2010 Mazda RX-7 - Automotive Clip

2010 Mazda RX-7

After being rumored off and on for the past five years, a new Mazda RX-7 looks to be on the way at last. Not much is known about it right now, as development has reportedly just begun, but sources predict a calendar-2010 debut, perhaps as an early 2011 model. By that time, Mazda's RX-8 will be seven years old and ready for retirement, hence speculation that the next RX-7 will take over as Mazda's "senior" sports car.
The original RX-7 debuted in 1977 and quickly built a large and loyal worldwide following as a fast, agile, and affordable two-seat coupe with a unique and fascinating rotary engine. A 1986 redesign added size and a convertible body style, but neither did much for sales. Accordingly, Mazda went back to basics for a third-generation 1993 RX-7 coupe, but turbocharged the engine to over 250 horsepower. Enthusiasts loved it, but a weak dollar-to-yen exchange made it too expensive to draw sufficient U.S. sales, so Mazda pulled the plug after 1995--but only in America. The RX-7 continued into the new century for Japan, Europe, and other overseas markets, even as Mazda rolled out the four-door, four-seat RX-8.
Sources say the 2010 Mazda RX-7 will be another Japan-sourced two-door coupe, but based on Mazda's latest MX-5 roadster platform. However, that rear-wheel-drive architecture will be scaled up to near RX-8 size, which could mean a tiny back seat instead of a strictly two-passenger cockpit. Styling is said to be drawn from the 2006 Kabura concept, so look for traditional long-hood/short-deck proportions, an arched roof, prominent cycle-style front fenders, an aggressive nose, and big wheels pushed right out to the corners.
It's believed the 2010 Mazda RX-7 will inherit the RX-8's "Renesis" rotary engine, modified for more horsepower than today's 212/232. One source says engineers are working to install a turbocharger that could itself be assisted by an electric motor at low rpm. This makes sense for a type of engine that's inherently strong on high-end power but weak on low-end torque. Besides broadening the power band, the "electric turbo" promises to reduce low-rpm emissions, a traditional bugbear with the rotary.


The 2010 Mazda RX-7 won't be luxurious, but furnishings should be appropriate for a mid-priced sports car. So, too, standard equipment, which will likely include 17- or 18-inch wheels housing big four-wheel disc brakes with ABS, plus stability/traction control and perhaps steering with fuel-saving electric assist instead of hydraulic. Transmissions should comprise a six-speed manual and optional six-speed automatic, though a sequential manual with automatic shift mode might be in the cards. Like RX-8, options should include leather upholstery, heated/power seats, navigation system, keyless entry with pushbutton starting, rear spoiler, lower-body flares, and--for weekend racers--a firm "competition" suspension package.

A Notable Feature of the 2010 Mazda RX-7
Mazda's Wankel-type rotary engine not only presents more emissions-cleanup challenges, it's inherently thirstier than comparably-sized piston engines. With that and the prospect of higher fuel-economy standards, some believe the 2010 Mazda RX-7 could appear with a Honda-style gas-electric hybrid system. Instead of a turbocharger, the battery-driven motor would boost engine acceleration at or near full throttle, but would not be set up to drive the vehicle by itself. Presumably, the system would also include regenerative braking to charge the batteries when coasting and decelerating, plus an engine stop/start feature to reduce idling time and thus save fuel. If the 2010 Mazda RX-7 turns out to be a hybrid, it would be the first such vehicle with a rotary powerplant.

Buying Advice for the 2010 Mazda RX-7
It's too early to tell whether the 2010 Mazda RX-7 will live up to the hype growing up around it, but it should be no less the unique sports car its predecessors were. Is that worth waiting for? Well, RX-7 fans have already been waiting over 10 years for a new version of their favorite. What's a couple more? But be prepared to move once dealers have it. Demand for the new RX-7 is likely to be strong, at least in the first season. Also, like the RX-8, this car is partly a technology and image flagship, so Mazda won't be looking for big sales. Indeed, availability might even be capped at, say, 25,000-30,000 units a year to maintain both exclusivity and resale values.
2010 Mazda RX-7 Release Date: It will be sometime in calendar 2010, say our sources, and probably not until midyear at the earliest. As noted, development work is only just getting underway.
2010 Mazda RX-7 Prices: A lot will depend on how the dollar fares against the yen between now and 2010. However, $32,000 to start and upwards of $39,000 loaded seem like reasonable guesses.

Source : Consumer Guide Automotive

2010 Toyota Supra - Automotive Clip

2010 Toyota Supra

Gossips love concept vehicles, especially those that seem to belong in showrooms already. Take the Toyota FT-HS. Unveiled at the 2007 Detroit Auto Show as a "21st-century sports car," it reminded some of Toyota's well-liked Supra. And why not? It's another high-style sporty coupe with rear-wheel drive, a six-cylinder engine, and seating for four. Obviously, a new Supra was on the way, and with gas/electric power to boot. After all, FT-HS stands for "Future Toyota-Hybrid Sport."
Carmakers usually shrug off new-model rumors, but Toyota did the just opposite with the FT-HS. As Road & Track reported, a company spokesperson described the concept as "a car we all know Toyota should have. It would slide right into the slot where the Supra was, as a mid-price sports/GT car--something we need in our product line." Which implies a rival to the Nissan 350Z, which the concept closely matches in size, and not the Chevrolet Corvette, which the last Supra targeted. Trouble is, a strong yen 10 years ago priced the Supra out of its market. A new hybrid model could suffer the same fate, given today's weak dollar/yen exchange and hybrid technology that remains expensive.
Still, Toyota is a big company with huge cash reserves. And it remains committed to making gas/electric power just another option throughout its lineup. Moreover, Toyota likes to showcase its technology in distinctively styled niche vehicles like the compact Prius hybrid, that darling of Hollywood greenies. Add it all up and the case for FT-HS morphing into a new Supra looks pretty convincing. In fact, some oddsmakers say it's a sure thing.
Even if they're right, there's still the question of how much of the concept design could be retained for a "mid-price sports/GT." For example, the FT-HS powertrain assumes a 3.5-liter V6, familiar from many current Toyotas, but also a new Hybrid Synergy Drive that has yet to be developed. Toyota says the concept has a total 400 net horsepower, good for 0-60 mph in around four seconds, but has yet to project fuel economy or emissions ratings, except to say that both would be really good.
Then there's the concept's styling, with its many compound curves and sharp edges that would surely be expensive to produce even in modest volume. Other design elements, especially the wild "boomerang" instrument panel and no-hub steering wheel, would also have to be ditched for more-conventional, less-expensive components.


The FT-HS uses a carbon-fiber beam to divide the cockpit left and right. Toyota says it enhances structural rigidity, but it also lends what designers call a "skeletal" appearance. Another novelty is a power-operated carbon/Kevlar roof panel that pivots to stow in the rear-seat area. Nodding to Ferrari and Porsche are a see-through hood panel to show off the front-mounted engine and a rear spoiler that powers up at higher speeds to enhance stability. The spoiler idea would almost certainly survive on a new Supra, but the other features seem questionable because of cost and/or practicality. We'll see what Toyota delivers.
The 2009 Toyota Supra will likely be a limited edition to support both retail sales and residual values for the Toyota brand's newest performance and technology flagship. We'd guess no more than 5000 cars per year for the U.S. market, perhaps less. That spells a possible early first-year sellout, so be ready to pounce when the new Supra becomes official.
2010 Toyota Supra Release Date: It's unclear at the moment, but we'd look for the 2010 Toyota Supra by summer or fall of 2009--especially if a showroom-ready Supra "concept" appears at one of this winter's major auto shows. However, Toyota says its engineering staffs are now stretched to the limit by other new models planned for the next couple of years, so the Supra could be delayed.
2010 Toyota Supra Prices: The "mid-price sports/GT" description and sophisticated hybrid-drive hardware suggests the 2010 Toyota Supra would be priced well above the Nissan 350Z, perhaps close to the $70,000 high-performance Corvette Z06.

Source : Consumer Guide Automotive

2009 Cadillac XLR - Automotive Clip

2009 Cadillac XLR

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The 2009 XLR is Cadillac's flagship vehicle. This luxurious high-performance two-seat roadster shares the same platform as the Corvette.

The Cadillac XLR features a magnetic-fluid-based real-time damping suspension that continually adapts to different road conditions. It's propelled by a 320 horsepower 4.6-liter Northstar V8 engine mated to a six-speed automatic transmission with manual shift mode. Unique to luxury sports cars and to achieve a proper 50/50 weight distribution, the transmission is mounted in the rear. Standard safety features include four-wheel anti-lock disc brakes, side-impact air bags with head and thorax protection, electronic vehicle stability control, and traction control.

For 2009 the Cadillac XLR receives an interior and exterior refresh.

Introduction
This is not your father's Cadillac; although it could be your grandfather's, and that's not a put-down. A couple of generations ago, a Cadillac badge meant world-class performance. Cadillacs finished 10th and 11th at Le Mans in 1950. They competed in the early days of NASCAR. Go back further, to the early 1930s, and Cadillac made a 16-cylinder open two-seater that could scare a Duesenberg costing double its price.Beneath its edgy, ultra-modern styling the XLR represents a return to those glory days.

The Cadillac XLR is a hardtop convertible. Press a button and the top goes up or down in 30 seconds. With the top up, the XLR looks like an edgy, powerful coupe, and it acts like one. Its styling is powerful and distinctive and its interior is luxurious and attractive. It's smooth, quiet and pleasant when cruising, top up or top down.

The XLR offers tenacious grip and excellent handling. The Cadillac XLR is based on a modified version of the Chevrolet Corvette chassis and is rear-wheel drive. It is lighter and more powerful than the Lexus SC430 or Jaguar XK.

The XLR sounds sexy and delivers brilliant acceleration performance. Its Northstar V8 is a modern, 32-valve, double overhead cam unit with variable-valve technology. At 320 horsepower, it's nearly twice as powerful as the old Cadillac V16. For 2007, the standard XLR benefits from the same six-speed automatic transmission as the XLR-V.

The supercharged XLR-V ups the ante to 443 hp. That was serious race-car power just a few years ago.
Lineup

The XLR ($75,335) comes with a 4.6-liter V8 that produces 320 horsepower and 310 pound-feet of torque. The list of standard equipment is long and includes a nine-speaker Bose sound system with XM Satellite radio, DVD navigation and video, Magnetic Ride Control, radar-controlled adaptive cruise control, keyless entry and push-button start, a head-up display, and Gen 7 OnStar, the latest highway assistance service featuring the helpful voices of genuine human beings beamed to the car by satellite.

The Passion Red ($2,575) and Platinum ($6,080) packages add special wheels, colors, upholstery and trim.

The XLR-V ($97,460) features a supercharged 4.4-liter V8 that produces 443 horsepower and 414 pound-feet of torque. Chassis modifications include larger brakes; recalibrated Magnetic Ride Control; a larger front stabilizer bar; the addition of a rear stabilizer bar; stiffer rear lower control arm bushings; larger wheels and tires; a power steering fluid cooler; and a higher-capacity fuel pump. Inside, the V-model features aluminum accents and French-stitched leather seats. Wire-mesh grilles, a hood bulge, and other exterior filips make sure the neighbors notice. No options are available.

Safety features that come standard include side-impact airbags, StabiliTrak electronic stability control, and OnStar.
Walkaround

The styling of the Cadillac XLR is distinctive and controversial. Some people like the sharp styling, some people don't. Most people like it. We like it. It's unique with a cause, which is difficult to achieve and reason enough to like it. It's an in-your-face kind of grace.

We especially like how the XLR looks when the hard top is up. Very cool, chopped and suggesting a hot rod, with a steeply raked rear window and lots of angles like the rest of the car. The top is made of aluminum and magnesium with composite panels and contributes to the structural rigidity of the car. The Mercedes SL roadster has a similar top but it's rounded at the edges and doesn't do for the Benz what this top does for the XLR. It adds power to the aura of the car, erases the top-down gentrification.

Four wide exhaust tips, pointing out from under the center of the rear bumper like the tips of two big double-barreled shotguns, add to the statement of power. We think Cadillac could and should have done something different with the wheels, though: The 18-inch, mirror-polished alloy, a seven-spoke wagon-wheel design looks spindly under the aggressively solid XLR.

The shape and silhouette of the XLR works, but if you take it apart the elements suggest it was designed by two people with clashing ideas. The details seem incongruous if you study the shapes for a while. The bright and bold egg-crate grille announces the flow of the styling, and the headlamps wrap around the corners; they touch front, top and sides. The front bumper/air dam is massive, and extends like an underbite but not conspicuously. The rectangular foglights don't seem to take part in the styling, and the long horizontal opening in the air dam is just big and just there.

The sides are blessedly smooth, and the wheel cutouts are full with the fenders flared just enough. The XLR is low and wide, and the wheels are big, so it looks hot. The rocker-panel extension, a composite plastic, like the rest of the body, is sharp but tidy, while the mirrors are bulky.

The high angularity of the tail perfectly complements the shape, but the big pseudo carbon-fiber box around the license plate, also containing the backup lights, mostly messes it up. But the four cool exhaust pipes almost redeem it. They draw the eye, at least.

There are no door handles; instead a small release button hides inside a deep notch behind the top trailing edge of the door. You don't need the key to unlock or start the XLR. With the key fob in your pocket or purse, the door will unlock as you stand before it, and you can fire or kill the engine with the push of a button on the instrument panel. When you walk away from the car it locks itself. If the key fob transmitter fails, there's a little hole in the rear bumper with a plug covering a slot for the key.

On the ultra-performance XLR-V, the upper and lower front air openings at least match; both are filled with a polished fine wire mesh calculated to look custom. The V-model's engine hood bulges in the center, somewhat like a third-generation Corvette's, providing clearance for the supercharger but also adding some visual strength to an area where the base model seems a bit reticent.

The XLR-V's 10-spoke alloy wheels are more three-dimensional in design and contour than the standard model's flattish seven-spokers; unquestionably an improvement, they help showcase black-finished brake calipers machined with the V-series logo. XLR-V comes in only three exterior colors: Infra Red, Black Raven, and Light Platinum.
Interior

The Cadillac XLR has an attractive interior, as tastefully done as a Lexus, though it still feels like a Cadillac inside. The interior is awash in beige or black leather. Customers can choose light or dark eucalyptus at no extra charge. Equally tasteful use of anodized aluminum trim brightens the atmosphere. Dash and other trim materials appear to be of high quality. It's as nice as anything from Lexus, Mercedes-Benz or BMW.

The XLR-V has Zingana wood on the shifter knob, cup holder area, steering wheel, and on portions of the door and center console. Its seats feature French stitching and matching perforated suede fabric inserts.

From behind the wheel the view is swoopy. Between the fender bulge and a peaked center line on the hood, a subtle but sharp trough runs away from the driver down his or her line of sight. The HUD also displays the radio station for a moment after switching stations; and does some neat scoreboard-type effects for your amusement.

The instrument panel is by Bvlgari, an Italian design company known primarily for its jewelry. The gauges are clear, with white numbers on a black background, surrounded by unnecessary but seemingly obligatory chrome rings.

