World Car Manufacturers

Traditional Deco Rides Liner and Scoot Meets Modernity

noreply@blogger.com (mobsurf) — Tue, 22 Dec 2009 17:26:00 +0000

The Deco Rides Liner and Scoot concept is combined with a Lincoln Sedan Delivery 1939 car, modernized by unique front-wheel drive chassis design developed by a team under Gary Brown and a 92 Harley Sportstar. The car Deco Rides Liner took around 3 years to develop that features a 9-foot sliding area powered by an electric motor in the center of the car where the bike can fit in easily. Though both the car and the bike contain all the innovative facilities that can usually be seen in latest cars, they still got the conventional appearance both from inside and outside.

Peugeot BB1 Combines A Scooter and A Car as Future Transportation

noreply@blogger.com (mobsurf) — Tue, 15 Dec 2009 07:29:00 +0000

The Peugeot BB1 concept is actually an excellent combination of a traditional Peugeot scooter along with a Peugeot car. The key objective of this project is to offer a car that is ideal for city living and driving on busy traffic. Even with this compact shape, this car can make room for 4 passengers including the driver as a result of efficient interior design. The roof structure can easily puzzle a viewer to be a solar panel or something like that. The innovative horn shaped steering wheel has clearly taken this car apart from other traditional wheel-shaped steering mechanism cars.

Nissan EPORO Robot Car Mimics The Behavioral Patterns of A School of Fish

noreply@blogger.com (mobsurf) — Wed, 18 Nov 2009 00:03:00 +0000

The EPORO Robot Car is a concept robot vehicle that can travel alone or in a group in certain patterns and can avoid obstacles without making a collision with each other. Aside from showcasing information technology and cutting-edge electronics, Nissan, the manufacturer of this car, has demonstrated many functional features of this concept that will be helpful for all range of commuters. This conceptcar with anti-collision abilities can navigate intelligently and instinctively through challenging roads by detecting and avoiding barriers, while presenting a great display of running in groups like fish schooling. This robotic car evolution will help preventing global warming and decrease dependence on gas, which signifies a notable contribution to the society.

Tuvie Future Design, Technology, Industrial Design, Car Concept, Futuristic Gadget, and Product Concept Change view: Normal view List view Thumbnail view Peugeot BB1 Combines A Scooter and A Car as Future Transportation

noreply@blogger.com (mobsurf) — Sun, 15 Nov 2009 13:52:00 +0000

Audi eSpira and Audi eOra for Future Generations

noreply@blogger.com (mobsurf) — Fri, 13 Nov 2009 12:58:00 +0000

Audi has envisioned two vehicles for the future generations who will born into a complete digital environment with autonomy far away from today’s vision.

Audi eSpira: The Aspiration – This is the most uncompromised form of Audi, acts as an extension of the driver’s body. It utilizes next generation automobile control logic to transform the driver’s every movements and gestures into driving command.

Audi eOra: The Essence – This is an extremely efficient and dynamic sport vehicle that will be a dream of every young and adventurous individual in future. It uses the same control logic of eSpira and can carve the roadscape like a downhill skier with great accuracy.

Nissan Land Glider with Innovative Computer Controlled Steering System

noreply@blogger.com (mobsurf) — Thu, 12 Nov 2009 14:59:00 +0000

The Nissan Land Glider is a compact electric vehicle concept that features an innovative computer controlled steering system, allowing the car lean into the turns for better balance. The driver seat is placed centrally inside the narrow cabin of this two-seater car and another seat for the passenger is located directly behind the driver’s seat. The steering wheel has been designed like a flight yoke and cameras and monitors have replaced the rear view mirrors. The dashboard is one more thing of the car that you have never seen in any other cars. With the potentially lighter weight and narrow profile, this electric car is being expected to hit the crowd soon.

Nissan Nuvu City Car Concept with Futuristic Dashboard

noreply@blogger.com (mobsurf) — Wed, 11 Nov 2009 15:18:00 +0000

Nissan Nuvu is a concept designed to offer next generation car from Nissan with rear-mounted electric motor and lithium ion battery pack. The design of this concept car is quite unusual and small. For city use, the Nuvu’s performance is more than adequate. Across the all-glass roof are a dozen of small solar panels. Basically, natural, organic and recycled materials are used to make its cabin. The steering of the car is very direct for quickness and maneuverability in the city. No one will have any problem in crowded roads and limited parking slots with this tomorrow’s city car.

NUVU: RESHAPING THE CITY

Within just a few years, cities all over the world will be at near bursting point. If mankind wants to retain the level of personal mobility it currently enjoys – and if the city is to survive – the only way forward is for a radical rethink of the type of cars driven there. One solution could be a car like Nuvu, designed for the city of the not-too-distant future.

“Nuvu is literally a ‘new view’ at the future of the city car. It is electric, of course, but as far as Nissan is concerned, for tomorrow’s city cars that is a given. No, the most important aspect of Nuvu is the interior design which provides great comfort and space in an intelligent package designed to make best use of our crowded roads and limited parking slots.”

François Bancon, General Manager, Exploratory and Advance Planning Department, Product Strategy and Product Planning Division, Nissan Motor Co., Ltd.

At a glance

- 2 +1 seating in compact 3m package
- Unique platform for Nuvu
- Zero emissions from EV drivetrain
- Drivetrain previews production EV due soon
- X-By-Wire control for all dynamic functions
- Extensive use of natural, organic and recycled materials
- An urban oasis complete with its own tree inside, which…
… provides shade for the interior, and
… generates solar energy via its ‘leaves’

Overview
There is about to be a seismic shift in the urban landscape. Within the next five to seven years, some 55 percent of the world’s population will live in the city, threatening total gridlock. Unless something is done, the irony of the phrase ‘personal mobility’ will be self-evident.

Look around at the cars in a typical city traffic jam today and the vast majority will have only one occupant and four empty seats. Some might have two occupants, a few three. But find one with four occupants or more and you’ll be doing very well.

Today, we buy a family car knowing that we’ll only ever need to use it to its full potential one or perhaps two percent of the time. Tomorrow, things will be different. Tomorrow, things have to be different.

“There is a new generation coming up who, finally, are questioning why we do the things we do. They are asking themselves, for example, why they are buying a large car when they know that for 99 percent of the time they will be in it on their own,” says François Bancon, General Manager, Exploratory and Advance Planning Department, Product Strategy and Product Planning Division, Nissan Motor Co., Ltd.

“It is our job to provide personal transportation that is better suited to people’s needs and to what the environment – in all senses – can cope with.”

Nissan’s vision for the future of urban transportation is encapsulated in Nuvu, a ‘new view’ of the type of car we will be driving in the middle of the next decade. Compact – it’s just 3 metres long – Nuvu is a concept vehicle with unique 2+1 seating. It is aimed at urban dwellers who don’t want to compromise on their personal freedom or their comfort, yet who appreciate that ‘something has to give.’

Nuvu is agile, easy to drive, even easier to park. And it is, of course, an electric vehicle (EV). As Bancon says: “We believe zero emission vehicles are one of the key solutions for tomorrow’s city car.”

Nuvu is described as a moving oasis, a haven of green tranquillity in the urban jungle. To underline this message, Nuvu incorporates a witty representation of its green credentials: across its all-glass roof are a dozen or so small solar panels. Shaped like leaves on a branch, the power they generate is fed to the battery using a ‘tree trunk’ within the car as a conduit. Nuvu also uses natural, organic and recycled materialswithin the cabin.

Nissan has already announced plans to introduce an all-electric car in Japan and the US in 2010 and to mass-market it globally in 2012. Nuvu is not that car, though it does share some of the technology that will feature in the planned production vehicle. Rather, it is a concept of how a Nissan EV might look in the near future.

In the longer term, Nissan foresees a future based around a line-up of zero emission vehicles regardless of their size, category and usage. Nuvu – or its production equivalent – is just one element of this emission-free future.

