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Porsche has unveiled the 2007 version of the RS Spyder LMP2 car at the Paris Motor Show – the car that is due to makes its international race debut next year.
Developed at Porsche's research and development centre near Stuttgart, the new car is an evolution of the sports prototype currently battling for the LMP2 honours in the American Le Mans Series under the guidance of Penske Motorsports and is due to be raced next year by various customer teams in a number of countries.
Porsche has developed and built the open cockpit RS Spyder in accordance with the rules and regulations of the ACO, which means that the new version of the car will be eligible for the ALME, the Le Mans Series and the Le Mans 24 Hours itself.
Porsche engineers have designed an updated and upgraded chassis for next season, with optimisation of the wing and rear diffuser enhancing the aerodynamic efficiency of the car, while also improving the range of set-up options for different kinds of racetracks. At the same time, the carbon-fibre body has been modified for an even higher standard of ease and convenience for service and maintenance.
Fitted with mandated air restrictors, the 3.4-litre, 90-degree, V8 racing engine developed by Porsche for long-distance events produces 503 bhp, an increase in output over the former model by 23 bhp. The weight of the car is also in line with the ACO regulations, with the new RS Spyder weighing in at exactly 775 kilos or 1709lb.
The sequential six-speed gearbox with its three-plate carbon-fibre clutch is fitted in length-wise and is integrated into the chassis as a load-bearing component. Gears are shifted directly from paddles on the steering wheel, while Porsche has upgraded the gearbox for the forthcoming racing season with the primary objective to make the gearshift even more reliable, smoother and less demanding on all the components involved.
The racing tyres for the prototype come from Michelin as a Porsche partner included from the beginning in the development of the RS Spyder.
A new study highlights vehicles that are least harmful to the environment.
The 2006 Chevrolet Aveo is among the top 30 vehicles least harmful to the environment, according to the inaugural Automotive Environmental Index.
The Automotive Environmental Index combines consumer data regarding air pollution, fuel economy and greenhouse gases with EPA data to determine the top AEI vehicles.
Only two luxury vehicles achieved the J.D. Power and Associates AEI list: the Acura RSX and the Lexus RX 400h (above).
Who says being kinder to the earth with your car can't be fun? The 2006 Mazda MX-5 Miata sports car made the grade as one of the 30 most earth-friendly production vehicles.
Many auto manufacturers all over the world have been working to make vehicles that are not only more fuel-efficient, but also better for the environment in which we live. Research firm J.D. Power and Associates, based in Westlake Village, California, has released its inaugural Automotive Environmental Index (AEI) study, which lists the top 30 environmentally friendly vehicles. The new AEI study takes into account information from the Environmental Protection Agency (EPA) and consumers related to fuel economy, air pollution and greenhouse gasses for vehicles from the 2006 model year. Fuel economy accounts for about half the score.
Of the 30 vehicles that made the list, eight feature gas-electric hybrid powertrains. The hybrids include the Ford Escape Hybrid, Lexus RX 400h, Mercury Mariner Hybrid and Toyota Highlander Hybrid. These four were the only SUVs to make the cut. No pickup trucks or minivans were considered environmentally friendly.
Photo Gallery: Top 30 Environmentally Friendly Cars
Only two vehicles that J.D. Power considers luxury models made the list—the Lexus RX 400h and Acura RSX.
Among automakers, Ford, Honda and Toyota had the most vehicles on the list, with six vehicles each from their various nameplates. General Motors and Volkswagen placed three vehicles apiece. The sole German automaker with vehicles on the AEI list, Volkswagen had the Golf, Jetta and New Beetle among the top 30. However, the diesel versions of these models did not make the cut.
"High gas prices, coupled with consumers becoming more familiar with alternative powertrain technology, are definitely increasing consumer interest in hybrids and flexible fuels," said Mike Marshall, director of automotive emerging technologies at J.D. Power and Associates. "However, the additional price premiums associated with hybrid vehicles, which can run from $3,000 to $10,000 more than a comparable non-hybrid vehicle, remain the biggest concern among consumers considering a hybrid. The AEI highlights several non-hybrid models available that help consumers reduce fuel use and emissions."
According to the study, there is high interest in hybrids and vehicles that run on alternative fuels such as diesel or E85. In fact, J.D. Power reports that less than 25 percent of respondents will only consider a gasoline-powered car for their next purchase.
But there are some misconceptions. Consumers purchasing hybrid vehicles expected a fuel-economy improvement by 28 mpg compared to a similar powered gas-only vehicle. Reality, however, showed hybrid buyers only gaining an improvement of 9 mpg. Diesel buyers were similarly disappointed, reporting a 12 mpg improvement when an improvement of 21 mpg was expected.
"One of the biggest challenges for alternative powertrains is that consumers often have unrealistic expectations for the fuel-saving abilities of these vehicles," Marshall said. "And particularly with hybrids, actual fuel performance often doesn't live up to the vehicle's EPA estimate. There is a real need to educate consumers about the technology and its benefits. Managing consumer expectations and lowering the cost premium will be instrumental in accelerating acceptance."
The AEI is based on data from 4,000 consumers who plan to purchase a vehicle within the next two years.
Listed in alphabetical order, the top 30 environmentally friendly vehicles according to the J.D. Power study are:
Acura RSX Chevrolet Aveo Chevrolet Cobalt Ford Escape Hybrid Ford Focus Ford Focus Wagon Honda Accord Honda Accord Hybrid Honda Civic Honda Civic Hybrid Honda Insight Hyundai Accent Hyundai Elantra Kia Rio Kia Spectra Lexus RX400h Mazda Mazda3 Mazda MX-5 Miata Mercury Mariner Hybrid Nissan Sentra Saturn Ion Scion xA Suzuki Reno Toyota Camry Toyota Corolla Toyota Highlander Hybrid Toyota Prius Volkswagen Golf Volkswagen Jetta Volkswagen New Beetle
When buying a brand new car, you know exactly what to expect. You get the manufacturer’s warranty, and you know that the car has a clean title. When buying a used car, you must question everything …
I recently bought a 2002 Toyota Corolla from a car dealership in Alabama. I thought I was ready to buy, but apparently I was not. I did not do my homework, and that is the first step when going out to purchase a new or used car. After forgetting the first step, the rest of my mistakes started adding up quickly until I found myself sitting on a stool in my kitchen staring into a mineral water with a hole in my wallet wondering where I went wrong.
Here is my story … Names have been changed to protect the innocent.
I live in Florida, so my mother started looking for a car one week prior to my arrival in Alabama. She came with her husband to dealership X. She spoke with a salesperson, and had him show her some cars that met my specifications. Before leaving, she got his business card.
When she returned with me a week later, Nick approached us. My mother could not find the business card and questioned Nick asking him if he was the associate she dealt with in the previous week. Knowing that they work on commission, my mother is very particular about sticking with the same person. Nick claimed he was indeed the salesperson that helped her before. It was not until two days after the sale of the car that my mother found the business card of the salesperson that originally helped her. Let’s just say that it was not Nick …
Nick showed us several cars, and one fit my budget as well as my tastes – the 2002 Toyota Corolla. We took it for a test drive and were relatively pleased with its driving capabilities. We did notice that the passenger side window was not fully operational. When we returned, we pointed this out to Nick. He told us that this was the first he heard of that, but that the repair would be covered under the “certified warranty.”
My mother and I decided we had more places to check out before making a decision. We met up with my brother – a much tougher negotiator than the two of us. With his help, I almost bought a car from dealership Q, but I decided that I was more interested in a car with a “certified warranty.”
We decided to return to dealership X. As we started the car, the car made a terrible screeching sound. We brought the car to Nick before driving it again. He had the service shop lube the belt. The noise stopped, and we took the car for a drive. As before, I was happy with the way the car drove.
After the test drive, we started discussing maintenance issues since I was a bit concerned about the window not working and the squealing. I told Nick of a specific story about my other car. Although the repair was minor, I was left without a car for three days while the shop ordered parts. My brother then asked whether this type of repair would be covered under the warranty. Nick not only said yes, but he also told us that the dealership would have provided me with a rental car for the days the car was in the shop. At this point, we believe that this is, although not formally stated, a bumper-to-bumper warranty.
I tell Nick that I will not buy this car with a broken window. He said if I agreed to buy the car right then, he would place it in the shop and have it fixed before we left for the day, stating once again that the repair is covered under the “certified warranty.” We agreed and went with Nick into his office.
For bargaining power, we asked Nick to visit Kelley Blue Book and pull up the dealership pricing for the car. We watch him as he checks off the different features he believes the car has. He checks off three features, which I find out later, are definitely not on the car – cruise control, tilt wheel and ABS. The retail price for excellent condition, according to Kelley Blue Book, is $1,925 less than the asking price. Minus the three features Nick claims I had, there is a difference of $2,090 (not a big difference, but a difference nonetheless).
Nick explains to us that the car is priced at $1,925 more than the suggested price, because the “certified warranty” is built into that. We ask him how much it is worth, and he states $900. My brother asks him to tell us how come we should pay $1,025 more than what he is essentially telling us the car is worth for a car in excellent condition. We start discussing some of the car’s flaws – scratches, bad tires and the window. My brother then says, “Given that, do you think the car is worth more than X amount?” Nick admits that the car is priced unfairly and makes a statement about the room being bugged and that we are going to get him in trouble.
Several numbers are thrown back and forth, but right before we made the final offer, Nick set two numbers in front of us – one that includes the “certified warranty,” and one that does not. The difference in numbers was $688. Why is the warranty stated as being valued at $900 if there is only a $688 difference in offers?
We make an offer and specifically state that we want the “certified warranty.” At this point, I feel that if there were any doubts that we did not fully understand the terms of the “certified warranty,” Nick should have gone over the terms in detail.
As we sign all the paperwork, I listen to Nick explain each document that I am signing. Then, he presents a “Privacy Notice.” He tells me that by signing this I am refusing to let my information be sold. I read the agreement. The Privacy Notice states that dealership X has the right to release my information, and by signing this, I am acknowledging that I have been warned of this. I refuse to sign the agreement.
Once the paperwork is moving along, my brother has to leave, figuring that all the negotiating is complete by this point.
Nick and I move forward in the process until we eventually get to our financer, Mark. Mark goes through my financing options. Nick leaves my mother and me to work with Mark alone. Mark stops at a section and asks us if we would like to purchase a “wrap-around warranty.” I decline saying that the “certified warranty” already covers this. He said it does not and starts telling me more about this “wrap-around coverage.” I demand that he call Nick to his office.
Once in the office, Nick denies ever saying that the power window or rental car would be covered under the “certified warranty.” I named the specific incidents, and he then names off someone else he asked about the window and explains that this person told him the window was in fact covered under this warranty, and therefore, it was not his fault that he made this false statement.
I am furious. I feel like I was misled, and I am not happy with Nick at all. I tell Mark to add on the “wrap-around warranty.” The warranty costs $850, but he offers me the same warranty with a $50 co-pay for $650. Since I already feel like I am overpaying, I take the less expensive option. We take the car and leave.
The next day I allow Friday’s events to set in. I feel like I was ripped off. I phone my brother and get him to return to the dealership with me. We are ready to return the car. We ask for the sales manager.
We share with Brad all the events of the previous day. He directly states that he will see to it that Nick is reprimanded in some way and that he will not get his commission for the car deal. My brother and I look at each other, because when making the deal, Nick told us that he was the number one salesman and for that reason he was placed on salary, therefore, he does not get any commission for the deal. Brad is shocked to hear that Nick stated this. After hearing the rest of the story, he asks us what he can do to make it right.
Brad offers to refund me $650, however, I still want to return the car and end all relations with dealership X. Brad tells us several times that the car can only be returned by the general manager who is out of town for the day. We try to get him to call, but he refuses, telling us that we could come in Monday for the return. Since I live in Florida, I am unable to wait until Monday.
Mark joins Brad in the office. They both want to go over the details of the car buying experience, and I honestly begin to feel that they are trying to do the fair thing. I decide to take the $650 rather than return the car. Mark works up a handwritten agreement and has the floor manager sign it. Mark signs as a witness and hands me the agreement stating that dealership X will refund $650 for the “wrap-around warranty.” He also notes that nothing in my contract will change.
So, out of fairness to dealership X, they did correct one of Nick’s biggest misconceptions, however, I still feel cheated and as if I paid more than I should have for the car. I love the way it drives, but I think I could have driven out of there paying much less in the long run had I known what I know now. I guess we all learn from the mistakes of others …
You can learn from my mistakes It is obvious by now that I made mistakes, but it is because of these mistakes that I am now an expert in buying a used car.
Before you even start looking, do a little homework. Make a list of must-have car features and other items, such as safety features that you need for you or other members of your family. Look at your budget. What can you reasonably afford?
What to take when looking for a used car After figuring your budget and writing a list of features you would like your vehicle to have, you are ready to go shopping. Make sure you bring the right items with you to make your shopping trip a success.
When on the car hunt, you should always bring the following:
1. Paper and pen – make notes about every car marking down the VIN number, asking price, mileage, car features, what you like, and what you don't like. 2. Printed copy of steps to take when inspecting a used car – there are too many things to look for, so it is best to have all the steps laid out for you to make sure you cover everything. 3. Small flashlight – you may not need it. However, you will be glad you have it when you run into something that does not look right in a dark corner of the car. It is great for examining repairs made in the past. 4. Paper towels – these can be used to check the car’s fluids 5. CD and tape – don’t buy a car with a broken stereo. Make sure you bring something to test it out. 6. Voltmeter – this $20 investment can be used to test car batteries.
Steps in examining a used car So, you have gone out searching for cars and wrote down everything you like about the vehicles. Narrow down the selection and take the following steps to bring you closer to negotiation:
1. Estimate the car’s value on Kelley Blue Book. Perform a search on the average costs for private sells and dealer sells. This can be used to start the negotiating. Have the salesperson do the search for you, but make sure you ask he/she to print out a copy of the report. 2. Get a CARFAX Vehicle History Report. Most sellers/dealers will already have this printed out and available to you. If not, make sure you get the VIN # and get the report yourself. A $30 report can save you time and money in the long run. 3. Read car reviews. Check out what Consumer Reports, Edmunds.com and other reputable sources have to say about this particular make and model. 4. Ask questions. Don’t be afraid to sound stupid. Question everything. 5. Ask seller to point out all defects. This is a great tactic, because if you see some flaws immediately and the seller fails to mention these, you may want to be cautious in dealing with this person. 6. Ask for the maintenance records. Look through every receipt and record and ask questions about repairs. Ask if the car was in a wreck and what was damaged. 7. Check the body. Look for dents, scratches and chips in the paint. 8. Inspect the tires. Look for bubbles, cracks or tears. Check the tread and tire brand name. 9. Examine the interior. Look for tears, burns, cuts and signs of wear on fabric. 10. Look for signs of flood damage. Check beneath the car for rust and check on the interior for mildew, water stains and odor. Use your flashlight. 11. Check the mileage. Make sure you know the mileage and whether it is low/high for the vehicle. 12. Turn on the air conditioner and heater. Let the engine run for a few minutes and then switch on the a/c and heater. 13. Check the battery. A voltmeter is an inexpensive investment. Batteries can be expensive, so there is no harm in making sure the battery is working. 14. Test the lights. Check that all lights are working – brake, turn signals, high beams, low beams, parking, fog, reverse, etc. 15. Test the seatbelts. Make sure each one works and latches properly. 16. Check for leaks in the car. Start the car and let it run for a few minutes. Look for fluid leaks. Take the car to get a wash. You may discover window leaks in cracked windshields. 17. Check all the fluids. Make sure they have been changed and are clean. 18. Check the windows and locks. Roll the windows up and down. Test the locks on each door and the key for entry into the car and trunk. 19. Check the sunroof/moon roof/convertible top. Open and close the sunroof/moon roof/convertible top. Listen for funny sounds or slow reaction time. Test a new car with the same feature to use as comparison. 20. Test the radio, cassette/CD player. Turn on the radio and test it at different volumes, try the different radio settings. Stick in a tape and/or CD to make sure stereo is in working order. 21. Check the engine. Find out when the oil was last changed and check the oil color. Have someone watch for smoke from the exhaust as the engine is revved. Blue smoke indicates that the engine is worn and consumes oil. Black smoke means excessive fuel consumption. 22. Check the transmission. Check the color and smell of the transmission fluid. It should be clean and transparent. Dirty transmission fluid indicates the transmission has an internal problem. If the car is a 5-speed, try driving the car at all gears. Listen for abnormal sounds, such as humming or grinding. 23. Check for all the must-have features. Everyone has something that they can’t live without on a car, such as cruise control, tilt wheel and ABS (anti-lock brake system). Make sure to test these or other must-haves during the test drive. 24. Test drive the vehicle. Check to see how the engine starts, any sounds or smells it makes, irregular shifting, bumpiness or vibrations. Take the car out in different settings – hills, highways, stop-and-go traffic. Keep the radio off so you can listen to the car. Release your hands from the wheel for a few seconds to test the alignment. 25. Test drive another car of the same make/model. Use this as comparison. 26. Go over the specific terms of the warranty. Find out what it covers – drive train or bumper to bumper. Ask about co-pays, limitations, and additional coverage you can purchase. Compare what the seller says about the car with the window sticker. 27. Get the car inspected by an independent mechanic. You have receipts that show the car got a 300-point check in the shop last week, but what has happened in that week? Would you buy a home without an inspection? 28. Get everything in writing. The seller may make many promises throughout the car deal, but spoken promises are hard to enforce. 29. Go home and think about it. You may want a car today, but do not sign anything until you are 100 percent satisfied with the vehicle. If there is any hesitation or doubt within you, this is not the car for you. 30. Negotiate on a price. Dealerships and private sellers always price the car above market value because they know buyers will haggle. If you went through all the other steps, you should have solid ground for negotiation. If you are female, and I hate to say it, take a man with you for this part.