The leather-wrapped steering wheel has burled wood between 10 o'clock and 2 o'clock, which has drawn mixed opinions.

The XLR seats feel relatively soft and are heated and cooled. There's decent bolstering. More support could be used in a car that corners this well, though that would make getting in and out harder.

Thankfully, Cadillac hasn't tried to compete in the flawed technology chase that BMW and Audi send their luxury drivers on to control simple things. Most of the functions in the XLR are controlled by simple switchgear with finger-sized buttons. The HVAC (heating and air conditioning) controls are blissfully separate, elegantly designed and easy to use. The navigation system is displayed on a seven-inch LCD screen located in the center console, under neat rectangular heating and cooling vents. The system will also play DVD movies when the transmission is in Park, treating the driver and passenger to virtual surround sound, like a drive-in movie theater without the wailing babies. The screen can be difficult to read in bright sunlight, however.

Setting up the radio is tedious until you know how. Once set up, however, buttons on the steering wheel make switching among your favorite stations easy. Turning off the radio is as easy as pressing the volume knob, aesthetically more appealing than the Mercedes system which cannot be turned off without turning off the navigation. XM Satellite Radio is standard on XLR, providing 24-hour news channels, sports stations, and near-CD quality music anywhere you travel.

It's even easy to reach the dual cup holders on the center console next to the shifter. The XLR is a two-seater, though, so there's not much room to store so much as a briefcase or tote bag without cooperation from your passenger. Places to stash stuff are provided in the doors, center console and glove box, though none of them are large.

The retractable hard top consumes three-fourths of the trunk space when it's down. And because the trunk raises and opens at the back to swallow it, rainwater will drain down in the trunk instead of dropping on the ground behind the bumper. Cadillac says owners should be able to fit a small golf bag in the trunk (or passenger seat), but recommend keeping the clubs at the club. A head-up display projected onto the windshield indicates speed and the selected gear, the latter convenient when using the manual shifting mode.
Driving Impression

If there are any hard edges to the ride we haven't felt them. It feels big, somewhat like the Corvette, but tight, fast and quick.

The faster the car went the better the speed-sensitive rack-and-pinion power steering felt. The high-speed chassis balance was impressively neutral. The StabiliTrak electronic stability control made corrections to regain traction, but wasn't as intrusive as in the Mercedes-Benz SL.

The Michelin Z-rated run-flat tires measure 235/50ZR18 on 8-inch rims, not particularly wide for 320 horsepower. That helps the ride but not the braking distance. We gave the brakes a good panic stop and, as with all Cadillacs, the ABS worked especially well. Not long ago we tested a V12 Mercedes SL600 roadster ($132,000), and the XLR's anti-lock brakes seem smoother.

XLR is the first Cadillac to come with an adaptive forward lighting system, which automatically adjusts headlamp direction up to 15 degrees. Vehicle speed and steering wheel angle input determine how fast and how far the headlamps turn.

Powering the XLR-V is a 4.4-liter version of the same Northstar V8, outfitted with a positive displacement supercharger and intercooler. That boosts its output to 443 horsepower at 6400 rpm, and 414 pound-feet of torque at 3900 rpm. The engine's power is underscored by its ability to deliver 90 percent of its peak torque between 2200 and 6000 rpm. Pirelli Run-Flat tires (P235/45 in front, P255/40 in the rear) on 19 by 8.5-inch wheels help the V-model's modified suspension grip the road.

For 2007, both engines are now mated to the new-for-last-year Hydra-Matic 6L80 six-speed automatic transmission, which uses an integrated 32-bit controller and offers a wide, 6.04:1 overall ratio spread for performance with fuel economy.

Cruising in the XLR, which is what most of us do most of the time, is pleasant. There's little wind noise. The 2007 Cadillac XLR boasts the latest and best version of the 4.6-liter Northstar V8. It's smooth, quiet, and powerful. With double overhead-cams, variable valve timing and electronic throttle control, it produces 320 horsepower and 310 pound-feet of torque.

The XLR can go from 0 to 60 in 5.8 seconds and do the quarter-mile in 14.2 seconds, making it faster than most of its competition because it's lighter and more powerful. The XLR's 320 horses only have to drag 3,647 pounds.

By comparison, the Lexus SC430 has just 288 horsepower to propel 3,840 pounds; the Jaguar XK has just 300 horsepower for 3,759 pounds. The Mercedes-Benz SL550 has 382 horsepower, but at 4,220 pounds, that's 11.0 pounds per pony; the base XLR isn't so far behind at 11.4. And at $94,800, the Benz is priced closer to the 443-horsepower XLR-V.

Big torque numbers aside, the base XLR engine is thrilling when it comes on strong at higher revs, all the way to redline at 6500 rpm. Much of the torque seems to start at about 4400 rpm.

In the handling department, the XLR was halfway home when it was mounted on the superb Corvette chassis, which is very strong and light. In fact, the XLR is assembled in the Corvette plant at Bowling Green, Kentucky. New aluminum subframes were designed to accommodate the XLR body, lengthening the wheelbase by one inch. Along with the low stance, good weight distribution and lightweight aluminum suspension components, this edges the XLR in the direction of great handling. The XLR has a longer wheelbase and wider track than the SL550, SC430 and XK8.

The electronic active suspension is unique, and works exceptionally well. Like the Corvette, it uses transversely mounted composite leaf springs front and rear with wishbone control arms. The monotube shock absorbers contain fluid with magnetic particles whose alignment controls the stiffness. Sensors read the road 1000 times per second and vary those magnetic fields. In short, the XLR offers tenacious grip and excellent handling. It charges down rippled curvy roads and takes smooth sweepers flat out.
Summary

The 2007 Cadillac XLR is faster than its competitors from Mercedes-Benz, Lexus and Jaguar; and offers fresh, distinctive styling. It holds its own in other important categories such as ride, cornering, comfort and electronics. The XLR simply succeeds as a luxury performance roadster, as well as in its mission to be an admirable flagship for General Motors.

NewCarTestDrive.com correspondent Sam Moses filed the original report from the Columbia River Gorge in Washington, with Mitch McCullough reporting from Los Angeles.

Reviewed by. newcartestdrive.com
Please Note : The following review is for a 2007 Model Year. There may be minor changes to current model you are looking at.

2009 BMW S1000RR - Automotive Clip

2009 BMW S1000RR

BMW Motorrad’s new president stunned the world when he officially announced a new ultra-sport literbike built to take on the established Japanese competitors both on the sales floor and the World Superbike Championship.
The new bike is dubbed the S1000RR, and it marks a bold new direction for the formerly staid German brand.
BMW’s new literbike contender. The S1000RR’s frame and suspension layout is conventional, but the bike will have several high-tech features, including traction control.
The S1000RR appears quite narrow and compact. A centrally located ram-air duct crams high-pressure air into the inline-Four engine.
Although details of the S1000RR are still a little vague, we can tell you that it adopts the successful formula of an inline-Four engine with a target of 190 crankshaft horsepower.
The frame is a conventional perimeter layout made from aluminum. To ensure a light and compact layout, the S1000RR eschews any of BMW’s unique suspension designs, instead using an inverted fork up front and a chain-drive rear end with a banana-style swingarm working a single shock out back. BMW intends the finished bike’s wet weight to be 419 pounds.
BMW intends to enter World Superbike competition in 2009 with its S1000RR. It will build 1000 of the new literbikes by the end of 2009 to meet homologation requirements for this production-based class. BMW has already been developing the bike in conjunction with Alpha-Racing, a German tuning shop with plenty of motorsport experience. The team is currently looking to find riders for the bike. In the near future, BMW will begin production of the racebike in order to develop it for the 2009 race season

2009 Hummer H3T Pickup - Automotive Clip

2009 Hummer H3T

It's not often the relatively low-volume Hummer brand adds a new model. But that's exactly what the GM division has done for the 2009 model year, with the debut of the H3T pickup.
The H3T has a longer wheelbase than the H3 -- offering a more usable bed than the one found in the H2 SUT -- and its bed offers 5 feet of usable space. The H3T also features a standard bedrail system and four in-bed storage compartments, with a number of Hummer accessories available at Hummer dealerships.
The truck pictured is the H3T Alpha model -- which swaps the standard H3's inline-five for a V8, among other changes -- so look for the Alpha trim-level to be offered along side the H3T when the truck hits showrooms in the second half of 2008.
GM announced plans to produce the truck in October. 'The H3T is unique for HUMMER because it is the brand's first true pickup," said Troy Clarke, GM Group Vice President and GM North America President. "
The H3T's production location is GM's Shreveport plant, with annual production targeted to total about 35,000 units.--LeftLaneNews--

2009 Peugeot 308GT - Automotive Clip

2009 Peugeot 308GT

The most powerful variant of the Peugeot 308 will be unveiled based on the 3-door Peugeot 308 body style. The 308GT THP 175's odd name is thanks to its engine. Powered by a 1.6 liter turbocharged four-cylinder engine, the same one found in BMW’s MINI Cooper S, makes 175 horsepower and is mated to a six-speed manual gearbox. Exterior changes include a new front bumper, lower ride height, and rear spoiler. The 308GT THP 175 goes on sale in Europe in April.


While its lesser 5-door 308 GT THP 150 sibling can be mated to a 4 speed auto, and the same engine in the Cooper S has a ZF 6-speed auto, the Peugeot 308 GT THP 175 is only available with a 6-speed manual transmission. This will be the second Peugeot with the 1.6 turbo in a 175 horses state of tune, with the first being the 207 GTi THP 175.
You can say that the new GT THP 175 is the spiritual successor to the 177 PS 2.0 liter Peugeot 307 Féline 180. The new car is only 0.1 seconds slower to 100km/h at 8.3 seconds, but goes on to a higher top speed of 225km/h compared to the 307 180’s 220km/h. It is also more fuel economical at 37.1 mpg combined, compared to the 307’s 33.6 mpg combined, as well as less polluting at 180 g/km CO2 compared to the 200 g/km CO2 of the outgoing hot hatch 307.
Several four-cylinder gasoline and diesel engines are offered. These include the same 175-hp 1.6-liter found in the 308GT and a 2.0-liter turbo-diesel that pumps out 136 horsepower and a stout 260 pound-feet of torque. Peugeot says weight-saving techniques have increased the 308SW’s fuel efficiency by up to 10 percent over its predecessor. The 308SW.

2008 Renault Koleos - Automotive Clip

2008 Renault Koleos

Renault is pleased to present Koleos, designed to be versatile, offering the same reassuring drive when motoring in and about town, on open roads and on motorways as it does when it is taken off the beaten track.
Renault Koleos delivers the same standard of comfort as that expected of a saloon car, as well as cabin space worthy of a compact MPV. Designed by Renault, developed by Nissan and manufactured in Renault Samsung Motors’ Busan plant in Korea, Renault Koleos is the fruit of extremely close collaboration between teams from each of these Renault-Nissan Alliance brands.
The launch of Koleos marks a decisive step in the brand’s development, not only in Europe but across the world. The release of its first 4×4 crossover is a sure sign that Renault has the capacity to take its own authentic stance and a completely fresh approach in segments from which it has traditionally been absent. Renault Koleos offers a unique standard of safety and comfort, a parameter that has become a recognised Renault hallmark which is not only clear for all to see but also highly affordable.

Renault has made sure that Koleos has all the necessary genes to ensure that all passengers travel first class and that the new vehicle is easy to use. The seating and suspension provide a high standard of comfort and the driver benefits from outstanding forward visibility thanks to the low-mounted dashboard, while Koleos’ split-opening tailgate greatly facilitates loading.

The length and width of Renault Koleos are 4.52m and 1.85m respectively and these contained dimensions ensure that it copes as effortlessly with city motoring as it does when taken off the beaten track. Indeed, despite the presence of styling cues from the world of 4×4s, Renault Koleos is a crossover that offers a successful blend of dynamic and balanced lines. Meanwhile, in addition to all-terrain attributes like high ground clearance and skid-plates, the impression of ruggedness exuded by Koleos gives it a reassuring feel.

The cabin is very easy to assimilate. The practical dashboard design and development logic behind the easy to operate man-machine interfaces allow drivers to swiftly familiarize themselves with the different controls, while use of the navigation, radio, heating and climate controls is intended to be intuitive.

Controls for the navigation system, hands-free telephone, audio system and automatic parking brake are all positioned either on the steering wheel or within easy reach of the driver.
Information relating to the navigation system and radio is displayed centrally on the upper part of the dashboard to make sure that it is both clearly legible for the driver and easy to read for other occupants.


A raft of equipment aimed at taking the stress out of motoring underpins how effortlessly Koleos fits into the Renault family. Such features include the hands-free card and keyless starting functions, automatic headlamp and wiper activation, a tyre pressure monitoring system and cruise control/speed limiter, while the controls for the power windows, adjustment of the exterior mirrors and central locking are all located on the driver’s door.

The drive station itself couldn’t be more driver-friendly. Careful attention has been paid to ensure that Renault Koleos boasts segment-leading head-up visibility and forward field of vision, while its rearward angle of vision figures amongst the best available in the segment. The driving position can be precisely adjusted thanks to the adjustable seat and height- and reachadjustable steering column.

The sensation of being in control is felt as soon as the driver settles behind the wheel of Koleos. The power steering is precise, progressive, and accurately feeds back information from the road. Despite its higher ground clearance, Koleos handles like a saloon car thanks to its chassis which was purposely developed to provide an optimal trade off between comfort and handling, both of which are of a remarkably high standard. Special attention was paid to cornering performance with the intention of to curb body-roll which can often be a feature of this type of vehicle.

Renault Koleos is a crossover whose roots can be traced back to the worlds of the saloon car, the MPV and 4×4-type vehicle. It successfully blends the best of all three categories to deliver outstanding versatility and driving pleasure on all types of road. In built-up areas, on motorways and on unsealed surfaces, the Koleos chassis conveys a real sense of safety and being in control.

The MacPherson-type front suspension combines with the fully-independent multilink rear suspension seen on New X-Trail. This set-up guarantees comfort and directional stability in all situations, while the dampers and springs have been tuned to match Koleos’ specific dimensions and contribute to the targeted balance between comfort and handling.

Ground clearance of 206mm (diesel version: 188mm) and approach and departure angles of 27 and 31 degrees respectively are further illustrations of Koleos’ off-road credentials.

Koleos is the first Renault model to feature four-wheel drive from launch. The torque split between the front and rear is automatically calculated as a function of available grip. In normal conditions, torque is delivered to the front wheels only. Should less grip become available, however, up to 50 per cent of torque is transferred to the rear. This front-rear split is ensured by an electronic coupler and controlled by the latest-generation ‘All mode 4×4-I’ system developed by Nissan for New X-Trail.

This system, which is designed to optimize traction in all road conditions, is not only acclaimed for its efficiency but also contributes to Renault Koleos’ exceptional off-road ability. “Koleos boasts an off-road capacity that no other Renault has been able to claim since the ‘Marne Taxis’ of the Great War,” points out Renault’s Worldwide Marketing Director Stephen Norman.

