Manual Transmision

Daihatsus Charade may not be the most visually arresting citycar youve ever clapped eyes upon, but beneath those unassuming lines is one of the most entertaining small cars money can buy. The 1.0-litre engine that resides beneath the Charades stubby bonnet is more than enough to entertain and serves up a big portion of fun at a very small price.






THE CAR

The car to look at is completely differ ent from any other car on the market. The front end is a bit like a XR3i Ford Escort, with indicators built into the colour coded bumper and twin headlights, though not separate. You have a nice little grill in the centre with the letters 16v sitting proudly! The back however is a completely different ball game and one which seems to disagree with me! It’s a bit curved, and I’m sure I’ll get used to it, it just looks a bit weird. This is helped though by the rear top spoiler which helps the look of the back! The alloys set the car off quite well and along with the mud flaps, gives the car that bit of ‘growl’ appeal…whatever that is!

Inside it’s a bit on the basic side, or it gives that impression while not being basic at all. Most of the ‘auxiliary’ buttons are behind the steering wheel, which sounds cumbersome, but actually works quite well, which leaves just the fan and heater controls aswell as the stereo in the centre console. This is quite good though as it has a nifty little space under the stereo which works great for mobiles and then under the cigarette lighter and ashtray you have a huge space for anything, along with extra spaces for your little bits and pieces behind the gear stick and also behind the handbrake. On the floor by the drivers seat there are 2 small levers, one opens the boot and the other opens the fuel cap, which is extremely useful.

Controls for the electric windows are on the door handles, with the driver door having controls for both front windows and also a control to lock the windows in position, making it impossible to control the windows until you turn the switch off…what this is good for I really don’t know…I have only found one use so far and I can’t say what that is on here!! The passenger door holds just the passenger window controls. On top of the dash you have your digital clock and nothing else, but the dash is quite big, giving y ou plenty of space for your mcdonalds!

One of the things that really got me about this car was the fact that it is Japanese. Ok, I have nothing against Japan, but the controls are the wrong way around! Your indicators are on your right and your wipers on your left, which really does confuse you to start with! After the first hundred miles or so it seems natural for them to be on that side, and personally, I prefer it that way round now and I never thought I would get used to it after driving fords all my driving life!

Refinement

The engine’s distinctive three-cylinder thrum is loud when you put your foot down, but it settles to a reasonable level at motorway speed. There’s a fair amount of wind noise as pace increases, although no more than you would expect of a car in this class. On poor surface road noise and suspension thuds are decently suppressed.

Ride & handling

The Charade’s soft suspension provides a comfortable, forgiving ride around town, but there’s plenty of lean through bends. A face-lift in summer 2006 included revisions to the suspension which improved turn-in and reduced wallow, but the front wheels run out of grip far too easily. A tight turning circle means parking’s a doddle.

Performance

The 58bhp 1.0-litre three-cylinder engine has a distinctly gruff edge when worked hard, but it has plenty of pep and a top speed of almost 100mph. The gearchange is light and slick – a boon in city traffic. Tall gearing allows the car to hold its own on faster roads, too.

Space & practicality

Considering its diminutive size, the Charade is impressively spacious. Even six-footers will be impressed by the amount of head-, leg- and elbow-room available in the back , while accessing the rear of the three-door is easy thanks to wide opening doors and front seats that tilt and slide forward. The boot isn’t huge, but will comfortably hold the weekly shopping. The rear seats split and fold for carrying long loads, too.

Pros:

The front seating is very roomy and comfortable for a large/tall person. Steering wheel accessibility of most major console functions enable the driver to keep his mind on the road. Hidden console functions such as maintenance scheduler, tire pressure monitor, and more are wonderful extras.

The styling and appearance is the factor that will either convince someone to buy or not buy the car as it is so headturning. The ability to change the headlight levels from the dash, the Xenon bulbs, and the wide spray of light make night driving much easier to deal with. Driving on the highways, youll see many Lexus SUV models but very few Infiniti FXs, making the car fun to be seen in.



Cons:

The rear cargo area is quite cramped. Fortunately, releasing the rear seats forward is quite simple and easy to perform with one hand, which youll need to do if you buy very much at the grocery store. Visibility from the rear window is also challenging, especially with the very dark rear window. Using the rear bumper mounted camera is a feature youll find yourself using often.

2006 Infiniti FX: Highlights

Infinitis car-type SUV moves some options to standard status for 2006. This five-seat wagon comes in FX35 and FX45 form. FX35 teams a 280-hp V6 with rear-wheel drive or all-wheel drive. FX45 has a 320-hp V8 and AWD. Both use a 5-speed automatic transmission with manual shift gate. FXs AWD lacks low-range gearing. ABS, traction/antiskid control, and xenon headlamps are standard. So are front side airbags and curtain side airbags with rollover deployment.

Infinitis optional Lane Departure Warning system sounds an alert when the vehicle crosses lane dividers. Its included in a Technology Package along with a navigation system and adaptive cruise control. A sport suspension is standard for FX45, available for FX35. For 06, FXs get minor styling revisions and a rearview camera is among features now standard instead of optional. Also, FX35 joins FX45 with standard leather upholstery, heated front seats, power tilt/telescope steering wheel, and driver-seat memory. Keyless starting and rear DVD entertainment are among the options.

Strong V8 performance and sound

The V8 sounds came through confidently in the test vehicle. Nissan officials said the exhaust system was tuned specifically so drivers would hear a sporty sound.

Power was ample and smoothly delivered in the FX45 via the V8 thats derived from the one thats in Infinitis flagship Q45 sedan. Its mated to a standard five-speed automatic transmission that includes a manual shift mode to allow drivers to select gears themselves, without depressing a clutch pedal, so they can maximize performance.

Though it weighed some 4,300 pounds, the V8-powered FX45 was a spirited runner, getting around slower vehicles quickly and efficiently. Torque is a generous 329 lb-ft at 4000 rpm. In contrast, the X5s base 4.4-liter V8 has maximum 290 horsepower and 324 foot-pounds of torque.

But premium fuel is recommended for the FX45, and fuel economy is rated at just 15 miles a gallon in city driving. This is akin to the fuel economy of some big SUVs.

Airbags, power features aplenty

Power amenities, including eight-way power driver seat, are standard, even on the base FX model. A bevy of airbags— frontal, side and curtain—also are standard.

Interestingly, roof rails are optional, giving buyers a choice of whether to make the vehicle look more, or less, like an SUV. Look closely at the rear taillights of the FX. To help create downforce during speedy travel, the lamps stick out beyond the FX sheet metal.

Lastly, note that the FX is not a model thats shared with Infinitis other brand, Nissan, even though Nissan has an intriguingly styled Murano crossover. In fact, the FX is built on the platform thats used for the Infiniti G35 and Nissan 350Z cars, while the Murano is on a different platform. The only major item the two vehicles share is the V6 engine, and its mounted transversely in the Murano while its longitudinal in the FX.

Five-passenger, five doors

Infinitis first crossover, the FX is available in two trims. The FX35 is powered by a 280-horsepower 3.5-liter double overhead cam V6 and is available with either rear- or all-wheel drive. Wheels and tires are 18 inches in diameter.

Starting manufacturers suggested retail price for a two-wheel-drive trim is just over $34,000. The up-level FX45 has a 315-horsepower 4.5-liter double overhead cam V8 under the hood, standard all-wheel drive and those 20-inch tires and wheels. Starting price is just over $44,000.
Note the broad price range here, with some $10,000 variation. This means the FX competes both with competitors like the Acura MDX that only offer V6 power and are priced in the mid-$30,000s as well as competitors with V8s, like BMWs X5 4.4i, which is in the $50,000 range.

Overall Review:

buying the FX35 is not a decision youll regret. Although it does not have the power of the FX45, it does have better mileage. Getting to 60 in 4 seconds as opposed to 6 seconds is not a problem for me. Driving the FX35 is a real pleasure and the quality feel of the car is most reassuring if you intend to keep it for several years. To answer the question, the FX35 is most definitely a "spaceship" that seems to float down the road.

If you want an SUV Crossover that drives like a sports car, but has the utilty AWD and all the gizmos and gadgets and all the safety features one could ask for, then the FX is for you. If you want something boring and uninspired, that no one will notice as is goes down the road, then get something else.

Introduction

The Murcielago is the most recent of the line of mid-engine, V12 sports cars from Lamborghini that began in the 1960s with the Miura, followed in succession by the Countach and the Diablo. Lamborghinis first vehicles were tractors, as company founder Ferrucio Lamborghini filled the acute needs of Italian farmers recovering from World War II. The first Lamborghini sports car was the 350GTV which debuted in 1963. After passing through several hands, the company is now solely owned by Audi AG.

Whats With The Name?

