Dimensionally, the new Equinox rides on the same 112.5-inch wheelbase of the previous model, yet is one inch shorter and wider. A more steeply raked windshield gives a sleeker profile for improved aerodynamics, while available 17-, 18-, or 19-inch wheels pushed closer to the corners provide greater stability and allow for a more spacious cabin. The Equinox’s overall design is more aggressive than its bigger brother, the Lambda-based Chevrolet Traverse, with a more-sculpted front end, bold wheel arches, and distinct creases in the sheetmetal below the beltline. The rear sports stacked round taillights and dual exhausts, yet is reminiscent of the Mercedes-Benz ML-class with its forward-canted C-pillars and flush-fitting, wraparound side glass.
Direct Injection, Whether You Like It or Not
With cross-town rival Ford waving a turbocharged and direct-injected EcoBoost finger in GM’s face, Chevy’s new trucklet will come out of the gate fitted with a pair of efficient DI engines: a 2.4-liter four-cylinder making 182 hp and 174 lb-ft of torque, and a 3.0-liter V-6 rated at 255 hp and 214 lb-ft. Both powertrains are backed by six-speed automatics and optional all-wheel-drive systems (front-wheel-drive is standard), with the new inline-four developing nearly as much power as the previous Equinox’s 3.4-liter V-6. DI technology also endows the new 3.0-liter V-6, with output almost matching the current Equinox Sport’s 264-hp 3.6-liter V-6.
Combined with electric power steering and better aerodynamics, the new engines help four-cylinder models achieve up to a claimed 21 mpg in the city and 30 mpg on the highway. Outfitted with the V-6, GM says fuel economy drops slightly to an estimated city/highway rating of up to 18/25 mpg. However, enlarged fuel tanks allow for more than 500 miles of driving range, regardless of engine choice. And, like the 3.6-liter DI V-6 in the Cadillac CTS and GM’s Lambda large crossovers, both engines are happy with regular unleaded.
Help Where It Was Needed Most
While a stiffer body structure permits more-responsive tuning of the independent front and rear suspensions, drivers likely will consider the new interior the greatest improvement to the Equinox. The previous model’s considerable panel gaps, hard plastics, and overall rental-car build quality garnered little praise from us in the past. But the new cabin, which takes on GM’s new design direction and adopts styling cues from the Malibu and Opel Insignia sedans, appears to have advanced considerably. An attractive ‘floating’ center stack dominates the sweeping dash, with ice-blue ambient lighting around the console, cup holders, and door pulls. Both cloth and leather seating are available, and all trim levels include an adjustable rear seat that slides up to eight inches fore and aft for what GM says is best-in-class legroom.
On the technology front, the Equinox will be available with navigation and a seven-inch touch-screen monitor, as well as Bluetooth and USB connectivity, upgraded sound systems, and a dual-screen entertainment system for backseat passengers. Also featured are a powered and programmable liftgate, rear-view camera (displayed through either the navigation screen or rearview mirror), and an intelligent remote-start system that warms the cabin and activates the heated seats depending on outside temperature. Safety highlights include standard electronic stability and traction control, along with front, head-curtain, and seat-mounted side airbags.
Joining a Crowded Party
The updated Equinox looks promising at first blush and potentially could up the ante for the Ford Escape, Toyota RAV4, and Honda CR-V, particularly in regard to its new high-tech powertrains. However, we’ll have to wait for our turn behind the wheel to see where it fits in one of the fastest-growing segments in the market. It shouldn’t be too hard for the new Chevy to improve upon the previous model. That is unless GM’s financial breakdown necessitates significant last-minute changes or postponing production altogether.
Friday, December 26, 2008
Thursday, December 18, 2008
Accord 2009 - Always In Style !
There are 2 versions Coupe and Sedan available in USA, but here we shall discuss only sedans.
The Honda Accord and the Hybrid
The Honda Accord is a fuel efficient, low emission Japanese car import. The car is available in de facto DX, EX, LX, LX-V6, and EX-V6 line up. It is also available in high performance “enthusiast” versions which boast of better performance.
One of the most well known Japanese car import is the popular Honda Accord Hybrid which features the “green” hybrid car that is making waves in the eco-car community.
Accord Design
The Honda Accord sedan has many design features which make the car a popular choice among car buyers. A few features worth mentioning are the bright LED taillights, attractive 17” wheel design, a GPS navigator and a valuable maintenance minder system which reminds the owner about scheduled maintenance for the car.
Accord Performance
The V6 engine of the Honda Accord generates 244 hp. The 4 cylinder engine, on the other hand, gives 177 hp of power. These improvements to the car's performance were gained by the extensive refinements that the car went through in its intake and exhaust airflow systems. V6 features (VCM) Variable cylinder management technology, which provides even better fuel efficiency.
The car also drives through a Drive By Wire (DBW) system instead of the common throttle cable. This makes the car more responsive and smoother to drive.
The Honda Accord Hybrid, on the other hand, features a 253 hp, 3.0 L, V6 engine and a larger battery back. The Honda Accord Hybrid is easily differentiated from the regular Honda Accord by the difference in their rear light clusters, the antenna, the wheel design, the mirror turn signals and the folding rear which is absent in the Honda Accord. The Hybrid version of the Accord also does not have a 4-way passenger seat.
Safety in Accord
Accord has (VSA) Vehicle Stability Assist which assists in cruising and keeps you away from danger. In emergency situation it reduces gas & adjusts brake pressure at each wheel to help the driver escape from dangerous situations. Also, the (TPMS) Tire Pressure Monitoring System alerts the driver if tire pressure is significantly down. Every accord is fitted with front, front side and side curtain airbags for extra protection. It's infact a top pick for safe driving on the road.