The same all-wheel drive management system also contributes to the vehicle’s active safety performance. The instant it detects even a small amount of oversteer or understeer, it immediately modifies the front-rear torque split, even before a possible intervention from the ESP kicks in. When grip is at a premium, such as on snow, mud, dirt or sand, the driver only has to flick a switch on the dashboard to electronically lock the transmission in 4×4 mode. Alternatively, should the driver so wish, the transmission can also be locked in two-wheel drive mode.

Renault Koleos is equipped with a Hill Start Assist function which can prove a particularly useful asset during everyday motoring. This system is automatically activated on gradients of more than 10 per cent with a view to preventing the vehicle slipping back down the slope. It also does away with the need for the driver to switch rapidly from the brake pedal to the accelerator pedal which is inherent in most vehicles.

Similarly, Renault Koleos is equipped with a Hill Descent Control system for even safer off-road motoring. This function is activated via a button mounted on the central fascia and automatically holds the vehicle’s speed at a maximum of 7kph on downhill gradients of 10 per cent or more without requiring the brakes to be used. This function works in reverse gear, too.

Koleos’ navigation system has a number of specific off-road features, including an altimeter and barometer. The vehicle’s angle of inclination, the slope and an altitude graph are equally displayed, while a digital compass takes the stress out of finding the correct heading when there are no signposts about.

Renault Koleos will also be available in two-wheel drive form for those customers who are drawn by its adventurer, crossover looks but who have no call for all-wheel drive transmission.

The versatility of Koleos concerns not only its on-road ability but also a comprehensive list of clever features and equipment in the cabin. To assist loading, Renault Koleos comes with a split-opening, ‘clamshell’-type tailgate. The upper part of the hatch permits access to the boot in cramped spaces and allows items of more than one metre wide to be carried. When lowered, the bottom part of the tailgate facilitates the loading of long items and serves as a handy seat for two adults (up to 200kg) when the vehicle is parked. Last but not least, Koleos’ boot aperture of 1.07m is amongst the widest of its category.

Modularity-enhancing features include the so-called ‘easy estate’ system which enables the 60/40-split rear benchseat to be folded from the boot thanks to two levers accessible without having to open the rear side doors. With the benchseat in the folded position, the boot floor becomes entirely flat to further facilitate loading. The boot volume of 450dm3 (VDA) with all five seats in the upright position extends to a very generous 1,380dm3 (VDA) once the benchseat has been folded. The available space can also be compartmented thanks to the presence of several hooks which enable the multipurpose retention net to be fixed in a choice of ways. In keeping with Koleos’ calling as a vehicle designed for outdoor leisure activities, its rear benchseat is equipped with a ski trap. The back of the front passenger seat can also be folded down to either form a table or permit the transport of items of up to 2.60m in length.

There are plenty of cubbies all around the cabin. The dashboard includes a chilled, 15-litre glovebox, while the stowage space in the centre console is equipped with a removable bin. Extra space is provided in a drawer located beneath the front passenger seat, the lower front door bins will take a 500ml bottle and the lidded stowage space incorporated in the armrest is ideal for CDs. Rear passengers benefit from stowage space in the rear part of the centre console, plus two underfoot lidded compartments of five litres each. The rear door bins can house either a 500ml bottle or up to five CDs, while stowage space is available in the rear central armrest, too.

Underfloor stowage in the boot provides a further 28 litres which takes the total stowage capacity of Renault Koleos to a vast 70 litres (VDA). Rear passengers benefit from folding tables complete with cup-holder incorporated in the backs of the front seats.

The latest-generation 2.0 dCi Euro 4 diesel engine (M9R) is available in a choice of two power outputs, namely 110kW (150hp) or 127kW (175hp). The engine, which has already been seen on upper-range Renault vehicles, Mégane, Nissan’s Qashqai and New X-Trail and Renault Samsung Motors’ QM5, features the very latest diesel engine technologies, including piezoelectric injectors, common-rail 1,600bar fuel injection, a water-cooled variable-geometry turbo and a periodic regeneration particulate filter.

The 2.0 dCi engine is available with a broad useful rev band, with peak torque of either 320 or 360Nm (depending on version) available from low engine speeds. The 2.0 dCi 110kW engine can be ordered for either the 4×2 or 4×4 versions and mated with either a sixspeed manual gearbox or automatic transmission. The 127kW version of the 2.0 dCi engine is mated to a six-speed manual gearbox and all-wheel drive. The other engine of the Koleos range is a 2.5-litre Euro 4 powerplant (the Nissan TR25) which delivers 126kW (170hp) and torque of 226Nm. Depending on market, it will be available with a manual six-speed gearbox and/or continuously variable transmission (CVT).

The Courtesy of Renault

2009 Maruti Suzuki Swift DZire - Automotive Clip

2009 Maruti Suzuki Swift DZire

Like the earlier Maruti Suzuki models, Swift and SX4, the DZire too is set to redefine the market and stir excitement in the entry level sedan segment. The DZire, which comes both in diesel and petrol engines, offers luxury feature options like integrated stereo, steering mounted audio controls, automatic climate control and power windows. It also comes with safety features like Dual Airbags, ABS with EDB, collapsible steering column and an i-CATS anti-theft facility. Many of these features are being offered for the first time in this segment.

Managing Director of Maruti Suzuki, S Nakanishi said: "The DZire is the seventh model Maruti Suzuki has launched in the last three years. It has a special place in our product strategy. Millions of Indians own compact cars. With growing incomes and better lifestyle, many of them want to upgrade to a sedan. But today, they are not able to find an entry level sedan that offers style, features and performance. The DZire offers all this, and at an attractive price."

Performance with Prestige
DZire offers customers the prestige associated with a sedan, while retaining the famed performance of the Swift hatch back. The Swift had, from the start, been conceived as a car that would be offered both as a hatchback as well as a sedan.

For the eleven Maruti Suzuki engineers who worked on the design of the DZire, the challenge was to integrate the boot into the overall personality of the Swift, while imparting the elegance of a sedan. In providing a high style quotient, the engineers have integrated the boot with just 30 Kilograms added to the car's weight ! The suspension and engine have been tuned for the sedan.Owing to this, the DZire has the highest power-to-weight ratio in its category. This ensures best performance and superior fuel efficiency.

The petrol version of DZire comes with a 1.3 litre, 16 valve, ALTec 32 engine, with a maximum 87 bhp at 6000 rpm. The diesel version comes with the 1.3 litre DDiS engine, offering a torque of 190 Nm at 2000 rpm.

DZire is offered in seven colours: Arctic White, Silky Silver, Clear Beige, Midnight Black, Bright Red, Azure Gray and Sovereign Blue.

Best of both worlds - more features, attractive price
In recent years, Maruti Suzuki has consistently delivered more features than competitor cars, at prices that are comparable or lower. This has been the reason for the resounding success of Swift (Petrol as well as Diesel), Zen Estilo and SX4.

With the DZire, Maruti Suzuki will take the story forward. Commonising platforms is emerging as a global best practice. This enables manufacturers to minimise duplication and prevent wastage. They are able to offer more features and superior styling in car models, at an attractive price.

The DZire is the latest example. By commonising platforms, Maruti Suzuki is able to offer more features and superior styling, while keeping the price attractive.Maruti Suzuki designers and engineers have worked to control the noise, vibration and harshness levels, thus ensuring the best in class driving pleasure and comfort.

A3 segment's new leader - Maruti Suzuki
While continuing to lead India's small car market, Maruti Suzuki has emerged as the market leader in the A3 segment as well during 2007-08. The company has sold a total of 41800 units in the last 11 months (Apr-Feb 2008) in the domestic market. This is the highest number of cars for any manufacturer in the A3 segment, according to the recent industry results published by SIAM.

The popularity of Maruti Suzuki cars in A3 segment also suggests that it has successfully expanded its image from being the leader in small cars to a company offering the full range of cars. With the launch of DZire in the A3 segment, the company is set to widen choice for the customer and further increase its lead over the competition.

2009 Mitsubishi Lancer Ralliart - Automotive Clip

2009 Mitsubishi Lancer Ralliart

Based on the name of the division that conducts all of the Mitsubishi Corporation’s motorsport activities, the Ralliart label was originally added to a slightly upgraded Lancer in 2004. The goal was to give buyers something other than the mild-mannered base Lancer or the bad-boy Evolution models to choose from. It was a great idea, but the 2.4-liter engine—although larger than the 2.0-liter engines of the ES and LS models—lacked enough luster to really differentiate it from the base cars. But let’s try to forget all that, because this new 2009 Mitsubishi Lancer Ralliart contains real Evo DNA—and Mitsu gets the chemistry dead right. —Barry Winfield

Specs
Under the hood is the same 2.0-liter 4B11 four-cylinder engine found in the 291-hp Evo. But for Raliart duty, it has been slightly de-tuned to 237 hp. The Ralliart’s engine differs primarily in its use of a single-scroll turbo rather than the Evo’s twin-scroll unit. Mitsu utilizes an air-to-air intercooler that’s about 54-percent smaller, too.

Specific tuning of the engine’s MIVEC variable-valve timing and the twin-tailpipe exhaust system has resulted in a torque peak of 253 lb.-ft. at 3,000 rpm—only 47 lb.-ft. less than that of the 2008 Mistubishi Evolution, and at an engine speed that’s 1400 rpm lower. And it’s paired solely to the six-speed, twin-clutch Sportronic transmission.


The car has a lot of the visual presence of an Evo, wearing a similar aluminum hood and aggressive grille treatment. Because the Ralliart is built off the standard Lancer, and not the wider Evo-specific body, it’s nearly 2 in. narrower overall, with front and rear axle tracks 0.6 in. narrower.

An all-wheel-drive system very much like that of the previous Evolution (Evo IX, as it’s called by the cognoscenti) is fitted, with a computer-controlled center differential dividing available torque between the front and rear axles. A torque-sensing front differential and mechanical limited-slip rear diff control side-to-side slip. A selector with three positions—tarmac, gravel or snow—provides control algorithms appropriate to those conditions.

Because of its shared architecture, the Ralliart wears similar-size brakes and tires as its tame Lancer siblings, but benefits from 2-piston calipers on the 11.6-in. front rotors, larger pistons on the rear calipers and from the fitment of 215/45R-18 Yokohama Advan summer tires. The chassis is sport-tuned by Ralliart, and there’s a front tower brace to increase chassis rigidity.

The Drive
As a result of all these goodies and Evo-esque tweaks, the Ralliart is extremely flexible in the real world, with good throttle response across a broad operating range. And that six-speed twin-clutch transmission doesn’t hurt either, seeing as how it can operate in full automatic mode or shift with twin column-mounted magnesium paddles. They look and feel much like the devices found on Ferraris—except that this twin-clutch tranny might just be better than Ferrari’s automated manual. Sorry, Maranello.

The TC-SST, as it’s known, has normal and sport modes, and features taller fifth- and sixth-gear ratios than the equivalent Evolution MR, for more relaxed highway cruising and better fuel economy (which is 17 mpg in the city and 29 mpg on the highway). There’s no manual transmission offered, but since this car seems destined for drivers not looking for a hardcore Evolution experience, that shouldn’t be a problem.

A drive in the mountains above Malibu demonstrated the Ralliart’s ability to unravel a twisty canyon road with a convincing combination of power, brakes and grip. Considering how much better the Ralliart’s levels of refinement are than its hardcore stablemate, and how much more comfortable it is in everyday use, we’d say the dynamic potential is more than adequate.

In comparison with the Evolution models we had on hand for comparison, the Ralliart seemed noticeably softer in roll. Sure enough, when we questioned corporate representatives about it, they confirmed that the choice of Yokohama’s Advan tires required more roll compliance. In comparison, the Evo wears 245/40R-18 symmetrical-tread, high-performance Advans, which evidently work best with a chassis that’s firmly calibrated.

The kinder-gentler approach to this car provides other benefits. Because the Ralliart doesn’t wear the Evo’s structural cross braces in the trunk behind the rear seat and carries its battery in the engine bay instead of in the trunk (as in the Evo), it benefits from a 60/40-split folding-rear seatback system. That greatly increases its cargo-carrying versatility.

The Bottom Line
The Ralliart is softer, but that’s what you’d expect from a car with a good balance between everyday commuting and occasional canyon carving—a balance backed up by a high level of standard equipment, including Bluetooth, an MP3 input and almost everything else you can imagine. The rest of it comes included in a Recaro Sports Package or in dealer-installed options. But the Ralliart is a pretty complete package for an estimated $26,000. And we think it makes a lot of sense for those not wishing to be recognized the world over as yet another member of the Evo cult.
Source: popularmechanics

2009 Mitsubishi Lancer Evolution X - Automotice Clip

2009 Mitsubishi Lancer Evolution X

That’s right! Mitsubishi has finally and officially released the 2009 Mitsubishi Lancer Evolution X, which is available in RS or GSR models. The car is powered by a 2.0-liter DOHC MIVEC turbocharged engine which provides 295hp and 300 lb-ft torque. The car is priced at $30,473 for the GSR 5MT, $32,697 for the GSR with the Twin-Clutch SST 6-speed and $26,134 for the RS.

2009 KIA SOUL - Automotive Clip

2009 KIA SOUL

Kia previously announced that it would produce the Soul, but has now set an on-sale date of late 2008. The 2009 Kia Soul will likely replace the Sportage as the entry-level SUV in the Korean automaker's lineup, and will be based on the concept vehicle.
Kia knows that unless it inspires passion in consumers, it won't break away from its current econo-car brand identity. The stylish Kia Soul is all about whipping up passion in young Generation Y buyers, something the Sportage doesn't do. If Kia can keep the production version of the Soul close to the appealing concept seen in this photo, chances are excellent that it will achieve its goal.
As expected, the Kia Soul Concept's official specifications are purposely vague. It's got a 2.0-liter four-cylinder engine making unknown horsepower and torque driving the front wheels through a five-speed automatic transmission with a manual shift feature. We'd expect a larger displacement engine, a standard manual transmission, and an all-wheel-drive system for production. Kia also says the Soul Concept is equipped with an adaptive cruise control system.
If Kia preserves the Soul Concept's stylish lines, people will buy the production model. Highlights on the concept are its wraparound windshield, rakish roofline, muscular wheel flares, and bold lighting elements. More an urban vehicle than a trail runner, despite integrated front and rear brush guards, the Soul is a good looking SUV. Normally, we're not fans of the side vents that are appearing on everything from the Ford Focus to the Land Rover Range Rover, but the one on the Soul Concept is well done. The Soul Concept's “freestyle” pillarless doors aren't likely to make production, but the panoramic sunroof is just what careless, er, carefree youth crave.

2009 KIA SOUL

Kia's interior design theme for the Soul was high-end audio components, so the dashboard was arranged around speaker placement rather than vice versa. With a strong emphasis on sound quality, it's clear Kia knows the Soul's target market. In addition to a nice stereo, the concept is also equipped with a laptop computer and game console – neither of which will roll off the factory line. Notably, though, Kia is thinking about what its target market needs: twin rear monitors, wi-fi internet access, multiple USB ports, and Bluetooth communications. Additionally, the concept's power liftgate has an integrated configurable backpack compartment able to hold items as widely varied as a skateboard, muddy hiking boots, or a wetsuit.
Len Hunt, executive vice president and COO of Kia Motors America, says this about the Kia Soul Concept: “The flexibility, function and utility this vehicle provides, as well as its dynamic appearance, further demonstrate Kia's commitment to producing vehicles that create passion with consumers.” For those who don't follow the industry, Hunt has enjoyed a long and distinguished career with Audi, Bentley, and Volkswagen. He's a guy who understands the passion consumers feel for their wheels.
We think the Sportage is dowdy, and the Soul Concept is cool.