Nuvu in detail
The central thrust behind the development of Nuvu is not its motive power but its layout and use of space. Nuvu has been created for a city of the future, one that’s even more crowded than today.

That’s why it’s compact on the outside yet roomy on the inside. Built on a unique platform, it’s just 3 metres long and sits on a wheelbase of 1980 mm but is 1700 mm wide and 1550 mm tall to create a large and airy cabin.

Interior package
These dimensions provide all the interior room needed for the vast majority of city journeys. Nuvu has two regular seats and a third occasional chair that can be folded down when required. But, unlike some two-seater city cars currently on the market, it is a thoroughly practical proposition with an integral luggage area providing sufficient space for a typical supermarket or shopping expedition.

“It is a real car,” says Bancon. “There would be no disadvantages to using a Nuvu everyday. For the vast majority of users, three seats are more than enough most of the time.”

The packaging is designed to give priority to driver comfort with C-segment levels of space and the flexibility to invite one or two passengers on board. Cabin layout places the regular passenger seat beside but largely behind the driver’s seat, allowing the passenger to stretch right out. Ahead of this seat is a third occasional chair which, when not in use, is folded away into the dashboard assembly. But even when the third seat is in use, there remains sufficient legroom for both passengers.

In the interests of saving both weight and space, the third seat has a centre section made from hardwearing yet comfortable netting. This hammock-like approach also has the benefit of allowing cool or warm air to circulate around the occupant’s body for extra comfort.

Shopping bags, briefcases and smaller items of luggage can be stowed behind the driver’s seat while if the driver is travelling solo, larger items can be stowed in the passenger footwall.

City car research
“We did a great deal of research into how people use their cars in the city. We found that for 90 percent of the time, the driver was alone. For five percent of the time there was one passenger and for four percent of the time there were two passengers. You can do the math to find out how often four or more people were in the car!” says Bancon.

“We gave the second seat much more room than normal because when you take one passenger in your car it is usually someone you love and you want to make sure he or she is being carried in outstanding comfort,” he adds.

Natural materials
Many of the materials used inside Nuvu reflect an increasing concern for the environment. The floor is made from wood fibres pressed into laminate sheets and is studded with rubber inserts made from recycled tyres for grip.

To create a light and bright interior, the windscreen and roof merge into one extended panel running virtually the entire length of the car. But undoubtedly the most unusual feature of the interior is the ‘energy tree’ which rises from the luggage compartment floor to the roof behind the driver’s seat.

Solar panels
The energy tree is shaped like a thin trunk. As it reaches daylight it branches out under the glass roof providing occupants with protection from bright sunlight… just like a real tree. And providing a visual reminder of Nuvu’s green credentials, covering the branches are dozens of small solar panels shaped like leaves.

The panels absorb energy from the sun which is then fed back down the energy tree and used to help recharge the battery and provide an extra power boost for the electric motor. As well as being genuinely green energy, it is estimated that the power generated via the solar panels will save the equivalent of one full overnight charge from mains electricity each month.

Driver controls are as simple as possible. All the major functions – steering, braking, transmission and throttle – are ‘By-Wire’ while the steering is controlled by an aircraft-style steering yoke: with just one turn from lock to lock, the steering is very direct for agility and manoeuvrability in the city. Nuvu’s turning circle is just 3.7 metres. Thanks to its wide track and the use of 16 inch 165/55 tyres mounted on lightweight, almost transparent, wheels, ride comfort, stability and agility is of the highest order.

There are two pedals – for stop and go – stalks for minor controls and a digital instrument panel with dials for speed, distance covered and battery range. The instrument panel itself is formed of layers – rather like an onion – and like the energy tree is another example of design inspired by nature. “We call it bio-mimicry,” says Bancon.

Rear view/parking monitor
Two screens on the dashboard display the view behind the car – there are no door mirrors to disturb the airflow, but small cameras – and double as monitors for the Around View Camera which give a bird’s eye view of the car when manoeuvering or parking.

Saving energy was the guiding force behind the use of low-energy LED head and tail lamps, while Nuvu’s heating and ventilation system filters and cleans the city air as it passes through the vehicle. Not only does it produce no emissions at source, but Nuvu actually helps clean up the city environment.

Exterior and interior design
“Nuvu’s design is further clear evidence of Nissan’s continued desire to challenge convention and to explore all the possibilities that the EV could bring us. In many ways it was inspired by our two most extreme EVs of recent times: Mixim and Pivo 2.

“Significantly, though, Nuvu delivers a more realistic interpretation of two of the most important aspects of its forerunners – the ‘Friendly Innovation’ found in Pivo 2 and the ‘Sports Dynamics’ central to Mixim

“The result? We have designed a radical concept car that with just a few changes could go into production tomorrow,” explains Masato Inoue, Chief Designer, Product Design Department, Nissan Motor Co., Ltd.

Developed by designers at Creative Box Inc. – Nissan’s design think-tank – Nuvu’s green house has flowing lines with gentle curves inspired by nature. The distinctive shape of the door glass on either side gives the impression of a hot air balloon that’s being gently inflated by pressure from within, while tropical fish inspired the profile of the side window graphics as a whole.

This contrast between the natural, fluid shape of the greenhouse and the strength implied by the solidity of the lower body gives Nuvu a feeling of quality rarely found in a compact car.

Colour and materials
Nuvu’s visual impact is further enhanced by its unique body colour. Developed by Nissan Design, the shade is officially called Soft Feel Sandy Gold.

Matching the ecological values of an electric vehicle, the moulded plastics and synthetic elements found inside a typical production car have been replaced by natural materials and organic alternatives, such as the wood fibres and rubber from car tyres used for the flooring. The result helps create a relaxed, warm atmosphere within Nuvu’s cabin.

During the design development stage, key targets were to develop an EV that encompassed obvious modernity with engaging ambience and a playful aspect – hence the energy tree. “You don’t need to be a car lover to fall in love with Nuvu,” adds Bancon.

EV drivetrain
Nuvu is more than a styling concept of a future EV. It is a fully working mobile test bed for much of the technology that will be used in Nissan’s production EV to be launched in 2010. For this reason elements of its technical specification are being kept secret for the time being.

The electric motor used in Nuvu is mounted at the rear of the vehicle and drives the back wheels, though neither its exact specification nor the power and torque figures are being released at this stage. A driving range of 125 kms and top speed of 120 km/h are being made public, however.

Li-Ion battery
Similarly although it can be revealed that the batteries used are of the latest laminated lithium-ion type and have a capacity of 140 Wh/kg (watt-hours per kilogram), the total capacity of the batteries and number of modules are not being disclosed at this stage.

Nissan began research into high output Li-Ion cells as long ago as 1992, but today development is carried out by Automotive Energy Supply Corp. (AESC), a joint venture company set up by Nissan and NEC Group.

Unlike a conventional lithium-ion battery with its bulky cylindrical cells, the laminated Li-Ion battery as used in Nuvu has thin laminated cells and fewer components overall. This boosts its power by a factor of 1.5 at the same time as halving its physical size. It also remains twice as efficient as a conventional cylindrical Li-Ion battery even after five years or 100,000 kms of continuous usage.

Another bonus of the compact cell construction is that a thin modular design is possible with a commensurate improvement in battery cooling efficiency. Higher power outputs are achieved through material improvements made to its lithium manganate positive electrode and carbon negative electrode. The use of chemically stable spinal-structured manganese for the positive electrode also helps ensure safe operation.

Its compact size allows the batteries to be mounted under the seats and the vehicle’s flat floor, thus helping to keep the centre of gravity as low as possible.

A quick charge from empty to full should take between 10 to 20 minutes while a full charge should take between three to four hours from a domestic 220V socket.

Typical users
“The people who will be drawn to a car like Nuvu are many and varied,” says Bancon. “It is a cross generational car and not a signature vehicle for one generation.

