Auto Craze

Ford Motor Co. Posts Profits

2010-02-03T09:52:00.000-08:00

Ford Motors Co., one of the big three of the US, has posted a record and better than expected profit of more than $2.3 billion.

Earlier this week, Ford said that they were eying profits more than they got during the same time previous year.

Ford said that they had increasing sales of their newest model of Ford Fiesta and Ford Escape Hybrid mini SUV, which are getting more popular day by day in not only US, but also abroad.

After the news of faulty paddle of the Toyota vehicles, Ford also called its vehicles but found nothing wrong, saving the value of their shares, which was lost by by Toyota.

GM Closes Belgian Plant

2010-01-22T06:58:00.000-08:00

GM(General Motors) announced that they would close one of their Belgian plants of Opel Division with a loss of 2700 Jobs.

This is a big step taken by GM since it displayed its brands Opel and Vauxhaul in the showcase for sale, earlier the previous year. GM refused to give its high valued brands to Magna International and its Russian bidder, Serbbank.

Will GM, we do not know, stay alive by doing these kinds of trims to its prestige i.e. by making 2700 Opel workers go home. For now, we do not know whether they would be given some money in return or not.

Finally, GM has done one wrong thing, and it should not have done that, rather they should have sold these brands to their Austrian partners, the Magna International, whic has been supplying dashboard and spare parts to GM for years and years.

Dihatsu Copen 2010

2010-01-16T05:54:00.000-08:00

So you think that only the mega expensive and the most luxurious brands of the automobile industry can give you a FEEL of a roadster???? You are wrong, because there is a new sheriff in town!

The new Diahatsu Copen 2010 is in the market and is waiting to get discovered!

This Copen 2010 is a marvelous piece of engineering and is certainly the most enjoyable car of its class.

The new Copen 2010 boasts, well it doesn't actually boasts but anyways, a 3 cylinder 658 cc Kei car engine that has been developed ingeniously by the most respected name in the automobile industry, the Terrific Toyota!

This Dihatsu Copen is sheer fun to drive. It is the best affordable "breeze in the air" type car.

INTERIOR

Interior of the car is not the best part of the story, nor it is the best in the world, or in the roadster category, but it is actually what you can expect from the cheapest 2 door roadster.

It does not give the WOW look, but it does make you feel that you are actually driving, well, something special.

Copen has a built in A/C and it also has a CD player, that says itcan play mp3, but ours didn't, and it can actually be the fault of the very vehicle, and we dont blame Daihatsu for that.

Steering wheel does look a bit bigger thatn the overall impression of the car, though it is actually PERFECT and mechanically the most suited for such a small car, but considering it's small size, it does look a bit BIG.

EXTERIOR

The ecterior is the most beautiful thing of the car and we can clearly see the money being literally poured in that part of this amazing Copen, a kei car.

This gives a CUTE look to the car and makes it a bit girly, though i didn't feel that during driving that in the streets!

The lights are beautiful halogen lamps that give you the good vision of the total area in view.

The roof is just amazing! Even the BMW's Z4 and Audi TT's roofs are soft tops, while this Copen 2010 has a solid metal convertable roof top, just like that of Mercedes CLK.

ENGINE

This COpen 2010 comes with three engine standards.

IT has 660 cc engine that gives you the optimum power that you need.
The second in the list is the 1.3 l supercharged engine that gives you a GOOD feel of sports car.
Finally, the big boss, 1.6l Turbocharged engine that gives the TRUE feel of a roadster, and gives more better handling and power to weight ratio than the Audi TT.

In the end, we liked this car a lot and it is certainly a must buy for the ones who want to have a feel of "hair in breeze", at the most affordable rates.

Audi R8 V10

2009-12-24T01:33:00.000-08:00

Have you ever thought that what is the coolest thing that walks the planet?

If you think it is boat, think again... because there is new sheriff in town, the all new and all bold Audi R8 V10.

Some say that we should not decieved by looks, but I say, when the looks are so good, it not an easy task, not to fall in love with one of these, the new Audi R8 V10s.

This is an upgraded version of the previous Audi R8 V8, and now has a more powerful and more technologically advanced car of the previous car.

SPACE FRAME

This Audi R8 V10 features the same Audi spaceframe technology that is shared by many of the vehicles of Audi lineup.

It is the same sturdy and solid, yet light as a feather, as it is made by the aluminum alloy, the lightest and the most solid and string aluminum alloy that has ever been made.

This spaceframe provides all the safety that a person needs while driving his supercar.

ENGINE

This V10 motor is the same that powers the famous Lamborghini Gallardo, only down sized in

terms of power. This engine provides all the acceleration and all the handeling that a car rather a supercar needs during its journey.

The engine is all aluminum alloy, the lightest in its category.

INTERIOR

We all know that now-a-days, it is the looks that make any car a fabulous hit, or becomes the cause of its failure.

This Audi does not even let its viewers think that the interior is second to none, because it really isn't! The new Audi R8 V10 has got the looks that will amaze anyone who sees it...even in a photo.

The interior is all hand stitched leather that gives you a quite satisfactory feeling when you pay a heafty price of over $ 100,000 dollars.

PRACTICALITY

This Audi is surely made for practical purposes.

Volvo Going Chinese!

2009-12-23T09:36:00.001-08:00

Ford announces shocking news!

This week, the CEO of Ford Motor Company declared that the European business arm of Ford, the pioneers Volvo, is going to the Chinese company, Geely Automobiles.

Geely was interested in investing in Europe for a long time, but they could not get a change to exploit their interests, probably due to their controversial models of the cars that they have made, as they are 90% or more , copies of the famous brands like Mercedes, BMW and Honda.

Ford announced that they are making the deal just above $ 2 billion , which is a heavy loss to their investment that they had done in 1999, when they purchased Volvo more than 3 times its current value.

Geely on the other hand is very happy as they have formally entered the European market, which they couldn't because of their controversial cars models line up. "This is a significant boost to the Chinese Automobile industry, and our presence in Europe", said a senior official of Geely Automobiles.

The New Audi TT RS.

2009-12-21T11:16:00.000-08:00

Hello guys.

This week, we have decided to review the car that was debuted earlier i.e in 2007 in Geneva Motor Show, but we got a chance to review this rather “special” car, the famous and the longest aviated car, that the famous German manufacturer Audi had promised to display to the public, the New Audi TT RS.

There is a new and intriguing thing about this car that it has got the same looks as the famous model of Audi, the R8.

An amateur finds it hard to tell the difference between the two at the first glance, but you can surely guess as TT RS gives you a compact look.

Anyways, let’s come to the car itself.

Audi has again decided to give this car the muscle of 340 bhp (250 kW) and 450 Nm of torque, all compacted in a straight-5 aluminum engine, designed completely from scratch and for sheer performance by Audi.

It has a 2.5 liter Direct Gasoline Injection fuel system that increases not only the fuel efficiency, but also the performance of the engine, and in general, the performance of the car.

The sporty straight -5 engine has a long and lasting relationship with Audi. These engines first started to appear in early ‘80s, delivering the then staggering power of 200 bhp. Another version of this engine was also made that delivered the power output of 306 bhp. For more than 25 years, the Turbocharger and the Quattro of Audi AG have worked hand in glove to achieve the heights of success in motorsport world.

A huge advantage that this new TT RS enjoys is that it has a great power to weight ratio. If you consider the coupe’ version, it weighs only 1450 kg, while the roadster version weighs 1510 kg, giving the ultimate power to weight ratio to the vehicle. In this Audi, 1 horsepower propels only 4.3 kg of the total mass of the car- thanks to the only-Audi concept of giving cars the Audi signature of all-aluminum spaceframe, and light body construction.

The acceleration of this little giant is jaw dropping. It does 0-100km/h in just 4.6 seconds, if you consider the coupe’ version. The roadster owing to its heavy weight does it in mere 4.7 seconds.

The top speed in TT RS has been limited to 155mph, by German road standards, and we figured no way to turn that speed limiter off.( we even called the Pakistani computer scientist, but even they couldn’t do that)

ENGINE

It is a Turbocharged engine that delivers enormous amount of power even at low rpms.

The crankcase is made up of graphite iron, that has a very light weight along with its high strength.

The engine has a compression ratio of 10.0:1, making it quite good power converter i.e the conversion of power that resides inside the fuel, to the power that I required to run the car.

The turbocharger works great and creates the massive pressure of 1.2 bars and works with the intercooler just amazingly.

When the engine is revved up, the valves in the exhaust open and create a very powerful engine noise that shows that this car has racing genes in it!

DRIVETRIAN

The drivetrain is simply amazing as described earlier. This is standard Audi drvietrain that Audi has been using in all of its top of the line vehicles like S4, S5, R8 etc, but in a small package.

This whole system made by Audi performs so well that it just make you forget that you are driving a car...!

Gearshift is very smooth. The gear change is almost instant. When you change the gear, basically a hydrolic fluid i pumped into the selecting forks, making the shift easier.

INTERIOR & EXTERIOR

Interior and exterior are just too perfect for this new Audi.

When you sit inside this car, for a time being, you think that you are standing in heavens. This interior design has been selected as the most beautiful design that is available in the market today.

Exterior is just...simply beautiful!!!!

The headlights are also beautiful and are basically halogen bulbs that make you see over a long distance.

BOOT

The boot in Audi TT RS is not "that" big, but even then, it is enough for you to put you golf set and a complete kit of cricket.

CONCLUSION

It is no doubt, a totally practical car that has racing genes in it and is a must buy for the people who can spend extra $40000 on luxury!

Chrysler 300. A luxury Sedan or Just A Piece Of Crap?

2009-12-15T11:41:00.000-08:00

There's currently no category for the Most Wanted awards for "best returning-to-glory car." But if there were, the Chrysler 300 would certainly be a strong candidate to win. A proud and prestigious vehicle during the 1950s, the 300 fell into anonymity during the '60s and then pretty much disappeared from the automotive landscape for more than 30 years. Only with the current model has Chrysler revived the accolades and respect that once surrounded this proud nameplate.

Thanks to its distinctive styling, roomy interior and powerful performance capabilities, the latest Chrysler 300 has become a popular choice in the large sedan segment. The 300C trim level, in particular, is an impressive vehicle thanks to its powerful 5.7-liter V8 engine. It's bracketed by two affordable V6-equipped models on one end and the high-performance 300C SRT8 on the other. According to our editors, nearly all 300 models should serve consumers well.

Current Chrysler 300

The Chrysler 300 is a large five-passenger sedan with rear-wheel or all-wheel drive. It's been designed to appeal to consumers desiring something with a bit more personality than a regular family sedan or an alternative to popular Japanese or European entry-luxury sedans. Some of the 300's underlying mechanicals are derived from Mercedes-Benz technology, and it's a platform sibling to the Dodge Charger.

The 300's styling is unmistakably American. The large chrome grille, double-lens headlights, high beltline, bulging fenders and big wheels give it a strong presence on the road. A long 120-inch wheelbase shortens up the front and rear overhangs and opens up plenty of occupant space on the inside. Cabin dimensions are generous in all directions, and the 300 offers more legroom than most of its competitors. Its overall interior design has been described as simple but elegant. The dash area effectively combines sporty, semi-retro and luxury motifs.