2008 Yamaha T-MAX - Automotive Clip

2008 Yamaha T-MAX

When Yamaha’s original TMAX hit the road in 2001 it was a revolution, changing the scooter world overnight.
The 2008 TMAX takes that concept to the next level: it’s lighter and sleeker in design, with top performance from its known deluxe heart, the hi-tech 499cc twin-cylinder engine, improved in ride quality, agility and comfort, plus enhanced everyday convenience and upgraded environmental friendliness.
The new TMAX is a pure expression of power and beauty, perfectly balanced. Every new feature speaks the language of performance and comfort, to give you an unique riding experience.


What’s big on the new TMAX? The front wheel, to start with , has been increased to 15”and the front forks are larger in diameter, both providing improved stability. Furthermore, the fuel tank has been enlarged to 15 litres’ capacity. The new TMAX also provides more comfort, thanks to a new seat shape, new passenger handgrips, and a newly designed windscreen for better protection. Bigger the pleasure for your ears, thanks to a newly designed muffler that provides a sporty attitude. Then there are new front and rear body design, a new instrument panel and an additional storage compartment. You might now think - with so many additions - the new TMAX has put on some weight, right? Wrong! Thanks to its all-new CF die-cast aluminium frame, it is now 5 kg lighter!

Surprised? Just wait to ride it! You’ll experience that the improved torque performance from the 4 valve, 499cc fuel injected engine is the best way to accelerate adrenaline into your system. The new TMAX will take you around the city, or to any other faraway destination with great comfort, fun and endless enthusiasm.

Specifications
Engine type Liquid cooled 4-stroke, DOHC,4-valve, forward-inclined parallel 2-cylinder
Displacement 499 cc
Bore x stroke 66.0 X 73.0 mm
Compression ratio 11:1
Maximum power 32.0 kW (43.5 PS) @ 7,500 rpm
Maximum torque 45.0 Nm (4.6 kg-m) @ 6,500 rpm
Lubrication system Dry sump
Fuel System Electronic Fuel Injection
Clutch type Wet, multiple-disc automatic
Ignition system TCI
Starter system Electric
Transmission system Automatic with V-Belt
Fuel tank capacity 15 L
Front suspension system Telescopic forks
Rear suspension system Swingarm
Front brake Dual Discs, Ø 267 mm
Rear brake Disc, Ø 267 mm
Front tyre 120/70-15
Rear tyre 160/60-15
Dimensions
Length 2,195 mm
Width 775 mm
Height 1,445 mm
Seat height 800 mm
Wheel base 1,580 mm
Minimum ground clearance 125 mm
Dry weight 203 kg / ABS: 208 kg

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2008 BMW K1200LT - Automotive Clip

2008 BMW K1200LT

Among the forty-four standard features included on the dynamically modified K 1200 LT are a higher output engine, a modified gearbox, chrome package, a redesigned instrument panel and seats, a new paint finishes, and an electro-hydraulic center stand. Engineered for high-performance hauls over endless lengths of road, the K 1200 LT offers one of the smoothest, most comfortable rides imaginable.

Download Specs
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Source: www.bmwmotorcycles.com

2009 Suzuki V-Strom 650 ABS - Automotive Clip

2009 Suzuki V-Strom 650 ABS

Specifications

Engine 4-stroke, liquid-cooled, DOHC, 90° V-twin
Bore & Stroke 81.0 mm (3.189 in) x 62.6 mm (2.465 in)
Compression Ratio 11.5 : 1
Fuel System Fuel injection
Lubrication Wet sump
Ignition Electronic ignition (Transistorized)
Starter Electric
Transmission 6-speed constant mesh
Final Drive D.I.D 525V8, 118 links
Overall Length 2290 mm (90.2 in)
Overall Width 840 mm (33.1 in)
Overall Height 1390 mm (54.7 in)
Seat Height 820 mm (32.3 in)
Ground Clearance 165 mm (6.5 in)
Wheelbase 1555 mm (61.2 in)
Dry Weight 220 kg (485 lbs)
Suspension Front Telescopic, coil spring, oil damped
Suspension Rear Link type, coil spring, oil damped
Brakes Front Disc brake, twin
Brakes Rear Disc brake
Tires Front 110/80 R19 M/C 59H, tubeless
Tires Rear 150/70 R17 M/C 69H, tubeless
Fuel Tank Capacity 22 L (5.8/4.8 US/Imp gal)
Color Gray

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2008 Honda TRX®400EX ATV - Automotive Clip

2008 Honda TRX®400EX ATV

The TRX®400EX has always been an ATV that really delivers when it comes to power and handling. But for 2008, its totally redesigned bodywork matches its legendary performance and provides superior splash protection. The new seat is wider in the back and narrower in the front to improve ergonomics. And to make it easier to ride, it offers a lighter clutch-pull and improved suspension settings. The TRX is still powered by the same bulletproof 397cc engine, mounted in a rugged steel frame, and features a one-piece cast-aluminum swing-arm, radial tires and triple disc brakes. All that and more helps give you the performance you need to take on your favorite ride.

ENGINE
Engine Type 397cc RFVC air-cooled dry-sump single-cylinder four-stroke
Bore and Stroke 85.0mm x 70.0mm
Induction 38mm piston-valve with accelerator pump
Ignition CD with electronic advance Starter Electric

DRIVE TRAIN
Clutch Manual
Transmission Five-speed with reverse
Driveline O-ring-sealed chain

CHASSIS / SUSPENSION / BRAKES
Front Suspension Independent double-wishbone with Showa shocks, five-position spring preload adjustability; 8.2 inches travel
Rear Suspension Pro-Link fully adjustable single Showa shock; 9.1 inches travel
Front Brakes Dual hydraulic 174mm discs
Rear Brake Single 220mm disc
Front Tires 22 x 7-10 knobby radial
Rear Tires 20 x 10-9 knobby radial

DIMENSIONS
Length 72.2 inches
Width 45.3 inches
Height 43.7 inches
Wheelbase 48.4 inches
Seat Height 31.9 inches
Ground Clearance 4.3 inches
Turning Radius 10.5 feet
Curb Weight 410 lbs (Includes all standard equipment, required fluids and a full tank of fuel—ready to ride)
Fuel Capacity 2.6 gallons (including 0.4-gallon reserve)
Available Colors Black/White, Red/Black

2008 Honda ST1300 - Automotive Clip

2008 Honda ST1300

Engine Type
1261cc liquid-cooled longitudinally mounted 90° V-4
Bore and Stroke
78mm x 66mm
Induction
PGM-FI with automatic enricher circuit, four-36mm throttle bodies, 8-holes per injector
Ignition Computer-controlled digital with three-dimensional mapping and electronic advance
Compression Ratio
10.8:1
Valve Train
DOHC; four valves per cylinder
Transmission
Five-speed
Final Drive
Shaft
Front Suspension
45mm HMAS cartridge fork; 4.6-inch travel
Rear Suspension
HMAS gas-charged single shock with five-position spring-preload adjustability; 4.8-inch travel
Front Brakes
Dual full-floating 310mm discs with LBS three-piston calipers
Rear Brake
Single 316mm disc with LBS three-piston caliper
Front Tires
120/70ZR-18
Rear Tires
170/60ZR-17

DIMENSIONS
Rake
26.0 °
Trail
98mm (3.9 inches)
Wheelbase
58.7 inches
Seat Height
31.1 inches (+/- 0.6 inches)
Curb Weight
719 lbs (Includes all standard equipment, required fluids and a full tank of fuel—ready to ride)
Fuel Capacity
7.7 gallons
Available Colors
Candy Dark Red

Concept Cars BMW GINA - Automotive Clip

Concept cars give automotive designers a chance to let their imaginations run wild, often with outlandish results. But even by that measure, BMW has come up with something as strange as it is innovative -- a shape-shifting car covered with fabric.

Concept Cars BMW GINA-Front

Instead of steel, aluminum or even carbon fiber, the GINA Light Visionary Model has a body of seamless fabric stretched over a movable metal frame that allows the driver to change its shape at will. The car -- which actually runs and drives -- is a styling design headed straight for the BMW Museum in Munich and so it will never see production, but building a practical car wasn't the point.

Chris Bangle, head of design for BMW, says GINA allowed his team to "challenge existing principles and conventional processes."

Concept Cars BMW GINA-Side

"It is in the nature of such visions that they do not necessarily claim to be suitable for series production," company officials said in unveiling the car Tuesday. "Rather, they are intended to steer creativity and research into new directions."
Giving Bangle and his team that latitude to design so radical a car "helps to tap into formerly inconceivable, innovative potential" to push the boundaries of appearance and materials as well as functions and the manufacturing process, BMW says.

Concept Cars BMW GINA-Rear

Bangle and is team actually built GINA -- which stands for "Geometry and functions In 'N' Adaptions" -- six years ago, but BMW kept it under, er, wraps until Tuesday. It's built on the Z8 chassis and has a 4.4-liter V8 and six-speed automatic transmission. BMW says the fabric skin - polyurethane-coated Lycra - is resilient, durable and water resistant. It's stretched over an aluminum frame controlled by electric and hydraulic actuators that allow the owner to change the body shape. Want a big spoiler on the back? Wider fenders? No problem. "The drastic reinterpretation of familiar functionality and structure means that drivers have a completely new experience when they handle their car," BMW says.

GINA has just four panels - the front hood, two sides and the rear deck. The doors open in jack-knife fashion and are completely smooth when closed; access to the engine is through a slit in the hood. BMW says the shape of the body can be changed without slackening or damaging the fabric. The fabric is opaque translucent so the taillights shine through, and small motors pull the fabric back to reveal the headlights.

Concept Cars BMW GINA-Interior

The interior is equally innovative. The steering wheel and gauges swing into place and the headrest rises from the seat once the driver is seated, making it easier to get in and out of the car.

BMW says GINA is built on a space frame that provides all the safety of a conventional car, but we suspect people - not to mention BMW's lawyers and government regulators - wouldn't embrace fabric bodies. Still, the company says GINA could influence the design of future Beemers.

Source : Wired Blog Network

2008 Chevrolet Corvette - Automotive Clip

2008 Chevrolet Corvette

The 2008 Chevrolet Corvette, the LS3, has an all-aluminum, 6.2-liter, V8 under the hood thrumming out 430 horsepower and 424 lb.-ft. of torque with the standard exhaust. Stick the optional dual-mode exhaust on that baby and you're looking at 436 hp and a jump to 428 lb.-ft.
This Corvette has a drag coefficient of only 0.286. It will fly -- and handle smoothly even at top flight thanks to a silky six-speed transmission. Expect to top out at 190 mph. Zero to sixty disappears in about 4.3 seconds, not quite a blink of the eye, but close enough.

2008 Chevrolet Corvette

Inside the accents of brushed aluminum speak to the heart of the sports car lover. Go for the optional leather upholstery and kick back to enjoy both XM and On-Star -- they're standard features now. On the models without a navigation unit you'll have a jack for your iPod and every model has mirrors that auto-dim.
The wheels for 2008 are cast aluminum (split-spoke) and there are two new body colors for the model year, Jetstream Blue Metallic Tincoat and Crystal Red Metallic Tincoat. Otherwise the exterior is a carry-over from 2007, but why mess with what looked great already?

Available as both a coupe and a convertible, expect an MSRP range on the 2008 Chevrolet Corvette of approximately $46,000 to $54,000. Fuel efficiency, depending on the transmission, will run around 17 to 18 in town and 27 to 28 on the open road. (Estimated CO2 emissions on the vehicle are 0.90 to 0.95 lb/mile.) Overall, expect the Corvette to be a more precise vehicle for the model year, with a better engine and engineering and design refinements throughout. It's more than worthy of the sports car moniker and closing the performance gap quickly with its pricier cousins.

2009 Volkswagen Tiguan - Automotive Clip

2009 Volkswagen Tiguan

By the time the Tiguan, VW's small crossover that'll hit the U.S. in summer 2008, begins rolling off its Wolfsburg assembly line, it'll have undergone extensive testing in myriad terrains, climates, and elevations. It's a sport/utility after all, not to mention the Touareg's little brother, so much of its allure will be its perceived ruggedness; thus, testing in extreme conditions is a requisite. So with the start of production just a couple months away, Volkswagen, with time for one last shakedown, had a decision to make: Where to conduct the Tiguan's final torture test?

Naturally, the powers that be opted for Namibia in southwest Africa, a former German colony and now a popular destination spot for Teutonic tourists. Known for the extensive range of wild game in Etosha National Park, the 1000-foot sand dunes in Sossusvlei, and the fatal beauty of the Skeleton Coast, Namibia is also a country that boasts plenty of elevation change, severe temperatures, and loads (and loads) of dirt roads, most of which are as smooth as a rusty washboard. Could it get any better?

Well, yes-Volkswagen could invite a few auto journalists along for the ride. Luckily, I was one of the fortunate few, and, after 22 hours of flying time from L.A., I landed in the capital of Windhoek, ready to join the team of engineers at the tail end of a four-month, 40,000-kilometer (roughly 25,000 miles) test run. But before kicking up dust clouds the size of Rhode Island, I was first briefed on the vehicles.

The four pre-production Tiguans at our disposal were all European spec and as such were notably different from the version the U.S. will be getting. All had VW's new 1.4-liter Twincharger four-cylinder-an Eaton supercharger and a Borg-Warner turbocharger combine forces to deliver 168 horsepower, 177 pound-feet of torque, and roughly 30 mpg combined fuel economy-a six-speed manual, 16-inch wheels with 215/65 Pirelli P6 tires, and a new Haldex 4 all-wheel-drive system (dubbed 4Motion), the last utilizing a wet multiplate clutch and electronic, rather than mechanical, sensors to detect slippage and engage all-wheel drive. Two of the cars also came with a "Track & Field" package, which adds a different front fascia to accommodate a 28-degree approach angle, and an Offroad Mode that utilizes ABS, the Haldex, the throttle, and both hill descent and climb features. In total, five ECUs manage this off-road system.

American customers will not get the Twincharger nor the "Track & Field" package (at least not initially) and will instead be treated to "Sport & Style" Tiguans (replete with an 18-degree approach angle and no Offroad Mode) fitted with VW's robust 2.0-liter, 200-horsepower turbo four, a six-speed manual or Aisin automatic (the latter will be replaced by a six-speed DSG a year or so after making its debut), electromechanical power steering, an electronic parking brake, and all-wheel drive (front-drive Tiguans may be added later). Seeing that few Americans ever really venture off-road, the "Sport & Style" approach seems to be the wise choice. Available options will include a panoramic moonroof, 17- and 18-inch wheels, an eight-speaker 300-watt Dynaudio sound system, Park Assist (automatic steering into a parking space), and a new Siemens RNS 510 radio/navigation system, which includes a 6.5-inch touch screen, a 30GB hard drive, and off-road navigation that allows up to 500 route points to be recorded during a journey.