Payment options After you have reached a deal with the seller, you must look at your options for financing the vehicle. You have two choices – pay in full or finance over time. If you decide to finance, make sure you understand the following aspects of the loan agreement before you sign anything:
1. Exact price of the vehicle 2. Amount that needs financing 3. Finance charge 4. Annual Percentage Rate (APR) 5. Number and amount of payments 6. Total sales price – sum of the monthly payments plus the down payment
This interesting concept car from Toyota is making its world debut in Paris, with a new interpretation of Toyota's "VIbrant Clarity" design theme. The Auris emphasizes interior comfort, style and convenience, wrapped in a cab-forward architecture with short front and rear overhangs.
The C-segment Auris concept could herald the next generation of Toyota small cars - stay tuned.
Eric sent us some great live shots of the golden Toyota, plus the photos and press release from the media kit, all displayed for your enjoyment after the jump.LIVE SHOTS:
PRESS RELEASE: TOYOTA AURIS SPACE CONCEPT UNVEILED AT PARIS MOTOR SHOW
"Designed from the inside out" is how Toyota describes its new Auris space concept, revealed for the first time at the Paris Motor Show. This world debut signals a new interpretation of the core Toyota design philosophy of Vibrant Clarity, combining a forward-looking and energetic appearance with a clear and rational approach to providing driver and passengers with a spacious and highly practical environment.
Wahei Hirai, Toyota Global Design Managing Officer explains: "The Auris space concept is tall and spacious. The high waistline, short overhangs and forward balance of the cabin architecture ensure it retains a sense of dynamism and agility, a quality we call perfect imbalance."
Auris has a high quality interior, featuring an innovative sculpted, bridged centre console that is both elegant and practical, bringing the gearlever and other controls up to the perfect ergonomic height. This leaves an open section in the lower part of the console that increases the sense of space around the driver and front seat passenger.
The inside-out concept can also be witnessed in the panoramic glass roof, the flat rear passenger floor and high window surfaces, all of which contribute to the overall sense of interior light and space. The exterior is characterised by a powerful front-end treatment with strong vertical lines, wide shoulders and short overhangs, with sports-styled 19-inch alloy wheels, freeform geometric lamps, prominent brake callipers and deep rear bumper with integrated chrome exhausts adding to the dynamic look.
The striking gold exterior paint finish and interior piping reflect the car's name, aurum being the Latin word for gold. The result is a concept with which Toyota aims to reflect both the shift in values of customers in the C segment and its own optimistic brand attitude.
Entrepreneur turns selling car into million-dollar business
CHARLOTTE, N.C. - Leslie Vander Baan turned selling her 1997 Jeep Cherokee into a million-dollar business and she isn't even 30 yet.
Four years ago, Vander Baan, who'd been around cars her entire life, found selling her vehicle a headache. She had to find time to meet with potential buyers after working long days at an auto auction. She had to sneak related phone calls during busy work hours. But she did all that because she knew she'd get more in a private sale than a dealer trade-in.
"It took several weeks. I remember the agony of my time ... sitting on a curb while (the would-be buyer) drove it to a mechanic and they worried about my title and I worried about how they were going to pay me," said Vander Baan, 28.
There must be a better way to sell a used car, she thought.
Maybe a consignment shop. She pictured a car lot where sellers could drop off their wheels and pay her to find a buyer.
Vander Baan quit her job to research her consignment idea and draft a business plan for a sprawling city that's unusually attached to cars at a time when more people are outsourcing personal chores.
Six months later, she opened Automotive Consignment on Independence Boulevard's auto row with $500,000 in startup funds from her financial partner, Don Harris, who's also her dad. She started with five cars that she bought herself so she would have some inventory. Now there are about 120 cars on the lot at any given time and last year the business posted $1.2 million in sales, she said.
Consignment in general is nothing new. But the goods for sale typically are clothing or furniture, not cars.
"I have never heard of it," said Louise Barr, a spokeswoman for AutoTrader.com when asked about auto consignment.
Vander Baan's thinking: "People can sell (cars) on their own. People can clean their own house. People get others to do it for them because their time is worth more."
From drop off to pay off, Vander Baan's sellers typically fork over about $500.
She says 60 percent to 70 percent of her inventory moves within 30 days and that, even after her fees, sellers will net $1,500t to $2,000 more than they would with a dealer trade-in.
But a block and a half away, at Keffer Hyundai, Michael Simpson is skeptical that buyers are getting good deals at Automotive Consignment.
"My first impression was the people who put their cars there owe too much and can't trade them in. They are probably asking a premium price, so they can pay their loan," said Simpson, general sales manager at Keffer Hyundai.
Vander Baan said she won't take just any car. The seller can't overprice it and it must be in sound mechanical condition.
A few consignment businesses are starting to pop up around the country but not in great number, nothing that can be easily tracked, said Stephen Nolan, spokesman for Cars.com, which is owned by five leading media companies, including Observer parent McClatchy Co.
Vander Baan credits her father with her entrepreneurial spirit. He used to tell her that if she could identify a problem and fix it there would always be a need for her service.
Growing up in Pensacola, Fla., her father and grandfather owned used car lots. Later, her father worked for Adesa, a national car auction company.
In college in Michigan, she worked at a dealership back home to help pay for her education. She was working at Adesa in Charlotte before she started the consignment lot.
She remembers how she used to sell lemonade and candy at her father's car auctions. Now he's working for her. When Harris retired from Adesa two years ago, he joined his daughter, who calls him Don at work.
"She did such a compelling business plan for this market that I wanted to be involved," Harris said.
The daughter-father duo plan to open one more location in the Charlotte area within two years and two more locations within five years. For a business that requires a lot of capital, it's aggressive but she's confident because she did like her dad said - found a problem and fixed it.
"I designed the service how I would have wanted it," Vander Baan said.
AutoTrader.com Ranks Highest in Overall Satisfaction Among Used-Vehicle Services in J.D. Power and Associates Study
Company Receives Award for Highest Scores among used-vehicle leads, second highest among new-vehicle leads in 2006 Dealer Satisfaction with Online Buying Services Study
AutoTrader.com, the smarter place to buy and sell a car, today announces it ranks highest for Overall Satisfaction among Used-Lead online buying services (OBS) for the third consecutive year, based on results from the 2006 Dealer Satisfaction with Online Buying Services Study. AutoTrader.com also ranks second highest for Overall Satisfaction among new-vehicle lead providers.
The company received the industry's highest used-lead scores for Overall Satisfaction, Business Generation, Dealer Support/Service, Transmission of Leads and Advertising, leading the nine other competitors in the study in each satisfaction category. According to the study, AutoTrader.com's strength is in the Business Generation measure, with the highest closing ratio on the used- vehicle leads it provides dealers.
In addition, AutoTrader.com received the highest scores and is considered the "Best Practice" in all 14 dealer satisfaction attributes, providing high quantity and quality of leads and assisting in selling more certified pre- owned vehicles.
For the first time, AutoTrader.com was also ranked for new-vehicle leads. The company ranks second highest in Overall Satisfaction among new-lead providers and has the second highest new-vehicle closing ratio. AutoTrader.com also received the highest scores in one of the five new-lead measures: Transmission of Leads. The J.D. Power and Associates study reported AutoTrader.com performed well in the Business Generation (for Quality of Leads and Incremental Business attributes) and Dealer Support/Service measures.
"The Dealer Satisfaction with Online Buying Services Study not only reinforces AutoTrader.com's leadership among used-vehicle services, but it also demonstrates our ability to make a strong connection with new-vehicle shoppers," said Chip Perry, president and chief executive officer, AutoTrader.com. "The study illustrates the value we deliver to our dealer customers as the ultimate automotive marketplace."
About AutoTrader.com
AutoTrader.com, created in 1997 and headquartered in Atlanta, Ga., is the Internet's leading auto classifieds marketplace and consumer information website. AutoTrader.com aggregates in a single location more than 3 million vehicle listings from 40,000 dealers and 250,000 private owners, which provide the largest selection of vehicles attracting more than 11 million qualified buyers each month. Through innovative merchandising products such as multiple photos and comprehensive search functionality, AutoTrader.com unites buyer and seller online -- dramatically improving the way people research, locate and advertise vehicles.
AutoTrader.com is a majority-owned subsidiary of Cox Enterprises. Other investors include ADP, Inc., and the venture capital firm Kleiner Perkins Caufield & Byers.
Infatex.com is a full service marketing company which consults and implements search engine optimization campaigns for small businesses and large corporations. Based on its halo structure of analysis (CDP system) Infatex seeks to further increase client return on investment by refining the most important aspect of an optimization campaign- research and development and algorithm decoding.
“Without an effective way to analyze key aspect of a business- from competitors, to market niche, through profit and cost structure, an optimization campaign will be limited in its effectiveness, “says Idakov Infatex, Account Manager of Infatex.com. “If you skimp on your true understanding of how search engines rank websites in different genres and markets, you will also lose out on the lion’s share of traffic.”
Founded by Harvard University School of Management students, Infatex.com has continually and systematically developed techniques and strategies that have consistently given greater results at competitive prices for businesses across the world. For additional insight into company offerings, visit: http://www.Infatex.com.
"This is quite an honor," says Idakov. "We've worked hard researching and developing this product, and we are overwhelmed by how quickly it's been accepted as a huge benefit to website owners, and the marketing and advertising industries. Companies are already re-structuring their sales and marketing initiatives to be more effective, based on the information that Infatex Reports is providing them."
To make it as a smart deal, vehicles must have better-than-average crash test scores from NHTSA and the IIHS, and rate a combined 20 miles-per-gallon by the EPA. Smart deal cars must also be clean-running, with a minimum rating of "6" on the EPA's pollution index. Finally, a smart deal car is required to carry a discount, either by dealer incentive, automaker rebate or special finance rate. Regional differences may apply, and though we list expiration dates, rebates can end at any time. And though we list sticker prices on the following pages, be sure to use the invoice price as your starting point.
2006 Acura RL MSRP: $49,300 to $53,100 Deal: $3,000 dealer cash Expires: Oct. 31, 2006 NHTSA: Frontal impact - five stars driver and passenger; Side impact - five stars front and side; Rollover – five stars IIHS: Good, frontal impact; not tested, side impact MPG (combined): 21, 3.5-liter V6 engine, automatic transmission EPA Air Pollution Score: 7, engine label 6HNXV03.5MKR
2006 Buick Lucerne CXS MSRP: $34,545 Deal: $2,000 dealer cash Expires: Oct. 2, 2006 NHTSA: Frontal impact - five stars driver and passenger; Side impact - four stars front and side; Rollover – five stars IIHS: Good, frontal impact; Acceptable, side impact MPG (combined) 20, 4.6-liter V8 engine, automatic transmission EPA Air Pollution Score: 7, engine label 6GMXV04.6066
2006 Cadillac CTS MSRP: $29,660 to $32,520 Deal: $2,500 dealer cash Expires: Oct. 2, 2006 NHTSA: Frontal impact - four stars driver and passenger; Side impact - four stars front, five stars rear; Rollover – four stars IIHS: Good, frontal impact; not tested, side impact MPG (combined): 21, 2.8-liter V6 engine, automatic transmission EPA Air Pollution Score: 6, engine label 6GMXB03.6149
2005 Dodge Magnum MSRP: $22,580 to $37,320 Deal: $3,000 dealer cash Expires: Oct. 2, 2006 NHTSA: Frontal impact - five stars driver and passenger; Side impact – four stars front, five stars rear; Rollover - four stars, RWD IIHS: Not tested MPG (combined) 24, 2.7-liter V6 engine, automatic transmission EPA Air Pollution Score: 6, engine label 6CRXV03.5VE0
2006 Ford Escape Hybrid MSRP: $26,900 to $28,525 Deal: $1,000 rebate Expires: October 2, 2006 NHTSA: Frontal impact - four stars driver and passenger; Side impact - five stars front; Rollover – not tested. IIHS: Not tested MPG (combined): 33, 2WD, 2.3-liter four-cylinder engine, manual transmission EPA Air Pollution Score: 9.5, engine label 6FMXT02.32EE
2006 Honda Accord MSRP: $18,225 to $32,990 Deal: $750-$1,250 dealer cash Expires: October 31, 2006 NHTSA: Frontal impact - four stars driver and passenger; Side impact - five stars front; Rollover – not tested. IIHS: Good, frontal offset; Good, side impact MPG (combined): 29, 2.4-liter four-cylinder engine, automatic transmission EPA Air Pollution Score: 9.5, engine label 6HNXV02.4CMC
2006 Honda Odyssey MSRP: $25,645 to $39,095 Deal: $500 dealer cash Expires: October 31, 2006 NHTSA: Frontal impact - five stars driver and passenger; Side impact - five stars front and rear; Rollover – four stars. IIHS: Good, frontal offset; Good, side impact MPG (combined): 23, 3.5-liter V6 engine, automatic transmission EPA Air Pollution Score: 7, engine label 6HNXT03.5TKR
2006 Infiniti G35 Sedan MSRP: $31,200 - $33,250 Deal: $2,500 dealer cash Expires: October 2, 2006 NHTSA: Not tested IIHS: Good, frontal offset; Acceptable, side impact MPG (combined): 22, 3.5-liter V6 engine, manual transmission EPA Air Pollution Score: 6, engine label 6NSXV03.5G7A
2006 Mazda Mazda6 MSRP: $18,995 - $26,995 Deal: $2,500 rebate Expires: October 2, 2006 NHTSA: Frontal impact – five star; Side impact - three star front, four star rear; Rollover - four stars IIHS: Best pick, frontal offset; Poor rating for side impact without optional side airbags MPG: (combined): 26, 2.3-liter four-cylinder engine, manual transmission EPA Air Pollution Score: 9.5, engine label 6TKXV02.3NG2
2006 Toyota Tundra MSRP: $16,155 to $29,615 Deal: $3,000 dealer cash Expires: Oct. 2, 2006 NHTSA: Frontal impact – four stars driver, five stars passenger; Side impact – five stars front (2DR); Rollover – three stars, 4WD, 2WD IIHS: Frontal offset – Good MPG (combined): 20, 4.0-liter V6 engine, automatic transmission EPA Air Pollution Score: 6, engine label 6TYXT04.0NEM
2007 Porsche 911 Turbo: Kinetic Art That Really Moves You
CREATING a rocket-fast, world-class supercar that is also usable, dependable and workaday-sensible is like persuading an abstract expressionist to paint by the numbers. He might do it for a moment or two if you asked politely, daubing cobalt blue on “5” and burnt umber on “23.” But all the while, he aches to fling gobs of paint at the canvas — not by the numbers, but by the bucket.
