SECRET NEW CARS

Infiniti G37 Rebaixado + Rodas aro 20"

2011-04-19T06:36:00.000-07:00

Infiniti G37 Rebaixado + Rodas aro 20"

BMW 3 Series + Rodas 20"

2011-04-19T05:44:00.000-07:00

BMW 3 Series + Rodas 20"

Ford Mustang + Rodas aro 20"

2011-04-19T05:39:00.000-07:00

Ford Mustang + Rodas aro 20"

Mustang Tuning + Rodas 20"

2011-04-19T05:34:00.000-07:00

Mustang Tuning + Rodas 20"

Mercedes Benz C Class + Rodas 22"

2011-04-19T05:28:00.000-07:00

Mercedes Benz C Class + Rodas 22"

New Civic + Rodas 20"

2011-04-19T05:23:00.000-07:00

New Civic + Rodas 20"

New Civic Rebaixado + Rodas 20"

2011-04-18T18:12:00.000-07:00

New Civic Rebaixado + Rodas 20"

Montana + Rodas 17"

2011-04-18T17:56:00.000-07:00

Montana + Rodas 17"

Perfeito: Punto Tjet + Rodas Aro 18"

2011-04-18T14:58:00.000-07:00

Perfeito: Punto Tjet + Rodas Aro 18"

2011 Acura SLX prices and review with specification

2011-04-18T11:00:00.000-07:00

2011 Acura SLX prices and review with specification
For the 2011 model year, Acura has updated the style and substance of the MDX, revamping the exterior to tie-in with the rest of the automaker's line-up and making a few upgrades to its powertrain to keep up with the competition.

Obviously, the biggest change is the adoption of Acura's new corporate fascia.
Acura Car News: http://wheelx.blogspot.com/search/label/Acura%20cars

2011 Acura NSX prices and review with specification

2011-04-18T10:58:00.000-07:00

2011 Acura NSX prices and review with specification
Acura Car News: http://wheelx.blogspot.com/search/label/Acura%20cars

2011 Acura ZDX car prices and review with specification

2011-04-18T10:56:00.000-07:00

2011 Acura ZDX car prices and review with specification
automobiles coming into the markets are very expensive, but there has been a tremendous craze about buying these exclusive cars too. Acura ZDX is one of the best upcoming launches with distinctive styling, which is coming with plenty of excellent comfortable features.

Coming to the 2011 Acura ZDX Price, nothing has been officially released apart from some sizzling pictures; here’s an insight.
Acura Car News: http://wheelx.blogspot.com/search/label/Acura%20cars

2011 Acura RSX car wallpapers and specification prices

2011-04-18T10:54:00.000-07:00

2011 Acura RSX car wallpapers and specification prices
Acura Car News: http://wheelx.blogspot.com/search/label/Acura%20cars
2011 Acura RSX 2011 acura rsx is a driving experience that transforms advanced styling and performance. The 2011 acura rsx offers superior suspension as well - a newly designed ... What should you consider about the Acura RSX before you buy one? Any time I buy any new car I always make sure I have done my homework on it first.

2011 Acura MDX car wallpapers and specification prices

2011-04-18T10:51:00.000-07:00

2011 Acura MDX car wallpapers and specification prices
2011 Acura MDX. The 2011 Acura MDX ranks 2 out of 17 Luxury Midsize SUVs. This ranking is based on our analysis of 82 published reviews and test drives of the Acura MDX, and our analysis of reliability and safety data.

The Acura MDX performs admirably for a seven-seat SUV and includes a luxurious and high-tech interior. In addition to this performance, the MDX is still a family vehicle – the back seat has room for three car seats, including LATCH connectors.

2011 Acura TSX car wallpapers and specification prices

2011-04-18T10:49:00.000-07:00

2011 Acura TSX car wallpapers and specification prices
The car boasts top-notch materials quality, including a particularly impressive ELS 10-speaker surround sound system which is part of the Technology Package.
2011 Acura TSX Pictures Revealed

It’s time for the release of 2011 Acura TSX Pictures Revealed-before the company officially announces the launch date, of course the very first thing that you expect is a flurry of 2011 Acura TSX Pictures Revealed in the market; so, let’s take a look at some of them.
Acura Car News: http://wheelx.blogspot.com/search/label/Acura%20cars

2011 Bentley Continental Supersport car review and specification with prices

2011-04-18T10:47:00.000-07:00

2011 Bentley Continental Supersport car review and specification with prices
The new Continental Supersports Convertible is a car that must be driven to be fully understood. Behind the wheel it is immediately clear that a Supersports Bentley is a ‘fusion of extremes’ – the ultimate in extreme performance, every day practicality and unrivalled hand-crafted luxury.

Bentley’s Supersports programme began as an ‘under the radar’ project exploring the possibilities of weight reduction on the Continental GT Coupé but with more power and torque.
BMW Car News: http://wheelx.blogspot.com/search/label/BMW%20News

2011 Bentley Brooklands car review and specification with prices

2011-04-18T10:45:00.000-07:00

2011 Bentley Brooklands car review and specification with prices
On vehicles affected there is the potential for the retractable ‘B’ mechanism to become corroded,” said an announcement from the NHTSA.

“In extreme cases, this may lead to flying ‘B’ mascot not retracting when struck. Such a defect may result in additional injury in the event of a pedestrian impact.

2011 Bentley Turbo R cars preview and wallpapers

2011-04-18T10:43:00.000-07:00

2011 Bentley Turbo R cars preview and wallpapers
Mr. Wolfgang Duerheimer is the new leader of Bentley and Bugatti. Thanks to Mr. Wolfgang Duerheimer the Bugatti Galibier four door sedan model has received the go ahead last Friday, something that has also been confirmed by inside sources.

There is also the news that the Turbo ‘R’ a new product for Bentley is also in the offing. The new model would be a really fast car and would be on the higher ranges of price when compared to the 2011 Bentley Continental GT model which is the company’s current model in the market.

2011 Bentley Continental Flying Spur cars preview and wallpapers

2011-04-18T10:41:00.000-07:00

2011 Bentley Continental Flying Spur cars preview and wallpapers

2011 Aston Martin One-77 Cars Preview And Wallpapers

2011-04-18T10:39:00.000-07:00

2011 Aston Martin One-77 Cars Preview And Wallpapers
later at the 2009 Geneva Motor Show, the Aston Martin One-77 coupe generated much speculation within the luxury car industry and among members of the press. Commencing delivery on October 2010, the first of the 77 coupes have finally been turned over

to its rightful owner as delivery on the luxury vehicle has been spotted at Monaco’s Hotel de Paris. Further speculations have circulated that only a few slots remain on the vehicle’s highly coveted short list. As of November of last year, only 17 Aston Martin One-77 units have yet to be sold.
Acura Car News: http://wheelx.blogspot.com/search/label/Acura%20cars

2011 Aston Martin DB7 Cars Preview And Wallpapers

2011-04-18T10:37:00.000-07:00

2011 Aston Martin DB7 Cars Preview And Wallpapers
Aston Martin is Luxury car maker only. That is what many people think that when someone says “Aston Martin“. The DB7 is the car that has certainly changed all that. Aston Martin DB7 is one of the most beautiful cars

we’ve ever seen. It ‘s a beautiful sports car, Aston Martin still follow the tradition of luxury in a powerful V6 engine, leather interior and heated seats.

2011 Aston Martin V12 Vantage Review And Specification With Prices

2011-04-18T10:35:00.000-07:00

2011 Aston Martin V12 Vantage Review And Specification With Prices
Aston Martin V12 Vantage , exclusive access to the Nordschleife…I guess wishes do come true. But today the Green Hell is currently White Hell—the Eifel Mountains are clogged with fog so dense it’s hard to see the other edge of the track from the pit wall. I’m not the only one concerned; the teams that will be campaigning Astons in the upcoming 24-hour Nürburgring race are also here to shake down their cars.

2011 Aston Martin Lagonda Review And Specification With Prices

2011-04-18T10:34:00.000-07:00

2011 Aston Martin Lagonda Review And Specification With Prices
The CEO of Aston Martin, Ulrich Bez, Amsterdam has announced that the Aston Martin Lagonda in production.

Aston Martin will also now performs build SUVs. The first SUV will be based on the Aston Martin Lagonda Concept, which some time ago at the Geneva Motor Show could be found. Underneath he would indeed use the technique of the Mercedes GL, a lot of oversized SUV.
Aston Martin Car News: http://wheelx.blogspot.com/search/label/Aston%20Martin%20Cars

2011 Aston Martin DB2 Review And Specification With Prices

2011-04-18T10:32:00.000-07:00

2011 and 1950 Aston Martin DB2 Review And Specification With Prices
Aston Martin developed Virage series with available on Virage Coupe and Virage Volante. Both of them will reveal at Geneva Motor Show 2011. For information, the car mounted 6.0 liters engine V12 that replaced previous V8.

The car expected to go ride with rate of 490 horse power and 420 pound-feet of torque. The maximum torque expected to deliver of impression speed for 4.5 seconds to reach from 0 to 60 mph.
BMW Car News: http://wheelx.blogspot.com/search/label/BMW%20News

Astra + Rodas 19"

2011-04-18T06:04:00.000-07:00

Astra + Rodas 19"

BMW 5 Series + Rodas 20"

2011-04-18T05:51:00.000-07:00

BMW 5 Series + Rodas 20"

Infiniti G37 + Rodas 20"

2011-04-18T05:44:00.000-07:00

Infiniti G37 + Rodas 20"

Mercedes Benz CL + Rodas 22"

2011-04-18T05:35:00.000-07:00

Mercedes Benz CL + Rodas 22"

Porsche Boxster - Is Pure Sports Car and Pure Fun

2011-04-18T04:16:00.000-07:00

Porsche’s product development cycles are unlike other manufacturers. They introduce few models and keep them in circulation for many years. That necessitates an occasional upgrade of a current model. Think of how many iterations the 911 has been through…

We had the opportunity to re-experience the wiles of the Boxster at the completely renovated Circuit de Mont Tremblant racetrack just north of Montreal in Canada. This is truly a beautiful area and the track was similarly well suited for this type of drive. This part of Canada is in the Laurentien Mountains. Geologically, these are very old worn down mountains and often look like very large tree covered hills. The landscape, however, is what seems to be a never-ending series of rolling hills, forests, lakes and greenery…a perfect place for a road course.

On hand at the track were 3 well-experienced champion race drivers. As we sped through the countryside and over the track, it was reinforced yet again that the dominant gene in Porsche’s DNA pool is performance. That capability above all else is so fundamentally bred into the vehicle that roads and tracks that would severely challenge another vehicle, are easy and comfortable for the Boxster. Dips, corners, curves and swells are what this roadster was built for. It begs for a chance to sweep around a bend, crest a rise or attack an S curve. One of the things our pro drivers taught me was how important comfort is in a racecar. Having done the 24 hour endurance races at Daytona and LeMans they’ll tell you that not all race cars are equally refined and comfortable. Many can go fast but they beat up the driver in the process. Porsche’s as it turns out are very fast and very comfortable.

When driving a Boxster on a racetrack, it must be done with the top down. It’s all part of the overall sensory experience. You need to feel the movement of the car. You have to bond with the machine and the elements. Though the tachometer is the most dominant gauge in the most visible position on the dashboard, you shift gears by listening to the engine…you’re too busy driving to look down. You’ve got to congratulate the Porsche engineers who control the machine-driver interfaces. Not only does the machine perform well according to the numbers, but it also evokes such passion while driving it that you just want to own one yourself. Studies show that the single greatest factor in owner satisfaction is whether they “LIKE” driving their vehicle or not. Owners will overlook a surprising number of other vehicle shortcomings if they like their car. I guess that’s why Porsche enjoys such a loyal customer following.

The Boxster is the mid-engined Porsche. The horizontally opposed flat 6 is positioned ahead of the transaxle thus maintaining perfect balance and harmony in this little piece of the automotive universe. The cockpit will hold 2 comfortably and there is both a front and rear luggage compartment. The seating is superbly supportive and comfortable. The interior styling is sporty, classic and elegant. The 2003 interior has a new look, more similar to the 911 than before. The audio system is also upgraded and the optional Bose system is now powerful enough to compete with the wind during open top driving.

Though the Boxster is the “entry” level Porsche, it possesses all the sporting pedigree of the brand that its more expensive and more exotic siblings have. It is just as fun to drive and even though its terminal velocity is lower than the others in the line, it’s more than enough for the city streets where most of us spend our time. Add to that the fact that it is one of the best looking sports cars available, and you can understand the appeal.

by Kelly Foss
www.car-data.com

Porsche 911 - Celebrates 60 years with two new 911 Carrera Coupes

2011-04-18T04:15:00.000-07:00

When I was starting out as an auto writer, the annual introduction of new Porsche 911 models always confused me. To my untrained eye, the new models often looked just like the previous year’s models they replaced. While my eye for automotive detail has grown sharper over the years, the challenges for differentiating one model year 911 from the next still remain.

True to form, to celebrate the German company’s 60th anniversary of building fast cars, the two new 2009 Carrera models that are now heading to dealer showrooms look ever so close to the 2008s. But not to worry: Porsche aficionados will soon discover that these quintessential 911s have been especially engineered to mark this magnificent manufacturing milestone and are the most sophisticated, potent and environmentally friendly 911 Carrera models that the company has ever produced.

Despite their abundance of 21st century technologies, the 2009 911 Carrera Coupe and Carrera S Coupe clearly trace their engineering and aesthetic roots to the seminal Porsche. That original car evolved for over 15 years beginning in 1948 as the highly coveted 356. Then at the 1963 Frankfurt Motor Show, the groundbreaking 911 Coupe debuted as a 1964 model. As a testament to the genius of its design, after more than 40 years of development and six generations of engineering improvements, the 911 Carreras still showcase a horizontally opposed, rear-mounted six-cylinder engine carried in a distinctive and instantly recognizable body.

Though the new 911 Carrera and Carrera S Coupes boast several important refinements over the 2008 cars, the cars carry the same internal 997 designation as their immediate predecessors. Chief among those refinements are new, more powerful and fuel-efficient engines and the availability of Porsche's seven-speed double-clutch transmission, the PDK, in place of the optional Tiptronic S. Other critical changes include larger, more potent brakes, a revised Porsche Communication Management system with Bluetooth connectivity and available voice commands, a fresh exterior with BI-XENON™ headlights, and light-emitting-diode rear lighting.

Both the 911 Carrera Coupe and 911 Carrera S Coupe receive new engines that feature direct fuel injection, new two-piece crankcases and revised intake and exhaust systems along with Porsche VarioCam Plus intake-valve timing and lift system. Thanks to a 6.2 percent increase in horsepower, the 3.6-liter engine goes from 325 to 345 hp. When the car is equipped with the new PDK double-clutch transmission in place of last year's Tiptronic S, the 911 Carrera Coupe accelerates from 0 to 60 mph in 4.5 seconds, more than a full half second quicker than its predecessor.

The 3.8-liter engine in the more potent 911 Carrera S Coupe exhibits equally awesome results sprinting to 60 mph in only 4.5 seconds when equipped with a manual gearbox, and making that run in a mere 4.3 seconds with the PDK. This blazing acceleration comes by way of the new 3.8-liter 385 hp engine. Despite the substantial increases over the predecessor models, neither the 2009 3.6-liter 911 Carrera Coupe nor the 3.8-liter 911 Carrera S Coupe carries the stigma of a gas-guzzler penalty. Better yet, both qualify as low emissions vehicles!

And even the most seasoned gear-head might find it surprising to learn that while the new 911 is equipped with two clutches, there’s no clutch pedal. While it is way too complicated to explain the mechanics of how all that works here, Porsche engineers said that in order to take full advantage of the newly designed engines, they decided to offer drivers a transmission that delivers quicker acceleration than is possible with the standard manual gearbox, while maximizing fuel efficiency. The new PDK (from the German Porsche-Doppelkupplungsgetriebe), or Porsche double-clutch transmission, replaces the Tiptronic S as the optional gearbox in both the 911 Carrera Coupe and 911 Carrera S Coupe. The seven-speed PDK allows the driver to shift up and down automatically, or he or she may opt to shift via steering wheel mounted paddles or the console-mounted lever, as with the Tiptronic S. If you’re a bit confused by all this techno talk, all you really have to know is this: the PDK is one of the world’s most sophisticated racing transmissions that enable this Porsche to go really fast, really quick!

When it comes to stopping, Porsche engineers firmly believe that a car's deceleration ability must always out-perform its ability to accelerate. That said, the both new 911 models receive added braking capability and are now equipped with the same sophisticated brake system previously used only on Porsche's very powerful all-wheel-drive models.

As significant as are the changes in the Carrera Coupes' drivetrains this year from last, the exterior differences are, as always, most subtle. Porsche's designers allowed only minor refinements to the appearance of the model range for 2009. When viewed head on, the most notable differences are the new, horizontal covers for the BI-XENON™ headlights and the L.E.D. daytime running lights, which extend over the air inlets. Also noteworthy are air vents, which boast larger cooling openings. The keen-eyed observer will also note the absence of a center radiator on cars equipped with the PDK. The side view reveals new, larger exterior mirrors with aerodynamic twin-arm mounts, as well as new lightweight alloy wheels. Each car's wheels are of a distinct design. In the rear, all the lighting elements are now light-emitting diodes, for improved luminosity, longer life and instantaneous response. Finally, in the back, the 911 Carrera Coupe sports two single oval exhaust pipes while the 911 Carrera S Coupe shows dual round polished exhaust outlets.

Interior refinements include a revamped center console highlighted by a new Porsche Communication Management system (PCM) and the availability of ventilated front seats. The optional navigation module now has a 40 GB hard drive and may be operated with optional voice commands. Other available features include an internal GSM mobile phone module with Bluetooth handsfree operation, as well the ability to connect with external music sources such as iPods or USB memory sticks. As before, the cabin offers its occupants the protection of six airbags: dual frontal-impact airbags; as well as two seat-mounted, thoraxprotecting, side-impact airbags; and two head-protecting, side-impact curtain, door-mounted airbags.

Bottom line: Both 2009 Carreras satisfy the need for speed with world-class performance. Indeed, when it comes time to serve this master of seductive Autobahn speeds by furiously flogging the shift paddles to push this willing and obedient model to its upper limits, design lines become blurred in an unrestrained and seemingly never ending power exchange of double pumping clutch action that only Porsche’s 60th anniversary 911s can deliver.

By John Peige
MyCarData

Porsche 911 Carrera 4S cabriolet - All around supercar

2011-04-18T04:13:00.000-07:00

If there’s such a thing as an all-around supercar, the Porsche 911 has held that title for several decades running now. In production and constantly evolving since 1963, the 911 has become a rolling technological tour de force wrapped in a skin that most casual observers can recognize, even if the layperson doesn’t always appreciate what it means.

Hardly a year goes by without a round of updated and upgraded improvements to the 911, and 2009 is no exception. The current iteration was introduced in 2005, featuring Porsche’s usual round of comprehensive updates. The Porschephiles call this vehicle by its internal codename, “997,” but for the public at large it’s the latest and greatest 911. For 2009, Porsche has boosted the engine’s horsepower and added an all-new seven-speed double-clutch transmission.

The 911 is perhaps one of the most recognizable high-performance cars on the road, thanks to a design whose basic theme hasn’t changed in two generations. Each passing update makes it sleeker and more aerodynamic, but the 911’s silhouette is still vaguely froglike, with rounded headlamps sweeping back into a dramatically curved greenhouse. The tail is sloped as well, and the Carrera 4 S is slightly wider than the two-wheel drive model. With the roof removed, the 911 is a surprisingly elegant design, with a flush-fitting top stack that’s surprisingly light--at just 77 pounds, it doesn’t have a significant negative effect on performance. Even the ordinary parts are extraordinary on a 911--the headlights are fitted with standard Xenon units, and driving lights, brakelights and taillights are LEDs. Nineteen-inch wheels are standard on the 911 Carrera 4 S.