Honda Accord Market
While readily available in the car market, the Honda Accord is also easily accessible in many Japanese used car dealers. In Online Japanese auction sites, the Honda Accord is readily available, Reputable used car dealers offer many good-as-new Japanese used car models and, with proper maintenance, a used Honda Accord can last for years to come. Used car warranty offerings will differ from one dealer to another.
The Honda Accord and the Hybrid
The Honda Accord is a fuel efficient, low emission Japanese car import. The car is available in de facto DX, EX, LX, LX-V6, and EX-V6 line up. It is also available in high performance “enthusiast” versions which boast of better performance.
One of the most well known Japanese car import is the popular Honda Accord Hybrid which features the “green” hybrid car that is making waves in the eco-car community.
Accord Design
The Honda Accord sedan has many design features which make the car a popular choice among car buyers. A few features worth mentioning are the bright LED taillights, attractive 17” wheel design, a GPS navigator and a valuable maintenance minder system which reminds the owner about scheduled maintenance for the car.
Accord Performance
The V6 engine of the Honda Accord generates 244 hp. The 4 cylinder engine, on the other hand, gives 177 hp of power. These improvements to the car's performance were gained by the extensive refinements that the car went through in its intake and exhaust airflow systems. V6 features (VCM) Variable cylinder management technology, which provides even better fuel efficiency.
The car also drives through a Drive By Wire (DBW) system instead of the common throttle cable. This makes the car more responsive and smoother to drive.
The Honda Accord Hybrid, on the other hand, features a 253 hp, 3.0 L, V6 engine and a larger battery back. The Honda Accord Hybrid is easily differentiated from the regular Honda Accord by the difference in their rear light clusters, the antenna, the wheel design, the mirror turn signals and the folding rear which is absent in the Honda Accord. The Hybrid version of the Accord also does not have a 4-way passenger seat.
Safety in Accord
Accord has (VSA) Vehicle Stability Assist which assists in cruising and keeps you away from danger. In emergency situation it reduces gas & adjusts brake pressure at each wheel to help the driver escape from dangerous situations. Also, the (TPMS) Tire Pressure Monitoring System alerts the driver if tire pressure is significantly down. Every accord is fitted with front, front side and side curtain airbags for extra protection. It's infact a top pick for safe driving on the road.
Honda Accord Market
While readily available in the car market, the Honda Accord is also easily accessible in many Japanese used car dealers. In Online Japanese auction sites, the Honda Accord is readily available, Reputable used car dealers offer many good-as-new Japanese used car models and, with proper maintenance, a used Honda Accord can last for years to come. Used car warranty offerings will differ from one dealer to another.
Friday, December 12, 2008
Mercedes C180k Blueefficiency, Everything’s Going Green
We’ve had the Bluemotion, the EcoNetic, the Ecomotive and the EfficientDynamics range, now it’s time for Mercedes to throw their hat into the ring with the new BlueEfficiency range of models, adding to the A and B Class with the Mercedes C Class C180K BlueEfficiency. Mercedes may have been a little late to the party, but at least they’ve turned up.
Once again, another manufacturer has looked towards existing technology and a trip to the wind tunnel to improve on an existing design. Reducing emissions and improving economy. It just makes you scratch your head and wonder why they don’t do this to all their cars when they design them. Do they purposely design cars that aren’t quite as efficient as they could be, just to improve them at a later date and charge a little more for the privilege of owning one? Having said that the C Class BlueEfficiency is slightly cheaper than the standard C180K it replaces, but we have had a two and a half percent decrease in VAT to factor into the equation.
So how have they done it? Well if you’ve looked at the plethora of ‘greener’ vehicles that are being offered from the other manufacturers, it quickly becomes apparent that there is no secret formula. These improvements are gained through the use and application of basic science. Make the car lighter, more aerodynamically efficient and easier to propel along the road and the improvements in emissions and economy will automatically follow. Mercedes have also reduced the capacity of the engine by two hundred cubic centimetres. That said they’ve managed to keep performance - 156bhp at 5200 rpm and 170lb ft at 3000 rpm – unchanged. Quite a feat when you think about it really.
Low rolling resistance tyres and lighter alloys, a thinner glass windscreen and lighter but far more effective insulation are the other major factors in reducing the weight of the C Class BlueEfficiency. Changes one would think could be implemented across the whole range of their cars without too much trouble. Changes that would also save on the amount of raw materials used, surely decreasing costs further.
Aerodynamically the C Class BlueEfficiency has had a number of minor tweaks. Smaller wing mirrors, more aerodynamic LED indicator lenses, better panel seals, slightly lowered suspension, a partially blanked grille and a smoother underside all contribute to helping the C Class BlueEfficiency cut through the air that little bit easier. Once again improving the economy figures and lowering the emissions.
It’s easy to be cynical these days, but the improvements made to the C Class BlueEfficiency make it a class leader in the compact executive market when it comes to economy. With figures of nearly forty five miles per gallon whilst emitting under 150 grams of Co2 per kilometre, other manufacturers must surely sit up and take note. Mercedes does expect to roll out BlueEfficiency models throughout its range of cars. But as was said earlier, surely it must be possible to make many of these improvements on all its cars, without the consumer having to pick up the premium.