Measuring 174.3 inches long, 71.2 inches wide, and 66.3 inches tall, the Tiguan is bit smaller overall than a Honda CR-V, which spans 178.0 x 71.6 x 66.1. But looks can be deceiving. The Tiguan, with a 102.5-inch wheelbase (the CR-V's is 103.1 in), is still quite roomy inside-6-plus footers get plenty of headroom and legroom whether up front or in back-boasting a 60/40-split back seat that slides forward and reclines, not only increasing comfort for passengers but also making the 16.6 cubic feet of cargo space expandable. As is typical of modern Volkswagens, the Tiguan features a high-quality interior full of rich plastics and tight tolerances.

Using VW's PQ46 modular platform, which is a modified Passat architecture with some bits from the Rabbit, the Tiguan weighs an estimated 3400 pounds, about 100 pounds less than a similarly equipped CR-V. The structure feels extremely stiff, and in conjunction with the torquey powertrain and front MacPherson strut/rear multilink suspension, it can move and shake with the best small crossovers on the market.

Out on Namibia's dusty, dirt roads and rocky, steep pathways, the Tiguan proved it can take a serious beating. Traversing an intimidating boulder-strewn stretch that would give a Range Rover a workout, the Tiguan managed to articulate its way through, despite incessant scraping and banging on the underside that was as disturbing as 10 Lee press-ons scuffing a chalkboard. With 7.3 inches of ground clearance and no low range, the Tiguan is not exactly intended for Rubicon-style fare; rather, its appetite is for soft-roading, as in snow, sand, and dirt. Nevertheless, we proved that if incurring light damage (dents, scratches, and even a punctured oil pan on a "Sport & Style" example sans skid plates) is okay, the Tiguan can overcome some of Namibia's worst. Further, after clipping a few hundred miles on coarse, dirt highways and swallowing more dust than a Shop-Vac, the Tiguan showed it can be a proficient back-roader, displaying excellent body control, a compliant ride, and accurate steering free from kickbacks (unlike hydraulic systems, the Tiguan's electromechanical steering erases that unwanted feedback).

Volkswagen hopes to sell around 40,000 Tiguans a year in the U.S.-a far cry from the 200,000 or so CR-Vs that Honda moves-priced at around $25,000 to start. With modest sales expectations, a completely competent package, not to mention a 2.0-liter Bluetec diesel slated for the end of '08, the Tiguan should have little struggle experiencing success in America. After all, if an SUV can show success in Namibia, it can be successful just about anywhere.

By Ron Kiino

Photography by Achim Hartmann

Source:

2009 Volkswagen Scirocco Hatchback - Automotive Clip

2009 Volkswagen Scirocco Hatchback

Volkswagen has officials unveiled its Scirocco hatchback, which goes on sale in Europe.

“In the Scirocco we will be bringing the kind of sports car into the showroom that people dream of. Yet it is a dream that an exceptionally large number of car drivers will be able to afford — despite all of the high-end technologies we have implemented,” CEO Dr. Martin Winterkorn said.

With a length of 168 inches, the Scirocco is on par with the Golf. However, it is built significantly lower to the ground and is nearly as wide as the larger Passat sedan.

There is seating for four adults, including the driver. Once they are all aboard, the Scirocco provides 292 liters of cargo capacity; when the two seatbacks of the individual rear seats are folded down, capacity increases to 755 liters.

There are three TSI gasoline engines offered and one TDI diesel. The gas engines deliver 120, 158, or 145 horsepower. The diesel motor develops 140 horsepower. The standard transmission is a seven-speed dual-clutch gearbox.

A panoramic glass roof is available, which extends from the A-pillars to the B-pillars. The glass reflects 99 percent of UV radiation, 97 percent of infrared radiation (heat) and 80 percent of visible light.

Standard features include 17-inch alloy wheels, height adjustable driver and front passenger seats and steering wheel, leather parking brake grip, sport seats, split folding rear seats, power windows, air conditioning, ESP, braking assistant, six airbags, speed-dependent power steering, and of course a sport chassis.

Reports surfaced a few months ago suggesting the Scirocco would not be offered in the North American market, but the appearance of prototypes this summer on U.S. soil suggests otherwise.
In late April, Volkswagen of America executive Adrian Hallmark said the new Scirocco hatchback would not come to the United States because “we don’t want it.” He implied it would cannibalize sales of the GTI.
But in May, spokesman Hans-Gerd Bode said the final decision will not be made by Volkswagen of America, but rather by VW CEO Martin Winterkorn in Germany.

2009 Mazda6 - Automotif Clip

2009 Mazda6

Mazda has released the first photos and initial details on the new 2009 Mazda6. Designed specifically for North America, the car shares many cues with the Japanese and European-market cars, which hit the scene over the last year. The car Americans and Canadians will drive is, in fact, bigger than its overseas counterparts. Visually, the front and rear fascias differ from the Japanese and European models as well. The USDM car gets a bisected grille and has its foglamps pushed out to the corners below the bumper. As we'd seen in spy photos, the car gets a completely different trunk, rear bumper, and exhaust treatment that's more appealing than the plainer setup Japanese and Europeans get.

Since Mazda released only exterior shots, we'll have to wait to see what the passenger accomodations look like. Base power comes from the same 2.5L four-cylinder base engine used in the Japan/Euro car, mated to either a 6-speed stick or 5-speed auto. The step-up 3.7L V6 is the same one you'll find under the hood of the CX-9. It's only transmission option is a six-speed auto with a manumatic sport shift feature. Horsepower and torque numbers for the USDM car haven't been released yet, but figure on seeing something in the neighborhood of 170 hp/166 lb-ft from the four. The six produces 273 horses and 270 lb-ft in CX-9 trim, so we'd expect something along those lines. Mazda's press release is pasted after the jump, in which you'll find no mention of either a wagon or 5-door hatchback variant. The '09 Mazda6 arrives as a sedan only, and it'll land in your local dealer showrooms later this summer.

2009 Mazda3 Axela - Automotive Clip

2009 Mazda3 Axela

Mazda Axela revision details had been released by Mazda. Mazda Axela is known as Mazda3 in non-Japanese markets. All models of 2009 Mazda3 Axela including the four-door 2009 Mazda3 Axela, five-door 2009 Mazda3 Axela and Mazdaspeed Axela featuring fresh improvements.

Press Release
Refined Mazda Axela Goes on Sale in Japan
Mazda Motor Corporation has released updated versions of the Mazda Axela sports compact in Japan. Known as the Mazda3 in overseas markets, the Mazda Axela has earned high praise both in Japan and abroad. All models in the range including the four-door 2009 Mazda3 Axela, five-door 2009 Mazda3 Axela Sport and Mazdaspeed 2009 Mazda3 Axela feature fresh improvements and are available from today at all Mazda, Mazda Anfini and Mazda Autozam dealerships nationwide. Two new special edition versions of the 2009 Mazda3 Axela Sport, the 23HS and 20HS, which come outfitted with equipment to enhance their sporty pedigree, also go on sale from today.

Exterior design modifications such as chrome door handles and expanded use of black molding on the rear bumper enlivens the 2009 Mazda3 Axela�s appearance.*1 Interior quality has also been enhanced with the addition of piano black parts*2 on the center panel, power window switch bezels and other areas, and chrome parts for some levers and buttons. Reduced cabin noise and higher comfort levels have been achieved through the increased use of sound absorbent materials.

The 2009 Mazda3 Axela 20E model grade is a new addition to the range. It offers enhanced quality and comfort thanks to exclusive sand-beige combination Alcantara�*3 seat covers with genuine leather trim, a leather-wrapped steering wheel and shift knob, blackout meters and other sporty, well-crafted extras as standard equipment.

The special editions 2009 Mazda3 Axela Sport 23HS and 20HS come with a full complement of sports equipment including 17-inch reflective aluminum wheels, exclusive aluminum pedals, a floating rear roof spoiler and a BOSE sound system.*4 These models also come with black Alcantara� and genuine leather combination seat covers and Alcantara door trim.

Manufacturers suggested retail prices vary from 1,510,750 to 2,070,000 yen for the 2009 Mazda3 Axela and from 1,510,750 to 2,410,000 for the 2009 Mazda3 Axela Sport (each price includes consumption tax).

1. Standard equipment on the 2009 Mazda3 Axela Sport 23S and 20S grades.
2. Standard equipment on the 2009 Mazda3 Axela 20S and 20E, 2009 Mazda3 Axela Sport 23S and 20S, and Mazdaspeed 2009 Mazda3 Axela.
3. ALCANTARA is a registered trademark of Alcantara S.p.A.
4. Standard equipment on the 23HS. Available as a factory-installed option on the 20HS.

Main features of the refined Mazda Axela
Exterior

• Expanded use of black molding on the rear bumper which creates a stronger sense of sportiness [2009 Mazda3 Axela Sport 23S & 20S]
• Chrome outer door handles (previously colored to match the vehicle exterior) [2009 Mazda3 Axela 20S, 2009 Mazda3 Axela Sport 23S & 20S]
• Newly-added roof spoiler [standard on 2009 Mazda3 Axela Sport 20C, optional on 15C]
• Dark tinted glass (rear door, rear quarter and liftgate windows) [2009 Mazda3 Axela Sport 20S & 20C]
• 17-inch reflective aluminum wheels and 205/50R17 89V tires [2009 Mazda3 Axela Sport 23S]

Interior
The following equipment now comes as standard:

• Piano black panels (center panel, instrument panel side garnish, steering wheel switch bezels and power window switch bezels) [2009 Mazda3 Axela 20S & 20E, 2009 Mazda3 Axela Sport 23S & 20S, Mazdaspeed 2009 Mazda3 Axela]
• Chrome inner door handles and parking brake lever button [all grades except 15F]
• Driver and passenger seat vanity mirrors (with light) [2009 Mazda3 Axela 20S & 20E, 2009 Mazda3 Axela Sport 23S, 20S & 20C, Mazdaspeed 2009 Mazda3 Axela]
• Advanced keyless entry and engine starter system

Body and Chassis
To complement the high grade features, a bonnet insulator to reduce engine noise, as well as sound absorbent material in the doors and floor have been newly added for a quieter cabin. Additionally, the 2009 Mazda3 Axela Sport 23S features an enlarged floor tunnel member and retuned dampers for improved stability.

Body colors
Two new body colors, Metropolitan Grey Mica and Copper Red Mica, have been added to the body color lineup for the Mazda 2009 Mazda3 Axela, making a total of nine available colors. As well as the existing True Red, the Mazdaspeed 2009 Mazda3 Axela now also offers Crystal White Pearl Mica, Metropolitan Grey Mica and Stormy Blue Mica for a total range of four colors.

Main features of the new 2009 Mazda3 Axela 20E model grade

In addition to the equipment listed above, the following items are standard:

• Sand-beige combination Alcantara seat covers with genuine leather side trim and matching door trim enhance the high quality feel of the interior
• Leather-wrapped steering wheel and shift knob
• Blackout meters. (The dials and center console have blue indirect lighting.)
• Advanced keyless entry and engine starter system

Main features of the special edition Mazda Axela 23HS and 20HS

Base models
2009 Mazda3 Axela Sport 23S (FWD model with five-speed automatic transmission and 2.3-liter DOHC engine) and 20S (FWD model with five-speed automatic transmission and 2.0-liter DOHC engine)

Special equipment
Exterior

• 17-inch reflective aluminum wheels with 205/50R17 89V tires
• Floating rear roof spoiler (as featured on the Mazdaspeed 2009 Mazda3 Axela)
• Discharge headlights and water repellent coating (windshield, front door windows and door mirrors)

Interior

• Black Alcantara and genuine leather combination seat covers and Alcantara door trim
• Custom aluminum pedals
• Stainless steel scuff plates (front)
• Advanced keyless entry and engine starter system
• BOSE sound system [special equipment on the 23HS, available as a factory-installed option on the 20HS]

Includes an MP3 player and a seven-speaker system, including a 5.25-inch subwoofer, for dynamic sound.

Body colors
Both models are available in Velocity Red Mica and Stormy Blue Mica.

4EC-AT and 5EC-AT are electronically controlled automatic transmissions (all grades except for the 20F have Activematic versions).

• A separate recycling fee is necessary in addition to the manufacturer�s suggested retail prices listed above. The fee is 11,730 yen for Mazda 2009 Mazda3 Axela grades (12,300 yen if the curtain and front side SRS air bag system is selected as a factory-installed option), and 11,860 yen for 2009 Mazda3 Axela Sport grades and the Mazdaspeed 2009 Mazda3 Axela (12,430 yen if the curtain and front side SRS airbags system is selected as a factory-installed option).
• If the special body color, Crystal White Pearl Mica is selected, the price increases by 31,500 yen (including tax).

A separate recycling fee of 11,860 yen is necessary in addition to the manufacturer�s suggested retail prices listed above.
If the BOSE sound system is selected as a factory-installed option for the 20HS, the price increases by 68,250 yen (tax included).

Source: yosax.com

Ford Fiesta vs Honda Fit - Automotive Clip

Ford Fiesta vs Honda Fit

The conventional wisdom is hatchbacks don't sell in America. Ford marketing boss Jim Farley doesn't believe in conventional wisdom. He plans to bring the hatchback version of the new Fiesta small car to the states to sell alongside the four door model that was earlier approved for Stateside consumption. And why not? Honda's Fit has been proving the conventional wisdom wrong for a couple of years now.

In 2007 Honda retailed just over 56,000 of the little Honda hatches. To the end of May this year, it had shifted just shy of 30,000. To put that in perspective, the Fit -- a car that will be replaced by a completely redesigned model in October -- has so far this year handily outsold both Ford's doddery Crown Victoria and invisible Taurus. Dearborn could use a little unconventional wisdom like that.

What makes Farley's move fascinating is the new Fiesta hatch -- which launches in Europe this summer -- is a very similar package to the next generation Fit. The Fiesta rolls on a 98.0in wheelbase, while the new Fit will measure 98.4in between the axles. The Fiesta is 156.0in long overall; the new Fit will be almost the same with U.S.-spec bumpers.

Two key dimensions are quite different, however -- the baby Ford is an inch wider and 1.5in lower than the little Honda. That helps give the Fiesta sportier proportions and more shoulder room inside. But the new Fit will retain the current car's innovative folding rear seat, which gives it almost baby minivan load carrying flexibility.

The sort of functionality is important in the Fit's home market, Japan, where small cars have traditionally been designed to maximize their interior package. Here in the U.S., however, the Fit is positioned as a youth-oriented sporty vehicle. And that's where the five door Fiesta could prove a real rival. A three door version of the Fiesta is also on the way to world markets and probably will be sold here as well.

It starts with the styling. Visually the new Fit is a big improvement on the geeky, goggle-eyed current model; cleaner, sharper, with less of a whiff of sweaty basements and flickering computer screens. But it's not a match for Martin Smith's dramatic "Kinetic Design" sheet metal on the Fiesta. This is a small car in Cinemascope, with a sweeping, widescreen stance. The Ford's interior is classier and more entertaining, too, with better use of color, and center stack hardware that's a cool, clever riff on a cell phone keypad aimed straight at the fingers of the SMS generation.