The cabin is snug, but much more comfortable than one might expect from a dedicated sports car. The 911 has always been the “supercar you could live with,” and the latest iteration is no exception. Ventilated seats are available for the first time, and combined with the available seat heaters mean that 911 passengers are more comfortable in all weather conditions. The available navigation system, Bluetooth connectivity and iPod connections are handled through the 6.5-inch screen of the Porsche Communication Module. There’s even a chronometer on the dash. Why? For recording lap times, of course. The only thing you won’t haul much of in the 911 is luggage; the front trunk is less than five cubic feet, and the space behind the front seats (which is laughably occupied by seats) is only half a cubic foot larger.

If you’re lucky enough to find yourself behind the wheel of a 911, it’s a special experience. You don’t have to be an enthusiast to appreciate the flat-six engine under the rear deck. It does take a moment to get beyond the giddy, star-struck feeling of “Holy crap! I’m driving a 911!” Take a few deep breaths and get that out of your system, though, because there’s a lot to see and experience here, and you don’t want to miss any of it. The standard 911 gets a 345 horsepower 3.6 liter engine, while the Carrera 4 S cabriolet has a 3.8 liter powerplant making 385 horsepower. Fuel economy is also improved, to 18 in the city and 27 on the freeway. Porsche claims a 4.7-second 0-60 run with a manual transmission, and 4.5 seconds with the optional double-clutch automatic. To rein in that accelerative ability, Porsche’s Launch Control is included.

Forget anything you may have heard about this car being hard to drive. The 911 has endless grip and stability, especially in all-wheel drive format. It’s not as twitchy as a Corvette; power delivery is nice and progressive (though not slow by any means!) On the transmission front, the Porsche Doppelkupplungsgetriebe (just call it “PDK”) replaces the Tiptronic selectable automatic in the Carrera 4 and Carrera 4S Cabriolet. The PDK is a seven-speed double-clutch automatic transmission that offers lightning-fast shifts. It’s also lighter than the Tiptronic, for that all-important weight savings. With the PDK transmission in Sport mode, it’s right at home on the track. The PDK transmission is a double-clutch system that actually engages two gears simultaneously. This makes shifts quicker, with no lag while the revs are matched to the next gear. All-wheel drive is handled by the electronic Porsche Traction Management system, borrowed from the 911 Turbo. It replaces a hydraulically-operated system used previously, and helps to increase reaction time and sure-footedness.

The handling is in its own league. The 911 cabriolet is strongly reinforced to give it the same body rigidity as the track-bred hardtop, and the cars are equally adept when the going gets twisty. The suspension is fully independent, and not easily summed up. Up front, a spring strut axle is used, with each wheel individually coil-sprung and mounted on a track arm. The rear uses independent control-track arms for each wheel. The mechanics are complicated, but the results are obvious: the 911 grips the road with unmatched tenacity. It’s not immediately obvious from the styling, but the 911 is blessed with an extremely wide track, which helps to keep it planted as firmly as if it were riding on rails. Porsches have always been known for good braking, but that didn’t stop the engineers from improving the 911’s brakes for 2009. Discs at all four corners measure 12.99 inches, and the four-piston calipers are shared with the 911 Turbo.

The Porsche 911 is a constantly evolving yet approachable supercar. As a measure of how far this car has come, consider the Gemballa Avalanche of the 1980s. This radically-modified 911 was one of the legends of its day, reportedly so powerful it was almost undriveable. The new 911 Carrera 4S has about fifty horsepower more than the Gemballa Avalanche did, yet it’s docile enough to be easily driven on city streets. The Porsche mystique is backed up by real performance, and that makes the $102,900 base price of the Carrera 4 S cabriolet a bit easier to swallow. The PDK transmission adds another $4050 to the bottom line; fully optioned, my tester stickered for $120,100. It’s rare that I say this about any six-figure automobile, but: this one’s worth it.

By Chris Jackson
MyCarData

Porsche Panamera S - almost as pretty as a 911, and just about as good to drive

2011-04-18T04:12:00.000-07:00

“I didn’t know Porsche made a four door,” said a friend after gazing at our Panamera S.
With a 400-hp V-8 under the long nose and a 7-speed, dual-clutch Porsche-Doppelkupplungsgetriebe automatic transmission hooked to wide 20-inch rear rubber, it’s the most different Porsche since the Stuttgart company’s four-wheel-drive Cayenne SUV. But in a city where one of the most legendary Porsche dealerships exists, and races (Brumos), you’d think folks would know the new 4-door sedan.

Some did a few months ago, when Brumos showed off all three Panamera models in an art gallery, with Porsche Cars North America president and CEO Detlev von Platen and legendary multi-time Le Mans and Daytona endurance race champ Hurley Haywood in the house.

Von Platen said Porsche’s desire was to build a car with space, where one could take wives along “without any complaints,” but also “without any kind of compromise; a really true Porsche.”

“I have driven this car and it is amazing,” he said. “You are not sitting on a car; you are sitting in a Porsche, and this car, I believe, is absolutely unique.”
“I love the way it looks; I love the way the interior set-up is; I love everything about this car,” Haywood added. “This is truly a 4-door 911.”
The Panamera is in rare company - a true sports sedan like the Cadillac CTS-V, BMW 7-series, Mercedes-Benz S-class, Maserati Quattroporte and the Aston Martin Rapide. Porsche expects to sell up to 20,000 worldwide in the first full year of production, which started Oct. 17. So far, all three versions – our rear-wheel drive Panamera S or all-wheel-drive Panamera 4S, and the 500-hp, twin-turbocharged, all-wheel-drive Panamera Turbo – have more than 4,000 U.S. owners.

*Panamera panache - Porsche’s fourth model behind the 911, Boxster, Cayman and Cayenne SUV, the is the company’s first four-door car in its 60-year history, the result of five years of design and engineering work. The end result – well – looks like a 4-door 911 of sorts. You have a familiar low, sporty silhouette, albeit a 195.6-inch-long version, with a long, almost 115 inches of low-hung wheelbase. The sweeping headlights, rounded bumper and low air intake instead of a traditional grille say “911,” then you see the long bonnet with power bulge and curved front long fenders framing that familiar Porsche face. White LED running lights enhance the look over the black double bars in the side air intakes above the lower air dam. Two long doors get the classic 911 roundness around the door handles, while the lower door sill visually lowers the car, a fender vent and lower door accent line with a chrome side vent with marker lights. The rear roofline’s curving contour and rounded rear fenders flow into the rear hatchback with an E-type window with big 911-style LED taillights framing its chrome accent strip. This is the only place the Panamera’s design looks a bit awkward, a bit fat-bottom. But as it tapers to a rounded rear, we get a bit of the familiar 911 tail, plus dual tailpipes in brushed stainless steel in a black lower fascia. Those who peeked underneath found a large undertray, combining with the sleek shape into a wind-quiet .29 drag coefficient, aided by an adaptive spoiler that rises at 56 mph and adjusts at speed. And the optional 14-spoke Spyder Design 20-inch alloy wheels, with Michelin P255/40ZR20’s in front and P295/35ZR20’s in back, finished the look, while sunny days really made the Mahogany Metallic stand out. We got thumbs up, swiveling heads and lots of looks on the road. And when we parked at a hot rod cruise-in, we got more looks than a line of custom Camaros, including more than one “awesome.”

*Porsche portage – Hop into the form-fitting driver’s bucket, with 14-way power adjustments, twin memory presets and heating/cooling, and you find great comfort and firm support with power lower thigh and height-adjustable lumbar support. The Panamera-shaped key fob fits the ignition on the left, a Porsche historical note from its endurance racing days, when drivers ran to parked racers and started the car with the left hand as they buckled with the right. The entire interior is covered in Luxor Beige leather, stitched beautifully at the edges, with polished black accents on doors, dash and center console. Straight ahead, a big central 8,000-rpm tach with configurable display underneath – we liked a big digital speedometer. To the left, a 200-mph analog speedometer with odometer/trip odometer or clock, overlapping oil pressure and temp gauges. To the tach’s right, a 4.8-inch LCD color screen that displays trip computer information from tire inflation or radio stations to a repeater navigation map, with water and gas to the right of that. The screen also shows the speed limit on the road you are driving on, plus radio stations and telephone numbers. All functions are controlled via a rubberized thumbwheel on the flat-bottom power tilt/telescope steering wheel, which has a thick leather-padded rim. Bluetooth telephone controls are there as well as the elegant alloy PDK transmission paddle shifters. The big 7-inch touch-sensitive Panamera Command Center has a navigation map, plus weather, stocks and traffic information, and also displays the park assist. You can access a superb BOSE Surround Sound 14-speaker, 585-watt AM-FM-XM Satellite-CD-audio/video DVD system with Bluetooth connection for cellphones and music, plus an interface in the center console for iPod or a USB hookup. Overhead controls handle ParkAssist sensors and Homelink. The center console extends aft to the rear bucket seats, where my 185-lb., 6-foot frame fit either side just fine, and surprised friends with the space. Behind, a power hatchback opens to reveal a flat, wide 15.7-cubic-foot trunk with netted nooks on either side. The rear backrests split and fold to open up a bigger 44.6 cu. ft. of space. We had a padded ski-bag that fits through the center section folding separately between the rear seats. Cup-holders – two fold from the aluminum trim strip in front of the passenger, and another is somewhat usable aft of the gearshift.

*Panamera power – We had the base version, if you want to call it that, with a tad over 6,000 miles on the clock. Some thought 400-hp wasn’t enough until I told them the car weighs only 3,968 lbs. That water-cooled aluminum 32-valve V-8 has four overhead camshafts; valve timing and valve stroke variable on the intake side (VarioCam Plus), all new with tricks like a valve control box and valve cover made of magnesium and an intake manifold with extra-thin walls and lighter crankshaft. There’s a decent 369 lb-ft of torque.The dual-clutch PDK works via the gear shift or paddles on the steering wheel, one handling first, third, fifth and seventh gear, the other with second, fourth and sixth gear. One waits as one works, meaning instant shifts. Testing Porsche’s other models at Barber Motorsports Park in Alabama recently with PDK, I was significantly smoother on its winding course, and faster than a 6-speed manual. You concentrate on driving, and leave the razor-sharp shifts to the PDK, which never caught me out and even blipped the throttle on downshifts like a racer for matching revs.

Set on our optional Sport Chrono’s “Sport Plus,” (comfort and sport settings too) electronic engine management gives the engine more aggressive response, upshift points moved to higher engine speeds, gears shifting up later when accelerating and down earlier when decelerating. The result – 60-mph in 5.3 seconds with precise shifts, and 100-mph in 13 seconds. There’s a switch to open up the exhaust a bit more, the snarl intoxicating but not intrusive. We averaged 16-mpg on premium.

Our car had Porsche Active Suspension Management with adaptive air suspension. On base setting, we enjoyed a fluid ride that was comfortable on all surfaces, but never too soft. Firming up on “Sport,” “Sport Plus” lowers the car almost one inch and switches to a harder spring rate as PSM backs off. The result is razor sharp steering, almost no body roll and a neutral feel when going into a turn, nice when you consider the engine is up front. PSM will kick in again if the front wheels reach the ABS control point. But you can power the tail a bit for better exits, all catchable, the suspension never beating you up. The chassis, tires and steering act in concert, very tossable for a 4-door, very precise and world-class fun – and it’s a 4-door! And with the dashboard stopwatch and another split timer the secondary display, you get lap times as well as the times required on individual routes, overall time required on a specific route or lap, the distance covered on the last lap, the total number of laps completed so far, and the driver’s individual lap times.

The PDK double-clutch transmission also gets an engine start-stop system like a hybrid for gas savings, the engine shutting down at stop lights, then firing quickly at launch, unless you are in a “Sport” mode. The PDK also has a launch control, although it was a bit cranky after some presumed abuse as a press car. Still, when you left-foot brake, tap the gas pedal, and the engine hits 5,000-rpm, Porsche Stability Management handles shifts and traction control. That resulted in a 0-60 time of 5 seconds – very fast and all under control. What goes fast also stops well - front six-piston aluminum monobloc brake calipers with 14.17-inch grooved and inner-vented discs, and four-piston aluminum monobloc brake calipers and 11.7-inch rear grooved and inner-vented discs meant flawless short stops with no fade time and time again. The supercharged Cadillac CTS-V is faster, and less expensive, if not as agile, a BMW 5-series almost as agile, but doesn’t feel like a 4-door 911. My only nit-pick – the rear window height and side sail panels conspired to limit side rear visibility when passing.

Haywood has spent extensive time behind the wheel of the Panamera, including lots of laps at tracks. He simply calls it “extraordinary.”

“It has the manners of both an S-Class Mercedes-Benz and a 911. And with the press of a few buttons, you can change the character from an S-Class to a 911,” Haywood told me. “Driven fast, it has supreme confidence, so you can drive this very fast and feel very in control all the time. I experienced that on the road to Bavaria from Munich at 180-mph with four people on board. It was like sitting in my living room.”
‘Nuff said.

*Porsche paymeister - The Panamera S starts at $89,800, with lots of options to take it up to $111,220, including $2,950 sport exhaust, $3,655 Luxor leather interior, $3,120 Spyder Design 20-inch wheels, $1,990 adaptive air suspension, $1,320 Sport Chrono, $1,794 14-way front power seats, $210 heated steering wheel and more. The all-wheel-drive Panamera 4S and Panamera Turbo retails for $93,800 and $132,600, respectively, while the just-introduced 300-hp V-6 version (3.6-liter that’s about 66 lbs. lighter than the V-8) starts at $74,000 and averages 18 mpg city/27 highway. FYI – eight airbags for driver and front passenger, plus knee airbags, two-chamber thorax/hip side airbags at the front, and rear side airbags as an option. No spare tire, just a repair kit with tire sealant and air compressor.

*Bottom line – This is an executive sports car transport or a ground-bound Citation commuter jet on wheels with cargo and human space – I loved it.
2010 Porsche Panamera S

Vehicle type - 4-door, 4-passenger sports sedan
Base price - $89,800 ($111,220 as tested)
Engine type – aluminum DOHC, 32-valve V-8
Displacement – 4.8-liter
Horsepower (net) – 400 @ 5,500 rpm
Torque (lb-ft) – 369 @ 3,500 – 5,000 rpm
Transmission – 7-speed PDK dual-clutch automatic w/paddle shifters
Wheelbase – 114.9 inches
Overall length –195.6 inches
Overall width – 83.2 inches
Height – 55.8 inches
Front headroom – 38 inches
Front legroom – 41.9inches
Rear headroom – 38.2 inches
Rear legroom – 33.3 inches
Cargo capacity – 15.7-cu.ft./44.6 w/rear seats folded
Curb weight – 3,968 lbs.
Fuel capacity – 26.4 gallons
Mileage rating – 16-mpg city/24-mpg highway
Last word – Almost as pretty as a 911, and just about as good to drive

By Dan Scanlan - MyCarData

Porsche Panamera

2011-04-18T04:10:00.000-07:00

Thanks to its door count (four as opposed to two) one might be tempted to dismiss Porsche's Panamera sedan as a poseur in the sports car arena. Yes, the idea of a four-door Porsche takes some getting used to, but don't get hung up on those incongruous rear doors. If necessary, when approaching the Panamera, close one eye to block them from sight because once behind the steering wheel, you will forget all about those extra portals anyway.

Having launched the Gran Turismo Panamera models for 2010, Porsche is following up with the $75,375 V6 Panamera and its $79,875 AWD version, the Panamera 4, for 2011. This is a lot of cash for what is essentially the entry-level model, but when you consider that the top-end Panamera Turbo is $133,575, a sub-$80,000 price tag seems quite reasonable. The number of drive wheels is the only difference between the Panamera and Panamera 4.
The most notable contrast between Panamera and the $90,875 Panamera S, besides the $15,500 sticker price, is the number of engine cylinders. Panamera S has a 400-horsepower 4.8-liter V8 thrashing under the hood, while the Panamera has a 300-horsepower 3.6-liter V6.

Popping the Panamera's hood reveals about eight inches of empty space between the front of the engine compartment and the beginning of the V6. In S versions this gap is filled with the V8's additional cylinders. Basically the V6 is the V8 less the two cylinders. Otherwise the engines are quite similar. Both feature a 90-degree "V" which helps lower the car's center of gravity over traditional V configurations with 60-degree angles.
Wrangling engine output to the wheels is the seven-speed Porsche Doppelkupplungsgetriebe dual clutch transmission. For most of us attempting to pronounce its name could bring on a pounding headache. Don't worry; Porsche shorthands the name to PDK. This is a driver-shiftable automatic tranny that comes with shift paddles located on either side of the three-spoke steering wheel. Clicking the front side of the paddles forward advances the transmission, while clicking the backside of the paddles toward you down shifts.
According to Porsche, galloping from a stop to 60 miles per hour takes an impressive 6.0 seconds when two wheels are doing the work and an even quicker 5.8 seconds when all four wheels are pulling. Opt for the $1,480 Sport Chrono Package with its digital stopwatch and Sport Plus button, and you can shave another 0.2 of a second from the above times.
Fuel economy is a very reasonable 18 mpg in the city and 27 mpg on the highway by EPA estimates. Adding AWD chips 1 mpg from the highway number. Porsche threw everything it had at keeping fuel consumption as low as possible. Liberal use of aluminum in the engine, as well as the axles, doors, hood and front fenders, helps hold down the weight to 3,880 pounds in the RWD car and 4,012 pounds in the 4. Auto Start Stop, that automatically turns the engine off when not required, like at stop lights, and then automatically restarts it when the brake pedal is released, also helps maximize mileage.
A number of optional enhancements are available for the standard steel suspension consisting of a double-wishbone setup with cylindrical coil springs and twin-sleeve dampers in front, and a multilink arrangement with springs and dampers in the rear. This produces a firm ride and controlled handling. Porsche Active Suspension Management is a $1,990 electronically controlled damper system. The $5,000 Porsche Dynamic Chassis Control keeps the car flat during cornering. It also includes Porsche Torque Vectoring that combats understeer in the turns.

Monitored by an antilock system, the four-wheel ventilated disk brakes also support traction control, electronic stability control, emergency braking assist and electronic brakeforce distribution. Among the passive safety features inside the cabin are 10 airbags including dual front knee airbags as well as rear side-impact airbags.
Once inside the cabin, the spaciousness is striking. This isn't some 2+2 where the backseat is little more than a parcel shelf. Seating four, both front- and rear-seat occupants have scads of head, shoulder and legroom. Nearly 16 cubic feet of luggage capacity swallows cargo, and can be expanded to more than 44 cubic feet by folding down the rear seat.

First timers may find the acres of buttons, gauges, controls and switches intimidating as they slide behind the wheel. A Marine fighter pilot would probably find the density of buttons somewhat off putting. Porsche believes in a separate control for every function as opposed to some sort of central computer interface like BMW's iDrive. No complaints here.

Exactly what you would hope for in a sports car, the eight-way power-adjustable leather front bucket seats wrap around driver and passenger keeping them upright even during the hardest of cornering. Likewise the rear bucket seats provide optimum side support. Wood, leather and brightwork combine to create a rich, inviting environment.
Full power accessories, heated front seats and outboard mirrors, leather-wrapped tilt-telescoping steering wheel with redundant audio controls, dual-zone automatic climate control, and an 11-speaker audio system with a CD/DVD player and iPod interface are all standard.

A dizzying array of options will either thrill you or send you screaming out of the showroom. Everything from a $5,690 16-speaker Burmester Surround-Sound System to a $140 fire extinguisher are on the list.
If you want a luxury sedan with serious performance DNA, the Panamera is the real deal and an experience you can share with three friends.

By Russ Heaps - MyCarData

Porsche Cayenne - a thrill and a smile

2011-04-18T04:08:00.000-07:00

You can no longer argue that Porsche is a slave to the concept of two-passenger sports cars. No siree. Porsche had purists rummaging through the medicine cabinet for their Prozac when it launched its Cayenne SUV in 2003. The release of the four-door Panamera last year had a similar impact. Just what is the world coming to?