Once again, another manufacturer has looked towards existing technology and a trip to the wind tunnel to improve on an existing design. Reducing emissions and improving economy. It just makes you scratch your head and wonder why they don’t do this to all their cars when they design them. Do they purposely design cars that aren’t quite as efficient as they could be, just to improve them at a later date and charge a little more for the privilege of owning one? Having said that the C Class BlueEfficiency is slightly cheaper than the standard C180K it replaces, but we have had a two and a half percent decrease in VAT to factor into the equation.
So how have they done it? Well if you’ve looked at the plethora of ‘greener’ vehicles that are being offered from the other manufacturers, it quickly becomes apparent that there is no secret formula. These improvements are gained through the use and application of basic science. Make the car lighter, more aerodynamically efficient and easier to propel along the road and the improvements in emissions and economy will automatically follow. Mercedes have also reduced the capacity of the engine by two hundred cubic centimetres. That said they’ve managed to keep performance - 156bhp at 5200 rpm and 170lb ft at 3000 rpm – unchanged. Quite a feat when you think about it really.
Low rolling resistance tyres and lighter alloys, a thinner glass windscreen and lighter but far more effective insulation are the other major factors in reducing the weight of the C Class BlueEfficiency. Changes one would think could be implemented across the whole range of their cars without too much trouble. Changes that would also save on the amount of raw materials used, surely decreasing costs further.
Aerodynamically the C Class BlueEfficiency has had a number of minor tweaks. Smaller wing mirrors, more aerodynamic LED indicator lenses, better panel seals, slightly lowered suspension, a partially blanked grille and a smoother underside all contribute to helping the C Class BlueEfficiency cut through the air that little bit easier. Once again improving the economy figures and lowering the emissions.
It’s easy to be cynical these days, but the improvements made to the C Class BlueEfficiency make it a class leader in the compact executive market when it comes to economy. With figures of nearly forty five miles per gallon whilst emitting under 150 grams of Co2 per kilometre, other manufacturers must surely sit up and take note. Mercedes does expect to roll out BlueEfficiency models throughout its range of cars. But as was said earlier, surely it must be possible to make many of these improvements on all its cars, without the consumer having to pick up the premium.
Wednesday, December 10, 2008
2008 Saleen S320e Mustang Review
Saleen is one of North America’s premiere specialty vehicle manufacturer. They are well known for the incredible Mustangs that they deliver to consumers. Each and every vehicle that they produce is one that many of us would love to get our hands on because of the craftsmanship, performance, and power that is put into it.
In 2008 Saleen revealed the S320E Mustang. It has been equipped with a 302 cubin inch engine that was specially made by Saleen and has been augmented with a patented Saleen twin screw and intercooler supercharger. With this engine the S320E can produce 620 horsepower and 600 pound-ft of torque.
“We believe that we are in the process of creating a legendary new car. It’s thrilling,” says Saleen President and CEO, Paul Wilbur. “It seemed to make sense that as we go into our 25th Anniversary as a manufacturer in North America that we make our best and most powerful car yet.”
This new model - which has been given the nickname “Extreme” - has been built with a number of high quality performance parts that reveal to consumers the race engineering heritage that they are known for. The unique engine that is placed inside the car is a forged crankshaft with forged connecting rods and forged pistons that have been blueprinted individually. It is also built with 5 axis CNC aluminum cylinder heads, high performance camshafts, and high flow fuel injectors.
Each one of the parts work together simultaneously with the Saleen twin screw supercharger. It is connected to a 6 speed manual transmission and Max grip rear differential - which allows it to reach from 0 to 60 mph in less then 4 seconds.
“This place represents a kind of automotive “mecca” for me. We are making limited volume, performance vehicles for people who really love cars, by people who really love cars. I cannot think of a better place to put my 35 years of OEM engineering history to work,” says Vice Chairman and Chief Technical Officer Chris Theodore. Chris Theodore is also known as the father of the Ford GT. “Now I am helping build great Saleen cars in the same factory that I architected for the legendary Ford GT.”
“This is the best motor that we have ever done,” says Powertrain Engineering lead Rob Simons. “We have really benefited from having Chris [Theodore] around. He brings perspective and experience to the company unlike anything that we have known prior.”
In order to get the best performance out of the thisSaleen Mustang the engineering team used a standard 20 inch, 5 spoke forged aluminum allow wheels that are wrapped in Pirelli P-Zero Rosso tires. But in order to have large amounts of power added to the car you must be able to control it. Otherwise we would be all over the road with it. To have the type of control that we need engineers equipped the Extreme with a Saleen Racecraft suspension and a second generation, brand new Watts Link system that will help the driver stay in control of the vehicle when taking sharp corners.
The chassis system has been rounded by upgraded 4 wheel disc brakes and ABS and traction control. The performance brake system features 15 inch vented, slotted rotors, with 6 piston calipers in the front and 11.8 inch rear vented discs with single piston calipers in the back.
In 2008 Saleen revealed the S320E Mustang. It has been equipped with a 302 cubin inch engine that was specially made by Saleen and has been augmented with a patented Saleen twin screw and intercooler supercharger. With this engine the S320E can produce 620 horsepower and 600 pound-ft of torque.
“We believe that we are in the process of creating a legendary new car. It’s thrilling,” says Saleen President and CEO, Paul Wilbur. “It seemed to make sense that as we go into our 25th Anniversary as a manufacturer in North America that we make our best and most powerful car yet.”
This new model - which has been given the nickname “Extreme” - has been built with a number of high quality performance parts that reveal to consumers the race engineering heritage that they are known for. The unique engine that is placed inside the car is a forged crankshaft with forged connecting rods and forged pistons that have been blueprinted individually. It is also built with 5 axis CNC aluminum cylinder heads, high performance camshafts, and high flow fuel injectors.