Although it was originally a tractor maker, founder Ferruccio Lamborghini started making super-luxury gran tourismo automobiles in 1963. Lamborghini himself was born under the sign of Taurus and not only is the bull the symbol of the car company, but all Lamborghinis have always been named for some aspect of the bull-fighting tradition, either for great fighting bulls, matadors or even for the swords used during the battle.



Hence, Murciélago is also the name of a great bull, one which lived more than a century ago and whose life was spared because he showed such verve and fighting spirit. Interestingly, the Murciélago bull was given to Don Antonio Miura Antonio Miurato breed, and the Miura was the name of what some people call the best Lamborghini ever.

The Murcielago (pronounced "Mercy-ell-ah-go") is Lamborghinis flagship and as such is essentially an evolution of the previous Diablo. Its 6.2-liter, V12 engine, mounted amidships, has numerous high-tech engineering features to help both maximum power and overall smoothness and tractability. Power is sent to all four wheels through a viscous all-wheel-drive system with limited-slip differentials at both ends. Underneath the carbon-fiber body panels (the roof and doors are still steel) is a tubular steel space frame. Last year, Lamborghini introduced a Murcielago roadster. It has additional structural bracing and auto-deploying rollover bars to compensate for the loss of the fixed roof.

Whats Audi Got To Do With It?

Lamborghini was purchased by Volkswagen AG in 1998 and is now essentially under Audi management. So what Audi brought to the table was car-making know-how that eluded Lamborghini before, which mainly pays off in areas like interior fit quality, ergonomics, sound management and of course quality control. Berd Heiden believes that for the first time ever, many Lambo buyers may drive these latest cars as often as weekly -- and for that to be possible, much of Audis expertise had to come into play to make this a much more mechanically sound car than any Lamborghini in history.

And by the way, you can feel this -- everything mechanical sounded pure with each startup, even while crawling through traffic; the Murciélago doesnt buck or get hot the way some exotics can. Ah, and Audi of course has brought precious cash to the equation, knowing that an investment in Lamborghini R&D in certain areas like engine and chassis design will benefit many core operations of the company.

Interior Design and Special Features:

The Audi influence is obvious inside the Murcielago, with plenty of properly fitting leather and soft-touch materials. The roomy cockpit features comfortable seating that wont leave you reaching for the painkillers. Though not as flamboyant as the exterior, the interior styling is still befitting a vehicle that commands such a high price of admission. The convertibles removable canvas top is rather fussy to install or stow, and works better as an emergency shower cap rather than a truly functional top.

Body Styles, Trim Levels and Options:

The exotic Lamborghini Murcielago is available as a coupe or a convertible. Both models come fully loaded with all the typical supercar trappings. Major standard equipment includes effective air conditioning, a tilt and telescoping steering wheel, power windows and locks, and a CD audio system. The suspensions damping can be adjusted, and one can also electronically raise the cars front suspension 45mm to avoid scraping the Murcielagos (normally) low-slung chin on driveway aprons. Optional upgrades include carbon-ceramic brakes, a navigation system, a carbon-fiber interior trim package, and various other ways to customize the interior trim and exterior paint.

Powertrains and Performance:

A 6.2-liter, V12 engine fills the Murcielagos engine bay, and it makes 580 horsepower at 7,500 rpm and 479 pound-feet of torque at 5,400. All that brute force is fed through a six-speed manual transmission and a full-time all-wheel-drive system. A paddle-shifted sequential gearbox, dubbed e-gear, is also available. Zero to 60 mph happens in about 3.8 seconds, and the car will run up to about 205 mph if given the room.

Safety:

Huge ventilated disc brakes with antilock control bring this beast to a stop, and a sophisticated traction-control system helps keep it on the road.



Pros: fuel is great, gps is perfect.

Cons: A bit on the portly side, sexy body lines make for poor visibility, balky convertible top.

Its the best car there is. Also could brng the price to $298,878. You guys are awesome at cars.

Whats New for the 2006 Chrysler Sebring

For 2006, the Sebring coupe is discontinued. Several revised packages debut this year, including a TSi sedan with 17-inch alloy wheels, ground effects, rear spoiler, a sport-tuned exhaust and two-tone leather seating.

Until this year, Chrysler offered three midsize cars bearing the Sebring name, much as Toyota offers a Camry trio—sedan, coupe, and convertible. Based on a different platform than the sedan and convertible, the coupe has been retired, reflecting the shift in the market away from two-door vehicles, among other manufacturing factors. The remaining Sebrings make incremental improvements for this year, with the standout news being the addition of a performance-oriented TSi sedan.



the sedan comes in base, Touring, TSi, and upscale Limited forms. There are no fewer than four convertibles: base, GTC, Touring, and Limited. Four-cylinder and V-6 engines are on the menu for both body configurations.

2006 Chrysler Sebring Specifications

Exterior

In a conservative class, the gracefully aging Sebring sedan still looks classy, despite tracing its origins to the 1990s. In contrast, the convertible looks plainer, lacking the distinctive curved roof, dramatic rear pillar, and bold wheel arches.

Various Sebring trims are distinguished externally mainly by their wheels. All Sebring sedans except the TSi have 16-inch aluminum wheels; the top-of-the-line Limited has chrome-finished versions, while the TSi gets 17s. Strangely, the base convertible has only 15-inch wheels and tires. GTC, Touring, and Limited models have 16s, with the Limited sporting chrome embellishment. The TSi is the most visually interesting model, with a complete ground-effects package, decklid spoiler, three-inch exhaust tip, and special badging.

Interior

The Sebring interior looks attractive, but lacks the high-quality fits and materials of the best Japanese and Korean (yes, you read that right) cars. Both body types are reasonably roomy, with the convertible being one of just a handful of affordable four-place ragtops on the market and perhaps the most spacious of the bunch.

Base Sebring sedans and convertibles are reasonably well equipped, with air conditioning, power windows, and cruise control as standard. Things become confusing when progressing through the trim levels. The Touring version of the sedan has a satin silver instrument panel and electronic cruise control, but you need to move to the Limited or TSi models to get a full share of luxury features such as leather seats, a leather-wrapped steering wheel with audio controls, and an eight-way power driver’s seat.

The GTC convertible has a sportier interior than the base car, with bucket seats and a sport steering wheel. Touring has leather seats, a power driver’s seat, leather shift knob, and steering-wheel-mounted audio controls. The Limited is mildly uprated, with fancier leather and an Infinity speaker system for the stereo. As with the sedan, real California wood inserts, heated seats, and navigation can turn the car into a relatively luxurious piece.

Safety

Antilock brakes and traction control are standard on the TSi sedan and Limited convertible, and optional on all other Sebrings. Side curtain airbags are optional on the sedan. In NHTSA frontal-impact crash testing, the Chrysler Sebring sedan netted an impressive five out of five stars for driver and front-passenger protection. In side-impact testing, the sedan earned three stars for both front and rear protection. The Sebring convertible earned three stars for driver and front passenger protection in NHTSA frontal-impact tests; in side-impact testing, it scored three stars in front and four in the rear. In the IIHS frontal-offset crash test, the sedan picked up an "Acceptable" rating (the second highest of four).

Powertrains and Performance

The Sebring sedan and convertible offer two engine choices: a 2.4-liter inline four-cylinder rated at 150 horsepower and 160 pound-feet of torque, and a 2.7-liter V6 with 200 hp and 190 lb-ft of torque. Both engines are available only with a four-speed automatic transmission.

Behind The Wheel

The Sebring sedan is a pleasant car to drive, but it’s underpowered relative to its Japanese competition, whether you choose the four- or six-cylinder engine. The powerplants also want for smoothness, sounding quite coarse at the top of their rev ranges. And while the four-speed transmissions are smooth shifting, they aren’t quite up to par with a Honda automatic.
The sedans ride nicely, though, with a bit more body movement than the current norm, as they ultimately lack the subtle refinement of the Japanese sales leaders. The one exception is the TSi. With its sport suspension, standard anti-lock brakes, and AutoStick transmission, the TSi is the eye-opener of the range, instilling more immediate dynamic response from the Sebring than expected, leaving us wanting more engine. It’s quite entertaining to drive, though the rear wing may be a bit much for some buyers over 18 years old.

The convertible, however, does a much better job of fulfilling its mission, aided by limited competition at its price point. It isn’t a rocket ship, nor is it a back-road champ—despite a so-called sport suspension on the GTC—but it is a very pleasing open tourer for full-size adults.

Driving Impressions

The 2006 Chrylser Sebring doesnt stand out in either segment in terms of outright performance, but when equipped with the V6, it provides acceptable acceleration. Refinement is lacking, however, and the automatic transmission is slow to downshift. The sedan offers solid handling around corners, but the softly tuned convertible tends to feel sloppy. With either Chrysler car, the highway ride is noisy and less composed than in similarly priced rivals.