Which brings us to the 2007 Porsche 911 Turbo. However expensive and exotic it may be, relative to a Camry or a Cobalt, it was still meant to be a paint-by-numbers kind of car — reliable, solid, steadfast. It must run in heat, cold and ice, year after year after year.
Then why are the Turbo, David Murray and I raging down the pit straight on the grand prix course at Watkins Glen raceway at full racing speed, wide open at 155 miles an hour? One explanation could be that David Murray is a professional racer and knows what he’s doing.
But he isn’t driving! He’s carrying on a running commentary, while behind the wheel, I monitor myself for early signs of an infarction.
“Really great, isn’t it?” Mr. Murray says in his easy Georgia drawl. “If this car had slicks,” he adds, referring to racing tires, “it’d lap here just as fast as my racecar!” His racecar is a Porsche 911 GT3, the fastest racing 911 there is.
At the first turn after the pits, I stand on the brakes hard — but way too early. The Turbo’s huge 14.96-inch ceramic discs stop us as if we’ve hit a bridge abutment.
“Rocks, doesn’t it?” Mr. Murray says, beaming.
It rocks.
This entirely tractable daily driver performs like a purpose-built racecar. It accelerates with the explosive power of a rifle shot, then stops like a bullet hitting a tree. The Porsche Turbo combines Jackson Pollock with painting-by-the-numbers. It will dither around town at 30 m.p.h., daubing cobalt blue on “5” like the Golden Years painting class down at the senior center. But say the word and it slings buckets of paint manically, like a Pollock imitator who has had too much coffee.
This new car reinvents Porsche’s legendary Turbo line. Since the first 261-horsepower Turbo in 1975, Porsche has released a new, hotter version every few years. In 1995, the Turbo had 408 horsepower, and in 2000, 450 horsepower. This latest Turbo delivers a sensational 480 horsepower at 6,000 r.p.m., combined with a similarly sensational 460 pound-foot of torque, available uninterrupted from 1,950 to 5,000 r.p.m.
And a special Turbo 10-second-at-a-time overboost function produces a positively prurient 505 pound-foot. It’s the work of the devil.
“The last Turbo was so great,” Mr. Murray says. “Then they make this much improvement. It makes you wonder what more they can do.”
Mr. Murray is a Porsche driving instructor, so his sympathies are clear. But his remark is more than mere advertorial. Besides adding raccoon tails and mud flaps, what more can Porsche do? More outrageous performance in a volume production car is hard to fantasize.
Central to harnessing the Turbo’s explosive thrust is all-wheel drive, and that was never truer than with this new model. With all four wheels driving, the Turbo’s 3,572-pound curb weight (with the Tiptronic S five-speed automatic, or 3,495 pounds with a six-speed manual) zaps to 60 m.p.h. in 3.4 seconds. That’s frightfully close to the immortal world-champion Porsche 917K racecar, which got to 60 in 2.8 seconds.
Startlingly, the automatic is quicker than the manual, which reaches 60 in a turtle-ish 3.7 seconds.
Tiptronic S can be left in fully automatic mode or shifted with thumb buttons on the steering wheel. Either way, its lightning-quick shifts keep the twin turbochargers blowing at full gale, commanding the engine’s maximum power. Tip S is so good that on the track Mr. Murray said, “Just leave it in automatic — it’s faster.”
Without prompting, Tiptronic S downshifts when you’re braking or climbing, and if the tires lose grip in a corner (they did), it automatically upshifts to reduce wheelspin and restore grip. Working in conjunction with all-wheel drive and the Porsche Stability Management system, control is restored before you know anything is amiss.
This new all-wheel-drive hardware, replacing the earlier viscous-coupling system, is gear-driven and electronically controlled, delivering astounding stability even when I, as the driver, was making a mess of things. After a few laps, I began thinking, “Hey, I’m pretty good.”
Wrong. It’s the Turbo’s drive systems. They’re utterly brilliant.
Yes, but what about making the Turbo behave as mundanely as the paint-by-the-numbers art class? The best easel on the East Coast for testing the Turbo’s tolerance for everyday situations is Interstate 95 — hours of it in high summer season, on the way to Cape Hatteras, N.C.
The speed limit is 65 m.p.h., but squadrons of solid citizens hurtle past at 85 — easy breathing for the Turbo.
Kept in top gear — my I-95 Turbo had the manual gearbox — the engine pulled effortlessly from 1,500 r.p.m. and would have gone straight to 193, the car’s top speed, if I’d let it. Yet, over 288.9 miles in top gear with the cruise control set at 75 m.p.h., I got 23.5 miles per gallon. Not bad for a liquid-fuel rocket.
In keeping with its elite nature (and elite price: $123,695 base, $142,510 as tested), the Turbo’s creature comforts are lavish. The test car’s sand-beige leather seats were snug and supportive, with lumbar support that was a boon after hours on the Interstate. It had a DVD-driven navigation system and a superb Bose audio unit.
To avoid state trooper interviews in a car this effortlessly fast, cruise control is indispensable. But the cruise control is not adaptive — that is, it doesn’t monitor the gap between you and the car ahead. Adaptive cruise might be nice in a $142,000 car, but Porsche adheres to the notion that sports car drivers should pay attention to the traffic around them. A quaint notion, I know.
A tap of the cruise-control stalk adds or subtracts exactly 1 m.p.h. The large analog speedometer ranges to 225 m.p.h., but on that scale the distinction between 70 and 75 m.p.h. is all but unreadable. The digital speedometer in the center of the gauge cluster is vital.
The Turbo’s air-conditioning was excellent during an entire 102-degree day. Among other features, on the center console next to the rear spoiler adjuster there is a shock-absorber rate adjustment. In a trice, the shocks go from comfortable to racetrack-harsh. Set to “sport,” the control lets the car slide more before the stability system applies the brakes and throttles back the engine.
If you think you’re really good, Porsche Stability Management can be shut off altogether until the Turbo detects panic braking.
But careful. P.S.M. is almost certainly a better performance driver than you are.
Arriving in North Carolina without legal escort, I listened to the exhaust system and the twin turbochargers cool off, tik-tik-ting. The enormous front tires and even more enormous rear tires (their inflation pressures monitored as you drive) lurk beneath bulging, muscular fenders, giving the Turbo the stance of a bona fide Ferrari-beater. The movable spoiler, which rises automatically to become a two-element wing, is aerodynamically necessary at speed.
My test car’s Cobalt Blue Metallic paint shimmered with an elegant, purplish luminescence that made me look again and again. That gorgeous paint, and the rest of the 911 Turbo, can be made to move as timidly and obediently as the golden agers’ painting by the numbers. But when circumstances permit, the 911 Turbo will sling colors as big and bold and bodacious as any high-performance car on earth.
LONDON - Jack Neal briefly became the proud owner of a pink convertible car after he managed to buy it for 9,000 pounds ($17,000) on the Internet despite being only three years old.
Jack's mother told the BBC she had left her password for the eBay auction site in her computer and her son used the "buy it now" option to complete the purchase.
"Jack's a whiz on the PC and just pressed all the right buttons," Rachel Neal said.
The seller of the second-hand car, a dealer from Worcestershire, central England, was amused by the bid and agreed not to force the sale through.
"Luckily he saw the funny side and said he would re-advertise," Neal said.
Consumer Reports offers in-depth vehicle reports for every model tested - to help you make the right purchasing decision on your next car or truck.
Mistakes to realize and avoid before setting foot in a dealer showroom.
Buying a new car can be exciting. But it's also a complex process through which you can end up overpaying or with a vehicle that you won't be happy with down the road.
Buying a new car can be exciting. But it's also a complex process through which you can end up overpaying by hundreds or thousands of dollars or with a vehicle that you won't be happy with down the road. Below are 10 mistakes that car buyers often make that can quickly turn that initial excitement into buyer remorse—and how to avoid them.
1. Falling in love with a model. When spending tens of thousands of dollars on a car, emotion shouldn't rule the day. Becoming infatuated with a single model can blind you to alternative vehicles that may be better for your needs or make you skimp on thoroughly researching a vehicle's ratings, reviews, reliability, or safety and pricing information. A wide-eyed approach can also leave you more susceptible to a salesperson's tactics to get you to pay more than you should. To determine which vehicle is best for you, you should set emotion aside and focus on doing your homework, comparing different models, and assessing your real wants and needs. There will be plenty of time for emotion after you've bought the vehicle.
2. Skipping the test drive. The test drive is one of the most important parts of the car-buying process. A lot of vehicles look good on paper—especially in glossy brochure photos—but the test drive is your best chance to see how a vehicle measures up to expectations and how well it "fits" you and your family. You don't want any surprises after you've bought it. That's why it's surprising that many people give vehicles only a token test or, worse, none at all. That is a mistake and a sure recipe for buyer remorse. It's critical that you take ample time—at least 30 minutes—to conduct a complete test drive and perform a thorough walk-around of any vehicle you're considering.
3. Negotiating down from the sticker price. Don't use the sticker price as your gauge when negotiating a deal. A salesperson may offer you a deal that's, say, $500 below the sticker price, and many consumers will conclude, often mistakenly, that they're getting a good deal. Unless the vehicle is in big demand and short supply, you can often get an even lower price by negotiating up from what the dealer paid for the vehicle. When you know the dealer's true cost, you'll know how much profit margin it has to work with and can determine a reasonable target price with which to begin your negotiations. You can calculate the dealer's cost by subtracting any behind-the-scenes sales incentives, such as dealer rebates and holdbacks, from the dealer invoice price. Consumer Reports New Car Price Reports does this for you with the CR Wholesale Price.
4. Focusing only on the monthly payment when negotiating. Salespeople like to focus on a monthly-payment figure while negotiating a deal. Indeed, "How much were you thinking of paying each month?" might be one of the first questions to greet you when you meet a salesperson. Don't take the bait. It's the first step down a slippery slope of being manipulated with numbers and overpaying for your vehicle. Using the monthly payment as the focus, the salesperson can lump the new-vehicle price, trade-in value, and financing or leasing terms together, giving him or her too much latitude to give you a "good price" in one area while making up for it in another. Instead, insist on negotiating one thing at a time. Settle on the vehicle's price first, then discuss a trade-in, financing, or leasing separately, as necessary. A leasing tip: Don't bring up your desire to lease until after you've agreed on the vehicle's price.
5. Buying the "deal" instead of the vehicle. Automakers have been offering a variety of attractive sales incentives in recent years, from 0% financing and hefty cash rebates to employee-discount pricing programs. These can save you money, but it's important to remember that any deal is only as good as the car that's attached to it. Just because you can get a good discount doesn't mean you should buy the vehicle. After all, you'll be living with the vehicle for years, so make sure it's the right one for you. Thoroughly research any model you're considering and check our Ratings and reviews of competitive models (see our New-vehicle Ratings comparison, available to ConsumerReports.org subscribers). You may find you can get a much better vehicle for not much more money. Also check the reliability of the model (see our New-vehicle reliability forecasts, available to ConsumerReports.org subscribers). Despite an attractive discount, a vehicle with subpar reliability—and the possibility of hefty depreciation—might not be much of a bargain in the long run. A related tip: Don't let a special incentive keep you from negotiating. Rebates and special financing are subsidized by the automaker, not the dealership. You should still negotiate the vehicle's price as if there were no incentive. There's no reason you shouldn't get the best price and the incentive, too.
6. Waiting until you're in the dealership to think about financing. You might be a whiz at negotiating a good deal, but if you don't choose your financing just as carefully, you could lose everything you saved on the vehicle's purchase price, and more. A car shopper who hasn't researched financing terms is especially vulnerable to being manipulated by the dealership. Not only do you only have the dealership's terms from which to choose, which are often higher than elsewhere, but dealers also often mark up the interest rate of a loan over what you actually qualify for—a tactic called "interest-rate bumping." It can cost you hundreds or even thousands of dollars more over the term of the loan. That's why it's critical to comparison shop for financing terms at different financial institutions and get prequalified for an auto loan before you go to the dealership to buy the vehicle. Check interest rates at banks, credit unions, or online financial sites to see which offers you the best rate. If the dealer can offer you terms that are better than what you got elsewhere, you can always choose that deal instead.
7. Underestimating the value of modern safety features. Today's vehicles offer an array of advanced safety features. But many buyers don't know which are most important or what to look for when comparing vehicles. Antilock brake systems (ABS), electronic stability control (ESC), and head-protecting side air bags, for instance, are effective and well worth the money. Studies have shown that ESC can significantly reduce accidents and fatalities. The feature is especially important for SUVs, because it can help prevent rollovers. Side-crash tests show that head-protecting side air bags are critical in preventing fatalities in side impacts. Unfortunately, you can't always depend on a dealership's salespeople to give you accurate information or reliable guidance about these features. That's why you should thoroughly research the benefit of all available safety features and look for vehicles that have the ones that will best protect you and your family.
8. Buying unnecessary extras. Dealerships often try to sell you extras that boost their profit margin but are a waste of you money. They can include rustproofing, fabric protection, paint protectant, or VIN etching, in which the vehicle identification number is etched onto the windows to deter thieves. Don't accept those unnecessary services and fees. If you see those items on the bill of sale and you haven't agreed to them, simply cross them out and refuse to pay for them. Vehicle bodies are already coated to protect against rust. And recent CR reliability surveys show that rust is not a major problem with modern cars. You can treat upholstery and apply paint protectant yourself with good off-the-shelf products that cost only a few dollars. If you decide you want VIN etching, you can buy a kit to do it yourself for less than $25, instead of the $200 that some dealerships charge. Also think twice about an extended warranty. It can cost hundreds of dollars. But if you buy a model with good reliability or if you expect to have the vehicle only for five years or less, it often isn't worth the cost.
9. Not researching the value of your current car. You could get a great deal on your new car but lose all of the savings—and more—on your trade-in. That's why it's critical that you research the value of your current car before buying your new one. Find out what both the used-car retail and wholesale prices are, so that you'll know what you should be able to get if you trade it in or if you sell it yourself. Typically, you'll get more money by selling it, as long as you're willing to put in the additional effort. By knowing your vehicle's true value and by sticking to your price during the negotiations, you can get your car's full value, whether you trade it in or sell it yourself.
10. Not having a used car checked by an independent mechanic. When buying a used car, condition is everything. Even the most reliable vehicle can turn into a lemon if it's poorly maintained. Before you buy a used vehicle, have it scrutinized by a repair shop that routinely does diagnostic work. A thorough diagnosis should cost around $100, but confirm the price in advance. A good mechanic should be able to tell if the car has been in a major accident or has a hidden but costly problem. Ask for a written report detailing the car's condition, noting any problems found and what it would cost to repair them. You can then use the report in your negotiations with the seller to adjust the price accordingly.
You can find more in-depth information and advice on each of the preceding subjects in Consumer Reports' new 384-page Smart Buyer's Guide to Buying or Leasing a Car, available in bookstores. It provides a five-step plan that guides you through every aspect of the car-buying experience, showing you how to simplify the process, find key information, and take control of the negotiations at the dealership.
Honda reveals the production version of its ultimate hot hatch.
After months and months of teaser shots and concept photos, Honda UK finally unveiled its production-spec Civic Type R. Is Honda's latest hot hatch worthy of the "Type R" moniker, or has the Civic become too bloated for its own good?
We're decidedly split down the middle. You see, the original EK-chassis Civic Type R was an unbridled race machine. It was built for the race circuit first and city streets second. Type R buyers didn't need (or want) things like air conditioning, power seats or a boomin' sound system; Type R buyers just wanted to go fast around the race track.