Each one of the parts work together simultaneously with the Saleen twin screw supercharger. It is connected to a 6 speed manual transmission and Max grip rear differential - which allows it to reach from 0 to 60 mph in less then 4 seconds.
“This place represents a kind of automotive “mecca” for me. We are making limited volume, performance vehicles for people who really love cars, by people who really love cars. I cannot think of a better place to put my 35 years of OEM engineering history to work,” says Vice Chairman and Chief Technical Officer Chris Theodore. Chris Theodore is also known as the father of the Ford GT. “Now I am helping build great Saleen cars in the same factory that I architected for the legendary Ford GT.”
“This is the best motor that we have ever done,” says Powertrain Engineering lead Rob Simons. “We have really benefited from having Chris [Theodore] around. He brings perspective and experience to the company unlike anything that we have known prior.”
In order to get the best performance out of the thisSaleen Mustang the engineering team used a standard 20 inch, 5 spoke forged aluminum allow wheels that are wrapped in Pirelli P-Zero Rosso tires. But in order to have large amounts of power added to the car you must be able to control it. Otherwise we would be all over the road with it. To have the type of control that we need engineers equipped the Extreme with a Saleen Racecraft suspension and a second generation, brand new Watts Link system that will help the driver stay in control of the vehicle when taking sharp corners.
The chassis system has been rounded by upgraded 4 wheel disc brakes and ABS and traction control. The performance brake system features 15 inch vented, slotted rotors, with 6 piston calipers in the front and 11.8 inch rear vented discs with single piston calipers in the back.
Saturday, December 6, 2008
Infiniti Part - Be A Smart Car Owner
Are you a speed lover who not only loves to own a personal car but wish to traverse the long streets with your loved ones in it? If yes, then you must always be on spree for some high tech innovative Infiniti part for your car. It’s definitely essential to keep your car updated with latest gadgets and high tech parts so that your car does not get outdated too soon.
Car is one of the most important things in modern living as it helps you in commuting from one place to another without hassles and humility of asking for a lift. Not only it serves purpose of utility i.e. commuting but for some people it’s a passion. They just love to adorn their car with advanced technology based performance parts so as to ad that extra functioning to it. There various stylish Infiniti part are available for all types of cars which can be installed easily with the help of user manual an sometimes with light mechanical help.
There are various car brands available in the market but if you have bought Infiniti car then make sure that you keep it updated with latest technology performance parts from time to time. Only the car owner knows what it is to have a personal car and that too from Infiniti. If you are investing your capital in a car model lie Infiniti that means you are definitely not looking for cheaper car accessories and stylizing parts. So, it is better to have original parts installed in your car which will be beneficial for longer run and does not require servicing too soon.
Now, the most important concern is from where to get original Infiniti part to stylize the performance of your car. There are various dealers boasting off the products and services but most of them prove to be false later. Thus make sure that you get your add on Infiniti part and car accessories from an authorized dealers. There are plethora of online Infiniti part and stylizing accessories stores from where you can get original products with good discount on them. If you make order in bulk then most online stores offer you discount in good range which is a benefit to you. Often shipping and home delivery charges are included in the invoice of car parts.
Owning a luxurious car is everyone’s dream but what takes toll on the car owner is its maintenance. When you get cheap car parts installed in your car then you have to face various problems including impairment in the car body frame and functioning of various parts. This means that whenever you think of stylizing your car or of adding power packed performance parts into your car then always rely on original Infiniti car parts.
It is your duty to ensure the safety and good functioning of your car since an expensive luxury like that of car cannot be afforded again and again in life. Therefore, whenever you find that there is malfunctioning in certain part of your car then replace soon lest it may hamper your smooth driving experience.
Car is one of the most important things in modern living as it helps you in commuting from one place to another without hassles and humility of asking for a lift. Not only it serves purpose of utility i.e. commuting but for some people it’s a passion. They just love to adorn their car with advanced technology based performance parts so as to ad that extra functioning to it. There various stylish Infiniti part are available for all types of cars which can be installed easily with the help of user manual an sometimes with light mechanical help.
There are various car brands available in the market but if you have bought Infiniti car then make sure that you keep it updated with latest technology performance parts from time to time. Only the car owner knows what it is to have a personal car and that too from Infiniti. If you are investing your capital in a car model lie Infiniti that means you are definitely not looking for cheaper car accessories and stylizing parts. So, it is better to have original parts installed in your car which will be beneficial for longer run and does not require servicing too soon.
Now, the most important concern is from where to get original Infiniti part to stylize the performance of your car. There are various dealers boasting off the products and services but most of them prove to be false later. Thus make sure that you get your add on Infiniti part and car accessories from an authorized dealers. There are plethora of online Infiniti part and stylizing accessories stores from where you can get original products with good discount on them. If you make order in bulk then most online stores offer you discount in good range which is a benefit to you. Often shipping and home delivery charges are included in the invoice of car parts.
Owning a luxurious car is everyone’s dream but what takes toll on the car owner is its maintenance. When you get cheap car parts installed in your car then you have to face various problems including impairment in the car body frame and functioning of various parts. This means that whenever you think of stylizing your car or of adding power packed performance parts into your car then always rely on original Infiniti car parts.
It is your duty to ensure the safety and good functioning of your car since an expensive luxury like that of car cannot be afforded again and again in life. Therefore, whenever you find that there is malfunctioning in certain part of your car then replace soon lest it may hamper your smooth driving experience.
