2010 BMW Z4 Roadster – a mood elevator that only goes up

Cooped up in a waiting room for what seemed like hours with dozens of people milling in and out, and listening to the constant buzz of mindless conversation mixed with an occasional baby’s wail was claustrophobic.

We arrived for this mismanaged appointment under cool, drizzly skies in our 2010 BMW Z4 roadster, comfortably cocooned with steel top overhead — no claustrophobia present.

When we finally emerged from the torture of waiting two hours beyond our appointment time, the sky had cleared and the temperature had risen to a delightful convertible top-down 75-degrees.

Twenty seconds after a push of the dashboard button, we were sans the roof and taking the long way to the office. A rich reward for our interminable wait. The new Z4 is a mood elevator no matter the circumstances. And the long way back in the open air with 300 energetic horses up front was just the ticket for an attitude adjustment.

This roadster is a humdinger, a blast to drive and a blast to be seen in with its gorgeous roadster styling that turns heads. To us it’s BMW’s best Z effort since its inception 14 years ago. It’s the best looking vehicle in BMW’s ever-growing fleet of “ultimate driving machines.”

The Z flows nicely from front to back. Styling does not look contrived as in the previous rendition, but a complete statement of comfortable coolness. And the sharp flowing lines work just as well with the top up or the top down. The top blends well with the overall styling, and to BMW’s credit designers managed to avoid the bubble-butt look of so many hardtop convertibles.

The Z4 was particularly eye catching in our test car painted in a sparkling silver metallic; it looked dazzling. More than once we got the roll-your-window-down sign at a stoplight. “Hey, man I love your car,” one guy in a big Suburban hollered to us.

The interior is equally stylish in a traditional BMW way. Our test car came with the $2,050 Ivory Extended Leather Package that gives the two-seater a definite upscale look.

Exceptional performance and typical cutting-edge BMW handling make this new Z a complete package.

The Z4 has gone upscale with a combination of sophistication, luxury and performance. And that means the price has gone up accordingly. It may be worth the money, but owners of older model Z4s may be put off when they decide it’s time to purchase a new car.

There are two trim lines — differentiated mainly by engine choice — with base prices of $46,575 for the sDrive30i and $52,475 for the sDrive35i. The BMW is well equipped in the base configuration, but be forewarned for most people that’s just a starting point. There are some very delectable option packages and optional stand-alone equipment that will be hard to pass up.

The sDrive30i comes with a naturally aspirated 3.0-liter inline 6 that makes 255 horsepower and 220 pound-feet of torque. A six-speed manual transmission is standard and a six-speed automatic optional. We didn’t drive that engine, but we figure it will be satisfying for most people.

What we drove, the sDrive35i with BMW’s delightful twin-turbocharged inline 6 rated at 300 horsepower and 300 pound-feet of torque, is a performance demon. Standard equipment is a six-speed manual, but we would opt for the seven-speed dual clutch automated manual transmission.

While we enjoy shifting for ourselves, we aren’t so enamored with a clutch that we would purposely avoid this outstanding automatic. It can be shifted by steering-wheel mounted paddle shifters if so desired.

There is no performance-tuned M edition this time around, and none is needed. The turbocharged six, with its low, menacing growl, posts times nearly equal to the previous M. Both Road & Track and Car and Driver magazines measured the sDrive35i in 4.8 seconds from 0 to 60. Quarter mile time is 13.3 seconds at 106.7 mph. Just hit the accelerator and power instantly arrives in steady doses. We found no hint of turbot lag when an immediate response was demanded.

One performance option we would purchase for $1,900 is the sport package that includes 18-inch wheels with performance tires, sports seats and most importantly Adaptive M Suspension. The suspension can be dialed to three settings — normal, sport and sport plus.

Under normal setting, the suspension is probably softer than any previous Z, but it’s great for long-distance cruising comfort. If you are in the mood for carving up some back-road twists and turns, set it to sport plus and the suspension firms up to typical BMW roadster standards.

