Audi S4 – high performance and high style

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By Russ Heaps
MyCarData


When it comes to pure driving excitement, it doesn’t get much better than Audi’s S4. Exceptional handling, jackrabbit quickness, pleasing looks and a cabin worthy of transporting royalty coalesce, creating a driving experience of the first order.

Probably the S4′s closest competitor is BMW’s 3-Series. At $46,725, the entry-level S4 Premium is roughly $3,000 more than the 335i xDrive. For that extra dough the S4 has more horsepower and torque, better fuel economy, and a few more standard features such as leather seating with Alcantara (a suede-like material) inserts, heated front seats and a split-folding rear seat. Both sedans are all-wheel drive.

Although on its Web site Audi lists the $52,825 S4 Prestige as a second trim level, it showed up on the window sticker of my test S4 as a $6,100 option package on the Premium. No matter, really. The bottom line is the same. In addition to upgrading the already notable 10-speaker audio system with its CD player and auxiliary input jack with a Bang & Olufsen-tweaked 14 speaker setup, the Prestige group includes 19-inch alloy wheels in place of the 18-inch ones, keyless entry/start, Audi MMI Navigation Plus with voice control, auto-dimming rearview and outboard mirrors, and driver’s seat memory.

Having taken a sabbatical for 2009, the S4 returned this year sporting the updated lines the A4 received in its redesign last year. Perhaps the most glaring change from the 2008 S4 to the current model is under the hood. Previously a 340-horsepower 4.2-liter V8 supplied the S4 its go. A 333-horsepower 3-liter supercharged V6 now does the work. The few missing ponies were sacrificed for a good cause. Torque is up from 302 pound feet to 325 pound feet.

Additionally, fuel economy has taken a significant bounce. The V8-powered S4 delivered an EPA-estimated 13 mpg in the city and 20 mpg on the highway. With the supercharged V6 those numbers improve to 18 mpg city and an impressive 28 mpg on the highway. That’s pretty good for a nearly 4,000 pound AWD sedan that Audi says can zoom from a standstill to 60 miles per hour in under seven seconds (6.4 seconds with the six speed manual transmission).

A $1,400 option, the seven-speed S-tronic transmission hustles engine production to all four wheels. Audi calls its AWD system, Quattro and S-tronic is Audi speak for a dual-clutch driver-shiftable automatic. Dropping the extra cash for the seven-speed also adds steering wheel-mounted shift paddles. Under normal road conditions sixty percent of power goes to the rear wheels and forty percent to the front. In slippery conditions the bulk of the power is automatically transferred to the axle of the wheels with the most traction.

My test S4 had the S-tronic. When in automatic mode, the shifts were timely and smooth. Transitioning to manual mode kicked the driving experience up a notch, particularly when tracking the twisties in the foothills of the Blue Ridge Mountains. In addition to its AWD, the S4′s dogged road-hugging capability is enhanced by its fully independent four-wheel suspension featuring a multi-link arrangement both front and rear.

Adding $3,950 to the total, Audi’s Drive Select includes active suspension damping and a Sports rear differential that splits torque between the rear wheels.

Four-wheel antilock disc brakes are standard. Related safety features include stability control, traction control, emergency braking assist and electronic brakeforce distribution.

Also in line with key competitors like the 3 Series and Mercedes-Benz C-Class, the S4′s interior dimensions are sufficient to accommodate four adults comfortably and five if absolutely necessary. At 35.2 inches, rear-seat legroom in the S4 exceeds that in both the 3 Series and C-Class. Front-seat legroom is virtually the same at 41.3 inches. Likewise the S4′s trunk space is the same as the 3-Series with 12 cubic feet. Folding the rear seat boosts cargo capacity to 34 cubic feet.