“There will be common threads, however. They will be early adopters but more importantly they regard themselves as urban citizens. They don’t just work or live in the city; they are part of the city. They want a car that somehow expresses who they are and which reflects their personal ideology.”

Conclusion
Although clearly a concept vehicle exploring aspects of future vehicle design, Nuvu nevertheless embodies many messages for today. Its clever interior provides ample headroom, legroom and comfort for most everyday needs without occupying more road space than it needs.

The use of recycled and natural materials underlines Nuvu’s environmental message and while the energy tree might be considered as a piece of whimsy, the use of solar energy is an entirely sensible and practical technological solution to aid an emission free future.

“Nuvu is a concept car, for sure, but it is an entirely credible vehicle,” says Bancon. “It is light, clean and easy to drive. It is practical and a sensible size, yet it is also embodies an element of fun: the future doesn’t look so bad, after all.”

Mercedes Benz Eco-Friendly BlueZero Concept Car

noreply@blogger.com (mobsurf) — Tue, 10 Nov 2009 14:59:00 +0000

BlueZero is the latest addition of the eco-friendly series cars by world renowned Mercedes-Benz. The main inspiration came from the idea of creating a vehicle that is affordable and eco-conscious, and can offer a multitude of platforms for daily use. Keeping the sandwich floor concept of Mercedes in mind, the structure of this concept car allows three different platforms to realize: first one is an E-Cell with battery, secondly E-Cell plus with gasoline and battery and the last one is an F-Cell with hydrogen. This concept allows the powertrain to be moved into the floor cells in the event of a front-end collision. This innovative is not only a great safety solution but also will help creating a universal platform.

From the design viewpoint, only the obligatory 3-pointed star placed in the center of the front grille has been seen common with other conventional Benz models. A sweeping curve is making the appearance of the car unique that begins right behind the front quarter and finishes up the beltline located near the back side of the car. This BlueZeroconcept is relying only on its existing architecture, practical thoughts and strong support from the confident customers.

Hi-CT Hybrid Car Concept from Toyota

noreply@blogger.com (mobsurf) — Sun, 08 Nov 2009 12:57:00 +0000

Change view:
Normal view List view Thumbnail vi

First impression at Toyota Hi-CT car might not make you say “wow”, well we agree that the design is somehow not as stylish as we expect it. On the other hand, Toyota’s team of you Japanese and European designers claimed that Hi-CT is a reflection of what a cool and great vehicle should look like, they want to create something that make people stop and take a good look. The Hi-CT is a plug-in hybrid with a 1.5L motor and uses lithium-ion batteries, which are located underneath the floor of the vehicle in order to maximize the interior space of the car. While it looks quite boxy and big, it is in fact quite small. The entire vehicle is 3.3 meters long, 1.6 meters wide and 1.7 meters high. It is, effectively, a cube on wheels. Due to the tiny size, it can only carry two persons. However, being a “lifestyle” car, there’s enough space inside it for everything that an active user or two could need. The rear trunk can be modified so that surfboards, bicycles and camping equipment can be carried around for those days where you need to get out to nature.
Looking at inside of the car, we might hear you say “wow” because of its futuristic design, the exterior now doesn’t seem to matter anymore.

TVR THRONE CARS

noreply@blogger.com (mobsurf) — Sat, 07 Nov 2009 15:10:00 +0000

Hussein Al Jammazi has envisioned an excellent and unique car concept name TVR Throne that has all the aesthetical aspect to make a person get amazed. The designer has given his maximum effort to make unique components for the car. Starting from the rear view mirrors through headlights to the front hood, everything has something extraordinary to offer to the viewers. This excellent aerodynamic design comprises V8 supercharged aluminum engine that can generate 638 hp of power, well enough to go 0-60 in just 4.2 seconds. Moreover, to make the car sustainable in hot countries,the designer has included a two-barrel carburetor.

2010 Audi Q7

noreply@blogger.com (mobsurf) — Fri, 06 Nov 2009 12:42:00 +0000

Although media focus has shifted to its smaller Q5 crossover, Audi hasn't forgotten about the larger Q7. The 2010 model, debuting at this week's 2009 Shanghai motor show, sports a few small repairs, helping it fit in with Audi's heavily-revised portfolio.

If you're a fan of the Q7's physical form, you'll be elated to know the crossover's shape doesn't change for 2010. Exterior changes are limited, with the largest revision being revised front and rear bumper skins. Others, notably the new grille insert and LED daytime running lamps, help bring the Q7 in line with the company's current design ethic.

A similar design mantra was applied to the Q7's interior. Most of the cabin is virtually identical to the previous model, but a few small touches (i.e. more chrome switchgear, ambient lighting in the doors, wood inlay on the passenger-side dashboard) adds an upscale aura.

Perhaps the most important feature inside is Audi's new third-generation Multimedia Interface, or MMI. The infotainment system uses Audi's latest form of 3D navigation, and a new joystick control for navigating through menus, maps, and the like. Users can also control the MMI through a revised vocal command system, which responds to personal statements like "I'm hungry" or "I need gas" by searching for restaurants or gas stations nearby. It can also be paired to a 14-speaker, 505-watt Bang & Olufsen audio system, similar to those offered in other Audis.

Unchanged, however, are the Q7's powertrains. A direct-injection 3.6-liter V-6, rated at 280 hp and 266 lb-ft of torque, is still the base offering, while the 350-hp direct-injection 4.2-liter V-8 is the grand-daddy of the lineup. Slotting between those two is the 3.0-liter turbo-diesel V-6 introduced in 2009. Rated at 225 hp and 406 lb-ft of torque, it's marginally slower than a Q7 with the 3.6, but its 17/25 mpg city/highway rating is impressive, as is its 600 mile range.

Audi expects the improved Q7 to arrive at U.S. dealers this fall, but won't talk pricing until closer to its launch.

REVIEWS: Review: 2012 BMW X1

noreply@blogger.com (mobsurf) — Thu, 05 Nov 2009 06:57:00 +0000

Malicious tongues claim that the X1's psychedelic-swirl paint job marks the ultimate expression of Chris Bangle's flame- surface design philosophy, but this is not the case. The wild circles printed on thick adhesive foil do a better job of disguising a car's contours than the matte-black cladding used in the past. It was required attire for the preproduction prototype X1 that we drove.

Dimensionally, the X1 is really more of an X2, so expect the next X3 (due in 2011) to grow a full size. The X1 breaks new ground in terms of proportions: it's based on the current 3-series, but it's taller than the wagon, not as long as the sedan, wider than the coupe, and offers more interior room than any of them. Thanks to the wider doors, entry and egress is pleasantly painless. A relatively small cargo hold is remedied by folding rear seats, and a power-operated tailgate will be optional.

Our test car, an X1 xDrive28i, had the familiar 3.0-liter in-line six and six-speed automatic. Dynamically, it exceeded our expectations by about 100 percent, with tenacious roadholding and chuckable handling. It's so much fun to drive that the DMV should consider slapping some sort of entertainment tax on it.

The X1's revised, rear-biased xDrive four-wheel-drive system has been recalibrated to help the X1 handle with the same verve, finesse, and ambition as a compact sport coupe. The DTC switch should be bright red and marked PLAY: turn off the stability control, and the X1 becomes a master of grip and drift, poise and pose, balance and breakaway. Try the same hooliganism in an X3, and you'll find yourself in the ditch, guaranteed.

There will be no M version, but the X1 isn't slow: according to BMW, 62 mph comes in 6.7 seconds, top speed is limited to 150 mph, and the efficient six returned 28 mpg in the European combined cycle. Although it closely matches the footprint of a 3-series wagon, the X1 will be far less expensive.

ALL-IN-ONE FUN: The X1 is a remarkably successful interpretation of the crossover theme in that it blends SUV virtues-elevated seating position and extra ground clearance-with wagon assets such as carlike fuel economy and inspired handling. This BMW offers better packaging than an all-wheel-drive 3-series, and it's even more fun to drive. Unfortunately, the styling is an acquired taste. Maybe that psychedelic skin wasn't such a bad idea after all.