Ownership

Having been produced for years, the Sebring should serve well, as any production issues should have been worked by now. Nevertheless, resale value has taken a hit due to the domestic automakers offering incentives over the past three years. The standard warranty is hardly class leading, at three years/36,000 miles, but similar to most of Chrysler’s rivals. Check the IntelliChoice Five-Year Cost of Ownership closely, as many Sebring models and trim levels fall in the “Worse than Average” or “Poor” ratings range.

Pros: I do not you From Sebring in UsA, But on Mexico it Daredevil

Cons: Noise Michellin tires 205/60/16 V

in Mexico The Car go by The Cirrus Name The engine its a very Powerfull 2.5 225hp Turbo Charge HighOutput / Fog Lights / 205/60/16 V Tires Michellin Pilot / Auto Stick / wood trim / and the best of all 140 mph top speed.

:-) Very Happy With the Car ...

The Chevrolet Kalos compact shape and generous specification makes it an ideal car for small families. It competes at the value-for-money end of the small car market alongside the Hyundai Getz and Nissan Micra.

It was previously available as the Daewoo Kalos (see separate review), with the same styling and as a similarly attractive package. But unlike this Chevrolet, it wasnt available in three-door form.

I must admit that I wasnt hugely overwhelmed at the prospect of a loan Chevrolet Kalos for a week. To whit, my preconceptions were that it would be slow, ugly, cheaply finished and that my friends would snigger at me. Although a few press pictures had done the rounds of the office, there was no way the Kalos could look as good in the metal as a mainstream supermini like a Ford Fiesta, a Citroen C3 or a Skoda Fabia. When it arrived I had to spend a good few minutes eating a fortifying combination of hat and humble pie.



The interior isnt too bad either. In the SX variant, theres a contrast between anthracite centre console and pale grey on the dashboard. The steering wheel and instrument binnacle are also finished in anthracite with a subtle carbon-fibre effect surrounding the window switches. The twin ventilator rosettes that burst from the top of the dashboard highlight a circular design theme thats continued throughout the cabin, mirrored on the side air vents, the displays and the door handles.

Youll even find the theme continued on the fabric applied to the doors.
The 1.2-litre engine is built around an alloy cylinder head and a traditional iron block and develops 72bhp which is a few more than a Skoda Fabia 1.4 can muster. Its pretty quick, accelerating through 60mph in 13 seconds although outright sprinting ability is hardly the cars forte.

Instead it majors on being easy to drive and all of the controls are light and idiot-proof. A combined fuel return of some 42.8mpg makes it competitive with some of the best in class and a CO2 emissions showing of 159g/km is par for the course. Now that Chevrolet have been taken under the wing of automotive giants General Motors, theyve had their pick of parts from across the empire and have turned to Suzuki for this 1.

2-litre powerplant. It was a wise move. The engine thrives on revs and its only out on the open road that it can feel a bit breathless. In town the engine ticks all the boxes.

The 1.4-litre 16v engine and five-speed manual gearbox are a willing combination, powering the Kalos to a top speed of 109mph and capable of hitting 60mph in 11.1 seconds. An average fuel consumption figure of nearly 40mpg is reasonable, whilst CO2 emissions of 178g/km are a little way off the class best.

A four-speed automatic option is offered for the first time on the Kalos 1.4-litre, making the car an even better city slicker. Of course, this takes the edge off the cars performance a little (11.7s/106mph), but for those who battle with the urban sprawl and crawl home every night, that will represent an acceptable trade off.

The 16v Kalos feels a good stronger than your average 1.4-litre supermini, especially in the upper reaches of the rev range. Drive the car in a more sedate fashion and youll experience barely any penalty in terms of fuel economy, the car clocking up an average of 40.8mpg.
Opt for the automatic and youll see 37.2mpg, the gearbox engineered to work in parallel with the engines variable intake system to guarantee flexibility.

Heres one area where the South East Asian stereotype still holds true. The Kalos 1.2 S retails at £7,095 and the top of the Kalos tree is the 16-valve 1.4-litre Sport which is still a few pounds shy of £10,000.

This compares very well to mainstream rivals. Three and five-door models are available.
Contrary to my initial suspicions, the Chevrolet Kalos is a very likeable car. True, its image isnt up there with the class best, but the engines, the styling and the equipment give little cause for complaint. Even some particularly badge conscious friends were rather impressed when I mention that it was styled by Giugiaro. I could have told them it was styled by Jimmy Choo and they may not have been any the wiser, but if a serial labels freak could be impressed by the Kalos, theres hope for the rest of us.

The car shown at the 2006 Detroit show had a typically overdone "concept" interior, with enough TV screens to satisfy the most ADD family. Plus, we reckon the lovely brushed aluminum trim and leather covered dashboard wont make it into production.






But the basic interior layout is the real deal, down to the three rows of captains chairs (a seven-passenger model also will be available). The exterior design--including the huge panorama sunroof--is also nearly identical to that of the production car.

The show cars 21-inch wheels look great, although they might be toned down when the car goes into full production.

Inside is a welcoming and tasteful cabin finished in surprisingly high quality materials. Six passengers are accommodated in three rows of two individual seats. Wood trim in the steering wheel, inserts on the door panels and instrument panel, and wood-finish fold-down tables provided for passengers in the second and third rows of seats.

The exterior design is contemporary, with bulging front and rear fenders and organic shapes. Buick added its trademark portholes and strips of chrome surround the glasshouse and tail lamps and brighten the bumpers, roof rails and door handles. The rear roof tapers down toward the rear.



A 3.6-liter V6, one of GMs so-called high-feature engines, rated at 270 horsepower will power the Enclave. This will be combined with a six-speed automatic transmission and a computer controlled part-time all-wheel-drive system. The concept features independent front and rear suspension, which should make it to production and offer a smooth ride over most surfaces. The concept also features 21-inch wheels, which probably will not make it as far as mass production. Enclave will be built on GMs new Lambda platform.

Now the production version of the Enclave concept, which we expect in early 2007. General Motors must feel bad for saddling Buick with the gawky, big-butt Rendezvous--why else would they give the geriatric brand the most attractive example of its new crossovers? (The Enclaves siblings, the Saturn Outlook and the GMC Acadia, will go on sale this fall.)

News

DETROIT — Buick pitch man and golf champion Tiger Woods has agreed to participate in the launch of the 2008 Enclave in late November.

It is the first time that Woods, who has partnered with Buick since 1999, will be on hand to roll out a new vehicle.

The eight-passenger Enclave will hit dealer showrooms next summer. In a statement, GM said Woods will join GM Chairman and CEO Rick Wagoner at an event on November 28 in Southern California. The location is still under wraps.

Buick appears to be ramping up its partnership with the top-ranked Woods. Earlier this year, the brand used him as the centerpiece of an Internet promotion dubbed "Tiger Wins, You Could Win." In that contest, participants were eligible to win a Buick Lucerne every time Woods won a PGA-sanctioned tournament.

The Audi A8L is an automotive anomaly. It isnt as fast as the BMW 750Li or the Mercedes-Benz S550. The brakes are less vigorous—by quite a lot--and it certainly doesnt carve the curves with the same verve.

It doesnt have as many gadgets, and the seats don’t massage you, cool you, or hold you in place with powered bolsters. It doesn’t do any of these exciting things, but at the same time, it doesnt do anything wrong either.



New this year, the all-aluminum Audi A8L is the flagship of the stunning Audi line-up of sports and luxury-sports vehicles. The "L" in A8L signifies the long wheelbase version. Its meant for those CEOs whose perquisites include a chauffeur. The A8s interior may be best in the industry. The back seat is absolutely world class. However, the electronic and engineering features are just this side of overkill. Price: US $69,220; Warranty: 4 years/50,000 miles.

Like a custom-made suit from one of the shops along London’s Saville Row, the A8L manages to turn heads without resorting to the kind of trendy styling that inevitably winds up looking painfully dated after a few short years. And, just as with the work of a master tailor, the essence of the A8L’s appeal is the way your appreciation of it continues to grow over time.

An Expanded Line-Up

Originally launched in June 2003, the Audi A8L has already done its engineers and designers proud. The über-sedan has garnered a host of awards in the 18 months since its introduction, including being named one of the “Top 10 Cars for CEOs” from the editors of Chief Executive magazine.


In the Drivers Seat

The A8 was completely redesigned for 2004. The 2004 A8L has as much sheer presence as any luxury vehicle sold here today. Even if you dont know anything about cars, you know this one is something special as soon as you lay eyes on it. It oozes class and privilege. The interior – long an Audi strong suit – may be the best in the industry. Both front seats feature 16-way power adjustable seats. Four of those adjustments are for the lumbar support.