By Angus MacKenzie

Published at http://www.automotive.com
Source:http://www.automotive.com

Terrafugia Flaying Car

Terrafugia Flaying Car Automotive Clip

Running on unleaded petrol and cramming 30 miles to the gallon, it's also more fuel efficient than an average people carrier, so it'll pay for itself eventually, sort of.

Dubbed the Transition, the car-come-plane will fold its wings up at the touch of a button, and flying at 120mph in the excitingly-named "power cruise" mode, it'll pull a range of 510 miles, plus a 45 minute reserve for the panicky pilots out there.

Performance Information:

• The Transition® is being designed to be a factory certified Light-Sport Airplane.
• Two seats, side-by-side.
• GTOW: 1320 lbs (600 kg)
• Useful Load: 550 lbs (250 kg)
• Fuel Capacity: 20 gal (120 lbs / 54 kg)
• Engine: 100 hp Rotax 912 S (four-stroke)
• Vs = 45 kts (51 mph, 83 km/hr)
• Vr = 70 kts (80 mph, 130 km/hr)
• Cruise Speed (75% power): 100 kts (115 mph, 185 km/hr)
• Fuel Consumption (75% power): 4.5 gph
• Range: 400 nm (460 mi, 740 km)
• Takeoff Distance over 50 ft obstacle: 1,700 ft (520 m)
• Fuel: Super-unleaded autogas
• Wingspan: 27.5 ft (8.4 m)
• Length: 18.75 ft (5.7 m)
• Height: 6.75 ft (2.1 m)
• On-Road Width: 6.5 ft (2.0 m)

Honda's Combined Braking System - Automotive Clip

June 11, 2008 Motorcycle 'driver aid' technology is becoming more and more prevalent; the 2008 Kawasaki ZX-10R, for example, features a primitive traction/stability control system Advanced-Car-Seats , and the latest Yamaha R1 and R6 engines feature 'fly by wire' throttles, in which an ECU interprets and moderates throttle inputs before they reach the engine. Anti-lock braking is beginning to feature on almost all touring-style motorcycles, and Honda's Combined Braking system, or CBS, is fitted to several of the company's less sports-focused models, where it distributes braking force between front and rear wheels even if only one brake lever is pressed. Honda's latest advancement in rider aid technology is to combine ABS and CBS into one electronically-managed system that prevents braking lock-ups and also manages weight transfer under heavy braking to help stop the rear wheel from lifting in an emergency stop.
Honda's top-flight sportsbikes already deliver completely ludicrous braking power and stability - now it seems they're going to get a computerized braking system that prevents lock-ups, corrects overuse of the rear brake, and manages the forward pitch that is common on razor -sharp handling bikes with short wheelbases.
The Japanese manufacturer recently announced its Combined ABS system, which adds anti-lock braking to a computer-controlled upgrade of the Honda Combined Braking System we have already seen on recent VFR800 and CBR1100XX models, among others.
Where the old CBS was a simple hydraulic system, sending a percentage of the front brake lever's force to the rear caliper and vice versa, the new system is more sophisticated. Lever inputs at both ends of the bike are input, analyzed by a braking ECU, and then braking force is distributed optimally between the wheels, with the goal of preventing the bike from pitching forward into a 'stoppie' under hard or emergency braking, as this forward roll often unsettles riders and prevents them from applying maximum braking force where required. In essence this is the first full 'brake by wire' system.
The system has been kept to a minimum size and weight, given its intended use on supersports bikes - but it will certainly complicate the braking system and make brake bleeding a much tougher job.
Honda's Combined ABS system is pitched directly at the supersport segment - so it's reasonable to expect we'll see the system in action on future CBR1000RR and CBR600RR models - however, no release date has been given. --Via TheBikerGene.--www.gizmag.com--

Can-Am Spyder Roadster - Automotive Clip

It combines the open air exhilaration of two-wheeled transport with the stability of four, but it's not a motorbike and it's not a convertible sportscar. In fact, direct comparisons with anything else on the highway are largely useless because there's simply nothing out there like the Can-Am Spyder Roadster.

Around a decade since BRP first began to explore the idea for totally a new breed of three-wheeled road going conveyance and four years since the styling was finalized, the world wide roll-out of the Spyder is now in full swing.
We've followed the development of the Can-AmSpyder Roadster with interest in recent years with its unique Y-architecture and undeniably sharp looks proving an immediate hit with Gizmag readers, but in case you missed some of our previous coverage , here's a quick run-down.
History and development Bombardier Jet-Envy Recreational Products (BRP) is a global company based in Quebec, Canada with a history that's littered with big innovations including the pioneering Ski-Doo snowmobile http://en.wikipedia.org/wiki/Snowmobile , the first sit down jet ski (Sea-Do) and the first two-up ATV. The Spyder Roadster, which shares the Can-Am brand with the company's ATV range, was officially launched in February 2007.
At a glance The stock standard reaction from those who encounter the Spyder for the first time is simply: "What the hell is that?" Eye-catching is an understatement, and few vehicles in our experience have attracted the level of attention on the street that the Spyder does - particularly when traveling in a six-strong procession. The two-at-the-front Y-architecture is the clear reason for this wow factor, but it's backed up by slick styling (particularly in profile) and stand-out paintwork (yellow or "Full Moon" silver).

On-board most of the most of the controls will be familiar to motorcyclists with a few notable exceptions - there's no front brake lever, with all three disk brakes controlled simultaneously by the right foot pedal, and the "hand brake" sits behind the left foot peg. There's also an additional lever on the left grip which controls the fully geared reverse. Apart from that indicators, horn, lights, electric-start and ignition controls are all where bikers would expect to find them. The instrument panel layout is simple and effective with a digital readout (for which different modes can be set (time/trip etc) flanked on either side by a taco and speed gauge of the traditional dial variety.

Another big departure from a motorcycle is the storage space. This comes in the form of a 44 liter (max 16kg) "trunk" at the front of the vehicle. A top box can be added but the design doesn't accommodate panniers.
Engine and drivetrain The Spyder's low center of gravity Surrounding Spar Technology (SST) steel frame surrounds its Rotax 990cc, liquid cooled V-Twin engine that puts out 106hp at 8500rpm and peak torque of around 104Nm at 6250rpm. Rotax engines have been proven over a period of 80 years (BRP purchased the company in the 70's) in which they have produced about 350 different types of engines totaling around 6 million all told. Credits include the Aprilia http://en.wikipedia.org/wiki/Aprilia 1000R sportsbike http://en.wikipedia.org/wiki/sport_bike and the Helicon V-Twin specified by Buell for its 1125R and designed in collaboration with BRP-Rotax.
The five-speed gear box also has a transmission based reverse (as opposed to electronic reverse drive systems found on the Honda Goldwing and other large touring motorcycles) and the final drive uses a carbon reinforced belt set at a 28/79 ratio.
Electronics The addition of a third wheel also allows for the addition of all sorts of electronic control systems and BRP have thrown everything at the Spyder in this regard, giving it a Stability Control System Advanced-Car-Seats (SCS), Traction Control System (TCS) and ABS - everything you would expect to find in a modern car. The net effect of these systems is improved handling and safety - ABS allows you to jump on the brakes in a way that's just not possible on a motorcycle http://en.wikipedia.org/wiki/Motorcycle and the TCS minimizes loss of traction at the small-car like rear-wheel, though its still possible to get some movement happening (and have some fun) when exiting a corner. There's also Dynamic Power Steering designed to adjust the amount of effort required depending on the speed, load and torque.
The ride "Forget what you know about riding a motorcycle" was the advice of from BRP's Duncan Knight before we set off on a 300km ride through the winding coastal roads south of Sydney, Australia. He was right. For a motorcyclist, the way the Spyder behaves - particularly through corners - is counter-intuitive and it has to be treated as a whole new ball-game.
Unlike a conventional motorcycle or the only other vehicle we have tested that incorporates a 2+1 platform, the (albeit very different) Piaggio MP3, the Spyder with it's flat profile car-like tyres is not designed to tilt or lean. Therefore counter-steering is not an option and throwing your weight sideways won't significantly effect the way it handles through turns. The body of the bike actually swings away as the front suspension works into the corner and you don't have to try too hard to lift the inside front wheel. This is where the stability control kicks http://en.wikipedia.org/wiki/Kick in, countering the lateral movement by using a system of sensors to assess the situation and automatically applying a response through individual wheel braking and/or reducing engine torque. It takes a little getting used to, and initially you feel like you are wrestling to avoid running wide through sharper bends, but you come to understand that the machine really needs to be steered, not just nudged through corners and trust that where you point it is where it will end up. Couple this with the ability to brake late and hard you begin to grow in confidence.
Several other motorcycle habits also need to be put to the back of your mind. Obviously there's no need to put your foot down when you stop at intersections and although you feel like your on a motorcycle, the footprint at the front is approaching the width of a small car so you need to be careful when weaving through tight spots or "taking a peek" before overtaking. It also takes a while for the itch in your right hand to disappear as you become accustomed to the absence of a hand-operated brake lever (why not include one anyway you ask? - this aspect of the design stems from the fact that the Spyder is registered as a car in some parts of the world).
The Spyder's acceleration is smooth and by no means sluggish - around 0-62mph (0 - 100km/h) in 4.5 seconds. Cruising at highway speeds is effortless - a fact that's unlikely to change with a pillion on board. A speed limited geared reverse (which is very convenient for a vehicle with a 316kg dry weight) is added to the 5 speed gear box http://en.wikipedia.org/wiki/transmission and there's plenty of mid range torque to make light work of negotiating city traffic.
It's also one comfy ride. The wide seat and relatively upright seating position is based on a sports touring motorcycle and after a full day of riding I felt little of the expected soreness. You do cop a higher than expected buffeting from the wind at speed, but different shields sizes are available to cater for this and there's also an optional riser for the handlebars which delivers a more upright seating position. A back-rest is also available as an add-on for pillion passengers.
Fuel capacity is a total of 27 liters including the reserve - enough for a range of around 400km (depending on how you treat the throttle of course).
The manually adjustable pre-load suspension has 144mm of travel in the front and 145mm in the rear swing arm and is effective given the way the wide front end tends to pick up the bumps. Initially the Spyder does feel like it could track off course if you release the handle bars, but again its just a matter of becoming accustomed to the unique handling characteristics and letting the front suspension do its work. The combination of all that rubber on the road in a relatively lightweight vehicle also results in the use of lower tyre pressures - specified at 89-117kP - which further softens the ride.
Overall, the Can-Am Spyder is undeniably a uniquely enjoyable experience and one that will appeal to touring enthusiasts, with the likelihood of attracting more of the female demographic than motorcycles http://en.wikipedia.org/wiki/Motorcycle because of the stable platform, sophisticated electronics and relatively simple operation it offers. All of this comes at a price of course - around US$15K (in Australia the Spyder is now selling for AUD$26,990 and the SE5 semi-auto transmission http://en.wikipedia.org/wiki/automatic_transmission model will arrive in October). I would stop short of saying that we've seen the full potential of the unique Y-architecture, but its definitely a format we're sure to see a lot more of. We'll be watching with interest (as no doubt will some of the other key players in the motorcycle industry) to see how this new kid on the block is received in the market and how the design evolves in coming years.
More details and video can be found at the Can-Am Spyder site. -- Noel McKeegan -- www.gizmag.com --

2009 Skoda Fabia Super 2000 - Automotive Clip

2009 Skoda Fabia Super 2000

It wouldn’t surprise me one bit if the Skoda Fabia becomes the best selling Skoda car in Australia, when it finally gets here.
The new Fabia is a great looking small car. Very chic and very Euro and perfect for these high priced petrol times. But that’s not quite what the rally master was driving.
For all you tarmac only followers, Super 2000 is the class in the World Rally Championship (WRC), which the Fabia will compete in. These are essentially production-based cars with not a lot added to them in the way of performance enhancements.
This is the car Carlos Sainz was behind the wheel of in Austria, and its based on the second generation Fabia.
Under the bonnet of this sizzling little Skoda is a two-litre turbo-free four-cylinder petrol engine making a serious 280bhp. It’s mated to a 6-speed sequential transmission and a 4WD system, with three mechanical differentials.
We can only hope that Skoda produces a warmed up version of the standard Fabia once it starts selling in Australia. Knowing how the head of Skoda Autralia likes to launch his cars on race tracks, I’d like to think there is every chance. --Anthony Crawford--www.caradvice.com.au--

2009 Subaru Impreza Coupé - Automotive Clip

2009 Subaru Impreza Coupé

It's the most stylish Subaru ever! And this striking Impreza coupé will go into production in 2010.
Joining the recently launched hatch-back model, it will allow the Japanese company to tackle the BMW 3-Series Coupé and Nissan 350Z head-on, as well as reach out to new customers.
The car has been developed as part of a joint venture with Subaru owner Toyota – the project will also spawn a long-awaited successor to the Nineties Celica. The Impreza coupé takes styling cues from the five-door model, but gets a rakish rear end. That gives it a chunky yet athletic appearance which stands out from the crowd.
Power will come from a choice of two engines, both employing the flat-four boxer layout for which Subaru is famous. There’s a normally aspirated 2.0-litre unit giving around 180bhp, or a high-performance 2.5-litre turbo powerplant borrowed from the range-topping five-door STi. The latter will deliver in the region of 300bhp.
For the entry-level machine, the Impreza’s four-wheel-drive system will be dropped in favour of a more lightweight and less expensive rear-drive set-up. That will put the emphasis on maximum driving thrills. But the more powerful car will send power to four tyres to harness all that punch.
The newcomer will go on sale first in Japan and the US, and could arrive here in the UK in 2011. In entry-level guise, it’s set to cost around £20,000, with the flagship priced at £25,000.
In a related story, Nissan is working on an affordable rear-wheel-drive coupé to sit below the 350Z. The Silvia replacement will go on sale in 2010. --Text: Peter Lyon / Photos: Larson--www.autoexpress.co.uk--

2009 Volvo XC60 - Automotive Clip

2009 Volvo XC60

Here are the first pictures of one of this year's most exciting new car models - the new Volvo XC60! "It's not only the safest Volvo ever. If you ask me, it's also the most stunning. Not a bad combination, is it?" says Volvo Cars President and CEO Fredrik Arp. The new XC60 has its premiere showing at the international car show in Geneva on March 4 and the first cars will reach dealers in Europe in autumn 2008.
Volvo Cars' new crossover steps boldly into what is the motoring world's toughest and fastest-growing segment, boasting an exciting mix of two car styles. Down below, the unmistakeable, capable XC muscles are pumped up, creating a strong athletic body mated with high ground clearance and large wheels. Up above, the flowing lines create the sporty charisma of a coupe.
"This car is charged with more emotive form and more energy than any other Volvo. We're elevating our design DNA to an entirely new level by literally turning up the visual volume. If you say that you'd recognise a Volvo from a hundred metres away today, I dare say the XC60 radiates a clear Volvo presence from at least twice that distance," says Volvo Cars Design Director Steve Mattin.
Volvo XC60 2009A variety of intelligent safety systems are another important part of the XC60 model's special character. The big news is City Safety - a unique feature that can help the driver avoid or reduce the effects of the type of low-speed impacts that are common in city traffic and traffic tailbacks. If the car is about to drive into the vehicle in front and the driver does not react, the car brakes itself.
"We are the first manufacturer in the world to offer this type of feature as standard. City Safety clearly advertises that the new XC60 is the safest car Volvo has ever produced. The car is packed with our accumulated safety know-how and technology, both when it comes to preventing accidents and protecting all the occupants in a collision," says Fredrik Arp.
The XC60 project has its sights set on a target group that imposes high demands on design, brand integrity and high-tech content in its choice of lifestyle products.
Volvo XC60 2009"One might say that this could be the C30 owner's next car. It's as sporty and exciting, but way more capable. With the XC60, we're widening our model range to attract even more customers with an active urban lifestyle," explains Fredrik Arp.
Equal volumes to Europe and North America
The new XC60 is being launched with a choice of three engines: the turbocharged T6 which produces 285 hp, and two variants of the D5 turbodiesel, producing 185 and 163 horsepower respectively. All Wheel Drive (AWD) is fitted as standard.
"During 2009, we will offer a front-wheel driven 2.4-litre version powered by a Euro 5 diesel engine producing 163 horsepower and with a CO2 rating of around 170 g/km," reveals Fredrik Arp.
The sales target for the new XC60 is over 50,000 cars per year. The five largest markets during peak year 2010 will be the USA, Germany, Great Britain, Russia and China.
The Volvo XC60 will be built at the Volvo Cars factory in Ghent, Belgium. Sales of the car will start in Europe during the second half of 2008, while sales in North America will get under way in early 2009.