Price: $32,000 (est.)
Engine: 3.0L I-6, 260 hp, 225 lb-ft
Drive: 4-wheel

2009 Sneak Preview: 2010 Lamborghini Murcielago LP670-4 SuperVeloce

noreply@blogger.com (mobsurf) — Wed, 04 Nov 2009 13:17:00 +0000

May 29, 2009

In the latest iteration of the aging Murciélago, the 6.5-liter V-12's output rises from 632 hp to 661 hp while the weight drops by some 220 pounds, resulting in a car that Lambo says will vault to 62 mph in a mere 3.2 seconds. Only 350 examples will be built, and buyers will choose between two rear wings: either the "Aeropack Wing" shown here, which purportedly allows a top speed of 209 mph, or the smaller, standard wing that enables you to soar to 212 mph.

2010 Lotus Evora

noreply@blogger.com (mobsurf) — Tue, 03 Nov 2009 14:32:00 +0000

With the Evora, Lotus expands from track-day toys like the Elise and the Exige into the realm of the high-performance GT. Although the Evora follows recent Lotus practice by using an aluminum-spaceframe structure and a mid-mounted engine, the car is much larger, more luxurious, and more livable than any of the current models. The standard setup is a two-seater with a cargo deck behind the front seats, but a two-plus-two configuration is also offered, as are luxuries like navigation, a backup camera, and a full leather interior. The engine is again sourced from Toyota - this time the Camry's 3.5-liter V-6. In the hands of Lotus engineers, it makes 276 hp and 252 lb-ft of torque. A six-speed manual is standard, but an automatic eventually will be added. Lotus claims this heretofore humble engine will propel its new GT to 160 mph and provide a five-second 0-to-60-mph sprint. The Evora will be the top-model Lotus when it arrives here early next year, priced from about $70,000.

2010 Jaguar XJ

noreply@blogger.com (mobsurf) — Sun, 01 Nov 2009 04:16:00 +0000

There are classics in car design, such as Ford's Mustang and Porsche's 911, whose shapes have persisted with subtle variations for forty years. Jaguar's XJ sedan is almost equally long-lived, but sales have dropped as it passed through many iterations that were all much too closely based--even the last all-aluminum model--on Sir William Lyon's original design. Now, finally, the XJ has a completely new shape, impressively handsome and vastly better, in terms of space and comfort, than any of its forebears.

The initial presentation to the American press at Hedsor House, an archetypical English stately home, was the best I've experienced in half a century of seeing new cars before their public showing: we were marshaled onto a second floor balcony overlooking the home's beautiful park and its long driveway. Two of the new cars--one of each wheelbase--approached and moved smoothly around the area so we could see them from every direction while Jaguar design leader Ian Callum talked about their design. Given that it is impossible to properly judge a new design until you have seen it in motion, this was a brilliant way to present a vitally important product.

The XJ has some elements reminiscent of the midrange XF, in particular the nearly rectangular trapezoidal grille, but in all respects the XJ is more refined, elegant, and impressive. Its six-window side profile is elongated and beautifully delineated by a bright metal surround culminating in a thicker section at the pointed aft end.

The C-pillars are a glossy black on every car. Questioned about making it body color, Callum insists that the difference is important, even on cars painted black, where only surface reflectivity, not color, changes. There is no question that the upper looks wider with darkened glass and the blacked-out pillars. Dramatic elongated taillights owe nothing to the past.

The body sides are quite plain, with only a small chrome vent on the front fender behind the wheel opening and a slight indentation through the front doors that disappears a third of the way back on the rear door panels. There are sharp peaks to the front and rear fenders, well outboard, to emphasize the body's width.

The front profile rounds down following the wheel opening, allowing the hood and grille to thrust forward, with the headlamps joining the disparate profiles. A subtle bulge above the center of the headlamp cover recalls, almost subliminally, surfaces behind the headlamps of the original XJ. The interior is pure classic Jaguar, raised to the nth power. The sound system is so good that by contrast it puts the Lexus "concert hall" into the provincial high-school gymnasium category.

Life is going to be difficult for all luxury car makers now (much like the 1930s, when many makes disappeared), but we think Jaguar has an excellent chance, if only based on the fact that everyone who saw the XJ was eager to drive it as soon as possible.

noreply@blogger.com (mobsurf) — Fri, 30 Oct 2009 16:05:00 +0000

Through a fluke in timing or just plain luck, I'm fortunate enough to have now been behind the wheel of every single current Ferrari currently on sale. That's a rarity even for automotive journalists, and it's an honor I don't take lightly. Today's drive of the California marked a special occasion, since this was not just the only Ferrari I haven't driven, it's also an all-new kind of Ferrari.

The California is full of firsts: it's the first-ever front-mounted V-8-engined Ferrari, it's the first use of direct injection in a Ferrari, and it's Ferrari's first dual-clutch automated manual transmission. It's also the first Ferrari built on a modular architecture, and the first built on a new production line that is downright spooky in its modernity. I was able to tour the facility last month, and the California's production line is spotlessly clean, eerily quiet, and freakishly automated. On the one hand, computerized, precise mass production makes the California seem somehow less special; on the other, it ensures the highest level of quality. I think it's a worthwhile tradeoff, especially for a Ferrari that's inherently less special than some others.

Screeeetch -- less special? I mean the California no insult by that. It's the least expensive offering in Ferrari's stable, but that's only part of the reason why. The other reason is that I equate "special" with "insane." I, a certified automotive nutcase, adore the F430 for its insanity. I love the way it crackles and barks and screams. I love how it scares small children and grown men alike with its acoustic assault; how it accelerates and shifts with such violence that it renders its passengers hysterical. I love how its occupants are assaulted with the feel of every pebble on the road after luring them in with the sight and aroma of the world's finest materials.

Some, however, might find the F430 a bit much. For these people, Ferrari makes the California. The California is a softer, milder, less insane Ferrari. Ergo, it's less special to crazy people like me, but it's no less special in the real world. A grand tourer in the traditional sense of the word, Ferrari's hard-top convertible is smooth and luxurious. Its sound level and ride are sedate by Ferrari standards, and its cabin elegant and luxurious.

From the driver's seat, the experience is typical of today's Ferraris, which means a big red start button, a Mannetino controller on the steering wheel, and a paddle-shifted transmission. Upon first driving off, you notice that the suspension is supple, the gearchanges are smooth, and, like all modern Ferraris, the steering is Cadillac-overboosted and lacking in feel.

I drove the California in traffic for almost a hundred miles before I finally flung it into a corner-and became quickly aware that, like the 599 GTB and the 612 Scaglietti, it has two very distinct personalities. The California turns in with amazing immediacy-likely a result of having most of its weight between the axles. To that end, the V-8 is mounted completely aft of the front axle and the dual-clutch transmission is a transaxle mounted in the rear. Not much feedback comes through the steering wheel, and the brakes are somewhat wooden, but this is a car that knows how to dance. Chassis balance is spot-on perfect, serving up high-speed drifts that are easily controlled with the throttle.

The dual-clutch transmission shifts with no interruption in power; it's nothing like the old F1's brutal, neck-snapping full-throttle shifts. But I actually prefer the single-clutch transmission, at least until Ferrari's software engineers get around to a Version 2.0. Even though the dual-clutch box provides mostly seamless shifts, making for more comfortable driving, it's not quite as well programmed as the old F1 box, and a few glitches are apparent. (Read my blog on Transmissions for more detailed information about the Ferrari dual-clutch transmissions.)

Like all modern Ferraris, the California's suspension is able to filter out small road surface irregularities without compromising body control. Lateral body control (lean in corners) feels, from the cockpit, to be nonexistent, but the suspension does allow a lot of brake dive.