Top-down cruising has never been easier. Hit and hold the power top button and the two-piece top folds into the trunk in about 20 seconds. Wind flow with the top down is minimal, one of the more serene open-air experiences we’ve had in recent times.

The top does eat up trunk space, but with the top up the Z4 trunk is rather spacious for a roadster. A luggage partition has to be pulled in place for the top to lower, cutting useable storage to 4.6 cubic feet. But push the partition out of the way with the top up, and space increases to a very useable 10.9 cubic feet.

BMW says two sets of golf clubs will fit, but unfortunately we didn’t have the opportunity to put that claim to the test.

The softer ride adds to the new refinement evident in the Z4. The spacious-for-a-roadster interior is relatively quiet thanks to the new metal top, with one exception — the intrusion of excessive road noise, especially on certain road surfaces, thanks to the high performance, low profile tires. But there is not enough noise to make us forsake the Z4.

The seats are comfortable, and the optional sports seats with adjustable bolsters add to the feel of the car’s driving dynamics.

Order up navigation and iDrive comes with it. Don’t give up the navigation because you don’t want to deal with the infamous iDrive. We just finished a 2,500-mile trek in a 7-Series with the new-generation iDrive and we found it surprisingly user friendly.

Our test car, an sDrive35i, came with numerous options bringing the bottom line to $63,245. In addition to the aforementioned Sport Package and ivory leather seats, our test car featured premium sound and a premium package that includes power seats and auto-dimming mirrors.

The new Z4 is an entertaining, handsome and refined luxury roadster. It doesn’t get much better than this.

Toyota 4 Runner – Runs on All Fours

By Casey Williams  MyCarData

Boulder, CO – The recent downturn in the economy and high fuel prices over the past couple or years have separated authentic SUVs from the pretenders and interlopers. Originally based on Toyota’s popular compact pickups, the 4Runner has always been the choice for off-road capability and on-highway comfort and style. With even some big name competitors leaving the roadways to car-based crossovers, the new 2010 4Runner stays true to its truck-based roots.

Completely new styling takes the best of the Tundra pickup, Land Cruiser, and previous-generation 4Runner, but turns it out in a wholly modern wrapper. The front is dominated by a scaled-down, but meaner-looking, version of the Tundra’s blunt nose. Accentuated wheel arches communicate the SUV’s toughness and off-road capability while chrome doorhandles and up to 20” alloy wheels paint with panache. 4Runner looks tough enough to tackle the Rubicon, but suave enough for an evening on the town.

Once inside, you may give a care about neither the Rubicon nor town. Passengers ride in a cabin that can best be described as industrial swank. The center control stack and gear selector are girded by silver finish and feel of towering strength. Fortunately, the dash also contains easy-to-use controls for the optional dual zone automatic climate control, navigation, and available 15-speaker JBL audio systems. Mirror-mounted rearview camera monitors are standard on Limited and Trail grades, optional on SR5. A Smart Key with keyless entry and push button starting is standard on the Limited.

Much attention was paid to seating. Three rows can be upholstered in leather (standard in water-resistant cloth). Front and second-row thrones recline – rears up to 16 degrees. Access to the third row is made easier by splitting the second row into a 40/20/40 with a one-touch walk-in switch. Protection is provided by eight standard airbags, including dual front, front side, front knee, and side curtains. In case one of these airbags deploys, Automatic Collision Notification automatically calls a response center to dispatch emergency services.

Powertrains come in two types: Frugal and Ferocious. Eco-minded drivers will choose the base DOHC 16-valve 2.7-litre four-cylinder engine that generates 157 horsepower and 178 lb.-ft. of torque. Attached to a four-speed automatic transmission, fuel economy is rated 18/23-MPG city/highway.