Friday, December 5, 2008
2009 Audi A3 - About
Even though many of them are now working on hybrids, European automakers’ longstanding response to gasoline-electric vehicles—long championed by Japanese companies—has been to first scoff and then to point to their robust lineups of fuel-efficient diesel powertrains. Of course, diesels represent about 50 percent of the market in Europe, but they have never been offered widely in America. Fluctuating fuel prices are slowly beginning to change that, and while Euro diesels recently launched in the States have been installed in sedans and SUVs, small oil-burners make sense, too. After all, if a premium sedan with the economy of a compact is impressive, let’s see what happens when you drop a diesel in a compact.
The ritzy 2009 Audi A3 compact hatchback, based on the VW Golf/Rabbit but with a much more upscale look and interior, has long been available with diesel engines in Europe. Now Ingolstadt is pondering offering such a combo in the U.S., too. The vanguard: two A3 TDIs that served as part of the Audi Mileage Marathon, a long haul from New York to Los Angeles that gave scribes a chance to examine diesel economy in real-world conditions on American roads. (The U.S.-bound Q7 3.0 TDI was the featured vehicle of the event.)
The 2.0-liter direct-injection turbo-diesel found under the hood of the A3 we drove was significantly re-engineered and upgraded earlier this year. It’s essentially the same unit used in the 50-state-compliant Volkswagen Jetta TDI, and here it makes the same 140 hp and 236 lb-ft of torque. In the process of the upgrade, Audi switched from the previously used pump-injectors, one for each cylinder, to common-rail fuel injection, by which fuel travels through a single high-pressure rail. The common-rail system allows several injections per cylinder stroke, making it easier to meet emissions targets, and it has the added benefit of being quieter, too.
The shift to common-rail technology is clearly felt. While the old diesel engine virtually jerked the 2009 Audi A3 forward, the new engine is more linear in response. Power delivery is generally more smooth, and there is noticeably less noise and harshness. On the other hand, a bit of the "kick" is missing; the old engine was crude, but it did feel quicker. This latest A3 diesel takes 8.9 seconds to cover 0 to 62 mph, according to Audi; for comparison, an A3 with the 2.0-liter turbo gasoline-fueled four requires about seven seconds to reach 62 mph, and we recorded 8.1 seconds to 60 mph in the Jetta TDI. A more-powerful, 170-horse version of the 2.0-liter diesel is available in Europe as well, and it returns performance closer to that of its gas counterpart.
Despite smoother operation with common-rail injectors, a diesel will never sound as sweet as a good gasoline engine. The fun in diesels, then—beyond traveling hundreds of miles farther on a tank of fuel than in a gasoline-powered car—is in the gobs of torque available at low- and mid-range rpm. Upshift at 3000 rpm or so, and you'll be rewarded with ample accelerative power in the higher gear. Equipped as it was with Audi’s double-clutch S tronic automated manual, passing in the Audi A3 TDI was a simple matter of mashing the throttle and letting the engine pull and pull and pull. Max out the TDI’s tach, though, and you’ll run out of steam, a characteristic borne of diesel engines’ typically lower horsepower ratings.
According to Audi, the 2009 Audi A3 2.0 TDI managed 45 mpg traveling coast to coast in the U.S., with the best daily mileage around 50 mpg. (We saw 23 mpg in the last A3 2.0T we tested, which puts the diesel firmly ahead regarding fuel costs, even given diesel fuel’s current 30-percent price penalty.) All that while—and we can attest to this personally—the car was driven hard on more than a few occasions. Our indicated top speed equaled Audi’s 129-mph claim, and it was achieved effortlessly.
We’re hearing rumblings that Audi is leaning toward approving the A3 2.0 TDI for U.S. sale, which we’re all for, but we’re concerned about the possible price. The A3 is pricey already—it ranges from just under $28,000 with a gas-fired four to almost $38,000 with a V-6—and diesels are typically among the more expensive powertrain options here. As such, we’d be surprised if the A3 TDI cost less than $33,000, which is a lot of money for a hatchback, even if you then add in the probable $1300 tax rebate. Still, if you want small, frugal, and sumptuous, the A3 TDI could be just the ticket, and it is great proof that the European way to save fuel couldn't be more different from the Japanese one.
The ritzy 2009 Audi A3 compact hatchback, based on the VW Golf/Rabbit but with a much more upscale look and interior, has long been available with diesel engines in Europe. Now Ingolstadt is pondering offering such a combo in the U.S., too. The vanguard: two A3 TDIs that served as part of the Audi Mileage Marathon, a long haul from New York to Los Angeles that gave scribes a chance to examine diesel economy in real-world conditions on American roads. (The U.S.-bound Q7 3.0 TDI was the featured vehicle of the event.)
The 2.0-liter direct-injection turbo-diesel found under the hood of the A3 we drove was significantly re-engineered and upgraded earlier this year. It’s essentially the same unit used in the 50-state-compliant Volkswagen Jetta TDI, and here it makes the same 140 hp and 236 lb-ft of torque. In the process of the upgrade, Audi switched from the previously used pump-injectors, one for each cylinder, to common-rail fuel injection, by which fuel travels through a single high-pressure rail. The common-rail system allows several injections per cylinder stroke, making it easier to meet emissions targets, and it has the added benefit of being quieter, too.
