The Best Cool Modification
Saturday, March 13, 2010
REVIEW: Driven: 2010 Ferrari California
REVIEW: Driven: 2010 Ferrari California
Through a coincidence in time or just luck, I was lucky enough
California is full of firsts: the first-ever front-mounted V-8-engined Ferrari, this is the first use of direct injection in the Ferrari, and Ferrari's first dual-clutch automated manual transmission. This was also the first Ferrari built on modular architecture, and the first built on the new production line really scary in modernity. I can tour the facility last month, and the California production line is clean, quiet, and freakishly automatic. On the one hand, computerized, mass production just makes California somehow, seem less special; on the other hand, this ensures the highest quality level. I think the tradeoff is worth it, especially for the Ferrari which is inherently less special than the others.
Screeeetch - less special? I mean no insult by that of California. That's the most expensive in the Ferrari offers a stable, but that's only part of the reason why. Another reason is that I equate "special" with "crazy." I, automotive certified lunatic, worship F430 to madness. I like the way crackles and barks and screams. I love how the little children fear and adults with an acoustic attack; how accelerated and shift with such violence that makes the hysterical passenger. I like how the residents feel under attack by every pebble on the road after their appeal with the sights and smells of the world's best material.
Some, however, might find F430 slightly more. For these people, Ferrari makes California. California is softer, lighter, less crazy Ferrari. Ergo, it is less specific for crazy people like me, but no less specialized in the real world. A grand tourer in the traditional sense of the word, Ferrari's hard-top convertible soft and luxurious. The level of his voice and a quiet ride by Ferrari standards, and the cabin is elegant and luxurious.
California is full of firsts: the first-ever front-mounted V-8-engined Ferrari, this is the first use of direct injection in the Ferrari, and Ferrari's first dual-clutch automated manual transmission. This was also the first Ferrari built on modular architecture, and the first built on the new production line really scary in modernity. I can tour the facility last month, and the California production line is clean, quiet, and freakishly automatic. On the one hand, computerized, mass production just makes California somehow, seem less special; on the other hand, this ensures the highest quality level. I think the tradeoff is worth it, especially for the Ferrari which is inherently less special than the others.
Screeeetch - less special? I mean no insult by that of California. That's the most expensive in the Ferrari offers a stable, but that's only part of the reason why. Another reason is that I equate "special" with "crazy." I, automotive certified lunatic, worship F430 to madness. I like the way crackles and barks and screams. I love how the little children fear and adults with an acoustic attack; how accelerated and shift with such violence that makes the hysterical passenger. I like how the residents feel under attack by every pebble on the road after their appeal with the sights and smells of the world's best material.
Some, however, might find F430 slightly more. For these people, Ferrari makes California. California is softer, lighter, less crazy Ferrari. Ergo, it is less specific for crazy people like me, but no less specialized in the real world. A grand tourer in the traditional sense of the word, Ferrari's hard-top convertible soft and luxurious. The level of his voice and a quiet ride by Ferrari standards, and the cabin is elegant and luxurious.
REVIEW: Driven: 2010 Ferrari California
REVIEW: Driven: 2010 Ferrari California
Through a coincidence in time or just luck, I was lucky enough
California is full of firsts: the first-ever front-mounted V-8-engined Ferrari, this is the first use of direct injection in the Ferrari, and Ferrari's first dual-clutch automated manual transmission. This was also the first Ferrari built on modular architecture, and the first built on the new production line really scary in modernity. I can tour the facility last month, and the California production line is clean, quiet, and freakishly automatic. On the one hand, computerized, mass production just makes California somehow, seem less special; on the other hand, this ensures the highest quality level. I think the tradeoff is worth it, especially for the Ferrari which is inherently less special than the others.
Screeeetch - less special? I mean no insult by that of California. That's the most expensive in the Ferrari offers a stable, but that's only part of the reason why. Another reason is that I equate "special" with "crazy." I, automotive certified lunatic, worship F430 to madness. I like the way crackles and barks and screams. I love how the little children fear and adults with an acoustic attack; how accelerated and shift with such violence that makes the hysterical passenger. I like how the residents feel under attack by every pebble on the road after their appeal with the sights and smells of the world's best material.
