedan stalkers at bay, it had to whip out the automotive version of pepper spray: a pair of quick-spooling turbochargers boost the direct-injection 6 to a nice round 300 horsepower and 300 pound-feet of torque. Even the burly new M3 with the V-8 will produce 5 less pound-feet of torque (295) than the turbo models.

That makes the 335i the first turbocharged gasoline-powered BMW sold in the United States. The engine makes a vocal argument to being the best turbo powerplant this side of a $130,000 Porsche. Free-spinning and seamless, it evinces none of the power lag or spiky peaks you expect from turbochargers, achieving peak torque at a low 1,400 r.p.m.

The result is a 3 Series that feels roughly as quick, but less high-strung, than the current-generation M3 (rated at 333 horsepower). For the new convertible, BMW cites a snappy 5.5-second run from 0 to 60 m.p.h. when equipped with the terrific six-speed manual transmission — only two-tenths of a second behind the 335i coupe. If you don’t want to pump a clutch pedal, the $1,275 six-speed Steptronic is among the fastest and smoothest automatics around; don’t forget to throw in $100 for paddle shifters.

Trusty brakes feature every imaginable technology, including a self-drying feature that ensures that they are always ready for action on a puddly day. The brakes automatically keep the car from rolling backward when you’re starting off on an uphill slope, a feature every luxury car should consider.

Blessedly, the 3 Series can be ordered without the iDrive systems interface and its dreaded rotary control knob. And the Active Steering — which adjusts steering ratios to make for easier parking and supposedly better handling — is another option whose price, $1,400, isn’t justified by the benefits.

For style, speed and handling you can see and feel, choose instead the $1,300 sport package. It adds a firmer suspension, sport seats with power adjustable side bolsters and handsome 18-inch wheels with sticky run-flat performance tires. It also raises the top speed limitation to 150 m.p.h., compared with just 130 m.p.h. without the package.

During my blast north of New York along the Hudson River, the BMW’s mad turbocharged rush was a new thrill. More familiar was the unity of power, steering, shifter and brakes that no other car in this class can quite reproduce. The suspension is supple when you want it, firm when you need it, and the car will cruise or command any road, depending on your mood.

With the day warming and my hair whipping, I tried and failed to think of a hotter combination of four seats, open roof and excellent performance at this price. The 3 Series defies the stereotype of convertibles as fair-weather toys, and that real men and enthusiasts must do their serious road hunting from inside a closed-roof cave.

The 3 Series also addresses a longstanding bane of convertibles: the combination of tender thighs and searing-hot seats. The seats, armrests and shift knob feature BMW’s so-called sun-reflective technology. The leather is treated with pigments that BMW claims will reduce surface temperatures of dark-leather seats by up to 36 degrees on sunny days or 27 degrees for lighter-colored leathers.

Count the power hardtop as another first on a BMW. On the plus side, the top powers down in a fleet 22 seconds, and it takes just one second longer to click shut. The side and rear glass areas are together more than 30 percent larger than those of the prior cloth-top convertible, minimizing blind spots, letting in light and greatly improving visibility, including the view from the back seat.

But as with most folding hardtops, the roof adds weight and complexity, and seriously reduces the trunk space when stowed. At 3,946 pounds, the Bimmer weighs about 400 pounds more than the coupe. About 300 of that is because of the top, the rest from the stiffened structure that convertibles require to keep tremors at bay. Watching the top’s stacking, origami action is breathtaking, but so is the thought of how much it might cost to fix after a decade of use.

With the top down, trunk space drops from 12.3 cubic feet to 7.4, though it seemed smaller. With the roof open, I tried and failed to stow two wheeled carry-ons. A clever $500 Comfort Access option lets you open or close the top with the key fob, or to partly raise the roof for easier access to luggage.

As ever with BMW, the phrase “You get what you pay for” is both a compliment and caveat. My beautiful bright-blue 335i checked in at $54,540. Worth every penny, I’d say, but that’s still a whole lot of pennies.

So allow a word of praise for the 328i versions, whether sedan, coupe or convertible. (The 328i convertible starts at $43,975.) The starter Bimmers used to feel like something you settled for, with smaller engines and well under 200 horsepower. But the latest 328i models get a robust 230 horsepower from a 3-liter aluminum-magnesium 6, and the engine is so flexible that you’d swear it had 30 more horses in reserve.

Yes, a twin-turbo 300-horsepower BMW convertible is the stuff of summer dreams. The 328i model helps to keep that dream more attainable.

By LAWRENCE ULRICH
Source: nytimes.com

The New Car Color Trend: Brighter and Bolder

2007-06-02T00:10:00.000-07:00

Brighter, Bolder Car Colors Nudge Out Muted Tones

Situation
1. Brighter, bolder colors and paint finishes becoming more popular for vehicles
2. Greens, blues, oranges starting to offset black, gray, silver, and white
3. Trend Union Company's Colour Tool report includes specific section for automotive world
4. GM says 39% of customers go to another brand if color they want unavailable

Significant Points
1. Trend Union gives color predictions for fashion, design, autos, most other consumables
2. Color forecasting guides run 2 years in advance
3. Trend Union worked w/ VW, Renault, Citroen, Nissan, Jaguar
4. Chris Webb heads color development at General Motors
5. GM has formulated colors through 2009 model year, working on 2010

Says
"The idea is to show designers in all fields how different industries use color in inspiring ways." -- Li Edelkoort, Trend Union

"I can't claim the attention was all about the color. But the 'Hugger Orange Tricoat' played a big role in the Camaro convertible's success. It's a high-impact trend color based on a historical Camaro paint job [which first appeared in 1969]. Both the general consumer and the Camaro enthusiast totally 'got it.'" -- Chris Webb, head of color development, GM

Sourced From: Forbes Autos via MSNBC, May 24, 2007, www.automotivedigest.com

Prius 2007

2007-05-30T21:37:00.000-07:00

When Toyota introduced the Prius, America couldn't get enough of them. So they brought again Prius with better value, with savings up to $2,000. IntelliChoice agrees, ranking Prius the Best Overall Value of the Year, with an EPA-estimated combined city/highway 55 miles per gallon, and an Advanced Technology Partial Zero Emission Vehicle (AT-PZEV) rating. Well equipped with standard features like Push Button Start, cruise control, keyless entry, power door locks and windows, and a liquid crystal multi-information display, the 2007 Toyota Prius offers great value for a great price.