The Chrysler 300 comes in LX, Touring, Limited, "C" (labeled the 300C) and SRT8 trim levels. Though budget-oriented consumers might be attracted to the LX model's low price, we suggest stepping up to either the Touring or the Limited, as these trim levels come with the type of standard features expected for this class of car. The 300C and SRT8 versions are the performance-oriented models. The main difference between the two is that the SRT8 version has been tuned and equipped for maximum performance, though the 300C Heritage package narrows the handling gap by equipping the 300C with a sport-tuned suspension and steering. For rear-drive Touring and 300C models, Chrysler also offers the W.P. Chrysler Executive Series. This model rides on a 6-inch-longer wheelbase and provides additional legroom for rear-seat passengers.

For power, the base 300 relies on a weak 178-horsepower 2.7-liter V6 connected to a four-speed automatic transmission. Touring and Limited trims have a 3.5-liter, 250-hp V6 and a five-speed automatic. The top-shelf 300C and 300C SRT8 feature V8 engines with five-speed automatics. The 300C's V8 makes 359 hp, and the SRT8's boasts 425 hp. The SRT8 also features a stiffer suspension setup, more powerful brakes and a larger wheel-and-tire package. Most 300s are rear-drive, but Chrysler offers all-wheel-drive versions of the Touring, Limited and 300C.

In our review of the Chrysler 300, the car has fared quite well. Our editors have commented favorably on its masculine good looks, powerful V8 engines, long list of safety features and value for the dollar. Negatives are few but focus on the meager output of the base model's V6 and the car's poor outward visibility. Those desiring maximum fun will no doubt be pleased with the 300C SRT8, which can hit 60 mph from a standstill in just 5.7 seconds.

Used Chrysler 300 Models

The current-generation Chrysler 300 debuted for the 2005 model year. Prior to 2009, the 300C's 5.7-liter V8 made 340 hp, but the powertrains have otherwise gone unchanged. Models built for 2007 received a few extra features as compared to earlier years, and this was also the first year for the W.P. Chrysler Executive Series. The 2008 model was updated with some additional features and freshened exterior styling, and the 2009 Chrysler 300 received significant updates, including power-boosting variable valve timing for the 300C's 5.7-liter V8 and an innovative new active transfer case for all-wheel drive for better fuel efficiency and performance. This year also saw the debut of a comfort-tuned suspension on Limited and 300C models for those seeking a softer ride, an optional Chrysler 300C Heritage package offering the same sport-tuned steering and suspension as the Dodge Charger R/T Daytona, and a revised SRT8 with a new grille, revised suspension tuning and additional standard equipment.

Like fossil records, the Chrysler 300 has a long but patchy history. It came into being in the mid-1950s as a way to showcase Chrysler's new "Hemi" V8 engine. The first 300 was introduced for 1955 and was based on the New Yorker two-door hardtop. Its 5.4-liter V8 developed 300 hp. After that, Chrysler began affixing sequential letters at the end of "300" for each year as well as offering different body styles, including a convertible. The 1957 300-C is typically considered the most beautiful and desirable of these early cars. The Hemi engines were discontinued in the 300 after 1958, but Chrysler continued to use the letter designations up until the '65 300-L. After that it was the plain 300. In total, there were seven generations of this car before it was dropped after the 1971 model year.

The 300 name was briefly resurrected in 1979 for a special version of the rather awful Cordoba. It would then take another 20 years before Chrysler decided to roll out the 300 moniker again. This was the 1999 300M. Unlike previous 300s, this was a front-drive sedan only. Based on the second generation of Chrysler's "cab forward" LH platform, the 300M used a 3.5-liter V6, making 253 hp (that's net horsepower, a far more conservative standard than the "gross" rating used prior to 1972) and mounted longitudinally in the engine bay. It was built through the 2004 model year.

Bugatti Veyron 2010

2009-12-13T00:17:00.000-08:00

This week, I got a closeup look at the most renowned, spectacular and the fastest car on the road for the public to buy... The Bugatti Veyron, and guess what... it is the 2010 version!

There has been a great hype about the car in the Volkswagen group that owns and produces this car, rather beast, about the remodeling and giving a whole new driving experience. Guess what... they really HAVE!

This new Bugatti Veyron 2010 version features a magnificent 16 cylinder W16 engine, arranged in two 8 cylinder blocks. This new Bugatti Veyron boasts a 8.0L Turbocharged engine, having a total of 4 Turbos. This new Bugatti has been designed by a well known car artist, Ricardo.

This new Bugatti Veyron 2010 features a brand new 7 speed gearbox. This has been redesigned as the older one could not sustain the torque produced by the W16 engine.

The magnesium Plappy paddles on the sides of the steering wheel gives a "flappy paddle gerarbox" to this vehicle, giving it a gearshift time of 150 milli-seconds.

The gearbox has a dual clutch, which enables it to shift faster, much faster, than a regular car. One clutch is there for the odd gears i.e 1,3,5,7 , while another one is for the even gears having the control of 2,4,6 gears. When a gear is to be shifted, and a paddle is pressed, one clutch gets all set and ready to shift the gear, while another one shifts in the time frame of 150 ms.

The vehicle uses the Haldex traction system and provides the 4-wheel drive. The new Veyron uses the flat tires from the Michelin, which are specially designed for the Veyron to provide the maximum speed. The curb weight of the vehicle will be 2034 kilo grams.

The wheel base of the Veyron is about 2710 mm, while the length, width and the height of the model are 4462 mm, 1998 mm and 1204 mm respectively. The Bugatti Veyron has 10 radiators in total - 1 hydraulic oil radiator for the spoiler, 3 radiators for the engine cooling system, 1 engine oil radiator, 1 heat exchanger for the air-to-liquid intercoolers, 1 differential oil radiator, 2 for the air conditioning system and 1 transmission oil radiator.

The engine in the vehicle produces 746 kilo watts of power and a massive 920 lb ft of torque. The maximum speed of the vehicle is about 400 kilo meters per hour, and the most fascinating part of the story is that the Bugatti Veyron is capable of reaching the speed of 200 kilo meters per hour in just 7.3 seconds.

The one drawback of Bugatti Veyron is that at full tank of gas, and at full throttle, this tank would last for only 12 minutes! That is obvious for a sports car, but considering it as a regular car, it is just ridiculous!

Our score for this new Bugatti Veyron 2010: 8.8/10

Pagani Zonda F Roadster Review.

2009-12-10T05:52:00.000-08:00

Hello my friends.

This week i have brought you guys a whole bunch of entertainment with the review of amazing car made by... my GOODNESS! An Italian supercar creator, Pagani.

Here is the beauty!

Pagani created this amazing piece of machinery, the mighty Pagani Zonda F Roadster.

I have been in a lot of supercars and have never experienced anything like driving the new Pagani Zonda F Roadster... this car makes you feel like crazy!!!

The rarity of "Pagani Zonda F Roadster" just adds something to it's charisma, and that "something" is what makes you feel that you are in a ride that was made in the heavens. Just 25 of these machines have been built uptil now! By heavens i do not mean by comfort, but the sheer power that surges from the engine once you bury that right most paddle to the floor!

No doubt, the designers of the car, rather supercar, did pay a lot of attention to the comfort of the "pilot", but even then it is far short of the comfort offered by the Beemers and Mercs.

The engine is a 7.3L Mercedes-Benz V12, with 600+ bhp ready to be unloaded, and delivered to the road.

The only thing that I didnt like about this car was that you cannot get a feel of luxury when you are paying a heavy amount of cash to the manufacturer. It's not like that it feels uncomfortable, but you don't get that feel that you do in a Ferrari of a Lambo.

The acceleration is also one of the quickest, i.e 0-60 in 3.7 seconds.

Though to be honest, when the engine kicks for the red line the shove is so shocking that you’re not paying much attention to the sound it’s making. Thank heavens the F’s carbon-ceramic brakes are simply sensational, as good as any I’ve tried, the lack of mass probably helping here too.

Its not just the brakes that stop the car... it is the downward force that is provided by the spoiler, to increase the traction on the road, and to provide more friction while running at slow speeds, and this one is not for show!!

The whole carbon fiber body construction make Pagani Zonda F Roadster even lighter, thus translating the power surge from the engine to sheer speed... and in supercar bizz, power means you have the might to eat every other car on the track for the lunch!

After all, the Pagani Zonda F Roadster did not disappoint totally, but it did not satisfy us "completely" as it should have. Overall, it performed better than expected on the race track and proved it worth the money!

Here is a quick look at the specs.

Engine	V12
Location	Mid, longitudinal
Displacement	7291cc
Cylinder block	Aluminium alloy
Cylinder head	Aluminium alloy, dohc per bank, four valves per cylinder
Fuel and ignition	Electronic engine management, sequential multipoint injection
Max power	641bhp @ 6200rpm
Max torque	575lb ft @ 4000rpm
Transmission	Six-speed manual gearbox, rear-wheel drive, limited-slip differential
Suspension	Double wishbones, coil springs, dampers, anti-roll bar front and rear
Brakes	Ventilated carbon-ceramic discs, 380mm front and rear
Wheels	9 x 19in front, 13 x 20in rear
Tyres	255/35 ZR19 fr, 335/30 ZR20 rear
Weight (kerb)	1230kg
Power/weight	529bhp/ton
0-62mph	3.6sec (claimed)
Top speed	214mph (claimed)
Basic price	1 million euros
On sale	Not any more!
Our rating	9/10

Opel Workers Want Freedom Instead Of Words!!

2009-11-20T07:35:00.000-08:00

General Motors Co dashed hopes on Tuesday that Opel would play a greater role within its vast empire and only offered vague assurances that Detroit would lengthen the leash on its rebellious European carmaker.

Separately, German Chancellor Angela Merkel warned GM not to count on European governments to bear the brunt of the burden to overhaul Opel, after Detroit refused at the last second to hand control over to a Russian-backed consortium built around Canada's Magna International Inc, triggering an uproar across Germany.

"This solution can only work if GM takes over the lion's share of the restructuring costs, which also means that it has to pay back the bridging loan," she told the lower house of Parliament on Tuesday.

Merkel staked her own reputation on the deal brokered over some six months and greased with billions in state aid from Germany -- ultimately undoing her own efforts after she had engendered too much hostility in other countries, which felt that Berlin was protecting domestic German jobs at the cost of Spain and Britain.

GM claims it can slash 30 percent of Opel's fixed costs for a third of the price to taxpayers that Magna would have charged; but the fierce backlash and near-total lack of trust in GM's management threatens its hope of raising 3 billion euros ($4.49 billion) in state aid to restructure Opel.

Chief Executive Fritz Henderson came to Ruesselsheim on Monday to mend fences, but he offered little in the way of goodies to German unions and politicians, who have demanded greater autonomy from Detroit's headquarters in exchange for their support.

Berlin has indicated that a key condition of state aid is ensuring that funds are spent in Europe on Opel, and have called on GM to provide a water-tight legal separation to prevent any suspicion of a financial leak in the direction of Detroit.

Speaking to reporters on Tuesday, Henderson showed little interest in marketing Opels outside the strict confines of Europe or even elevating the unit's status from a limited liability company to an incorporated stock company as proof that the carmaker would gain a greater measure of self-determination.

"We have a strategy in Brazil around Chevrolet ... It's a strong brand; the last thing we usually need is another brand," he cited as an example during a news briefing.

"Opel is a regional brand and I don't see that changing. That doesn't mean I'm closed to ideas about how it can be used elsewhere; but the measure of the Opel brand's success will be Europe, because if you don't win here all the discussion of exports will be irrelevant," he said.