Some, however, might find F430 slightly more. For these people, Ferrari makes California. California is softer, lighter, less crazy Ferrari. Ergo, it is less specific for crazy people like me, but no less specialized in the real world. A grand tourer in the traditional sense of the word, Ferrari's hard-top convertible soft and luxurious. The level of his voice and a quiet ride by Ferrari standards, and the cabin is elegant and luxurious.
California is full of firsts: the first-ever front-mounted V-8-engined Ferrari, this is the first use of direct injection in the Ferrari, and Ferrari's first dual-clutch automated manual transmission. This was also the first Ferrari built on modular architecture, and the first built on the new production line really scary in modernity. I can tour the facility last month, and the California production line is clean, quiet, and freakishly automatic. On the one hand, computerized, mass production just makes California somehow, seem less special; on the other hand, this ensures the highest quality level. I think the tradeoff is worth it, especially for the Ferrari which is inherently less special than the others.
Screeeetch - less special? I mean no insult by that of California. That's the most expensive in the Ferrari offers a stable, but that's only part of the reason why. Another reason is that I equate "special" with "crazy." I, automotive certified lunatic, worship F430 to madness. I like the way crackles and barks and screams. I love how the little children fear and adults with an acoustic attack; how accelerated and shift with such violence that makes the hysterical passenger. I like how the residents feel under attack by every pebble on the road after their appeal with the sights and smells of the world's best material.
Some, however, might find F430 slightly more. For these people, Ferrari makes California. California is softer, lighter, less crazy Ferrari. Ergo, it is less specific for crazy people like me, but no less specialized in the real world. A grand tourer in the traditional sense of the word, Ferrari's hard-top convertible soft and luxurious. The level of his voice and a quiet ride by Ferrari standards, and the cabin is elegant and luxurious.
Friday, March 12, 2010
2010 Acura TSX
2010 Acura TSX
For most of our editors on staff, last year's redesign of Acura's formerly taut, Euro-flavored TSX was greeted with skepticism. Though the first-generation TSX was short on rear seat room, it had an eager, involving personality that made the car a great alternative to more mainstream entry-level luxury cars. But that attribute was largely lost in '09 with the larger, more Americanized TSX. Though it offered more room in the back and a softer ride, the new TSX was also heavier, oddly styled in a few areas and had a more isolating feel behind the wheel. Thankfully, the 2010 Acura TSX sets things mostly right, provided you don't mind springing for the newly available V6 version.
This year, Acura gives those who love driving reason to come back to the TSX. Utilizing pretty much the same engine found in the larger TL sedan, the TSX V6 puts 280 broad-shouldered horses under the driver's right foot. The V6 comes paired with a five-speed automatic transmission only, but at least with the V6, TSX drivers no longer have to worry about getting embarrassed on freeway on-ramps by Grandma in her V6-powered Toyota Camry. Additional changes for the TSX V6 include a slightly firmer suspension and a recalibrated steering system. We didn't like the new electric power steering system introduced for the '09 redesign, as its numb feel countered the TSX's intended sportiness. Thankfully, the V6 model's steering provides more feedback about what's going on at the front wheels.
Overall, the 2010 Acura TSX is a mixed bag. On the one hand, there is the four-cylinder version with its rather lackluster feel behind the wheel; on the other, there's the V6, which is much livelier and more entertaining to drive thanks to its potent engine and revised steering and suspension calibrations. Both cars, however, offer typical Acura strengths like solid build quality, a comfortable cabin and the latest high-tech features. Though we still would advise folks shopping the four-cylinder TSX to take a close look at the Audi A4, Lexus IS 250, Volvo S40 and even loaded versions of the Mazda 6, Nissan Altima and Volkswagen Jetta, the V6 version makes a stronger case for itself in the entry-level sport sedan segment.
The 2010 Acura TSX is a compact entry-level luxury sedan available in two fairly loaded trim levels, base and V6. Standard equipment on the base TSX includes 17-inch wheels, xenon headlights, foglights, a sunroof, dual-zone automatic climate control, a tilt-and-telescoping steering column, an eight-way power driver seat with memory, a four-way power passenger seat, leather upholstery, heated front seats, an auto-dimming rearview mirror and a 60/40-split-folding rear seatback. Also standard are Bluetooth and a seven-speaker sound system with a CD player, satellite radio, auxiliary audio jack and a USB port. In addition to the more powerful engine, the V6 adds a slightly firmer suspension, 18-inch wheels and revised steering assist (for more weight in the wheel).