Evidently the American public has recovered sufficiently from the shock to have purchased roughly 90,000 Cayennes over the years. This number will no doubt be significantly swelled with the launch of the second generation Cayenne as a 2011 this summer. It is about two inches longer, and slightly wider and taller than the previous model. It weighs about 400 pounds less. EPA-estimated fuel economy for all new versions haven't been announced at this writing; however if they follow those of the V8-equipped S that have been posted, fuel economy across the board will be impressively improved. There will even be a hybrid edition coming this fall that should, once again, throw purists into a tizzy.

When all of the dust settles, there will be four Cayenne models for 2011: Base, S, Turbo and the totally new S Hybrid. Each is defined by its power source: V6, V8, V8 turbo and gas-V8/electric motor, respectively. All four come standard with all-wheel drive. The $46,700 Base and $63,700 S enjoy a modest increase in power, while the $104,800 Turbo stays the same. However all three are quicker thanks to Porsche squeezing out excess weight wherever it could -- 86 pounds from the doors alone.

A breakdown of the specs reveals that a 300-horsepower 3.6-liter V6 powers the Base that uses a six-speed manual transmission to transfer output to the wheels. The eight-speed driver-shiftable automatic transmission that is standard in the more expensive Cayennes is an option for the Base. Generating 400 horsepower is the 4.8-liter V8 in the S. A turbocharged version of the same V8 in the Turbo produces 500 horsepower. Mating the V8 to an electric motor delivers a combined 380 horsepower in the $67,700 S Hybrid.
Porsche has posted 0-60 times for all four models. As you might guess, leading the pack is the Turbo with a time of 4.4 seconds; followed by the S at 5.6 seconds, the S Hybrid at 6.1 seconds, and the Base at 7.1 seconds with the manual and 7.4 seconds with the eight-speed automatic transmission. So far the only EPA estimated fuel economy numbers available are the 16 mpg in the city and 22 mpg on the highway for the S. Those are up from last year's figures of 13 mpg, city and 19 mpg highway. Porsche expects similar fuel savings for the Base and Turbo versions as well. An automatic start/stop function that turns off the engine at red lights and then automatically restarts it also contributes to the improved fuel numbers.

From behind the wheel, it's easy to forget you are in command of roughly two and a quarter tons -- two and a half tons in the S Hybrid. All versions handle brilliantly. Standard on the Turbo is an air suspension system with Porsche's Active Suspension Management (PASM) that provides active, infinite damper control on the front and rear axles. It has a choice of "Comfort," "Normal" and Sport settings. PASM is optional on the Base, S and S Hybrid models. Another bit of technology voodoo is the Porsche Torque Vectoring (PTV) optional system that uses variable torque distribution on the rear wheels to increase stability in the curves.
Despite being taller, the new Cayenne is sleeker in profile than the first generation SUV. Its front end, hood and lower fascia are also more in keeping with the rest of the Porsche lineup. The exterior changes are evolutionary in their execution, but the differences are apparent.

Styling changes dominate the interior; significantly more is changed than remains familiar. Whether it's the meatier, redesigned three-spoke steering wheel, the more sophisticated, raised center stack, or the simplified pod of gauges facing the driver, the look is dramatically different. There are still grab handles affixed to the center console, but their design has been carried to the door pulls. The seats still feature generous side bolsters and uncommon support. Split and folding, the rear seat reclines up to 6 degrees and offers 6.3 inches of fore-aft travel. Maximum cargo space is increased by 25 percent to 63 cubic feet with the backseat folded down.
A number of standard features are common to the entire Cayenne lineup. Full power accessories, leather seating, Bluetooth connectivity, multi-adjustable power front seats, tilt-telescoping steering wheel, and a Bose-infused 5.1 surround-sound system with CD player, USB port and auxiliary audio input jack are all included in the base price.

Although Porsche has raised prices for the redesigned Cayenne (Base is up $1,200 and the S $3,000), it is a larger, quicker, more fuel efficient SUV than its predecessor. And really, if you are going to spend $50,000 or more on an SUV, are you going to quibble over a grand or two? If you are prepared to spend the money, the 2011 Cayenne will reward you with a thrill and a smile every time you put the whip to it whether it's on the way to work, around the twisties or over uncharted terrain. It is indeed a Porsche and all that name represents.

by Russ Heaps - MyCarData

Porsche 911 Turbo Cabriolet - money can buy happiness

2011-04-18T04:07:00.000-07:00

In the human experience there’s nothing quite like the first time, for anything. And so it is with launching for the first time the 500-horsepower 2010 Porsche 911 Turbo outfitted with the lightning-fast dual-clutch seven-speed automatic transmission. It’s an experience that it is not soon forgotten. Call it g-force giddiness, akin to hitting the first big drop on a roller coaster.

The only driving skill required is to hold on to the wheel, keep your right foot planted to the floor, and keep your wits about you. No need to worry about modulating the clutch and gas to keep the vehicle in line while avoiding tire burnout. No need to be skilled at shifting from first to second at red line. Launch mode in the Porsche is initiated simply by putting the shifter into Drive. Wheel spin is nearly imperceptible at full-bore launch. There’s a split second as the twin turbo spools up and then you are slammed back into your seat. All four wheels bite into the concrete, the transmission snaps off ultra-fast shifts and 60 miles per hour arrives in around three seconds as you try to control your breathing. If you have a lot of empty asphalt in front of you, a quarter mile flashes past in around 11 seconds as speed nears 130 mph.

Even though the experience is not quite as sensational the second and third time around, the perceived need for speed in this Porsche is highly addictive; this in a sports car that is not only street legal but could very adequately serve as a daily driver. It will putter all day at 45 mph without complaint. It if asked it will drive all day at 100 mph without a whimper.
This automotive marvel comes courtesy of a rear-mounted twin-turbocharged 3.8-liter flat 6 that cranks out 500 horsepower and 480 pound-feet of torque, mated to the incredible Porsche dual-clutch gearbox and with standard all-wheel drive.

This Porsche has more than world-class straight-ahead performance. It has world-class driving dynamics as well. We found that the 911 turbo quickly trumped our eagerness to discover our limits behind the wheel when we reached speeds we’ve never before attempted on a couple of our favorite twisting road venues. And these are roads we have been using for nearly 20 years. The Porsche displayed its incredible prowess without the need to fully test the outer edges of our abilities in an expensive machine that we desired to return to its owner without crumpled fenders.

One of the most amazing aspects of the 911 was revealed to us simply sitting in the driveway. The interior is spacious for a sports car, ample room for a big guy. Supportive bucket seats with side bolsters that don’t cause pain on exiting are exemplary. Finding the correct driving position with the many seat settings together with a tilt, telescoping steering wheel is rewardingly easy.

And cargo capacity was amazingly large using the rear seats, which are amazingly small for a human being. Fold the seatbacks down and a nice-sized storage space opens up. Good thing, too, because the front-mounted trunk is no larger than an oversized glovebox.
You will pay thousands more for the soft top cabriolet, but if you’ve got the cash, it’s worth it. The top goes down – and up – in mere seconds with the push of a button. It’s stowed out of sight behind the seats.

The turbo version is the most expensive of the many 911 trim levels, and the turbo cabriolet trumps them all with a base price of $144,750. The steel top 911 turbo starts at $133,750. We emphasize “start” because the options list is 162 items long and many are sure to tempt. The extensive list points out the customization possibilities Porsche offers the buyer.

For the record, the base 911 begins at $78,750 and comes with a 3.6-liter “boxer” six producing 345 horsepower. Horsepower through the trim levels rises to 385, 435 and 450 before reaching the massive 500 horsepower provided by the turbo.
Our test car came in at an eye-popping pocketbook-draining $172,905. Among the more expensive goodies were the “Doppelkupplung” (Porsche speak for the dual-clutch-automatic transmission), $4,550; ceramic composite brakes, $8,840; and 19-inch Spyder wheels with center lock, $3,835.

In addition to a vast assortment of standard features including full leather trim, a 13-speaker Bose surround system, full power heated and cooled seats and automatic wipers, the turbo model also gets as standard aggressively tuned sport suspension and unique body styling. We were impressed with the build quality and the impeccably assembled interior.

The best all-around sports car we’ve ever driven? The answer is an emphatic Porsche 911 Turbo. No doubt, we’ll probably encounter something just a bit better at some point in the future. But for now, the combination of incredible drivability at any speed is unmatched in our experience.

This Porsche not only provides an exhilarating breath-taking experience, but it offers luxury commensurate with its price, and a rewarding driving experience whether commuting to work, taking a leisurely Sunday afternoon spin with the top down or rolling across uncharted roads at 110.
The 911 turbo proves money can buy motorized happiness.

By Jim Meachen and Ted Biederman - MyCarData

(Fotos Enviadas pelo Internauta Jason ) Camaro, Mustang, Dodge Challenger + Rolls Royce

2011-04-17T10:54:00.000-07:00

(Fotos Enviadas pelo Internauta Jason ) Camaro, Mustang, Dodge Challenger + Rolls Royce

Vectra Rebaixado + Rodas 19"

2011-04-17T10:41:00.000-07:00

Vectra Rebaixado + Rodas 19"

Escort Tuning (Tuning Virtual) By: Danilo (Batata)

2011-04-16T18:36:00.000-07:00

Escort Tuning (Tuning Virtual) By: Danilo (Batata)

Foto Enviada pelo Internauta Danilo (Batata).

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Santana Rebaixado + Rodas 17"

2011-04-16T18:21:00.000-07:00

Santana Rebaixado + Rodas 17"

Celta + Rodas 17"

2011-04-16T07:06:00.000-07:00

Celta + Rodas 17"

Nissan Titan - a lot of truck

2011-04-16T03:53:00.000-07:00

Pickups are a way of life for many people, whether it is for recreation, work, farm & ranch, or simply because a driver likes them. Pickups have improved in recent years, from merely utilitarian into near-luxury vehicles. Earlier this summer, my wife Judy and I had a 2010 Nissan Titan for our weekly test evaluation and I really enjoyed it. It was a top-of-the-line model LE 4x2.

The Titan is available in four trim levels – XE, SE, Pro-4X, and the LE. The Titan does not come with a wide variety of choices. Our test model was a four-door crew cab. The only other choice is an extended cab. All Titan pickups are powered by a 5.6 liter V-8 engine and a five speed automatic transmission. This is a slight drawback in the pickup market for those wanting some engine choices for more fuel economy.
Pickups are improving their ride quality each year, but bumpy roads always present a challenge. The Titan chassis consists of an independent front suspension and leaf-spring rear suspension, which helps in off-road situations. Most pickups attain a rattle or two over time, but improvements are coming every year. Most pickups are adding more sound deadening materials and tightening parts. Our test model Titan had a really quiet cab for most of the highway riding, but there was a small rattle from inside the dashboard that never could be located.

The Titan provided easy handling and a fairly tight turning radius, which is not always possible in a full-size pickup. When I was on some very curvy roads, there was almost a connection with the road as the Titan held tightly without any feeling of leaning or slippage. Overall, I was very impressed with the road handling, especially curvy roads and backwoods trails.

The exterior of the Titan is attractive and distinctive, but there have not been many changes to set it apart from the competition. Our test model had an upgraded Heavy Metal Edition for an extra $1370. This added tremendously to the rugged, outdoor appearance. It included a heavy chrome grille, large chromed 2- inch wheels, and chromed step rails. All this heavy-duty chrome gives the outward appearance of this being a very aggressive pickup and sometimes perception becomes reality.

The interior is really nice – not premium or luxury, but very functional and comfortable. There are small cubby-holes and storage compartments everywhere. The center console box is large, able to hold a variety of fairly large items, including my wife’s purse. This cab arrangement is conducive to adequately make this truck an alternate work-place during the day. Standard equipment on our test model included Captains chairs for the front seats with touch-button adjustments and both fully heated. The rear passenger seat fold down flat for easy cargo room in the back. The interior includes a lot of leather and wood trim to give it an attractive appearance.

The standard sound system is a Rockford Fosgate premium audio that includes auxiliary inputs. There are two power outlets on each side of the center control panel, which I think is quite useful. It allows the plug-in of two cell phones, or other accessory items, at the same time. So many times, it is necessary to unplug something from the dash area so that a cell phone can be recharged. This was a very nice touch.
The cargo area is available in a couple of different sizes. Nissan has added a fairly large lockable compartment behind the left rear fender. This is almost a hidden area and works well for locking small items in a pickup. Our test model included the Util-Track tie-down system that included C-channel rails along the walls and floor. There were four movable tie-down cleats located in the rails. These were easy to move and easy to use and are ideal if you use the bed for carrying larger items that need to be secured on a regular basis, such as a riding lawn mower or a four-wheeler ATV.

The base rear-wheel-drive XE model starts at $26,320 and this includes the V-8 engine. Our test model LE had a long list of standard equipment and had a base MSRP of $36,420. With the destination charges and that Heavy Metal Chrome package added, the bottom sticker price came to $38,995. I had hoped for a little bit better gas mileage, but average out at just 19 mpg. This was better than the EPA ratings of 13 city and 18 highway. Maybe I just didn’t push it hard enough.

Overall, I really like the Titan. It may not fit everyone’s desires or needs, but if the fit is there, it is a great pickup truck that provides a lot for the driver.

by Alan Gell - MyCarData

Nissan Leaf - Charged up again

2011-04-16T03:49:00.000-07:00

It was about this time fourteen years ago when my college roommate – an electrical engineering student – and I departed our fraternity in Flint, MI to drive the 45 minutes to a non-descript facility in Troy, MI. I arranged for us to get a preview of the upcoming GM EV1 electric car for the school newspaper. It was exciting to drive the car of the future. Despite all of the nonsense you’ve heard from actors and comedians, the EV1 was a very decent car that GM put significant effort into producing. It was eerily quiet, nearly as fast as a Z28 Camaro from 0-60 mph, and looked cool. It also cost the price of a new Mercedes and had a 60-mile range. In the end, as my roommate calculated driving back to Flint in my Geo, the math didn’t add up.

That was fourteen years ago. Now, a new generation of electrical engineers is re-working the formulas. Last week, I drove the Nissan Leaf for the first time at the company’s headquarters in Nashville, TN.

In person, the car looks bigger than I imagined – close in size to a Toyota Prius or Honda Insight. An ultra-aero exterior improves range and reduces wind noise. Headlamps are placed to direct air over the body and around the drag-inducing mirrors. An underbelly pan and rear spoiler help the air depart cleanly to improve range. LED headlamps, thin vertical taillamps, chrome door handles, and 16” alloy wheels look cool.
Leaf’s next-decade interior takes parts from the Prius and Honda Civic, with the entirely different purpose of efficiently moving a car without a gasoline engine. There’s no need for a tachometer, engine temperature gauge, or oil pressure monitor. More relevant, the NAV system shows a circumference of drivable range at any given time while a monitor shows power usage from the climate control, electric motor, and other systems so drivers can intelligently manage their energy usage. Owners can schedule battery charging for non-peak hours (even from their iPhone), turn on A/C remotely, and talk on their Bluetooth-enabled hands-free phone.

If the dashboard didn’t clue you in, driving the Leaf confirms this is no normal automobile. Pushing the starter button doesn’t so much start the car as enable it to move. Engage “D” with the center-positioned “joy pod” by pulling down. Step on the “throttle” and the car whirs away without fuss. It is so quiet that electric motors for the windshield wipers and climate control were upgraded to luxury standards so passengers wouldn’t hear them in the absence of engine noise.

Our route took us through city streets before jetting onto the freeway and up to an easy cruising speed of 80 MPH. The flat torque curve inherent to electric motors is like a turbine at take-off – there’s no shifting gears, just smooth constant thrust. Low center of gravity, thanks to the battery placement, lets the car sachet though Tennessee farm country like an ice skating pixie. Regenerative brakes capture energy during deceleration and direct it back to the batteries, increasing the car’s range. Nissan promises a useful driving distance of 100 miles per charge and a top speed above 90 MPH. It runs 0-60 mph in 10s, plenty quick enough to dash busy freeways. An ECO mode conserves energy by making the throttle less sensitive and the regenerative brakes more aggressive.

According to Nissan, 90% of the U.S. population drives less than 100 miles a day on average. Nearly three-quarters drive less than 50 miles per day. Charging takes 20 hours on 110V home plugs, 8 Hrs. on a 220-V hard-wired outlet, and less than 30 minutes on the commercial charging stations utilities are rapidly installing.
Safety was paramount in the Leaf’s design. It comes with a full array of airbags and meets all federal crash standards. The battery pack is placed in the center of the car, under the floor, to protect it in an accident. The pack was also subjected to full water immersion, deep freezing, and extreme hot temperatures.

My college roommate is now off designing networks for the Boeing 787 Dreamliner, but I’ll look forward to getting his opinion on the Leaf when we meet in Detroit auto show next January. Compared to the EV1, the Leaf goes further, holds more people, and costs significantly less. After the $7,500 Federal Tax Credit, prices start at $25,280. Other states and municipalities offer up to $6,000 each. In some parts of California, the total credits reduce the Leaf’s price to under $13,000! Many people will like the new math. Early U.S. models come from Japan, but production begins in Smyrna, TN during 2012. I would not have the Leaf as my only car, but it would do everything I need 99% of the time. A decade and a half later, I’m charged up again for the future of electric cars.

By Casey Williams - MyCarData

Nissan Leaf Battery Electric Vehicle Named Ward's "10 Best Engines"

2011-04-16T03:48:00.000-07:00

100% electric drive system is first zero-emission winner in award’s history
Ward’s today announced that Nissan LEAF’s 100-percent electric, zero-emission drive system is included on its prestigious ‘10 Best Engines’ list for 2011. It is the first time in the 17-year history of the magazine’s ‘10 Best Engines’ that the selection committee has chosen a power system which doesn’t have an engine and will never burn a drop of gasoline.

“We engineered Nissan LEAF to have drive characteristics that would impress drivers, whether you’re comparing it with other electric vehicles or those powered by internal combustion engines,” said Carlos Tavares, Chairman, Nissan Americas. “The inclusion of Nissan LEAF in Ward’s ‘10 Best Engines’ demonstrates that the Nissan LEAF can compete with all top vehicles, no matter the propulsion system.”

For 2011, 38 competitors were considered, marking the largest group in the history of the award. The competition included both naturally aspirated and forced induction internal combustion engines, diesels, hybrid electrics and the all-electric Nissan LEAF. The editors evaluated the vehicles based on horsepower and torque; noise, vibration and harshness; the engine’s technical attributes; and their relevance among direct rivals.
The all-new Nissan LEAF features a high-response 80kW AC synchronous motor powered by a 24 kWh lithium-ion battery manufactured at the Automotive Energy Supply Corporation (AESC) operation in Zama, Japan, which is a joint-venture of Nissan Motor Co., Ltd. and NEC Corporation. Both motor and inverter have been developed by Nissan, and the power system generates 107 horsepower and 207 lb-ft of torque. The power is transferred to the wheels through a single-speed reduction gear.

Unlike a conventional internal combustion engine, Nissan LEAF delivers maximum torque from start, providing smooth, consistent acceleration. Performance in the low-to-medium speed range is equivalent to that of a vehicle powered by a V6 gasoline engine. This power system provides a highly responsive, fun-to-drive experience consistent with consumers’ expectations for traditional, gasoline-powered vehicles.
The 2011 Nissan LEAF goes on sale this month in selected markets in the United States and will be available nationwide in 2012.

Source Nissan - MyCarData

Nissan NV - New commercial van pricing

2011-04-16T03:46:00.000-07:00

Nissan North America, Inc. (NNA) today announced that the 2012 Nissan NV, the company’s first entry into the commercial vehicle market in the United States will start at $24,590. The NV is the culmination of 75 years of Nissan commercial vehicle experience in the global marketplace.