The 453-hp, 4.3-liter V-8 is deeper in pitch and less sonorous in note than the F430's engine. The California's V-8 still uses a Ferrari's trademark flat (180-degree) crankshaft, so it sounds like two manic four-cylinders instead of the deep, distinctive burble that you get from 90-degree V-8s. The California's exhaust note is certainly impressive, but it achieves that more by virtue of its volume than its pitch, especially from inside the car. That's exacerbated when the transmission is in automatic mode-the lack of interruption in power during shifts makes the engine's note change sound just like a conventional automatic. I think Ferrari needs to program in a very quick misfire during shifts to interrupt the exhaust note momentarily. Other sports car manufacturers do this.

Speaking of fuel delivery interruption, one other area that could benefit from additional programming is at very light throttle openings. All modern cars cut fuel to the engine when you lift completely off the throttle-and the transition between very light load cruising and fuel-cutoff is quite rough in the California. It's especially noticeable when you're trying to coast down a hill or when you're in stop-and-go traffic, as it makes for considerable jerkiness. On the other hand, Ferrari has done a fantastic job of hiding the ticking sounds that high-pressure injectors make at idle. The injectors are located under a big, red, and gorgeous intake plenum, and the underside of the hood is lined with a sound-deadening material that makes the ticking almost completely inaudible. And lest we forget the important part-the California's big, wide, flat torque curve. This is a V-8 that never feels soft; it pulls hard from idle to its 8000-rpm redline.

The California's navigation system is the same Harman/Becker unit used byChrysler. It's a decent touch-screen unit with great usability, but the screen's resolution is a generation or two behind the best, so the map itself is of limited use. The sound quality is only fair (it doesn't come close to the JBL sound system in the Scuderia Spider 16M, for example), but the system offers easy-to-use Bluetooth phone integration, a hard drive for music storage, aux-in jacks, and full iPod integration.

The California also comes with two-zone climate control and air conditioning that kept the cabin cool even in 105-degree desert sun. The seats are supportive, and without exception every interior material is top-rate. The folding hard top refuses to rattle or creak, and even though it required a few ticks longer than Ferrari's quoted fifteen-second time to open or close, it's quick enough to operate if you're the first to arrive at a red light. The mostly aluminum structure is so incredibly robust that at no time did I notice any scuttle shake or chassis flex.

The California looks best in darker colors, which help hide its homely rear end. The stacked exhaust pipes supposedly made more room for underbody airflow management, but they're not pretty. I also don't care for the frowning horizontal opening that contains the supplemental rear lights. Fortunately, the front of the California is far better resolved, although the car appears tall and narrow, rather than having the wide and low stance that one expects from a sports car. The long front overhang is very reminiscent of the Maserati GranTurismo, a more elegantly styled piece of automotive jewelry. As always, styling is subjective-you might look at the photos and love it.

Visibility to the rear is acceptable, and what can't be seen is detected by standard parking sensors. The trunk is easily large enough, at least with the roof up, to accommodate a large suitcase. The California's rear seats are 911-sized (meaning two things: the same size as the back seats in aPorsche 911, and that you'd have to dial 9-1-1 to have emergency personnel extract any adult who tries to squeeze into the back.) The rear seats can be replaced with a beautifully finished cargo shelf at no cost, but in either configuration, the space can be used for additional storage, and the California even offers a trunk pass-through for long items.

All of the usability means the California can easily be driven daily, and for long distances. That is, of course, the very purpose of a Gran Turismo. This Ferrari is a few programming issues short of true perfection-but the important stuff is all there. The California hits 60 mph in about four seconds, tears up back roads with impeccable balance, and cruises quietly, smoothly, and comfortably. It's an F430 with a Vulgarity Reduction Program, which is exactly what Ferrari set out to achieve and exactly what its buyers will expect. People like me will still prefer an F430, but those of sound mind, body, and pocketbook needn't look past the California in their search for a Maranello masterpiece.

2010 Kia Forte Koup

noreply@blogger.com (mobsurf) — Thu, 29 Oct 2009 15:30:00 +0000

The brand-new Kia Forte Koup is Kia's first two-door coupe and a sibling to the new Forte sedan, which is Kia's replacement for its sad-sack Spectra and its answer to cars like the Honda Civic, the Toyota Corolla, and the Mazda3. The "Koup" moniker is a melding of the "K" from "Kia" and the "oup" from "coupe." The Forte Koup will be at Kia dealers by August or September.

Kia's fresh new family look

The Kia Forte Koup's fresh, modern styling is definitely a strong point. Along with the Forte sedan, it represents a new design direction for Kia, which is making a big effort to distinguish its products visually from corporate parent Hyundai's. The Koup's mesh grille and air intake are part of a new Kia signature family look that you'll see on more cars in the future. A strong shoulder line running the length of the car and standard 16-inch or optional 17-inch alloy wheels give the Koup a sharp street stance.

Cabin: A Big Step Up from the Spectra's

We drove two examples of the upper trim level, the SX; one with a manual transmission and black cloth upholstery, the other with an automatic and black leather. Both had sporty front seats with some bolstering and red stitching. The overall cabin design is pleasing, and the build quality is very good. The interior plastics are a little hard to the touch but largely inoffensive. The driver's door armrest needs more padding. The center stack is particularly well-designed and finished with a glossy black material. Stereo and HVAC controls are logical, and a superb six-speaker CD stereo with iPod/MP3 connectivity is standard. The SX's substantial dead pedal (on the far left of the driver's footwell, for resting your left foot when it's not on the clutch) is finished in polished metal like the other pedals.

Rear-seat room is not bad; a five-foot, ten-and-a-half-inch adult can sit in the rear with his head clearing the ceiling, although the rear window comes up over his head.

Choose between two four-cylinder engines, four transmissions

The base EX Koup is equipped with a 2.0-liter four-cylinder engine producing 156 hp and 144 lb-ft of torque, while the SX gets a bigger, 2.4-liter four that bumps up hp to 173 and torque to 168 lb-ft. The smaller engine is mated to a standard five-speed manual transmission or an optional four-speed automatic, while the 2.4-liter SX gets a six-speed manual as standard and an optional five-speed automatic. These powertrains mirror those of the Forte sedan; both Forte models are front-wheel-drive vehicles. Both EX models are rated at 25/34 city/highway EPA fuel economy. The more powerful SX is rated at 22/32 with the manual, 23/31 with the automatic.

The clutch pedal movement is smooth and progressive, and the six-speed manual is pleasant enough to use, but it's a bit notchy and nowhere near as refined as, say, the manual in the Honda Civic. When you're shifting into reverse gear, it feels loose and imprecise.

The five-speed automatic is quick to downshift from fifth to second gear when you mash the accelerator, but doing so at 60 mph brings forth an unpleasant thrashing sound from the 2.4-liter four as it revs toward the 6500-rpm limiter. Hyundai and Kia have come a long way in their powertrains, but this four is not quite as refined as a Toyota or Honda engine of similar displacement.

A retrograde suspension setup

The Forte Koup has a strut-type front suspension with coil springs, typical in this class of car, but it makes do with a beam-axle rear suspension, a technical detail that definitely falls short of cars like the Honda Civic and Mazda 3, which have independent rear suspensions. Over smooth road surfaces, you'll never notice or care, but when the going gets rough, stiff springs and the beam axle conspire to send the rear end skittering sideways. Front and rear anti-roll bars are standard.

Driving: This Kia is in the game

Overall, the Forte Koup meets the driving standards of this class of car. Body roll is reasonably well-contained, the steering has some feel to it, if it's a little dead on-center, and there's a distinct lack of the sponginess in chassis and suspension that characterized previous Kia models like the Spectra. Our limited drive in Seoul, South Korea, from Kia's headquarters up to the DMZ was entirely during a major rainstorm, so we have had no opportunity to drive the car on dry pavement. It's fairly clear, though, that although the Kia Forte Koup is no sports car, it's got enough spirit to keep most drivers happy. That assessment applies only to the SZ model; we suspect that the 2.0-liter EX model, especially when equipped with the retrograde four-speed automatic, will provide far less joy.

