Tuesday, August 12, 2008
KW street comfort for the BMW 3 series coupe E92
Porsche Cayenne becomes diesel
Porsche CEO Wendelin Wiedeking (what a name, by the way) has confirmed that next year's Cayenne will be installed with a three-litre V6 diesel developing 237bhp and 406lb ft of torque.
If that sounds familiar, that's because the oil-burner will be transplanted near-unchanged from the Audi Q7 - all part of the Posche/VAG group not-always-so-friendly partnership.The turbodiesel will haul the Q7 to 60mph in 8.5 seconds and return around 27mpg, so we'd expect similar performance from the Cayenne.
Rather than investing in a new, expensive diesel engine, Porsche has instead ploughed its cash into developing a hybrid system, which should make its way into the Cayenne some time in 2010.
And if you're getting all het up about the idea of a diesel Porsche, just think: it could've been that five-litre V10 turbodiesel out the Touareg. We're not sure whether that'd be better or worse, really...
© Source: topgear
We need your comments below >>
Porsche's next big thing - A lawn mower
Test Drive: 2008 Ford Focus SES coupe with five-speed manual transmission
Luckily for me, there was a Dodge Ram pickup between my car and a skidding Toyota Tercel which careened into the back of the truck at something like 60 km/h. The Tercel, not surprisingly, was a write off, and the truck sustained a fair amount of damage from the impact too (while the two occupants of the Tercel were taken to hospital, the most serious injury was a broken leg).
How does all of this involve me and the Focus? The impact was serious enough to shunt the truck forward into the Focus' rear bumper. One of the most impressive things about the car was how it held up to this not-insignificant rear-end impact. Where the Ram's front bumper was noticeably dented, the Focus suffered little more than a misplaced rear bumper cover, plus a scratch below the license plate. Once I'd shoved the bumper cover back into place, you'd hardly have known the car had been hit as violently as it had.
The first example of this latest Focus I drove was a four-door sedan way back in February. That car was a fully-loaded SES model with an automatic transmission. The red coupe you see here wore the same top-level trim, but was fitted with the five-speed manual transmission.
The SES coupe's base price is the same as the sedan's, at $19,999. Options on my latest tester included a $1,495 Sport Appearance Package (chrome exterior trim, colour-matched side mirrors and door handles, ambient interior lighting, 16-inch wheels and a "high-performance" instrument panel - the price for this group seems steep for a bunch of things I wouldn't have missed), a power sunroof for $1,000, block heater ($75) and a Sony stereo with six-CD changer and subwoofer, which seems like a decent value for $695. All SES-trim Focuses come with the Ford/Microsoft SYNC hands-free entertainment and communications system.
The Focus is a great example of how small cars no longer have to feel that way. The tall roofline creates lots of headroom, and the high seating position allows for great visibility. The downside of these characteristics is that the Focus tends to feel tippy in corners. Despite that, and the soft suspension, which allows a fair amount of body roll, the Focus handles well and is fun to toss into a corner.
The steering is light but reasonably communicative and the brakes are confidence-inspiring in hard stops, with a firm pedal that's easy to modulate.
The manual shifter is about what you'd expect in a budget-mobile. Shift effort is light, while shift feel is so-so, but the tall shifter falls easily to hand and goes where you tell it to. The clutch is vague, but again, this is nothing you won't be used to if you've used the manual transmission in many of the Focus' competitors.
Fuel consumption during the time I was driving the car was impressive. Through gentle driving, the average consumption readout hovered between 7.0 and 8.0 L/100 km (Ford, for some reason, doesn't like decimals, so "7" or "8" is as accurate a read as you'll get from the car). In any event, that's alright, as the Focus' EnerGuide ratings are 8.5 L/100 km (city) and 5.7 L/100 km (highway). Despite my success in keeping the Focus' thirst down, this exact car only achieved an average of 6.7 L/100 km in the 2008 CanadianDriver 50-litre Challenge. I expected the Focus to fare much better than that on the event's highway route.
As previously alluded to, interior space and comfort are definite Focus strong points. Those looking for maximum front-seat headroom might want to avoid ordering the sunroof, but there's decent space even with it. Leg room is excellent, and the front seats are very comfortable, even if they offer little lateral support.