Those with something to prove, or a trailer to tow, will step up to the available 4.0-litre V6 that produces a hearty 270 horsepower and 278 lb.-ft. of torque. That’s 34 more ponies than the previous-generation and 10 more than the optional V8 that has been discontinued. Fuel economy for the V6 improved a couple of MPGs and is now rated 17/23-MPG for the 4×2 and 17/22-MPG for the 4×4.

Most owners will not choose the 4Runner for its luxuriously leather seats or frugal gas mileage. They could choose a Lexus RX350 for those and be completely content. Unless you’re the Swiss Army Knife type who wants ridiculous capability whether you need it or not, you’re likely to shop for a 4Runner because of what it can do for you.
4Runners can pull up to 5,000 lbs., ride on a full truck frame, and eat crossovers as granola. There’s more to help your adventures. The SUVs can be equipped with Toyota’s CRAWL Control, an adjustable system that contains the vehicle’s speed on rough terrain by one of five settings. It is also available with a Multi Terrain Select system that varies the amount of wheel slip permitted, depending on conditions. Downhill Assist Control (DAC) and Hill start assist lasso downhill runs and hold the vehicle steady when lifting from brake to throttle going uphill. Vehicle Stability Control, traction control, and four-wheel anti-lock brakes with electronic brake force distribution keep the vehicle steady on highways and byways.

Said Bob Carter, group vice president and general manager of Toyota Division, “In 1984 the first 4Runner helped cultivate and foster the up-and-coming SUV market. When the new 4Runner launches later this fall it will continue to be a perfect fit for young, and young-at-heart, outdoor and off-road enthusiasts.”

There are more new features on the 2010 4Runner than three articles could contain. To find the right model for you, at an appropriate price point, you’ll need to visit a Toyota retailer or go online. If history is any indication, the all-new model will give chase to some very competent off-road machines, and more than a few luxury cars. With base prices starting at $29,175, competitors include the Jeep Grand Cherokee, Nissan Xterra, Hummer H3, and Chevy Tahoe.

Ford C-MAX; Coming to America!

Source – Ford MyCarData

For all of you who commented last week on the article, “First Look at the All-new Ford C-MAX,” here’s the announcement you’ve been waiting for: The Ford C-Max is coming to North America!

The all-new 7-seat Ford C-MAX debuted today at the 2009 Frankfurt Motor Show, and it will arrive in North America beginning late 2011. The new C-MAX brings kinetic design language to the compact segment, combining bold styling and versatile, spacious 7-seat layout.

The C-MAX is the first of a new generation of global C-segment cars scheduled for introduction by Ford over the next several years. This series of new models will include the all-new, next-generation Ford Focus sedan and five-door hatchback models, scheduled to launch late in calendar year 2010 in the United States.

According to Ford analysts, small cars in the B- and C-segments accounted for less than 15 percent of the U.S. market in 2004. In year-to-date sales through August 2009 however, the small car segment has reached nearly 22 percent of total industry sales, and further gains are expected.

Ford’s new C-vehicle family is the result of an unprecedented global development program that will deliver for customers an array of available advanced technologies aimed at enhancing their convenience, comfort, safety and overall driving experience.

“Consumers are seeking uncompromised vehicles offering value for the money, and C-MAX squarely hits those targets,” said Derrick Kuzak, group vice president, Ford Global Product Development. “The Focus C-MAX will be great to look at, great to sit in and great to drive, bringing Ford DNA to a new market segment in the form of an aspirational, fuel-efficient people carrier.”

Exterior design elevates segment

The new Ford Focus C-MAX demonstrates that compact, 7-seat vehicles can be stylish and desirable while still delivering outstanding space and functionality.

Bold exterior and interior designs have been created using the latest evolution of Ford’s kinetic design form language, building on the themes established in recent product introductions like the hugely successful European-developed Fiesta, Kuga and Mondeo ranges.

Kinetic design elements applied to the new C-MAX include the dynamic, rising beltline, full sculpted surfaces, bold wheel lips, strong athletic shoulders supported by a prominent undercut line and the distinctive kick-up of the window graphic at the C-pillar.