Good impressions

We are left with two major impressions of the Kia Forte Koup: it looks good, and it's well-equipped. Six air bags, stability and traction control, anti-lock brakes with emergency assist, a good stereo with iPod connectivity, cruise control, air conditioning, keyless entry, power windows, and Bluetooth are all standard on both models. A sunroof and leather are among the few options.

The Kia Forte Koup's obvious competitors are the Honda Civic coupe, the Scion tC, and the Ford Focus coupe. Unlike so many of Kia's efforts in the past, the Koup is not automatically relegated to second-tier status among its peers and is well worth considering for anyone shopping in this segment.

2010 Kia Forte Koup SX

Base price: not available

Powertrain
Engine: 2.4-liter DOHC 16-valve I-4
Horsepower: 173 hp @ 6000 rpm
Torque: 168 lb-ft @ 4000 rpm
Transmission: 6-speed manual
Drive: front-wheel

Measurements
L x W x H: 176.4 x 69.5 x 55.1 in
Legroom F/R: 43.6/33.9 in
Headroom F/R: 38.7/35.3 in
Cargo capacity: 12.6 cu ft
Curb Weight: 2859 lb
Passenger capacity: 5

EPA Rating (city/highway): 22/32 mpg

REVIEWS: First Drive: 2010 Ford Flex with EcoBoost

noreply@blogger.com (mobsurf) — Wed, 28 Oct 2009 14:54:00 +0000

With the 2010 model year, Ford is marking the start of its EcoBoost initiative, a plan that will dramatically effect the company's entire lineup in the coming years. By using turbocharging and direct injection with smaller-displacement engines, Ford says it can offer better performance and fuel economy. The company expects it will put 1.3 million EcoBoost engines on the road by 2013 and offer the technology in 90 percent of its models.

The Flex crossover is one of the first Fords to get EcoBoost. Using a 3.5-liter V-6, the Flex achieves V-8 performance with V-6 fuel economy. The Flex EcoBoost (which is only available with all-wheel drive) achieves the same fuel economy as the base all-wheel-drive Flex, which is rated at 16/22 mpg.

Powertrain
The technology in Ford's EcoBoost engines isn't revolutionary, but the company's plan for such widespread adoption is unique. In the 3.5-liter V-6, two turbochargers spin as fast as 170,000 rpm to force more air into the engine while fuel injectors spray gasoline into the cylinders at 2175 psi. Adding more air and fuel allows extra power to be squeezed out of each combustion event.

There are plenty of automakers that might detune a performance engine by 10 to 20 hp in the family crossover, but the Flex receives the same 355 hp that will move the Ford Taurus SHO, the Lincoln MKS, and the Lincoln MKT. Ford has decided that its first EcoBoost engine needs to place more emphasis on performance than fuel economy in order to build a positive impression of the technology. Future Ford engines using turbochargers and direct injection may focus more on the fuel economy side of the equation. Torque is rated at 350 lb-ft and spans from 1500 to 5250 rpm. It's that plateau-flat torque curve that creates an exciting and effective blast when the throttle is planted. Ford estimates 0-to-60-mph acceleration occurs in about 7 seconds.

EcoBoost Flexes all receive a manual-shift mode for the six-speed automatic transmission, along with steering-wheel-mounted shift paddles. The paddles are a great addition for the performance engine but could use some refinement. When the gear selector is left in drive, the paddles can't be used to effect a downshift. In manual mode, the transmission is happy to provide downshifts at a fairly quick pace but sometimes isn't restrictive enough (yes, we just said that). Multiple times, we asked for one too many downshifts, and the Flex obliged by dropping down a gear - right on top of redline. To top it off, the coarse, dull finish on the plastic paddle shifters looks out of place compared with the rest of the well-trimmed cabin.

More than an engine upgrade
The Flex with EcoBoost is more than just a Flex with a different engine. The engineering team has also modified the suspension with stiffer springs, higher damping rates, and a ride height that has been lowered by ten millimeters. Combined with the already-low ride height and excellent body control, the subtle changes make this Flex one of the best handling crossovers on the market and do a good job of disguising its 4839-pound weight.

Ford has also equipped EcoBoost Flexes with electric power steering (the base Flex will continue to use a hydraulic system). The primary advantage is that Ford can now incorporate its Active Park Assist (see below), but the system also adds a feature called Pull-Drift Compensation. When a driver has the steering wheel slightly turned to keep the vehicle straight on a crowned road or in strong crosswinds, the computer recognizes it and activates drift compensation. By adding small amounts of torque to keep the wheel off-center, the driver can reduce the amount of effort to keep the wheel cocked and car straight.

The enthusiast's crossover
Ford touts EcoBoost's advantages with a pragmatic slant: better towing with above-average fuel economy. We agree that those are admirable attributes. But driving the winding roads of the Rockies outside of Boulder, Colorado, we came to admire the Flex EcoBoost as something else: an enthusiast's crossover. Combined with confident body control and surprising handling, the torque-monster engine creates a fun driving experience. All-wheel drive provides sure footing, and the paddle shifters allowed us to run up and down through the gears and keep boost at the ready.

To emphasize the Flex's towing credentials, Ford took us to Estes Park, Colorado, at an elevation of approximately 7500 feet. Towing trailers that were loaded with 2500 pounds of ATVs and dirt bikes, we ran up mountain roads in a GMC Acadia, a Dodge Durango Hemi, and a Ford Flex EcoBoost. While the normally aspirated engines--a 3.6-liter V-6 in the Acadia and a 5.7-liter V-8 in the Dodge Durango--wheezed from a lack of air, the Ecoboost's turbochargers kept the Flex steaming ahead. At sea level, the Hemi and the EcoBoost are on a much more level playing field - but the earth is not flat. The Flex can pull up to 4500 pounds and comes standard with a trailer sway control system when equipped with the towing package

Different crossover, same style
Inside and out, the turbocharged Flex looks very much like the same vehicle that was introduced last year. Unique to the EcoBoost crossover are twenty-inch painted aluminum wheels and chrome-tipped dual exhausts.

EcoBoost will only be offered in SEL and Limited trims. That means you'll automatically get power driver and passenger seats, dual-zone automatic climate control, a six-disc CD player, and Sync, which incorporates media player control and phone integration. Stepping up to the Limited adds voice-activated navigation with back-up camera, ambient lighting, HID headlights, and LED taillights. All EcoBoost Flexes found on dealers' lots will also include the convenience package highlighted by adjustable pedals, a power liftgate, and a 110-volt power outlet.

Park it, Jeeves
The headlining technology in the EcoBoost Flex is Ford's Active Park Assist, a system that identifies parallel parking spots and then steers the Flex into them. Lexus has offered a similar system on the LS460 for several years, but Lexus's system is notoriously finicky, often canceling the process in the middle of a parking maneuver.

We tested Ford's system by parallel parking a Flex in a generous-sized space between two customized Flex SEMA show cars. To start, simply push a button and cruise the street. The Flex searches for a parallel parking space on the right side of the street. If you're on a one-way street and want the Flex to check the left side, simply turn on your left turn signal.

When a spot has been identified, the system alerts you with a ding, and the display in the dash lets you know that you need to continue forward a few more feet. Another audible alert will tell you when it's time to put the transmission in reverse. At that point, the hands go in the lap as the Flex takes control of the steering wheel. As the driver, however, you're still responsible for the gas and the brake pedal. If you want to try parallel parking at 40 mph, Active Park Assist will try to keep up with you.

As you ease on the gas pedal, the wheel steering spins to lock and the eventually back in the other direction. What with the magically spinning steering wheel, a series of audible beeps, and the live action in the rear-view camera screen, it can be easy to lose focus. Don't forget to hit the brakes, or you'll smack the car behind you. To complete the maneuver, shift back to drive and allow the Flex to move to the center of the spot.