Audi excels in maximizing the passenger experience. The quality of the materials and the care with which they are assembled translate into sumptuous living spaces. Providing outstanding lateral support, the eight-way power-adjustable front sport seats are firm and comfortable. Front and rear seats are heated. You can upgrade to full leather seats for $1,000. Alloy accents compliment yards of leather. Key gauges are large and round. Audi replaced the A4′s four-spoke steering wheel with a three-spoke one that features redundant audio controls.

Audi’s MMI multimedia interface system uses a control knob located on the center console just aft of the gear shift lever to control certain systems like navigation and audio. A seven-inch LED color display keeps the driver up to date on system information. It has voice-activation capability.

All S4s come with a power sunroof, automatic wipers, full power accessories, automatic xenon headlights and three-zone automatic climate control. Six airbags are standard with rear-seat side airbags offered as a $350 option.

Qualifying for the S4 driving experience does require a sizable financial commitment; but if your idea of getting from place to place includes both luxury and a certain amount of sportiness, this Audi easily meets those demands. Exhilarating to drive, easy to look at and exceedingly comfortable, the S4 manages to deliver what most enthusiasts traditionally expect in a sports sedan plus an unexpected extra: decent fuel economy.

Hyundai Tucson – Looks good, with room and high content level

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By Dan Scanlan
MyCarData


Face it gang ? everybody offers a compact four-cylinder crossover SUV.

You have the Subaru Forester, Honda CR-V, Toyota RAV4, Nissan Rogue, Chevrolet Equinox/GMC Terrain, Mitsubishi Outlander, Kia Sportage, Ford Escape/Mazda Tribute/Mercury Mariner, Suzuki SX4 Sportback, even Dodge Magnum. Almost all have tons of room for four to five adults and stuff, and all range from between $22,000 and $29,000 for a version that offers all-wheel-drive with the aforementioned four-cylinder.

So what’s your choice? Let’s look at one more from a company that once offered only a simple compact car stateside 20 years ago, but now has a whole fleet of product, some of which is just plain gorgeous ? the second generation 2010 Hyundai Tucson Limited.

*Hyundai haberdashery ? This is arguably one of the best-looking compact crossovers out there, and is Hyundai’s first design penned at its Frankfurt-based design and technical center. Its 61 pounds less than the last-generation Tucson, but 3.3-inches longer and an inch wider, with a longer wheelbase.

There’s an expressive face, its grill a slim upper slit over the chrome-accented center bar carrying its design line along the hood’s shut lines, letting the headlights arc up and into the flowing fender line. The lower grill is wide and aggressive, over a slim black lower air dam with neatly-integrated fog lights. Using the company’s new “Fluidic Sculpture” design, flowing edge lines frame the upper front and rear fenders with neat 10-spoke alloy wheels and wide 18-inch Kumho rubber. A gently arcing line ties the side doors together at the chrome door handles. The black lower door sills flow upward aft of the front flares into a wedge-shaped profile that extends into the rear bumper under slashed wrap-around taillights. The side window profile narrows to a tip as it heads aft, a bit of Lexus RX to the rear window shape. The roof is all black on our Garnet Red example, actually Hyundai’s first panoramic sunroof. Other than a feeling that the wheels are a bit small for the overall shape, it’s certainly a beautiful crossover.

*Hyundai homestyle ? Brown over tan with silver accents greets the occupants, nicely grained hard plastic with precise shut lines for the most part. A 4-spoke manual tilt/telescope steering wheel with a full compliment of stereo, cruise, Bluetooth and voice-command buttons frames an inset silver-trimmed 140-mph speedometer and 8,000-rpm tach bracketing a blue-lit gas and temperature bar gauge with full trip computer. Buttons for the center differential locking, hill descent control and stability control reside to the gauge’s lower left on the dash. To the right, a high-mounted 6.5-inch LCD touch screen for satellite navigation with XM Traffic, plus a good-sounding 360-watt AM-FM-XM Satellite-six disc CD audio system with sub-woofer, which also accesses music files off Bluetooth-equipped cellphones. My gripe ? the LCD screen is angled upward just enough to reflect glare in the daytime. Under it, a simple dual-zone climate control system, while the front seats’ dual-level heater buttons top the grab handle-framed hard plastic storage area at the head of the center console, with an iPod-specific multi-pin connecter and two 12-volt power outlets. The boomerang-shapes center air vents also house the front and rear defroster buttons, while some slightly less expensive looking plastic on the center console is where two cupholders reside. There’s decent room under the padded center armrest, but it flexes when leaned on. And the front head restraints thrust their padding too far forward, in touch with the back of my head at all times.