The 2012 NV, which has been designed and conceived as a solution to the needs of today’s commercial van customers, will be produced at Nissan’s Canton, MS. assembly facility. It is scheduled to go on sale through a select network of Nissan Commercial Vehicle dealers nationwide beginning in spring 2011.

The NV lineup offers durable body-on-frame construction and choice of standard roof or industry-exclusive high roof configurations. Models include the NV1500 with standard 4.0-liter V6 engine, the NV2500 HD with a choice of 4.0-liter V6 or 5.6-liter V8 and the NV3500 HD with standard 5.6-liter V8. All 2012 NV models are equipped with a 5-speed automatic transmission. The NV is available in two grades, S and SV, each delivering smart functionality through a combination of the comfort and roominess of a pickup with the utility of a cargo van.
Key Nissan NV highlights include:
Full access rear doors (maximum opening angle of 243 degrees)
Reinforced integrated cargo area mounting points for durability and ease of cargo management system installation

Vertical side walls in cargo area maximize usable space
Water repellant cloth seating surfaces
Durability patch built into the front seat bolsters to hold up to commercial use
Multifunctional lockable center console offering space to hang files and store a laptop
Manufacturer’s Suggested Retail Prices* (MSRP) for the 2012 Nissan NV Standard Roof models include:

Model/Roof/Engine
NV 1500 Standard Roof S V6 $24,590 USD
NV 1500 Standard Roof SV V6 $26,190 USD
NV 2500 Standard Roof S V6 $25,590 USD
NV 2500 Standard Roof SV V6 $27,190 USD
NV 2500 Standard Roof S V8 $26,490 USD
NV 2500 Standard Roof SV V8 $28,090 USD
NV 3500 Standard Roof S V8 $28,190 USD
NV 3500 Standard Roof SV V8 $29,790 USD

Manufacturer’s Suggested Retail Prices* (MSRP) for the 2012 Nissan NV High Roof models include:

Model/Roof/Engine
NV 2500 High Roof S V6 $27,990 USD
NV 2500 High Roof SV V6 $29,590 USD
NV 2500 High Roof S V8 $28,890 USD
NV 2500 High Roof SV V8 $30,490 USD
NV 3500 High Roof S V8 $30,590 USD
NV 3500 High Roof SV V8 $32,190 USD

About the 2012 Nissan NV
Scheduled to launch in spring 2011, the Nissan NV is available in three models, NV1500, NV2500 HD and NV3500 HD, and in two roof configurations – Standard Roof and High Roof. The NV is the first commercial van to offer rugged body-on-frame construction combined with a High Roof, offering most users the ability to walk, stand and work in the cargo area.

The NV’s rugged, masculine design combines a full-length hood with access to the engine for service and maintenance, along with signature Nissan styling cues such as large headlights and vertical grille. The broad bodysides project a serious commercial vehicle appearance and provide ample room for company logos and advertising messages. The tall, wide doors offer easy access to the cargo area.

Inside the cab is a roomy comfortable interior with wide, supportive seating and an expansive instrument panel. The passenger seat includes a segment-exclusive fold-down feature, providing a convenient worktable. An available lockable center console offers innovative storage compartments and space to hold binders, hanging file folders and a laptop computer. Other convenient storage spaces include a wide overhead console (available with High Roof models), underseat storage drawers (NV2500 HD and NV3500 HD models) and large door pockets.

The NV also provides exceptional utility, thanks to a long, wide cargo floor, square-top wheelwell housings and nearly vertical sidewalls. Along with maximizing cargo space, the sidewalls accommodate aftermarket storage systems without excessive modification. The cargo area also features a full-length inner panel to prevent cargo from denting the vehicle’s outer skin (SV models). There are also multiple integrated reinforced mounting points for durable installation of cargo customization equipment.
Powering the rear-wheel drive Nissan NV is a choice of two powerful yet fuel-efficient engines – a 4.0-liter V6 rated at 261 horsepower and 281 lb-ft of torque, and a 5.6-liter V8 rated at 317 horsepower and 385 lb-ft of torque. Both are mated to a standard 5-speed automatic transmission.

Source Nissan - MyCarData

Nissan Rogue - goes Rogue

2011-04-16T03:44:00.000-07:00

As gas prices and fuel economy standards rise during this decade, there can be no doubt that the compact crossover market is going to take off like a rocket. Vehicles like the Chevy Equinox, Honda CR-V, Ford Escape, and Toyota RAV4 dominate the market. But, let’s not forget the Nissan Rogue.

Nissan designers were wise to give their Rogue styling based on the popular mid-size Murano crossover. The Murano has been one of my favorite vehicles since driving the first-generation on a long-distance road trip in 2003. As much as any other SUV, it looked upscale and drove the same way.

Rogue sits a little lower on its Sentra-based chassis than most other crossovers, giving it firm and planted appearance. That also eases entry and exit for passengers. An eggcrate grille with chrome “medallion” center and large air intakes through the bumper dominates the front. Clear lens headlamps wrap from the bumper tops into the hood and to the vehicle sides. Wheel well flanks were flattened to contrast with the otherwise sculpted sides, arching roof, and rising windowlines. The rear parts air with flush window glass and wrap-around taillamps. Seventeen-inch alloy wheels look as good as they work. From some angles, the Rogue looks a little frumpy, but is generally pleasing.
My favorite part of the Rogue is its interior. Unlike some other compact SUVs, nothing about the Rogue’s cabin feels low rent. You immediately notice a spacious interior, ample rear legroom, and sportiness. Our test vehicle came with a three-spoke steering wheel that includes audio and cruise controls. It was rubber instead of leather, but felt good all the same. Supportive and comfortable bucket seats were perfectly upholstered in a canvaslike material that should prove weather- and kid-proof. A dash-mounted Garmin navigation system, XM Satellite Radio, large drinkholders, easy-to-use climate controls, and large analog gauges take the Rogue several steps above steerage. A manual shift mode in the console allow drivers to control the powertrain as they wish.
Murano envy continues when you put the Rogue in drive and power away. With 170-horsepower available from a 2.5-litre four-cylinder engine, drivers will want to tap-tap the transmission often. The continuously variable trans. (CVT) is basically gearless with belts that adjust on pulleys to find the optimum gear ratio. Stepping hard on the gas brings the eerie sound of a high-powered weed-eater, but quickly seems normal. Automatic all-wheel-drive, electronic stability programming, and four-wheel anti-lock brakes tell slick roads to, “Bring It On!” Around town, or flat out on the Interstate, the Rogue seemed quick and determined. Fuel economy is rated 22/26-MPG city/highway.
Driving the Rogue is definitely related to the Murano, but also other great-handling Nissans like the Sentra, Altima, and Maxima. Everything about the vehicle feels more solid and refined than you would expect. Steering is firm, but precise while the four-wheel independent suspension rumbles over rough pavement without unsettling anything and is actually fun on curvy roads. Highway trips are also a joy as the steering tightens up nicely at speed and the chassis settles in for a high-speed scamp.

While I had the car, I picked up my parents and grandmother for lunch. Four of us had no problem fitting inside and my grandmother’s walker slid into the cargo area with room to spare. While sitting in back, I noticed the door panels were molded in hard plastic instead of soft vinyl as in the front – an apparent concession to either cost or children’s sticky fingers. As my dad pointed out, there is a bit of road noise in the rear, but nobody ever said the Rogue was an Infiniti. I doubt few owners will ever notice.

I only have one problem with the Rogue - its $27,105 price tag. It is a nice little crossover, but it is hard to swallow a Sentra-based wagon that is nice, but not an Infiniti in any way, that commands a price near $30k. I would like the Rogue much more with a price tag about $5,000 less. It will take a bit more to command prices in that league.

Still, Rogue was named “Best New Small Crossover” by Kiplinger’s magazine and earned MotorWeek’s “Driver’s Choice Aware for Best Small Utility.” NHTSA gave it 5 stars for side-impact crashes. In virtually all ways, the Rogue is a star, proving it is ready for the coming battle for your compact crossover dollars.

2011 Nissan Rogue SV AWD
Five-passenger, AWD Crossover.
Powertrain: 170-HP 2.5-litre I4,
CVT auto. trans.
Suspension f/r: Ind./Ind.
Wheels: 17”/17” f/r.
Brakes: disc fr/rr with ABS.
Must-have features: Style, handling.
Fuel economy: 22/26-MPG city/hwy.
As tested price: $27,105.

By Casey Williams - MyCarData

Nissan Juke - mini ute, major cool

2011-04-16T03:42:00.000-07:00

This crazy bug-looking mini-crossover pulled up in front of the United terminal at the airport, looking like a vision with its California plates and West Coast style. Its design draws from motorcycles and rally cars, but is most remembered by the big yellow mantis eyes that are visible from the helm. Four doors, Beetle shell, and a bit of Z DNA throw us to a future where utes are mini and Jukes are cool. I hopped in.

When the Juke was introduced at Rockefeller Center last March, one had to wonder if Nissan had unplugged from the Leaf’s grid and rolled too far off the trail. The company was aiming to lure youth with a cool car that crosses the all-road performance and fun of a European rally car with the screaming delight of a motorcycle. If commentary while driving the Juke is any indication, the car is as likely to attract as many fun-loving empty nesters as avant garde college kids.

Crossing the illuminated “Juke-lit” kick plates takes passengers to a world of two-wheelers and technology. Elements like the two-coat pained center console that was designed to remind us of a fuel tank, matching bits on the doors, hooded instrument binnacle, and piano black gloss around the center controls brings in motorcycle style. Bolstered two-tone sport seats, gear selector high up like in a race car, and push button ignition (with passive entry) would comfort performance drivers. A rear view camera, in-dash navigation, real-time traffic monitoring, power moonroof, automatic climate control, and 60/40 split/fold rear seats add convenience. Heated leather seats would only make a better perch from which to sling this shot down the road.
Revving more like a motorcycle than a motorcar, the 1.6-litre Direct Injection DOHC four-cylinder, fortified by a turbo, generates 188 horsepower and 177 lb.-ft. of torque. Front-drive models are available with a six-speed manual transmission, but all-wheel-drive funsters like our test car come standard with a continuously-variable (CVT) automatic. A manual shift mode simulates shift points so the CVT behaves less like a weedeater and more like a Getrag-6. Getting major bang for minor buck, the little turbo banger turns in 25/30-MPG city/hwy.

Juke’s rally car heritage can be found in the way its four wheels act as electronically-enabled stabilizers. Nissan’s “torque-vectoring” all-wheel-drive can shift power between the front and rear axles, as well as side to side between the rear wheels depending on where the system detects the most friction.

Controlled through a cool screen in the console, there are also three different throttle, transmission, and steering response settings. “Normal” is used for everyday driving and lets the CVT move through its range at will. “Eco” mode reduces throttle sensitivity to conserve fuel. My favorite, “Sport” mode, quickens the steering, moves the CVT through pre-set gear ratios as in a typical automatic transmission, and makes the throttle much more sensitive. Punch the gas, and the car reacts. Put it into a corner and a big curve-eating grin comes across your face.

The Juke torque-vectored its way through winter’s anger with skill, never putting a wheel wrong even when old ladies in old cars were kissing face with ditches and fast food restaurant dumpsters. Powertrain migrations could easily be confused with a Subaru’s in the way they masterfully make use of every bit of friction to move the car in one’s intended direction. Besides poor weather performance, the AWD system helps control understeer on dry pavement, giving the Juke remarkable balance. When AWD can’t hold its own, four-wheel anti-lock disc brakes, stability control, and grippy 17” sport tire-tread alloys stabilize rapid demons.

Wearing snow shoes or track shoes, good on slippery streets, and a real star with torque vectoring AWD on the slinky twisties, the Juke is a pro. Like an automotive Johnny Weir, it is a little flamboyant in its look, but brings game and is the consummate professional on the fly. Impressed, I get out. With an as tested price of $24,260, competitors include the Mini Countryman, Subaru Impreza, and Jeep Compass.

2011 Nissan Juke SV
Five-passenger, AWD Crossover.
Powertrain: 188-HP 1.6-litre T4,
CVT auto trans.
Suspension f/r: Ind./Ind.
Wheels: 17”/17” f/r.
Brakes: disc/disc fr/rr with ABS.
Must-have features: Cool performance.
Manufacturing: Japan.
Fuel economy: 25/30-MPG city/hwy.
As-tested price: $24,260.

By Casey Williams - MyCarData

Nissan Rogue SL - gone for a second time

2011-04-16T03:39:00.000-07:00

Nissan’s gone Rogue for the second time!

There, now that I have your attention, let’s look into the second-generation of the vehicle that launched Nissan into the car-based compact crossover sports utility vehicle market in 2008, joining a lineup that had until then only had the midsize Murano crossover.

Nissan has had a good run with its small trucks and truck-based SUVs. But when the compact crossover market exploded in the late 2000s with CUVs from Chevrolet, Pontiac , Ford, Mercury, Toyota , Kia, Hyundai, Honda and Land Rover, it took them a while to take the compact Sentra platform and make it a tall, small station wagon. Nissan’s recipe was to plant it on a 105.9-inch wheelbase, add a bit of ground clearance, make it seven inches taller, and give it a choice of front- or all-wheel-drive. Since then, they have added the smaller Juke, more of a crossover sports sedan. But for now, it’s time for a Rogue trip.

· Rogue reality – Take some Murano, add some Sentra and Venza, and the result was the Rogue. The design has been freshened for 2011 with a more streamlined nose with chrome grill that flanks a flattened V-shaped central grill with Nissan emblem. Large headlights sit in slightly scalloped recesses for a more interesting look, while the smooth bumper gets a wide lower air intake flanked by inset fog lights and some lower air dams. A slight edgy design line forms the upper fender line, while flattened flares frame P225/55R18-inch Dunlop radials in 10-spoke alloy wheels. A design line runs aft off the front fender flares to become a rounded shoulder line that melds into the large taillights, while the lower window sill line rises up to form a graceful curved D-pillar that meets the rounded roofline. That arching roof line has buff alloy roof rails as it meets a rear spoiler over the rear window – optional crossbars make it more functional. There’s a nice new dash of chrome in the side door guard molding, chrome door handles and a new chrome hatchback trim over the license plate. The black lower fascia has a single stainless steel exhaust pipe tip. For those who want more bling in their Rogue, a Krom Edition exists with different 18-inch wheels and a center-exit sport-tuned exhaust. It’s a cleaner design thanks to the second-gen updates, encased in a 183.3-inch overall length, one of the longest in its class, Nissan says. But there are more stylish compact crossovers out there, like the new Kia Sportage.

· Rogue roominess – Black over gray shades the nicely detailed interior, which starts with a padded dash and door tops and a cowled gauge package with chrome-ringed 160-mph speedometer with inset gas gauge, and 8,000-rpm tach with inset temperature gauge. They flank a white-on-black LCD trip computer display (distance-to-empty, average fuel consumption, average speed, elapsed time and outside temperature). The leather-trimmed three-spoke steering wheel has audio system and Bluetooth cellphone controls on the left, and cruise controls on the right, but is only tilt-adjust. The dash center gets a gentle redesign to accommodate a Bose sound system center speaker on top, then there are infinitely adjustable air vents over a new Nissan Navigation System with smallish 5-inch color touch screen display. Its graphics look a bit like some aftermarket navigation systems I could name, but are clean and easy to read except in direct sun, when the display washes out. The screen handles a good AM-FM-XM Satellite audio system with XM NavTraffic and a new rear-view camera. Shift to the “audio” screen in nav mode, and you get a window on the right with next turn arrow, expected arrival and miles to address – smart! Underneath it, three big dials for the powerful a/c system and a 12-volt outlet. Two big cup holders sit aft of the gearshift, lit at night by a small amber LED spotlight overhead. There’s another 12-volt outlet and MP3 and USB audio ports under the center arm rest, with lots of storage room. Interior notes - the glove box door opens low into a passenger’s knees, but reveals a big storage area. The door map pockets are small, without a water bottle holder usually seen these days. I still don’t like the placement of the power mirror control and stability control buttons, out of sight on the lower left side of the steering wheel. Inputs made on the touchscreen make “klock!” sound, which is different. The navigation screen gets a birds-eye and flat view, nice at this price level, But it’s a bit dark in here despite the alloy and gray touches – maybe some fake wood would do the trick. ; The gray leather bucket seats are firm and supportive, the driver getting 6-way power adjustments and power lumbar support. Both front seats get dual-level heaters. Access to the rear seat is just fine, with good head and leg room for two adults on a low bench, three in a pinch. Rear seaters get a dual cup holder at the rear of the front console, but no center armrest. There’s ample storage room aft of the seats - 28.9 cubic feet, expandable by dropping the 60/40 split-fold bench seat down. No third row seat, but there is a removable cargo tray under the carpeted floor for muddy boots, etc. The rear hatch opens high enough for a 6-footer to stand under – just. And the fold-down front passenger seat lets you haul something long, making for more than 8.5 feet of front-to-rear cargo space. Ultimately, there’s some nice bits of luxury and precision in here, only a bit of wind noise from the side mirrors and roof rack at highway speed in a mostly quiet cabin.

· Rogue road manners – Under the hood is a standard 2.5-liter DOHC 16-valve inline 4-cylinder with 170 hp and 175 lb-ft of torque. It’s hooked to an Xtronic CVT (continuously-variable transmission) with switchable overdrive. That means the engine revs rise until it finds its sweet spot under acceleration, and the CVT’s belts and pulleys do the ratios instead of gears. The first-gen Rogue I tested four years ago hit 60-mph in 8.5 seconds, the engine hovering around 5,000-rpm as the CVT spun its way to the ideal torque spot. Our second-gen Rogue, with the same engine and front-wheel-drive as well, did it in 8.7. That still pretty good compared to a RAV4 and CR-V, which are closer to 10 seconds in their sprints to 60-mph, while the new 176-hp Kia Sportage matches the Rogue. Passing power was good, but you have to get used to the engine revs climbing and staying there, unlike the rise and fall of an engine with a regular gearbox. Rogue fuel economy is rated at 22 mpg City/28 mpg Highway for the front-wheel-drive model; we netted an indicated 21- to 25-mpg in mixed driving, better than the average 17-mpg we got with the last one we tested. Based on Nissan’s “C” (read: Sentra) platform, with subframe-mounted front independent struts with coil springs and a rear independent multi-link suspension with aluminum upper links, the ride was firm and responsive for a crossover. It was also comfortable. We could point this crossover into a turn and it would stay planted, only showing a touch of understeer when pushed, aided by standard stability and traction control. It had almost sedan-like handling and nimble. I’m still not a fan of the electric power-assisted steering, which had a stiff on-center feel, but it was precise. The all-wheel power (11.84-inch front/11/68-inch rear) disc brakes had a good pedal feel and control with ABS and brake force distribution and brake assist, with solid stops with minimal ABS intrusion when used hard. For safety, dual-stage front air bag; front seat-mounted side impact air bags; and roof-mounted curtain side impact air bags with rollover sensor.

· Nissan numbers – The Rogue comes two ways - Rogue S and our Rogue SV. The starter Rogue S is $20,810 for the S. Our SV with SL package was $27,070, with standard 6-way power driver’s seat with power lumbar support, rear view monitor, Bluetooth hands-free cellphone system, keyless entry and start, leather-wrapped steering wheel, 18-inch alloy wheels, navigation system, Bose 7-speaker audio system with subwoofer, auto-dim rearview mirror, automatic Xenon headlights, moonroof, climate control and front fog lights. For comparison, the Kia costs less, and has a few more horsepower and the most dramatic styling of the competitors. It was also pretty nimble, but its electric steering was too artificial. The RAV4 is almost as quick, and pretty nimble, as is the RAV4, although they both cost more. And there’s others in the crowded field to consider, like the nice Chevrolet Equinox and its GMC sister, the Terrain, plus the Ford Escape, VW Tiguan, Hyundai Tucson, Mitsubishi Outlander, etc.