The Focus coupe rides on the same 2,613 mm (102.9 in.) wheelbase as the sedan, so legroom isn't affected by the loss of two doors (though there's only just enough in either model). Ford claims that sedan and coupe models offer the same 973 mm (38.3 in.) of rear-seat headroom, but it feels like slightly less in the coupe. And, I'll ask this question once again: why does Ford feel that back seat occupants don't rate headrests? Had someone been riding back there when my tester was rear-ended, they'd almost certainly have suffered whiplash.
Strange to say, perhaps, but I think the Focus actually benefits from the durable cloth my tester's seats wore, rather than the leather that last winter's sedan had. It offsets the lack of lateral support and looks okay, too.
The dashboard is laid out sensibly enough, but there are more buttons on the centre stack than seems necessary. At least the various panels and pieces all fit together well, though some of the plastics are a bit hard, and the silver-painted plastic that dominates looks a touch cheap in the right (or is that wrong?) light.
The trunk is a useful size, though that usefulness was compromised in my tester by the subwoofer, which takes up a big chunk of real estate on the left side. The opening revealed by the folding rear seat is generous, though.
I don't know exactly who Ford's going after with the Focus coupe, though I suspect it's the same demographic who might shop for a two-door version of the Pontiac G5/Chevrolet Cobalt twins. The only other two-door sedan that comes to mind is the Honda Civic, and that car is the only compact that does the coupe thing right, with its boy-racer looks. Losing two doors to create a car that is otherwise nearly identical to its four-door sibling seems a bit silly to me, especially considering the coupe replaces the hatchback body style in the Focus lineup.
Despite its less-athletic nature, my favourite aspect of this second-gen car is the quiet and composed way it drives. At least they didn't take that away.
Monday, August 11, 2008
Porsche's next big thing - A lawn mower
Test Drive: 2008 Ford Focus SES coupe with five-speed manual transmission
Luckily for me, there was a Dodge Ram pickup between my car and a skidding Toyota Tercel which careened into the back of the truck at something like 60 km/h. The Tercel, not surprisingly, was a write off, and the truck sustained a fair amount of damage from the impact too (while the two occupants of the Tercel were taken to hospital, the most serious injury was a broken leg).
How does all of this involve me and the Focus? The impact was serious enough to shunt the truck forward into the Focus' rear bumper. One of the most impressive things about the car was how it held up to this not-insignificant rear-end impact. Where the Ram's front bumper was noticeably dented, the Focus suffered little more than a misplaced rear bumper cover, plus a scratch below the license plate. Once I'd shoved the bumper cover back into place, you'd hardly have known the car had been hit as violently as it had.
The first example of this latest Focus I drove was a four-door sedan way back in February. That car was a fully-loaded SES model with an automatic transmission. The red coupe you see here wore the same top-level trim, but was fitted with the five-speed manual transmission.
The SES coupe's base price is the same as the sedan's, at $19,999. Options on my latest tester included a $1,495 Sport Appearance Package (chrome exterior trim, colour-matched side mirrors and door handles, ambient interior lighting, 16-inch wheels and a "high-performance" instrument panel - the price for this group seems steep for a bunch of things I wouldn't have missed), a power sunroof for $1,000, block heater ($75) and a Sony stereo with six-CD changer and subwoofer, which seems like a decent value for $695. All SES-trim Focuses come with the Ford/Microsoft SYNC hands-free entertainment and communications system.
The Focus is a great example of how small cars no longer have to feel that way. The tall roofline creates lots of headroom, and the high seating position allows for great visibility. The downside of these characteristics is that the Focus tends to feel tippy in corners. Despite that, and the soft suspension, which allows a fair amount of body roll, the Focus handles well and is fun to toss into a corner.
The steering is light but reasonably communicative and the brakes are confidence-inspiring in hard stops, with a firm pedal that's easy to modulate.
The manual shifter is about what you'd expect in a budget-mobile. Shift effort is light, while shift feel is so-so, but the tall shifter falls easily to hand and goes where you tell it to. The clutch is vague, but again, this is nothing you won't be used to if you've used the manual transmission in many of the Focus' competitors.
Fuel consumption during the time I was driving the car was impressive. Through gentle driving, the average consumption readout hovered between 7.0 and 8.0 L/100 km (Ford, for some reason, doesn't like decimals, so "7" or "8" is as accurate a read as you'll get from the car). In any event, that's alright, as the Focus' EnerGuide ratings are 8.5 L/100 km (city) and 5.7 L/100 km (highway). Despite my success in keeping the Focus' thirst down, this exact car only achieved an average of 6.7 L/100 km in the 2008 CanadianDriver 50-litre Challenge. I expected the Focus to fare much better than that on the event's highway route.