One major ergonomic difficulty for me: I couldnt see the directional indicator lights when power operated drivers seat and telescopic/tilt steering wheel were set in my ideal position. The most talked-about feature in the new A8 is Audis take on BMWs much-maligned I-Drive. If youre over 15 years of age, you flat wont get it. Therefore, you have to pay careful attention when the sales guy runs through the pre-delivery lessons. Then practice, practice, practice. The back seat of the A8L is both immense and very supportive. With the rear seat control panel under your fingertips, it feels like youve settled into one of Lufthansas new Recaro business class seats. In my test week, I was not able to figure out how to raise and lower the power rear seat headrests.

On The Road

you’re one of many luxury car buyers who’d prefer to remain serenely isolated from pavement irregularities, you may find theis big German car’s suspension a bit too taut for your liking. If, on the other hand, you count yourself among those who drive as much out of pure enjoyment as necessity, you’ll likely find the Audi A8L’s air suspension provides an optimal balance of road feel and comfort.

In the automatic mode—one of four driver-selectable settings—the suspension system continuously evaluates driving conditions and adjusts itself accordingly. For enthusiastic driving along a glorious stretch of twisty two-lane, the system allows you to dial in a firmer setting that gives this big sedan sporty handling that belies its substantial size and weight. In fact, perhaps the biggest compliment that can be paid to this suspension set-up is that it simply makes the A8L feel like a much smaller car than it is.

To make things just that much better, the A8L’s rack and pinion steering with speed-variable power assist is amazingly precise and communicative, with just the right amount of weighting and on-center feel. Combined with the car’s standard stability control, the steering and suspension set-up has the very flattering ability to make most anyone feel like a better driver than they probably are. All this wouldn’t amount to much without the means to bring the big car to a safe, sure stop. The A8L’s massive four-wheel antilock discs brakes handle that chore very nicely, delivering excellent pedal feel and impressive stopping power.

Ultimate Power

is befitting a car of this stature, the Audi A8L is powered by one of the best V8 engines on the market. The 335-horsepower, 4.2-liter aluminum motor produces gobs of power across a wide rev range, making athletic bursts of acceleration a simple matter of applying a liberal dose of your right foot. The big car claims to do the 0-to-60 freeway on-ramp sprint in just a hair over six seconds, which is no small feat for a 4,400-pound sedan. Top speed is electronically limited to 130 miles per hour, a speed it’s easy to believe that this autobahn-bred engine could do all day long without breaking a sweat. Even its EPA fuel economy estimates of 18 city and 24 highway are quite respectable, although filling the 23-gallon tank with pricey premium-grade fuel is bound to be a sobering experience.

The V8’s considerable thrust is routed through a silky smooth six-speed automatic transmission. Though there’s no manual gearbox available, the sophisticated automatic does adapt its shift patterns to fit your driving style. The transmission’s push button-activated Sport mode will also hold a given gear longer to wring maximum power out of the motor before it upshifts. If that isn’t satisfying enough, the Tiptronic transmission will allow you to run up and down through the gears manually via a firm tug on the gear shift lever or a tap of the optional steering wheel-mounted shift buttons.

From the transmission, power is fed to all four wheels via Audi’s standard quattro all wheel-drive system. The system automatically senses slip at any wheel and can route power front to back or side to side to the tires with the best grip on slick surfaces.

Journeys End

The A8 competes in the big leagues with the likes of the 7-series BMW, the S-Class, the Lexus LS430 and the top line Jaguar. The A8L has a lot of superlatives going for it: Lightest automobile for its size in the industry; fabulous and somewhat incomprehensible Bose 12-speaker sound system; super-refined 4.2 liter, 40-valve V-8 engine putting out 330hp and 320lb-ft of torque; silky-smooth six-speed Tiptronic automatic transmission and most power adjustments in a passenger seat (16).

The A8L is also about engineering elegance. It has continuous damping driver-controlled air suspension and auto load levelling, airbags to protect your knees in a crash, and automatic headlight washers. Of course, its also got all manner of side and front airbags. In Europe, theres also a short-wheelbase version of the A8. That one is apparently due here in 2005. Over 50% of the A8s that will be sold in Europe in 2004 will come with a TDI diesel engine – a 3.0L V-6 and a new 4.0L V-8 diesel are available. If Volkswagen AG has its corporate way these engines (or more likely their even more refined successors) will soon be available in Audi A8s sold in North America.

Is the Audi’s Multi-Media Interface (MMI) better than BMW’s i-Drive system?

Audi’s MMI consists of a large central knob surrounded by four buttons you use to navigate through a wide variety of functions from setting radio presets to adjusting the temperature of the optional seat heaters. Even with all the sophisticated systems on these cars, there simply has to be a more intuitive—and less infuriating—way to control them.

Driving the new 2006 Dodge Charger SRT-8 you find yourself thinking, "Sure its fast, remarkably nimble and capable of stopping from 60 mph in 120 feet, but the average wife will never go for it. Shell only harp about the harsh ride and cringe as the exhaust system makes its Hemi-powered belch every time the tach swings past 4,000 rpm.

Most automotive enthusiasts would like to see this new Charger earn the sort of widespread appeal that the 1968-1969 models did. Those cars were good enough for Frank Bullitt, Dirty Mary and Crazy Larry, plus a couple of good ol boys from Hazzard County sporting a rebel flag and the words "General Lee" painted on the roof. But what sort of self-respecting better half is going to sign off on this 425-horsepower beast?


Todays Muscle Car
Thats an important question, because the new Dodge Charger now sports four doors, a roomy backseat and a large trunk (16.2 cubic feet), so its obviously meant to appeal to more than just the testosterone-charged youth Dodge was targeting back in the late 1960s. Those guys are all grown up now, and many of them have to answer to that aforementioned wife. To our eyes, injecting this vehicle with a louder, more powerful 6.1-liter Hemi V8, not to mention a stiffer suspension, aggressively bolstered front seats and large "SRT" emblems on the grille, trunk lid and head restraints seems a bit contradictory.



But after spending a week with the Charger SRT-8 we can assure you it has mastered the art of the 21st-century muscle car. Its got a fully independent four-wheel suspension, and Chryslers Street and Racing Technology (SRT) team has upgraded items like the front and rear sway bars, as well as the bushings and the spring rates, to better deliver on the cars promise of high-performance handling.

Dodge claims to have tweaked the settings of the Electronic Stability Program (ESP) as well, but we found it to be overly intrusive in "on" mode, and still bothersome in "off" mode. This was particularly annoying because the big car often wanted to go faster around corners than the system would let it, but it didnt stop us from ripping through the slalom at 64.5 mph (faster than the new Mazda MX-5 Miata and Pontiac Solstice).

Parts That Equal a Whole Shot SRT also added a variety of exterior upgrades that, according to the groups director, Dan Knott, "…dont just look great, theyre also functional." The most obvious exterior changes are a set of five-spoke, 20-inch aluminum wheels wearing Goodyear Supercar F1 tires (245/45s in front, 255/45s in back).

Peer through those five spokes and you cant miss the massive 14.1-inch front rotors (13.7 inches in back) grabbed by red four-piston Brembo calipers. These hauled the 4,200-pound Charger SRT-8 down from 60 mph in a confident 120 feet while displaying no fade after three repeated panic stops. With a front fascia directing air to those brakes it would appear Mr. Knotts "functional" comment rings true. Theres also a functional hood scoop that brings cold air into the engine compartment — plus it looks cool.

But the most important upgrade remains the Hemi engine under that scoop. Bumping the standard Hemi V8s horsepower from 340 to 425 meant bumping displacement from 5.7 to 6.1 liters through a bore increase of 3.5 millimeters. The SRT boys also upped the compression ratio from 9.6-to-1 to 10.3-to-1 while adding high-flow cylinder heads and a more aggressive camshaft. Exhaust pipe diameter also increased from 2.5 inches to 2.8 inches.

The 425-hp V8 hooks to a five-speed automatic transmission with a manual-shift mode. It also uses a sturdier prop shaft, beefier rear differential and stronger axles, making it identical to the drivetrain used in the Chrysler 300C SRT-8 we tested last year. That car pulled a 5.7-second 0-to-60 time and ran through the quarter-mile in 14.1 seconds at 105 mph. Putting the Charger through similar testing netted a 5.4 0-to-60 time while taking 13.5 seconds to clear the quarter-mile at 105 mph. With curb weight, tire size and gearing the same in both models we can only conclude that the Chargers cold-air induction is really working. Well, that and the usual variances between test vehicles and testing conditions.



Not Just for Boys What hasnt wavered is our enthusiasm for SRT products that live up to the divisions goal of being top-performance offerings in their segment. With a mid-5-second 0-to-60 time, not to mention braking and handling characteristics that would embarrass many European performance sedans that cost thousands more, the 2006 Dodge Charger SRT-8 is a modern muscle car marvel.