Offering seating for up to seven, the C-MAX destined for North America features a high roofline and thin pillars to emphasize the generous room and visibility in the cabin. Twin sliding doors are neatly integrated, with the rail concealed by the undercut line on the shoulder of the vehicle.

Stylish, modern interior

The new C-MAX interior mirrors the dynamic and modern character of the exterior, complete with muscular, expressive shapes and bold graphics.

Key design features include the taut, wing-like form of the upper instrument panel, which reaches out to the sides of the interior. A dramatic sweeping form connects the instrument panel with the center console.

The cockpit provides a commanding, raised driving position with high-mounted shifter and center console inspired by the acclaimed layout in the new Fiesta. Carefully designed storage areas are located throughout the cabin, including generous door pockets, a large glove box and additional compartments and cup holders in the center console.

Ingenious 7-seat layout

To maximize the versatility of the 7-seat layout, Ford engineers developed a new seat-folding mechanism for the three second-row seats. This mechanism allows the center seat to fold quickly and easily under one of the two outboard seats, creating a handy walk-through space between them.

This walk-through space allows passengers to access the third row without having to disturb the two outer seats, which is particularly helpful when those positions are occupied by child safety seats. Owners have the option of using the convenient 2+2+2 seating layout or switching to a full 7-seater when required.

The second- and third-row seats also have been cleverly engineered so they can be folded to create a flat load floor, regardless of how many seats remain in use. All of the folding mechanisms are designed so they operate with just one hand.

Ford EcoBoostTM advanced powertrains

In many markets, the new C-car family will be offered with versions of Ford’s new EcoBoostTM engines. EcoBoost combines direct petrol injection, turbocharging and dual variable valve timing to maximize efficiency, resulting in fuel consumption and CO2 emissions reduced by up to 20 percent compared with conventional gasoline engines with a similar power output.

The initial Ford EcoBoost four-cylinder lineup will comprise 1.6-liter and 2.0-liter engines. The engines will be available globally, with versions launching in Europe and North America in 2010, and the first rear-wheel-drive application in the Ford Falcon in Australia in 2011. By 2013, nearly 80 percent of Ford global nameplates will have an available EcoBoost option.

Toyota Prius Plug-in Hybrid Surfaces

Source – Toyota MyCarData

The 2010 Toyota Prius Plug-in Hybrid (PHV) Concept vehicle will make its world debut next week at the Frankfurt Motor Show.

Demonstration Program Begins in U.S. Late 2009.

Based on the third-generation Prius, the PHV Concept expands Toyota’s Hybrid Synergy Drive technology, utilizing first generation lithium-ion battery technology and enabling electric operation at higher speeds and longer distances than conventional hybrids. When fully charged, the vehicle is targeted to achieve an electric-only range of approximately 12 miles and will be capable of achieving highway speeds in electric-only mode. For longer distances, the PHV concept reverts to “hybrid mode” and operates like a regular Prius. This ability to utilize all-electric power for short trips or hybrid power for longer drives alleviates the issue of limited cruising range encountered with pure electric vehicles.

Beginning in late 2009, Toyota will begin global delivery of 500 Prius PHV vehicles. Of this initial fleet, 150 will be placed with select U.S. lease-fleet customers for market and engineering analysis. This program will allow Toyota to gather real world driving feedback and understand customer expectations for plug-in technology. In addition, the program will allow evaluation of the first generation lithium-ion battery’s durability, reliability and performance.

“The greatest hurdle in bringing to market a reliable lithium battery is mass production. We must have a production process that guarantees each battery will be identical in performance and quality,” said Irv Miller, TMS group vice president, environmental and public affairs.

The vehicle’s first-generation lithium-ion battery will be built on a dedicated PEVE (Panasonic EV Energy Company, LTD) assembly line. PEVE is a joint-venture in which Toyota owns 60 percent equity. The first generation lithium-ion batteries were developed in-house by Toyota Research and Development, and a dedicated battery development team is already working on the next battery “beyond lithium.”