Prius 07 available in:

1. 4-Door Gas/Electric Hybrid
Gas/Elec Hybrid (ECVT) (1224)
MSRP** Starting At: $22,175.00

2. 4-Door Gas/Electric Hybrid-Touring
Gas/Elec Hybrid (ECVT) (1226)
MSRP** Starting At: $23,070.00

External colors available:
Super White, Magnetic Gray, Barcelona Red Metallic, Silver Pine Mica, Classic Silver Metallic, Black, Driftwood Pearl, Seaside Pearl.

"94 percent of Prius owners would buy another Prius"

The biggest story regarding the Toyota Prius hybrid car in 2007 will be what happens when tax credits for the Prius are fully expired? Will sales slow? Will Toyota add more incentives? Will the government extend the tax credit program for Toyota?

When the credit was cut in half in late 2006, sales slowed for the later half of that year. However, Toyota posted more than a 4 percent increase in Prius sales in January of '07 compared to the previous January. So, the Prius is off to a good start for 2007.

Still, gas prices will probably have a very significant effect on Prius sales, especially if they go higher. If not, most analysts expect Toyota to miss sales projections for the Prius. Of course, 'experts' have underestimated the Prius since its inception.

In order for Toyota to achieve a significant increase in Prius sales for 2007, Toyota has now begun to offer incentives to Prius buyers. As a result, Toyota is now offering leases on the Prius for as low as $219 per month. Or, you can finance the sale of a new Prius with no interest for 2 years.

Does the Prius save money?

According to a Edmunds.com study, the Toyota Prius can recover its hybrid technology costs in just three years. Of course, this study was carried out when both gas prices were higher and when Toyota qualified for the full clean vehicle tax credit. So, it will certainly take more than 3 years to offset the extra hybrid costs now, unless gas prices rise significantly higher.

Moreover, there is the possibility that Prius tax credits could be extended sometime this year - a move that both the President and members of Congress from both parties have proposed.

Hybrid power

Prius, from the Latin "to go before" was Toyota's first hybrid vehicle to be sold in the U.S. and the car has increased sales consistently and regularly, forcing long wait times for buyers during most of the existence of the Prius.

Fortunately, Toyota has been able to increase its Prius production capabilities, which has made the Prius more available than ever.

Overall, it used to take 8 days for a Prius to sell once it hit the lot, now that that time has been extended to about 30 days. Finally, consumers now have some real choices when shopping for a Prius.

Some dealers are also still adding dealer fees to the MSRP, although Toyota has asked dealers not to do this (Click for more information on how to approach buying a Prius).

So, don't be afraid to shop around when seeking to buy a Prius.

Toyota announced that it would produce 100,000 Prius hybrid cars for the U.S. auto market in 2005, more than twice the availability for 2004. In 2006 that number was about the same, due to production limitations.

For 2007 Toyota plans to build almost 200,000 Prius hybrid cars for the U.S. market.

The Prius, originally launched in 1997, achieved sales of 53,991 in 2004, when Toyota launched its second generation Hybrid Synergy Drive.

That year the Prius moved up to the midsize category, and increased its cargo volume by almost 30 percent over the previous year, while also improving it's fuel efficiency to 55 miles per gallon - according to the EPA.

Since that change, each new Prius model year has not changed significantly, although new features are regularly added, such as extra sidebags and 'sport' editions.

In the future the Prius might even come in different versions, such as a smaller city Prius.

The Prius, one of the most aerodynamic production cars ever produced, runs on its new high-voltage "Hybrid Synergy Drive," which combines a 1.5-liter four-cylinder engine (producing 78 horsepower and 85 pound-feet of torque) with a new 67-hp electric motor powered by 500 volts versus the previous 273.

This new motor provides quicker acceleration and can zip from zero to 60 miles per hour in 10.5 seconds.

Additionally, according to Toyota Press Releases, the hybrid Prius produces nearly 90 percent fewer smog-forming emissions than a conventional internal combustion engine.

In a few years, the Prius will be built upon the third generation of Toyota's Hybrid Synergy Drive, a move that could almost double the fuel efficiency of the Prius, while significantly reducing hybrid costs.

Still, for a car priced in the mid-twenties, the Prius isn't too bad today!

info from www.toyota.com and various.

Hyundai Veracruz First Drive

2007-05-29T20:40:00.000-07:00

‘Cruzin upmarket in a premium crossover

There’s one common element that ties the U.S. car market to the Indian caste system: Each strictly limits the social confines within which its “citizens” may exist. Toyota, Nissan and Honda realized this, and therefore created luxury brands to sell luxury products, a point Volkswagen would’ve been well served to heed with its Phaeton. Ignoring that lesson, Hyundai is stepping deeper into the premium pond with the all-new 2007 Veracruz crossover, upping the ante with top-notch materials, a hospitable cabin, and a well-equipped price that screams entry-luxury. Time will tell if shoppers are ready for a near-$40,000 Hyundai, or if the Veracruz is destined to sleep with the fishes, or Phaetons, as the case may be.

by Thom Blackett

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