The GM CEO also refuted estimates from the Moody's rating agency that the total funding need for Opel was 8.5 billion euros, well above the $6.1 billion a study commissioned by GM's board had estimated.

"I have absolutely no idea where those numbers came from. That's not what we think is required -- we think what's required is about 3 billion euros in total," Henderson said.

Magna's plan required 4.5 billion euros, sparking fears in Europe that GM is more interested in the long-term success of core brands like Chevy at the expense of its European marque.

The GM CEO said he would not starve Opel of investments, factoring into his plans spending levels of over 1 billion euros a year to maintain the brand's current model and engine range. But he characterized that figure as a forecast and not a commitment.

LOAN INSTALLMENT PAID

The GM CEO refused to answer any questions about the future of individual plants or the distribution of job cuts expected to affect around a fifth of the 50,000 European workers ahead of a restructuring plan that should be finished in the next quarter.

He also deflected fears that next year's expected sharp slump in the European car market, once government-sponsored scrapping incentives are absent, could prove fatal for GM's Opel plans.

Henderson answered that the company would finally now be in a position to build to demand in 2010, since Opel had already slashed production massively to shrink stocks of unsold cars.

"Once we are done reducing our inventory, we will be stable -- and we will have that done by the end of this year. So even if the market next year is down, our level of production might very well be up," the GM CEO said.

Opel's senior labor leader Klaus Franz met with Henderson in the morning but failed to extract any meaningful concessions; and the two parted agreeing that the next step is for Detroit to present a comprehensive, financially solid business plan for its European carmaker until 2014.

"We will then decide whether to enter further talks or negotiations," Franz said in a statement.

Earlier, GM said it had paid back another 200 million euros of the 1.5 billion euro bridge loan Germany awarded it to rescue Opel from its U.S. parent's trip through bankruptcy.

"We now have an outstanding balance of 600 million euros. We expect to pay the balance before Nov. 30," GM Europe finance chief Enrico Digirolamo said in a statement.

Magna's partner on the Opel bid, Sberbank, said in St. Petersburg it would not rule out legal action against GM, after it angered the Kremlin by killing the deal.

Russia was counting on Opel to modernize its own obsolete auto industry. Moscow has now invited France's Renault SA to increase its 25 percent stake in carmaker AvtoVAZ.

(Additional reporting by Noah Barkin in Berlin, Denis Pinchuk in St. Petersburg and Gleb Bryanski in Moscow; editing by Karen Foster and Gerald E. McCormick)

($1 = 0.6676 euro)

GM Refuses To Sale Opel and Vauxhaul To Magna!! Why???

2009-11-20T07:26:00.000-08:00

It was a statement that took everyone by surprise, at least every automotive enthusiasts, " GM backing out of the deal for Opel and Vauxhaul"! Why would you do that??

Once you have committed to sale something, finalized the deal, took everyone i.e. your share holders in confidence, turned the eyes of the upon you, why would you suddenly back out from the deal??

This is the question asked by millions in the streets of the world, literally millions!

The news about the GM’s decision came out of the blue. The epic story to sell the German car maker started in April of this year. Having gone bankrupt, the American giant was trying to get rid of its European division. On September 10, GM eventually decided to sell Opel to Sberbank-Magna, a Russian-Canadian consortium.

The consortium would have obtained 55 percent of Opel’s shares, Opel’s employees would have received 10 percent and GM – 35. The work on the contract was in full swing: Magna and Sberbank were looking for an enterprise which could assembly Opel vehicles in Russia. Now it just so happens that all efforts taken at this point have been taken in vain.

GM explained its decision simply. The company said that the business in Europe was improving, and so was the business of the corporation itself. GM’s CEO Fritz Henderson stated that the company was going to develop its business in Russia and intended to resume contracts with Russia’s GAZ Group.

German Chancellor Angela Merkel stated soon afterwards that GM’s decision to cancel the deal was a defeat, although she did not specify, whose defeat it was exactly.

Roland Koch, the prime minister of Hesse, Opel's home state, said that he was angry about the decision.

"I have serious concerns about the future of the company and its jobs," he said.

The official added that he hoped that GM would return the bridge loan (1.5 billion Euro, or $2.2 billion) before the end of the month. The loan was granted to keep Opel afloat as a buyer was sought.

The government of Germany agreed to give the loan to Opel only if GM agreed to sell the company to the above-mentioned consortium. Now the car giant would have to return the money.

Opel’s employees were very disappointed with General Motor’s decision too. Many of them decided to go on strike for their families have lost certainty in their future.

The Russian authorities were very surprised about the decision, for the deal was about to be finished. Nevertheless, the government of Russia would not interfere into the matter.

Western experts believe that General Motors might have made a mistake. The company’s economic and financial position leaves much to be desired.

Mustang: Full Review

2009-08-07T23:35:00.000-07:00

2010 Ford Mustang GT

Hello and welcome to my prestigious blog about the motor industry.

As promised, I have come back with a FULL and exclusive review of the macho-masculine car of the ages- The Mighty Ford Mustang.

We spent a few precious hours in the 2010 Ford Mustang GT toward the end of last year. More recently, we were able to get a Kona Blue model in the Autoblog Garage, and this time, we spent a full week exploring the car's metropolis manners in between long rounds in the saddle, throwing the car over hill and dale... and around the track. This Mustang promises much, and on our First Drive, delivered as promised. Follow the Jump to see if it could do the same for an entire week.
This particular blogger and Autoblog photographer Drew Phillips have had a running tête-à-tête concerning the Mustang. Phillips has extolled the car's blank-slate possibilities and massive performance for a massive bargain. I, conversely, have never really paid much attention to the Mustang, even though where I grew up they were thought so important to a young man's upbringing as to be considered one of the four food groups. Full Disclosure: I haven't even driven one since 1996, and that car was at least five years old – a GT that broke loose so quickly under my youthful foot that it's a wonder the car never wound up with the kind of body modifications you can only get from a ditch.

But that's in another part of the country, where the Mustang, like a horse, provides warm comfort. In Los Angeles, however, the Mustang is a rental car. Oh, there are plenty of Mustangs in the greater LA area, but if you happen to see one in the trendy parts, it's a safe bet that there's a Hertz contract in the glovebox... or else it's owned by someone who just moved out from that other part of the country.

So part of our quest was to see if the car deserves attention in The Big Smoke. The Answer? Yes. Yes, it does.

And that affirmation starts with the way it looks: the lines on the new Mustang are, finally, properly sorted. It's been a few generations coming, but Ford's designers have figured out which influences to use from the iconic models of the past and how to blend them without unnecessary frills. There is no part of this car's design that snagged our attention in a way that made us wonder "Why did they put that there?" What remains is a suite of firm lines and broad curves accompanied by the occasional crease that glare back as if to ask, "You lookin' at me?" The only part of the car that we kept coming back to and going "Hmmm..." is the now more rounded rear end, which in profile juts out so much it makes us think of a cantilevered shelf hanging out over a canyon. Compared to the tightly-cropped front end, it's a lot of overhang. Still, the coupe is drawn very well – the way the rear glasshouse descends into the tail and the way the car broadens from C-pillar to shoulder to wheel arch means you don't notice it unless you're looking for it.

Just look at the sheer running pride of this beast!!!

Inside, the well-drawn line continues, but the dissection is a little more complex. The first encounter gets a definite thumbs-up. The seats look great, the stitching is well done, the door panels have beautiful symmetry and the scalloped dash is a nice touch. The plastic surround in the center console is pedestrian, but the overall look is well done, and the layout and buttons are terrific. The steering wheel is pretty, although its buttons need a little learnin' to get a manage on.

Interior is second to none!!!!

And the cabin has some fantastic touches. The ambient lighting is nifty, and even though it's everywhere, it avoids being annoying or gimmicky (even though we must admit that the first time we looked down and saw our feet bathed in blue light, like something out of Close Encounters, it took a moment to digest). The word "Mustang" in the sill plates lights up in the same hue, and there are also blue light rings in the cupholders. It might sound hokey now, but if you're looking for a quarter in the cupholder late one night, all of a sudden it's genius, and the cupholder has a cover so you never even need to know things are aglow in there.

We especially need to single out the touchscreen, which is so good that it really should make some luxury cars blush, and it couldn't be easier to operate. The reversing camera image is spectacularly bright – even at night – and comes with hash marks for range. The stereo and climate control screens feature big, simple buttons. The map resolution is first-rate and has a lane view to tell you which lane you should be in, and the navigation voice doesn't drown you with commands. The power windows are one-touch up and down for driver and passenger, the cupholders hold two full-sized drinks at the same time, and the individual taillights flash in sequence in the direction you're turning when you use the signal.

Of course, there were a few niggles. The dome light can't be turned off if the door is open, so you can forget about doing a sneaky late night flyby at Sally's house unless she's going to hop in the car Dukes of Hazzard style. The 12-volt outlet is in the cubby behind the cupholders. If you want to charge your phone, you have to keep it in the cubby if you want to close the lid, because the lid won't close over the charger cable. But if you keep the phone in the cubby, it's hard to get to quickly. The chrome bezels on the gauges also reflect in the windshield at night, and in this author's opinion, Ford went a little too retro with the gauges. The hash marks are so close together on the speedometer, and the needle is, relatively, so big, that the best you can do is get your speed to within about +/- 3 mph unless it's a number that ends in zero.

But we can and would live with all of that. Happily. Because this car is big fun.

Speaking of big, as America's car, the Mustang is done in big American style. Get in, and compared to some of its ostensible competition it's as if you went to the sports car drive-through and asked them to Biggie Size your grub (which is still, thankfully, a few steps down from the Dodge Challenger-size meal). The cabin is big, the seats are big, the steering wheel is big, the shifter stands tall, the shifts are long... it's all just... big. Whip it around a track after having been in a few closer-fitting cars, and getting in the Mustang feels like getting in a FedEx truck. But that initial feeling is where any comparison to a lorry ends.

The sound made by the Mustang's 4.6-liter V8, now rated at 315 horsepower and 325 lb-ft of torque, is outstanding, a non-stop conversation that takes place between the exhaust and your ears. There is no language involved – you start the car and your auditory canal responds with, "Oh, hello!", knowing full well in your rumbling bones that this is how an American V8 is meant to sound and how you're meant to feel.

Throw the car in first and then, well, notice that there are only four gears after that. The idea of a five-speed transmission strikes us as archaic, but those five gears are arguably better used in the Mustang than some of the six-speed competition gets along with an extra cog. That doesn't mean it's faster, but it can be less work – on the track we shifted a lot more in other cars to stay in the power band, yet we didn't go any faster.

But it's plenty fast and a little loose – not sloppy, but yes, loose – even with the Track Pack. The additional goodies that come with the Track Pack option, like uprated brakes and dampers, a strut brace and limited-slip diff, do make a difference, but not a startling one. The regular car wallows a bit more, but the Track Pack still felt like it might be good for some extra cornering speed over non-equipped cars. Regardless, the brakes could still use some help – they won't quit on you, but they begin fading more quickly than expected when push came to shove. If you only have $1,500 to spend on making your Mustang faster, however, the Track Pack is probably worth it. If you have a little more, you're probably safe skipping it and getting your own parts – we'd start by firming up the suspension.