· Bottom line – The Rogue is no cad. It’s a roomy, comfortable, sure-footed crossover with solid performance and handling. The restyle was minor, making a simple look nicer, but it blends in a bit with the world around it. Still, with a price that’s less than some of the imports and even some of the domestics, with the right options, the Rogue could be a smart choice.

Vehicle type - 5-passenger compact crossover

Base price - $27,070 (same as tested)

Engine type – aluminum DOHC, 16-valve in-line four

Displacement – 2.5 liters

Horsepower (net) – 170 @ 6,000 rpm

Torque (lb-ft) – 175 @ 4,400 rpm

Transmission – continuously variable transmission

Wheelbase – 105.9 inches

Overall length – 183.3 inches

Overall width – 70.9 inches

Height – 66.3 inches

Front headroom – 39.3 inches

Front legroom – 42.5 inches

Rear headroom – 37.6 inches

Rear legroom – 35.3 inches

Cargo capacity – 28.9 cu. ft./57.9 with 2nd row folded

Towing – up to 1,000 lbs.

Curb weight – 3,429 lbs.

Fuel capacity – 15.9 gallons

Mileage rating – 22 mpg city/28 mpg highway

Last word – A nice choice for a Rogue trip

By Dan Scanlan - MyCarData.com

Gol + Rodas 18"

2011-04-15T18:38:00.000-07:00

Gol + Rodas 18"

Em Breve aqui no World Version Custom...........

2011-04-15T16:17:00.000-07:00

Agora o World Version Custom conta um canal no YouTube em breve Videos Exclusivos...

Aguardem....

Confiram o Canal no YouTube:

Canal do World Version Custom

Azera + Rodas 20"

2011-04-15T15:45:00.000-07:00

Azera + Rodas 20"

Ranger Rebaixada + Rodas aro 22"

2011-04-15T06:21:00.000-07:00

Ranger Rebaixada + Rodas aro 22"

Audi A5 + Rodas 20"

2011-04-15T05:56:00.000-07:00

Audi A5 + Rodas 20"

New Civic Rebaixado + Rodas 19"

2011-04-15T05:33:00.000-07:00

New Civic Rebaixado + Rodas 19"

Mitsubishi Motors to Bring New-Generation EV i-MiEV to Market

2011-04-15T03:44:00.000-07:00

Delivery to corporate, governmental and local authority users starts late July; Sales to individuals to start April

Mitsubishi Motors Corporation today, on World Environment Day, unveiled the production version of the i-MiEV1 2 new-generation electric vehicle (EV), describing it as "the pioneer that will open the door to the next 100 years of our automobile society." The i-MiEV will go on sale on the Japanese market in late July of this year.

The i-MiEV represents the crystallization of some 40 years of electric vehicle development at Mitsubishi Motors. The company is presenting the production i-MiEV as the ultimate eco-car, a solution to the various challenges the automobile faces today including environmental pollution, global warming and the depletion of petroleum-based energy supplies. The company will continue its extensive collaboration with both private and public sectors in Japan and overseas in developing infrastructure to promote ownership of EVs.

Mitsubishi Motors expects to distribute, on a maintenance lease3 basis, some 1,400 i-MiEV models in fiscal 2009 principally to corporations and to local authorities. The company plans to start sales of i-MiEV to individuals in April 2010 and will start taking orders on the Mitsubishi Motors web site in late July of this year.

1: MiEV: Mitsubishi innovative Electric Vehicle

2: i-MiEV : For the full production model a hyphen has been added to the name by which the advance experiment and proving models have been known.

3: Maintenance lease: A lease in which the monthly payments include some of the taxes, insurance and maintenance costs.

The i-MiEV
i-MiEV : Overview
The i-MiEV makes maximum use of the long wheelbase that stems from its base model the "i" minicar's rear-midship layout to install a large capacity lithium-ion drive battery under the floor and the power unit under the luggage compartment. This provides a cruising range that is ample for everyday use without compromising the generous seating or luggage space of the "i."

The introduction of the MiEV OS (MiEV Operating System)4 - an advanced integrated vehicle management system into which the company has poured its wealth of know-how garnered from many years of EV research and development - has provided the kind of high performance and reliability that befits a new-generation EV.

4 Generic name for the integrated vehicle management system developed by Mitsubishi Motors for new-generation EVs.
Principal product features

1. Zero drive-time CO2 emissions
The i-MiEV is a zero-emissions vehicle (ZEV) which produces no CO2 emissions while being driven. Even when the CO2 gas emitted at power generating stations is taken into consideration, the i-MiEV generates approximately one-third of the CO2 produced by the gasoline "i" minicar (Calculated in-house based on the average of electric energy frameworks in Japan).

2. Driven 100% by electrical power
The i-MiEV is very economical because it only uses electrical energy as its power source. Also, depending on electric power company rate fees, the running cost can be reduced further by charging the battery when off-peak (late night) rates apply5.

5An application must be submitted to the electric power company to qualify for domestic late night rates.

3. Quiet, agile, comfortable performance
The i-MiEV delivers the quiet and comfortable motoring experience only possible from an internal combustion engine-less EV. Maximizing the excellent response and high low-end torque inherent to its electric motor i-MiEV enables a level of responsive and powerful performance that surpasses that of the gasoline-powered turbo engine "i" minicar.

4. Ample range for everyday minicar use
The i-MiEV has a single-charge range of 160 km6 in the Japanese 10-15 mode urban driving pattern. This gives it a range that is ample7 for everyday minicar use.

6 Actual range will vary depending on weather conditions, road congestion and on how the driver operates his vehicle (use of accelerator, climate control system, etc.)
7 A nationwide survey in Japan indicates that on average 90% of car drivers cover less than 40 km/day on weekdays and that 80% cover less than 60 km/day at weekends and holidays (in-house research).

5. 3 ways to charge the battery
The i-MiEV uses a 3-way charging system that allows the drive battery to be charged at home or when out and about. For normal charging i-MiEV is connected to either a standard 100-volt or 200-volt domestic outlet using the charging cables supplied with the vehicle. The i-MiEV's battery can also be "quick charged" at quick-charge stations which are currently being established throughout Japan.

Charging time guide 8
Method Power source Time
Normal** 200V AC (15Amp) Approx. 7 hours (full charge)
100V AC (15Amp) Approx. 14 hours (full charge)
Quick 200V 3-phase (50 kW) (Using quick-charger gun) Approx. 30 mins. (80% charge)

8 Actual charging times may vary depending on such factors as air temperature and power source status.
** The normal charging gun and normal charging connector were jointly developed by Toyota Motor Corporation and Yazaki Corporation.

Advanced technology

1. Main powertrain components
(1) Drive battery
The i-MiEV is powered by a very high energy-density lithium-ion battery manufactured by Lithium Energy Japan9. The large-capacity drive battery is comprised of 88 lithium-ion cells connected in series and is installed under the floor in the center of the vehicle. This configuration contributes to outstanding handling and stability due to the car's low center of gravity.
9 Joint venture established on December 12, 2007 between Mitsubishi Motors, GS Yuasa Corporation and Mitsubishi Corporation to develop, manufacture and sell large-capacity and high energy-density lithium-ion cells for EV use.

(2)Motor (power unit)
The i-MiEV uses a high-efficiency compact and lightweight permanent magnet synchronous electric motor specially developed for the vehicle. It generates maximum torque from low engine speeds to deliver powerful response and a comfortable ride experience. When the vehicle slows down the regenerative brake system causes the motor to operate as a generator. The electrical energy recovered is stored in the drive battery.

(3)Transmission
The i-MiEV uses a lightweight and compact single-speed reduction gear transmission, exploiting the high low-end torque inherent to the electric motor and eliminating the need for complex gear shifting mechanisms as found in internal combustion engine powered vehicles.

(4)On-board charger
The i-MiEV comes with a compact, lightweight on-board charger that allows the drive battery to be charged using a domestic 100V/200V AC line.

(5)DC/DC converter
The DC/DC converter is used to charge the 12-volt auxiliary battery and power electrical equipment. It is integrated with the on-board charger in a single unit to reduce size and weight.

(6) Inverter
The i-MiEV 's motor is driven by an alternating current. The inverter converts high-voltage direct current from the drive battery to alternating current and supplies motor with the power required to drive the vehicle.

2. Combination meter display
The combination meter instrument cluster is comprised of a power meter that presents a visual display of power consumption and energy recovery status, a drive battery residual charge indicator that indicates how much remaining power there is left in the drive battery, and an available range indicator that displays an estimate of how far the vehicle can be driven on the basis of average power consumption over the last few kilometers.

3. Shift selector
The shift selector provides the three positions described below that allow the driver to choose between maximum fun, maximum economy or maximum regenerative brake bias.
D-position: Generates gutsy torque in direct response to accelerator input and allows the driver to enjoy i-MiEV 's performance potential to the maximum. Eco-position: Reduces power output and consumption to deliver maximum economy. B-position: Increases the regenerative brake bias. Power output is the same as for D.

4. Climate control
The i-MiEV 's climate control system features air conditioning with an electrically powered compressor and a heating system which circulates warm water heated by an electric heater. The control dial provides six-step manual adjustment of both cooling and heating temperatures. The system reduces power consumption by minimizing occasions when both cooling unit and the heater operate together.

5.Safety features
(1)Drive battery protected by sturdy frame
The high-voltage system, battery pack included, is located inside the body frame and is further protected by a well-crib frame against damage from any direction of impact.
(2) Integrated vehicle management system: MiEV OS
The MiEV OS (MiEV Operating System) gathers data and information from all the major EV components to provide integrated management of the i-MiEV 's performance. The advanced management system constantly monitors battery status and the energy recovered from the regenerative brakes while regulating output to ensure smooth and powerful acceleration from a full stop. As a result the system optimizes and minimizes energy consumption while delivering road performance that is comfortable, safe and reassuring.

Other equipment and trim

1.Body colors
The range of 8 body finishes includes monotones and two types of 2-tone color schemes.
(1)Monotones
Three monotone colors are offered: White Solid, Cool Silver Metallic and Raspberry Red Pearl (factory option).
(2) 2-tone schemes (factory option):
Type A: The two 2-tone color schemes that have been used to date to highlight the i-MiEV 's originality are available: Red Solid / White Solid and Cool Silver Metallic / White Solid. Type B: In addition two new 2-tone color schemes are available.
"Clean image:" White Pearl / Ocean Blue Metallic and White Pearl / Mint Green.
"Premium image:" Cool Silver Metallic / Black Mica.

2. LED headlamps and rear combination lamps
The i-MiEV is the first minicar10 and the first Mitsubishi Motors model to use LED headlamps, which throw a longer and wider low-beam pattern while also cutting power consumption. The rear combination lamps also use fast-illuminating LED emitters for the tail and stop lamps, making these lamps more instantly visible to following vehicles.
10 As of end May 2009, according to Mitsubishi Motors research.

3. PBS-bamboo fiber Green Plastic tailgate trim
The i-MiEV uses PBS (polybutylene succinate)-bamboo fiber Green Plastic for the tailgate interior trim. The use of PBS-bamboo fiber cuts life-cycle emissions (from extraction of raw materials to final disposal of product) of CO2 by some 10 percent compared with polypropylene.

4. Mitsubishi Multi-Entertainment System (MMES)
The i-MiEV is available with the Mitsubishi Multi-Entertainment System (with a 7-inch display and SSD navigation) that is built around solid state drive (SSD) technology to offer outstanding power saving and shock resistant properties. MMES is a factory-fitted option. The navigation database can be updated using SD flash cards and the company plans to use this feature to display the location of battery charging stations as they become available.

i-MiEV specifications
Drive System 2WD (rear-wheel drive)
Vehicle Weight/Dimensions L x W x H 3395mm x 1475mm x 1600mm
Wheel base 2550mm
Vehicle weight (kg) 1100kg
Occupants 4
Performance Power Consumption (10-15 mode driving pattern) 125Wh/km
Cruising range/charge (10-15 mode driving pattern) 160km
Drive Battery Type Lithium-ion
Rated voltage 330V
Rated capacity 16 kWh
Motor Type Permanent magnet synchronous
Model Y4F1
Max. output 47kW (64PS) / 3000 ~ 6000 rpm
Max. torque 180 Nm (18.4 kgf-m) / 0 ~ 2000 rpm
Sales information (for Japanese domestic market)
Sales target: 1,400 units (fiscal 2009)
MSRP: JPY 4,599,000 (consumption tax inclusive)11
JPY 4,380,000 (ex-tax) 12
(Price does not include recycling fee, insurance, taxes other than consumption tax or registration costs.)

Sales contract type: Maintenance lease
11 i-MiEV qualifies for "Subsidies for measures designed to promote introduction of clean energy vehicles," currently implemented by the Ministry of Economy, Trade and Industry. For fiscal 2009, intending owners are eligible to receive a maximum subsidy of JPY 1,390,000 on approval of an application submitted to the Next Generation Vehicle Promotion Center (The intending owner must apply for the subsidy and receive notification of its approval before the vehicle is registered).

12 Under current Japanese tax incentives to promote the ownership of eco-cars, the i-MiEV is exempt from the excise and weight taxes normally collectable on purchase of a new vehicle.

Source - Mitsubishi Motors
MyCarData

Mitsubishi Evolution MR

2011-04-15T03:40:00.000-07:00

Things have been rather quiet at Mitsubishi in these times of economic turmoil. The folks at the diamond-star brand seem to be battening down the hatches and weathering the storm by keeping a relatively low profile. Apart from some mention of possible upcoming electric cars, Mitsubishi hasn’t been in the news much at all this year, in fact.

Nevertheless, the cars are still on the streets, and they’re worth meeting. I coaxed an Evolution MR out of hiding for a quick road test. And with the Evolution MR, pretty much everything is “quick.”

Things haven’t changed much since 2008, when the Lancer lineup was last redesigned. The tenth-generation Lancer’s Evolution’s face is striking, with a forward-thrust snout and a grille that drops deep into the bumper, flanked by angry headlamps. If the layout reminds you of a fighter jet, that’s a good thing; it’s what Mitsubishi intended. The fenders are widened to cover larger eighteen-inch wheels, and the Evolution’s signature tall spoiler and comb-like rooftop aerodynamic management fins are in place. The scoops and vents in the aluminum hood are functional; they feed air to the turbocharger and extract hot air from the engine compartment, respectively. High-intensity discharge headlamps are standard.

The interior as businesslike, if your business is driving. Heavily bolstered seats speak of the Evolution’s rally-racing heritage. The instrument panel has a more integrated look than years past, which mashed racing elements with standard trim elements in a way that seemed haphazard. The Evolution MR includes Bluetooth connectivity and a remoted keyless entry. Opt for the “Sight, Sound and Spoiler” Package, and a 710-watt Rockford Fosgate sound system, Sirius Satellite radio, navigation system and Mitsubishi’s FAST Key, a passive-unlocking system that enables the car to be opened and started as long as the remote is in the driver’s pocket.

A 2.0 liter engine that’s been turbocharged to within an inch of its life resides under the hood. The Lancer Evolution’s DOHC four-cylinder produces 291 horsepower and is equipped with Mitsubishi’s MIVEC variable valve timing. Torque peaks at an impressive 300. Power comes on almost instantaneously, and the Evolution MR is nothing if not quick to respond to the throttle. New for 2009 is the Twin-Clutch Sportronic Shift (SST) transmission, which is standard on the Evolution MR. Like Volkswagen’s DSG, the Twin-Clutch SST is more of a clutchless manual than a selectable automatic, and it bangs off wish-quick shifts with a competition-oriented feel. The transmission puts the power to all four wheels in driver-selectable Normal, Sport and S-Sport modes. S-sport is the track mode, which downshifts automatically when braking hard for a corner, and selects the proper exiting gear based on speed.

The Evolution MR’s all-wheel drive also has a very Japanese-sounding name: Super All-Wheel Control. The system sports an active center differential and active yaw control. As with any self-respecting race car, the car’s component list is full of familiar names.

The suspension is somewhat exotic as well. Inverted struts are used up front, and the Evolution sports Eibach springs and Bilstein shock absorbers at all four corners. BBS provides the wheels; Yokohama the 245/40-series tires. The standard anti-lock brakes are track-engineered as well, with lightweight two-piece rotors and four-piston calipers in the front.

The Evolution MR is frenetic and fast with the S-Sport setting engaged, and its razor-sharp reflexes and rock-hard suspension are right at home on the track. So why don’t I love it more? I honestly haven’t been able to work that out, so it must be a personal thing. The Evolution MR offers world-class automotive entertainment as well as all-wheel drive stability, though the price and its hard-edged performance render it a plaything for all but the hard-core lunatic fringe who want to commute in a thinly-disguised race car. The bottom line reflects this: Evolution MR pricing starts at a hard-core $38,990.

By Chris Jackson
MyCarData

Mitsubishi Lancer Sportback – a great comeback

2011-04-15T03:39:00.000-07:00

If you’ve crossed Mitsubishi off your shopping list when looking for a compact sedan or hatchback, you may be making a mistake.

We understand how easy it has become to overlook this Japanese automaker that has fallen on hard times in the United States. With every passing month it seems that Mitsubishi's market share shrinks. You say, thanks but no thanks, you will stick with successful entities such as Toyota, Honda and Nissan.

But low sales numbers in North America do not necessarily equate low value or poor product; for example let’s take a look at the 2010 Lancer Sportback.

The Sportback is a new addition to the compact Lancer lineup for 2010. It looks good. Its styling out shined the all-new Honda Accord Crosstour in our driveway during our test week.

The two vehicles are not competitors, the Lancer Sportback being a compact sloping roof hatchback, the nearly full-sized Crosstour a new-kind of crossover with a fastback design. We are just saying, Honda’s styling department could take a few pointers from Mitsubishi.

The sloping roof — a design trend that has caught on in recent years with wagon-like vehicles — cuts into cargo space, but it makes a positive visual statement. And when compared to the Lancer sedan, the Sportback offers considerably more cargo area, particularly with the second-row seats folded.

Mitsubishi dropped the previous-generation Sportback edition following the 2004 model year. While direct competitors Mazda with the Mazda3 and Subaru with the Impreza have had hatchback variants, the Lancer has soldiered on but only with a sedan configuration for the last five years. The return of the Sportback is a welcome one.

The new Sportback delivers 53 cubic feet of cargo area, a starting price under 20 grand, and offers two engine configurations. It’s a great way to make a comeback.

We drove the standard-engine model, a GTS with a 2.4-liter 4-cylinder engine generating 168 horsepower and 167 pound-feet of torque. Our test car was equipped with a five-speed manual transmission, which we found easy to shift with good clutch feel. It can also be purchased with a continuously variable transmission (CVT).

The GTS manual starts at $19,910 including destination charge. The CVT-equipped edition begins at $20,190.

For the fast and furious among us, a Ralliart version — same setup as in the sedan — brings a 237 horsepower 2.0-liter turbocharged four paired to a dual-clutch manual transmission with paddle shifters and all-wheel drive. Be prepared to lay out $28,310 for these go-fast goodies.

We’ve driven the Ralliart version in sedan form, and we found it a blast to drive. But for our money the GTS Sportback version makes a solid statement for the single-car family, or as a second car for the two-car garage.

Be assured the four-cylinder is energetic. This is no dog. It’s capable of pulling from a standing start to 60 mph in 7.7 seconds with the manual. The CVT is probably about a second slower, but still well within the modern parameters of adequate.

In fact, we found the GTS manual a blast to drive. Keep it in the optimum gear and the Sportback will reward you with plenty of go for the dough in all situations.

The standard sport-tuned suspension provided sharp handling and proved to be an entertaining companion on some weekend road carving. Yet we found the ride acceptable, not too harsh, and suitable for family hauling. We found the body structure to be solid based on a couple of our railroad-track torture tests.

Road and wind noise is well controlled giving the Sportback a relaxing environment for long-distance travel.