The optional Technology package adds a rearview camera and a navigation system with voice recognition, real-time traffic and weather forecasting. In addition, that package includes a 10-speaker Acura/ELS surround-sound system with an in-dash six-CD/DVD-audio changer.
Standard safety equipment on the 2010 TSX includes antilock brakes (with brake assist), stability control, traction control, front seat side airbags and full-length side curtain airbags. In our simulated panic braking test, both the four- and six-cylinder versions of the TSX took 133 feet to stop from 60 mph. That's disappointing, as it's at least 10-15 feet longer than we'd expect for a sport sedan.
The 2010 Acura TSX's dash is awash with buttons, and that's with or without the optional Technology package. Although the layout is logical, the sheer quantity of little black buttons (upwards of 40) would make a 747 pilot feel at home. On the upside, the Technology package's navigation system features voice commands, real-time traffic, weather forecasting and a large LCD screen with a secondary control knob. The accompanying 10-speaker ELS surround-sound system is certainly good enough to justify the extra cost.
Elsewhere inside the TSX, materials are consistent with the rest of Acura's well-built line. However, those looking for a Lexus-like level of opulence will be disappointed, as this Acura is only a bit nicer than its Honda Accord cousin despite its sportier, BMW-like aesthetic. Interior room is good, with only a shade less space than the larger TL. The TSX also has considerably more interior space than the Lexus IS 250 and a hair more than the Volvo S40. The trunk measures 12.6 cubic feet.
The 2010 Acura TSX is calm and quiet when cruising down the freeway. For manual-equipped base models, a short-travel clutch and linear throttle tip-in give the car an easy-to-drive nature; however, most base TSX buyers will likely opt for the five-speed automatic, which hampers the already tepid acceleration but provides pleasantly smooth shifts. Less welcome on the four-cylinder version is an over-assisted electric power steering system that feels disconnected from the road. Enthusiasts will gravitate toward the V6 version, which adds superior steering feel along with effortless thrust.
Source:-carslegend.blogspot.com
2011-2012 Acura RL
2011-2012 Acura RL
This will be a big year for the Acura RL. Acura plans to give the RL an all-new look for 2011 as well as the automaker’s first-ever V8 engine option. Rumors are also circulating that the 2011 RL will be Acura’s first vehicle based on a rear-wheel-drive platform. Expect the 2011 Acura RL to hit showroom floors in the fall of 2010. Find out more about what’s in the works for the 2011 Acura RL in our auto review.
The 2011 RL should start at about $47,100 MSRP; no invoice data available
: current fuel economy car ratings are 16/22 mpg city/highway, but those numbers may improve with the introduction of more fuel-efficient powertrains. The V8 engine will have lower fuel economy ratings.
3.7-liter, 300-horsepower V6 or 4.8-liter, 420-horsepower V8
five-speed automatic transmission only option currently, but another transmission is likely to be paired with the V8 engine
0-60 mph in 7.2 seconds for V6 engine option; data unknown for V8 mode: three trim levels with V6 or V8 engine
identical to those in 2010 model
2010 suspension was firmed up to provide better sports performance; more changes are unlikely for 2011
four-year/50,000-mile bumper-to-bumper warranty; six-year/70,000-mile powertrain warranty; roadside assistance for the life of the vehicle
The only photos available of the 2011 Acura RL are spy photos that conceal the car’s major features. Preliminary car review articles confirm a complete redesign in the works for the 2011 RL, but details are unknown. The only things we know so far are that many of the new RL’s body components will come from the Acura TSX, and the RL will have Acura’s first-ever rear-wheel-drive-based platform.
The first official road test of the 2011 Acura RL will be interesting to see how Acura’s first V8 and rear-wheel-drive vehicle perform when paired. The handling of the 2011 RL is expected to be sporty, and the V8’s performance will no doubt put it at the top of its class. Critics would like to see Acura revamp the RL’s brakes for 2011, as the braking of the 2010 model was lackluster to say the least.