The 150 demonstration vehicles will be placed in strategic clusters around the U.S., allowing development of charging infrastructure and communications support for program participants. Each placement scenario will have a variety of ‘use cases’ or driving conditions (ie: commute length, usage type, access to charging) to gain maximum input to vehicle performance and customer needs.

“Although we like to be first to market with these technologies, it’s more important that we are best to market,” said Miller. “This demonstration program will ensure that the vehicles we bring to market will not just meet customer expectations, but exceed them.”

Preview New 2010 Honda Crosstour

As if by the world’s spirits, Honda unveiled its all-new 2010 Accord Crosstour the same week I drove the Toyota Venza. The two cars are vastly different in their styling, but obviously target the same empty nesters who want extra utility in their comfy sedans. Based on the benchmark Accord, Crosstour promises all of its sister’s excellence with even more functionality.

“Our concept is to broaden the appeal of the Accord line-up by leveraging traditional Accord strengths of fun-to-drive performance and handling while also adapting to dramatic shifts in the light truck marketplace,” said Erik Berkman, vice president of American Honda Motor Co., Inc. “The Accord Crosstour accomplishes that by offering a modern interpretation of a [Crossover Utility Vehicle] while integrating the refinement and efficiency of a premium sedan.”

Styling is a more advanced take on the current Accord, Insight, and FCEV that is being leased in California. The front features Honda’s new three-plane grille and strong facia. A character line runs from the front wheels and inverts to form strong rear fenders. The arching roofline gives the car a fastback look while concealing a large amount of cargo space. Interior photos have not been released, but I would not expect the Crosstour to venture far from the Honda norm.

Berkman continued, “We know SUV buyers like the commanding view of the road that comes with a high eye-point and like the comforts of living with an SUV. This vehicle meets the needs of buyers looking for those attributes yet at the same time want an image that is different from a conventional SUV.”

As a premium version of the Accord, Crosstour will occupy a space at the top of the model’s hierarchy in terms of luxury, space, and price. It should be exactly what a generation of upwardly mobile trendsetters requires. Final prices will be released when the car goes on sale later this fall, but expect the Crosstour to start around $26,000 and top out near $40,000 fully-optioned.

Preview – 2011 Hyundai Equus

By Casey Williams – MyCarData

Before the Genesis Sedan and Coupe, the idea of Hyundai building high-performance luxury cars and sport coupes was a foreign thought. However, the Sedan has been compared favorably to high-end Japanese, German, and American competitors. Coupe buyers cross-shop high-performance sports cars. I’ve driven both cars and was incredibly impressed. Both were developed from the ground-up to match the world’s best and succeeded. Hyundai is ready to shock you once again.

Having recently debuted at the Seoul Auto Show, Automotive News reports the Hyundai Equus will come to the U.S. for 2011. In Korea, the Equus competes with the Lexus LS, Mercedes S-Class, and BMW 7-Series. While a high-end Genesis retails for about $43,000, the Equus will likely push $65,000 fully loaded. Based on stretched Genesis architecture, the car is probably worth the money. But, that’s rarefied territory that gave the Bentley Continental-based VW Phaeton absolute fits.

Exterior styling is an obvious interpretation of the Genesis and Sonata. The front is taller and more rounded while side profiles are broken with character lines that are a mix of Buick LaCrosse, Rolls-Royce, and the new Mercedes E-Class.

Photos of the Equus provided by Hyundai show a cabin awash in stitched leather, panels of wood, and arrays of electronics. Front passengers have access to an in-dash screen and joywheel that presumably controls the navigation, audio, and climate controls ala BMW 7-Series. Rear seats are separated by a wood-paneled console. The car is 7.2 inches longer than the already-spacious Genesis, insuring rear riders will revel in decadent amounts of space.