And despite its somewhat choppy ride quality and baritone exhaust warble, it still passed the most important test: the wife liked it. Actually, she really liked it. "Its the first modern car to remind me of your 1970 Plymouth GTX," she beamed enthusiastically. "And while its more refined than that car it still has plenty of attitude — and its really fast. Can we get one?"

Looks like Dodge has figured out the secret formula.
source : edmunds.com

Over the last several decades, Fords F-Series truck has gone from farm implement to fashionably hip, bringing home numerous sales records and big profits in the process. With total sales each year approaching 1 million units, its hardly a stretch to call Fords big pickup the single most important model it makes, and when it comes time for a redesign, theres little room for error.




In years past, maintaining the F-150s top sales spot was largely a matter of fending off the Chevrolet/GMC twins from General Motors, but a revitalized Dodge and full-size entries from Nissan and Toyota have turned up the heat considerably. To keep these competitors at bay, Ford gathered its best engineers, cranked up the focus groups and set out to design the most advanced F-Series ever built. The result was the 2004 F-150, a thoroughly modern pickup with a cleaner-burning and more powerful V8, increased passenger and cargo room and broad-shouldered bodywork that looked the part of an all-American pickup.


New features were added throughout the vehicle, many of which were firsts in the segment. All body styles had four doors; extended cabs (SuperCabs in Ford terminology) could be had with a shorter bed for easier fits in tight garages and crew cabs (SuperCrews) provided more passenger room than ever before. This recipe proved quite successful for Ford, and the F-150 carries on this year with minimal changes.

Get inside one of these half-tons and youll barely know youre in a truck thanks to a modern interior design that effectively blends functionality and style. Multiple trim grades allow you to choose work-truck simplicity or luxury carlike pampering. A fully boxed frame not only adds stiffness, it allows for a more precisely tuned suspension and a smoother ride, versus previous-generation F-150s. Whether you use your truck like another trusty tool on the job, or you just need a versatile vehicle that can haul the family and a load of lumber, the F-150 is sure to have what youre looking for.

Body Styles, Trim Levels and Options:

The F-150 is available in three body styles (regular cab, extended cab and crew cab), three bed lengths (5.5-foot, 6.5-foot and 8-foot) and five different trim levels (XL, STX, XLT, FX4 and Lariat). Both regular and extended-cab trucks come standard with reverse-opening rear doors for easier cab access. The base XL is your standard work truck with a vinyl or cloth interior and minimal amenities.

The STX is similarly equipped but adds body-colored bumpers, sportier wheels and a few additional features, such as a split bench seat and an upgraded sound system. The volume leader in the lineup is the midgrade XLT, as it offers the widest array of available options, as well as an upgraded interior, chrome trim, and power locks and windows.

The FX4 is geared toward off-road enthusiasts as it includes underbody skid plates, retuned springs and heavy-duty shocks, as well as 18-inch wheels and an upgraded interior. Top-of-the-line Lariat models cater to buyers looking for an upscale look and feel with interior features like brushed aluminum and wood highlights, leather seats, a trip computer, 18-inch alloy wheels and automatic climate control. The King Ranch package adds unique interior and exterior trim, exclusive leather seating and wood grain interior accents. The Harley-Davidson package includes monochromatic paint, 22-inch alloy wheels, unique trim and black aniline leather seating.

Powertrains and Performance:

There are three engine choices: the standard 4.2-liter V6, a 4.6-liter V8 and an optional 5.4-liter V8. The 4.2-liter V6 makes 202 horsepower and 260 pound-feet of torque. The 4.6-liter engine provides 231 hp and 293 lb-ft of torque, while the 5.4-liter V8 produces 300 hp and 365 lb-ft of torque. Both V8 engines are matched to four-speed automatic transmissions. The V6 gets a standard five-speed manual. Properly equipped, the F-150 can tow up to 9,900 pounds and carry 3,020-pound payloads.

Safety:

Four-wheel antilock disc brakes are standard across the board, and traction control is optional on 2WD V8 models. Unlike some of its competitors, the F-150 does not offer side airbags or stability control. Frontal-impact testing by the NHTSA resulted in a perfect five-star rating. In frontal-offset crash testing conducted by the IIHS, the F-150 earned a rating of "Good," the highest available, and a "Best Pick" designation.

Interior Design and Special Features:

FX4 and Lariat models with bucket seats use a floor-mounted shifter, while all other configurations have a standard column shifter. An optional overhead console uses interchangeable modules so owners can add whatever features they find most useful. Regular cab models have handy reverse-opening access doors for getting to the storage area behind the seat.

Driving Impressions

The Ford F-150 offers a ride thats smooth and firm, with a minimum of body roll in corners, and a nice, plush ride over cobbled pavement, rutted dirt roads, and freeway slabs. We found this to be true in all the models we drove. Among them: an XLT SuperCab 4WD, a Lariat SuperCab 2WD Styleside with a 6.5-foot bed, an XL with a standard cab, and an FX4 SuperCrew. We were delighted by the ride of the FX4. It seems smoother than most off-road pickups. It offered a firm but comfortable ride around Los Angeles even with no weight in the bed to pre-load the rear suspension.

The power rack-and-pinion steering in the F-150 is exemplary. Its responsive, without hesitation or delay, and without being darty or overly quick or nervous. The truck tracks like a laser beam, turns in quickly, and recovers quickly even with no load in the bed.

The F-150s excellent ride and handling are benefits of a frame thats fully boxed with hydroformed front rails. The seven-crossmember skeleton is stronger, stiffer and heavier than any previous Ford pickup frame. The current frame is nine times more resistant to twisting and 50 percent more resistant to bending than the C-channel frame used up through 2003.

The front suspension is a double-wishbone setup for both 2WD and 4WD models. The rear suspension has outboard shock absorbers to control rear-end motions better in quick maneuvers. The outboard shock position provides better control on washboard surfaces, reducing the tendency to skate around in bumpy corners. The rear leaf springs are three inches wide. Liquid-filled motor mounts and a long list of other measures keep vibration and noise to a bare minimum.

Braking is smooth and responsive. They start slowing the truck just a little way into the pedal travel, and the more you push the pedal, the more acute the braking becomes; the absence of dead space in the pedal travel is a welcome relief from typical truck practice. All F-150s come with four-wheel vented disc brakes and ABS.

We found the big 5.4-liter V8 smooth and quiet. Rated at 300 horsepower and 365 pound-feet of torque, it delivers quick acceleration, although it doesnt seem as responsive as the 5.6-liter V8 in the Nissan Titan. The F-150s 5.4-liter V8 is part of Fords Triton engine series, and features a single overhead camshaft per cylinder bank, three valves per cylinder, and variable valve timing. EPA estimates for a 5.4-liter F-150 with 2WD are 15/19 mpg City/Highway. A flexible-fuel (gasoline/ethanol) version of the 5.4 is also available for the 2006 model year. The high-capacity 4R75E four-speed automatic transmission that comes with the 5.4 is smooth and responsive, downshifting quickly and crisply when you punch it, and shifting almost seamlessly when cruising.

The 4.6-liter Triton V8 also features aluminum overhead-cam heads, but with a more conventional two valves per cylinder. Rated at 231 horsepower and 293 pound-feet of torque, it offers a broad torque band, with 90 percent of its peak torque available at just 2000 rpm for strong towing performance and solid acceleration when hauling heavy loads. The 4.6-liter is also rated 15/19 mpg.

The 4.2-liter V6 is an attractive option for work trucks. Its a nice, smooth engine of the traditional pushrod-overhead-valve kind, and we liked the XL model we drove with it, though performance is sluggish by modern standards. The V6 is rated at 202 horsepower and 260 pound-feet of torque. A V6 2WD automatic rates 16/20 mpg; with a five-speed manual transmission, city mileage actually drops to 15 mpg.

The Harley-Davidson edition comes with a suspension biased further toward precision handling. The 5.4-liter V8 comes with a unique exhaust tuned for more hot-rod rumble. The available all-wheel-drive (AWD) system is electronically controlled and continuously monitors throttle position and wheel speeds to determine how much power to shift from the rear wheels to the front.

It is a segment thats been undercatered for years but small wagons will gain in popularity as petrol relentlessly spirals upwards in price and families look for alternatives to large gas guzzlers.

If you are a small car driver tired of being pushed into the kerb by big car bully boys at lane merges and dont need to waste your money hauling around a small block of flats with all-wheel drive, then Mitsubishi might have something for you.

The latest Lancer ES Wagon may wear the Lancer small car badge but it revives the popular medium-sized Toyota Camry/Mitsubishi Sigma/Holden Camira wagons with a 1990 price tag.