The two-tone brown and tan bucket seats were comfortable if flat, the driver’s benefiting from 8-way power adjustments and almost-there power lumbar. The long wheelbase means easy access and good head and leg room in the flat back seat, which gets a center armrest with shallow cupholders and not much else except mesh pockets on the hard plastic backs of the front buckets. Manual sunshades cover the two big moonroofs overhead, the rear fixed, the front sliding up and aft. Behind the 70/30 split folding rear seats, a 13 percent larger cargo area under a wide, high-opening rear hatch. The glovebox is OK, the door a bit flimsy in feel. All door map pockets have water bottle holders.

*Hyundai on the highway – Our 8,400-mile-old test crossover weighed in at 3,516-lbs., with a 170-hp partial zero-emission (176-hp in regular form) 2.4-liter DOHC inline four-cylinder under that sloping hood, 26 percent more ponies than the last-gen Tuscon’s four, and equal to the last one’s V-6. Some of that is due to its all-aluminum construct with Continuously Variable Valve Timing on both camshafts and variable induction. That said, our tester launched leisurely before picking up a head of steam to hit 60-mph in an average 10 seconds, decent passing power but a less-than-inspiring exhaust note. A GMC Terrain and CR-V do it in a bit over 9 seconds each, both with a tad more horsepower. Despite the 21- to 28-mpg EPA estimates, our Tucson saw no better than 17-mpg on the trip computer.

With a sporty ride accomplished via MacPherson strut front and multi-link rear suspension with larger stabilizer bars, our Tucson Limited felt solid on the road. Ride motion was firmly damped, with decent buffering at rebound. But the ride got a bit harsher on less-than-perfect roads, although the Tucson had limited body roll in turns and its all-wheel-drive, biased front wheels most times, allocated power aft when needed to neutralize sportier turning. The rack-and-pinion electric power steering was direct with lots of road feel, too much sometimes, and an artificial feel on the highway ? it needs to be softened a bit. But with a 34.7-foot turning diameter, U-turns were no problem. The brakes also had a solid, controllable feel and good stopping power with minimal fade after repeated hard use.

Off road, thanks to an electronic AWD system that sends power front or rear as needed, we could tackle dirt roads and trails, plus some softer sand with ease. Get in deeper, and there’s driver-selectable AWD lock for a 50/50 torque split between the front and rear, plus Hyundai’s first Downhill Brake Control that automatically taps the brakes going down a hill to keep you slow and steady without overuse of brakes. Its 6.7-inch ground clearance is adequate, but some tall grass was sweeping the bottom as we drove.

*Tucson tithing ? Everything we talked about bar the panoramic sunroof (that deletes the roof rails)/sat-nav/premium audio system ($2,850) and $100 carpet mats was standard with the Limited’s $25,845 base price, and that includes leather seating, 18-inch alloys and all-wheel-drive with locking center diff and hill descent control, plus six air bags. That’s nice, and costs a few thousand less for a bit more than some of the competition.

*Bottom line ? The new Hyundai Tucson has the handling, room, equipment level and price to be a real player in the compact crossover market. It also looks less like a box than most of the others. It just needs a bit more sophistication in ride, a bit more sprite in the engine room, and nicer plastic here and there.