Hyundai has not said what powertrains will come to the U.S., but Korean models are equipped with the same 3.8-litre V6 and 4.6-litre V8 engines that move the Genesis. Most, if not all, Equus models sold here will come with the powerful V8.

Some people reading this may need to be revived after reading the Equus’ likely price, but I suspect most others will have a sense of peace. Hyundai has risen from, let’s face it, building pieces of junk to some of the highest-quality and best-warranted vehicles on the road. During 2008, the Korean company built over 2.8 million vehicles. In 2011, about 5,000 units of its global output will come to America in the form of a high-end luxury flagship. This is going to be good.

Lexus RX 2010 – Lexus Ups the Ante With A Totally New RX

by Kelly Foss – www.car-data.com

The Lexus RX, to a certain degree, defined the luxury SUV/CUV market. This car-based vehicle is an excellent combination of Lexus luxury and dependability, good looks and versatility. Now, we have a totally new RX from Lexus.

When we first saw the new RX, it looked remarkably similar to the past generation and we asked the Lexus PR people why? Normally, when you redesign and introduce a model, it usually looks different. With some confidence they informed us that the current owners really liked the looks of the RX so they decided to make only slight alterations to its appearance. The RX is the best selling of all Lexus models and is the top seller in the midsize luxury SUV segment so who can argue with their logic.

Two RX models, the RX350 and the RX450h are offered. The 350 is powered by a 3.5 liter V6 and its 275 horsepower are more than enough to get you a speeding ticket if you’re not observant. The 450h is the hybrid model containing Lexus’ latest hybrid technology. Fuel economy is now rated at 28 city and 27 highway which is an 8% – 12% increase, while system horsepower has been boosted to 295. Both models are available with all wheel drive if desired.

The RX’s ride is both controlled and supple. We had the chance to drive the vehicle over winding 2 lane hill country roads and on a freeway cruise. The vehicle is very comfortable yet offers secure handling. The interior has been quieted which is a challenge for an SUV. Their open interior architecture tends to reverberate sound like an echo chamber.

Lexus has upgraded the safety systems of the vehicle. Active safety is improved with better stability and traction capability, optional radar cruise control and pre-safe systems. Additionally, the body of the vehicle has been strengthened and the air bag suite now includes knee airbags for the front passengers.

New technology abounds in the RX. You can pair up to 4 Bluetooth phones and download your contact list to the RX. The audio system can also play music from your smart phone using Bluetooth. The RX also offer dual rear entertainment system screens positioned on the seatbacks of the front seats. XM NavTraffic and NavWeather give you real-time traffic conditions and nationwide current weather reports for any location you choose.

The navigation system’s display screen has been place closer to the windshield and out of reach of the occupants. Lexus has added a joystick controller mounted between the front seats that looks and works like a computer mouse. The movement is intuitive and easy to control, unlike the frustrating experiences that owners of expensive German cars have with their similar devices.

The Lexus RX is improved by every measure and should continue its sales success.

Review: Acura TSX

By Russ Heaps - MyCarData

You have to start somewhere. For luxury marques that usually means offering at least one automobile that is affordable enough to lure first-time luxury buyers into the brand. Often compromises are made to achieve that entry-level price point. Those compromises take many forms such as simply putting lipstick on a model from a sister division; using smaller, less sophisticated engines; or offering fewer standard amenities. No matter the avenue taken, an image problem often results. That’s where the last generation Acura TSX found itself. Although a perfectly capable automobile, it was never completely convincing as an Acura. Acura redesigned the TSX for 2009 with a goal of making it a better fit within the family. For the most part, it was successful.

Rare is the redesign that doesn’t involve upsizing. No doubt there is some psychological explanation for it, but typically we equate bigger with better. Why else would nearly every new generation of a vehicle be bigger than those that have gone before? In the case of the redesigned TSX, super sizing is a better description of its growth spurt than just upsizing. The distance between wheels on the same axle (track) is wider by 2.6 inches while the wheelbase stretches an extra 1.4 inches. Its exterior is 2.2 inches longer and 3 inches wider than last year’s version. It is also about half an inch taller at the roofline. Marginally larger, luggage capacity is up from 12.6 cu.-ft. to just over 13 cu.-ft. It should follow that such increases in iron would translate into a hefty weight gain, but not so much for the TSX. Curb weight is up less than 150 pounds to 3,486.