So while the original Type R is a stripped-out racer, this latest Civic Type R is loaded with just about every creature comfort one can imagine. The famous red Recaros may be gone, but their replacements, some Alcantara-covered red and black "racing-style" buckets promise to do a good job of keeping the front seat occupants in place. This latest hatch also gets a cooler version of the Civic's love-it-or-hate-it two-tiered dash. The gauges of the Type R are now illuminated in red and are flanked by gunmetal trim pieces. In true Type R fashion, red stitching can be found in the seats, steering wheel and shift boot.
All of the aforementioned interior accoutrements have been Type R staples since day one, but apparently those things weren't enough for some prospective Type R buyers. Honda feels that many Type R buyers want things like dual-zone climate control in their race-ready cars, as Honda has made it an option in the latest version of the car. In fact, if one purchases a Civic Type R in GT trim, the "race" version of the Civic will come with dual-zone climate control, cruise control, fog lights, automatic lights and windshield wipers and side curtain airbags. If one desires even more high-tech options, a voice-activated navigation system is also an option for this latest Type R.
So while the new Type R's cockpit now has more in common with an Acura than a track-ready car, Honda made sure to give the Civic some mechanical improvements to make sure it at least seems like it earned the Type R name. The 2.0-liter K20 has been tweaked, and now offers more revs and more power over the K20 that powered the EP-chassis Type R. The new car now offers 201 PS at 8,000 rpm, which is 1 PS more than the last Type R, though this new car needs an extra 600 rpm to hit that peak horsepower number.
Is 201 PS at 8,000 rpm better than 200 PS at 7,400 rpm? Only a first-hand driving experience will tell… Either way, Honda is saying that the new Type R should match the old Type R's performance numbers, meaning that 0-60 should take about 6.6 seconds and the new car should also be able to hit a 146 mile per hour top speed.
While the new Type R is based on the new Type S Civic, Honda's engineers modified the suspension, steering and chassis of the "race" Civic so that it would deliver a "sportier" driving experience. The Type R's lower crossmembers and suspension mountings have been beefed up to increase the chassis' rigidity. Ride height has been lowered 15 mm and the steering feel has also been "firmed up" thanks to a quicker ratio box and stiffer steering box mountings.
Exterior styling cues for the new Type R are subtle -- well... at least they are to us.We don't get the 3-door Civic over here, so we don't have the car's lines etched into our brains. Anyway, in addition to a subtle aero kit that includes a deeper front lip and a body-colored rear wing, the front glass plate has been replaced by a black honeycomb grille. Oh yeah, if you take a minute to look behind the 18-inch aluminum rims, you'll see that the front brake calipers get a subtle "Type R" badge. We wonder how long it will be before we see these calipers at Hot Import Nights.
Of course, like all Civic Type Rs, this one isn't slated to come to America any time soon. While we Yanks can take solace in the fact that we have a very capable and very comparable Civic Si on our shores, we still can't help but want a Civic R hatch more. We'd build or own, but Honda won't sell the 3-door Civic here, either. We guess that means that the only way we'll ever get to "experience" a Type R will be to look at these pictures...
Terry gets ready to take on China, the O.C. and SEMA. Can he do it?
Welcome back! Since you've had a chance to get to know me now, I will get to the juicy good stuff! Well, not too juicy but still pretty good stuff. I have been busy getting ready for our big trip. I am going with Ernie Fixmer (my partner at EF MADNESS) to China. We will be doing the first drift demo in mainland China ever. We will not be the only drifters going, some of the cats over at Drift Alliance are going, Amanda Lam and Ross Petty as well as Mckinney Motorsports new driver Stephan Verdier ( some crazy euro-rally driver).
We will be drifting in the new Olympic Stadium in Beijing and we expect the place to be nuts. Ernie and I are taking our RHD S14 with us for the demo. I love this car; it has a KA24det setup that is pumping out around 360 hp. Just to top it all off we decide to do a full metal R33 front end conversion. This crazy S14 chassis was imported from England and was built for TunerMart.com (a U.K. tuner swap site) by EF MADNESS with the help of JIC USA, 5Zigen USA, and Battle Version. (Look for a future feature on this car.) I will have complete coverage of the demo after we return.
Drift Buffet is going to be having an event on October 15th at the National Orange Show Event Center (located in San Bernardino, CA) in preparation for the Trilogy event that will happening the following weekend at the same place. There will be parking lot practices as well as competition events in the oval. We are hoping to let the guys get some practice so that they are ready to put on a great show the following weekend. I am even entered into the event as a competitor. I love drifting and don't get much time to actually go out to an event and just drive, so I am pretty excited.
NOS Event Center will be the new home of Drift Buffet. I am excited to bring drifting to a new place, plus the management crew at NOS Center is really trying hard to make their facility a great spot for drifters. Drift Buffet will also be managing the drift demo that will be happening at SEMA in November. This will be the demo that ends all demos, featuring a 4 car ikaten shootout between 3 different teams! I'll keep you guys posted on this as it gets closer!
Philadelphia Europeans think we're crazy. American buyers snap up the Volkswagen Jetta sedan over its hatchback Golf sibling ten to one. This is especially galling to those who know that the Golf offers more space for large items and is as good as the Jetta for carrying people. The late-arriving, fifth-generation Golf will be called the Rabbit, the U.S.-only moniker used for the first-generation Golf from 1975 to 1984. VW maintains that the Golf badge means little to Americans, whereas resurrecting the Rabbit nameplate gives VW a fun and creative opportunity for marketing the car.
So how does this Golf--er, Rabbit--drive? Very nicely. It features a well-damped chassis that uses VW's four-link independent rear suspension. The electromechanical steering provides good feedback through the twisties and decent on-center feel on the freeway. The five-cylinder engine is smooth and makes good torque, but revving it to its almost diesel-like 5800-rpm redline is uninspiring.
Either way, the torquey engine and excellent chassis give a more upmarket feel than the two-door's $15,620 base price suggests. The better-equipped four-door model starts $2000 higher. Options such as stability control and a sunroof can push the Rabbit close to $20,000.
Whether or not you like the resurrected name, you can relax knowing that the new Rabbit offers sophisticated driving dynamics and interior quality that is usually lacking at this price point.
SEO Philippines egroup Launches World SEO Championship
Search engine optimization contests give beginners and professionals alike the opportunity to test out their own strategies and display their search engine positioning talents.
A new search engine optimization (SEO) competition has begun, organized by SEO Philippines egroup over at Isulong SEOPH . The objective of the game is to rank highly for the search terms “Isulong SEOPH” without the quotation marks, in Google. The prize? PHP130,000 in total ( roughly USD2,500 ). The contest signals a new era where achieving first page rankings in search engines is vital to business success, and with website owners forking out thousands of dollars in order to achieve these rankings for competitive terms.
From Isulongseoph.com.ph, "This is a great challenge for all SEO beginners and experts. Not only It can prove your SEO ability in front of the world, but also you will get invaluable awards. For beginners, it is the best opportunity to learn the ultimate strategies from the live SEO event."
Currently there are over 976,000 results for the search term “Isulong SEOPH” in Google, and the competition is heating up. At first place is http://www.isulongseoph.com.p... . The search engine positions are quite volatile and change on a day to day basis.
"I think search engine contests are a great way for SEO professionals and newbies alike to test out their own strategies and to see what works and what doesn’t. It’s a great learning experience and its fun!," said Benj Arriola of Isulongseoph.com.ph.
International Trade and Industry Minister Datuk Seri Rafidah Aziz showing the new 130cc Modenas X-CITE after the official launching. On the left is DRB-HICOM Bhd chairman Tan Sri Syed Anwar Jamalullail. MOTOSIKAL dan Enjin Nasional Bhd Sdn Bhd (Modenas) has launched its new X-Cite 130cc moped that claims several firsts.
The X-Cite is the first 130 cc motorcycle in the country and also the first to comply with the Euro 2 emission standards.
The two-wheeler, priced at RM4,730, is also the first Modenas model to feature a four-speed rotary gear transmission.
Features include a new constant velocity carburettor, double filter lubrication system, in mould cylinder liner and rubber engine mounting for reduced vibration.
Other features are dual bulb headlamp, meter cluster with tachometer, maintenance free battery and a spacious 16.3 litre storage compartment.
Modenas chief executive officer Abdul Harith Abdullah said the X-Cite was a great leap into the moped market for the company.
"At 130cc, the X-Cite is the most powerful bike in its class and will meet the market demand as well as contribute to strengthening our position in the important "kapchai" market.
In conjunction with the 10th anniversary celebration of Modenas, which is a subsidiary of DRB-HICOM Bhd, the company is offering exciting prizes for buyers of its products.
A Europe Disneyland holiday package for two with RM20,000 cash will be given to the one millionth buyer of Modenas' motorcycles.
Other prizes to be won include household appliances and trips to Paris/London, Shanghai/Beijing and Bangkok/Pattaya.
Over the past few days, we've seen a few scanned pics and blurry images surface of the Ford Mondeo Concept. Finally, Ford has released a full photo gallery of the wagon concept, due to be unveiled in Paris next week.
The new Mondeo lifts several cues from the Iosis concept that debuted in Frankfurt, which, according to Ford, is defined as 'kinetic design.' The wagon sports an aggressive front fascia, with very pronounced air dams that compliment a set of tautly drawn headlamps. Aft of the a-pillar is typical wagon fare, donning a strong crease in the beltline, which flows into an equally aggressive LED taillight arrangement. Beginning with the S-MAX and Mondeo, Ford maintains that this new "face" of the Blue Oval's European line will carry over to all its models over the coming years.
Ford sought to give the interior a more spacious layout, along with additional technology that seeks to set a new standard for mid-size people movers in Europe. The most pronounced feature is the Human Machine Interface (HMI), which mounts a screen between the two analog dials on the gauge cluster and, through the use of switchgear on the steering wheel, can control audio, sat-nav and other "infotainment" features.
As for power, buyers will have the choice of both 1.8-liter and 2-liter Duratorq TDCi diesels, along with a 1.6-liter Duratec or, for a more engaging experience, the 2.5-liter turbocharged mill out of the S-MAX.
Unfortunately, that's all the information Ford will release before the Mondeo's unveiling at the Paris Motor Show. We'll be there to give you all the juicy details and some great shots, next week.
I probably won’t endear myself to Toyota and/or its droves of loyal supporters by calling the new Avensis a Lexus for the middle classes – but I honestly mean that as a compliment. The diesel-powered Avensis D-4D Exclusive costs R257 500, which makes it “only” R16 500 cheaper than its more attractive and exclusively-badged Lexus IS 250 sibling. Then again, the Avensis and Lexus IS are really completely different creatures… the former is supposed to carry the torch as Toyota’s saloon flagship in the wake of the dowdy Aussie-built Camry’s timely demise – and it does THAT with aplomb.
And if anyone out there would still prefer the IS to the Avensis, perhaps you should consider this… The 2,2-litre turbodiesel (with a manual six-speed transmission) has a higher specification level than the entry-level IS, including Xenon HID headlamps, an automatic headlight levelling system and headlamp washers and most importantly - a turn-by-turn navigation system. What other manufacturer can offer a navigation guidance support as standard in the quarter-of-a-million-buck bracket?
For many people, the Avensis’ looks might be the first and final turnoff. Yes, you can see European influences in the Avensis’ styling… a raised bonnet line, pronounced projector-style headlamp clusters, sweeping horizontal character lines on the flanks and circular-design brake lights housed in integrated tail-lamp clusters… But that’s not to say the big saloon is a beauty. Even in black, the car’s front end, characterised by a U-shaped slatted grille, is blunt and too derivative of that seen on the Yaris and the rear (with its RunX-like rear light clusters) is neat, but plain. Still, the car is so much better looking than a Camry that you might be willing to forgive its conservative styling - to an extent.
The Avensis still offers its predecessor’s strong traits – it's 4,6 m long, 1,4 m high and has a large cabin that can seat five in comfort. And with five adults on board (I’m 1,88 m tall and comfortably sat behind the driver’s seat after it had been adjusted for my driving position), luggage space is no less than a claimed 520 dm3! The build quality is particularly good – and is evident everywhere inside the cabin, which is trimmed in cashew leather with wood inserts (I’m not sure how well the light leather seats will stand up to ice cream spills and sticky little fingers). I liked the chunky (if a tad grey) switchgear, the folding side mirrors, electrically-adjustable seats, the ability to switch on the radio via the remote steering wheel controls and the plethora of oddments spaces for the front passengers. But why isn’t there a remote boot-opening button inside the cabin? Even if you approach the car, the Avensis’ key only unlocks the boot, but doesn’t open it.
The biggest revelation of the Avensis was its on road performance… The 2,2-litre D-4D common rail, direct injection, turbodiesel powerplant (which is similar, but in a different state of tune, to that of the recently-launched RAV4 diesel) is a little jewel! If you want an automatic transmission, you’d have to settle for the petrol-engined 2,4-litre four cylinder Exclusive model, which costs R400 less than this model. But the D-4D manual is an involving drive, and surprised me with its handling and road manners.
It certainly took Toyota SA a long time to introduce a diesel engine in its passenger vehicle lineup, but it seems to have been worth the wait. The D-4D, which produces 110 kW at 3600 r/min and 310 N.m of torque from 2 000 to 3 200, sounds clattery on start-up (as we expected) and you can instantly recognise the muted diesel thrum during in-gear acceleration. However, the car remains remarkably quiet at cruising speed; Thanks to the oodles of torque, you don’t need to wade through the gearbox each time there’s a change in traffic conditions and even when you do need to swap a cog – the gear shift has a very positive, if slightly notchy, quality.
You can hustle the Avensis into a bend without fear of excessive body roll or disconcerting understeer and Toyota deserves credit for the nice balance of ride quality and confident handling it achieved with this saloon. The steering feel is certainly remote by European sport saloon standards, but sufficiently communicative in everyday driving conditions and the suspension soaks up the entire variety of road imperfections that Third World roads can dish up.
Would I want an Avensis? No, but primarily because I don’t have a growing family and a need to save on fuel bills while transporting them. The ageing Honda Accord is also well-equipped, cheaper and more sporty than the Avensis, but that’s not a fair comparison – because the diesel-powered Toyota will blow the Accord away soon after the pair ascend a steep incline of asphalt. Would conservative buyers in Avensis' target market (aged 30 years and up and in middle management) consider vehicles such as Accord, Peugeot 407, Mazda6 or Hyundai Sonata? I somehow doubt it… but thanks to the Avensis, some buyers (who were repulsed by Camries of the past) could start peering into Toyota’s stable
Does Mazda's "wild child" live up to the company's "Zoom-Zoom" heritage?
Laguna Seca is one of the best places to learn about a sports car. This legendary race track has numerous elevation changes, a solid mixture of high and low speed corners and a straight-away whose blind crest does a great job of scaring the crap out of most drivers. That's not to say that one can run just any car on this track and have a good time. A lesser car wouldn't have the braking ability to slow down off the straight before heading into the Andretti Hairpin; a weak-engined car will have a difficult time climbing up the Rahal Straight; and an unbalanced car will surely leave an unskilled driver hanging on for dear life as he/she tries to negotiate it down the Corkscrew and through Rainey Curve.
In other words, in just a hair over 2 miles, Laguna Seca has countless areas that will immediately shine a spotlight on the flaws of any car -- especially a car of a "sporting" nature. A car manufacturer would have to be incredibly confident (or stupid) to allow journalists to learn about its new car at this track, rather than stick the writers on the traditional lazy drive through the countryside. Well, Mazda flew a bunch of auto journalists up to Monterey (home of Laguna Seca) so that they could abuse its latest creation, the MazdaSpeed3, at this historic race track. So was Mazda ballsy or dumb to do this? Read on to find out.
After receiving thousands of death threats for not making a MazdaSpeed version of the Protégé5, Mazda has sought to make amends with the enthusiast community by giving the MazdaSpeed treatment to the Protégé5 replacement, the Mazda3 5-door hatch. As you know, we adore hatches around these parts, so we immediately applaud Mazda for giving us a raced-out hatchback/wagon.