Don't get us wrong, though; the car is plenty fast – fast enough to acquit itself of some of its softer leanings. And while it might be a little cushy and the seats aren't exactly Recaros, the thing handles. Give us this car and $5,000 and we'll beat a bunch of people who spent a lot more. Give us this car and $10,000 and we'll spend part of that money painting pretty pictures on the Mustang's rear end because that's all most folks would ever see.

And it does have something that some of its faster-through-the-curves competition doesn't have: good highway manners due to a decided lack of frenzy. You can take a road trip in this car and emerge without that I-just-got-off-an-amusement-park-ride sensation where you bones are still jiggling hours after exiting the driver's seat. That means a lot.

All of which means that the basic Mustang template has only been expanded upon. It will still do the business at the drag strip and the Burger King on Friday night, and you can add a much wider ability to swallow town and (curved) track duty. And it's hot. And it's fast. And it's only $27,995 in base V8 GT guise. If you're looking for something not to like, best look elsewhere.

It's safe to assume that this car will have its home territories on lock. Will it actually get the attention it deserves in a place like LA? Well, that's for other people and their checkbooks to answer. But this blogger will admit to Mr. Drew Phillips, right here in public, "You're right about the Mustang. At least you're right about this one. I get it." We are pleased to report our week with the 2010 Mustang was spent astride one of the Four Horsemen, and his name was Conquest... well, maybe until the new Chevrolet Camaro comes along.

Finally.....

Likes:

Traditional V-8 power
Improved ride and handling
Hot new interior
SYNC and Travel Link options
Great performance value

Dislikes:

No bragging rights regarding horsepower
Only five-speed transmissions
Hard plastics inside

Buying Tips:

The Ford Sirius Travel Link system is a powerful infotainment package that you will want, so don't look at it unless you want to part with an extra two grand.

The Bottom Line:

Nostalgia is still a big part of the appeal, but the 2010 Ford Mustang is now every bit a modern, refined sport coupe.

2010 Model Contest! Camaro vs. Mustang vs. Challanger

2009-07-24T10:35:00.000-07:00

Welcome back again to my prestigious blog about the magnificent cars that are there in the market today.

This week we held a contest to decide which one is the "Lord" of muscle cars, so we compared Cheoverlet Camaro, Ford Mustang and Dodge Challanger to let you decide which one rules the world!!!

2010 Chevrolet Camaro

Introduction

OK, we're going to get straight to the point here. The 2010 Chevrolet Camaro rocks. After years of anticipation, Chevy's new Camaro not only lives up to the hype but also redefines what a muscle car can be. The traditional stereotype goes something like this -- the affordable base model looks fast but goes slow due to a lumpy V6, while the V8-powered model will do apocalyptic burnouts in the high school parking lot but can't corner to save its (or your) life. The latest Dodge Challenger comes uncomfortably close to this archetype, and the Ford Mustang is at least guilty on the V6 front. But this new Camaro, well, it's an altogether different beast.

Impressively, the new Chevy Camaro is an excellent performance-car value whether it's equipped with the base direct-injected V6 or the optional V8. The V6-powered base Camaro can sprint to 60 mph in 6.0 seconds, thanks to 300 horsepower, yet it costs the same as competitors like the considerably slower Hyundai Genesis Coupe 2.0T. Heck, even the V6's fuel economy is impressive compared to its competition. The V8-powered Camaro SS with the manual transmission dispenses with 60 mph in a blistering 5.0 seconds -- 426 hp will do that for you -- yet it's considerably cheaper than cars like the BMW 135i and Challenger SRT8 and outperforms the slightly more affordable Mustang GT. The Camaro handles smartly, too, with even the base car surpassing the rarefied 68 mph mark on our slalom course.

Riding on a shortened and reworked version of GM's Zeta platform, which it shares with the Pontiac G8 sport sedan, the Camaro boasts an independent rear suspension and refined handling characteristics. The base direct-injected 3.6-liter V6 is the same sophisticated engine that's an extra-cost option on the Cadillac CTS luxury sedan, while the 6.2-liter V8 in the manual-transmission Camaro SS is essentially borrowed from the base Corvette (automatic SS models get a slightly less powerful V8 variant). This is some serious hardware, and as our tests have shown, it really delivers the performance goods.

This isn't to say that Chevrolet has somehow spawned the perfect performance coupe. While appealingly styled, the car's retro-themed exterior and high beltline leave little room for glass, and the resulting gun-slit-like windshield and windows compromise outward visibility to the point that it can be difficult to place the car in tight corners (and parking spots). Another knock against the Camaro is its lackluster interior materials -- they're better than the old Camaro's, for sure, but a couple competing models do it better. There's also the comically small trunk opening (meaning it's hard to load large items into the trunk) and the lack of a factory navigation system.

But will you care? Probably not. In the final analysis, the 2010 Chevrolet Camaro is a car that's no-excuses good. Even the Camaro in V6 automatic trim is no longer something that enthusiasts will snicker at. And with the chest-pounding V8, the Camaro will have the muscle car gods gazing down and beaming. You also get capable handling abilities, retro-cool styling and impossible-to-ignore pricing. The wait is over; the Camaro is here. And yes, it rocks.

Body Styles, Trim Levels, and Options

The 2010 Chevrolet Camaro performance coupe is available in five trim levels: base LS, 1LT, 2LT, 1SS and 2SS. The first three come with the V6, while the latter two get the V8. Standard equipment for the base LS includes 18-inch black "Heritage" steel wheels, keyless entry, cloth upholstery, front bucket seats with power-reclining seatbacks, a tilt/telescoping steering wheel, air-conditioning, cruise control and a CD/MP3 audio system with satellite radio and an auxiliary audio jack. The 1LT adds foglamps, 18-inch alloy wheels and a six-way power driver seat. The 2LT adds 19-inch alloy wheels, heated side mirrors, auto-dimming functionality for the driver-side and interior mirrors, additional auxiliary gauges, remote engine start (automatic transmission only), leather upholstery, heated power front seats and a Boston Acoustics sound system with steering-wheel-mounted controls, a USB audio interface and Bluetooth.

The 1SS trades some of the 2LT's luxuries for the power of the 6.2-liter V8. Upgrades include SS-specific exterior and interior styling cues, 20-inch aluminum wheels and Brembo brakes. The 2SS unites the 1SS's sporty styling touches and performance hardware with the 2LT's full list of standard equipment.

There are two optional packages. The Convenience and Connectivity package (1LT only) adds Bluetooth, steering-wheel-mounted audio controls, a USB port, a leather-wrapped steering wheel and shift knob, a cargo net and remote start. The RS package (available on all V6 models except the LS) adds xenon headlights, exclusive 20-inch aluminum wheels and a spoiler, among other exterior enhancements. Other options, depending on trim level, include special exterior graphics and a sunroof (available on all but the LS).

For more Style information, see our Compare Styles page.

Powertrains and Performance

The rear-wheel-drive 2010 Chevy Camaro is powered by either a 3.6-liter direct-injected V6 (LS, 1LT, 2LT) or a 6.2-liter V8 (1SS, 2SS). Both are offered with either a six-speed manual transmission or a six-speed automatic with manual shift control. The V6 is rated at an even 300 hp and 273 pound-feet of torque. The V8 on manual transmission-equipped cars makes a honking 426 hp and 420 lb-ft of torque. Camaro V8s with the automatic have slightly less power (400 hp, 410 lb-ft) but come with a cylinder-deactivation feature for enhanced fuel economy.

In our performance tests of manual-transmission Camaros, we've recorded 0-60-mph sprints of 6.0 seconds with the V6 and 5.0 seconds for the V8. EPA fuel economy estimates are an impressive 17 mpg city and 29 highway for the V6 (18 mpg city with the automatic), and 16 mpg city and 24 highway with the V8 (25 mpg highway with the automatic). These are very impressive fuel consumption figures, particularly given how powerful these engines are.

Specs

Car Type: Midsize Coupe
Where Built: Canada
EPA Class: Compact Cars

Dimensions

Exterior

Length: 190.4 in.

Width: 75.5 in.

Height: 54.2 in.

Wheel Base: 112.3 in.

Curb Weight: 3780 lbs.

Interior

Front Head Room: 37.4 in.

Front Shoulder Room: 56.9 in.

Rear Head Room: 35.3 in.

Rear Shoulder Room: 42.5 in.

Front Leg Room: 42.4 in.

Rear Leg Room: 29.9 in.

Luggage Capacity: 11.3 cu. ft.

Maximum Seating: 4

Performance Data

Performance

Base Number of Cylinders: 6

Base Engine Size: 3.6 liters

Base Engine Type: V6

Horsepower: 304 hp

Max Horsepower: 6400 rpm

Torque: 273 ft-lbs.

Max Torque: 5200 rpm

Drive Type: RWD

Turning Circle: 37.7 ft.

Fuel Data

Fuel
Fuel Tank Capacity: 19 gal.
EPA Mileage Estimates: (City/Highway/Combined)
Manual: 17 mpg / 29 mpg / 23 mpg
Range in Miles:
Manual: 323 mi. / 551 mi. / 437 mi.

Safety

Standard safety features include antilock disc brakes, stability control, front-seat side airbags and full-length side curtain airbags. Basic OnStar is standard on the LS and 1SS, while the 1LT, 2LT and 2SS receive OnStar with turn-by-turn navigation featuring a graphical display in the gauge cluster.

Safety Features

Antilock Brakes: Standard

Four Wheel Antilock Brakes: Standard

Depowered Airbag: Standard

Passenger Airbag: Standard

Head Airbag: Standard

Side Airbag: Standard

Child Safety Seats: Not Available

Traction Control: Standard

Stability Control: Standard

Crash Test Results

NHTSA Ratings

Passenger: Not Tested

Driver: Not Tested

Side Impact Front: Not Tested

Side Impact Rear: Not Tested

Rollover Rating: Not Tested

NHTSA: 5 star, 4 star, 3 star, 2 star, 1 star, Not Tested

IIHS Ratings

Crash Offset: Not Tested

Bumper Bash: Not Tested

IIHS: Good, Acceptable, Marginal, Poor, Not Tested

Interior Design and Special Features

Muscle cars have traditionally had bland interiors (a trend that continues with the Camaro's Ford and Dodge competition), but the Camaro laudably mixes retro touches like square gauge hoods and the available four-pack of auxiliary gauges with common-sense modern ergonomics. On the downside, there are a few ergonomic annoyances. The steering wheel is overstyled and doesn't fit human hands the way it should; the same goes for the bizarrely shaped manual shift knob. We also dislike the main gauges (they're hard to read) and the dead pedal (it isn't angled properly for comfortable cruising). Other issues include lackluster interior materials quality, the lack of an optional factory navigation system and the Camaro's tiny trunk opening, making loading elongated objects an exercise in frustration (golfers be warned). Backseat comfort is marginal, as you'd expect -- there's a shortage of headroom and legroom, so don't expect to use the rear quarters for more than short trips. The rear seats don't fold down, but there's a trunk pass-through.