Gone are the rather vanilla styling cues, replaced by a more sculpted lines. The grille includes the familial chrome knife-blade. A defined beltline runs from the chiseled front fender blister along the side continuing up to the trunk lid and around to the other side. Generally creases replace the soft corners on the previous TSX. Reshaped tail lights play a part in adding to the more upscale appearance.

Inside, Acura retained the dual-pod layout up front. The basic flow of the dashboard remains as well; however, the new look relies less on bright accents. The mix of materials is more sophisticated and elegant. A dizzying array of buttons, knobs and controls clog up the center stack. Keep the owner’s manual handy. My test TSX was the $32,775 edition that includes the Technology Package. There is also a $29,675 base version. Both models feature dual-zone automatic climate control, tilt-telescoping steering wheel, eight-way power adjustable driver’s seat, four-way power passenger seat, leather seating, power accessories, and a seven-speaker audio system with CD player, auxiliary input jack and USB port.

Well bolstered, the front seats snug around their occupants. The 60/40 split rear seat folds down creating more cargo space. Overall the interior space is generous and all but the tallest rear-seat passengers should be quite comfortable.

For the $3,100 premium the Technology Package commands, comes not only the same navigation system as higher-priced Acuras with real-time traffic and weather, but it also includes an advanced Elliot Scheiner-designed 10-speaker surround sound system with a six-disc CD changer, eight-inch subwoofer and voice recognition. XM satellite radio is also included in the package. In this XM application there is a note feature that allows you to store the name, 10 seconds of the song, the XM station on which it appeared and a time stamp for up to 30 songs. So if you hear a song you want to remember, you just hit a button and it’s saved for future recall.

Despite its larger size, the new TSX retains its athleticism. Once again this is achieved through a superbly matched powertrain and a well-balanced suspension. A new four-banger powers the TSX. Displacement is the same 2.4-liters, but horsepower is down four ponies to 201. Peak torque is up a few pound feet, but it arrives earlier in the rpm band for improved mid-range power. Available for hustling engine output to the front wheels is either a six-speed manual or a no-extra-charge five-speed automatic transmission. The automatic has a manual mode with steering wheel-mounted shift paddles. Fuel economy is essentially unchanged with an EPA rating of 20 mpg in the city and 28 mpg on the highway for the manual. The automatic gains two additional mpg on the highway.

Acura has built more strength into the frame and body. The result is not only a quieter cabin, but enhanced control. This sedan responds well to the throttle, running true on the straights and cornering with a tenacious grip. The four-wheel independent suspension is tuned more toward the handling end of the spectrum, but ride quality is still very good. The steering is light and responsive. All in all, the last TSX was fun to drive and the 2009 is no disappointment.

Here’s the bottom line: If you liked the 2008 TSX, you will like the redesigned 2009. It is still priced right, fun to drive and shares the Acura cachet. And unlike the previous generation, it seems more at home in the Acura family.

Kia Forte LPI Hybrid – Kia’s 1st Hybrid

Kia Motors unveiled its first commercialized hybrid electric vehicle (HEV), the Forte Liquid Petroleum Injection (LPI) Hybrid.

The Forte LPI Hybrid is the newest addition to Kia’s widely acclaimed Forte family (known as ‘All-new Cerato’ in some markets), which includes both gasoline-powered 4-door sedan and sporty KOUP versions. Kia Motors invested KRW 240 billion (approximately USD 180 million) over a period of 25 months to develop the eco-friendly Forte LPI Hybrid.