From the outside, one can see that the MazdaSpeed3 has a more aggressive rear wing, front fascia and rear bumper. Look at the car closer and one can see that the MazdaSpeed3 has a bigger hood and wider fenders than the standard Mazda3. As is expected on a "tuned" version of a car, the MazdaSpeed3's ride height has been dropped by 10 mm, though the drop seems more pronounced thanks to the oversized 18-inch wheels. Though Mazda says that the MazdaSpeed3 is recognizable as a separate vehicle from the standard Mazda3 at a distance of over 50-feet away, the hot-rod version of this 5-door hatch boasts some rather subtle styling. It's definitely not as "boy racer" as something like the Mitsubishi Evolution or the Subaru WRX STI.
So while the MazdaSpeed3 may not have the "boy racer" appearance, it certainly has the goods to set it up as a "real" racer. The heart of this wagon is the turbocharged 2.3-liter DISI "Dizzy" engine. This is the same turbocharged engine that powers the MazdaSpeed6 sedan, however in the MazdaSpeed3, it has been slightly de-tuned and drives only the front wheels. This engine also delivers EVO-like acceleration with its 263 peak horsepower and 280 peak lb.-ft. of torque being sent to the ground via a six-speed manual transmission and standard limited slip differential.
However, the numbers don't tell the whole story. Given the immense power of the engine, Mazda's engineers actually installed a program that lowers the torque output in first and second gear. Yeah, it sounds like Mazda has neutered the car, but trust us, you won't be missing the extra power. Mazda claims that the car is undrivable without this reduction (280 lb.-ft. of peak torque to the front wheels sounds undrivable to us), so this torque limiter actually improves the car's acceleration capabilities.
The suspension and chassis also get a thorough massaging. The unibody chassis has been beefed up at several key points, the spring and damper rates have been increased by 60 percent and the front and rear swaybars have been tuned to match. The Mazda3 already has superb driving characteristics, so this highly-modified version ought to be a monster on the track.
So now that we know how this car is different from the standard 3, how does it drive?
It is in a splendid Opera that Lexus announced the official debut of the long awaited and highly anticipated Lexus LS460 through a superb 10 minutes video presentation.
The car will be available in 6 different versions:
The stock LS460 will cost just under 52000 euros. The LS460 I package : 55.500 euros. The LS460 version S : 57.000 euros. The LS460 version S-I package : 59.500 euros. The LS460 version U : 62.000 euros. The LS460 version U-I package : 65.500 euros.
All the LS460 will be powered by the 1UR-FSE V8 engine of 4.6 litres, it produces 385HP and 500Nm of torque and is equipped with the D-4S fuel system (Direct Fuel Injection + Port Fuel Injection) which, says Lexus, provide linear power and torque with a silencious and economic motor.
The LS460 will have to fight with the monsters of the category such as the S class Mercedes, 7 series BMW or A8 Audi. To do so the Lexus will propose a wide range of goodies and options that are nowhere to be seen among its challengers. And as the backbone of Toyota and Lexus strategy is safety you can expect the LS460 to be one of the safest cars on the market with tons of systems that we tested for you a couple weeks ago: Toyota Safety DAY with some Lexus LS460 Taste.
Our complete review is planned for the end of October so until there you can find infos about it on the Toyota Press website.
MyLink Auto is a FREE, 400 page, seasonally inspired and Auto-like publication. It showcases high quality and innovative automotive designs, products, ideas and techniques. The readers discover not only a “back to basics” approach to car buying guide and car comparisons, but a more challenging one that serves to develop their talent and creativity as well. “How to” features encourage the reader to experiment with a variety of products.
MyLink Auto ( www.mylink.tblog.com ) understands the importance of supporting local car stores as well as on-line stores. By providing these retailers with a free, high quality publication, it is a powerful tool to grow their customer base and allows them to draw their customers inside where they can effectively showcase the products featured.
With an experienced team in place, MyLink Auto is a perfect medium for both manufacturers and retailers to display their products, interact with readers and continue the evolution of the automotive industry worldwide. Readers indicate that because of the easy to follow instructions provided, they are now using products that they would never have used before.
Current advertisers include Honda, Toyota, Mitsubishi, Proton EON, Ford, Ferrari, Mercedez Benz and many more. Contracts for 2007 are currently being entertained. In order to preserve the quality of the publication, advertising space is limited and is provided on a first come, first serve basis.
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Tag: car buying guide lists new car prices, used car prices, car comparisons, car buying advice, car ratings, car values, auto leasing
This was the verdict of the "Motorcycle of the Year 2006" competition run by the weekly magazine "Motosprint"
In the sixth "Motorcycle of the Year 2006" competition run by Motosprint - the most influential weekly Italian motorcycle magazine - the MV Agusta group thrashed the opposition by winning the three most important categories: Sportive, Naked and 125cc. MV Agusta is the only company to have had such a result in the history of this competition and the award in the "Sportive" sector was for the new F41000 Senna. The sheer beauty and technical attributes, not to mention the magic of this Italian sports icon, prompted 18.2% of the voters to opt for MV Agusta and pushed the Yamaha R6 and the Ducati 999R to lower positions on the podium.
The "Naked" category is the most fought-over sector in the Italian market and the MV Agusta Brutale 910S was reconfirmed for the sixth time as leader with 20.9% of the votes. The Brutale was miles clear of its nearest competitors, the Moto Morini Corsaro and the Yamaha FZ1 that achieved 6.7% and 5.35% respectively. The remainder of votes was divided amongst other machines in the sector. Well worth underlining is the percentage increase over last year when the Brutale 750S achieved 19.9% of the votes.
In the eternal struggle between the Cagiva Mito and the Aprilia RS, the Cagiva came out in front with a share of 19.5% against the 18% of the RS. The superb Mito confirmed its position as the most sold machine in its sector in the Italian market with 1357 units registered in 2005.
This triumph by the MV Agusta group has its roots in the design and style demonstrated on the three machines that the "Motosprint" jury so rightly rewarded. Massimo Tamburini. MV Agusta Managing Director, Claudio Castiglioni stated: "These awards are a highly significant recognition of our ability to create the most beautiful motorcycle in the world".
The "Motorcycle of the Year 2006" award by the weekly magazine "Motosprint" was based on some 22,000 voting cards received between November-December 2005. The participants were mostly male (91.9%) and in the 30-39 age bracket (40.7%). 56% of participants stated that they had bought a motorcycle in the past two years and 6.3% declared they intended to replace their current machine with an MV Agusta.
Mini Ducati Monster, very comfortable and stylish, easy to de-restrict, handles better than a Mito or RS125, VERY VERY QUICK!
Bad Points
Clutch is fast wearing, engine finish and paint a little easy wearing, drinks fuel when thrashed!
General Comments
The Cagiva Planet to me, is the ultimate 125 bike. In the year I had it, I did over 10,000 miles on it, commuting and at weekends, pleasure riding. A group of friends and I used to go haring around the Essex countryside, they had machines like Mito`s 94 GSXR1100, Rieju 125 and RS 125`s. Due to the Planets excellent handling, on the twisties I was usually in front, my friend on his Mito went through a hedge one time trying to keep up! Find a decent one and hold onto it, they are excellent and very forgiving when you make a mistake, had to sell mine to finance house purchase but will definitely get another one day.
Approx. Price: $12,405 Fuel Economy: 34/39 miles per gallon Editor's Review: ***
The Good: Safety, promise of Toyota quality and reliability The Bad: Fuel efficiency could be higher, few standard features The Bottom Line: Comparison shop before buying
Honda Fit
Approx. Price: $16,565 Fuel Economy: 30/40 miles per gallon Editor's Review: ****
The Good: Fuel efficiency, versatility, paddle shifters with automatic transmission The Bad: Noisy engine and racy automatic transmission, relatively high price The Bottom Line: A subcompact with the versatility of a minivan
Scion tC
Approx. Price: $16,615 Fuel Economy: 22/29 miles per gallon Editor's Review: ****
The Good: Peppy engine, legroom, hauling space with rear seats down The Bad: Road noise, lack of headroom The Bottom Line: A practical, fun-to-drive compact
Honda Civic
Approx. Price: $21,310 Fuel Economy: 30/40 miles per gallon Editor's Review: ****1/2
The Good: Handling, high-tech features, decent price The Bad: Where are my Zagat restaurant ratings? The Bottom Line: An econobox with lots of pizzazz
Chevrolet Cobalt SS
Approx. Price: $24,000 Fuel Economy: 23/29 miles per gallon Editor's Review: ***1/2
The Good: Raw speed, sports car handling The Bad: Down-market interior, dopey-looking rear spoiler The Bottom Line: An economy car on steroids
Toyota RAV4
Approx. Price: $24,560 Fuel Economy: 23/29 miles per gallon Editor's Review: ****
The Good: Versatility, optional V-6 engine, and all-wheel drive The Bad: Unattractive interior The Bottom Line: A practical, compact, people-hauler at a reasonable price
Toyota Tacoma
Approx. Price: $26,420 Fuel Economy: 20/27 miles per gallon Editor's Review: *****
The Good: Reliability, handling, variety of options The Bad: Not much bad, though can be pricey The Bottom Line: The new gold standard for small pickups
Mini Cooper S Convertible
Approx. Price: $31,150 Fuel Economy: 26/33 miles per gallon Editor's Review: ****1/2
The Good: Price, nimble handling, BMW suspension and steering The Bad: A new version is expected out next year The Bottom Line: Buy now or wait: You can't lose
Audi A3
Approx. Price: $42,285 Fuel Economy: 21/27 miles per gallon Editor's Review: ****1/2
The Good: Stand-out performance, safety, exhilarating DSG gearbox The Bad: Weird parking brake, available options expensive The Bottom Line: Utility, sex appeal, and performance united.
Measuring 193 inches long by 77 inches wide, it shades slightly more pavement than does a Lexus LX 470 sport/utility. Even in this day when everything seems to come jumbo, supersize, or el grande, our first glance at this flagship caused us to ask: "Est tu, Ferrari?"
Still, we tried to open our minds as the director of product strategy, Giuseppe Bonollo, laid out the case for his big new baby, the 612 Scaglietti (say it like an Italophone: say-CHEN-to do-DI-chi skahl-YET-ee). It seems the design brief was to build a car capable of blistering Ferrari-grade performance in a package that could comfortably carry four actual adult humans--a feat no four-seatbelt Ferrari in history has managed.
Too many Ferraris--indeed, too many great cars of all breeds--end up garage queens...
That four-human mandate motivated much of the dimensional inflation, providing 2.8 inches of additional headroom and 0.6 inch more knee room in the rear-seat area, plus 25-percent-more luggage space as compared with the 612's forebear, the 456 of 1993-2003. And it worked--this 5-foot 11-inch scribbler fit just as comfortably behind his own front-seat position in this 612 as he does in a Bentley Continental GT. Ferrari 612 Scaglietti engine view Engine placement behind front-wheel centerline makes room for two long, straight, and completely separate fresh-air intake tracts, reducing pressure drop and improving performance.
Oddly enough, the blistering performance directive also drove some of the numbers up, particularly the 13.8-inch wheelbase extension (at 116.1 inches, it's now a tenth longer than a Chevy Tahoe's). This stretch moved the front axle out ahead of the long V-12 engine to help establish the rear weight bias that's so crucial for proper sports-car-dynamic handling (see sidebar). Naturally, the quest for high performance did force a decrease in one of the 456M's key dimensions: curb weight.
Managing this miracle in a much bigger car meant switching from sheet-steel monocoque to aluminum spaceframe construction. Like its 360 stablemate, the 612's new superleggera body was engineered in cooperation with aluminum supplier ALCOA. The spaceframe design is similar in concept to the 360's, employing extrusions joined by cast nodes and reinforced with sheet stampings. They're all held together by self-piercing rivets or metal-inert-gas welding--no structural adhesives are used.
Relative to the 456M GT, a fully dressed 612 weighs about 130 pounds less, its center of gravity is almost an inch closer to the ground, and it splits its weight 46/54 percent front/rear versus the 456M's 57/43. Its structure is also 54 percent stiffer in torsion. Three cheers for the switch to aluminum.
A lightened body alone does not a blistering Ferrari make. So under that long aluminum hood lies what may be the ultimate development of the 5748cc Type 133F 65-degree V-12 (we expect future Ferraris to employ versions of the Enzo's F140 V-12). A new Bosch ME7 controller employing four knock sensors allowed the compression ratio to be tweaked up to 11.2:1, while a lower-restriction intake and larger exhaust mufflers improve airflow through the engine, boosting output to 533 horsepower and 434 pounds-feet of torque. The similar engine in the 575M Maranello makes 508 and 434, while the 456M's 5.5-liter made 436 and 406 respectively.
Ferrari 612 Scaglietti interior view rear seats Roomier back seat now accommodates adults, so front doors open almost six inches wider and front seats motor forward to ease getting in and out.
Transmission performance is also enhanced, with an additional synchronizing cone on each gear, for quicker, smoother shifts. The latest F1A robot can execute shifts in just 0.2 second, smoothly, and with none of the clicking and clacking one hears in a 360 Modena F1. With the F1A tranny, Ferrari pegs performance at 4.2 seconds to 62 mph, en route to a 199-mph top speed (one in 10 612s will come with a row-your-own six-speed).
Ferrari 612 Scaglietti interior view shifter New F1A shifter allows the driver to shift from reverse to drive or first at the console--it used to be that only the steering-wheel paddles could engage forward gears.
We have no reason to doubt Ferrari's dragstrip results, but neither did we have an opportunity to corroborate them, thanks to a freakish late-February snowstorm in north-central Italy. We were given the opportunity to pedal our 612 around a damp Fiorano circuit, however, and, even under compromised conditions, we were impressed by how eagerly the car can redirect its considerable momentum.
Left, right, faster, slower--the 612's dynamics belie its two-tons-plus curb weight. The robust aluminum structure's utter lack of vibration, rattles, or squeaks contributes to this impression, as does the absolutely linear steering--each revolution of the wheel moves the rack exactly 64 mm. No surprises. Under ideal conditions, the 612 is six seconds quicker than the 456M GT around Fiorano, says Ferrari's ace test driver, Dario Benuzzi.
Is this the perfect Grand Tourer? No such thing, really, but it's close.
We're not fond of the multifunction video display used to replace the oil pressure, oil and coolant temperature, and fuel-level gauges. We're a bit shocked that, in a car expected to cost more than a quarter of a million bucks, Ferrari has the cheek to charge another $750 for heated seats.
At the end of our brief and compromised day of driving, we were sufficiently impressed with the 612 not only to forgive its size, but also to wonder aloud whether this might be The One: the first V-12 four-seat Ferrari in eons to hold its value as well as its two-seat V-12 sibling.
Oh, to have the wealth and the opportunity to find out.
Ferrari 375 MM
If the new 612 Scaglietti has a forebear, this is it
An aristocratic, world-renowned Italian filmmaker. His beyond-beautiful, Oscar-winning wife. The Don of exotic sports car builders. Money. Fame. International intrigue.
A great movie script? Heck, no. Just a confab between Roberto Rossellini, Ingrid Bergman, Enzo Ferrari, and a custombodied Ferrari. From left:Rossellini, Ferrari Grand Prix Driver Giuseppe "Nino" Farina, Bergman, and Ferrari.
Rossellini and Bergman's marriage ran hot and cold, but the former's love for Ferraris burned at high intensity for decades. He and Enzo were amici speciali, and among Roberto's fleet at one time or another was Ferrari 375 MM chassis #456.
It would be unfair to accuse Pininfarina and lead designer Ken Okuyama of going retro with the look of the new 612 S. Yet there's no question the long-hooded proportions, scalloped side treatment, and cat's-eye-shaped headlights drew inspiration from this 1954, also-Pininfarina bodied Paris show car.