2009 Volvo S40 - Automotive Clip

2009 Volvo S40

German magazine AutoZeitung has published illustrations of what the next 2009 Volvo http://en.wikipedia.org/wiki/Volvo S40 could look like. There have been rumors that Volvo may kill the S60 model. If that happens the S40 could move slightly upmarket to fill the void left by the S60. This means the car could grow a few inches also. If this happens, the car could switch platforms from the current Ford Focus to the new Ford Mondeo http://en.wikipedia.org/wiki/Ford_Mondeo platform.
These illustrations take many design cues from the XC60 SUV http://en.wikipedia.org/wiki/Sport_utility_vehicle Concept that was recently unveiled. If these illustrations are close, the S40 could become a lot sportier than it is now and could become a great alternative to the 3-Series and new Merc http://en.wikipedia.org/wiki/Ideazon C-Class.
Expect the car to come out either at the end of 2008 or early 2009. -- www.thetorquereport.com --

Concept car - Mazda “crosswinds” - Automotive Clip

Mazda will present an all-new show car at this year’s Moscow International Automobile Salon. The concept is a sporty, compact crossover SUV designed especially for the Russian market.

The Moscow show car is the latest concept to be developed using the new design direction called Nagare - following in the footsteps of Nagare, Ryuga, Hakaze, Taiki and Furai.

Nagare, which means “flow” in Japanese, represents a new approach to expressing movement in car design, taking as inspiration the flow patterns of natural elements, such as the wind. The design theme of Mazda’s concept for the 2008 Moscow motor show is “crosswinds”.

Russia is one of Europe’s fastest-growing markets and is rapidly becoming the region’s largest automobile market. SUVs are particularly popular in Russia, with a segment share of about 20 percent. Mazda’s latest concept car is designed to appeal particularly to younger SUV owners who have a strong sense of style.

The Moscow show car, the name of which will be announced in due course, again showcases the depth of creativity within Mazda design. In February 2008, the Mazda Design team received the coveted Grand Prix du Design at the Festival Automobile International in Paris.

The Moscow International Automobile Salon media days are on August 26 and 27, whereas 28 August caters for industry and trade specialists. The show is open to the public from 29 August through 7 September.

The new show car will be unveiled at the Mazda press conference at 10:15 on August 26 at the Mazda stand.

-- www.caradvice.com.au --

Toyota Yaris 2008 - Automotive Clip

Toyota Yaris 2008

The subcompact economy class has traditionally been characterized by products that could be summed up in a single word: cheap. As in, cheap price, cheap design, cheap materials and cheap construction. And while that's still true in a relative sense, today's highly competitive marketplace has forced the low end of the automotive spectrum to evolve along with the rest of the industry in terms of quality standards, feature content and overall bang for the buck. For proof of this, look no further than the 2008 Toyota Yaris.

Introduced last year, the Yaris replaced the mediocre and oddly proportioned Echo as the least expensive offering in Toyota's showroom. For the budget-conscious shopper, it's a much better product all the way around -- one that combines attractive styling and outstanding fuel economy with competitive equipment levels, respectable performance and a general likability that was lacking in its predecessor.

The Yaris is available as a spunky three-door hatchback coupe (liftback in Toyota-speak) or a much longer and roomier four-door sedan with more conservative styling. These body styles are further differentiated inside by distinctive instrument panels and an available multifunction rear seat in the liftback that slides, reclines and folds to make up for its tighter rear quarters. For 2008, the littlest Toyota broadens its appeal further with a sporty new "S" hatchback to complement the existing uplevel S sedan. This model features larger 15-inch wheels, body-color front and rear spoilers, reworked rocker panels, amber-illuminated Optitron instrumentation, upgraded seats with sport fabric, leather-wrapped steering wheel and shift knob, a CD player with MP3 capability and other extras.

Considering its entry-level nature, the Yaris has a lot going for it. In addition to excellent fuel economy, which counts for a lot in this segment, the Yaris reflects Toyota-style quality and is a competent performer that's stylish enough to avoid embarrassment when you leave it with the parking attendant (although don't expect it to be parked out front).

As decent as the 2008 Toyota Yaris is, however, there are several other subcompacts that deserve your attention. The Chevy Aveo and Kia Rio offer similar body style choices at slightly lower price tags, while the Nissan Versa and Honda Fit are desirable alternatives at a slightly higher price. Another choice to consider is the Yaris-based all-new Scion xD (replacing the xA), which should appeal to more youthful buyers seeking funky styling, vehicle customization and high-tech stereo options.

Although the Fit and xD are our top choices in the segment, they are available only as four-door hatchbacks, a body style Americans generally consider the absolute embodiment of undesirable transportation. That leaves the Yaris as a leading choice for those buyers who prioritize getting into a new sedan for the cheapest price possible. And while that price may be cheap, the Yaris goes to show that cheap doesn't have to be a bad thing.

Body Styles, Trim Levels, and Options
The 2008 Toyota Yaris subcompact is offered as a three-door hatchback coupe (dubbed liftback) or four-door sedan in two trim levels. Standard models are pretty basic, with 14-inch steel wheels, intermittent windshield wipers, air-conditioning, four-way adjustable front seats and a tilt steering wheel. S-trim equipment levels vary between coupes and sedans, but share 15-inch steel wheels, a ground-effects body kit and a CD/MP3 stereo with an auxiliary audio jack. Many model-specific package upgrades are available and include items like 15-inch alloy wheels, powered accessories, cruise control (sedan only), 60/40-split-folding rear seat (sedan), a sliding and reclining rear seat (liftback), a rear window defroster and upgraded interior trim. Remote keyless entry, foglamps and a rear spoiler are also offered as stand-alone factory options on all models. A full range of Toyota accessories are available to further personalize the Yaris.

Powertrains and Performance
All Toyota Yaris models are equipped with a 1.5-liter four-cylinder engine that produces 106 horsepower and 103 pound-feet of torque. Power is transmitted to the front wheels through a standard five-speed manual or an optional four-speed automatic transmission. The Yaris accelerates adequately with the manual gearbox, but off-the-line performance feels sluggish with the automatic. EPA-estimated fuel economy with the manual transmission checks in at 29 mpg city and 36 mpg highway (35 mpg highway with the automatic). These figures are among the best found in the economy car segment.

Safety
As you might expect given its entry-level price tag, popular safety features like antilock brakes, front seat-mounted side airbags and side curtain airbags are optional on the Yaris. In government crash testing, the 2008 Toyota Yaris sedan earned four stars out of five for front occupant protection during frontal impacts. In side impacts without the optional airbag package, it received a middle-of-the-road three-star rating for front and rear occupants. The liftback model outperformed the sedan in frontal impact testing by scoring a perfect five stars for driver protection. In Insurance Institute for Highway Safety tests, the Yaris earned the highest possible rating of "Good" for frontal-offset collisions. Side-impact testing also yielded a "Good" rating with the optional side airbags, but the lowest "Poor" score without.

Interior Design and Special Features
With 3 more inches of wheelbase and nearly 20 additional inches of overall length compared to the hatchback, the Yaris sedan is a space-efficient and reasonably roomy choice among subcompacts. As you might expect, the sedan is the more conservatively styled of the two, both inside and out. The hatchback offers optional sliding and reclining rear seats that add versatility and help compensate for its more restrictive backseat space.

Though both models feature centrally located instrumentation, the hatchback's dashboard is quite a bit different from the one found in the sedan and contains three gloveboxes -- including one uniquely positioned behind the steering wheel -- plus an unusually narrow center stack that coordinates well with its more playful exterior design.

The interior is not without its foibles. Those center-mounted instruments pull your eyes away from the road, while tall drivers will find the driving position akin to sitting atop a stool. Also, the tilt steering wheel cheaply drops like a 4-ton anchor when its lever is released.

Driving Impressions
The 2008 Toyota Yaris travels down the road with a reasonably solid feel. The electric power steering is mostly devoid of feel, but its super-light touch makes maneuvering easy. The Yaris' small four-cylinder engine is surprisingly peppy with the manual transmission, and reasonably smooth even when operating at higher speeds. Off-the-line acceleration suffers with the automatic transmission, but both combinations deliver enough midrange power for confident merging and passing on the highway.

2009 Pontiac G8 GXP - Autoclip

2009 Pontiac G8 GXP - Autoclip

Pontiac's growing GXP lineup has just gained a flagship. The enthusiast division will show a higher-performing G8 at the 2008 New York auto show.
The baddest Holden-turned-Pontiac gets GM's 6.2-liter LS3 small-block V-8, producing 402 hp and 402 lb-ft of torque - 41 hp and 17 lb-ft more than the L76-powered G8 GT. Pontiac predicts a 0-to-60-mph time of 4.7 seconds, with the quarter mile taking 13.0 seconds at 108 mph.
The GXP comes with the six-speed automatic transmission found in the G8 GT but adds a three-pedal option with a Tremec TR6060 six-speed manual. A limited-slip differential is standard, as are Brembo brakes.
Exterior changes are subtle and include revised front and rear fascias. Nineteen-inch polished and machined aluminum wheels are tucked neatly under the G8's flared fenders. Inside, passengers will be greeted by bolstered GXP-embroidered seats.
Pricing hasn't been announced yet, but we expect the GXP to come in right around $35k. For those looking for less power and a similar reduction in weight, Pontiac is also showing a G8 sport truck in New York that will arrive for the 2010 model year.

2010 Pontiac G8 Sport Truck - Autoclip

2010 Pontiac G8 Sport Truck

More than twenty years after the death of Chevrolet's famous El Camino, General Motors is giving Americans another chance to own a new car-based pickup. But like Pontiac's defunct GTO, this icon returns with a bit of an Australian accent. And it won't get the El Camino badge.
Previewed at the 2008 New York auto show, the 2010 Pontiac G8 sport truck is essentially a lengthened G8 sedan - sans a back seat and trunk. Instead, GM's performance division worked a truck bed onto the G8's body, which first originated in Australia as the Holden Commodore. And like the G8's Holden cousin, the sport truck has already been an overseas hit as the Holden Ute.
Powered by the same 6.0-liter V-8 engine in the G8 GT, the sport truck (a temporary label for the vehicle, consumers can choose the Pontiac's final name at www.pontiac.com/namethiscar) will put out 361 hp and 385 lb-ft of torque. Mated to a six-speed automatic transmission, Pontiac says the G8 sport truck can blast from 0 to 60 mph in 5.4 seconds, just a hair behind the G8 GT sedan.
Covering the 74-inch cargo bed with an available tonneau cover should help improve track times, but for those wanting a true American "Ute" work-car, the cargo bed will hold a little more than one-half ton and the Pontiac can tow up to 3500 pounds. To handle extra weight, GM stretched the G8's wheelbase by four inches, adjusted the rear suspension, and reinforced the G8's key structure areas with 60 new components.
However, there aren't many new components inside the G8 sport truck's cabin. Drivers will notice the same dashboard, controls, and options that adorn the G8 sedan, as well as 8.5 sq-ft of additional storage space behind the front seats. We expect the sport truck could get Pontiac's G8 GXP treatment - a 402-hp, 6.2-liter V-8 engine - as early as the 2011 model year. This, of course, provided it doesn't speed to the fate of its forefather El Camino. The 2010 sport-truck-to-be-named-later will arrive in showrooms in late 2009. -- David Yochum -- automobilemag

Test Drive Honda CBR1000RR - Autoclip

Honda’s top-dog sport bike has undergone a fierce protein diet for 2008. Its engineers trimmed weight, added horsepower and wrapped it all around an aggressive new design. Clad with shorter overhangs and cleaner lines, the flagship liter bike’s mass is also more centralized for nimbler handling. We tested the CBR1000RR at Mazda Raceway Laguna Seca, and its blistering performance made us nearly forget that this monster is actually intended for street use. Midrange power is significantly improved over the 2007 model. And revs above 7000 rpm manage to shrink Laguna’s straight-aways with third-gear wheelstands that don’t quit until the 13,000 rpm redline. It’s insane.

Honda dropped nearly 5.5 pounds from the new CBR1000RR’s hollow, fine die-cast frame , and reduced it from nine pieces to only four main castings. Despite its weight loss, the bike’s lateral rigidity increased 13 percent, and torsional rigidity is up 40 percent. The frame is now 30mm slimmer, and the revised geometry enables the handlebars to stand 6.5mm higher for better ergonomics.

Last year’s hydraulic clutch operated smoothly, but the CBR1000RR’s new slipper clutch is engineered for the racetrack. While a back torque limiter enables clutch slip for reduced wheel-hop, cam thrust assist also enhances tension during clutch engagement. The use of lighter springs helps keep clutch pull effort low, while reducing overall weight as well.

Lightened and moved out of sight for better weight distribution, the CBR1000RR’s MotoGP-derived Electronic Steering Damper monitors speed and acceleration in order to improve stability. The unit allows for low handlebar effort at parking lot speeds, while stiffening during riding dynamics that stress the chassis and create steering wobble.

The CBR1000RR’s engine underwent major surgery in order to become lighter and more powerful. Honda increased bore and decreased stroke; the net change results in a slight displacement bump from 998cc to 999.8cc. The engine’s more compact proportions necessitated the elimination of cylinder sleeves, which involved the use of a Nikasil cylinder coating for enhanced cooling. Dual ram-air intake was added, with ducts positioned underneath the headlights. Lighter cams shave 1.1 pounds, a 15mm-narrower cylinder head trims another pound, and lighter, forged pistons bring the grand weight-loss total to 5 pounds. The higher compression engine produces another 10 hp, too. Powerful bikes often produce unpleasant dog gear lash during on/off throttle application, but the CBR1000RR copes with a new Ignition Interrupt Control System. A computer monitors the change from deceleration to acceleration by keeping tabs on throttle position, engine speed and countershaft speed. Between 2500 rpm and 6000 rpm, ignition is interrupted as necessary in order to eliminate unwanted harshness.