Boasting powerful driving performance and a superior fuel efficiency rating of 17.8 km/?,(approximately 42 miles per gallon) the Forte LPI Hybrid answers consumer demand for environmentally friendly vehicles that are exciting and fun to drive. Additionally, with CO2 emissions of just 99 g/km, the Forte LPI Hybrid qualifies for billing as a Super Low Emissions Vehicle (SULEV).

The new car utilizes a 1.6-liter Gamma LPI engine with an independently developed Continuously Variable Transmission (CVT) and hybrid system, comprising an electric motor, inverter, converter and 180V lithium ion polymer battery.

Although no plans to market this vehicle in overseas markets have been finalized, feasibility studies are being conducted to assess consumer interest and potential demand in markets that possess liquid petroleum refueling infrastructure.

Forte Hybrid LPI System
Both the engine and electric motor are activated when the ignition is turned on but only the engine will run when cruising. When decelerating, the car utilizes a special regenerative braking function to convert energy that is normally lost into electricity that can be stored in the battery.

The hybrid system is also equipped with Kia’s Idle Stop and Go (ISG) function, which automatically switches off the engine when the vehicle is idle to reduce unnecessary fuel consumption and emissions. ISG functions when the driver applies the brakes after running the car for more than two seconds at speeds of 9km/h or higher.

Another key feature found in the Forte LPI Hybrid is a Continuously Variable Transmission (CVT) for hybrid cars which, together with the 1.6 Gamma LPI engine, delivers powerful performance and fuel savings. The hybrid-unique CVT is also equipped with a special E-gear (Eco Drive) that makes automatic adjustments to ensure maximum fuel efficiency.

Additional Eco-Friendly Features
The Forte LPI Hybrid retains the sporty and dynamic styling of the existing Forte gasoline sedan, a representative work of Kia’s emerging dynamic design language, while adding aerodynamic elements to minimize drag and improve fuel economy.

The application of a front/rear bumper skirt, aluminum wheels and garnish-type rear spoiler, in addition to the use of an exclusive cover for the lower part of the engine room and center floor, result in lowered air resistance of 0.26 Cd, compared to 0.29 Cd for the gasoline-powered Forte.

The vehicle’s full-digital SuperVision gauge cluster relays critical information to the driver and includes an “Eco Guide” function which encourages the driver with an “Eco Driving Point” icon to adjust fuel consumption and drive more sustainably.

Source Kia Motors MyCarData

Review: Dodge Viper Survives

By Casey Williams – MyCarData

Before Chrysler entered, and then exited, bankruptcy, Chrysler made it clear that it intended to sell the Dodge Viper business to anybody with a big checkbook. Then, Fiat and Uncle Sam took control of the company. It seems there’s been a change of heart. Like the many times Chevrolet’s Corvette has narrowly escaped the grim reaper, Viper may be getting another lease on life.

“The Dodge Viper has successfully captured the hearts and imagination of performance enthusiasts around the globe,” said Mike Accavitti, President and CEO, Dodge Brand. “We’re extremely proud that the ultimate American-built sports car with its world-class performance will live on as the iconic image leader for the Dodge brand.”

Viper was introduced as a concept car during the 1989 North American International Auto Show in Detroit as a modern interpretation of the iconic Shelby Cobra. It was simple, but roared down the road with a V-10 engine. New models rove Interstates with an 8.4-litre V-10 that generates a scary 600-horsepower, can rip off 0-60 mph runs in under four seconds, and take the quarter-mile in the low 12-second range. GM builds nearly 35,000 Corvettes annually, but the exclusive Viper has been replicated only about 25,000 times since its debut.

The Viper was originally developed in the days of K-cars to prove Chrysler could not only design beautiful cars, but cars that could run with the world’s best. The styling and passion that surrounded Viper spread to other models like the Dodge Intrepid, Chrysler Crossfire, and Dodge Challenger. Chrysler is again going through tough times – times that need a boost from a V-10-powered supercar. For now, the Viper survives. Apparently, the Italian leaders at Fiat have some gasoline in their veins.

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