There is a downside — the 2.4-liter engine is rated at just 20 mpg city and 27 mpg highway. We figure with a curb weight of just over 3,000 pounds, the Lancer should do better.

While we can’t speak to the optional navigation ($1,999) layout, the gauges and climate and audio controls in the standard edition were easy to read and easy to use. It’s a fairly simple, standard layout that works well.

The climate controls are self explanatory with three large round knobs for temperature, fan speed and air direction. Likewise, the radio has standard presets and an adequate readout panel for satellite radio information. A clock is embedded in the radio readouts and an outside temperature gauge is provided inside the speedometer oval.

There are several dashboard cubbies good for storing a cell phone or other small things. A small bin is also provided between the seats.

While Mitsubishi still tends to use a lot of hard plastics in the interior, we had few complaints because they at least looked good; and fit and finish in our test car was excellent.
We found the driving position suited us, but one front-seat passenger complained that she could not get her manually controlled seat at the right height. We wonder if she would have had the same problem behind the wheel. She didn’t want to try.

Rear seat legroom is adequate, and we discovered that it’s possible to slide your feet far under the front seat, making the accommodations more comfortable. The rear center seat position, as in most compacts, is for emergency, short-distance use only.

Safety is adequately addressed by Mitsubishi with front and front side airbags, knee bags, full-length head-curtain airbags, antilock disc brakes, and stability control. One test showed that the Lancer will stop in a short 115 feet from 60 mph. That’s excellent for a car in this price range.

The standard equipment list is impressive and includes 18-inch wheels, sport-tuned suspension, keyless entry, cruise control, power windows and locks, a six-speaker audio system with CD/MP3 and steering wheel controls, and Bluetooth.

Although our test car did not come with navigation, it included the other two pricey options. The Sun and Sound package includes a 710-watt Rockford-Fosgate with nine speakers including a subwoofer. We recommend it. The package, which also includes a power sunroof and keyless ignition, is $1,900.

Our test vehicle also came with touring package, which includes HID headlamps, and heated leather seats at a cost of $1,500. Total cost for our test car, including destination charges came to $23,310.

We like the styling, utility and the upscale feel of the Sportback and we think it shows well against the competition. It is certainly worth your time to find that Mitsubishi store and test the Lancer Sportback.

By Jim Meachen and Ted Biederman
MyCarData

Mitsubishi Lancer Sportback - Its better with 5 doors

2011-04-15T03:36:00.000-07:00

Mitsubishi’s reputation for building fun vehicles was mostly made on the suspension of several generations of Eclipse and Lancer models, but probably not by supplying engines to Chrysler throughout the 1980s. On roads full of look-alike compacts, the Lancer Sportback is a fresh shape, riding on a well-engineered vehicle architecture. New for 2010, the 5-door version of the Japanese automaker’s favorite compact offers performance, versatility, and safety under one suave shell.

As with four-door sedan versions, the Sportback snorts miles of roadway through a large grille that is supposed to remind people of a jet fighter turbine inlet. Somewhat boxy proportions on the sedan give way to a sloping roofline that ends in a sleek rear hatch with roof spoiler. Not only does the car look sportier than its more conservative sibling, but it also allows owners to whip open the hatch, flip down the 60/40 split rear seats, and heave in surfboards, bicycles, camping gear, or almost any reasonable purchase at the home store.

Much of the Sportback’s interior is similar to the sedan’s. A near-perfect three-spoke leather-wrapped steering wheel, large analog gauges, chrome surrounds for the shifter, and available Recaro bucket seats put the sport in sedan. Despite the simple appearance, technology is stuffed everywhere. Buyers can choose Mitsubishi’s FAST Key hands-free entry system, Bluetooth with voice recognition for cell phone integration, 710-watt Rockford-Fosgate audio system, Sirius Satellite Radio, and 40-GB navigation system with music server. IPODs can be connected through an input jack. Dual front, seat-mounted front side, side curtain, and driver’s knee airbags enhance safety. Then, of course, there are those fold-flat rear seats and cavernous cargo compartment that the sedan can’t pray to match.

To be fair, there’s a reason why Chrysler sourced engines from Mitsubishi – they’re pretty good. Lancer Sportback GTS comes standard with a 2.4-litre four-cylinder that generates 168 horsepower and 167 lb.-ft. of torque – connected to either a five-speed manual or CVT automatic transmission. Checking the lots for a Ralliart edition is rewarded with a turbocharged and intercooled 2.0-litre DOHC four-cylinder engine, derived from the king-high-pow Lancer Evo. The turbo engine is rated 237 horsepower at 6,000 rpm and 253 lb.-ft. of torque at 3,000 rpm. Ralliarts come standard with the twin clutch automated manual transmission from the Lancer Evolution MR and all-wheel-drive.

Ralliart’s transmission and AWD give drivers a lot of control. The transmission features Normal and Sport modes to bias the powertrain towards economy or performance. Since you never know when you’ll get in a snowstorm or haul cookies down a gravel road, AWD can be adjusted for tarmac, gravel, and snow. Very sophisticated, the system routes power through a computer-controlled center differential and can shift power side to side. In short, power goes from wheels that slip to ones with grip, optimized for virtually any surface.

There’s even more to the Lancer Ralliart’s performance portfolio. A sport-tuned suspension, 18” alloy wheels with Yokohama summer tires, and low center of gravity give the car every chance to claw around corners. Standard electronic “active stability control” (ASC), traction control, and four-wheel anti-lock disc brakes stand by to lend a hand if adhesion proves elusive. Mitsubishi regularly challenges Subaru on the world’s rally circuits, recently kicking dirt in Dakar. This is a company that knows something about soft-road and poor-weather handling!
You know what the Sportback reminds me of the most? My boss’ Saab 900. It is a slightly quirky car with great handling and unquestioned utility.

It will also likely last forever. Of all the Mitsubishis available today, the Lancer Sportback is the one I’d most want in my own garage, and with prices starting at $19,190 or $27,590 with turbo and Sportronic, it wouldn’t be hard. For further justification to purchase one, Lancers are backed by a 10-year/100,000-mile powertrain warranty. Competitors include the Subaru WRX, Volkswagen Golf, Dodge Caliber, and Toyota Matrix.

By Casey Williams
MyCarData

Mitsubishi Lancer Sportback Ralliart

2011-04-15T03:35:00.000-07:00

I recently had a new 2010 Mitsubishi Lancer for a test drive. But this was no ordinary Lancer. This was a Sportback Ralliart model, complete with enough racing features to provide an exhilarating drive. There were a few downsides, however.

Mitsubishi has their Lancer EVO, which is fairly popular and performs well. This new Sportback model of the Lancer provides more versatility by combining a sporty car with the convenience of a five door wagon-like vehicle. There is even a rear cargo floor that can be dropped about three inches to provide additional cargo space if needed.

The Sportback is provided in two trim models – the GTS and the Ralliart. My test model was the Ralliart, which offers a lot more power, and All-Wheel-Drive. The GTS has Mitsubishi’s 2.4 liter engine that is quite efficient and provides 168 horsepower. The Ralliart has a 2.0 liter, inline four cylinder, turbocharged engine that spits out 237 horsepower. There is only one transmission in the Ralliart and that is a six speed automatic Twin Clutch Sportronic Shift. That is the same automatic transmission in the Lancer Evolution. The automatic feature is operated normally, but can be handled manually by the magnesium paddle shifters behind the steering wheel. I tried the paddle shifters quite often during my test drive and they work extremely well. I’m just not inclined to use paddle shifters very often in any car and generally leave that driving mode to those who like to dream about being racecar drivers.

The exterior of the Lancer Ralliart is striking. It offers a swept back appearance that sometimes appears as a standard Mitsubishi look and other times as something new.

My test model was called Wicked White. The interior was black. The interior is generally comfortable, except for the seating. There are a few silver accents and the fit and finish is well done. Most of the interior, however, is plastic, and mostly plain black. There are a lot of features that help make the driving experience pleasant.

My test model was equipped with optional Recaro seats. These have extra side bolstering that help hold you in the seat on sharp corners or fast turns. I like the Recaro seats. The spec sheet said that the driver’s seat was adjustable, but that only meant it moved back and forward. There was absolutely no way to raise the height of the seat. Although I may aspire to be a six-foot person, I have not arrived at that lofty height yet, so I must rely on the seat to raise me to where I can see over the dashboard. It was definitely a challenge. The steering wheel does not telescope, so I had to pull the seat as far forward as possible just to reach the pedals and steering. Once that was all done and the seatback positioned, it was a fairly decent ride. I wish there had been a center armrest to help out on a lengthy highway stretch.

If you are looking for a vehicle that will provide a very sporty ride with all the convenience of a hatchback, then the Lancer Sportback Ralliart might be just right for you. I really liked the advanced All-Wheel-Drive, especially during the inclement weather. Starting price of the GTS is just $19,190,but the Ralliart version begins at $27,590. My test model had a bottom sticker price of $31,060, but it had a lot of added convenience features including a terrific Rockford Fosgate sound system. EPA mileage figures are 17-mpg city and 25-mpg highway.

If a sports car feel with the convenience of a small hatchback appeals to you, check out the 2010 Lancer Ralliart, complete with all the driving excitement and turbocharged sporty fun at a Mitsubishi dealership yourself.

By ALAN GELL
MyCarData

Mitsubishi Outlander GT

2011-04-15T03:33:00.000-07:00

My, Mitsu, what a big mouth you have.

All four different trim levels of the compact Outlander sports utility vehicle share what the company calls “fresh and aggressive styling,” basically a squared-off version of a classic Korean War-era F-86 Sabre Jet nose intake. The rest – not so fresh. But what’s inside reminds some of another Mitsubishi we love.

Can some EVO be instilled in an Outlander? Let’s see.

*Outlander outside – One friend says the grill looks “very Audi-ish.” Chrome-trimmed, the big squared-off intake and the angry eyed headlights that flank it also look like a Battlestar Galactica Cylon robot face, with a blacked-out bumper bar. Chrome and black-trimmed foglights are in the outer bumper edges, while a faux under-nose brush guard rounds out the rest. The hood gets a bolder power dome that flows off the nose shape. The GT adds a more distinctive chrome-accented black door sill between flat-edged flares that frame 7-spoke wheels with Goodyear Eagle rubber. Mitsubishi claims the fenders, rear quarter panel fascia, door mirrors, headlamps, side sill extensions and front mesh grille are new designs. If so, it’s a slight redesign. The rest – the rising beltline, reverse-angle D pillar, wrap-around tinted rear window over chrome-accented LED taillights over a black underbumper design with twin chrome pipes – looks like the last-generation Outlander.

Whatever, it looks sporty enough coming down the road, with a fairly wide stance that only looks more SUV-ish as it passes. Smart move to match the EVO/Lancer look up front.

*Outlander outfitting – My first test of the current-generation Lancer impressed me inside, mainly because of the level of 21st Century compatibility – what a Blackberry-toting, iPod-packing person would want in mobile infotainment. The 2010 Outlander GT does the same, with a touch of upscale.

The GT gets heated black leather seats up front with 8-way power adjustments for the driver, although it’s a bit flat and wide. I like the synthetic black leather on the dashboard and upper front and rear door trims, with contrasting white stitching. The inset gauges are clear, classic white on black with orange needles framing a color LCD trip computer/S-AWC all-wheel-drive indicator display. The leather-wrapped tilt steering wheel gets stereo, cruise and Bluetooth cellphone buttons. Buff alloy plastic frames a wide central touch screen that accesses a powerful 710-watt, 9-speaker rockford-fosgate AM-FM-Sirius Satellite sound system with USB and MP3 audio inputs and a 40-GB hard drive that serves the navigation system and Real-Time Traffic, plus records tons of music.Bluetooth audio can be streamed from your cellphone too. It’s a clean design, the screen folding down to access a CD player, and its all voice activated. Below that, a simple three-dial climate control system with a deep hard plastic storage area and 12-volt power outlet, plus cup holder. Two more cup holders are aft of the gearshift and S-AWC knob (more later.) Our GT had appropriate aluminum brake and gas pedal too.

Based on a compact Lancer, the rear seat is OK in leg room, but only if slid back the available three inches. There is decent head room for two adults, who sit high in raised seats. Those seats do a 60/40 split and fold and tumble forward with one touch to access 36.2 cu. ft. of space. Surprising for a compact SUV, there’s a third row of twin pop-up/pull-up seats - lightweight stretched fabric over frames with tall skinny fold-up head restraints that block rearward vision. Crawl back there, and it’s very tight knees-up room for two adults sitting almost on the floor – not recommended for even kids and uncomfortable to boot. Plus one of you lives with a thumping 10-inch sub-woofer that can shake the mirrors at full throttle. Third row up, there’s still a 14.9-cu.-ft. storage well behind. But wait, there’s more – the Outlander gets a unique two-piece rear hatch with a bottom tailgate that opens flush with the floor for easier loading, and can also handle up to 440 pounds of tailgating sitters.

*Outlander octane – New Outlanders get two engine choices depending on trim level - ES and SE have a 2.4-liter, 168-hp four, while the XLS and our GT have a 230-hp V-6, 10 hp more than the last version. With a 6-speed Sportronic automatic with magnesium paddle shifters and on-road-biased Super-All Wheel Control (S-AWC), we launched to 60-mph in a quick 7.4 seconds, the front wheels briefly chirping before all four grabbed. The exhaust note is a bit agricultural, but there’s a nice boost in power mid-range. Good news - Idle-Neutral Logic automatically selects neutral at stop lights to conserve fuel, and we never noticed it working. Bad news – it didn’t seem to help, averaging 18-mpg in mixed use driving. And we had some wind and tire noise at speed.

With a rigid unibody structure, lightweight aluminum roof and front suspension strut tower bars for more rigidity, plus a rear multilink suspension and decent Goodyear Eagles tires, there’s some good stuff here. One screen on the gauge package’s trip computer shows which wheels get the torque in turns, the S-AWC’s electronically controlled center differential shifting power from front to rear, and left to right to the front wheels with an active differential. The S-AWC console knob’s “Tarmac” setting handles regular dry or wet pavement, with a “Snow” setting that gentles the front and center differential’s transmittal of power. You can also lock the diffs for off road action.

The ride is on the firm side, but comfortable for around-town use and nowhere near an EVO. Toss it into a turn and it works pretty well despite body roll, where there’s some understeer before the all-wheel-drive redirects. Push harder and there’s more understeer, period – not so EVO. Turn off stability control and you can feel the rears and the outside front helping, but it is not a lot of fun. We took it onto some grass and dirt trails with a few inclines, and the Outlander remained sure-footed. In fact, this is a passably sporty crossover in regular or slightly spirited driving. The steering has a precise feel. And the disc brakes have a good pedal feel with reassuring action and no fade. That said, a RAV4 with V-6 or the new VW Tiguan feel more nimble, with better ride and handling at the limit, as does the Subaru Forester with turbocharged 224-hp four. For safety, the Outlander has dual-stage front air bags, front seat-mounted side-impact air bags and side curtain air bags.

*Mitsu money – The GT’s base is $29,250, with all above standard except the $3,000 leather and navigation package with reverse camera. A Forester 2.5XT costs about the same as the Outlander GT, a RAV4 or Tiguan a bit less.

*Bottom line – The styling update results in the most distinctive crossover nose outside of an Audi; the rest looks OK, but like last year’s. Inside, definitely an improvement in looks and tech content, with a kicking audio system and decent fit and finish. As for sportiness, there’s sharp steering, a nice suspension and a quick if growly engine, but other crossovers out there feel better for the same or less cash. Now, if Mitsubishi would install a version of the 291-hp turbo four from the EVO for a real GT SUV with less nose weight, the ultimate Outlander GT might be sportier, more fun and more fuel-efficient.

--------------------------------------------------------------------------------------------------

2010 Mitsubishi Outlander GT

Standard Active Stability Control, Traction Control, Anti-Lock Brakes with Electronic Brake Distribution (EBD), air conditioning, cabin air filter, cruise control, power windows/locks/mirrors, engine immobilizer and anti-theft alarm, keyless entry and ignition, 710-watt, 9-speaker rockford-fosgate sound system with 10-inch, digital signal processor, 3-band equalization and speed compensated volume, FUSE Hands-free Link System with Bluetooth hands-free calling and streaming music, USB connection for iPod® and MP3 player interfacing, voice-activated music or phone commands, leather seating, power drivers seat, heated front seats, xenon HID headlights, rain-sensing windshield wipers, and 40-gigabyte HDD navigation system with music server, Real-Time Traffic and rear view camera. A 10-year/100,000 mile powertrain limited warranty and 5-year/60,000 mile new vehicle limited warranty.

Statistics:

Vehicle type - 7-passenger compact sports utility vehicle

Base price - $29,250($32,990 as tested)

Engine type - SOHC 24-valve V-6

Displacement - 3-liter

Horsepower (net) - 230 @ 6,250 rpm

Torque (lb-ft) - 215 @ 3,750 rpm

Transmission - 6-speed Sportronic w/paddle shifters

Wheelbase - 105.1 inches

Overall length - 183.7 inches

Overall width - 70.9 inches

Height - 66.1 inches

Front headroom - 40.3 inches w/sunroof

Front legroom - 41.6 inches

Center headroom - 37.5 inches

Center legroom - 36.8 inches

Rear headroom - 35.4 inches

Rear legroom - 27.7 inches

Cargo capacity - 14.9 cu.ft./36.2 with rear seats flat/72.6 w/2nd and 3rd row folded

Towing capacity - up to 3,500 lbs.

Curb weight - 3,780 lbs.

Fuel capacity - 15.8 gallons

Mileage rating - 18-mpg city/24-mpg highway

Last word - Jet fighter nose update gives it panache, and can be sporty and sure-footed

By Dan Scanlan
MyCarData

Mitsubishi Lancer Ralliart - fun, roomy and practical with a dash of spice

2011-04-15T03:31:00.000-07:00

There comes a times when you want more, but not too much… when you want power, handling, sportiness, and yes, some practicality, but not at the expense of comfort, usability and price.

In other words, you want a lot of import go for the dough, but not the wings, wide wheels and things of streetwise rally cars like a 305-hp Subaru WRX STI or 291-hp Mitusbishi Evolution GSR.

There are options, like the 267-hp MAZDASPEED3 or the 265-hp Subaru WRX. Then there’s our 237-hp Lancer Ralliart, a compact sedan with similar serious levels of performance.
For those not in the know, Ralliart is the company Mitsubishi set up in 1984 to handle its growing motorsports activities, mostly rallying. So the compact Lancer, which starts out as a 152-hp compact family car, earns some power and go-faster/better bits thanks to the company’s rallying heritage. Let’s hit the tarmac stage in our Rally Red sedan.
* Ralliart on the runway – Mitsubishi dramatically redid its Lancer a few years ago, getting rid of its mousey look and replacing it with a big jet fighter intake main grill and slit angled-up headlights. The Ralliart version gets chrome trim around the angled snout, reminiscent of a classic F-86 Sabre jet of he 1950s, with a hooded brow over the chromed headlights. You can just see the turbocharger intercooler behind the honeycomb black lower mesh grill, flanked by fog lights over a gentle air dam – on the EVO, its black grill trim and a deeper dam. The long aluminum sloping hood gets a central NACA vent to feed air into the turbo, plus twin vents to suck out engine heat on the run. Gentle flared fenders frame flat-bladed 10-spoke alloy wheels wearing low-profile P215/45R18-inch Yokohama ADVAN rubber with big brakes revealed beneath the spokes. Along with a lower door sill, there’s a gentle upward-angled accent line off the front wheels to add some visual definition to the flanks, while slit angled clear-lensed taillights and a black lower rear fascia with big twin exhaust tips complete the rear end, which gets a discrete spoiler atop a tall, short trunk lid. It all sits atop a global platform that buttresses the Mitsubishi Outlander SUV.

The kinship to the EVO is there, sans the big rear wing, bulging fenders and front fender vent. As such, no one seemed to notice it. A 5-door hatchback version is also available.