As previously alluded to, interior space and comfort are definite Focus strong points. Those looking for maximum front-seat headroom might want to avoid ordering the sunroof, but there's decent space even with it. Leg room is excellent, and the front seats are very comfortable, even if they offer little lateral support.
The Focus coupe rides on the same 2,613 mm (102.9 in.) wheelbase as the sedan, so legroom isn't affected by the loss of two doors (though there's only just enough in either model). Ford claims that sedan and coupe models offer the same 973 mm (38.3 in.) of rear-seat headroom, but it feels like slightly less in the coupe. And, I'll ask this question once again: why does Ford feel that back seat occupants don't rate headrests? Had someone been riding back there when my tester was rear-ended, they'd almost certainly have suffered whiplash.
Strange to say, perhaps, but I think the Focus actually benefits from the durable cloth my tester's seats wore, rather than the leather that last winter's sedan had. It offsets the lack of lateral support and looks okay, too.
The dashboard is laid out sensibly enough, but there are more buttons on the centre stack than seems necessary. At least the various panels and pieces all fit together well, though some of the plastics are a bit hard, and the silver-painted plastic that dominates looks a touch cheap in the right (or is that wrong?) light.
The trunk is a useful size, though that usefulness was compromised in my tester by the subwoofer, which takes up a big chunk of real estate on the left side. The opening revealed by the folding rear seat is generous, though.
I don't know exactly who Ford's going after with the Focus coupe, though I suspect it's the same demographic who might shop for a two-door version of the Pontiac G5/Chevrolet Cobalt twins. The only other two-door sedan that comes to mind is the Honda Civic, and that car is the only compact that does the coupe thing right, with its boy-racer looks. Losing two doors to create a car that is otherwise nearly identical to its four-door sibling seems a bit silly to me, especially considering the coupe replaces the hatchback body style in the Focus lineup.
Despite its less-athletic nature, my favourite aspect of this second-gen car is the quiet and composed way it drives. At least they didn't take that away.
Porsche's next big thing - A lawn mower
Test Drive: 2008 Ford Focus SES coupe with five-speed manual transmission
Luckily for me, there was a Dodge Ram pickup between my car and a skidding Toyota Tercel which careened into the back of the truck at something like 60 km/h. The Tercel, not surprisingly, was a write off, and the truck sustained a fair amount of damage from the impact too (while the two occupants of the Tercel were taken to hospital, the most serious injury was a broken leg).
How does all of this involve me and the Focus? The impact was serious enough to shunt the truck forward into the Focus' rear bumper. One of the most impressive things about the car was how it held up to this not-insignificant rear-end impact. Where the Ram's front bumper was noticeably dented, the Focus suffered little more than a misplaced rear bumper cover, plus a scratch below the license plate. Once I'd shoved the bumper cover back into place, you'd hardly have known the car had been hit as violently as it had.
The first example of this latest Focus I drove was a four-door sedan way back in February. That car was a fully-loaded SES model with an automatic transmission. The red coupe you see here wore the same top-level trim, but was fitted with the five-speed manual transmission.
The SES coupe's base price is the same as the sedan's, at $19,999. Options on my latest tester included a $1,495 Sport Appearance Package (chrome exterior trim, colour-matched side mirrors and door handles, ambient interior lighting, 16-inch wheels and a "high-performance" instrument panel - the price for this group seems steep for a bunch of things I wouldn't have missed), a power sunroof for $1,000, block heater ($75) and a Sony stereo with six-CD changer and subwoofer, which seems like a decent value for $695. All SES-trim Focuses come with the Ford/Microsoft SYNC hands-free entertainment and communications system.
The Focus is a great example of how small cars no longer have to feel that way. The tall roofline creates lots of headroom, and the high seating position allows for great visibility. The downside of these characteristics is that the Focus tends to feel tippy in corners. Despite that, and the soft suspension, which allows a fair amount of body roll, the Focus handles well and is fun to toss into a corner.
The steering is light but reasonably communicative and the brakes are confidence-inspiring in hard stops, with a firm pedal that's easy to modulate.