Mitsubishi slotted its 115kW/220Nm 2.4-litre engine, a size previously reserved for the Magna and Nimbus, into the CH MY06 Lancer in August 2005. Lancer dimensions (with the benchmark 1989 Camira wagon in brackets) highlight the value lurking in todays market. The base Lancer ES is 4475mm (4354) long, 1695mm (1668) wide, 1465mm (1338) high on a wheelbase of 2600mm (2577). Thats right, its bigger in every dimension than the most space-efficient medium family wagon of the late 1980s yet still costs about the same! For the record, the Camira weighed just 1100kg with only 85kW/176Nm to pull it. The Lancers 1340kg is an indicator of how much extra safety structure is required in todays cars.

The Lancer does not drive like a small car in the old sense of the word when it isnt. It is quiet and composed when cruising as the engine never has to work hard yet it is also surprisingly quick as a manual. Humble pie is not on the menu when it can accelerate into gaps and overtake with safety even with a load on board.

Poke it in the eye and the 2.4 engine can soon find the limits of the front tyres yet the chassis is good enough to stop it from getting too ragged. With this much grunt and no slippery diff or traction control, caution is required in the wet. It probably needs even bigger wheels and tyres. Its a drawback that most drivers will be happy to live with when so many small cars are tame and soggy. It is also one of the few manuals driven recently where the accelerator pedal still obeys the driver and doesnt hang onto its revs long after the driver has lifted his or her foot.

For a base model, it is well-equipped with proper multi-link independent rear suspension, ABS with Electronic Brake Distribution, twin airbags, lap-sash centre rear seat belt, height adjustable front seatbelts, air-conditioning, rear centre armrest, cruise control, tilt but not reach adjustable steering column, tacho, front map lights, drivers left footrest, cargo blind and a generous 15-inch wheel and tyre combination. There are also plenty of hidden storage points under the rear floor.

The interior doesnt feel as cheap as expected with classy semi-suede seat fabric and black on white instruments. The back seat is quite generous and comfortable for a wagon. The front seats are also a pleasant surprise although a large and heavy driver might detect a seat frame section at the base of the back rest.

The load area has a low floor and is easy to access. The fold-down back seats create a level load platform that will easily hold a mountain bike without removing a wheel.

Handling is pleasantly neutral providing you dont allow the engines strong torque to take over. The ride is controlled and smooth without being squishy. The low front spoiler, low profile tyres and passenger car ride height ensure its happier on the bitumen than off it but it maintains some composure on choppy surfaces. Its a sensible middle of the road setup with a willing engine that lifts the boredom threshold. Mitsubishi is honest about the extra fuel consumption that the big engine brings with a fuel figure of 9.5litres/100km which I found could easily jump to 10.5-11litres/100km if you drive it as the rally car hiding within. At least you have the choice.
The Lancer wagon looks like a small Volvo sports wagon from the back with outstanding all round vision because it doesnt pander to the high-waist line and pinched-in rear of so many recent designs. Yet I couldnt live with the way it looks. Its neat, purposeful rear section ends with a face that looks like it was lifted from Mickey Mouse during a tonsil examination. Mitsubishi ditches the funny face on the pricier VR-X sports wagon version for a much more adult look. Even after a week, the comments about the mismatch between the Lancer ES front and me as a male of the species started to wear thin when it doesnt need to be this way. I would end up shopping elsewhere if I didnt want the VR-X extras that reduce its practicality.

The Lancer ES wagon could be the perfect solution for budget-conscious empty nesters with a getaway property or a young married couples first decent car or outdoor recreation types who need a long roof or interior for bikes, boards or kayaks. You could also sleep in it at a pinch. Yet it looks too silly for such a quick and useful vehicle. A look of substance is critical if it is going to lure buyers from bigger cars and four wheel drives. Mitsubishi should know better when it pulled it off so well with the Sigma all those years ago. Even if the front styling works for certain Lancer sedan buyers, the wagon needs the VR-X grille at ES level immediately.

Model: 2006 Mitsubishi CH Lancer ES 2.4 Wagon
RRP: $22,490
Price as tested: $22,790 (Metallic paint $300)
Distance covered: 310km

For the nonconformist in all of us, the Volkswagen EuroVan was a nice update of the old Bus and Vanagon. The final four years in the North American market saw not only the engine in front, but one with six cylinders delivering (gasp!) triple-digit horsepower and torque. At last, sustained freeway speeds didnt have to coincide with tailwinds and downhill grades. Design, ergonomics and creature comforts evolved with the times, as well.




Too bad it wasnt enough. Buyers were wooed by more contemporary, if more bland, minivans from America and Asia. Other buyers skipped minivans altogether and went for SUVs. VW unceremoniously pulled the underrated EuroVan from North America after the 2003 model year.

Finding a used EuroVan may take some effort, but dont let that stop you. The reward is a vehicle that holds its value reasonably well and doesnt emasculate you for being seen in it. Bonus points for one equipped with the versatile Weekender package, complete with the pop-up top and mini-mini-mini RV accoutrements. Hip? Thats in the eye of the beholder. Cool? In its own way. Underrated? Most definitely.

Whats more: Rumors suggest a redesigned, neo-retro, Microbus-esque van is on the way.

The 2007 VW Passat (Wagon) is one of those vehicles whereby you "feel" the technology and engineering that went into developing the vehicle. The 2007 Passat Wagon is precise, handles well, and has a great computer system - easy to use, telling you everything you would need to know and then some. A plus point for families, you are surrounded by airbags in the event of a collision.



My only dislikes are the stereo system. It is definitely NOT for the music lover, there is NO iPOD connection, and aesthetically it is not pleasing.

I do not like the quality of sound either. There are no redundant controls on the steering wheel which nowadays are common place even in lesser expensive vehicles. Personal storage space in the glove compartment and in general is limited ... or maybe, I am use to a lot more on my previous vehicle - the back end doesn’t count. AND the cup holder in the centre counsel looks like the packaging from a "Ding Dong" cupcake snack. Other than that, it is a terrific vehicle. Definitely read up on the specs and consumer reviews. Apparently, this has the same engine as the Audi TT. You will not go wrong investing in this car.

New for 2007

The 2007 Volkswagen Passat Wagon is redesigned with a longer wheelbase and a wider body featuring a new medallion-shaped grille and clear high-tech headlights. Inside the Passat interior is more functional and ergonomic, with more rear-seat legroom and new rear vents heat and air conditioning. The Passat is powered by a new 200-horsepower 2.0-liter turbocharged intercooled engine delivering 207 lb-ft of torque from 1800 to 5000 rpm. The 280-hp VR6 narrow-angle V6 engine returns and is mated to a refined six-speed automatic transmission with Tiptronic and sport mode.

Interior Design and Special Features

Every Passat, from the Value Edition to the 3.6 4Motion, presents a comfortable and upscale cabin. Fit and finish is superb and theres a feeling of precision to all the controls. Starting the car is a bit unusual but easier than the normal stick-the-key-in-and-twist drill. One simply inserts the "key" into an easily seen/accessed slot on the dash and pushes it to start the car. The wagon has 35.8 cubic feet of cargo room with the second-row seats up.

Safety Features

Most wagons are bought as family vehicles, so buyers pay particular attention to safety items. The Passat wagon has standard front-seat side airbags and side-curtain airbags, along with anti-lock brakes.

Theres no escaping gadgetry with a German car. The Passat wagon thus has a press-start ignition switch and push-button parking brake. Thank goodness it doesnt overwhelm drivers with the excessive gadgetry found in upscale German cars.

Impressive Turbo Engine

While the Passats 2.0-liter 4-cylinder engine is fairly small, it is smooth and sophisticated. Its turbocharger helps it generate 200 horsepower and the engine works well with the wagons standard, responsive 6-speed automatic transmission.

The Passat 2.0L (2.0-liter) wagon provides an estimated 22 mpg in the city and 31 on the highway, although it calls for premium gasoline.

The wagons 3.6-liter V6 generates 280 horsepower. It provides 19 mpg in the city and 28 on highways with front-wheel drive and 18 and 27 with all-wheel drive. Volkswagen also recommends premium fuel for the V6, which is mainly for those who consistently carry heavy loads.

The entry Passat Value Edition 4-cylinder wagon costs $25,225, but buyers may as well plunk down a few more dollars and get the $26,175 trim level. It has front seat power recliners and lumbar adjustment, a trunk pass-through area and attractive alloy wheels.