Romantic legend says that the car was purchased for Bergman by Rossellini as a gift immediately after the Paris show. But, according to Ferrari expert Pete Vack, in an article published in FORZA magazine, those closer to the family insist that Mrs. Rossellini was never particularly crazy about her flamboyant husband's taste in cars and never considered this one as hers. "I'm sure Roberto doesn't know the effect it has on me," she is claimed to have said, "when he roars off in one of those monsters."
Love, hate, and lore aside, the 375 MM was a grand and timelessly elegant statement. Just like Bergman herself.
The science behind that jumbo wheelbase --F.M.
The 612's ultra-long wheelbase makes it look a bit awkward from some angles, despite the "Ingrid scallop" used to disguise it, but Ferrari's engineers deemed it vital to approach the target front/rear weight distribution of 45/55. (The final distribution ended up 46/54.) That target was established after extensive testing on the effect of weight distribution on acceleration, handling, and braking, the graphic results of which are illustrated on this page.
Acceleration performance was found to improve markedly as the percentage of weight on the rear tires increases beyond the 40 to 50 percent most GT cars employ, before leveling off between 55 and 60.
The steering-wheel angle required to maintain a given lateral g load varies noticeably with weight distribution. At 0.90 g, the mule with the 55-percent rear bias required 28-percent-less steering input than the one with a similar front weight bias. Less steering input means less understeer, better handling, and improved tire wear.
Weight shifts forward under braking, which diminishes the amount of retardation the rear wheels can provide. At 0.90 g, the rear-biased mule's rear brakes were generating 64 percent as much retardation as its front brakes, whereas the front-biased mule's rear brakes could only manage 41 percent as much braking as its front brakes. The more evenly split the brake force, the less fade and the more confident the brakes feel.
The cool quotient: No question that the 2006 Cadillac Escalade brings IT to tailgating. This high-end luxury SUV looks lovely just sitting still. Passenger capacity: Seven (eight with optional second-row bench seat). Cargo space: 121 cubic feet with rear seat removed and second-row seat folded down. Tailgaters should have no problem making room for ice buckets to chill their Cristal and platters for their canapés. Sound system: Standard XM satellite radio and a premium nine-speaker Bose sound system with an in-dash six-disc changer and digital signal processing. Practicality: The 2006 Cadillac Escalade is big, but not impossibly so. It still can maneuver around a parking lot. Extras: Heated front and outboard rear seats provide warmth during those freezing December games; optional rear-seat DVD entertainment system lets you screen last year’s highlights before kickoff.
Bigger than a wagon but smaller than a minivan, the S-Max fills a void in Ford's product line that we didn't know existed. It isn't coming to the U.S.
The newest of Ford's European people-movers, the S-Max was unveiled at Geneva to modest applause with an undercurrent of "what's the point?" Ford's answer is that the S-Max fills a hard-to-perceive gap between the larger Ford Galaxy and the smaller C-Max, as well as the more conventional Mondeo sedan. The S-Max shares the Galaxy's front-drive 'C1 Plus' platform (the new Volvo S80 also uses it) and arched-roof five-door styling, but it's two inches shorter and three inches lower. The S-Max's tidier dimensions yield a sportier look, an impression the stylists seek to accentuate with simulated air vents at the trailing edge of the wheel wells. Ford design chief Martin Smith cites it as the first example of the company's new "Kinetic Design" ethos. The new wagon offers a choice of five- (standard) or seven-passenger seating, with the latter setup scaled for pre-teen passengers. The second and, when so equipped, third-row seats fold into the floor, yielding a flat cargo deck, and there are 26 storage compartments distributed around the cabin. Five powerplants are available — two gasoline and three turbo-diesels — with outputs up to 220 hp for the top-of-the-line 2.5-liter turbo gasoline engine. Suspension tuning is firmer than the Galaxy's setup and includes Ford's continuously controlled damping, a semi-active system. In addition to an extensive array of airbags — including one for the knees of front seat occupants — the S-Max offers adaptive cruise control, a forward alert system, and collision mitigation braking.
Product Description Bothered by water spots on your windshield, dangerous road film, or silicone buildup? Are your household windows stained and spotted from sprinkler? Spot-X Hard Water Stain & Spot Remover cleans stubborn stains from your vehicle or household glass. Whether the water stains are caused by acid rain, salt water, road grime, sprinklers or well water, SpotX will work, we guarantee it. While SpotX cannot be used on auto paint it will not harm the paint if it gets on it. Simply rinse off with water. Household windows are just as easy.
Simoniz 17108 Liquid Diamond Motorized Spray Polish. 32 oz.
Safety Information Caution: Keep out of reach of children.
Directions Directions: Shake well before using. Begin with a cool clean wet or dry surface. Hold sprayer 8-12 inches away and spray surface. There is no need to wait - just remove & buff with a clean 100% cotton terry cloth or a micro fiber towel.
The revolutionary new way to polish your entire car in minutes. Liquid Diamond is a new state of the art synthetic formula that provides the ultimate in shine. And with the new patented battery operated sprayer, you just squeeze the trigger to lay down a fine mist spray that covers your entire car evenly with just the right amount of product. Mist a full size car in less than a minute and the Super Tech formula is ideal for serious car enthusiasts who enter car shows or for anyone who wants their ride to have the deepest, wettest looking shine.6 per case.
Product Description Simoniz Liquid Diamond Power Spray Car Polish is the revolutionary new way to polish your entire car in minutes. Liquid Diamond is a new state of the art synthetic formula that provides the ultimate in shine. And with the new patented battery operated sprayer, you just squeeze the trigger to lay down a fine mist spray that covers your entire car evenly with just the right amount of product. The Liquid Diamond power sprayer, can mist a full size car in less than a minute and the Super Tech formula is ideal for serious car enthusiasts who enter car shows or for anyone who wants their ride to have the deepest, wettest looking shine.
Random, swirl-free polishing action for a fine finish
100% ball bearing construction for durability
One year warranty/30-day performance certification
No swirls, no sweat, and a supreme shine every time: That’s what this Porter-Cable random-orbit polisher promises – and delivers.
The way it’s designed, most people will be able to control the tool with one hand, whether it’s being used as a polisher or as its original purpose, a random-orbit sander. For those with smaller hands or less hand strength, just attach the auxiliary handle for a superior grip. It’s easy to operate, easy to handle and easy on your body ergonomically.
We like that the speed dial is on the back of the body, where it’s less likely to get bumped and rev up at the wrong time. The speed range of 2,500 to 6,000 rpm is great for everything from polishing to waxing and buffing and, with the right attachments, sanding, too. It’s got a relatively wide orbital swing – more, we think, than most on the market – preventing swirl marks as you work, and vibration in hand is minimal.
Be aware that this polisher comes with just one polishing pad, and you’ll need more than that for any polishing/waxing job you undertake. If you are using this as a polisher, you’re likely going to be changing out and washing pads frequently, so we recommend picking up the hook-and-loop backer (Porter-Cable’s model number is 18001) and coordinating hook-and-loop pads. It will make your polishing life easier.
The car collector, auto enthusiast and exacting hobbyist will love the finish this machine produces with virtually no effort.--Kris Jensen-Van Heste
Product Description Built to last, this rugged 3.7 amp polisher has 100-percent ball bearing construction. The spiral and bevel gearing provides for smooth operation and efficient transfer of power. A variable speed dial sets the orbit rate between 2,500 and 6,000 orbits per minute for precise control. The speed dial is on the end of the motor, out of the way, preventing accidental changing of the speed. A handy slide switch prevents hand fatigue when the unit must be run for the extended periods of time that polishing operations require. The random orbit action of the special six-inch polishing pad provides a smooth, swirl-free finish. An included side handle fits either the left or right side for maximum comfort. For more versatility, this tool can be converted to a five-inch random orbit sander with sanding pad no. 13700 (sold separately).
Syntec provides far superior protection against deposits. Corrosive particles such as rust, acid, soot and oxidized fuel fragments can cause costly damage to critical engine parts. Syntec neutralizes these particles, suspending them away from engine sufaces.
Now with even better protection against engine wear, Syntec can help extend the life of your engine.
Syntec delivers the ultimate performance under high-temperature conditions: unsurpassed protection against volatility burn-off and viscosity increase.
Syntec meets the world's toughest engine protection requirements, including European gasoline torture tests.
Neutralizes acids in your engine that can cause rust and corrosion on vital engine parts such as cylinders, bearings and hydraulic valve lifters.
The unique, active formula of Castrol Syntec Full Synthetic Motor Oil is engineered to provide the ultimate in engine protection and performance. Castrol Syntec can be used with confidence in every gasoline engine passenger car, new or old, regardless of oil previously used. It is fully compatible with all conventional and synthetic oils.Syntec has been tested under the severest possible conditions to prove its outstanding durability. The result? Excellent performance in essential functions such as thermal stability, low oil consumption, resistance to oxidation, soot control, engine cleanliness and wear protection.
The 2007 Jeep Wrangler not only broke cover at the North American International Auto Show in Detroit, but also broke through the front window of Cobo Center in its world debut.
This year at NAIAS, the all-new 2007 Wrangler first broke through the back wall of the stage and then drove across the show floor and out Cobo Hall, directly through a plate glass window!
Once on the sidewalk, the Jeep drove across the street, up the stairs and scaled a mountain that had been constructed to showcase the traditional Jeep capabilities of the new Wrangler.
The 2007 Jeep Wrangler and continues in the direction of the original Jeep—the 1941 Willys MB—by offering more off-road capability and carries on the 4-wheel-drive leadership of the Jeep brand.
The new Wrangler offers increased ground clearance, larger wheels and tires, enhanced Dana front and rear solid axles, available next-generation Command-Trac and Rock-Trac transfer cases, new electric axle lockers, and an electro-disconnecting front sway bar.
The 2007 Wrangler also delivers more on-road refinement with an all-new frame that is 100 percent stiffer, a 2-inch-longer wheelbase, a 3.5-inch-wider track, lower spring rates, advanced shock tuning, and increased jounce and rebound travel.
The increased dimensions add up to more interior space, including 4.6 inches more hip room and 5.1 inches more shoulder room. The Wrangler offers more open-air options than before with a new three-piece modular hardtop, a Sunrider soft-top, and dozens of different door, top and windshield combinations.
The 2007 Wrangler receives more power with a new 3.8-liter V6 engine that delivers 205 horsepower and 240 lb-ft of torque. New four-wheel ABS is standard on all 2007 Wranglers.
If any Hummer makes sense for general civilian use, it would have to be the new Hummer H3, which is smaller, less expensive and more fuel-efficient than other Hummers.
The $100,000-plus Hummer H1 is a military vehicle too raw for civilian use. The swaggering civilian H2 is far more civilized than the H1. But it costs approximately $52,000 and is a gas-guzzler that is too large for easy driving or parking in congested areas.
The considerably smaller H3 costs $28,935 and is so user-friendly that it almost makes you feel as if you're in one of General Motors's smaller sport-utility vehicles or pickup trucks if you close your eyes and forget for a moment that you're in a Hummer. That's because General Motors owns Hummer and the H3 is based on Chevrolet's fairly small Colorado pickup truck.
Traditional Hummer Styling Traditional Hummer styling makes the H3 look nearly as big as the H2, as long as there is no H2 around for comparison purposes. The H3 has the same assault vehicle styling of the H2, with an extremely vertical windshield, round headlights in square holes, a 7-slot grille and a spare tire on the cargo door.
The H3 is nearly 17 inches shorter overall than the H2 and is about the length of a midsize sedan. It's also 6.5 inches narrower and 4 inches lower, with about an 11-inch shorter wheelbase, or distance between axles.
Holding Costs Down The H3 uses the Colorado pickup truck chassis and drivetrain to keep costs down and increase fuel economy ratings. But it's beefed up and has additional ground clearance and underbody shielding to help give it a Hummer's remarkable off-road abilities. It's said to do as well as an H2 when fording 24-inch-deep streams or climbing over rocks and other off-road obstacles
A full-time all-wheel-drive system with low-range gearing and locking center differential help off-road driving, and that drive system provides more grip on slippery roads.
Diehard off-roaders should get the $1,025 Adventure Preferred Equipment option. It has a locking rear differential, low-ratio transfer case, off-road suspension and on-off road tires.
However, that package can't be ordered with the shiny $800 chrome alloy wheels, which don't make sense for off-road travel but will be hard for some H3 buyers to resist.
Tempting Options My test H3 had the chrome wheels and the $3,125 Luxury option group, which has such items as leather upholstery, heated power front seats and an upscale sound system with a 6-disc CD changer. It also was equipped with $325 satellite radio and an $850 chrome Appearance package with chrome door handles and outside mirror caps and roof rack.
Not surprisingly, with all its extras, my test H3's list price was $36,925. And it didn't even have such options as the $800 power sunroof or $395 head-protecting side-curtain airbags with rollover sensors.
Well Equipped However, the H3 has a good amount of standard equipment. It includes air conditioning, cruise control, a tilt wheel, an AM/FM/CD player and power mirrors, windows and locks with remote keyless entry. There also are split-folding back seats, a rear wiper-washer and even a tire pressure monitor.
I had no chance to take the H3 off-road, but the standard traction control helped during slippery on-road driving, as did the huge tires, anti-lock brakes and tight 37-foot turning circle.
Those wanting more stability can get the GM Stabilitrak anti-skid system, which comes with the $1,695 automatic transmission. Alas, the transmission is just a 4-speed unit instead of a more modern 5-speed automatic.
First Manual Transmission This is the first Hummer offered with a manual gearbox, although that transmission is not available with Stabilitrak. It's a 5-speed unit that might be a bother for those who don't like shifting during in-town driving. But it should work especially well for off-roaders who get the Adventure group with its special transfer case.
Steering and handling are fine. The ride is generally composed, but can become truck-like on some roads. After all, this is a truck. The brake pedal has a nice linear action that allows smooth stops, but braking distances are average.
John-Wayne Tall Climbing in and getting out with any grace calls for above-average agility because the H3 stands John-Wayne tall. It helps to be at least 6-feet tall with long legs. One female acquaintance took one look at the H3 and said, "I wouldn't try to get in or out of that thing with a short skirt." Narrow rear door openings don't help, but occupants sit high once aboard.
The slippery $595 tubular side steps on my test Hummer looked good, but were too narrow to be anything but a hindrance when getting in or out. I suspect the $520 running boards aren't much, if any, better—judging by my experience with them on other GM vehicles.
Only Five Cylinders Hummer was shooting for at least a 20-mpg highway rating with the H3 because the H2 is such a fuel hog. That's partly why the H3 has a 3.5-liter engine with only five cylinders. The H3 met the target, delivering an estimated 20 mpg on the highway with the manual transmission. The figure is 19 mpg with the automatic.
Acceleration is decent—at least with just a driver aboard—because the engine produces 220 horsepower with dual overhead camshafts and four valves per cylinder. It has variable valve timing to help it be more responsive at various engine speeds.
The H3 hits 60 mph from a standing start in 10.5 seconds and exhibits an acceptable 65-75 mph passing time. But the H3 could use a 6-cylinder or V8 for more punch if loaded with people and cargo because it's pretty heavy at about 4,700 pounds.
Fuel Economy Payoff However, the payoff with five cylinders is the best Hummer fuel economy. The H2 gets approximately 9 to 11 mpg in the city and is lucky to reach the low teens on highways. The estimated city figure with the H3 is 16 mpg with either transmission.
The H3 interior looks upscale, especially with the Luxury package. Gauges can be easily read and there are supportive seats, handy dual front cupholders and large, easily reached controls. However, the front console bin and glove compartment are small.
Roomy Interior Hummer calls the H3 a 5-seater. But, while there's good room for four tall adults, the center of the rear seat is uncomfortable for a fifth occupant.
The opening for the cargo area is rather high, but that area is large and its size can be increased by flipping the back seats forward—although they don't fold far enough to allow a totally flat cargo floor. The bulky full-size spare tire attached to the swing-open cargo door makes that door difficult to open, especially if the H3 is parked at an angle.
The tire obstructs driver vision through the back window and thus makes the large outside rearview mirrors especially helpful. They can be folded against the side glass when garaging the wide H3 or when protecting them from damage in parking lots.