2010 Hyundai Tucson Limited

Vehicle type – 5-passenger compact 5-door crossover

Base price $25,845 ($29,590 as tested)

Engine type ? DOHC 16-valve aluminum block in-line PZEV four

Displacement ? 2.4 liters

Horsepower (net) ? 170 @ 6,000 rpm

Torque (lb-ft) ? 163 @ 4,000 rpm

Transmission ? 6-speed w/manual shift mode

Wheelbase ? 103.9 inches

Overall length ? 173.2 inches

Overall width ? 71.7 inches

Height ? 65.2 inches

Front headroom ? 39.4 inches

Front legroom ? 42.1 inches

Rear headroom ? 39.1 inches

Rear legroom ? 38.7 inches

Cargo capacity ? 25.7 cu. ft./55.8 w/rear seats folded

Curb weight ? 3,516 lbs.

Fuel capacity ? 14.5 gallons

Mileage rating ? 21-mpg city/28-mpg highway

Last word ? Looks good, with room and high content level

Mazda 3 – High value and big fun

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By Russ Heaps
MyCarData


With an energetic attitude and very few faults to mine, the first generation Mazda 3 that debuted in 2004, was a compelling addition to the economy segment. Spirited performance, decent fuel economy and an up-level cabin made for an entry-level car that didn’t feel all that entry level. When tasked with undertaking a major redesign of the 3, the lab-coat types managed to keep its best attributes and improve on the rest. The second generation indeed advances the 3 and is, if possible, even less entry-level like.

Carmakers can’t seem to help themselves from growing their products with each redesign. In the case of the 3, Mazda exhibited more restraint than most by only stretching the overall length (3.5 inches). All other exterior dimensions, including the wheelbase, are roughly the same as last year’s car. Where the extra length is allocated is somewhat of a mystery; interior legroom and luggage capacity are basically unchanged for 2010.

There is nothing subtle about the exterior styling changes; the lines are dramatically altered. Although the front end with its huge, smiling maw is somewhat polarizing, the design as a whole is more sophisticated and appealing than the previous generation. Whereas, after removing its exterior badges, the previous 3 would defy identification in a police lineup of competitors, the new 3 is a fresh and noteworthy face easily picked out of a crowd.

Mazda offers the front-wheel-drive 3 as a four-door sedan and a five-door hatchback. Sedan buyers have the choice of two inline four-cylinder engines. Those with the smaller 148-horsepower 2-liter four have an “i” designation in their nomenclature and come standard with a five-speed manual transmission. Those with the 167-horsepower 2.5-liter four can be identified by the “s” in their names and use a six-speed manual tranny to transfer power to the wheels.

The 3i sedan has three trim levels: SV, Sport and Touring. Priced at $16,095, the bare-bones 3i SV is at the bottom of the 3 food chain. While it does feature six airbags, power windows and outboard mirrors, and a 60/40 split fold down rear seat, it is the only 3 without standard air conditioning and is only available with the five-speed manual. All other trim levels, whether an i or an s, offer an $850 five-speed automatic-transmission upgrade.

Hatchback buyers don’t need to make the engine choice because the five-door comes only as an s. Both the sedan and hatchback s models have two trim levels: Sport and the top-of-the-line Grand Touring. Opting for five doors adds roughly $500 to the price of the similarly equipped sedan. My test version was the $23,195 four-door 3s Grand Touring.

Although fuel economy isn’t quite as good as that of some competitors, it’s still solid. The EPA estimates that with the smaller engine and manual tranny the numbers are 24 mpg city and 34 mpg highway. Going with the automatic transmission peels 1 mpg from the highway rating. Armed with the larger engine, the s earned an EPA estimate of 21 mpg in the city and 29 mpg on the highway. Opting for the automatic increases the city number by 1 mpg.