The manual shifter is about what you'd expect in a budget-mobile. Shift effort is light, while shift feel is so-so, but the tall shifter falls easily to hand and goes where you tell it to. The clutch is vague, but again, this is nothing you won't be used to if you've used the manual transmission in many of the Focus' competitors.
Fuel consumption during the time I was driving the car was impressive. Through gentle driving, the average consumption readout hovered between 7.0 and 8.0 L/100 km (Ford, for some reason, doesn't like decimals, so "7" or "8" is as accurate a read as you'll get from the car). In any event, that's alright, as the Focus' EnerGuide ratings are 8.5 L/100 km (city) and 5.7 L/100 km (highway). Despite my success in keeping the Focus' thirst down, this exact car only achieved an average of 6.7 L/100 km in the 2008 CanadianDriver 50-litre Challenge. I expected the Focus to fare much better than that on the event's highway route.
As previously alluded to, interior space and comfort are definite Focus strong points. Those looking for maximum front-seat headroom might want to avoid ordering the sunroof, but there's decent space even with it. Leg room is excellent, and the front seats are very comfortable, even if they offer little lateral support.
The Focus coupe rides on the same 2,613 mm (102.9 in.) wheelbase as the sedan, so legroom isn't affected by the loss of two doors (though there's only just enough in either model). Ford claims that sedan and coupe models offer the same 973 mm (38.3 in.) of rear-seat headroom, but it feels like slightly less in the coupe. And, I'll ask this question once again: why does Ford feel that back seat occupants don't rate headrests? Had someone been riding back there when my tester was rear-ended, they'd almost certainly have suffered whiplash.
Strange to say, perhaps, but I think the Focus actually benefits from the durable cloth my tester's seats wore, rather than the leather that last winter's sedan had. It offsets the lack of lateral support and looks okay, too.
The dashboard is laid out sensibly enough, but there are more buttons on the centre stack than seems necessary. At least the various panels and pieces all fit together well, though some of the plastics are a bit hard, and the silver-painted plastic that dominates looks a touch cheap in the right (or is that wrong?) light.
The trunk is a useful size, though that usefulness was compromised in my tester by the subwoofer, which takes up a big chunk of real estate on the left side. The opening revealed by the folding rear seat is generous, though.
I don't know exactly who Ford's going after with the Focus coupe, though I suspect it's the same demographic who might shop for a two-door version of the Pontiac G5/Chevrolet Cobalt twins. The only other two-door sedan that comes to mind is the Honda Civic, and that car is the only compact that does the coupe thing right, with its boy-racer looks. Losing two doors to create a car that is otherwise nearly identical to its four-door sibling seems a bit silly to me, especially considering the coupe replaces the hatchback body style in the Focus lineup.
Despite its less-athletic nature, my favourite aspect of this second-gen car is the quiet and composed way it drives. At least they didn't take that away.
Bugatti Veyron for £17,500 a day
And there’s no limit on how long you can hire the 1,001bhp Bugatti Veyron.As a result it will cost £122,000 per week, £580,000 per month or £6.3 million for the year – enough to fund seven-and-a-half £830,000 Veyrons.
Which means the one of the Premiership’s highest paid footballers John Terry – who earns a reported £130,000 a week – could just about afford to hire the hypercar. But the leasing firm wouldn’t let the 27-year-old Chelsea captain hire the Veyron – as he’s not old enough.
To hire the Bugatti Veyron (similar to the one pictured), drivers must be aged between 30 and 65, be no taller than 6ft 3in or heavier than 18 stone, have no more than six points or made an insurance claim in the past three years.
As part of the deal, anyone who hires the Veyron at the weekend can get 300 ‘free’ miles, before paying £1.50 per mile after that.
The rich renter does get breakdown cover and fully comprehensive insurance – but is responsible for collecting and returning the Veyron.
The Bugatti Veyron is one of a host of luxury cars available for hire from leasing website Erento.
Other cars available include a Lamborghini Murcielago and Mercedes McLaren SLR (£1,500 a day) and Aston Martin DBS which will cost £1,995 per day.
© Source: autotrader
We need your comments below >>
Sunday, August 10, 2008
Is CLEVER the ultimate solution for safe and versatile transportation?
Long Term Verdict: 2007 Jeep Wrangler Unlimited Rubicon
The Rubicon package provides enough off-road gear to make it the most capable Wrangler you can buy from the factory: Dana 44 axles front and rear, Tru-Lok remote locking differentials, Rock-Trac two-speed transfer case with 4.00:1 low range, 4.10 rearend (available only on the Rubicon), and BFG Mud Terrains, etc.