The H3 isn't for everyone, but it's more acceptable for daily use than the H2. Its price, size, fuel economy and unique image should attract new Hummer buyers. And it hasn't abandoned the off-road prowess that is a strong Hummer selling point.
Automotive subcultures collided when California's Irwindale Speedway hosted the first-ever NASCAR vs. D1GP drift-off. Some of NASCAR's most famous names hopped into borrowed D1 cars to show the world that they too can turn right. All joking aside, this event was an opportunity for two very different sets of drivers to have fun, try something new and raise a lot of money for charity. This NASCAR vs. D1 event was hosted by Kasey Kahne, and accordingly all proceeds went to benefit his Kasey Kahne Foundation.
This was a drift-only event, meaning that there was no NASCAR-style racing to be found. This small yet very important fact surprised us as the stands were full of die-hard NASCAR fans. This NASCAR vs. D1 event would prove to be these fans' first-ever exposure to drifting, so many in the drift community were anxious to see just how the "rednecks" would respond to seeing "their boys" potentially not drive as well as a bunch of "fer-ners" from Japan. Would the drift fans' preconceived notions of NASCAR fans prove to be true, or would the NASCAR fans surprise everyone and show some love for a bunch of Japanese drivers and cars?
Though just an exhibition match, the folks at D1GP flew some of its best drivers in from Japan so that this new American crowd could see what Japanese-style drifting was all about. Ken Nomura, Toshiki Yoshioka and Takahiro Ueno represented D1 Japan, while Rhys Millen, Sam Hubinette, Vaughn Gittin Jr., Chris Forsberg, Calvin Wan and Tanner Foust represented the U.S. drift scene.
Not the type of company to be outdone on anything, NASCAR brought in a few of its top names. It was up to drivers like Kasey Kahne, Robby Gordon, Bill Elliot, Chris Cook, Greg Biffle and Matt Kenseth to show the world that NASCAR guys can do more than just turn left. As NASCAR cars aren't set up for drifting, many of the top D1 teams allowed the NASCAR drivers to borrow their drift-spec cars.
To make things easy on the NASCAR guys, the D1 officials had them start from the edge of the infield. Most of the NASCAR drivers had to hop into unfamiliar cars and drive in an unfamiliar style on an unfamiliar course layout, so forcing them to try to drift the bank at 100-plus miles per hour would have been dangerous. Even with the slower starting speed, it took a while for the NASCAR drivers to get the hang of drifting. For a while, it was almost just like watching an amateur Drift Day.
The NASCAR guys would approach the first corner at a relatively slow speed and then power-over in the middle of the corner. A lot of the guys either understeered or spun out. Robby Gordon hit the wall while driving Rhys Millen's GTO, which prevented Rhys from driving the rest of the event. Other than that, the NASCAR drivers more-or-less just spun out.
The D1 pros, on the other hand, put on a good show -- but something seemed to be "missing". With no championship points or a title on the line, the pro drifters also took things easy. No sense in breaking a car for a demonstration, right? The new-to-drifting crowd, on the other hand, loved what they were seeing. This "free-form" event allowed the pros to do things that would never fly in competition, such as rodeo drifts, 360s and more.
With the event being a "freestyle" demonstration, the NASCAR guys were able to go out fairly often. As the night progressed, the NASCAR guys really started to get the hang of this whole drifting-thing. The real standout NASCAR driver of the night was Chris Cook. Cook hopped into Robbie Nishida's Quaker State/Falken-sponsored 240SX, and drove the thing like he's been doing it for years. Not only was Cook the first NASCAR guy to drift the bank, he drifted it very well. He had the smoke going, and his speed was pretty good, too. Cook was able to come in from the bank, hit the clipping point and link every corner. His line was great, but his speed was a little bit low. Again, the guy just hopped into the car earlier in the day. All the drift pros agreed that if Cook could get a few days' worth of practice in a familiar car, he could easily qualify for a D1 or Formula D event. Rumor has it that Cook is planning on competing in a few drift events next year.
Event host Kasey Kahne was behind the wheel of Sam Hubinette's Viper, and he was the next NASCAR guy to drift the bank. His line wasn't as good as Cook's, but we feel that Kahne would also be able to get the right line and speed with a few days' worth of practice. Kahne and Cook also gave a tandem drift run a try -- it's obvious that both of 'em are still new to tsuisso runs, but at least they didn't hit each other. Not wanting to be left out, Robbie Gordon was able to convince Falken to let him borrow their FD3S RX-7, which he then promptly used to drift the bank. Gordon may have been able to redeem his driving skills, but he still owes Rhys Millen a new GTO control arm.
Everyone that attended -- from the drivers to the spectators -- had a great time at this first-ever NASCAR vs. D1GP event. People from both the NASCAR and the D1 sides are saying that this was just the first of many D1/NASCAR drift-off events. We're still not sold on watching NASCAR, but we'll be rooting for its drivers the next time they compete head-to-head against the D1 guys. Something tells us that these NASCAR guys may pull a Rod Millen and become the next force to watch in drifting's future.
Be sure to click on our Media Page for more pictures of this ground-breaking event!
Toyota asserts that the all-new 2007 Toyota Camry's looks are a bold and assertive answer to the ordinary styling of the previous car. Toyota may be attempting to respond to critics who consider the Camry an appliance approach, as opposed to making an emotional appeal, to the car business. But Toyota's conservative approach with the Camry has earned it the top sales spot for a passenger car during eight of the last nine years. The new design allows a roomier cabin with a host of fine features. Both four- and six-cylinder engines have added power with good fuel economy and excellent emissions ratings. An auxiliary audio input is standard, and Bluetooth is available separately from the navigation package.
Upside: The new Toyota Camry is smooth and quiet over a variety of road surfaces, and handling is precise without punishing occupants with a harsh ride. The four-cylinder engine has adequate power for family chores and delivers 25mpg/34mpg (city and highway, respectively) fuel economy with a standard transmission. For added enthusiasm, the 3.5-liter V-6 from the Avalon model provides 268 horsepower, enough to surprise some sports sedans at a stoplight. All instrument trims feature backlit Optitron displays and an oil change reminder. All audio systems have MP3 and WMA playback capability, digital sound processors, and an auxiliary input for iPod and other portable audio devices. Bluetooth and GPS navigation are available as options.
Downside: For buyers who seek emotion in their ride, the Camry is still more sensible than arousing. Four-cylinder fuel economy with the automatic transmission, Toyota's most popular combination, has decreased slightly in highway EPA rating despite a change from five to six speeds. That's in vivid contrast to the gain in both power and economy of the six-cylinder offering. Base prices remain competitive with other midsize offerings but quickly escalate with the addition of comfort and convenience options.
Outlook: Despite aggressive competition from Kia with a similar-size, full-featured entrant at a lower price and Ford's competent new Fusion model, the Camry should keep its first place title. The buttoned-down styling is clean and contemporary, and the quality remains class-leading. Camry will also include a hybrid model that will help position the popular sedan as delivering high economy and leading technology. Finally, the addition of useful features will appeal to careful shoppers.
The latest accounts of Formula One Administration (FOA), covering the year 2005, have revealed a pre-tax profit of $435m, up from $413m the previous year. The turnover increased from $705m to $787m, an increase of more than 10%. This is more impressive than it looks as the 2004 figures were artificially bumped up by a $93m one-off payment by the Interpublic Group in order to get out of its contract to run the British Grand Prix. Bernie Ecclestone's salary dropped from $4.6m to $4m. The figures will no doubt make CVC Capital Partners a little happier as it looks to get some return on its investment in F1, which is believed to have been around $1bn, with an additional $300m paid to buy Allsport Management. CVC may be pushing for more increases in profit but it is hard to see how this will happen as the Formula One company must start paying out much bigger sums to the F1 teams in 2008. Its overheads are already low as it employs only a small number of people, its prices are high and competition is increasing from potential rival A1 Grand Prix. There are areas of the sport which are not being fully exploited, notably merchandising and licensing of products. The company is also failing to make the most of the Internet, leaving the field open for large numbers of largely amateur websites that are, in effect, little more than blogs. There are also suggestions that the company would make more money in the longer-term if it re-thought some of its philosophies: notably if it took less in fees for races in order to allow promoters to invest more in infrastructure and thus be in a position to attract more fans. At the moment many promoters argue that they have trouble enough keeping up with changes needed for safety, let alone increasing the capacity of the tracks and thus being in a position to lower the ticket prices for the fans. Having more fans at the races would increase the possibility of earnings if merchandising were more developed and concessions were increased and improved.
The problem for CVC is that the failure of the various parties to agree to a new Concorde Agreement has meant that the venture capital company has not yet been able to raise a bond against the future earnings of the sport and thus recoup the initial investment.
Our search for the most beautiful cars was primarily guided by one criterion - undoubtful and unmistakable beauty, as much as it is possible to use that term when referring to cars. It is a rather ungrateful theme, since beauty is very subjective and impossible to generalize. For some, there can be no match to old timers, while on the other side there are car enthusiasts who believe that car design has never been more perfect than today. Just think of the Rolls-Royce, Pagani Zonda, McLaren F1, Ferrari Enzo and many other. How can they be compared to Ferrari Dino, Talbot-Lago, Jaguar, Porsche Spyder, Duesenberg etc.? We hope that you approve of our choice and feel free to add your personal best in the comments.
Jaguar E Type
The Jaguar E type, also known as the XK-E, was launched in 1961 and immediately became a major hit on the market. It combined not just performance and engineering excellence, but also a stunning design. An aerodynamics engineer, Malcolm Sayer, is the man to blame for this beauty. Many consider it probably the most beautiful production sports car.
1930 Mercedes-Benz Count Trossi SSK
This elegant design is a result of a combined effort of Count Carlo Felice Trossi, who bought the chassis of the SSK in 1930, and an unknown English body worker, Wiilie White (coach-builder), who put Trossi's vision into reality. It has surely earned its name, the Black Prince. This magnificent car is in the famous Ralph Lauren car collection.
Bugatti Veyron 16.4
It is one of the fastest, the most expensive, the most powerful and the most beautiful cars of our time. Veyron holds the Bugatti car making tradition, which never failed in creating beautiful and stylish cars. Its aerodynamically structured body expresses a perfect union of luxurious and sportive elements. Bugatti, or Volkswagen-Audi Gruppe to be exact, wanted to show the world the capacity of automotive industry with Veyron. Such an engineering and design jewel is a phenomenon whose characteristics will not be available in any everyday car, but with its existence, Veyron makes the world a much better place for any automotive enthusiast.
1938 Talbot-Lago T150 C SS Teardrop Coupe
When first describing it, the press used a special expression for this car - goute d'eau, a drop of water. Later it was translated as 'teardrop.' Goutte d'eau was a new term, an acknowledgment that the automobile's speed had crossed an invisible line where aerodynamic drag and stability began to influence performance as much as weight and power. Jaguars William Lyons once said: 'That car is positively indecent.'
Pagani Zonda
It is the beauty and the beast at the same time. The provocative and futuristic Zonda design is the creation of Horacio Pagani, and is a result of the intense search for aerodynamic and ergonomic aesthetics linked to the need to create a sensational and exceptional car. It is wild and raw, and surely won't leave you indifferent. It is interesting that Horacio used his wife for a model during designing this car. And actually, when looked from above, Zonda really has the figure of a supermodel.
1967 Shelby Mustang Eleanor GT500
This car became more famous than ever after the Gone in 60 Seconds movie, where it got its name - Eleanor. The car in the movie was a modified version of 1967 GT500 and featured extensive external body upgrades. Since it became so popular, and it is obvious why, Shelby started production of Mustang GT-500Es. Everyone just went crazy for it. Even a couple of years after the movie, Eleanor is still exceptionally popular. In USA, there are a couple of workshops that offer outstanding Eleanor replicas with even more power than the original version had.
Ferrari Dino
The name "Dino“ honours Dino (Alfredo) Ferrari, the son of Enzo Ferrari, who suggested his father developed a V6 racing engine for Formula 2 in the early 60s. He died before the car was finished, and Enzo, for the memory of his son, put the V6 into a mid-engined sports car and named it "Dino." Like all beautiful Ferraris, the Dino was designed by Pininfarina. The chief designer, Leonardo Fioravanti, gave Dino a very sexy, low shoulder body which was different from previous Ferrari designs and influenced the future models. By many, it is still the most beautiful Ferrari ever built.
1955 Mercedes-Benz 300SL Coupe
The Mercedes-Benz 300SL is a two-seat, closed sports car with characteristic gull-wing or butterfly wing doors, which, when opened, resembled a bird's outstretched wings. This car definitely attracts attention and has a distinctive and unique appearance, but is not very practical or comfortable. Still, beauty comes first, and this one deserves its' title.
Rolls-Royce Phantom
The list wouldn't be complete without the legendary Rolls-Royce. It is massive (the Phantom’s aluminium space frame is the largest of its kind ever built for automotive use) and every line and detail on this car screams power and elegance.
Aston Martin DB4 GT Zagato
The DB4 Zagato appeared in 1960, and was produced for only two years. During that time, only 19 cars were built and all are still existing in the hand of Aston Martin enthusiasts. It was basically a DB4 GT improved by the Zagato factory, by Ercole Spada. Aston Martin wanted a series of DB4 GT's that would be lighter and more competitive racing against the Ferrari 250 GT's. In 1960 it contracted Zagato to build bodies for 19 chassis. What they have come up with is the most desirable Aston Martin ever - beautiful, yet aggressive. This car marked one of the most memorable chapters in Aston history.
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Mercedes-Benz’s redesigned megacoupe adapts the style of the new S-class sedan while incorporating characteristic elements such as the pillarless hardtop greenhouse; thin, elegant c-pillars; and a low, wide grille with an integrated star. The interior matches that of its four-door sibling and truly marks a return to the beautiful cabins of classic big Mercs. At launch, the CL-class starts out as a two-model lineup: The CL550 and CL600. The former uses a 5.5-liter V-8 (382 hp, 391 lb-ft) and a seven-speed manu-matic to reach 60 mph in 5.4 seconds. The CL600’s twin-turbocharged 5.5-liter V-12 (510 hp, 612 lb-ft) and five-speed manu-matic enable it to achieve the same speed in 4.5 seconds. As one would expect, the CL600 also is suffused with every electronic weapon in the company’s considerable arsenal. It’s an imposing piece. Just as imposing is the CL63 debuting here in Paris. It employs the AMG shop’s new 6.2-liter, normally-aspirated V-8 with an output of 525 hp and 471 lb-ft, and while that torque figure may seem disappointing next to the CL600's number, the CL63 suffers from no turbo lag on its 4.6-second trip to 60 mph and benefits from a stiffer, AMG-tuned suspension. As expected, the CL63 also gets big wheels and aggressive-looking bumpers and side skirts.
The first 'New' Mini was launched just five years ago, replacing the original Mini that had changed only in detail since its 1959 debut. Designed by Frank Stephenson, now head of design at Fiat, the current design has been a sales success and most significantly has been very influential in demonstrating how small cars need not be explicitly functionalist, smaller versions of larger car types or feel cheap.
The new 'New' Mini, designed under the direction of Gert Hildebrand at Mini, is announced today with exterior design by Marcus Syring, interior design by Marc Girard and colour and trim design by Annette Baumeister.
Specification
The 2001 Mini was technically unusual in having a Chrysler-designed engine despite its wholly BMW parentage. The new car has a completely new BMW engine with variable valve timing for efficiency: 1.6 litre 120bhp in the Cooper, 175bhp turbocharged in the Cooper S, and a 1.4 litre version to follow for the One, and a diesel to follow later also. There are 6 speed manual transmissions for both Cooper and Cooper S and both variants have optional 6 speed automatic with paddle shift.
ABS, EBD (Electronic Brake Force Distribution) CBC (Cornering Brake Control) ASC+T (Automatic Stability Control + Traction), EBA (Emergency Brake Assist), DSC (Dynamic Stability Control) and also Hill Assist - preventing the car rolling back on a hill start - are the standard safety features. Run-flat tyres and electric power steering are also new, although whilst saving the weight and space required for a spare tyre and energy use of hydraulic power steering, they threaten handling sensitivity and ride comfort.