The Ford system works surprisingly well. When we're finished, the Flex is perfectly centered in the spot, just inches from the curb. While the Lexus system uses cameras to identify spaces and obstacles, Ford's system uses four ultrasonic sensors at each corner of the vehicle. It also helps that Ford gives the driver full control over the gas and the brake, so you don't have to tolerate slug-speed parking. Had our space been smaller, it's possible that the Flex would have requested multiple shifts between reverse and forward to get into the spot, but it would in all likelihood still do a better job than you would. The Active Park Assist Technology will also be offered on the Lincoln MKS sedan and MKT crossover in 2010 and is only available on EcoBoost models of the Flex.

Premium performance, premium price
Technically, the Flex with EcoBoost will start at $36,115, but you'll have to special order that vehicle from the dealer. As mentioned, Ford is building all of its stock Flexes with additional equipment that it figures most buyers will want. That means the cheapest EcoBoost Flex SEL in stock on dealer's lots will run $39,995. Limited models start at $42,785 with the tacked-on options. Those are big numbers, but Ford does have a rare product on its hands, because this crossover offer V-8-like performance. Competition such as the Chevrolet Traverse, the Honda Pilot, and the Toyota Highlander still offer V-6 engines.

Ford hopes that EcoBoost will give even more buyers reason to shift from their large SUVs to a crossover. For those able to foot the bill, the Ford Flex with EcoBoost is an engaging, unique offering in the crossover segment.

2010 Fisker Karma

noreply@blogger.com (mobsurf) — Mon, 26 Oct 2009 00:24:00 +0000

Looking at the recent economic history, karma and begins to make sense. Here is the cycle: the increase in demand for oil, record oil prices, the record gasoline prices, consumer panic and a slew of new vehicles about to solve our dilemma of dependence on oil. It can be argued that this series of actions were undertaken by karma. Translated from the Sanskrit "Karma" means "labor action, the law of cause and effect."
Fisker then launched its own vision on the Karma. Irvine-based Fisker Automotive offers its four-door hybrid electric karma as a bonus-oriented, sport sedan of the environment. The style itself, the $ 87,900 Karma seems to fly. It looks like a design study Italian GT, the headlights are pure Ferrari 599 GTB Fiorano, while the rest could double a Maserati GranTurismo or an Alfa Romeo 8C Competizione, depending on the angle. The proportions fall in line as well, Karma is 1.4-in. and more than 1.0-in. greater than the GranTurismo, and is larger than the 599 0.9-in.
Unlike a car like the 599, however, with its ferocious V-12 Flat-Plane and crank, the karma will have a 2.0L turbo origin of General Motors. The Ecotec four-banger develops 260 hp and 260 lb-ft of torque - an insult to modern standards of figure Maranello.
But the engine does not transmit your energy directly to the wheels. Instead, like the Volt E-REV is the future of GM, which only serves to recharge the lithium-ion batteries for the electric transmission of Karma, one with two electric motors that Fisker says it produces a peak power of 408 horses and 959 ft-lbs incredulous. torque. Now that's more like it.
Fisker calls the powertrain "Q-Drive" - and he seems to harbor a distinct two way split personality. In friendly, eco-conscious fashion "Stealth", the title moves Karma electricity and can travel 50 miles without using the engine. To save power, acceleration and top speed is limited (the last at 95 mph). When the tricks are allowed, the driver can select "sport" mode for the complete picture of power. Here, the Karma can accelerate from zero to 0 to 60 mph in 5.8 seconds and reach a top speed of 125 mph. All this while the car behaves as a full hybrid vehicle with brake and engine start / stop technology. Fisker estimates of the total range of 300 miles.

Porsche 911 Turbo

noreply@blogger.com (mobsurf) — Fri, 23 Oct 2009 11:22:00 +0000

With its world premiere at the 2009 Frankfurt Auto Show behind it, the Porsche 911 Turbo 2010 is released to the press next week, before being offered for sale in January.
Both the Turbo Coupe and Turbo Cabriolet technology recently updated drivetrain, while the body style of base 911 remains intact. Highlights for 2010 include mechanical a new 3.8-liter direct-injection flat-six engine generating 500 horsepower and 516 lb.-ft. of torque (the peak one, with the optional Sport Chrono package). Porsche says the new engine is a 0.2-liter and 20 horsepower over the previous flagship supercar improvement of society.
Along with the new seven-speed Porsche Doppelkupplungsgetriebe (PDK) gearbox with double clutch, the 2010 911 Turbo shots at 60 km / h in just 3.2 seconds, Porsche says, and gets up to 194 mph. Despite the increased power and speed, the new car also has more emissions of carbon dioxide (below 18 percent) and improved gas mileage, even though a city official EPA numbers and road are not yet available.
Elsewhere in the sheet metal 911, the optional Porsche Torque Vectoring (PTV) is combined with the standard Porsche Traction Management (PTM) all-wheel drive and Porsche Stability Management (PSM) to ensure that all types of grip. The PTV system such as the Acura RL and the 2010 Porsche Panamera, as it allows the software to the car for a couple to live each wheel to improve cornering and stability. The rest of the already impressive and capable of the 911 Turbo loads more functionality than the previous model.

Aston Martin Rapide

noreply@blogger.com (mobsurf) — Thu, 22 Oct 2009 00:34:00 +0000

Aston Martin Rapide, one of the most anticipated cars of 2009, was unveiled at the Frankfurt Motor Show 63 years. The elegant Aston Martin Rapide, functional and luxury, offering space for up to four adults, combined with the engaging driving experience synonymous with all Aston Martin.
As the first production car to mark the four door sports, Aston Martin Rapide is a carrier of values based on Power, Beauty and Soul, four-door "swan wing" to provide access cosseting sports seats front and rear occupants giving adequate housing. The luggage compartment offers 301 liters: generous space for products during the four passengers sports bags or sets of skiing, the creation of an Aston Martin that can be enjoyed on any occasion, anytime, anywhere.
Environment rear Aston Martin Rapide was expertly packaged to create a space where passengers feel part of the experience of driving a clear view to the front and sides. Comfort and support is provided in the form of two individual seats and a hand carved human face on heating and air conditioning. Helping the practical aspects of everyday use, the luggage compartment has a movable wall to allow access to the rear cabin, while the folding rear seats with the touch of a button to create a flat load space to increase the luggage compartment of 301 liters to 750 liters.
In the heart of every Aston Martin is a motor to provide power and torque stress evocative: Aston Martin Rapide is a hand-built 6.0-liter V12 produces 470 hp (477 PS / 350 kW) with peak power being delivered at 6000 rpm and 600 Nm (443 lbft) of torque at 5,000 rpm. A specifically tuned six-speed automatic transmission touchtronic 2 as standard features, allowing the driver to change speed manual or automatically through the steering column-mounted magnesium paddles.