It quickly became clear that despite the extra interior volume, Jeep hadn't gone mad and turned the Wrangler into a dolled-up kid hauler. The price you pay for a Rubicon is for its extreme off-road ability, not leather seats (our tester's were cloth) or comfy, cushy headrests (one editor noted they were "hard as rocks"). After ordering a few more items, the bottom line came to $34,730. The MyGIG system also added a slot for a memory stick, which allows you to download music to the 20GB hard drive and use your own images as wallpaper on the screen. However, on two separate occasions, the nav system froze up and, when it started working again, took some time to display the correct location (at one point, the Wrangler's was shown to be in the Pacific Ocean). When we received the Wrangler, MyGIG was a fairly new feature. ( Of course, it never acted up for the dealer, so nothing was done.) We hope Jeep has worked out some of the bugs since then.
In the city, the Wrangler fared better than many expected it to. Truck Trend art director Thomas Voehringer was "surprised and delighted by the versatility of this seemingly narrow-focused off-roader...the Unlimited can easily find its way beyond legal cruising speed on the freeway." Copy chief Jackie Manfredi chauffeured friends to a performance of "Wicked." She explained, "The ladies enjoyed the seats and there was a lot of room," and with the windows up, no noise intruded while the four of them chatted. It isn't the perfect city-dweller, though, and editors noted significant road and tire noise when the windows were down, a nervous attitude on the freeway-if you don't pay attention, it can drift into the next lane. It also tends to get blown around by high winds and it's slow to get to speed: Zero to 60 takes 10 seconds flat.
It also had several opportunities to run off-road. Within a month of its arrival at our office, Truck Trend editor Mark Williams took the Jeep on trails in a 4x4 area just outside Las Vegas. He didn't need to air down for the Rubicon to conquer obstacles with ease and, no surprise, it never got stuck.
Photographer Brian Vance used the Wrangler for a few different adventures. The first, a drive from Los Angeles to Lake Tahoe, made the shortcomings of the V-6 and the old-school automatic stand out. But once there, he removed the hard top and converted the hard-core off-roader into the ideal summertime cruiser. On another trip, he drove to hot springs near Minden, Nevada, and while only 10 miles off paved road, discovered he'd need to navigate an icy trail and ford a river to get where he needed to be. The next day, the Wrangler was just as confident in a sudden snowstorm. Back in town, he used the Rubicon to shuttle around friends whose vehicles were stranded. After returning to Southern California, he and some buddies used the Jeep for a long weekend of off-roading in Death Valley-again, with no problems.
While it was in our fleet, we took the long-termer to the dealer twice. The first trip was for its 6000-mile service (at 5951 miles), when it received the gold package: lube, oil, and filter change, 55-point inspection, and tire rotation, for a total cost of $71.16. Its second service, at 13,029 miles, was its 12,000-mile checkup, when the dealer performed a lube service and oil and filter change, inspected belts and hoses, topped off fluid levels, set tire pressures, and rotated the tires, for $60.74. While there, techs also replaced the trail-damaged license-plate bracket and the bracket's lamp assembly, at a cost of $97.14-a minor price to pay for the fun off-road. Besides, dents and dings add character to a Jeep.
The Wrangler Rubicon did everything it was supposed to, and it performed surprisingly well in areas where it isn't as strong. It takes the go-anywhere philosophy of the Jeep line and goes a step further, adding much of the equipment off-road enthusiasts crave. However, Jeep didn't go too far to the extreme, making sure this remains a decent vehicle for a daily commute-as long as you're willing to accept the compromises that come with a machine this capable.
From the Logbook
"This is as much a single-purpose vehicle as any sports car, just in the opposite direction. Not only is the vehicle twitchy on the highway on a good day, but combine the slab-sided body panels with mud tires and a lot of wind, and you have a tense driving experience."
- Mark Williams
"The four-door is an awesome package visually. The boxy exterior appearance is aggressive, particularly in black. Its overall design respects the WWII military roots while incorporating a bit of the post-millennium Hummer persona as well."
- Thomas Voehringer
"This being my first time in a Jeep I now see the appeal. Some of the best parts of a truck and SUV without a lot of the bad (I'm not hauling lumber or kids)."