*Lancer livability – The latest Lancer has a long wheelbase for a compact car, meaning lots of room inside. But since its roots are compact car, it’s all hard black plastic in here, with some faux carbon fiber-like silvery trim and alloy (real and plastic) touches. The dual-cowl covers two silver-trimmed, very readable main gauges (170-mph speedometer/9,000-rpm tach) flanking a full color LCD Multi-Information Display with bar graph temperature and gas gauge, transmission and all-wheel-drive status and trip computer. The meaty leather-wrapped steering wheel only tilts, but has integrated stereo, Bluetooth/voice command and cruise control switches. The sweeping dash center hosts a standard-looking AM-FM-Sirius Satellite-CD/MP3 audio system with iPod USB port, playing through a kicking 710-watt Rockford-Fosgate 9-speaker sound system with trunk-mounted sub-woofer. It was clear and powerful, although the USB input is very awkwardly placed in the glove box roof, hard to find unless you have a light. Easier to get to are the RCA audio jacks hidden under a door underneath the audio system’s red LCD display, which washes out in the sun. There’s a simple rotary a/c control system, then two storage nooks behind flip-up doors, one with a 12-volt outlet.

The leather-clad seats are firm and very supportive, with height adjustment for the driver and contrasting white stitching on the decent side bolsters, steering wheel and door armrests. More accents come from the alloy-clad pedals, while the dual-clutch 6-speed automatic transmission’s alloy gearshift with pull-up collar for gear shifts, like a manual gearshifter, was pretty cool, as was its stitched leather boot. Twin cup holders and storage under the low center armrest, where a 12-volt outlet lives, help with liveability, as does a medium-size glove box. But outside the leather, alloy and stitching, the rest of the interior is compact car plastic with very flimsy feeling sun visors. Back seat room is great, especially leg room, with a low fold-down center armrest, while the seat backs flip and fold for access to a big trunk with low lift-over, some space taken in one wheel well with the sub-woofer.
What else to like – how about the FAST Key (keyless entry and ignition) that keeps the key fob in the pocket, plus a power glass moonroof?

* Ralliart revving – Well, the base Lancer’s 152-hp is okay for daily commuting, encased in a nice-looking shell. But when you add a turbocharged, intercooled 2-liter four-cylinder engine with 237-hp and 253 lb.-ft. of torque, this turtle comes out of its shell. Derived from the EVO, the 4B11T engine is paired with a Twin-Clutch Sportronic Shift Transmission that means one clutch is ready when the other starts the shift. The result, with a full-time all-wheel drive system with active center differential, front helical limited-slip differential, rear mechanical limited-slip differential and Tarmac, Gravel or Snow modes, is pure fun. All four tires grabbed as we launched our 1,200-mile-old tester to 60-mph with a subtle turbo whistle in 5.8 seconds, a bit slow off line until boost comes in. The Sportronic was quick and clean with upshifts, plus blipped throttle on downshifts. Set the Sportronic in “Sport,” and it holds the engine in a power band and goes no higher than fourth gear in urban driving unless you paddle up. The engine has a nice snarl too, and passing power is a quick downshift away. Long paddle shifters work almost wherever your hands are. The bad news – even when I drove it moderately or on the highway, average mileage was no better than 18-mpg. Get spirited, and it was as low as 14-mpg on premium. And the cruise control wouldn’t work with the Sportronic in “Sport.”

The rigid, creak-free unibody, plus thicker front stabilizer bar, multi-link rear suspension and gummy Yokohamas meant superb traction on the road, with almost no body lean as it carved around corners and expressway ramps. Push hard, and understeer shows up, as does a helpful stability control. Turn it off, and you can get the rears to work. The ride was very firm and controlled, bumps absorbed with limited, but not harsh rebound. Only some washboard surfaces set up a jitter, so it may be firmer than some may like. I’m not one of them. The steering is sharp and communicative. With 11.6-inch vented discs in front and 11.9-inch solid discs in back, the same as the larger Outlander SUV, the Ralliart stopped very well with almost no nose dive, repeated hard stops revealing a hint of fade, but only after a lot. It’s a visceral driver, with turbo wastegate and engine snarl and decisive shifts, but regular commuting works just fine too. It ducks and dives with precision. For safety, dual front air bags, front seat-mounted side-impact air bags and side curtain air bags, plus a driver's knee air bag.
* Mitsu money – The base price of a Mitsubishi Lancer Ralliart is $27,495, with all listed standard except a $3,100 touring package with leather seats, 710-watt audio system, HID headlights (height adjustable), rain-sensing wipers, heated seats, moonroof and subtler lip spoiler. Add that, and the final price is $31,355. For comparison, a full blown EVO or a Subaru STI are about $35,000, that Mitsu hitting 60-mph in a hair over 5 seconds, the Subie in just a tad under. A MAZDASPEED 3 starts at a bit over $23,000, and is a lot of fun and practical too.

* Bottom line – The Lancer Ralliart is a comfortable, very roomy, quick and very sure-footed family car – if your family loves a somewhat subtle sports sedan that loves the twisty bits. An EVO is even more radical and faster, but has all those wings and things. The Ralliart may offer the best balance of the need for fun, and a good commuter run.
2011 Mitsubishi Lancer Ralliart

Vehicle type - 5-passenger compact all-wheel-drive sports sedan
Base price - $27,495 ($31,355 as tested)
Engine type – Turbocharged, intercooled DOHC, 16-valve in-line four
Displacement – 2 liters
Horsepower (net) - 237 @ 6,000 rpm
Torque (lb-ft) - 253 @ 2,500 – 4,750 rpm
Transmission – six-speed, dual clutch automatic w/paddle shifters
Wheelbase – 103.7 inches
Overall length - 180 inches
Overall width – 69.4 inches
Height – 58.7 inches
Front headroom – 38.5 inches
Front legroom – 42.3 inches
Rear headroom – 36.9 inches
Rear legroom – 36.1 inches
Cargo capacity - 10 cu.ft. w/subwoofer
Curb weight – 3,462 lbs.
Fuel capacity – 14.5 gallons
Mileage rating – 17-mpg city/25-mpg highway
Last word – An ideal combo of fun, room and practicality, with a dash of spice

By Dan Scanlan - MyCarData

Guadalupe Store – SP

2011-04-14T18:28:00.000-07:00

Mercedes Benz C200 com Rodas aro 19"

2011-04-14T18:17:00.000-07:00

Mercedes Benz C200 com Rodas aro 19"

Bora + Rodas 20"

2011-04-14T18:11:00.000-07:00

Bora + Rodas 20"

Infiniti G37 Apavora com Rodas 20"

2011-04-14T06:28:00.000-07:00

Infiniti G37 Apavora com Rodas 20"

Saveiro Rebaixada + Rodas 19"

2011-04-14T06:25:00.000-07:00

Saveiro Rebaixada + Rodas 19"

Jetta + Rodas 20"

2011-04-14T06:22:00.000-07:00

Jetta + Rodas 20"

Infiniti M45 + Rodas 20"

2011-04-14T06:06:00.000-07:00

Infiniti M45 + Rodas 20"

New Citroën DS5

2011-04-14T04:54:00.000-07:00

Prepare for impending teasing over the next few days as Citroën has released the first in a likely series of preview images of the third member in its distinctive line of DS models, the DS5, which will receive its world premiere on 18 April at the Shanghai International Motor Show.

Aside from the image pictured above, the French carmaker is keeping mum on all the details simply stating that the “DS5 is set to bring distinctive new elegance and panache to the executive class”.

It is believed that the new DS5 will be based on the architecture of Citroën’s C5 mid-size model with engine options including the PSA Citroën-Peugeot group’s Hybrid4 diesel-electric hybrid powertrain.

The DS lineup was inaugurated in 2009 with the launch of the DS3 supermini, while Citroën expanded the range with the introduction of the DS4, a high-stance five-door hatchback, at the 2010 Paris Motor Show.

GALLERY

CITROEN DS3 & DS4 GALLERY

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Audi 2012 Q3 SUV

2011-04-14T04:44:00.000-07:00

If you’re done looking over the official gallery of the new Audi Q3 compact SUV, we have some good news as the Ingolstadt-based automaker has released the first video of the smallest Q series model yet. The new promotional clip shows the Q3 testing on an oval circuit while also offering us a quick walkaround of the exterior and interior.
The 2012 Audi Q3 will be one of many new production and concept models to be introduced in a world premiere at next week’s Shanghai International Auto Show in China. It will first go on sale in Germany this June, and shortly after to the rest of Europe. Audi has not yet decided if it will bring the Q3 to North America.
In European guise, Audi’s answer to the BMW X1 will offer buyers a choice of two gasoline and two diesel engines, all of which are four-cylinder units with a 2.0-liter displacement and turbocharging technology.

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Chevrolet 564 Ponies 2011

2011-04-14T04:20:00.000-07:00

It seems that the 426HP Chevrolet Camaro SS wasn't powerful enough for German aftermarketspecialist Geiger Cars that decided to spice up Chevy’s pony car. The result is the Camaro Super Sport HP 564, an upgraded version of the standard car that attracts attention foremost for its flamboyant black and green paint scheme.

The car sports an aero kit comprising of a front spoiler lip, side skirts and a redesigned rear bumper that features a large air diffuser. The huge 22-inch black alloy wheels as well as the black central stripe and the black racing numbers on the doors contrast with the green paint job. On top of the rear fenders, the Geiger Camaro sports a “Supercharged” logo, which hints at how the engineers managed to increase the output of the 6.2-liter V8 engine.

Geiger Cars specialists bolted a supercharger on to the V8 engine while also, optimizing the engine software and adding a Geiger stainless steel sport exhaust system. The result is an output of 564 horsepower, or 138 ponies more than what the standard car has to offer.

Following the upgrade, the V8 powerplant develops 662 Nm (488.2 lb-ft) of torque, an increase of 93Nm and 68.2 lb-ft over the stock engine. This translates into a 0-100 km/h sprint time of 4.2 seconds or 0.7 seconds quicker than the stock car. Maximum speed is also increased to 305 km/h (189.5 mph).

In addition to the engine upgrade, the Geiger Camaro features a KW adjustable sports suspension. Another upgrade regards the high-quality sound system available with the EU navigation software.

The Geiger Cars-prepped Camaro SS HP 564 is priced at €88,000 ($127,400) in Germany.

GALLERY

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Ford Focus RS

2011-04-14T04:05:00.000-07:00

If you didn’t manage to purchase one of limited edition Ford Focus RS500 before production ran out, you may want to take a look at Anderson Germany’s Ford Focus RS “Black Racing Edition”. The tuner-prepped Focus RS features a matte black paint scheme similar to the one featured on the RS500 adding contrasting red elements like the RS badges, the edges of the rims and theFord logo.
Anderson Germany's iteration of the RS uses the same bodykit from the production model spiced up with a different set of alloy wheels, painted black with a red edge. The interior of the car continues the red and black theme but it is more heavily customized than the standard Focus RS.
It sports a pair of black leather bucket seats with matching red stitching, carbon fiber trim on the center console, steering wheel, gearshift and handbrake levers, plus alcantara lining on the door panels and the central tunnel.
The dashboard is also covered in leather with red stitching and, interestingly, the Ford badge has been replaced all over the car with a similar one that reads “Beka”.
The tuner’s most impressive upgrade lies under the hood as the 2.5-liter 5-cylinder unit has been modified to deliver a mouth watering 420 horsepower, 115HP more than the stock Focus RS and 70HP more than the RS500. However, potential buyers should keep in mind that all those ponies are transferred to the front wheels alone….
The German tuning house has not yet released any acceleration figures.

GALLERY

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Chevrolet Camaro 2012

2011-04-14T04:01:00.000-07:00

For the 2012 model year, Chevrolet offers theCamaro with a host of improvements to celebrate the iconic pony car's 45th anniversary. The 3.6-liter V6 engine has been upgraded to develop 323 horsepower at 6,800 rpm, an increase of 11 horsepower over the 2011 engine while fuel consumption remains at 30 mpg (7.84 l/100 km) on the highway.
The revised engine is 20.5 pounds (9.3 kg) lighter and benefits from a thorough rework, including new cylinder head design, larger intake valves, new fuel pump and optimized-flow fuel injectors, among other changes.
2012MY Camaro SS coupes will be available with a new FE4 sport suspension, which improves handling. “We applied lessons learned from extensive track testing to better refine the suspension geometry for flatter cornering, a more neutral balance during hard turns, and minimized understeer at the limit,” says Al Oppenheiser, Camaro chief engineer.
The new suspension package includes retuned front and rear dampers, new solid front (23 mm) and rear (24 mm) stabilizer bars and 20-inch aluminum wheels.
The interior revisions for the 2012 model year Camaro concern the revamped instrument panel with different graphics and trim, a new steering wheel design (which looks exactly like the one found in the Sonic…) and a power lift feature for the passenger seat.

A new added feature is the Rear Vision Package, which consists of a rearview camera system. On the outside, the 2012 Camaro gets a new rear spoiler and the RS appearance taillamps as standard.
Chevrolet will also launch a 45th Anniversary Special Edition Camaro, set to be unveiled on April 15 in Arizona at the Camaro5 Fest II. The anniversary package will be offered on the top two trim levels (2LT and 2SS), for both coupe and convertible models. Special edition Camaros carry over all the 2012 upgrades and feature a unique rally stripe in red and silver painted over the Carbon Flash Metallic paint.
Model-specific exterior details include 45th Anniversary badges on the front fenders, new 20-inch dark silver wheels, RS-style taillamp lenses, fog lamp and taillamp bezels finished in dark silver, standard rear spoiler and HID headlamps and body-color roof molding.
On the inside, the 45th anniversary Camaro features a Jet Black interior with leather upholstery, a white instrument panel and door trim inserts, red, white and blue stitching on the seats, steering wheel, shift knob, door armrests and console lid. The 45th Anniversary logo can be found on the seats, steering wheel and sill plates.

GALLERY

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Chevrolet Ugur Sahin’s Sexy Corvette

2011-04-14T04:00:00.000-07:00

Dutch industrial designers Ugur Sahin Design have taken the wraps off the romantically named Soleil Anandi, a gorgeous-looking coupe / concept based on the group’s Z03 Concept of 2007. This latest effort takes the taut lines of the Z03 Concept and refines them in a spectacular – and apparently production-ready – fashion.
With its forward raked and blacked out rump, sculptured flanks and shark-like nose, the Anandi incorporates Corvette styling cues both past and present. Think of it as a modern day interpretation of the Stingray of the 1960s. And what a better place to present it than in Monaco which has a reputation for offering the most exclusive and exotic goods and services to the uber-rich.
Ugur Sahin’s coach-built creation will make its public debut at the 2011 Top Marques Show in Monaco on April 14 before going into limited production. As is to be expected, there’s no word on price or production numbers at this stage, though Carscoop hopes to keep its readers in the loop.

GALLERY

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MINI Cooper Clubman - Major MINI

2011-04-14T03:52:00.000-07:00

I have a five-year-old son. I happen to think he’s pretty cute, a comedic genius, and an excellent athlete. But I am never more proud of him than when he spouts off his automotive knowledge. What can I say? He’s a chip off the old (er, young) block. So on our first outing in the Clubman, the cute, funny, athletic, five-year-old car expert observed, “This looks like a BMW on the inside.” See what I mean? Genius. I am, of course, banking on the fact that there are still several people out there who don’t realize that BMW owns MINI.

The Cooper Clubman is almost nine and a half inches longer than the Cooper. I kept explaining to people that it was the “longer-wheel-base version.” Turns out, the wheelbase is only 3.15 inches longer. This essentially translates into a little more rear legroom and some extra cargo room. On the passenger side, it’s got a small clamshell door (we used to call them suicide doors) for easier ingress/egress to/from the back seat. The rear features two barn-like doors with gas-charged struts for easy opening. Everything else is exactly the same, distinguishing a MINI as a MINI. My test car was black and silver, and with the rear barn doors and slightly longer body, I often felt like I was driving a miniature hearse (not that there’s anything wrong with that).

On the inside, the Clubman is a thoroughly modern MINI. Everything is either round or elliptical, which I think gives it a fun atmosphere. One more observation came from the aforementioned five-year-old when he said, “that speeding thing is bigger than my head!” By “that speeding thing” he of course meant the incredibly large, center-mounted speedometer. Seriously, I’ve got wall clocks that are smaller; but like I said, this is a MINI and MINI’s are all about having fun. Adding to the fun are a panoramic moon roof and an iPod jack. My test car came with a perforated sunshade for the moon roof, which meant the black leather interior stayed pretty toasty. I’d prefer a solid sunshade as a small gesture towards keeping things cool on hot summer days.

Powering the Clubman is a 1.6-liter, 118 horsepower engine mated to an optional Steptronic automatic transmission (a 6-speed manual is standard). I found a little lag time when launching, especially when trying to get on the freeway. I know… I like to drive fast, but it seems to me that the 118 horses should pull the MINI at a little quicker trot. The tranny features steering wheel-mounted paddle shifters, the same as in the beemers. The steering and suspension are good; they offer good road feedback to the driver without the jostling and vibration of other small cars. The Clubman has a combined fuel economy rating of 29 mpg. I did a lot of freeway driving, and the trip computer told me I was averaging 38.8 mpg.

Overall, I enjoyed the Clubman version of the MINI Cooper. If I had a different color, I could even get over the tiny hearse thing. It’s a fun to drive four-seater that comes with good fuel economy and a reasonable price tag. With options, my test car topped out at $24,450.

By Cindy Stagg
www.car-data.com

2009 Mini Cooper S Convertible - Fun In The Sun

2011-04-14T03:50:00.000-07:00

It’s a tale of two cities.

In Goldsboro (NC) four dreary days filled with off-and-on rain and cool temperatures had us longing for some sunshine and warmth. Perhaps it was just coincidence that an all-new yellow 2009 Mini Cooper S convertible showed up just before the sun broke free of the clouds and the temperature started an upward climb into the mid-70s.

Later in Los Angeles (CA) balmy mid-70’s seemed to be the norm. But as soon as that yellow Mini showed up the weather took a turn – up – to the sizzling mid-90s.

And then again maybe it wasn’t coincidence. Maybe a conspiracy of a higher order?

Either way, if there was ever a car capable of transforming a sour mood into euphoria, bringing sunshine to a cloudy day and coloring grey skies blue or bringing a searing state to blissful fun it’s the Mini convertible.

The little Mini drop top – they call it a cabriole – is a happy car. It transfers its light- hearted nature to its inhabitants. And perhaps that’s the ticket in our current doom and gloom world, sunshine aside.

We never tired of heading for the little yellow puppy dog of a car, hitting the power roof and enjoying wind in the hair (okay, so not so much hair) on a beautiful springtime afternoon.

The Mini convertible gives us reason for hope that all the fun won’t be completely wrung out of driving as we rampage ahead to save the planet through the reduction of tailpipe emissions, accomplished generally by greatly reducing gas consumption.

The happy little Mini obliges providing both enjoyment and green- agenda frugality offering between 23 and 28 mpg in city driving and between 32 and 37 mpg highway depending on engine and transmission choice.

Our choice for a week on both coasts — or the choice the manufacturer left us with — was the Cooper S with the 172-horsepower turbocharged 1.6-liter 4- cylinder engine mated to an easy-to-shift six-speed manual transmission. That combination is rated at 26 city/34 highway.

Standard fare is a 1.6-liter developing 118 horsepower. Both engines can be mated to an optional six-speed automatic.

The engines are all-new, built at BMW’s engine plant in Great Britain.
The second-generation Mini convertible is also all new and began arriving in showrooms around April 1. The first generation hit the streets in 2004 as a 2005 model, about three years after BMW sold its first Mini hardtop in the U.S.

The newest convertible is based on the completely reworked hardtop, which came to market in 2007. And this one really works well. But as Mini let’s us know in a series of amusing and mystifying commercials, the top should always be down!