Driving Impressions

The 2010 Chevy Camaro is the no-brainer choice among muscle cars for those who enjoy spirited driving, thanks to its unbeatable combination of big power, ample grip and refined suspension tuning. It's even got enough finesse to give luxury performance coupes like the BMW 135i and Infiniti G37 some competition. We just wish the experience were less like driving a really agile tank, but the Camaro's dramatic exterior styling leaves no other option. The base V6 Camaro feels quick and sounds sophisticated -- a knockout bargain at $22,000 and change -- while the V8 model will deliver tire-evaporating torque along with that classic muscle car roar at full throttle. What's more, for all its performance capabilities, the 2010 Chevrolet Camaro still manages to be quite civil around town and on the highway in terms of both ride quality and wind/road noise.

2010 Ford Mustang GT

The new Mustang now offers better road manners and a vastly improved interior, but the underpinnings are very familiar.

It’s easy to have mixed feelings about the 2005-2009 Mustang GT. It’s handsome, for the money you paid you got pretty good V8 power and it was fast enough. Where the (suddenly) last-gen Mustang falls down is the lowest bidder interior, questionable handling and non-track day brakes. “Listen baby I had a great time, but don’t lose any sleep sitting by the phone.” But hey, Ford’s prepped a (kinda) all new steed for 2010 and you can bet Mullally’s golden ‘chute that Mustang engineers have been hard at work addressing the above issues. Well, except for the brakes.

If you have an internet connection and a passing interest in cars, you’ve already sick of seeing the redesigned ‘Stang. But in person, it’s much better looking than in 2D. The detail that struck me hardest were the three creases on the hood. It’s an intriguing, complex surface. The side mirrors are painted body color (yay!) and the antennae has been moved to the rear. And you know, I like the more geometric rear end with the three-bar taillights. I also like the resculpted face. Sure it has some Camaro cues (hooded lights, downhill curve) but they’re good cues and segment appropriate. The only body panel they didn’t change is the roof, but sitting on the fatter (er, more muscular) haunches it reminds me even more of the ‘68 Fastback. Which is good. And you really got to see this baddie in Grabber Blue.

Ford got halfway to the promised land with the interior. Gone are many of the more egregious examples of IQ insulting penny pinching. For instance the bulk of the dash is now covered in actual aluminum. The gauges are not only crisper but Mustang exclusive. The leather seats sport oversized, contrast stitching and a stylish accent stripe. But there’s hardly any bolstering and after more than an hour, they hurt your back. Another example of almost but not quite: Ford placed soft leather inserts into the doors. Nice. But above ‘em is the same lousy plastic as last year. Pity.

Put your foot into the throttle and you’ll bang your head (against the headrest). Power is up for 2010. Up to Bullitt levels. That’s 315 hp and 325 lb-ft of torque. And check this: should you choose to fill up with premium gas, the ECU makes the torque earlier between 1,000-3,000 rpm. Also like the Bullitt, engine noise is piped into the cabin. Literally. While the sound isn’t quite as sweet as the car McQueen inspired (blame thicker sound proofing), the grunt is better than before. 0-60 times are probably in the 5 second flat range, just like the Bullitt. In certain interior packages, you can even shift gears with the Bullitt’s knob. If you’ve guessed that Ford benchmarked the Bullitt when designing the new car, pat yourself. Why? The Bullitt was the best Mustang Ford ever built.

The Bullitt made great strides in addressing the standard car’s handling issues. The 2010 Mustang GT crosses the finish line. More bracing, tighter spring rates, more damping, thicker sway bars and greatly improved aerodynamics work together to create the first Mustang in memory that thrives in the twisty stuff. Stick your head between the mufflers and you’re still greeted by a thick live axle. Ready for the truth: so what? After seven hours of constant, aggressive driving I encountered exactly one patch of asphalt that upset the rear end. But it was so cruddy that an IRS car would’ve spazzed, too.

I took the GT up and over some of the most challenging, technical canyon roads Southern California has to offer. The new ‘Stang excelled. I could go hard into essentially every corner and confidently blast my way out (some of the uber tight, near-180 degree guys require a soft entry). Like wow, man — a Mustang that’s actually confidence inspiring on windy roads. The steering is a bit over-boosted and the 19” wheels could use souped up tires, but I’m splitting hairs. Finally we have a Mustang that handles the way every 14-year-old assumes it does. Except for those brakes…

Instead of being an also-ran, value proposition in need of lots-o-mods, the “evolution not revolution” 2010 Mustang is a good performance car right out of the box. For those requiring a bit more brawn, there’s the $1,400 Track Pack that gives you Pirelli P Zeros, stiffer shocks and sways — plus upgraded brakes. The real question though, is whether you should buy a Bullitt right now for several grand off sticker, or wait a month and grab the 2010 Mustang. Probably at full price ($27,000 or so). Tough choice. If forced, I’d say that the Bullitt sounds better whereas the new GT drives better. Meaning this is the best Mustang ever. For now at least.

2010 Dodge Challenger

STYLING | 9 out of 10

Styling trends come and go, but for now, retro is all the rage in Detroit. The expanded 2009 Dodge Challenger lineup competes with the equally retro Ford Mustang and upcoming Chevy Camaro for the crown of king pony car.

The latest generation of the Ford Mustang kicked off the yesteryear styling trend among the Big Three, but the 2009 Dodge Challenger cranks it up to 11. The new Challenger Dodge is a "head-turner" that Automobile Magazine says is available in three different trim levels: a "top-spec, SRT8" and "considerably less expensive" R/T and SE models. Externally, all three share what Cars.com calls "Hot Wheels" styling. The visual appearance of the Dodge Challenger varies somewhat across the lineup, but not as much as on some other vehicles. Motor Trend, for instance, is pleased to report "the Challenger SE isn't completely stripped of Challenger R/T and SRT exterior jewelry and doesn't scream 'rental car.'" As for the other trims, Car and Driver contends that "the SE is closest to the 1970 model that was the clear inspiration for this new generation" of Dodge Challengers, while the "R/T adds fog lamps, 18-inch aluminum wheels" and "a body-color rear spoiler," and the SRT8 is distinguished by "faux-carbon-fiber hood strips, xenon lights...a matte black deck spoiler, and a deeper front air dam with functional brake ducts." A moderate amount of customization is available with the Dodge Challenger's exterior, as Motor Trend points out "Mopar can accommodate with everything from a Ram air hood to a coil-over suspension kit that drops the car up to 1.625 inches."

The interior styling of the Challenger Dodge, while not quite as exciting as the sheetmetal work, gets passing grades in reviews read by TheCarConnection.com. ConsumerGuide reviewers love that "the Chrysler-standard control layout places most systems within easy reach," and though "the navigation system absorbs most audio functions," it does so "with good results." TheCarConnection.com's editors also rave about the gauges on the 2009 Dodge Challenger, which are some of the most readable on the market. Among the less favorable reviews, Automobile Magazine feels that "the cabin is nowhere near as stylized as the Ford Mustang's, and the overall look is very muted." Car and Driver also points out that the interior is "dark" and "spooky," and in their opinion, it "absolutely requires the huge optional sunroof to cheer things up." Despite those few criticisms, reviews tended toward the positive end of the spectrum, and most reviewers agree with Motor Trend when they report that the 2009 Dodge Challenger benefits from "a healthy dose of retro-modern style."

Conclusion

Old is in, and the 2009 Dodge Challenger is here to capitalize on the newfound nostalgia of the American car shopper.

PERFORMANCE | 8 out of 10

To add to the mass appeal of the 2009 Dodge Challenger, the folks at Chrysler dilute the lineup's performance by offering the less-capable SE and R/T trims, but that doesn't take away from the virtues of the tremendously powerful engine available on the Challenger Dodge in SRT8 guise.

The three trim levels of the Dodge Challenger denote the engine housed underneath the hood—according to Jalopnik, the base SE gets "a 3.5-liter High Output V6 producing 250 hp and an equal number of lb-ft of torque," while the mid-range R/T offers a "5.7-liter Hemi engine" producing either "370 hp and 398 lb-ft of torque (when running on premium fuel) or 375 hp and 404 lb-ft of torque, depending on which transmission it's mated to." Returning unchanged from its model year 2008 introduction is the Dodge Challenger SRT8, which Cars.com reports is powered by "a 6.1-liter HEMI V-8 willing to provide a blustery 425 horsepower." Reviews read by TheCarConnection.com show that the SE trim of the 2009 Dodge Challenger is more fun than many V-6 options, but the real enthusiast driving belongs to the V-8-powered Challengers. The uninspiring V-6 on the Challenger Dodge SE is, in the words of Motor Trend reviewers, "not slow; it's just not fast, either." Nobody will describe either of the V-8s that way though, and ConsumerGuide proclaims that the "R/T is quite potent, with ample passing reserves." The highest praise is saved for the very capable Dodge Challenger SRT8, which Cars.com describes as "a rocket booster strapped to your fanny" and Jalopnik says can achieve "a 0-to-60 time of five seconds."

One of the chief complaints about the 2008 Dodge Challenger SRT8 was the lack of any manual transmission option, so for the 2009 Dodge Challenger, the Chrysler bigwigs have decided to address those complaints, at least on the R/T and SRT8. Jalopnik is pleased to report that "both the R/T and SRT8 get an optional Tremec T6060 six-speed manual transmission ported from the Dodge Viper," although the SE still only offers "a four-speed automatic." In addition to the manual option, Cars.com says the V-8 Dodge Challengers can be fitted with "a crisp-shifting five-speed automatic." Both the five- and six-speed transmissions fare well with reviewers, with ConsumerGuide finding "the manual transmission has positive, mechanical shift action and a smooth clutch," while the "responsive automatic transmission shifts without harshness." The four-speed auto on the Dodge Challenger SE doesn't hold up quite so well to reviewer scrutiny, and Automobile Magazine observes that "you have to be willing to boot it because of the wide gaps between the gears."

The four-speed transmission also doesn't do much to help the Dodge Challenger SE's fuel economy, which isn't significantly better than the R/T's. The official EPA estimates for the Dodge Challenger lineup are 17 mpg in the city and 25 mpg on the highway for the SE, while the Dodge Challenger R/T offers 16 mpg city, 25 mpg highway, and the SRT8 a measly 13 mpg in the city and 19 mpg on the highway. Road tests verify the SRT8's projected fuel economy, and ConsumerGuide reports that "an automatic-transmission SRT8 averaged 15.8 mpg."

There's a reason most modern sportscars tend to be on the smaller side—simply, smaller cars tend to handle better. Modern handling and traction control features can help somewhat, but Automobile Magazine says "for a sporting machine...the steering feels light and slow," and Motor Trend describes the 2009 Dodge Challenger as "more Interstate/autobahn cruiser than mountain-road slalom champ." On the positive side, the 2009 Dodge Challenger offers a surprisingly comfortable ride, which Cars.com calls "a nice blend of sport and comfort," and they note that "big craters and railroad tracks give Challenger only a slight jiggle." ConsumerGuide also raves about the "surprisingly supple" ride, "especially given this car's performance mission." Braking performance is also a pleasant surprise, especially for such a heavy car, and ConsumerGuide declares the "brakes provide sure-footed stopping control."

Conclusion

The 2009 Dodge Challenger R/T is all the performance most people will need, especially considering that the SRT8 gets slapped with a gas-guzzler tax.

COMFORT AND QUALITY | 7 out of 10

The 2009 Dodge Challenger's interior seats are what all automakers should aim for: comfortable, supportive, and spacious. Unfortunately, not all aspects of the Dodge Challenger's interior are as well received in reviews read by TheCarConnection.com as those plush front buckets.