Body Styles, Trim Levels and Options

The 2007 Volkswagen Passat is a midsize wagon with seating for five. There are four trim levels: Value Edition, 2.0T, 3.6 and 3.6 4Motion. Plenty of standard features come with the Value Edition, such as 16-inch steel wheels, a tilt-telescoping steering wheel, leatherette upholstery, air conditioning, an eight-speaker MP3/CD audio system, cruise control, power windows and locks, keyless entry, power heated mirrors and a trip computer. Step up to the 2.0T and a power driver seat, alloy wheels, rear-seat/trunk pass-through and chrome trim around the window frames are added. The 3.6 ices the cake with 17-inch wheels, an in-dash CD changer, satellite radio and a power sunroof. The Passat 3.6 4Motion adds all-wheel drive to the mix. Value Edition and 2.0T options include a sunroof, leather upholstery, an upgraded Dynaudio sound system and a navigation system. The 3.6s options include 18-inch wheels, a sport-tuned suspension, adaptive bi-HID headlights, automatic dual-zone climate control, 12-way power front seats, and wood or aluminum interior trim.

Driving Impressions

A fully independent suspension along with an impressively rigid structure provides sportier handling than previous generations of the Passat, which were more cruiser than sport wagon. Although the chassis is still tuned more for comfort than attacking apexes, body roll is kept in check and the steering is responsive yet light, without feeling overboosted. Factor in the powerful engines and the Passat makes for one of the most entertaining rides in the midsize wagon segment.

Pros

Features for the price are excellent. Reviews have knocked the new passat for price but you are buying a bragain audi, interior fit and finish & features are on par with Audi. For example the std. power liftgate (optional on the 50K A6 avant). Crash tests are excellent. This car has huge brakes with good stopping power and the 3.6 is amazing, it will hang with some fast company, it also has a great deep exahust note. The bi-xenon headlights that steer into corners are a worthwhile option, they work very well. This car also has cornering lights that illuminate to the side if your steering wheel reaches a certain degree. The dynaudio system is smokin.

Cons

Interior is functional and made of high quality materials, just wish it had a little more of its own style, some styling is similar to the Jetta. Why no power seat adjust for front to back adjustment?

Overall Review

This is a car that inspires emotional attachment. The torque and power are unbelievable for such a small, economical engine. Economy is enhanced by the light weight (at least compared to the cargo volume). As much carrying capacity as a medium-sized SUV. 20 mpg in very short trip commuting, 26-27 in 80 mph cruising. Takes real attention to not drive too fast. Very pretty wagon (to my eye, at least). Im still not confident in VWs level of commitment to its customers. AC is definitely weaker than it should be, but my feeling is that if I take it to the dealer and complain, theyll park it by a wall and call me at the end of the day to say its normal. Already have had one experience of spending 3 hours ferrying the car back and forth to be told something is "normal", after having previously both phoned and visited to carefully explain my question.

Hybrids and High

Hybrid owners have been making a fuss about real-world fuel economy ever since the 2000 Honda Insight debuted and promised 72 mpg on the highway. But the EPA data is only part of the problem. Evidently, nobody told hybrid drivers that they had to follow the same common-sense laws that govern fuel mileage with regular gasoline vehicles. Hybrid owners need to understand that they can’t drive their vehicles as if they don’t have a gasoline engine.



In an effort to address disappointment with hybrid fuel economy, Ford and Lexus have decided to hit the road and teach owners how to maximize mpg. Ford’s “Hybrid Patrol” travelled to eleven American cities to talk to Escape Hybrid owners about ways they can improve fuel economy. Lexus dealerships have started distributing a pamphlet about the RX 400h, explaining that quick acceleration, heavy braking, and driving at speeds above 60 mph results in mileage estimates that are lower than the EPA estimates.

Of course, full hybrids, those that can run solely on battery power, like the Ford Escape Hybrid, benefit from slightly different types of driving than regular gasoline vehicles. For example, an Escape Hybrid is more effective in the city than on the highway, in direct contrast to straight gas burners. That’s because the engine stops running when stopped or when travelling at low speeds, using the juice in the battery pack to operate the lights, wipers, stereo, and air conditioning.

Also, we’ve been successful at cruising Los Angeles traffic between 25 and 30 mph in the Escape Hybrid, without the motor running. At least until the slightest hill needed to be climbed, or impatient motorists began honking horns to get us moving away from a traffic light.
Finally, remember that no matter how hard you drive a hybrid, it will get better fuel economy than the equivalently-powered gasoline version. In a Toyota Prius, you could staple the accelerator to the floor away from every light and stop sign, drive 80 mph on the expressway, and jump from lane to lane during the commute and still get better gas mileage than a gingerly-driven Toyota Matrix of similar size and power.

So even if you’re not getting what the EPA promised, take heart. You’re probably doing better than the guy in the next lane, especially if your tire pressure is correct, your powertrain has been properly maintained, and you’re storing the golf clubs, baseball cleats, and soccer balls in the garage rather than your trunk.
Til next time...Keep Rollin
resource : http://autoweb.com

FORD BRINGS NEW EDGE TO HOT CROSSOVER MARKET

Bold, American design distinguishes the 2007 Ford Edge in the red-hot crossover utility vehicle (CUV) market – along with a dynamic driving character and innovative features designed to make it the "crossover of the year."

Equipped with an all-new 250-horsepower V-6 engine and 6-speed automatic transmission, Edge will deliver performance, quietness and fuel efficiency. Ford Edge is expected to achieve fuel economy in the mid twenties in highway driving.



"Edge underscores the bold, American design direction for all Ford vehicles going forward," says Mark Fields, president, The Americas, Ford Motor Company. "Edge also is packed with Ford innovation – from its panoramic glass roof and laptop-friendly center console to fuel-saving engine and advanced safety features. We expect Edge to make waves in the hot crossover market this year just like the Fusion did for midsize cars last year."

CUVs are Hot

The CUV is the fastest-growing vehicle segment in the United States, outpacing even the remarkable growth SUVs achieved in the 1990s. CUVs surpassed 2 million U.S. sales in 2005 and are on pace in 2006 to exceed traditional SUV sales for the first time.

Two distinct consumer trends have helped fuel the explosive growth of the CUV segment: car buyers seeking more spacious and flexible interiors along with the security of all-wheel drive, and traditional SUV buyers seeking more maneuverable and fuel-efficient vehicles that still make an active lifestyle possible.

Most crossovers have been designed to closely resemble traditional SUVs. Edge heads to a new, unexplored part of the CUV market with a bold, modern, uniquely American design.

Modern Design with a Dramatic Edge

"Edge is not an off-road adventure vehicle, and it doesn’t look like one," says Peter Horbury, executive director, North America Design. "The inspiration for the Edge is contemporary design and an adventurous state of mind."

Edge’s visual promise of dynamic prowess begins with its bold front end. Its distinctive three-bar chromed grille builds on the great look of the Ford Fusion. An aggressively raked windshield and fast-sloping back window with high-mounted rear spoiler accentuate the feeling of motion. Quad-beam headlamps and a "powerdome" hood accentuate the purposeful front-end look.
Each wheel is planted at an extreme corner, giving Edge a powerful, yet graceful stance. The raised beltline emphasizes strong, sculpted shoulders formed around sharp wheel arches. Matte black lower front and rear fascias and side rocker panels emphasize Edge’s sporty character.

Edge’s modern design flows into the interior, evident in the instrument panel and distinctive center stack. The center stack design incorporates two 9- by 2-inch vertical vents that bracket the audio and climate-control switches. All-leather seating surfaces feature contrasting stitching inspired by the fashion industry and a hit with Fusion customers.

"Edge has an expressive look that evokes a connection with the customer’s lifestyle," Horbury says. "It was important that we design Edge to have maximum flexibility in the amount of gear it can accommodate while still offering customers a contemporary vehicle they can take out on the town."

Adaptable, Flexible Design

Edge is designed to fit the customer’s need for style as well as cargo space and adaptability. For example, the large center console uses a removable divider and tray to organize the space both vertically and horizontally for everything from laptop computers and handbags to coins and MP3 players.

An optional concealed plug means that the Edge has four power points, three within the driver’s reach, along with a segment-first MP3 audio jack. Small slots molded into the side of the console keep phone and MP3 cords neat and organized. The console lid has a ticket clip, two pen holders and a tissue holder.



Edge also is big on details. A 20-ounce-cup holder is included in each front-door map pocket, along with juice box holders in the rear door pockets, two super-size-cup holders in the center console and two in the rear armrest.

Edge comfortably seats five, offering available six-way power, heated, adjustable front seats and best-in-class adult headroom and legroom for the second row. An easy-to-use available folding front-passenger seat creates an extended load floor.

The 60/40 reclining split second row folds to provide a level load floor for carrying equipment in the large cargo area. Edge can transport items as long as 8 feet inside with the front passenger seat folded down. Each rear seat can be folded manually using an industry-first single-hand release or automatically with an available EasyFold™ electro-mechanical remote release accessible from the rear cargo area.