The Mini’s playful nature gets delivered with the new convertible. For instance, it comes with an “openmeter” gauge to the left of the tachometer. It counts the number of hours you keep the top open. Our test car also came with an optional climate control that maintains the same temperature whether the top is open or closed.

And the Mini folks wanted to make sure that when the urge to go topless hits, you won’t have to wait long. The power top opens in 15 seconds and it can be opened or closed at speeds up to 20 miles per hour. If you want some fresh air, but don’t want the top down, the front part of the roof can be rolled back about 16 inches for a sunroof effect.

The changes between the first and second generation convertibles are pretty much unseen, but Mini has reworked the car adding two inches in length while retaining the diminutive 97.1-inch wheelbase.

The benefit of the slightly increased size can be found in the trunk, which opens via a fold-down tailgate. Luggage capacity has been increased two cubic feet to nearly six, and the rear seatbacks can be folded down and locked into position to allow for 23 cubic feet of storage.

We have loved the quirkiness of the Mini since it arrived on our shores, highlighted by the dinner plate speedometer in the middle of the dash and unusual toggle-switch controls. The toggles may not win an ergonomic prize, but they are cool and really not that hard to become familiar with.

The interior has been reworked with new gauges and controls, but thankfully, only a Mini owner who has sat behind the wheel for a few years would be able to point out the differences. We say thankfully because the first generation Mini's cockpit was just right.
The convertible can be fun for four, but in reality comfortable fun is limited to two adults. The back seats are indeed there, ready for use, but leg room ranges from extremely tight to non-existent. Young folks will probably think it’s cool to cram four people into the Mini.

And young folks are not excluded from the price of entry, which is an affordable $24,550 for the 118-horsepower model and $27,450 for the turbocharged version.

You don’t need more than what the base price buys because the convertible comes with such standard equipment as full power, six- speaker audio system with CD player, leatherette upholstery, 16-inch wheels, run-flat tires, traction and stability control, four-wheel antilock brakes, side-mounted airbags and tilt and telescoping steering wheel.
Also standard is an electromechanically operated rollover bar situated behind the rear seats, activated when a rollover is detected. The innovative safety bar allows for optimum visibility to the rear and sides of the car.

But be warned — the options list is anything but mini. It’s incredibly long.

You might be enticed by such things as navigation, full-leather, a cold-weather package and a sport package that includes such things as stripes, 17-inch black bullet alloy wheels, xenon high intensity discharge headlights, and Dynamic Traction Control. Rear distance park control adds another handful of dollars – like 500 of them. Many buyers will opt for the six-speed automatic transmission. That will add $1,250 to the bottom line.

Our turbocharged S-model test car, for instance, came with several options bringing the bottom line to $32,700.

So, will you be satisfied with the normally aspired 1.6-liter engine?

We think so. It has comfortable performance measured by BMW at 8.9 seconds from 0-to-60 with the manual transmission and 10.2 seconds with the automatic. Gas mileage is superb rated at 28 mpg city and 37 on the highway with the manual transmission and 25/34 with the automatic.

Performance is part of the turbocharged package. BMW says the 172- horsepower engine can rocket from 0-to-60 in 7 seconds with the manual and 7.2 with the automatic. Not only can you go fast, you can go fast through the twists and turns thanks in part to a reworked suspension that includes MacPherson struts up front. Mini says the body has been stiffened for a more solid feel and weight has actually been reduced 22 pounds.

One more caveat — premium fuel is recommended for the turbocharged engine.

The Mini offered us each a week of top-down fun. Unfortunately, there weren’t enough days in those weeks.

And the day the guys came to pick up our fun-mobiles, the clouds rolled back in and the skies threatened again in Goldsboro. In LA it got hotter.

Was that just coincidence?

By Ted Biederman and Jim Meachen
MyCarData

Mini Cooper S Clubman

2011-04-14T03:49:00.000-07:00

Despite reasonable pump prices, fuel economy remains high on the list of sought-after features for new-car shoppers. For those whose gotta-have list also includes sporty and fun to drive, there are more than a few choices out there. None, however, are more sporty or fun to drive than the Mini Cooper S. A combination of jackrabbit acceleration and spot-on handling elevates the Cooper S into the ranks of uber grin makers that include sports cars costing thousands more.

My latest Cooper S was the $24,350 Clubman. The “S” is the middle-of-the-road Cooper model. It has a 172-horsepower turbocharged 1.6-liter four. A 118-horsepower version of the same engine without turbo charging powers the entry-level Cooper. At the top of the Cooper heap is the John Cooper Works edition that delivers 208 horsepower. As in The Three Bears, the in-between S seems to be just right. Just the right mix of moxie, fuel efficiency, low emissions and get-up-and-go, the Cooper S balances environmental concerns with boy-racer performance. If you can reconcile the living space to your lifestyle requirements, you’ll be hard pressed to find a better blend of green and go.

Environmental concerns are met with a fuel-stingy appetite for gasoline. Yes, premium is required, so there is a bit of a spike in the per-gallon price over regular; but with an EPA fuel economy rating of 26 mpg in town and 34 mpg on the highway, the Cooper S will cost about as much in gasoline per year as a four-cylinder Accord. And the Cooper S is a lot more fun to drive. Also earning a spot on the EPA’s list of SmartWay cars; the Cooper S scored well on the government agency’s measure of smog pollutants and greenhouse gases. The higher the score, the fewer pollutants and greenhouse gases; the Cooper S received 14 out of 20 possible points.

Hustling engine output to the front wheels falls to a six-speed Getrag manual transmission. If you want the transmission to self-select the cogs, you will need to pony up an additional $1,250 for the optional driver-shiftable six-speed automatic. My test Cooper S had the slick-shifting manual – flogging the transmission yourself is more entertaining anyway. Well matched, engine and tranny coaxed some great fun out of the Clubman. Mini says you can expect to sprint from 0 to 60 in about seven seconds.

Stocked up with a number of features designed to help keep the driver in control, the Cooper S comes standard with four-wheel disc brakes with ABS. There is also traction control, stability control, emergency brake assist and electronic brakeforce distribution. Additionally a brake hill-holder feature that keeps the vehicle from drifting backward when putting the car into first gear on an incline is standard.

Sixteen-inch alloy wheels carrying run-flat tires are part of the Cooper S package. Upgrading to 17-inch alloys will add $1,250 to the bottom line. McPherson struts in front and a multi-link arrangement in the rear comprise the basics of the four-wheel independent suspension. The ride is sports-car stiff, inspiring some braking at every railroad crossing. A Sport button for the Clubman’s electronic steering increases the response. The athletic suspension and acute steering conspire to deliver an almost go-cart-like driving experience.

Larger than the two-door hatchback or convertible Cooper, the Clubman is nearly 10 inches longer. It contains about 38 cubic feet of cargo room – about 40 percent more than the hatchback. That space swells to 33 cubic feet with the backseat folded. The cargo hold is easier to utilize thanks to side-hinged “barn doors” that open wide for loading and unloading. Likewise rear-seat passengers find entering and exiting the Clubman easier than the hatchback because the doors on the passenger side are also hinged opposite each other in a barn- or suicide-door format.

Other than the additional cargo space and two and a half inches of extra rear-seat legroom, the Clubman cabin is a carbon copy of the hatchback's with all the standard bells and whistles. All Coopers are furnished for four; however, the Clubman does a better job of actually accommodating that number. The dashboard is the same funky retro layout found in other Coopers. The pie-pan tachometer sits directly in front of the driver, while the smaller speedometer is fixed in the center of the dashboard with the controls for the six-speaker audio system included in the same unit. A CD player and an auxiliary input jack for your iPod are standard. The heating and cooling controls are arranged below. If you didn't realize BMW is Mini's parent, it will become apparent when you want to make any adjustment to the stereo, which is more difficult than it needs to be. Pop an extra $2,000 for the optional navigation system and be prepared for some real hair pulling. There is very little intuitive about this unit.

Once past some of the controls that are overly complex, BMW's influence is all positive. The Cooper S Clubman is a blast to pilot and can more than hold its own on mountain twisties or dashing from green light to red in urban slogfests. Lots of fun and environmentally responsible – it's perfection on wheels.

By Russ Heaps
MyCarData

Mini E - An all electric battery Mini

2011-04-14T03:47:00.000-07:00

The BMW Group will be the world's first manufacturer of premium automobiles to deploy a fleet of some 500 all-electric vehicles for private use in daily traffic. The MINI E will be powered by a 150 kW (204 hp) electric motor fed by a high-performance rechargeable lithium-ion battery, transferring its power to the front wheels via a single-stage helical gearbox nearly without a sound and entirely free of emissions. Specially engineered for automobile use, the battery technology will have a range of more than 250 kilometers, or 156 miles.

The MINI E will initially be made available to select private and corporate customers as part of a pilot project in the US states of California, New York and New Jersey. The company is looking into expanding the MINI E pilot to include Europe. The MINI E will celebrate its world premiere at the Los Angeles Auto Show on November 19 and 20.

The MINI E's electric drive train produces a peak torque of 220 Newton meters, delivering seamless acceleration to 100 km/h (62 mph) in 8.5 seconds. Top speed is electronically limited to 152 km/h (95 mph). Featuring a suspension system tuned to match its weight distribution, the MINI E sports the brand's hallmark agility and outstanding handling.

By introducing the MINI E, the BMW Group is underscoring the resolve with which it works towards reducing energy consumption and emissions in road traffic.

The BMW Group is drawing on its unique technological expertise in the field of drive systems to develop a vehicle concept enabling zero emissions without renouncing the joy of driving. Putting some 500 cars on the road under real daily traffic conditions will make it possible to gain widely applicable hands-on experience. Evaluating these findings will generate valuable know-how, which will be factored into the engineering of mass-produced vehicles. The BMW Group aims to start series production of all-electric vehicles over the medium term as part of its Number ONE strategy. The development of innovative concepts for mobility in big-city conurbations within the scope of "project i" has a similar thrust, as its objective also includes making use of an all-electric power train.

The energy storage unit: cutting-edge lithium-ion technology engineered specifically for use in the MINI.
Based on the current MINI, the car will initially be available as a two-seater.

The space taken up by back-seat passengers in the series model has been reserved for the lithium-ion battery. When in use in the zero-emissions MINI, the battery unit combines high output with ample storage capacity and a small footprint with power ratios that are unrivalled in this field of application so far. The lithium-ion storage unit will have a maximum capacity of 35 kilowatt hours (kWh) and transmit energy to the electric motor as direct current at a nominal 380 volts. The rechargeable battery is made up of 5,088 cells grouped into 48 modules. These modules are packaged into three battery elements that are compactly arranged inside the MINI E.

The energy storage unit's basic components are based on the technological principle that has proven itself in practice in power supplies for mobile phones and portable computers. The MINI E's lithium-ion battery can be plugged into all standard power outlets. Its charge time is strongly dependent on the voltage and amperage of the electricity flowing through the grid. In the USA, users can recharge a battery that has been completely drained within a very short period of time using a wallbox that will ship with every MINI E. The wallbox will be installed in the customer's garage, enable higher amperage, and thus provide for extremely short charging times. Wallboxes fully recharge batteries after a mere two-and-a-half hours.

Driven by electricity: reliably, affordably and free of emissions. A full recharge draws a maximum of 28 kilowatt hours of electricity from the grid. Based on the car's range, a kilowatt hour translates into 5.4 miles.

Besides the benefit of zero-emissions driving, the MINI E thus offers significant economic advantages over a vehicle powered by a conventional internal combustion engine as well.

The heavy-duty battery delivers its power to an electric motor, which transforms it into thrilling agility. Mounted transversely under the MINI E's bonnet, the drive train unleashes its full thrust from a dead standstill.

This provides for the car's fascinating launch capability. The MINI E's intense driving experience is augmented by its dynamic deceleration potential, which is also directly coupled to the accelerator pedal. As soon as the driver releases the gas pedal, the electric motor acts as a generator. This results in braking force, and the power recovered from the kinetic energy is fed back to the battery. This interaction ensures extremely comfortable drives - especially at medium speed with constant, but marginal, variation. In city traffic, some 75 percent of all deceleration can be done without the brakes. Making substantial use of this energy recuperation feature extends the car's range by up to 20 percent.

Signature MINI agility in a new guise. Weighing in at 1,465 kilograms (3,230 lbs), the MINI E has an even weight distribution. Minor modifications made to the suspension ensure safe handling at all times. The Dynamic Stability Control (DSC) system has been adapted to this model's specific wheel loads.

The MINI E's brake system comes with a newly developed electric underpressure pump. Its Electrical Power Assisted Steering (EPS) is the same as the one used in mass-produced MINIs. Both brake and steering assistance react to driving conditions and are thus extremely efficient. Even the air conditioning's electrical compressor only operates if desired or necessary.

Design: unmistakably MINI, undoubtedly new. At first glance, the MINI E is obviously an iteration of the brand. But its design, which is the blueprint for the zero-emissions two-seater, has been complemented by a number of visual cues that point to its revolutionary drive concept. All of the units produced for the pilot project will have the same paintwork and bear a serial number next to their side turn signal lights.

The MINI E's coachwork sports an exclusive combination of metallic Dark Silver on all panels but the roof, which is clad in Pure Silver. What distinguishes the zero-emissions MINI is a specially designed logo in Interchange Yellow, depicting a stylized power plug in the shape of an "E" set against the silver backdrop. It has been applied to the roof, in smaller dimensions to the front and back, to the charger port lid, the dashboard trim, and - combined with the MINI logo - to the door jamb, in slightly modified form. The color of the roof edges, mirror housings, interior style cues and seat seams will match the logo's yellow tone as well.

Moreover, the central gauge and the battery level indicator behind the wheel of the MINI E, which replaces the MINI's rev counter, feature yellow lettering against a dark grey background. The battery level is displayed in percentage figures. The central gauge includes an LED display indicating power consumption in red and power recuperation in green. MINI E customers will be part of a pioneering mission.

A 500-unit, limited-production MINI E series will be manufactured through the end of 2008. The project will thus attain an order of magnitude that clearly exceeds the size of currently comparable test series. Putting the MINI E on the road on a daily basis will be a pioneering feat to which both the drivers and engineers of the first zero-emissions MINI will contribute as a team.

MINI E customers will join forces with BMW Group experts to assist in the project's scientific evaluation. MINI E engineers accord high importance to staying in touch with the drivers on a regular basis, as this will help them
analyze driver behavior besides vehicle characteristics in order to gain the most accurate and realistic picture of the demands placed on a vehicle with a purely electrical drive in the select usage areas.

Special charging station and full service for every MINI E.
The cars will change hands based on a one-year lease with an extension option. Monthly lease installments will cover any required technical service including all necessary maintenance and the replacement of wearing parts. At the end of the lease, all of the automobiles belonging to the project will be returned to the BMW Group's engineering fleet where they will be subjected to comparative tests.
The MINI E's lithium-ion battery can be charged using a wallbox provided to MINI customers. Only lockable garages or similar buildings will qualify as homebases and power stations for the MINI E.

Maintenance by qualified specialists.
The electric drive's high-voltage technology requires that maintenance work be done by qualified personnel using special tools that are not included in MINI service partners' standard toolboxes. In light of this, a service base will be set up on both coasts, staffed by service engineers that are specially trained to perform maintenance and repair work on the MINI E's electrical components.

In the event of drive malfunction, these experts will provide professional support at the customer's local MINI dealer or the service base's specially equipped workshop. Technical inspections will take place after 3,000 miles (just under 5,000 kilometers) and at least after six months.

Production in Oxford and Munich.
The MINI E has already gone through the major phases of product development for mass-produced vehicles and passed numerous crash tests on the way. Aspects investigated besides passenger protection were the impact of collision forces on the lithium-ion battery and finding a non-hazardous location for it in the car. The MINI E's energy storage unit emerged completely unscathed from all of the crash tests mandated by US standards, which are especially high.

Production of the approximately 500 cars will take place at the company's Oxford and Munich sites and is scheduled for completion before the end of 2008. MINI's UK plant will be responsible for manufacturing the entire vehicle with the exception of the drive components and the lithium-ion battery, with the brand's series models rolling off its assembly lines concurrently. The units will then be transferred to a specially equipped manufacturing complex situated on BMW plant premises where the electric motor, battery units, performance electronics and transmission will be integrated.

Source Mini
MyCarData

MINI Cooper S convertible

2011-04-14T03:42:00.000-07:00

How do you improve upon the fun-to-drive genius that is a MINI Cooper? This car’s tossable suspension, funky styling and excellent fuel economy make it one of the better all-around daily vehicles for both the style-conscious and driving enthusiasts. Well, there’s the Cooper Clubman, which adds a bit more room. And for summertime fun, there’s the Cooper convertible, which provides all of the same thrills as the MINI Cooper, but without a roof to contain the exuberance.

The previous MINI Cooper convertible didn’t have many downsides other than a lack of rear-seat interior space, so there wasn’t much for designers to address when updating the ragtop for the second-generation body. This compact, high-performance package won’t fail to put a smile on your face.

The styling is instantly familiar, of course. The adorable, stubby MINI Cooper is made stubbier and more adorable by the removal of the roof. With the top down, the one-box MINI Cooper looks not unlike a bathtub on wheels, with comfortable seating for four, of course. The new body is slightly longer than before, but the unmistakable large oval lamps and chrome grille remain true to the aesthetic. Emergency rollover hoops are located behind the rear seats and pop up in the event that they’re necessary. The new MINI convertible’s top stack is slightly lower than before, offering a sleeker, more finished appearance. The MINI Cooper convertible’s roof is power-operated, and can be raised and lowered at speeds up to 20mph. It also includes a sliding section that mimics a sunroof.

The interior appointments are not all that different from those of the hardtop, either. The centrally mounted pie-plate speedometer and love-‘em-or-hate-‘em toggle switches are the same. If the Cooper makes you feel claustrophobic, then the roofless version is the way to go. MINI’s quirky designers have included an “Openometer” that will tell you how much of your time has been spent with the top down.

The trunk isn’t that large, but the lid pivots up and out of the way to provide easy access to the six cubic feet of space within. The rear seats also fold down, expanding space to just over 23 cubic feet, and there’s a small two-tiered shelf for additional storage space.

Entertaining performance is a part of the package, of course. The MINI Cooper convertible is offered with the same new 1.6 liter four-cylinders that power the hardtop, in 118-horsepower naturally aspirated and 172-horse turbocharged guise. The naturally-aspirated engine uses VALVETRONIC variable valve timing borrowed from parent company BMW to improve fuel efficiency and response. The Cooper S’ more powerful turbocharged powerplant features direct-injection fuel delivery and a twin-scroll turbocharger. The Cooper S is capable of creating a bit of torque steer, but it’s never unmanageable.

The MINI Cooper convertible is nothing if not tossable, of course. This is especially true in Cooper S trim; a low curb weight and comparatively wide track mean that some serious twisty-road heroics are possible. MacPherson struts are used in the front, with a multi-link rear. It’s not an exotic setup, but the MINI’s diminutive, wheels-out stance and light weight mean that the seemingly mundane suspension is capable of serious performance. I experienced no significant chassis flex, even when hammering the MINI Cooper S convertible around a race track. MINI offers a range of driving aids to improve things even further, including Dynamic Stability Control (DSC) with an electronic limited-slip differential and anti-lock brakes that include Cornering Brake Control and Brake Assist. Run-flat tires are available if you want to save the weight of a spare. Nervous about flinging the roofless MINI Cooper around at high speeds? A pop-up roll bar lives behind the rear seats.

The MINI Cooper S convertible will staple a smile to your face, whether the top’s up or down--and if you were already smiling, then the 172 horses motivating a curb weight of significantly less than 3000 pounds are likely to turn it into a mad cackle. It’s okay. Just try to behave yourself, and wear sunblock. The MINI Cooper S convertible starts at $27,450, while the standard Cooper convertible stickers for $24,770.

By Chris Jackson
MyCarData