The folks at Chrysler would like you to think that the Challenger Dodge can seat five (hence the five seatbelts), but in reality, this sporty coupe is better suited to four. Leading the way in the 2009 Dodge Challenger are a pair of front bucket seats that reviewers rave about. Cars.com holds nothing back when talking about the "excellent leather seats with good side and back support" that they feel are "easily the best [they've] seen in a Dodge." On the Dodge Challenger SRT8, Car and Driver reports that the "thick, high-backed Alcantara-and-leather performance seats...glue the driver in place regardless of lateral forces," while the Dodge Challenger "R/T and SE models also feature comfortable and nicely bolstered bucket seats." In terms of space, Cars.com attests "head and leg room also are great up front, but foot room is more moderate in back." Automobile Magazine agrees, claiming that "pushing the front seats too far back causes rear legroom to disappear in a hurry," and noting "anyone beyond booster-seat age will be too big for the middle rear spot." The one mark against the 2009 Dodge Challenger comes from ConsumerGuide, where reviewers find that rear-seat "entry and exit are sporty-coupe awkward."

Many reviews read by TheCarConnection.com indicate great surprise at the overall level of practicality afforded by the 2009 Dodge Challenger. The Dodge Challenger's trunk is particularly noteworthy, and ConsumerGuide says "for a sports coupe, Challenger has impressive trunk space" that "offers more room than many midsize sedans." Automobile Magazine also mentions "the generous trunk space (16.2 cubic feet) and fold-down rear seatbacks…impart some genuine practicality into this sports machine." Cars.com feels compelled to tell "the practical muscle car buyer" that the 2009 Dodge Challenger's "rear seats split and fold down," which improves overall storage capacity at the expense of seating capacity.

One frequent gripe with domestic cars is that their overall quality lags behind that of competing imports. While this has changed markedly in recent years, the Challenger Dodge still suffers from a disappointing lack of overall refinement. The materials quality is lambasted more than fit and finish in reviews read by TheCarConnection.com, as ConsumerGuide feels that the "Challenger's cabin houses plenty of cheap plastic, but everything is nicely assembled." Jalopnik's reviewer also slams the "horrifyingly plastic interior," while Car and Driver says that the Dodge Challenger SE's "mostly black interior features some silver-painted plastic that does less to warm up the interior than to reflect its cheapness." Fortunately, ConsumerGuide points out that Dodge Challenger "R/T and SRT8 are available with chrome, faux carbon fiber, and suede accents that help dress up the interior a bit."

One area where above-average build quality and engineering shines through noticeably is cabin quietness, and in this category, many reviewers are impressed by just how quiet the Dodge Challenger is. ConsumerGuide calls the Dodge Challenger SE "surprisingly refined," and says it's "nearly silent when cruising." Motor Trend also refers to the Dodge Challenger as a "refined car" with a "much quieter" ride than the competing Ford Mustang. Of the noises that occasionally invade the cabin, one of the most prominent is the note from the "tuned exhaust system" that Jalopnik declares "sounds great in the lower gears."

Conclusion

The front seats on the 2009 Dodge Challenger are top-notch, but calling the plastic interior even mediocre is a stretch.

SAFETY | 7 out of 10

As of this writing, very few 2009 model-year vehicles have been crash-tested by either NHTSA or the IIHS, and the list of to-be-tested vehicles includes the 2009 Dodge Challenger lineup. Although crash-test data isn't available, reviews read by TheCarConnection.com indicate that the 2009 Dodge Challenger features an acceptable collection of safety equipment.

Unlike many car models, which tend to have standardized safety equipment lists across all trim levels, the Dodge Challenger offers different standard equipment between the SRT8, R/T, and SE trims. On the base Challenger Dodge SE, the standard safety equipment includes "four disc brakes," according to Automobile Magazine, but they are very disappointed to discover that "ABS is an option—a pretty shocking bit of cost-cutting in an otherwise well-equipped car." ConsumerGuide mentions that additional safety features on the Dodge Challenger SE include "dual front airbags, front side airbags, [and] curtain side airbags." ConsumerGuide reviewers add that moving up to the V-8-powered R/T version of the Challenger Dodge brings "antilock 4-wheel disc brakes" and "brake assist," along with an "antiskid system." The top-of-the-line 2009 Dodge Challenger SRT8 heaps on additional safety features, including "Hill Start Assist, which helps manual transmission cars launch more securely on inclines," as listed by Motor Trend, and upgraded Brembo brakes. Cars.com also reports that the Dodge Challenger "SRT8 has traction and stability control to avoid spinning the tires and [keep] you headed in the right direction," a valuable feature in a car as prone to wheelspin as the 2009 Dodge Challenger.

The new Challenger Dodge offers varying safety features across the trim levels, but all three suffer from less-than-ideal driver visibility. Several reviews read by TheCarConnection.com lament the poor visibility, with ConsumerGuide leading the way by reporting that the Dodge Challenger's "roof design severely limits visibility to the rear corners." Car and Driver agrees and expands upon that criticism, finding that the "outward sightlines are hampered by thick pillars, fixed rear headrests, a low roof, and a long hood."

Conclusion

The 2009 Dodge Challenger SRT8 comes with all of the expected safety gear, but you’ll have to pay extra for lifesaving ESC in the SE model.

FEATURES | 8 out of 10

By now everyone knows the 2010 Dodge Challenger offers competitive performance at a very reasonable price. What might not be so obvious is that the Dodge Challenger comes equipped with a lengthy list of desirable standard features, even in base SE trim, and moving up to the SRT8 only adds to the interior goodies.

There are certain creature comforts that today's consumer has come to expect in any new vehicle, and the 2009 Dodge Challenger doesn't disappoint. ConsumerGuide is impressed that the base Challenger Dodge SE offers a "tilt/telescopic steering wheel, cruise control," an "eight-way power driver seat," full power accessories, and an "AM/FM/CD/MP3 player," all as standard features. Most of the price bump that comes with upgrading to the R/T trim of the Dodge Challenger is due to the extra two cylinders under the hood, but ConsumerGuide does note that a "leather-wrapped steering wheel" and "illuminated visor mirrors" are added to the standard features list. Opting for the Dodge Challenger SRT8 brings even more creature comforts, which ConsumerGuide lists as "heated front seats, keyless access and starting, remote engine start," and a "Boston Acoustics sound system" with "satellite radio," for those who crave an improved audio experience.

The standard features across the 2010 Dodge Challenger lineup are respectable, but to keep base costs down, Dodge piled most of the uber-desirable features into available options packages. For those looking for the middle-of-the pack power of the Dodge Challenger R/T but the features loadout of the SRT8, you'll be pleased to hear that Motor Trend says a "popular equipment package gets you such SRT standards as leather interior, Boston Acoustics six-speaker, 276-watt amp, satellite radio, heated front seats and Keyless Go." The Challenger Dodge in R/T trim also offers another appealing package: the "$995 'Track Pack' manual package" that Jalopnik states brings "a Hill-start Assist...a limited-slip differential," and "a tuned exhaust system," which the Dodge Challenger SRT8 gets as standard. ConsumerGuide reviewers mention that those buyers opting for the V-6-powered Dodge Challenger SE have the option of adding a Quick Order Package that brings mostly safety features, but also adds a "leather-wrapped steering wheel, satellite radio," and "illuminated visor mirrors." The options list doesn't stop there, however, as Motor Trend mentions that "even rear distance parking sensors" are available on the Dodge Challenger, and Cars.com says a "power sunroof" is available for an additional $950. The aforementioned options are all nice to see on the Dodge Challenger's options list, but reviews read by TheCarConnection.com show the real gem is the available MyGIG Multimedia system. That system, according to ConsumerGuide, includes a "navigation system" with "traffic information," as well as "in-dash 6-disc CD/MP3 changer" and a "hard drive" that can store thousands of songs, an incredibly convenient feature for anyone who doesn't want to haul around and sift through hundreds of CDs.

Conclusion

It would always be nice to see a longer standard features list, but the 2009 Dodge Challenger leaves lots of room for personalization with its available options.

Hope that you guys enjoyed that whole session of comparison among your favorite cars.
Now you have been given responsibility to vote for the best car.(by the way, sorry for brief review of Ford Mustang, I shall cover the whole blog with its reviews, the next week.)

All New SUVs!

2009-07-20T04:58:00.000-07:00

Hello and welcome to this amazing world of modern and High-tech vehicle line up and their reviews by your friend!

This week, I have come up with a bunch of giants of automotive industry with their macho muscular beasts.

Take a look at them and enjoy!!

DODGE NITRO

This Dodge Nitro rolls on custom 22 inch Alcoa rims with 14 inch Brembos behind them. With custom body panels including carbon fibre hood, front and rear fascias are covered in a one of a kind blackberry pearl paint accented by the custom purple rain glass supplied by Solutia.

But this Nitro isn't just about looks. The team stuffed a Mopar Performance 5.7 litre HEMI under the hood. Gear slamming is done through a Tremec 5 speed transmission via a Hurst pistol grip.

The interior continues the no nonsense approach with four Viper buckets wrapped in black carbon fibre leather by Katzkin.

Sure to turn heads – leaving lots of long black strips on the pavement.

Specifications
Builders: DaimlerChrysler Dealer Technical Operations and Vehicle Build Shops
Engine: 5.7 litre HEMI Crate Engine by Mopar
Power: 268 kW @ 5,400 rpm
Torque: 487 Nm @ 4,200 rpm

Source: DaimlerChrysler Press Releases

OPEL and CHEVY to launch mini SUV

GM’s European division will be launching a new mini-SUV based on the Corsa hatch, a vehicle that could be sold as a Chevrolet or Saturn for the US market by the end of the decade. Smaller than the current Antara SUV, which is sold in the US as the Saturn Vue, the new Corsa-based SUV is being developed to rival upcoming models from the likes of Ford, Suzuki, and Fiat.

These latest renderings, which were compiled using information from sources close to the project, reveal that both the US and European versions will be identical, with both cars getting plastic side-cladding, raised suspension and a protective metal skid-plate integrated into the front bumper.

Although Opel models sold in the US are usually badged as Saturns, this latest version is likely to be sold as a Chevy. GM gave a preview of such a car back in 2005 at the Seoul Motor Show with its T2X concept, and it’s likely that any new model will be a Chevy. Production is tipped to start at GM’s plant in Antwerp, Belgium, with the first cars rolling off the production line in late 2009.

Despite its small stature, the new SUV won’t be a budget based model. Based on GM’s new small car platform, the mini-SUVs will feature an AWD configuration and could even get a new mild-hybrid system that utilizes brake energy regeneration. The familiar 1.3L and 1.7L diesel units from the Corsa hatch would likely carry over, however, US markets would most certainly see a petrol version as well.

HONDA CR V 2010

When the original Honda CR-V debuted in the late 1990s, its mission was simple: to offer a distinct alternative to more mainstream mid- and full-size large SUVs. With its car-based design, four-cylinder engine and sedan-like ride and handling, the CR-V was an instant hit. Priced competitively and offering plenty of passenger room and cargo capacity for most people's needs, the Honda CR-V enjoyed incredibly strong sales numbers and much loyalty from consumers. It still remains hugely popular.

Today, the compact- or small-SUV segment has grown to include more than a dozen different models, with varying philosophies of what constitutes the perfect blend of size, power and capability. While some compacts offer larger V6 engines and others can deliver true off-road capability, the Honda CR-V remains focused on its carlike aspirations. True enough, it is one of the best choices available in the all-important areas of on-road drivability and practicality.