Mazda dialed a degree of sportiness into the 3′s handling; and in doing so, has imbued it with a somewhat firmer-than-average ride. MacPherson struts in front and a multi-link setup in the rear are the key ingredients of the four-wheel independent suspension. Stabilizer bars firm up both ends of the architecture. The ride isn’t harsh, but a tad more firm than that of, say, the Honda Civic. The result, though, is that the 3 corners with pluck, exhibiting a willingness to be tossed around a bit.

Sixteen-inch wheels and rubber are standard on the 3i. Moving up to the 3s changes those out for 17-inch ones. Every 3 comes standard with four-wheel anti-lock brakes, emergency braking assist and electronic brakeforce distribution. Adding traction control or stability control requires moving up to the 3s where both are standard. They aren’t available even as an extra-cost option on the 3i.

The Mazda 3′s cabin compares well with competitors in terms of size. It offers about the same front and rear legroom as the Toyota Corolla. Its 11.8 cubic feet of luggage room also compares favorably with the Toyota.

Seating five, the Mazda interior is comfortable and surprisingly up scale. As you might expect at this price point, plastic is in abundance around the cabin, but Mazda did a good job in disguising it. Tasteful and rather plain, the styling of the dashboard and controls takes the “less is more” approach. The most complicated array of buttons are at the driver’s right hand, and belongs to the standard four-speaker audio system with CD player and auxiliary input jack. Every 3 also has redundant audio controls mounted on the tilt-telescoping steering wheel.

Moving up through the trim levels, air conditioning is included in the 3i Sport, while the 3i Touring beefs up the content list with Bluetooth connectivity, six-speaker audio system, power door locks, keyless entry and cruise control. Jumping up to the 3s Sport makes the larger engine and wheels, dual exhausts, up-level interior appointments and a trip computer standard. Finally, the 3s Grand Touring ups the standard ante with leather seating, heated outboard mirrors and front seats, bi-xenon headlamps with corner-swivel capability, dual-zone climate control, and driver’s seat memory.

Mazda packs a lot of value and driving fun into the tidy 3 package. It has taken what was already better and improved on it for 2010.

We’re not high

Just silly, sillies! Here are the funnies that didn’t make the cut to my first ford fiesta movement mission vid, “My mom was kidnapped!” See video here: www.youtube.com Add me: www.facebook.com And: twitter.com Ford Profile: www.fiestamovement.com music is incompetech.com GET YOUR FOOT WASH! WEEEE!

Pete Sweet – (High Quality)

Noel Fielding plays Pete Sweet, who works on a record stall, owns a scooter and two puppies, has a best friend called Stitch (played by Julian Barratt) and is currently dating a short, dumpy ginger girl called Poppy. Who is imaginary. She was originally imagined by Pete’s mate’s Dave’s Mum, who had always wanted a girl. Does that explain it for you? The strain of this unusual relationship soon begins to take a toll on Pete and Stitch’s friendship, and the film centres around this complicated triangle, and the ethical debate surrounding the etiquette of dating an imaginary girl. This film was chosen to be part of the BBC Summer of British Film (shorts). * director James Pilkington * writer James Pilkington * producer Robert Mercer * editor Bruce Townend * director of photography James Solan # executive producer Simon Eakhurst # Focus Puller Sarah Gardner # Loader Elizabeth Hoar # Gaffer Vanessa Woolf # 1st Assistant Director Patrick J. Stephens # 2nd Assistant Director Grenville Bartlett # Make Up Patricia O’Neill # Production & Costume Design By Paul Drummond * Pete Sweet Noel Fielding * Stitch Julian Barratt * Daisy Suzy Bloom * Poppy Patricia Ford * Dave Toby Walton * Old Lady #1 Coral Lorne * Old Lady #2 Glenys Mayo # My Puppies #1 Bulla # My Puppies #2 Suki # Winner Kodak Short Film Showcase 2002 # Winner TCM Awards 2001 # Winner FACE Award(Film Award for Cinematic Excellence) 2001 # BAFTA Nominated Best Short 2001 # 55th Cannes Film Festival, International Critics …

BMW 750Li – High Tech Galore

by Russ Heaps
MyCarData


A rolling laboratory of high-tech gadgetry, the BMW 750i and 750Li are crammed full of cutting-edge safety and passenger-comfort features. Traditionally the 7 Series is where BMW engineers and product planners have let their imaginations run wild; the current crop of 750s reap the rewards of this loss of restraint.