Edge options include Ford’s next-generation DVD-based navigation system and factory-installed Sirius satellite radio. Rear-seat passengers can enjoy the available DVD entertainment system with a drop-down 8-inch screen and two pairs of wireless headphones.

Class-Exclusive Panoramic Vista Roof™

Edge’s available panoramic Vista Roof™ opens up a whole world of possibilities. The large glass moon roof provides a grand view of the sky above and can open for a sense of freedom that accentuates Edge’s sporting nature.

The roof features a large 27.3- by 29.4-inch forward panel that offers tilt and slide opening, and a 15.75- by 31.3-inch fixed rear glass panel. A one-touch-open switch provides open-air touring. Close the forward roof, and the enormous skylights allow natural light to flood the cabin, while protecting the cabin from the elements. When preferred, the twin power-operated cloth shades can be closed simultaneously to block glare.

"When you sit in this vehicle and look up and see the sky all around you, you just want to take it out for a drive and chase the horizon," says Horbury.


Engaging Driving Dynamics Set Edge Apart

Edge embodies a unique sense of adventure. "We’ve instilled Edge with balanced, agile and fun-to-drive dynamics," says Derrick Kuzak, group vice president, Product Development. "Getting to wherever you’re going can be part of the fun of the adventure."

Edge’s modern car-based foundation facilitates its excellent driving character. The front suspension features MacPherson struts and an isolated subframe, firmly attached in six locations. To further smooth out the ride, hydro-bushings are used.



The four-link independent rear suspension uses stamped steel control blades for precise suspension tuning. The rear shocks are mounted as far outboard as possible in the vehicle and behind the wheel center to improve ride and handling. Edge comes standard with four-wheel-disc anti-lock brakes.

"We tuned Edge to be very responsive, offering drivers a confident ride without compromising the fun-to-drive quotient," says Elaine Bannon, Edge chief vehicle engineer.
Edge’s all-new 3.5-liter V-6 features a strong, lightweight, die-cast aluminum block and lightweight 4-valve-per-cylinder heads for smooth operation at high rpm. A 10.3:1 compression ratio and close-coupled catalysts will help it meet stringent ultra-low emission vehicle (ULEV) II regulations.

Safety Begins with Accidents Avoided

Edge customers will find peace of mind in Ford’s comprehensive approach to safety, including available active safety technology and comprehensive passive safety features.

"Edge’s confident handling helps drivers avoid accidents, especially when paired with the industry-exclusive AdvanceTrac® with Roll Stability Control (RSC®)," says Stephen Kozak, Ford Safety chief engineer. "Should an accident occur, Edge features a comprehensive package of passive safety features to help provide enhanced safety performance."

Edge is available with Ford’s AdvanceTrac® with RSC®, the industry’s only electronic stability control system that uses two gyroscopic sensors to monitor both yaw and roll motions. Monitoring both motions allows for yaw-control enhancements, providing class-leading side-slip and roll stability control.

Edge comes standard with dual-stage driver and front-passenger air bags, an energy-absorbing steering wheel and knee bolster for the driver and an energy-absorbing glove box for the passenger. The driver seat uses a seat position sensor while the passenger seat uses an occupant classification sensor – both are equipped with load-limiting safety belts and pretensioners.
Edge offers several layers of side-impact protection, including solid unibody construction with cross-member ladder frame, a reinforced greenhouse, energy-absorbing side door trim, available seat-mounted side air bags and Ford’s Safety Canopy™ system with rollover detection and extended-duration side curtain air bags.

Impressive Interior Quietness

Edge’s well-rounded, modern performance extends to impressive refinement, enhancing the driving experience.

Engineers spent hundreds of hours fine-tuning Edge’s interior ambiance. For example, the side mirrors were specifically designed to reduce wind noise. Even the radio antenna was scrutinized. Engineers took clay modelers into the wind tunnel to fine-tune the mirror design.
By modifying the pitch and height of the spiral by tenths of a millimeter, wind noise was reduced by as much as two decibels.

With its unique combination of styling, capability and driving dynamics, Edge is the perfect complement to Ford Motor Company’s expanding CUV lineup. Ford outpaced the competition in CUV growth in 2005 and looks to further energize the CUV market in 2006 with the new Edge and two other crossovers – the Lincoln MKX and Mazda CX-7.

Ford Edge goes on sale in the fourth quarter of 2006. It will be manufactured at Ford’s Oakville Assembly Complex in Ontario, Canada.

2008 Alfa Romeo Spider

The 2008 Alfa Romeo Spider is Italian elegance, which can be seen on roads all over the world. Alfa romeo Spider a legend of the world of open sports cars and most especialy a car with a strong Italian character.

2008 Alfa Romeo Spider Exterior

Review:
Three engines, none of which is earth-shattering. The range starts with a 2.2-litre petrol four, hits a peak at the 2.4-litre JTDM diesel (yup, along came a diesel Spider) and tops out at the lardy 191kW V6 with four-wheel drive. All drive into the 225km/h area, though the V6 is comfortably quickest to 100km/h at 7.0 seconds dead. The same economy comes from the smaller petrol and the diesel at 9.4L/100km, but youll be lucky to get 11.5L/100km from the V6.

2008 Alfa Romeo Spider Exterior

Engine Specificatiom:
Engine - V6 litre
Top Speed - 146 mph
Torque - 237 to 4500 rpm
Transmission - 6 Speed Manual
Horse Power RPM - 260 to 6200
Fuel Type - Petrol

2008 Alfa Romeo Spider Interior

Exterior:
Alfa Romeo Spider proudly displays his close ties with the Alfa Brera, while at the same time it points to the great tradition of Alfa Romeo in the open sports car. An elegant solution to the rear resembles the legendary Giulietta Spider fiftieth, an internationally recognized automotive icon. The result was a truly impressive car, with generous dimensions (length 4396 mm and 1830 mm width) and with a clean, concise style.

2008 Alfa Romeo Spider Interior

Interior:
Alfa Spider makes a strong impression, thanks to its high-tech equipment, high quality finishes and carefully selected materials: expensive plastic, aluminum and leather.

2008 Alfa Romeo Spider Price: $69,990 - $95,990 AUD

2012 Audi A5 Sportback

The 2012 Audi A5 Sportback - The Design is becomes a charm. A look at The New Audi A5 Sportback enough to feel That this is such a time and its is elegance of a coupe and the versatility of a wagon.

2012 Audi A5 Sportback Front

Review:
The 1.8 TFSI has 125 kW (170 hp) and maximum torque of 320 Nm. The 2012 Audi A5 Sportback is one of the fuel-efficient engines in its class: Ideally used 5.8 l per 100 km with a manual transmission. It accelerates in 8.2 seconds from 0 to 100 km/h With the powerful 2.0 TFSI engine which develops 155 kW (211 hp) to sprint in 6.6 seconds from 0 to 100 km/h

Engine Specification:
Engine Type - 4.2-liter V8
Maximum Power - 1798 cm
Maximum torque - 320 Nm at 1400-3700 r/min
Maximum speed - 230 km/h
Acceleration - 8.2 seconds
Transmission - 7 Speed Manual Transmission

2012 Audi A5 Sportback Back

Appearance:
>Brilliant Red
>Brilliant Black
>Ibis White
>Cuvee Silver Metallic
>Ice Silver Metallic
>Metallic Glacier White
>Moonlight Blue Metallic
>Monsoon Gray Metallic
>Scuba Blue Metallic
>Metallic Shirazrot
>Teak Brown Metallic
>Daytona Grey Pearl Effect
>Lava Grey Pearl Effect
>Misano Red Pearl Effect
>Phantom Black Pearl Effect

Exterior:
Electrically adjustable mirrors with heating, with integrated LED direction indicators (left - Convex, right - convex), including a heated windshield washer nozzles
Paint the body mirrors in body color
Parking distance sensors rear of LED daytime running lights
Decorative moldings around the perimeter of the window openings, brilliant
Exhaust pipes: one branch pipe on the left and the right to dual-stream system

2012 Audi A5 Sportback Interior

Interior:
Headliner cloth (the color depends on the chosen seat trim)
Decorative plates, lacquered gray (Steel Gray) (ordering a beige trim and decorative plates, lacquered, beige (Moor Brown)
The interior lighting
Climate Control

2012 Audi A5 Sportback Interior

Interior Equipment:
>Front airbags for driver and front passenger
>Disc brakes front and rear, front ventilated
>Elektrokorrektor angle range with an automatic stabilization system
>Xenon headlights, bifunctional
>Side airbags in front, complete with airbags for the head
>Headlight washers
>Fog lights
>Central locking with remote control (lock doors, trunk lid and the tank)
>LED taillights

2012 Audi A5 Sportback Price: £25,845