Mitsubishi PX-miEV

noreply@blogger.com (mobsurf) — Wed, 21 Oct 2009 00:46:00 +0000

The Tokyo Motor Show 2009 is open to the press on October 21. As the premier auto show in Asia, the Tokyo event this year was considerably reduced in size. Many major U.S. car manufacturers in Europe and they are jumping. But Japanese automakers continue to support the show with presentations of important new models. This is one of a series of reports on each manufacturer.
CHIBA, Japan - The centerpiece of Mitsubishi's booth at the Tokyo Motor Show 2009 will be a plug-in hybrid crossover utility vehicle called PX-MiEV, Mitsubishi says it is capable of rugged off-road use in road fuel economy of 118 miles per gallon .
The PX-MiEV is the abbreviation of "plug-in hybrid crossover" and "Mitsubishi Innovative Electric Vehicle." Seriously.
The concept gadget size Laden Outlander is powered by a 114-hp, 1.6-liter 4-cylinder and two electric motors, one turns the front wheels, the other is to the rear. The vehicle can operate in all-electric or gasoline power modes. EV in read-only mode, its range is about 30 kilometers.
The motor can drive the wheels directly or act as a generator power of 60 horsepower electric motors, which are mounted on the axles. An electric 4WD system regulates the distribution of torque front to rear. Other baby monitors supervise suspension, sliding wheels and brakes.
The PX-MiEV can be charged from standard 100 - or 200-volt domestic markets or special charging station quickly. The system can also store the power, then use it to power auxiliary equipment such as appliances, camping equipment or power tools. When the battery is discharged below a certain cutoff point, the gasoline engine kicks in to act as a generator to provide power.
Also present at the booth of Mitsubishi Tokyo will be a van load of new version of its i-MiEV electric car next town. The i-MiEV Cargo offers a range of 100 miles from a 63-motor electric steam. The 62-cubic feet of cargo should be a popular choice for small Japanese firms. Possibility of production outside of Japan are uncertain at best.

Toyota Wish

noreply@blogger.com (mobsurf) — Mon, 19 Oct 2009 15:08:00 +0000

New Wish launched in the Japan market with a new front look not long time ago. With the protruding concept of 1.8 or 2.0 also being brought over to the wish as well. Which the front head lights look like coming out from the body.

The interior looks great, with the triangular window at the side so that you have more view of the road.

The new Wish is fitted with the new generation engine with “Valvematic” technology, i guess they renamed VVTL-i to this name, since the technology is variable valve and lift.

This baby also comes with Super CVT-i transmission which gives better fuel economy. Also mentioned is that the 1.8L gives 16Km/L while the 2.0L gives 15.2Km/L. I would say these are pretty impressive figures for the MPV class.

Also available is an Eco Drive mode, i guess in this mode the ECU optimizes the alignment of the driving force with the accelerator operation to offer better fuel economy.

The 1.8L makes about 142 HP with 176 Nm of torque while the 2.0L makes out 156HP with 196Nm of torque.

BMW -X6

noreply@blogger.com (mobsurf) — Sun, 18 Oct 2009 11:21:00 +0000

Largely based on the popular Concept X6, BMW introduced the X6 coupe-crossover model for the years 2009 and called it a "Sports Activity Coupe." Together with the wild exterior comes an all new twin-turbo V8, come to find its place in the other new BMW in the next few years.
BMW is the first manufacturer to introduce an SUV on the market, although other automakers are planning similar parts, such as vehicles, for example. Land Rover, for example, recently expanded its crossover coupe concept LRX.
The concept in comparison very little has changed. In fact, you will hardly notice the difference. The only apparent purpose tweak was done for the side windows of the compound. On the concept, the B-and C-pillars are not visible, but the production car they clearly divide the glass.
Also the front fenders X6 complex production design made. Each quarter panel surrounds the front of the projector, creating a very homogeneous. X6's aggressive front fascia is also driven by the concept, with its large air intakes and stylish fog lamps.
Daring Design
As photos show, the X6 is anything but a conservative design.
The roof line begins X6 important downward after the B-pillar and continues plunging right to the rising waistline of the X6. Consequently, it is danger in this second volume, line height and two rear cargo floor.
The new X6 is longer and lower than the new X5, seating only four. But what the sporty X6 loses in seating and storage options, it gains in performance.
Compared to the X5 is the X6 has almost an inch long wheelbase and an additional two inches in width. The total height of the X6 is a large 3.3 inches lower than the X5.
All new twin-turbo V8
The top model X6 xDrive50i min by a new twin-turbo 4.4-liter V8 produces 407 hp at 5500 rpm and 446 lb-ft torque between 1,750 rpm and 4,500 rpm for powered /. The sprint to 62 mph takes just 5.4 seconds and fuel consumption is estimated at about 19 mpg (U.S. gallons).
The engine is designed as a replacement for the company, the current 4.8-liter naturally aspirated V8 engine. Is to filter into other models such as the 5 Series, 6 Series and 7 Series as expected in the near future.
The engine seems to be the second stage of a shift in the upper atmosphere moves BMW engines for power plants pose little lower turbocharger. BMW twin-turbo 3.0-liter engine that powers the 335i and 135i has been greeted with positive reviews and it seems that BMW expects similar results with the new V8.
Other Motor The X6 is a typical two-turbo. The xDrive35i is, with the aforementioned 3.0-liter inline-six from the 335i, producing 306 hp.
A diesel model in Europe is available, but it is different to America in the near future.

Volkswagen Golf

noreply@blogger.com (mobsurf) — Sat, 17 Oct 2009 13:50:00 +0000

What's in a name? Given the reluctance of Volkswagen of America marketing strategists, it is hard to say. Known then the rest of the world as the Volkswagen Golf hatchback sustainable company from its American debut in 1975 as the rabbit. Then he fell in line with the rest of the world and was Golf for the coming generations. So what was the hare again for the fifth generation of U.S. sales, a return to the good old days, which lasted three years until the name was rejected once and for all, perhaps for the 2010 model.
This dilemma is called a reflection of the uncertainty of marketing that VWoA the last ten years, who are suffering under the direction of Stefan Jacoby, who could be stabilized over the American action in September 2007. Dynamic and engaging, Jacoby is no stranger to a challenging business climate, with the CEO of Mitsubishi Motors Europe, before he served in VW.
Jacoby faces multiple challenges in US-A product reputation was tarnished over the years by various issues of quality and price tend to be high in comparison to similar products from competing manufacturers, the strength of the euro against the dollar and high labor costs in Germany.
So, here's a brand new Golf, the sixth renewal of the multi-selling VW. How strong a role in the efforts to Jacoby, VW profitability in the United States to revive anyone's guess. But in a preview drive, based in Germany, in addition to our previous experience with the previous Golf GTI Base, one thing is clear: VW has done a good job keeping his bread and butter car in front Platoon compact sedan.
Refinement Refined
For U.S. buyers, which are not adjusted by the ongoing development of golf as a people in Europe, the differences between generations five and six are probably a little difficult to recognize at a glance. The front bumper is new, the hand is wrapped tightly around the front and rear overhangs are minimal, and was expanded to open the tailgate. But the overall look of the car is familiar, and would require a robotic eye to see differences in the tiny dimensions, although they give the car a purposeful conspire. The 101.5-inch wheelbase is unchanged, the overall length (165.4 cm) is reduced by 0.4 cm, width (70.3 inches) increases by one inch, and height (58.3 cm) unchanged. Even if it is a little more leeway, the internal volume does not change much. As with other compact cameras of golf for five passengers is assessed. There are good rear-seat leg and height for adults in the outboard positions, but pity the poor guy who is condemned to sit in the middle. What is the German word for fuhgedaboudit?
Drives for the U.S. models are well known: a 2.5-liter five-cylinder petrol engine, available with manual transmission or five-speed manual (standard on three examples of the door) or a six-speed Tiptronic automatic manumatic (shift optional on the three Doors and standard on the five-door models) and VW excellent 2.0-liter TDI turbodiesel four with a standard six-speed manual gearbox or the possibility of VW six-speed dual-clutch automatic transmission manual (DSG), which many of the focus of our engine of this preview has been. The TDI engine is currently in the Jetta, but the diesel power back to the lineup of golf after an absence of several years.
For all the familiarity, VW has raised his game of golf in terms of fit and finish, two areas in which the gene has a lot of flak Five Golf. Between the plates are not just small, they are equally insignificant. Interior cut lines are nearly invisible, plastic and special items are significantly higher in quality, stunning soft lining storage tanks in order to rattle the content, and VW has obviously done a lot of subtle work in the field of noise, vibration and harshness. Wind and road noise have been removed, and exhaust sounds audible only at full throttle. By Ka solid piece of closing doors to the comforting embrace of the front bucket seats, all on the latest VW Golf, the new importance of strengthening quality.