Source:-carslegend.blogspot.com
2011 Hyundai Sonata
2011 Hyundai Sonata
The 2011 Hyundai Sonata is redesigned, with freshened styling, a new engine, and new features. This midsize sedan is about 3 inches longer in wheelbase and 1 inch longer overall than the 2006-2010 model. The 2011 Sonata comes in three trim levels: base GLS, sporty SE, and luxury-themed Limited. All are powered by a new 2.4-liter 4-cylinder engine, which replaces 4-cylinder and V6 engines of 2.4 and 3.3 liters, respectively. GLS and Limited have 198 horsepower, and the SE has 200. Standard on the GLS is a 6-speed manual transmission. Optional on that model and standard on all other Sonatas is a 6-speed automatic. SE versions have a sport suspension, 18-inch wheels, and specific trim. Available safety features include ABS, traction control, antiskid system, curtain side airbags, and front side airbags. A navigation system is optional on all models. Limiteds equipped with navigation include a rearview camera. Leather upholstery with heated front and rear seats are Limited-exclusive standard features. This evaluation is based on preview test drives.
Hyundai promises a comprehensive technological roster, including standard stability control and hill-start assist—although we don’t understand why people need this when the standard transmission is a six-speed automatic—as well as a brake-assist system and adjustable dampers. Available luxury equipment will include a three-piece panoramic sunroof and heated seats front and rear.
Also new is the Sonata’s onboard telematics system—think Korean OnStar. Emergency-notification and anti-theft tracking functions are free for the first two years, but maintenance-monitoring and -alert capabilities are probably going to cost extra.
In Korea, power will come from a 2.0-liter four-cylinder making 163 hp. Our standard motor in the U.S. will be a larger, 2.4-liter four with direct injection and unspecified output we predict will be around 190 hp. Production of the 2011 Hyundai Sonata for U.S. consumption will begin early in 2010 at the company’s factory in Alabama, with deliveries to commence shortly thereafter. Although the Sonata’s sheetmetal might ape the nearly $30,000 Volkswagen CC, its price, thankfully, will not. Hyundai says pricing will begin at the equivalent of $17,600 in Korea, and we expect that won’t change much when it hits American dealerships.
While the actual design of the 2011 Hyundai Sonata largely appears to be a 3-D Xerox of theVolkswagen CC, Hyundai seems to have been peering over Mazda’s shoulder when it drafted the car’s stylistic philosophy of “fluidic sculpture,” which it says is inspired by nature and “tries to reflect sophistication and dynamism in the shape of the vehicle.” Regardless of cues, inspiration, or wholesale design theft, there is no arguing that the shape is dramatic, whether wearing a VW badge or the stylized Hyundai “H.” The surprising design continues inside, with a handsome, upscale blend of materials, colors, and swoopy, modern shapes.
Source:-carslegend.blogspot.com
2010 Chevrolet Equinox
2011 Chevrolet Equinox
The 2011 Chevrolet Equinox styling won’t change beyond some new exterior color choices and perhaps a fresh wheel style or two. It’ll continue as a four-door wagon with a one-piece rear liftgate. Styling highlights include a single-horizontal-bar grille that’s nice interpretation of Chevy’s strong family face. Bold wheel arches, a raked-forward stance, and the illusion of wrap-around tailgate glass complete a clean, confident look. Equinox’s exterior dimensions are smack dab in the middle of the midsize-SUV field. But its 112.5-inch wheelbase is the longest in its competitive set. Wheelbase is the distance between the front and rear axles and key to how much space a vehicle can devote to passenger room. The long wheelbase not only provides Equinox passengers with generous leg room, it plants the wheels close to the edges of the body. That benefits ride quality and promotes an athletic stance on the road. General Motors reskins the Equinox for sale as the GMC Terrain and also borrows some of this engineering for the slightly smaller but more upscale Cadillac SRX. All are crossovers, so-called because they combine SUV traits, such as elevated ride height, with car-type unibody construction. Unibody means body and frame are essentially one unit. Old-school SUV design employs truck-type construction in which the body attaches to a separate frame. Unibody design is lighter in weight to improve fuel economy and handling, although it’s less suited to heavy-duty towing or hauling. The 2011 Equinox should return in four trim levels, base LS, volume 1LT, slightly plusher and 2LT, and top-of-the-line LTZ.