- Mike Royer
"The Wrangler is a total time warp. It's as if Jeep refused to let go of the 1950s. It's so archaic in so many ways-front and rear solid axles, totally Spartan interior (although the nav and power windows and locks are refreshing), high step-in, no side airbags-yet it's somehow endearing. In some ways the Wrangler is like an automotive history book that teaches you how cars used to be built."
- Ron Kiino[source:MotorTrend]
smart car blasts away opposition in Cannonball Run
Long Term Verdict: 2007 Jeep Wrangler Unlimited Rubicon
The Rubicon package provides enough off-road gear to make it the most capable Wrangler you can buy from the factory: Dana 44 axles front and rear, Tru-Lok remote locking differentials, Rock-Trac two-speed transfer case with 4.00:1 low range, 4.10 rearend (available only on the Rubicon), and BFG Mud Terrains, etc.
It quickly became clear that despite the extra interior volume, Jeep hadn't gone mad and turned the Wrangler into a dolled-up kid hauler. The price you pay for a Rubicon is for its extreme off-road ability, not leather seats (our tester's were cloth) or comfy, cushy headrests (one editor noted they were "hard as rocks"). After ordering a few more items, the bottom line came to $34,730. The MyGIG system also added a slot for a memory stick, which allows you to download music to the 20GB hard drive and use your own images as wallpaper on the screen. However, on two separate occasions, the nav system froze up and, when it started working again, took some time to display the correct location (at one point, the Wrangler's was shown to be in the Pacific Ocean). When we received the Wrangler, MyGIG was a fairly new feature. ( Of course, it never acted up for the dealer, so nothing was done.) We hope Jeep has worked out some of the bugs since then.
In the city, the Wrangler fared better than many expected it to. Truck Trend art director Thomas Voehringer was "surprised and delighted by the versatility of this seemingly narrow-focused off-roader...the Unlimited can easily find its way beyond legal cruising speed on the freeway." Copy chief Jackie Manfredi chauffeured friends to a performance of "Wicked." She explained, "The ladies enjoyed the seats and there was a lot of room," and with the windows up, no noise intruded while the four of them chatted. It isn't the perfect city-dweller, though, and editors noted significant road and tire noise when the windows were down, a nervous attitude on the freeway-if you don't pay attention, it can drift into the next lane. It also tends to get blown around by high winds and it's slow to get to speed: Zero to 60 takes 10 seconds flat.
It also had several opportunities to run off-road. Within a month of its arrival at our office, Truck Trend editor Mark Williams took the Jeep on trails in a 4x4 area just outside Las Vegas. He didn't need to air down for the Rubicon to conquer obstacles with ease and, no surprise, it never got stuck.
Photographer Brian Vance used the Wrangler for a few different adventures. The first, a drive from Los Angeles to Lake Tahoe, made the shortcomings of the V-6 and the old-school automatic stand out. But once there, he removed the hard top and converted the hard-core off-roader into the ideal summertime cruiser. On another trip, he drove to hot springs near Minden, Nevada, and while only 10 miles off paved road, discovered he'd need to navigate an icy trail and ford a river to get where he needed to be. The next day, the Wrangler was just as confident in a sudden snowstorm. Back in town, he used the Rubicon to shuttle around friends whose vehicles were stranded. After returning to Southern California, he and some buddies used the Jeep for a long weekend of off-roading in Death Valley-again, with no problems.
While it was in our fleet, we took the long-termer to the dealer twice. The first trip was for its 6000-mile service (at 5951 miles), when it received the gold package: lube, oil, and filter change, 55-point inspection, and tire rotation, for a total cost of $71.16. Its second service, at 13,029 miles, was its 12,000-mile checkup, when the dealer performed a lube service and oil and filter change, inspected belts and hoses, topped off fluid levels, set tire pressures, and rotated the tires, for $60.74. While there, techs also replaced the trail-damaged license-plate bracket and the bracket's lamp assembly, at a cost of $97.14-a minor price to pay for the fun off-road. Besides, dents and dings add character to a Jeep.
The Wrangler Rubicon did everything it was supposed to, and it performed surprisingly well in areas where it isn't as strong. It takes the go-anywhere philosophy of the Jeep line and goes a step further, adding much of the equipment off-road enthusiasts crave. However, Jeep didn't go too far to the extreme, making sure this remains a decent vehicle for a daily commute-as long as you're willing to accept the compromises that come with a machine this capable.