While the new CBR1000RR is 17 pounds lighter, Honda went a step further to aid maneuverability by repositioning a number of components closer to the bike’s center. They lowered the fuel tank, and ditched the 2007 CBR’s underseat exhaust for a new 4-2-1 system that tucks just aft of the rear wheel. Plus, the battery was relocated and brakes and rotors were lightened and repositioned—all of which results in quicker direction changes at speed.

The CBR1000RR’s stubby exhaust may be aesthetically controversial, but its all-new design enhances performance. The patented system uses two valves that reroute air into one of three chambers of varying size, depending on engine rpm and gear. Greater midrange power is produced, and the system also modulates exhaust flow to meet noise and emissions standards.

The 2008 CBR1000RR is smoother at speed than the outgoing model, with more precise turn-in and higher limits all around. While most of its competition has added pounds in order to cope with increasingly stringent emissions standards, Honda’s lean-and-mean approach has made it a potent force, both on the track and off. Since we value our licenses as well as our lives, we’re saving all that speed for the raceway. —Basem Wasef -- http://www.popularmechanics.com

Test Drive Ducati 848 - Autoclip

If Ducati's awesome 1098 is just too much motorcycle—and let's be clear, 160 hp is a bit too much for the average rider—its saner sibling might be the perfect choice. Hiding an 849cc L-twin beneath the same sexy bodywork as its more powerful stablemate, the 848 takes many of the 1098's personality traits and tones them down a notch. The dry clutch, for instance, has been ditched for a more conventional, multi-plate wet clutch. And that design, unfortunately, abandons the 1098's signature clutch rattle at idle. Dry weight drops from a claimed 381 pounds to 370, and the ponies fall from 160 to 134. So, yeah, the power is down, but 134 hp in a package that weighs less than 400 pounds and costs $13,496 is still a rather ferocious ride.

Wrap your legs around the 848, and everything from its ergonomics to its MotoGP-derived LCD instrumentation recalls the 1098. Suspension is essentially the same as the bigger bike, though the 848's seat sits 10 mm higher, and the ride height in the rear can't be adjusted. Seating is far from comfortable: Your legs tuck tight against the narrow body, the inevitable forward pitch transfers weight towards your wrists, and heat radiates from the chattering engine below. But hit a canyon road, and quirky ergonomics are quickly forgotten as you toss this Italian thoroughbred through the turns.

You'll have to work a bit harder to stay in the sweet spot of the 848's powerband, since it's a bit more high strung than the 1098; but once you get the hang of upshifting at upwards of 8000 rpm, you'll love the shrieking song of the Desmodromic powerplant and the enthusiastic surges of power it produces. The bike's featherweight contact patch on the pavement comes in handy during cornering, and its 320mm, 4-piston Brembo brakes aren't quite as aggressive as the ones on the 1098, but they still offer great feel and strong stopping power.

Though the 848 is more focused and therefore more demanding to ride than polished superbikes like the Honda CBR1000RR, going fast in this Ducati is ultimately a rewarding experience—even if its ergonomics make it less than ideal for commuting. Sure, tech heads may appreciate the DDA-ready instrumentation, which enables performance data to be downloaded on a USB stick. But the real thrill of riding a Ducati lies in those moments when you're wringing performance out on your favorite empty roads—or, even better, at the track. It's there that this nimble alternative to the 1098 makes a compelling case for itself, especially since its price tag will save you enough money to fund extra gas and a few replacement tires, too. — Basem Wasef -- http://www.popularmechanics.com

Aptera Electric Vehicle - Autoclip

The Aptera was designed from the ground up as an electric vehicle, and later as an extended range electric vehicle. After building the proof-of-concept Mk-0, we hired the automotive design firm, 'eleven', to help us further develop the concept vehicle. The 'eleven' team, led by Jason Hill and Nathan Armstrong, made great strides in the development of the Aptera's body styling, interior design, and structural engineering. Meanwhile, we refined the Aptera's shape to maximize efficiency using CFD (Computational Fluid Dynamics), developed and built advanced suspension and drivetrain components, and integrated a strong yet lightweight composite shell. Our entire process has been developed in-house exclusively by Aptera for the Aptera Typ-1. Our structural elements have undergone countless revisions of FEA (Finite Element Analysis) to be lightweight, robust, and manufacturable.
In fact, Aptera is a motorcycle manufacturer registered with DOT and CA DMV. This means, among other things, that we are able to issue VIN's. Our 'world identifier number' is '5WT', so all of our VIN's begin with '5WT'. Knowing the public perception of motorcycle safety, we made the decision to make safety a fundamental part of the design of our vehicles. For example, the Typ-1 roof is designed to EXCEED rollover strength requirements spelled out in FMVSS 216 for passenger vehicles. The doors EXCEED the strength requirement spelled out in FMVSS 214. We decided not just to meet many of the specs for passenger vehicles, which are set above and beyond the requirements for motorcycles, but we chose to exceed them whenever possible. Just a few of the many parts of the safety systems on the Typ-1 are airbag-in seatbelt technology, a front subframe and a firewall that redirect energy around the occupants.
With the All Electric Aptera, it is very easy to figure out the mileage range. The mileage is determined by the distance you can drive, under normal circumstances, until the batteries are effectively drained. In the case of the first Aptera typ-1e, we have calculated the range to be about 120miles.
With the Plug-in Electric Hybrid version of the Aptera(typ-1h) the mileage of the vehicle is difficult to describe with one number. For example, the Typ-1h can drive 40 to 60 miles on electric power alone. Perhaps for such a trip, the engine may only be duty-cycled for a few seconds or minutes. This would produce a fantastic number, an incredible number that, though factually true, would have no useful context, i.e. it's just a point on a graph.
An asymptotic decaying exponential is an accurate way to describe the fuel mileage of the Typ-1h. For example driving say, 50 miles, one might calculate a MPG number that's 2 or 3 times higher, say, 1000 MPG. As battery energy is depleted, the frequency of the engine duty cycle is increased. More fuel is used. at 75 miles, the MPG might be closer to 400 MPG. Again, we're using battery energy mostly, but turning the engine on more and more. Just over 100 miles we're just over 300 MPG, and just beyond 120 miles, we're around 300 MPG.
So why pick a number at 120 miles? Well, it's more than double of most available plug-in hybrid ranges that achieve over 100 MPG. It's three times the distance of the typical American daily commute. It's a meaningful distance that represents the driving needs of 99% of Americans on a daily basis. Sure, it's asymptotic, after 350-400 miles it eventually plummets to around 130 MPG at highway speeds where it will stay all day until you plug it back in and charge it up. -- http://www.aptera.com

The VentureOne a revolutionary 3-wheel - Autoclip

Introducing the VentureOne, a revolutionary 3-wheel, tilting, plug-in Hybrid vehicle. This unique 2-passenger flex-fuel Hybrid vehicle is projected to achieve 100 miles per gallon, accelerate from 0-60 in about 7 seconds, and with a top speed of over 100 mph.

And if that weren’t enough, imagine combining the performance feel of a sports car with the agility of a motorcycle. It adds up to an exhilarating driving experience that can only be compared to flying a jet fighter two feet off the ground.

The VentureOne is a fully enclosed vehicle that is surrounded by a steel “safety cell” and other safety features typically found only in cars—things like side impact beams, driver airbag, rear bumper and engine shield.

While the same height and length as the MINI Cooper, the driver in the VentureOne sits as high off the road as a BMW 3-series. When combined with its 360° glass canopy effect, the VentureOne not only provides a driver with tremendous road visibility, but will add to a sense of overall driving confidence.

The VentureOne is a revolutionary new vision in transportation.

The VentureOne will weigh approximately 1,500 pounds in prototype form, with an overall width of 52 inches, a length of 11' 8", and a 110 inch wheelbase. The engine will be located in the rear of the vehicle at a low height. The passenger compartment and the front wheel will tilt when cornering; however, the forces will be aligned with the vertical axis of the driver’s body, resulting in the driver being pressed into the seat rather than pushed across it.

The VentureOne will have an enclosed body. The reinforced roll-cage construction in combination with front-and-side-impact protection, and a highly efficient passenger restraint system, give the occupants a level of protection comparable to conventional cars.

Next Generation

Venture Vehicles plans to initially offer two propulsion packages for the VentureOne: a basic HEV, and a high-performance PHEV package – with a wide range of accessories available for each.

Both will incorporate the patented Dynamic Vehicle Control system, or DVC™, developed by Carver Engineering, which allows the vehicle to tilt up to 45° side-to-side at a rate of 85° per second. All three will also feature ventilated disc brakes and measure 3.5 meters in overall length.

The vehicles’ hybrid design – combining a fuel-efficienc internal combustion engine with advanced battery technologies – will be also take energy normally lost as heat braking and return it to the battery, increasing the vehicle's overall system efficiency.

The HEV and PHEV versions are projected to achieve 100 mpg, with speeds of over 100 mph, and 0-60 in 7 seconds – a major breakthrough in the automotive industry.

ICON A5 Folding Plane Looks Like Sportscar - Autoclip

A California startup revealed an aircraft on Wednesday evening built for an increasingly popular new kind of pilot—the weekend aviator with a jones for expensive toys.

Loaded with features like folding wings (so you can keep it in your garage) and seat belt-like parachutes (so you can ease the whole thing down to the ground), ICON Aircraft’s new light sport airplane (LSA), dubbed the A5, might just be the ultimate joyride.

“We designed it so that people who don’t know airplanes know that something has changed,” Kirk Hawkins, ICON’s chief executive officer, told Popular Mechanics.

What’s changed are federal regulations, which created a new form of airplane and a new kind of pilot licence that requires less training and no medical check to obtain. The Federal Aviation Administration created the Sport Pilot category in 2004, but only now are players large and small entering this virgin market. At the “Sun ’n Fun Fly-In,” an aircraft festival held in Florida earlier this year, manufacturers showcased 75 LSAs, up from just 20 in 2006.

For ICON, reaching new customers meant a design that borrowed heavily from automobile marketing. “The product has to have sex appeal and be aesthetically inspirational,” Hawkins says. “It not only has to perform well, it has to look like it performs well.”

ICON faced another design hurdle in ensuring that aspiring pilots were not cowed by the risks of flight. The A5’s cockpit gauges look like they belong on a sports-car’s dashboard, while curved structures guard against accidental contact with the propeller whenever the plane is on the ground. Perhaps most crucial to this goal is that increasingly common parachute: no delicate maneuvers are necessary if the airplane is distressed—it can simply float to the ground.

Engineers at ICON also built the A5 to be a lot less of a hassle than other small aircraft, allowing owners to have a lot more fun. The wings can fold for storage in a large garage, and the airplane even comes with its own trailer. Amphibious models have platforms that connect to docks or piers. Versions of the A5 that can’t land in water will have automatic, rather than manual, folding wings.

Volkswagen Jetta - Autoclip

Volkswagen of America announced today that two of its models, the Volkswagen Jetta and GTI, have each received a 2008 AutoPacific Vehicle Satisfaction Award (VSA). AutoPacific's VSA is an industry benchmark for objectively measuring how satisfied an owner is with their new vehicle.

"We are thrilled that two of our models were recognized by AutoPacific and our consumers," said Mark Barnes, Chief Operating Officer, Volkswagen Group of America, Inc. "Owner-based awards such as the VSA help consumers make educated decisions in a tough economy. We believe in our cars and we're glad to see that consumers believe in them as well."

The Volkswagen Jetta ranked first overall in the Mid-Size Car category while the Volkswagen GTI secured the top ranking in the Image Compact Car category. The Volkswagen New Beetle also ranked in the top 10 of the Image Compact Car category. Three other Volkswagen models, the Passat, Rabbit, and Eos, all ranked in the top 10 of their respective vehicle categories.

The VSA is derived entirely from owner satisfaction which is measured across 46 specific areas related to a vehicle's operation, comfort, safety, and overall purchase/lease experience. The 2008 ratings reflect input from buyers and lessees of new vehicles acquired between September and December 2007.

AutoPacific is a future-oriented automotive marketing and product-consulting firm. Every year AutoPacific publishes a wide variety of syndicated studies on the automotive industry. The firm also conducts extensive proprietary research and consulting for auto manufacturers, distributors, marketers and suppliers worldwide. Company headquarters and its state-of-the-art automotive research facility are in Tustin, California, with an affiliate office in the Detroit area. Additional information can be found on AutoPacific's websites: www.autopacific.com.

Volkswagen of America, Inc.
Volkswagen of America, Inc. recently announced Electronic Stabilization Program (ESP) as standard equipment on all its 2009 model year vehicles. As a result, Volkswagen is one of the only original equipment manufacturers to offer an electronic stabilization control system on its entire product line -- ahead of the National Highway Traffic Safety Administration's (NHTSA) deadline requiring stabilization systems in the 2012 model year vehicles. Volkswagen's ESP technology works in conjunction with anti-lock brakes and helps reduce loss of control, rollovers and other types of crashes. NHTSA predicts nearly 10,000 lives could be saved each year if all vehicles had stabilization systems as standard equipment.

Founded in 1955, Volkswagen of America, Inc. is headquartered in Herndon, Virginia. It is a subsidiary of Volkswagen AG, headquartered in Wolfsburg, Germany. Volkswagen is one of the world's largest producers of passenger cars and Europe's largest automaker. Volkswagen sells the Rabbit, New Beetle, New Beetle convertible, GTI, Jetta, GLI, Passat, Passat wagon, Eos, and Touareg through approximately 600 independent U.S. dealers. Visit Volkswagen of America online at www.vw.com.

2009 Mitsubishi Lancer Sportback - Autoclip

We were introduced to the Lancer Prototype-S at the 2008 Geneva show. There was no need to guess what the S stood for, as Mitsubishi was upfront about the production Sportback that would follow.

Two versions of the five-door hatchback will be launched initially in Europe. The base Lancer Sportback will be powered by a choice of 1.5- and 1.8-liter gasoline engines, or a 2.0-liter turbodiesel - all of which will send their power to the front wheels.

The Lancer Sportback Ralliart gets the same powertrain as the Lancer Ralliart sedan, which arrives in the U.S. soon. That car mixes the all-wheel-drive system from the Evo IX, Mitsubishi's new dual-clutch gearbox, and a turbocharged 2.0-liter four-cylinder that develops 235 hp and 253 lb-ft of torque.

The Sportback's obvious advantage is the extra cargo space that the hatch in back affords. All Sportback models will have an adjustable cargo floor and folding seats with remote releases located in the cargo area. Mitsubishi hasn't announced the stuff-carrying volume of the new bodystyle, but we can assume it will beat the sedan's 11.6 cubic feet.

Sportback models will be available in Europe starting this fall. There's no word on whether the hatchback will make it Stateside, though Mitsubishi did say that the majority of production will be headed to the Continent. American Lancerphiles will no doubt hope that part of the remaining minority ends up in the U.S., and we see no better competition for Subaru's Impreza and Impreza WRX five-doors.