The 2011 Chevrolet Equinox will again come with a laudable array of standard features -- even in base LS trim. An impressive selection of luxury amenities kicks in as you ascend the model line or peruse the options sheet. Every Equinox comes with head-protecting curtain side airbags that cover both seating rows and are designed to deploy in a side collision as well as when sensors detect an impending rollover. Also standard is GM’s OnStar assistance with complementary one-year service. It includes automatic crash response and enables OnStar personnel to unlock the vehicle remotely or even diminish the engine’s power if your car’s been stolen. Power windows, locks, and mirrors will again be included in the base price of every Equinox. So will air conditioning, keyless remote entry, and tilt/telescope steering wheel with audio controls. Bluetooth cell-phone connectivity will likely continue as standard on 2LT and LTZ models and optional on LS and 1LT. Two-tone leather upholstery, USB iPod interface, and an audio unit with hard-drive music storage are among available features. A navigation system, rearview camera, and dual-screen rear-seat DVD entertainment also are optional. The 2011 Equinox will again be among the few SUVs in this price range to offer a power liftgate as well as a remote engine-start system that also activates the climate-control and optional heated seats. Base wheels should again be 17-inch alloys with 18-inch alloys available at extra cost on the LT models and the LTZ. The 2011 LTZ will likely repeat as the only Equinox with body-color bumpers and chromed door handles and the only one available with optional chrome-clad 19-inch alloy wheels.
The speedometer and tachometer are housed in side-by-side rectangular housings that look a little misshapen, as if their plastic was melting. It’s reminiscent of the sad-eyed binnacles in the Chevy Camaro. It looks no better here and, like in the Camaro, the gauge faces can be partially obscured by the steering wheel rim.We’ll quibble with distracting sun reflections off the chromed gear-shift collar, but Equinox’s control layout is otherwise hard to fault.
A helpful screen between the instrument panel binnacles displays such useful data as instant and average fuel economy and distance-to-empty. The central stack of dashboard controls is attractive and neatly organized. Soft-blue ambient cabin lighting accentuates the center-console cupholders and door pulls, while most gauges and controls are crisply lit in complimentary colors.That lighting effect, thankfully, is tasteful, and the quality of Equinox’s cabin materials exceeds expectations, too. Even the 1LT model dresses up with a contrasted-color stitching effect on seats and door armrests. The fabric upholstery is a sturdy, modern tech-weave, and leather upholstery is available in a two-tone that’s sporty without being overdone. Padding on cabin panels is rationed, but few ring hollow and most surfaces have a nicely grained, matte finish.
Ford Edge: Due for a styling facelift and a revised engine lineup for model-year 2011, this five-seat Ford makes a selling point of its advanced infotainment gadgetry. The tech is marketed as the MyFord system and centers around a dashboard LCD touchscreen and software developed in conjunction with Microsoft. Ford also aims for suspension upgrades that would help the 2011 Edge handle with more agility than its overweight chassis has been known for. Improvements to its subpar fuel-economy ratings of 15/22 (16/24 with AWD) also is a critical goal. Room and comfort should remain in the plus column. A base price range of $26,000-$34,000 is in the cards.
Source:-carslegend.blogspot.com
Thursday, March 11, 2010
The Price of Lotus Elise facelift
The Lotus Elise facelift price for the British market has been announced today. The Lotus Elise facelift is powered by either a 1.6-litre engine or a 1.8-litre engine that's also available with a supercharger. the most powerful version of the Lotus Elise facelift is the supercharged SC version that develops 217 hp. The entry level Lotus Elise facelift develops 134 hp and 118 lbs-ft of torque and can jump from 0 to 60 mph in 6.7 seconds. It's top speed is 124 mph.
The Lotus Elise facelift comes with an aluminum and lightweight steel chassis and a fully independent suspension.
The new model will go on sale next month. The Lotus Elise facelift price starts at 26,550 GBP and goes up to 34,500 GBP for the top of the range SC model.
2011 Porsche Cayenne Pictures
The 2011 Porsche Cayenne range starts out in base Cayenne form, featuring a 300 horsepower 3.6L V6. One step up in the Cayenne S, packing the Panamera’s 400 horsepower 4.8-liter V8 engine. The Cayenne Turbo sits atop the Cayenne hierarchy, receiving its power via a 500 horsepower twin-turbocharged 4.8L V8.Power for the Cayenne S Hybrid comes from Audi’s supercharged 3.0-liter V6 producing 333-horsepower, connected to a three-phase synchronous electric motor which receives power from a 38 kW NiMH battery that resides in the spare tire well.
audi q5 second hand
audi q5 second hand
audi q5 second hand
audi q5 second hand
audi q5 second hand
audi q5 second hand
audi q5 second hand
audi q5 second hand
audi q5 second hand
audi q5 second hand
audi q5 second hand
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