From the Logbook
"This is as much a single-purpose vehicle as any sports car, just in the opposite direction. Not only is the vehicle twitchy on the highway on a good day, but combine the slab-sided body panels with mud tires and a lot of wind, and you have a tense driving experience."
- Mark Williams
"The four-door is an awesome package visually. The boxy exterior appearance is aggressive, particularly in black. Its overall design respects the WWII military roots while incorporating a bit of the post-millennium Hummer persona as well."
- Thomas Voehringer
"This being my first time in a Jeep I now see the appeal. Some of the best parts of a truck and SUV without a lot of the bad (I'm not hauling lumber or kids)."
- Mike Royer
"The Wrangler is a total time warp. It's as if Jeep refused to let go of the 1950s. It's so archaic in so many ways-front and rear solid axles, totally Spartan interior (although the nav and power windows and locks are refreshing), high step-in, no side airbags-yet it's somehow endearing. In some ways the Wrangler is like an automotive history book that teaches you how cars used to be built."
- Ron Kiino[source:MotorTrend]
Saturday, August 9, 2008
2009 Bugatti Veyron 16.4 Grand Sport
Molsheim, France/Wolfsburg, August 1, 2008 The last preparations are running at full speed. Two more weeks and then Bugatti Automobiles will present their new Veyron 16.4 Grand Sport for the very first time to the public.
It will be a roadster with a unique, removable roof. The open-top Grand Sport allows driver and passenger to feel even closer to the cars breathtaking power. Those who consider the wind in their hair and the roar of a thoroughbred racing engine in their ears to be essential to true driving enjoyment will find their perfect motor car in this new Bugatti. Even with the top on the Grand Sport does not loose any of its fascination and conveys to the passenger a new exciting panoramic view.As well as a large number of new equipment features, the Bugatti Veyron 16.4 Grand Sport also
incorporates innovative structural solutions, designed to ensure the roadster offers the same extremely high levels of performance and passive safety as the coupe version.
The Bugatti Veyron 16.4 Grand Sport will be presented to the public in the afternoon of August 16, 2008, at the lawn in front of the Pebble Beach Lodge. The very first build slot for this new car, to be built in Spring 2009, will be auctioned the next day at the renown Gooding auction at the Equestrian Center at Pebble Beach.
© Source: seriouswheels
We need your comments below >>
smart car blasts away opposition in Cannonball Run
Aston Martin One-77 preview
Currently recognised for making desirable (but heavy) grand-tourers and sports cars, Aston Martin has been secretly developing the One-77 for a limited build run. The difference with this car, is an all new chassis made from carbon-fibre, which along with aluminium panels will keep weight to a minimum.
Also new is a 7.0-litre V12 which Aston Martin says will offer “exhilarating performance for a strictly limited number of discerning customers.” The name, refers to “One of 77″ as implied by its new website - www.one-of-77.comThe company says that the One-77 is “the ultimate creative interpretation of the renowned British marque.” With a price-tag said to be around the £1 million mark, the hand-built supercar is said to be very special.
A front-engine, rear-wheel-drive layout appears to be used, and although Aston Martin is cagey about the details, CarAdvice believes the engine to be an enlarged version of the existing 6-litre V12 used in the DBS.
The transmission is also unknown, but it’s obviously going to have to be able to handle enough grunt to rocket the car from 0-100km/h in a mooted 3.5 seconds. Top speed is also projected to be over 320km/h. Right and left-hand drive versions will be available, with Aston Martin Australia confirming that an Australian spec car would be on the cards if there was sufficient interest (read: money put on the table).
The forthcoming Paris Motor Show seems to be the expected reveal of the car, and CarAdvice will bring you pictures and more details as soon as they come to hand.
© Source: caradvice
We need your comments below >>
Long Term Verdict: 2007 Jeep Wrangler Unlimited Rubicon
The Rubicon package provides enough off-road gear to make it the most capable Wrangler you can buy from the factory: Dana 44 axles front and rear, Tru-Lok remote locking differentials, Rock-Trac two-speed transfer case with 4.00:1 low range, 4.10 rearend (available only on the Rubicon), and BFG Mud Terrains, etc.