The shift to common-rail technology is clearly felt. While the old diesel engine virtually jerked the 2009 Audi A3 forward, the new engine is more linear in response. Power delivery is generally more smooth, and there is noticeably less noise and harshness. On the other hand, a bit of the "kick" is missing; the old engine was crude, but it did feel quicker. This latest A3 diesel takes 8.9 seconds to cover 0 to 62 mph, according to Audi; for comparison, an A3 with the 2.0-liter turbo gasoline-fueled four requires about seven seconds to reach 62 mph, and we recorded 8.1 seconds to 60 mph in the Jetta TDI. A more-powerful, 170-horse version of the 2.0-liter diesel is available in Europe as well, and it returns performance closer to that of its gas counterpart.
Despite smoother operation with common-rail injectors, a diesel will never sound as sweet as a good gasoline engine. The fun in diesels, then—beyond traveling hundreds of miles farther on a tank of fuel than in a gasoline-powered car—is in the gobs of torque available at low- and mid-range rpm. Upshift at 3000 rpm or so, and you'll be rewarded with ample accelerative power in the higher gear. Equipped as it was with Audi’s double-clutch S tronic automated manual, passing in the Audi A3 TDI was a simple matter of mashing the throttle and letting the engine pull and pull and pull. Max out the TDI’s tach, though, and you’ll run out of steam, a characteristic borne of diesel engines’ typically lower horsepower ratings.
According to Audi, the 2009 Audi A3 2.0 TDI managed 45 mpg traveling coast to coast in the U.S., with the best daily mileage around 50 mpg. (We saw 23 mpg in the last A3 2.0T we tested, which puts the diesel firmly ahead regarding fuel costs, even given diesel fuel’s current 30-percent price penalty.) All that while—and we can attest to this personally—the car was driven hard on more than a few occasions. Our indicated top speed equaled Audi’s 129-mph claim, and it was achieved effortlessly.
We’re hearing rumblings that Audi is leaning toward approving the A3 2.0 TDI for U.S. sale, which we’re all for, but we’re concerned about the possible price. The A3 is pricey already—it ranges from just under $28,000 with a gas-fired four to almost $38,000 with a V-6—and diesels are typically among the more expensive powertrain options here. As such, we’d be surprised if the A3 TDI cost less than $33,000, which is a lot of money for a hatchback, even if you then add in the probable $1300 tax rebate. Still, if you want small, frugal, and sumptuous, the A3 TDI could be just the ticket, and it is great proof that the European way to save fuel couldn't be more different from the Japanese one.
Mercedes-benz Slk350 Review
WHAT’S NEW? A 10Best Cars winner in 2005, the SLK350 roadster gets a 32-hp boost for ’09. A higher compression ratio, a new intake manifold, and a modified valvetrain enhance the more powerful 3.5-liter V-6 and raise its redline by 1000 rpm. Unfortunately, the new engine won’t be hooked up to a manual transmission; Mercedes’ excellent seven-speed automatic with manual controls is standard. A new variable-ratio steering rack, dubbed “direct-steer,” quickens the steering the farther the wheel is turned off-center. Other changes include revised bumpers and a slightly retouched interior.
SO IS IT BETTER? Alas, the SLK350 is confined to life with an automatic transmission, and despite the paddle shifters and manumatic function, some of the spirit and sports-car character of the previous model is gone. Yes, the new engine sounds and feels strong and offers better fuel economy, but the previous engine when mated to a manual was marginally quicker. Steering response with the new rack feels sharper and more precise than before. Design changes are minor and keep the SLK looking fresh.
WHAT’S THE COST? The newfound power and multitude of minor changes add up to a base price of $50,825, or $500 more than the 2008 SLK350.
POWERTRAIN: DOHC 24-valve 3.5-liter V-6; 300 hp, 265 lb-ft; 7-speed automatic
FUEL ECONOMY:
EPA city/hwy: 18/26 mpg
C/D TEST RESULTS:
Zero to 60 mph: 5.5 sec
Standing ¼-mile: 14.0 sec @ 102 mph
70-to-0-mph braking: 166 ft
300-ft-dia skidpad: 0.87 g
SO IS IT BETTER? Alas, the SLK350 is confined to life with an automatic transmission, and despite the paddle shifters and manumatic function, some of the spirit and sports-car character of the previous model is gone. Yes, the new engine sounds and feels strong and offers better fuel economy, but the previous engine when mated to a manual was marginally quicker. Steering response with the new rack feels sharper and more precise than before. Design changes are minor and keep the SLK looking fresh.
WHAT’S THE COST? The newfound power and multitude of minor changes add up to a base price of $50,825, or $500 more than the 2008 SLK350.
POWERTRAIN: DOHC 24-valve 3.5-liter V-6; 300 hp, 265 lb-ft; 7-speed automatic
FUEL ECONOMY:
EPA city/hwy: 18/26 mpg
C/D TEST RESULTS:
Zero to 60 mph: 5.5 sec
Standing ¼-mile: 14.0 sec @ 102 mph
70-to-0-mph braking: 166 ft
300-ft-dia skidpad: 0.87 g
Triumph Tr6 And Tr7
Even though many of them are now working on hybrids, European automakers’ longstanding response to gasoline-electric vehicles—long championed by Japanese companies—has been to first scoff and then to point to their robust lineups of fuel-efficient diesel powertrains. Of course, diesels represent about 50 percent of the market in Europe, but they have never been offered widely in America. Fluctuating fuel prices are slowly beginning to change that, and while Euro diesels recently launched in the States have been installed in sedans and SUVs, small oil-burners make sense, too. After all, if a premium sedan with the economy of a compact is impressive, let’s see what happens when you drop a diesel in a compact.