Current Honda CR-V

Buyers can choose from three trim levels the LX, EX and EX-L. The LX gets you the basics like powered accessories, air-conditioning and a CD player. The high-volume EX model adds niceties like keyless entry, alloy wheels, an upgraded stereo, moonroof and privacy glass. For those who want it all, the uplevel EX-L's additions include leather upholstery, power driver seat, satellite radio and a subwoofer. The sole item on the SUV's options list is a touchscreen navigation system that includes a rearview camera. Just look at the beauty!!

Powering the Honda CR-V is a 2.4-liter inline four-cylinder engine good for 166 horsepower and 161 pound-feet of torque, mated to a five-speed transmission. On all models, buyers can opt for front-wheel drive or all-wheel drive to maximize traction.

Side view is amazing!!!

The Honda CR-V's list of merits is a long one. Its interior is intelligently thought out and boasts high-quality materials. Its ride is comfortable and quiet, its handling is nimble and its crash test scores are superlative. Its sole shortcoming concerns passing power in certain circumstances. Our editors found the 4WD CR-V's acceleration adequate and pleasant around town, but merging and passing maneuvers on gradients can strain its torque reserves -- especially when compared to its V6-equipped competition. However, as long as your beaten path doesn't include many steep roads or overly heavy loads, we think the Honda CR-V may possess all the room, refinement and performance you will ever need.

Used Honda CR-Vs

The current CR-V is part of the model's third generation, which dates back to 2007. There have been no significant changes since then, although the EX-L gains a power driver seat, automatic climate control and a premium stereo for '08.

Redesigned for 2002, the second-generation CR-V boasted a number of improvements including more power, more interior room and improved passenger protection. Mostly detail changes saw the CR-V through the next few years, meaning earlier models can provide especially good value.

Of the 2006 model, our editors said, "Around-town driving reveals a softly tuned setup that favors comfort over performance and is just about ideal for commuters. Four-wheel-drive CR-Vs are perfect for negotiating wet or snowy road conditions. However, when taken on terrain more rugged than a gravel road, the Honda CR-V quickly gets wobbly in the knees. Though it has more ground clearance than the Honda Element, this isn't the mini SUV to get if you regularly venture into the wilderness."

The original first-generation Honda CR-V compact SUV hit the streets a decade ago. It was priced competitively and offered more passenger room and cargo capacity than its peers. A manual transmission was added in 1998, and a much welcomed 20-hp boost the following year gave it a new output of 146 hp. In 2000, a leather-trimmed SE (Special Edition) model was added to lead the model lineup.

That's it for now, and I hope that you enjoyed this whole blog and will feel free to comment on this blog.
Thanks. See ya'!!!!!

Geneva Auto Show 2009

2009-05-23T05:46:00.000-07:00

Hey guys! Your MoJa is back online to give you guys a bunch of crazy knowledge of the new "Geneva Auto Show 2009".

V12 Vantage

And......... The Bond's car is back in action!!!!!

Aston Martin has pulled the wraps off of its most potent production sports car in the brand's 95-year history. What was merely a concept just over a year ago is now the 2010 Aston Martin V12 Vantage.Essentially, Aston wanted to add some pungency to its product line so the company took its lightest, most nimble coupe and shoved in its biggest engine. The result is a car the size of a V8 Vantage with the V-12 grunt of the DBS.

Unfortunately, the 6.0-liter under the hood of the V12 Vantage doesn't make the expected 600 hp of the concept. However, it does turn out 510 hp. Aston claims that power will launch the car to 60 mph in 4.1 seconds and give it a top speed of 190 mph.

As shown by the pictures, the mighty engine wasn't the only enhancement. To bring all that power to a halt, the V12 Vantage has added vented carbon ceramic brakes that span 15.7 inches in the front and 14.2 inches in the rear. It also wears 19-inch lightweight forged aluminum wheels shod with Pirelli PZero Corsa tires to help it put the power to the pavement.

Visually, the V12 Vantage is distinguished by a vented hood, carbon-fiber front and rear splitters, and more aggressive side skirts. The aerodynamic bits on the car result in a 64 percent reduction in total vehicle lift, increasing the car's high speed stability.

Inside, the cabin is a sea of Alcantara and stitched leather. As an option, hard-core drivers can opt for carbon-fiber and kevlar seats which save nearly 40 pounds.

The V12 Vantage was officially debutd at the Geneva Auto Show. Word on the street is that the new sports car will not be making its way to North America due to concerns about emissions and crashworthiness. Pricing was announced at the show and topped $200,000.

ASTON MARTIN ONE-77

Although it may seem ludicrous to launch a $1.9 million supercar in today's economic climate, the 2009 Aston Martin One-77 serves as a halo car for the iconic British brand.

"Quite simply it had to be the ultimate expression of Aston Martin," said CEO Dr. Ulrich Bez. "As you can now see, we have achieved that goal in magnificent style."

We'd have to agree. Though the sharp edges, quirky headlamps, and ribbed side panels may spur debate among Aston enthusiasts, the One-77 is refreshingly unique. Certain cues - notably the fluted grille and wrap-around taillights - are still present, but the car can't be mistaken for a "pedestrian" Vantage, DB9, or DBS.

The powertrain, it seems, is equally unique. Aston Martin engineers contracted with the geniuses at Cosworth Engineering to take the company's existing 6.0-liter V-12 as far as it can go. The result is a new 7.3-liter V-12, which Aston claims is good for 700+ hp. Incredibly, Cosworth also managed to reduce the engine's mass by 25 percent, helping improve the One-77's weight distribution.

Don't, however, look to row your own gears. The V-12 still sends its power to the rear wheels, but manages to do so via a new six-speed sequential manual transmission, complete with shift paddles mounted on the steering column. Although similar transmissions are offered on other Aston Martin cars, we're told this one was developed exclusively for the One-77, and may trickle down into the rest of the lineup.

We wouldn't expect a supercar to be without race-bred technologies, and the One-77 is no exception. Fully adjustable dampers, tuned for each customer prior to delivery, are standard equipment, as are carbon ceramic disc brakes. The latter will be particularly important, given the One-77 is expected to hit 0-60 mph in 3.5 seconds and reach a top speed in excess of 200 mph.

If this sounds like your kind of car, it's probably too late to get your hands on one. In spite of the $1.9 million price tag, we hear most, if not all, of the 77-car production run is already spoken for.

Aston Martin DBS Volante

Want a convertible that leaves you both shaken and stirred? Look no further than the 2010 Aston Martin DBS Volante, which makes its world debut at the 2009 Geneva motor show.

Built upon the already potent DBS coupe (Aston's current top offering and James Bond's latest ride), the DBS Volante mixes some open-air fun into the cocktail. In place of the slinky fastback roof is a power-folding cloth top, similar to those used on both the DB9 and V8 Vantage Volantes. We're told it can retract underneath a voluptuous tonneau cover in as little as 14 seconds, and adds only 253 pounds to the DBS' curb weight.

From the beltline on down, the DBS Volante is virtually identical to its coupe siblings. A 517 hp, 6.0-liter aluminum V-12 lurks underhood, and is coupled either to a six-speed manual transmission or an optional ZF-sourced six-speed automatic. Expect to see typical Aston luxuries inside, including a Bang & Olufsen surround sound system, iPod connector, and sumptuous leather trim as standard equipment.

Aston Martin claims the DBS Volante can reach 0-62 mph in 4.3 seconds, a figure that's mysteriously equal to that of the lighter DBS coupe. Aston hasn't announced pricing as of yet, but expect to see early examples arrive in the U.S. by the third quarter of 2009.

BENTLY CONTINENTAL

For 24 months a small group of engineers and designers worked on a special project to reduce the weight and increase the power of the Continental GT. What you see before you is the result. The Continental Supersports - the name comes from the original 3-liter model introduced in 1925 - will be the fastest road-going car in the company's 90 year history.

How fast is it? Bently's initial performance figures say that the sprint to 60 mph takes only 3.7 seconds and it'll top out at 204 mph. Those figures best the current quickest Bentley, the Continental GT Speed, which takes more than 4 seconds to reach 60 mph and hits top speed at a mere 202 mph.

Part of the improved acceleration comes from the revised 6.0-liter W-12 engine. The engine is the company's first flex-fuel-capable power plant. It now produces 621 hp and 590 lb-ft of torque. Inside the fuel tank is a sensor that detects the ratio of gasoline to E85 and reports back to the ECU to ensure that the engine's output remains the same regardless of the mixture.

Bentley knocked a few more ticks off the acceleration times with a new 'Quickshift' transmission that cuts former shift times in half. The entire car has also been lightened by 243 lbs. To bring it all to a halt, the Supersports uses the largest and most powerful carbon ceramic brakes fitted to a production car.

Handling is improved thanks to an array of chassis enhancements. Lighter weight components were used and the steering, dampers, and anti-roll bars were all retuned. Bentley further improved the agility by implementing a 40/60 rear-biased torque split for the all-wheel drive system, a wider rear track, lightweight 20-inch wheels and a revised electronic stability program.

Inside, the cabin was designed to give occupants a sporty feel and it also contributes the to weight reduction theme. First off, you'll notice that the rear seats have been replaced by a storage deck and a carbon fiber luggage retaining beam. Also, the fancy woodwork around the cabin is replaced by carbon fiber and the same material is found on the lighter weight front sport seats. Finally, the rest of the inside is trimmed in Alcantara and 'soft touch' leather.

Expect the fastest Bentley yet to reach worldwide audiences in fall of this year. While it will be FlexFuel compatible in most markets at the time of launch, North American cars will not offer the capability until the summer 2010 because of pending regulatory approval.

LAMBORGHINI MERCIELAGO LP 670-4

Imagine, if you will, placing Lamborghini's million-dollar Reventon into a blender with a brand-new Murcielago LP 640-4, and pushing the button marked "blend." Although we wouldn't perform such a sadistic act on our own accord, we've no doubt that the result would look something like the 2010 Lamborghni Mercielago LP 670-4 SuperVeloce.

But the latest iteration of the Murcielago is more than simply a cosmetic refresh. Although the Italian term Superveloce translates to "high speed," when applied to the legendary Miura and Diablo, it came to represent a hardcore supercar with heightened levels of performance. From what we've seen about the new LP 670-4 SV, that tradition continues.

Engineers first reworked the Murcielago's aluminum-block 6.5-liter V-12 engine. At first glance, it differs little from those in the LP 640 and Reventon, but thanks to a new intake manifold, exhaust system, engine computer, and optimized valvetrain, the engine now pumps out a substantial 670 hp - 10 hp more than the Reventon and 30 hp over a Murcielago LP 640. Unlike the Diablo SV, which eschewed the Diablo VT's all-wheel-drive system in favor of a rear-wheel-drive setup, the Murcielago LP 670-4 SV continues to send power to all four wheels via either a six-speed automatic transmission or a six-speed manual.

With power increased, the team in Sant'Agata Bolognese looked at decreasing weight. Although a base Murcielago already used a considerable amount of carbon fiber throughout the car, its 3670-lb curb weight isn't the definition of svelte. As such, Lamborghini worked on cutting weight out of multiple components. That new exhaust system may help boost power, but it's also 22 lbs lighter than before. Switching to a high-strength steel for the tube frame chassis sheds 44 lbs, while increasing torsional rigidity by 12 percent.