It quickly became clear that despite the extra interior volume, Jeep hadn't gone mad and turned the Wrangler into a dolled-up kid hauler. The price you pay for a Rubicon is for its extreme off-road ability, not leather seats (our tester's were cloth) or comfy, cushy headrests (one editor noted they were "hard as rocks"). After ordering a few more items, the bottom line came to $34,730. The MyGIG system also added a slot for a memory stick, which allows you to download music to the 20GB hard drive and use your own images as wallpaper on the screen. However, on two separate occasions, the nav system froze up and, when it started working again, took some time to display the correct location (at one point, the Wrangler's was shown to be in the Pacific Ocean). When we received the Wrangler, MyGIG was a fairly new feature. ( Of course, it never acted up for the dealer, so nothing was done.) We hope Jeep has worked out some of the bugs since then.
In the city, the Wrangler fared better than many expected it to. Truck Trend art director Thomas Voehringer was "surprised and delighted by the versatility of this seemingly narrow-focused off-roader...the Unlimited can easily find its way beyond legal cruising speed on the freeway." Copy chief Jackie Manfredi chauffeured friends to a performance of "Wicked." She explained, "The ladies enjoyed the seats and there was a lot of room," and with the windows up, no noise intruded while the four of them chatted. It isn't the perfect city-dweller, though, and editors noted significant road and tire noise when the windows were down, a nervous attitude on the freeway-if you don't pay attention, it can drift into the next lane. It also tends to get blown around by high winds and it's slow to get to speed: Zero to 60 takes 10 seconds flat.
It also had several opportunities to run off-road. Within a month of its arrival at our office, Truck Trend editor Mark Williams took the Jeep on trails in a 4x4 area just outside Las Vegas. He didn't need to air down for the Rubicon to conquer obstacles with ease and, no surprise, it never got stuck.
Photographer Brian Vance used the Wrangler for a few different adventures. The first, a drive from Los Angeles to Lake Tahoe, made the shortcomings of the V-6 and the old-school automatic stand out. But once there, he removed the hard top and converted the hard-core off-roader into the ideal summertime cruiser. On another trip, he drove to hot springs near Minden, Nevada, and while only 10 miles off paved road, discovered he'd need to navigate an icy trail and ford a river to get where he needed to be. The next day, the Wrangler was just as confident in a sudden snowstorm. Back in town, he used the Rubicon to shuttle around friends whose vehicles were stranded. After returning to Southern California, he and some buddies used the Jeep for a long weekend of off-roading in Death Valley-again, with no problems.
While it was in our fleet, we took the long-termer to the dealer twice. The first trip was for its 6000-mile service (at 5951 miles), when it received the gold package: lube, oil, and filter change, 55-point inspection, and tire rotation, for a total cost of $71.16. Its second service, at 13,029 miles, was its 12,000-mile checkup, when the dealer performed a lube service and oil and filter change, inspected belts and hoses, topped off fluid levels, set tire pressures, and rotated the tires, for $60.74. While there, techs also replaced the trail-damaged license-plate bracket and the bracket's lamp assembly, at a cost of $97.14-a minor price to pay for the fun off-road. Besides, dents and dings add character to a Jeep.
The Wrangler Rubicon did everything it was supposed to, and it performed surprisingly well in areas where it isn't as strong. It takes the go-anywhere philosophy of the Jeep line and goes a step further, adding much of the equipment off-road enthusiasts crave. However, Jeep didn't go too far to the extreme, making sure this remains a decent vehicle for a daily commute-as long as you're willing to accept the compromises that come with a machine this capable.
From the Logbook
"This is as much a single-purpose vehicle as any sports car, just in the opposite direction. Not only is the vehicle twitchy on the highway on a good day, but combine the slab-sided body panels with mud tires and a lot of wind, and you have a tense driving experience."
- Mark Williams
"The four-door is an awesome package visually. The boxy exterior appearance is aggressive, particularly in black. Its overall design respects the WWII military roots while incorporating a bit of the post-millennium Hummer persona as well."
- Thomas Voehringer
"This being my first time in a Jeep I now see the appeal. Some of the best parts of a truck and SUV without a lot of the bad (I'm not hauling lumber or kids)."
- Mike Royer
"The Wrangler is a total time warp. It's as if Jeep refused to let go of the 1950s. It's so archaic in so many ways-front and rear solid axles, totally Spartan interior (although the nav and power windows and locks are refreshing), high step-in, no side airbags-yet it's somehow endearing. In some ways the Wrangler is like an automotive history book that teaches you how cars used to be built."
- Ron Kiino[source:MotorTrend]