Elegant, luxurious and athletic, the 7 Series contains no compromises. It is exactly what a sporty luxury sedan should be. Whether it’s the $83,825 regular-wheelbase 750i or the $86,180 long-wheelbase 750Li like my test BMW, the driving is exhilarating and the passenger experience unsurpassed.

When you count among your peers the Mercedes S-Class, Audi A8 and Jaguar XJ, you must deliver on expectations and the 750s do just that. From the dynamic lines of the sleek exterior to the near-perfect seats, this sedan oozes class and defines premium.

Other than its 5.5 inch longer wheelbase (as well as its correspondingly stretched overall length) and self-leveling suspension, the 750Li is virtually the same as the 750i. All of that overall-length gain is invested into the 750Li’s rear-seat legroom that totals a whopping 44.3 inches.

A 4.4-liter turbocharged V8 delivers 400 horsepower to the rear wheels by way of a driver-shiftable six-speed automatic transmission. An extra $3,000 will add all-wheel drive to either of the 750s. Such AWD versions include “xDrive” in their nomenclature and badging. Acceleration is blistering, particularly for a sedan of this size and heft. Getting to 60 miles per hour from a standstill takes just over five seconds. There is a bit of turbo hesitation when you goose the accelerator, but it’s not annoying and certainly doesn’t seem to dampen the get up and go.

Fuel economy is better than should be expected for a big sedan capable of sub-six-second acceleration. You won’t see Sierra Club members hugging it; but fuel economy is relative and, relatively speaking, mileage for the 750s isn’t awful. Yet the base prices listed earlier include a $1,000 Gas Guzzler Tax. The EPA estimates that the 750i will get 15 mpg in the city and 22 mpg on the highway; while the 750Li will achieve 14 mpg city and 20 mpg highway.

With a four-wheel independent suspension engineered and tuned for spot-on handling, the ride may be a little stiffer than you might want from a luxury sedan. This is one of those areas where BMW could have compromised, but instead choose to keep the 750s faithful to BMW handling traditions. A double-wishbone layout in front and a multi-link setup in the rear are the suspension’s key components.

Drivers have the power to program vehicle responses through the Driving Dynamics Control system. Offering four different settings, it adjusts throttle response, shift pattern, shock absorber damping and power-steering assist. Drivers can choose the setting that best suits their driving style or current mood.

Antilock brakes on all four corners reel in forward progress. In addition to the traction control, stability control, electronic brakeforce distribution and emergency braking assist found on an array of cars, the 750s have BMW’s brake drying and emergency braking preparation features.

Entering the cavernous interior, it is difficult to ignore the yards of leather often interrupted with real wood accents and some occasional brightwork. Beefy side bolsters and generous bottom cushions that can be adjusted to increase knee support highlight the 14-way power-adjustable front bucket seats. Both are heatable and also offer power-adjustable lumbar support. You won’t hear any complaints from passengers riding in the backseat. This is particularly true in the longer 750Li, in which passengers feel as though they are being whisked to an international summit. “Don’t spare the horses, James.”

Adjusting the expanse of gadgets in the 7 Series requires a lot of driver input. BMW solved the problem of too many buttons, switches and knobs on the instrument panel by introducing its iDrive computer interface on the 7 Series nearly a decade ago. Exceedingly difficult to operate when first introduced, it has evolved over the years to the much more user-friendly version found in today’s 7 Series. There are still some buttons for the often-made adjustments, such as volume and tuning for the 10-speaker 7.1 surround sound system, but the newer, more simplified iDrive retains control of less-accessed systems through a round knob on the center console.