Although it's still well appointed, the Murcielago's cabin isn't spared from the crash diet. Sport seats are requisite for a sports car, but those in the LP 670-4 SV are fashioned from carbon fiber. They're also trimmed in Alcantara, a material Lamborghini claims is much lighter than leather hide. Don't look for any audio or navigation systems, either - unless specifically requested by customers, they're purged in the pursuit of a lighter car.

Designers also had some free reign to revise the Murcielago's form. A new chin spoiler, side skirts and intakes, rear diffuser, and spoiler may seem as if they're merely design tie-ins to the ultra-rare Reventon, but they're so much more. Each part plays a big part in adding downforce, something many Lamborghinis sorely lacked. A fixed rear spoiler plays a big part in keeping the rear end planted to terra firma, but an even larger unit (pictured) is also available. Although the LP 670-4 SV is available in seven different colors, Lamborghini seems intent on painting the new body kit in a contrasting black hue.

The end result is a lighter (3450 lbs), meaner Murcielago that's ready for either road or track. Lamborghini claims the SV-spec Murcielago can hit 0-62 mph in 3.2 seconds and a top speed of 212.5 mph. That's certainly fast, and we expect the entire production run (limited to 350 examples) to sell out just as quickly.

INFINITY ESSENCE

Infinite power. Infinite style. Infinite looks. Infinite attractions. Infinite world. This has been the code of conduct of Infinity when it introduces any father of super cars to the modern world, and "Infinity Essence" is no exception.

The Infinity brand launched in Europe during the Geneva motor show last year. This year Infiniti brought its Essence to the show. The Infiniti Essence concept is supposed to look back on the 20 years of Infiniti's existence and also hint at the future of the brand. Some of Infiniti's key traits are technology, design, and performance - and the Essence embodies all three qualities.

To start, the Essence is a rear-wheel drive coupe with a hybrid powertrain. The gasoline engine is a twin-turbo 3.7-liter V-6 rated at 434 hp. There's also a starter-generator stuck between the engine and seven-speed automatic transmission and it adds 158 hp to the total output. Power for the electric motor comes from a lithium-ion battery pack in the trunk. Infiniti's press release claims the car is "capable of vast speeds where conditions allow, zero emissions where they don't." Not a bad compromise, really.

Of course the powertrain doesn't matter in the least once you lay eyes on the car - the Infiniti Essence is stunning in the sheetmetal. The curves are very sexy and the car has an air of elegance that also carries over to the interior. Inside, the driver's portion of the cabin is black and the passenger's left with a lot of red. Supposedly the driver isn't inundated with controls and technology - all the expected functionality remains hidden until the driver chooses to use items like the stereo.

Sadly, the Essence stands no chance of being produced. Francois Bancon, General Manager Advanced Product Planning, said "Essence is a brand icon... It isn't a teaser for a new model. It is solely dedicated to Infiniti brand promotion, to demonstrate and advocate the Infiniti unique values." While the Essence itself may not enter production, we do expect the design cues to filter down to actual production vehicles.

Finally I will conclude with the best wishes for everyone and the "dying" auto industry.

Don't forget to post!!!

See Ya!

IS SUV DEAD!!!

2008-06-09T04:26:00.000-07:00

Hello car lovers!!!
Hope U all R fine! I have the same excuse this time again as I presented you guys in my previous blog. The Dirty EXAMS!!!!!!
It is a blog which has specially been constructed by me on the rising oil prices by OPEC and their effects on consumers.
The first thing that i want to tell you guys is that the oil crisis in the world is going to be worsened. It is not going to come, in any case down. I have a friend of mine whose father used to work in Qatar, one of the producers of oil. He stated that it is the rising economy of China and USA, that is causing major oil price rising. He told me in an outside-house ( at gate) interview that soon there will be no more individual travelers around the USA due to major oil rising prices, and there is going to be DEATH OF SUV!!
I was shocked to hear that, but i suddenly realized that he was not wrong. If we look at the engine of the massively popular SUVs, then we find out that it is their engine that makes the popular and their horse-powers, which literally drinks up the gasoline.
Look at them! how big they are!!! You can think about their engine, that how big it will be!!
A lot of you would know that how difficult it is to maintain an SUV.
Let us take a look at the might HUMMER first!!!

Look at his massive power!!!

Just think fur a moment how heavy it is. How much power its engine need to accelerate it to a reasonable speed. And for power, it needs gas, which is expensive!!!!!

Now, look at the TOYOTA. They are also not far behind the hummer. Their SUVs also drink a lot of gas. Take FJ cruiser and PRADO as an example.

Here it is! The FJ crusier.

The days of land rover are also numbered!!

Some years ago, these were considered to be the standards of the SUV world, but now, their demand has dropped significantly.

Nissan's Pathfinder is also not lagging behind in the race of "who-dies-first". They are also loosing sales.

(courtsey: zorcustomers.com)

Look ! The beauty is standing alone!!!! Somebody, grab em'!!!!!

FUTURE OF OFF-ROAD

After the whole discussion, we have concluded that the future of the off roaders lies in one of these Suzuki's SJ 410s.
Not kidding buddy! IT is real!!!

It is not because it is only cheap and is easy to maintain, but......

It can do things that others!!!!!!! Remember the "Hummer climbing wall" video on YouTube?

Hope to see ya soon!! GUD Buy!!!!!!!!

Welcome Again!!!!

2008-04-18T12:31:00.000-07:00

Hello and welcome to the new and smart world of cars!

Few years back, there were a lot of ugly SUVs running around in the U.S.. Every 5th car in the U.S, right now, is a SUV, and people are queuing up to get their hands on one. They chewed up a lot of gas, even their economy class (4.0 L) was also a headache for their owner.
But now buddy, the old times are gone and there is a whole new concept of smart and beautiful cars. They are from the world's leading manufacturers and are readily available in every part of the world. Though expensive a bit, but they really give you the pleasure of driving a 4-speed manual, some with, while others without power steering, but otherwise they are the ngs of the modern and economic roads.
Today, 98 minutes back, oil prices shot up to their record level of $117 a barrel, so surely, you don't want to be chewed up by the soaring oil prices and will be giving up your SUV, and will be purchasing a smart car that is eco-friendly and fuel-friendly.

Anyhow, here are some of the cars, economical cars I have found Just for you guys.

THE LITTLE ENGINE THAT WOULD

When Volkswagen (VLKAY) ran the headline “Think Small” in an ad for the Beetle some 45 years ago, it bestowed hipness on a car that was merely well designed, well built, and pint-sized. In the 1980s, makers of sport-utility vehicles started persuading everyone from Nascar dads to yoga teachers that they might want to drive into the mountains on a moment’s notice—even if they never got farther off-road than a pothole in the Whole Foods (WFMI) parking lot. In Europe and Asia, where everyone is fretting about road congestion and damaging exhaust, car companies now see profits in green avant-garde designs. And with gas prices heading north of $4.00 a gallon, such vehicles just might cut it in the jeep-loving USA as well.

Here are some of the designs that are in the drawing boards, already selling in dealerships and have come and gone.

NARO

This 1-meter-wide concept vehicle from Narrow Car in Wales puts driver and passenger in tandem in an enclosed body on four wheels. It leans into corners like a motorbike, gets 100 mpg, and will do 85 mph. Narrow also plans a taxi and a delivery van.

BMW CLEVER

Developed at the University of Bath with BMW, this three-wheeler is also a meter wide and runs on compressed natural gas. It zips through city traffic like a bike, carries a driver and one passenger, and goes up to 60 mph. No plans yet to mass-produce it. Hey! This looks like a rickshaw of the sub-continent!!!!! Clever copy BMW!!

VOLESWAGEN GX3

A three-wheeler commuter Volkswagen showed at the 2006 Los Angeles Auto Show, the car was a two-seater, weighed about 1,300 pounds and could achieve 46 miles per gallon of gas. Considering the last generation Jetta TDi could achieve about the same, it didn’t seem like much of a breakthrough for all the liability concerns. VW scrapped plans to build it despite enthusiasm for the daredevil class of drivers in.

Now, let's move to round of a bit luxury cars.
When the word luxury comes to mind, one thinks suddenly of a grand Mercedes, BMW, Porsche or a fantastic looking Jaguar. In this part, Surely, I would not disappoint you!
Here are some of those I was able to collect from the world.

Hyundai Genesis Coupe

Bucking the common procedure of creating concept cars to gauge public reaction before launching a more subdued production model, the production Genesis Coupe was actually conceived at Hyundai's design studios in Irvine, California, before the concept. The car was then reworked, to give the enthusiast an idea of how they could customize the model.

The design of the production car is no less purposeful and deliberate, with a definitive side feature line that extends from the front fender and gradually dissipates through the middle of the door. It is then picked up again lower in the door before rising up and becoming more defined as it blends into the rear haunch. Another very notable feature is the DLO, which dips down aft of the B-pillar for greater outward visibility for the rear seat passengers. Hyundai hopes this feature will be further developed and carried over to other vehicles as a clear visual identifier for the brand.

At the front the face has been toned down from the aggressive demeanor of the ‘tuned' concept, with a more subdued headlamp design. At the rear the lines of the car transfer seamlessly from taillights joining the bumper with the light on the opposite end, giving the vehicle a clean and elegant aesthetic.

The interior, created at Hyundai's design center in Korea, is a more conservative approach than the exterior, yet retains the sporting theme. The upper portion of the IP is a darker color than the lower half, which neatly integrates the vents into the corners. The pronounced center console features an aluminum appliqué, which enhances the sport aspect, while a small display screen adorns the top center of the IP.

Hyundai has clearly used Nissan's upscale Infiniti G37 as a benchmark in creating its new coupe. It is a well-resolved design which pushes the sporting nature of the brand forward.

Saleen S5S Raptor

The Saleen S5S Raptor concept was named after the bird of prey, but the name also stands for ‘Saleen 5-liter Supercharged', denoting its undeniable intention to compete in the supercar performance sector.

Designed at Detroit-based ASC by CCS graduate David Byron, the Raptor is more subtle than the somewhat vulgar S7 - as is apparent by its more reserved use of the definitive ‘gills' adorning the body panels - but no less American. Aspects of its limited-edition V12-powered predecessor have been retained and transferred to this concept, such as the lower front air intake and grille design, which is similar in shape. The front and rear end feature intersecting airvents that hint at other Saleen Mustangs currently in production.

But while certain elements have a family resemblance, the design of the S5S Raptor is more elegant, with headlamps containing numerous LEDs that climb along the fender, giving it an aggressive DRG. Its muscular proportions are intersected by sleek lines which pull from the front over the fenders, with a chiselled edge running through the door to the air intake ahead of the rear wheel. Another air intake at the edge of the DLO against the C-pillar also feeds air to the mid-mounted V8.

Above the unfinished interior is an all glass canopy, which flows over the cockpit to the rear, with the engine on display beneath. Like the front, the rear end also features LED lamps, but these span the width of the car below the integrated rear spoiler. The exhaust outlets are well integrated into the rear end and placed close to the ground, improving the dissipation of heat.

Though Saleen is still currently considering whether it will build the S5S concept, the design is decidedly more refined than the S7. And with the company's long-standing reputation for creating high performance vehicles, it would certainly do well with buyers.

OK guys! C ya again!!! keep coming to the blog!!!!!