The ritzy 2009 Audi A3 compact hatchback, based on the VW Golf/Rabbit but with a much more upscale look and interior, has long been available with diesel engines in Europe. Now Ingolstadt is pondering offering such a combo in the U.S., too. The vanguard: two A3 TDIs that served as part of the Audi Mileage Marathon, a long haul from New York to Los Angeles that gave scribes a chance to examine diesel economy in real-world conditions on American roads. (The U.S.-bound Q7 3.0 TDI was the featured vehicle of the event.)
The 2.0-liter direct-injection turbo-diesel found under the hood of the A3 we drove was significantly re-engineered and upgraded earlier this year. It’s essentially the same unit used in the 50-state-compliant Volkswagen Jetta TDI, and here it makes the same 140 hp and 236 lb-ft of torque. In the process of the upgrade, Audi switched from the previously used pump-injectors, one for each cylinder, to common-rail fuel injection, by which fuel travels through a single high-pressure rail. The common-rail system allows several injections per cylinder stroke, making it easier to meet emissions targets, and it has the added benefit of being quieter, too.
The shift to common-rail technology is clearly felt. While the old diesel engine virtually jerked the 2009 Audi A3 forward, the new engine is more linear in response. Power delivery is generally more smooth, and there is noticeably less noise and harshness. On the other hand, a bit of the "kick" is missing; the old engine was crude, but it did feel quicker. This latest A3 diesel takes 8.9 seconds to cover 0 to 62 mph, according to Audi; for comparison, an A3 with the 2.0-liter turbo gasoline-fueled four requires about seven seconds to reach 62 mph, and we recorded 8.1 seconds to 60 mph in the Jetta TDI. A more-powerful, 170-horse version of the 2.0-liter diesel is available in Europe as well, and it returns performance closer to that of its gas counterpart.
Despite smoother operation with common-rail injectors, a diesel will never sound as sweet as a good gasoline engine. The fun in diesels, then—beyond traveling hundreds of miles farther on a tank of fuel than in a gasoline-powered car—is in the gobs of torque available at low- and mid-range rpm. Upshift at 3000 rpm or so, and you'll be rewarded with ample accelerative power in the higher gear. Equipped as it was with Audi’s double-clutch S tronic automated manual, passing in the Audi A3 TDI was a simple matter of mashing the throttle and letting the engine pull and pull and pull. Max out the TDI’s tach, though, and you’ll run out of steam, a characteristic borne of diesel engines’ typically lower horsepower ratings.
According to Audi, the 2009 Audi A3 2.0 TDI managed 45 mpg traveling coast to coast in the U.S., with the best daily mileage around 50 mpg. (We saw 23 mpg in the last A3 2.0T we tested, which puts the diesel firmly ahead regarding fuel costs, even given diesel fuel’s current 30-percent price penalty.) All that while—and we can attest to this personally—the car was driven hard on more than a few occasions. Our indicated top speed equaled Audi’s 129-mph claim, and it was achieved effortlessly.
We’re hearing rumblings that Audi is leaning toward approving the A3 2.0 TDI for U.S. sale, which we’re all for, but we’re concerned about the possible price. The A3 is pricey already—it ranges from just under $28,000 with a gas-fired four to almost $38,000 with a V-6—and diesels are typically among the more expensive powertrain options here. As such, we’d be surprised if the A3 TDI cost less than $33,000, which is a lot of money for a hatchback, even if you then add in the probable $1300 tax rebate. Still, if you want small, frugal, and sumptuous, the A3 TDI could be just the ticket, and it is great proof that the European way to save fuel couldn't be more different from the Japanese one.
The ritzy 2009 Audi A3 compact hatchback, based on the VW Golf/Rabbit but with a much more upscale look and interior, has long been available with diesel engines in Europe. Now Ingolstadt is pondering offering such a combo in the U.S., too. The vanguard: two A3 TDIs that served as part of the Audi Mileage Marathon, a long haul from New York to Los Angeles that gave scribes a chance to examine diesel economy in real-world conditions on American roads. (The U.S.-bound Q7 3.0 TDI was the featured vehicle of the event.)
The 2.0-liter direct-injection turbo-diesel found under the hood of the A3 we drove was significantly re-engineered and upgraded earlier this year. It’s essentially the same unit used in the 50-state-compliant Volkswagen Jetta TDI, and here it makes the same 140 hp and 236 lb-ft of torque. In the process of the upgrade, Audi switched from the previously used pump-injectors, one for each cylinder, to common-rail fuel injection, by which fuel travels through a single high-pressure rail. The common-rail system allows several injections per cylinder stroke, making it easier to meet emissions targets, and it has the added benefit of being quieter, too.
The shift to common-rail technology is clearly felt. While the old diesel engine virtually jerked the 2009 Audi A3 forward, the new engine is more linear in response. Power delivery is generally more smooth, and there is noticeably less noise and harshness. On the other hand, a bit of the "kick" is missing; the old engine was crude, but it did feel quicker. This latest A3 diesel takes 8.9 seconds to cover 0 to 62 mph, according to Audi; for comparison, an A3 with the 2.0-liter turbo gasoline-fueled four requires about seven seconds to reach 62 mph, and we recorded 8.1 seconds to 60 mph in the Jetta TDI. A more-powerful, 170-horse version of the 2.0-liter diesel is available in Europe as well, and it returns performance closer to that of its gas counterpart.