Standard features include a hard drive-based navigation system, iPod/USB connection, HD radio, full power accessories, tilt-telescoping steering wheel with redundant audio controls, keyless ignition, four-zone climate control, 2-person memory system for driver’s seat, steering wheel, climate control and exterior mirrors, eight airbags, and Xenon adaptive headlamps with cornering lights.

The $1,700 Convenience Package adds soft-close automatic doors, keyless entry and automatic power trunklid operation. Another $2,600 will get you optional Night Vision with Pedestrian Detection; while ponying up another $1,750 adds Integral Active Steering that turns all four wheels during slow-speed maneuvering

One of the ultimate reward-yourself sedans, the 7 Series is more than just a status statement; it satisfies in every regard.

MT 1998: Fastest Sports Cars High Speed Gamble

Las Vegas Motor Speedway Dodge Viper Chevrolet Corvette C5 Toyota Supra Acura NSXT Mitsubishi 3000GT VR4 Porsche 911 Turbo Ferrari f355 Toyota Supra Turbo

Acura MDX – Caption – a Premium Midsize SUV with High Tech galore

By Kelly Foss
MyCarData


From a distance, the MDX is stylish but it doesn’t call attention to itself. That’s just the way that Honda & Acura vehicles turn out. The theory goes like this…Honda & Acura buyers are very loyal and tend to buy the vehicles because of their quality and value, and styling is a secondary consideration.

When you get close to the MDX however, when you climb inside and actually go for a drive in one, its true character comes though. In reality, its one of the most satisfying and enjoyable premium midsize SUV’s you’ll find. Call it understated elegance.

The approach Acura took was to make the MDX roomy, comfortable, with many technology options and superb handling. The MDX comes standard with 7 passenger seating, a large cargo area and a comfortable interior. Even the base model comes equipped with leather sports seats, an 8 speaker premium audio system, a rear view camera, a power liftgate, a V6 engine, 6 speed automatic transmission and full-time all-wheel drive.

Add the Technology Package and you get Acura’s industry-leading navigation system, an upgraded surround sound system, voice command, upgraded leather interior and a climate control system linked to GPS. This gizmo knows were you are geographically and automatically adjust the climate control on the side of the car that is getting more sunlight to avoid unanticipated passenger over-warming.

The optional Entertainment Package gives you a rear DVD entertainment system, heated rear seats and a 115 volt electrical plug-in socket.

The Advance Package adds selectable sports suspension, cooled seats and CMBS. The CMBS technology includes radar cruise control that will manage the distance between you and the vehicle in front of you. It will also intervene in the driver’s space and will aggressively apply brakes if it senses a collision is imminent.

Acura has intelligently included all of the basic powertrain and safety systems on all its models. The drive train on the MDX is Honda’s fine 300 horsepower 3.7 liter V6 with a 6 speed automatic transmission and SH-AWD. This Super Handling All Wheel Drive system provides very surefooted driving in all weather condition. It also transforms this 4,600 SUV into a track star. The cornering and handling capability of the MDX are amazing, especially for a vehicle of this size.

The seating position, ride quality and engine & transmission combination make the MDX one of the most comfortable and satisfying vehicles to drive that you’ll find anywhere. The Acura engineers have fine-tuned the driving experience in a remarkable way. The MDX is one of the best examples of an all-purpose, all-weather, happily drive it all-day vehicle that you’ll find.

Surprise High School Reunions!

My Senior Class high school yearbook reminded me of people and events that Spacebook or myface never did, so I went out and surprised some old friends. Fun times! Music: “Cowboy Boots and Cadillacs” performed by Cadillac Dawgs www.cadillacdawgs.com Other music is royalty free provided by Apple Loops. This video was shot in Austin, TX, one of the greatest cities in the world.

Les Paul & Mary Ford How High the Moon

Les Paul and Mary Ford with “How High The Moon”. A musical innovation