Despite smoother operation with common-rail injectors, a diesel will never sound as sweet as a good gasoline engine. The fun in diesels, then—beyond traveling hundreds of miles farther on a tank of fuel than in a gasoline-powered car—is in the gobs of torque available at low- and mid-range rpm. Upshift at 3000 rpm or so, and you'll be rewarded with ample accelerative power in the higher gear. Equipped as it was with Audi’s double-clutch S tronic automated manual, passing in the Audi A3 TDI was a simple matter of mashing the throttle and letting the engine pull and pull and pull. Max out the TDI’s tach, though, and you’ll run out of steam, a characteristic borne of diesel engines’ typically lower horsepower ratings.
According to Audi, the 2009 Audi A3 2.0 TDI managed 45 mpg traveling coast to coast in the U.S., with the best daily mileage around 50 mpg. (We saw 23 mpg in the last A3 2.0T we tested, which puts the diesel firmly ahead regarding fuel costs, even given diesel fuel’s current 30-percent price penalty.) All that while—and we can attest to this personally—the car was driven hard on more than a few occasions. Our indicated top speed equaled Audi’s 129-mph claim, and it was achieved effortlessly.
We’re hearing rumblings that Audi is leaning toward approving the A3 2.0 TDI for U.S. sale, which we’re all for, but we’re concerned about the possible price. The A3 is pricey already—it ranges from just under $28,000 with a gas-fired four to almost $38,000 with a V-6—and diesels are typically among the more expensive powertrain options here. As such, we’d be surprised if the A3 TDI cost less than $33,000, which is a lot of money for a hatchback, even if you then add in the probable $1300 tax rebate. Still, if you want small, frugal, and sumptuous, the A3 TDI could be just the ticket, and it is great proof that the European way to save fuel couldn't be more different from the Japanese one.
2010 Mustang From Ford
For years the Mustang has been an American icon. It is one of the few muscle cars that is not only affordable - but comes with the power that we all love to have in a car. For the past five years Ford has been using the same style and design that takes its cues from the late 1960’s model. But for the 2010 model they are switching things up.
Engineers and designers have improved the aerodynamics for the 2010 Mustang and redesigned many things. The basic theme of the Mustang has not been lost and still stays true to the inset headlamps and forward canted grille. The turn signals though have been repositioned into the pocket with the headlamps and seem to be slightly smaller.
The hood has been re-contoured and has been given the “power dome” in the center of it. When you look at the edged you can see that the hood and the fender have been partially concave to leave a ridge that travels back to the A-pillar. The entire leading edge of the hoods now is able to curve down to help the airflow around the nose and over the top of the vehicle.
One of the things that people did not like about the 2005 model was the interior because it was made with plastic and rather cheap materials. That is why in the 2010 model Ford got rid of these materials and instead opted for an aluminum dash and trim. It is now smooth and looks much more sophisticated.
Ford decided to carry over the components for the drive train and suspension to this model. However, they did make some improvements on the V8 GT model. Paul Randle - the chief engineer - stated that the most current Mustang Bullitt has been labeled the best Mustang because it has the right amount of power and handling. That is why they chose it to be the baseline for the brand new GT model.
The 2010 Mustang GT will keep the three valve 4.6 liter V8 engine. It is now able to push out 315 horsepower and 325 pound-ft of torque. The air intake has been redesigned so that the fresh air will be drawn from behind the grille instead of from the wheel wall. The duct from the air filter box all the way to the throttle body has been redesigned and straightened to help reduce flow restriction. To make for a quieter ride they have added new sound installation.
There is one new feature that Ford will be adding to the 2010 Mustang. Electronic stability control will now become a standard feature on all models. It will default on the car. On the V6 Mustang model drivers will be given the option to turn this feature off. While the V6 model can switch it to a performance mode. The 2010 Mustang was debuted at the LA Auto Show and will go on sale in the middle of December.
Engineers and designers have improved the aerodynamics for the 2010 Mustang and redesigned many things. The basic theme of the Mustang has not been lost and still stays true to the inset headlamps and forward canted grille. The turn signals though have been repositioned into the pocket with the headlamps and seem to be slightly smaller.
The hood has been re-contoured and has been given the “power dome” in the center of it. When you look at the edged you can see that the hood and the fender have been partially concave to leave a ridge that travels back to the A-pillar. The entire leading edge of the hoods now is able to curve down to help the airflow around the nose and over the top of the vehicle.
One of the things that people did not like about the 2005 model was the interior because it was made with plastic and rather cheap materials. That is why in the 2010 model Ford got rid of these materials and instead opted for an aluminum dash and trim. It is now smooth and looks much more sophisticated.
Ford decided to carry over the components for the drive train and suspension to this model. However, they did make some improvements on the V8 GT model. Paul Randle - the chief engineer - stated that the most current Mustang Bullitt has been labeled the best Mustang because it has the right amount of power and handling. That is why they chose it to be the baseline for the brand new GT model.
The 2010 Mustang GT will keep the three valve 4.6 liter V8 engine. It is now able to push out 315 horsepower and 325 pound-ft of torque. The air intake has been redesigned so that the fresh air will be drawn from behind the grille instead of from the wheel wall. The duct from the air filter box all the way to the throttle body has been redesigned and straightened to help reduce flow restriction. To make for a quieter ride they have added new sound installation.
There is one new feature that Ford will be adding to the 2010 Mustang. Electronic stability control will now become a standard feature on all models. It will default on the car. On the V6 Mustang model drivers will be given the option to turn this feature off. While the V6 model can switch it to a performance mode. The 2010 Mustang was debuted at the LA Auto Show and will go on sale in the middle of December.
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