Four core color and trim packages are available; black, grey, beige and red with more detail options under the 'Color Line' range which has five colors, and four trim materials (including oak!) on top of those standard fit to the Cooper and Cooper S. Several additional extras are also available such as the piped leather and 16 chrome plated rims for the circular cockpit elements (air vents, cup holder etc).
Design
The new design appears very similar to that of its immediate predecessor, but whilst it shares some of its predecessor's under-structure, every part that can be seen on the car is new - as Hildebrand said to CDN today: "Nothing is carry over; the car is completely new".
The core differences is a 74mm increasing in length (all other dimensions are within 7mm of the previous design) of which 38mm is in the front overhang which is evident in lamps that now can be seen from the side view more as they sit on a nose section with more plan shape to disguise the increased overhang necessary for improved pedestrian impact performance. At the front the hexagonal grille graphic incorporates the lower grill aperture, and the headlamps incorporate the indicators for a cleaner solution. The side aspect is near identical to its predecessor with slightly larger wheel arch treatment, marginally more dive and shoulder in the body side, larger mirrors and different detail resolution around the small front wing. At the rear the only significant change is the lower valance which has been cleaned up and made more of a feature (particularly in the Cooper S version).
Inside the changes are greater - the main differences being an even larger centre speedometer (this time incorporating ICE and optional navigation information displays), and slimmer IP section.
Conclusion
There have been very few, if any, new cars which appear to differ so little from their predecessor as the new Mini design - the Porsche 996 to 997 (or Boxster equivalent) being the perhaps the only example of this in such extremis. But this approach is clearly necessary for this particular brand and product and it is likely that the new 'New' Mini will continue the success of its predecessor, whilst expected body style variations including an estate version will broaden the appeal and show more innovation.
Two turbocharged engines. One Mini. 1,100 horsepower. We'll take two, please.
Thanks to the popularity of TV shows like Pimp My Ride and Overhaulin', people think that it only takes 30 minutes to turn any old rusty hooptie into a Huggy Bear-approved ride. The smarter viewers out there know that these shows are all done with a bit of TV magic -- they think that it only takes seven days to turn a bucket of rust into a SEMA show car.
Well, both types of viewers are wrong -- sort of. While you'd be hard-pressed to find a shop that can change your oil in 30 minutes -- let alone trick your car out with five TVs in that amount of time, some of the TV shows really do transform a car in the span of a week. Of course, these TV shows have dozens of workers and hundreds of pre-fabricated parts ready-to-go before a wrench is even turned on a car... So TV really does make things look a little too easy.
That's a damn shame too, because we're sure that everyone that lays eyes on this MINI truck will think that a huge team of specialists turned out this wild ride in a couple of weekends. Well, they'd be wrong. The custom MINI Cooper-based "truck" you see here is the work of one man. Yes, just one man -- Paul Ireson -- built this car all by himself over the course of a year. Well, okay... his son Nick helped him with a couple of the carbon fiber pieces, and he did have a guy help a bit with assembling the engines -- but the majority of this car is pure Paul.
We're sure that you are all ready to jump on us for a typo -- that extra "s" on "engine". Well, we hate to disappoint you -- that "s" was added on purpose, for the MINI you see here comes powered by two Honda B16A2 engines. One engine sits up front and drives the front wheels while the other sits in the rear and appropriately drives the wheels in the back. Put together, it is estimated that these two Honda engines produce a combined 1,100 horsepower. Not bad for a MINI.
So how did Paul get these 1.6-liter 160-horsepower engines to produce over 500 horsepower a piece? Well, to let the engine breathe a bit easier, Paul performed an extensive bit of headwork that included polishing the head and adding angled valves and lightened valve springs. Paul also upped the engines' displacement to 2.0-liters, re-sleeved and decked the block, balanced the rotating mass and crammed in some low compression pistons.
Why put low-compression pistons in a high-revving VTEC engine? Why, so the engines can handle extreme amounts of boost, of course. Paul used his custom fabricating skills to create the plumbing that let him mount a T3/T4 hybrid turbo and oversized intercooler on to each Honda block. All of this extra air needs extra fuel, so Paul ditched the stock injectors in favor of some 1,000 cc units. Oh, and just in case Paul needs a little extra kick, a shot of nitrous is just a button push away.
We guess that most old-school MINI owners like the car's stock rubber cone suspension, so Paul had to fabricate the F1-style cantilever suspension and air shocks found on this MINI truck. However, once these suspension pieces were in place, Paul could take a break and use off-the-shelf parts for the brakes and wheels. Oversized PowerSlot rotors now sit behind an even bigger set of MOMO wheels.
The interior of this MINI truck is even crazier. Everything was ripped out and tossed out so that this MINI's cockpit could truly resemble the interior of a fighter jet. There is only one seat in this MINI, and it is made out of fiberglass and is molded into the body -- which means there is no adjusting this thing for a better driving position. The stock speedometer was also tossed in favor of a new command center based around a couple of Pioneer monitors and few dozen Maximum Performance gauges (ok... 22 gauges to be exact...). Just like the seat, these are all housed in a custom fiberglass enclosure and are molded to the car.
But there's more to the car than just a custom fiberglass seat and dash, the "passenger" side door has been welded shut and the "driver's" side door was cut, re-welded and transformed into a gull-wing door. A 15-inch monitor sits on the "roof" side of this door, which makes it a bit heavy. Luckily for the weak-of-upper-body-streng th, this door can be automatically opened with just a push of a button.
Speaking on unconventional doors, notice the lack of side mirrors on this MINI. Paul wanted the car to look a bit more streamlined, so he replaced the standard 60's-era glass with some 21st-Century cameras. Remember those Pioneer screens we mentioned a couple of paragraphs earlier? They also double as monitors for these cameras, allowing Paul to see whatever he wants when he wants. Nice.
As cool as two turbocharged VTEC engines and fighter-jet cockpits are, the most eye-catching thing about this MINI truck is the exterior. As with the rest of the car, it was all done by Paul and Paul alone, meaning that he designed and fabricated the whole aero kit. Not only did Paul make the kit, he's also responsible for adding the multi-hued DuPont Planet Color paint to the car. This MINI has more individual colors on it than Baskin Robbins has ice cream flavors, and we must stress again, Paul applied each one of those colors to the car all by himself.
Oh yeah, we must also give ourselves props right now... We immediately picked up on the fact that this MINI truck is using aftermarket Scion xA taillights. According to Paul, we were the third or fourth person to accurately place the taillights on our own. Way to go, us! While we're on the subject of vehicle lights, the headlights on this MINI are mostly stock. They can change color to match the paint, but other than that, they are the same lights that came on the car.
In fact, the headlights are the only stock part left on the car. The original body pieces were ditched, the original interior was tossed, the O.E. engine is nowhere to be found... the list goes on and on. So much stuff was done to this MINI, we still find new and cool things each time we see it. This MINI truck is truly an original ride from the ground up -- and it was all built by one person. Sure it may have taken Paul a year to build the thing, but he certainly didn't need an army of workers and a TV crew to build a unique, show-stopping one-of-a-kind ride.
The original SsangYong Rexton has a sporty look that has endeared many 4x4 fans. Now, the locally assembled Rexton II comes not only with a more aggressive appearance but also with enhancements under the skin.
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Microsoft just released a new desktop feed aggregator, codename Max. Max features news displayed in a newspaper layout and two-pane interface, a bit different approach than many other aggregators on the market. MSN Filter is built-in, helping you follow the hottest news in lifestyle, music, TV, sports, technology, and movies. You can share your favorite feed items with the Filter community to help influence the recommended reading of others.
Microsoft Max is available for Windows XP SP2 and above (including Media Center). It takes advantage of some of the latest hardware and software, including .NET Framework 3.0 RC1 and the Windows Presentation Foundation. Max also features a photo organizer to bring more of your digital lifestyle into one application.
I don't have a Windows box so I haven't been able to play with the latest build first-hand. Windows users can download the latest Max build and play around with the software in English, German, or Japanese.
In the "good old days", starting a car with a dead battery meant flagging down a motorist and using a set of jumper cables to "borrow" enough electricity from the healthy car to start the dead one.
The process is safe when performed properly, but has so many opportunities for a mishap (resulting in sparks, fire, or an exploding battery) that amateurs these days are often discouraged from even trying.
Fortunately, there's a much safer option: the portable jump starter. These units contain a compact battery and a pair of cables. The compact models are about the size of a lunch box; bigger units can be as big as a book bag.
To start a car, simply hook the red cable to the positive terminal of the car's dead battery and the black cable to the negative terminal, then start the car as usual. Once the car is running, disconnect the jump starter from the vehicle and you're ready to go.
Models
Many models are available.
--The compact Schumacher PS-120A Mity-Mite Jump Starter With 12 Amp Hour Battery is as one of the smallest units, but its 12 amp-hour battery still packs enough power to start cars, pickups, and SUVs.
--If you're planning to use the tool frequently, or have a big truck (especially a diesel), consider the Schumacher PS-400-3A Instant Power Jump Starter With 18 Amp Hour Battery -- its 18 amp-hour battery has 50% more power.
--For the ultimate in simplicity, the Schumacher IPD-1800 Instapower Jump Starter With 18 Ampere Hour Battery And Recharge Docking Station includes a dock for easy recharging.
More Uses
Most of the time, jump starters are used when someone leaves their lights on. However, there are several other cases when a jump-starter can come in handy:
--cold weather: The guys on a popular automotive radio show recently recommended using a jump-starter (stored indoors) as a handy way to start a frozen car on a sub-zero winter morning.
--motorcycles/riding mowers/ATVs: If you own a vehicle that doesn't get driven much, it's not unusual to discover that its battery has died in the weeks or months since you last drove it.
Accutire MS-4000B Deluxe Backlit Lithium Digital Tire Gauge
Great styling and durable aluminum construction, includes a eyeglass style case
Accurately measures 5 to 99 PSI in 1/2 pound increments
Powered by a lifetime lithium battery, automatically shuts off
Large backlit LCD display
5 year warranty
Accutire's new, deluxe digital tire gauge delivers precise tire pressure reading every time--and that's important. While manual tire gauges seem flimsy, sometimes stick, and can give inconsistent results, Accutire's digital gauge is a well-made, confidence-inspiring instrument. The Accutire also delivers impressive consistency: in our tests, we got within plus/minus 1/2 psi each time, something that's not likely to happen with a manual gauge. The Accutire's large back-lit LCD screen is easy to read, too, no matter if you're standing in pitch-black dark or in bright daylight. The gauge measures from 5 to 99 psi, in 1/2-pound increments, and automatically shuts itself off after you use it. Built with a rugged aluminum housing, a rubber nose, and tail guards, this gauge also comes with a handy steel side clip, in case you need to carry yours with you wherever you go. And when it's not in use, you can store the Accutire in its felt-lined, snap-shut case, so it won't get beat up rattling around in your glove box. Accutire's digital gauge costs more than a manual gauge, but with its lifetime lithium battery, it's going to last you a long, long time. --Jon Groebner
Product Description This gauge is a precision tool with great styling. The aluminum housing and the rubber ends give the gauge a quality feel. The case looks great and protects it for many years to come. Keeping your tires properly inflated saves gas, extends tire life and improves safety.
Actron CP9145 AutoScanner Diagnostic Code Scanner for OBDII (Post-1996) Vehicles
Connects to your car's on-board computer to aid in troubleshooting and to reset "check engine" light
Compatible with all cars and light trucks sold in the US since 1996
Recording and playback of real time data lets you diagnose during a road test for easier diagnostics
View "Freeze Frame Data" lets you see what conditions the code was set under for simplified troubleshooting
Large LCD display and easy-to-follow menu system
From the Manufacturer Designed for experienced mechanics, the Super AutoScanner connects to the on-board computer built into every car sold in the US since 1996. It retrieves and displays OBD II trouble codes and live vehicle data for faster diagnoses of automobile problems and faster overall repair time. This sophisticated yet extremely user-friendly tool is designed for OBD II compliant cars and light trucks (foreign and domestic) sold in the U.S. from 1996 to the present. Optional cables add coverage for OBD I 1984-95 Ford and GM models and 1989-95 OBD I Chrysler applications. OBD I and OBD II software is built in, so there are no additional cartridges to buy. The AutoScanners is expandable to cover OBD I vehicles with optional cables. An internal 9-volt battery stores the latest test results for review. The AutoScanner monitors status and I/M readiness to determine if the vehicle will likely pass state emissions tests or not.
FEATURES
Record and playback real time data for diagnosing during road tests
Compatible with 96 and newer vehicles and 95 and earlier domestic vehicles (with optional cables for versatility
Trouble code data for reasons why the "Check Engine" light is on
Erases trouble code and turns off the "Check Engine" light when repairs are complete
"Freeze Frame Data" shows what conditions the code was set under for easier diagnostics
Read and erase generic OBD II trouble codes (including pending codes) for convenience
Read and erase GM/Ford/Chrysler OBD II manufacturer-specific codes for convenience
Optional cables available to read and erase OBD I GM/Ford/Chrysler trouble codes for convenience
Quickly connects to the vehicle for less downtime
Large easy-to-read LCD screen provides Diagnostic Trouble Codes (DTCs) and their definitions
Turn off Check Engine Light (Malfunction Indicator Lamp or MIL)
Extremely user-friendly menu provides:
Built-in help screens for user friendly operations
View live engine data parameters (PIDs)
Ruggedly built for both shop and road test use
Tool is fully upgradeable, accommodating future vehicles (including C.A.N.)
What's in the Box
SUPER AutoScanner CP9145 Base Unit
OBD II Cable
8-Foot Extension Cable
Manual/CD-ROM with over 5,000 code definitions
Soft Carrying Case
SPECIFICATIONS
Optional cables add coverage for OBD I 1984-95 Ford and GM models and 1989-95 OBD I Chrysler applications
can be used on OBD II compliant cars and light trucks (foreign and domestic) sold in the U.S. from 1996 to the present.
Expandable to cover OBD I vehicles with optional cables Internal 9 volt battery
Product Description To verify that your vehicle is covered by this application go to actron.com. - A Bold Step Forward in DIY Diagnostics! The Super AutoScanner allows the user to easily retrieve and read OBD II trouble codes and live vehicle data for a faster diagnosis. This sophisticated yet extremely user-friendly tool can be used on OBD II compliant cars and light trucks (foreign and domestic) sold in the U.S. from 1996 to the present. Optional cables add coverage for 1984-1995 GM 1984-1995 Ford and 1989-1995 Chrysler applications. Features and Functions: - Read and erase generic OBD II trouble codes (including pending codes) - Read and erase GM/Ford/Chrysler manufacturer-specific OBD II codes (including pending codes) - View live engine data parameters (PIDs) - View Freeze Frame data - Display status of OBD II I/M Monitors - Menu-driven with built-in help screens - Ruggedly built for both shop and road test use - Includes OBD II adapter and 8 ft. extension cable - Code definitions are stored in the tool - Flash updateable via CD-ROM - Made in U.S.A. - OBD I and OBD II software built in: no additional cartridges to buy - Expandable to cover OBD I vehicles with optional cables - Internal 9 volt battery stores latest test results for later review
With the advent of cellphones, Internet phoning and new technologies such as Skype, you can save a lot of money on long-distance (and local) calls. But navigating the myriad options and still getting the best service for your buck can be confusing. Consumer Reports offers some suggestions on how to save:
# Try Internet phoning.
It's not as complicated as it sounds. To get started, you need something called Voice over Internet Protocol (VoIP), which relays phone calls via a high-speed Internet connection. Service costs about $20 a month or more and offers unlimited local and long-distance calls -- which could save you about $400 a year if you already have high-speed Internet. You'll also pay less in taxes. Check with your cable company to see if it offers a package with your cable or DSL, or try a company such as Vonage, which specializes in VoIP. Just remember, you must have an Internet connection and electricity for it to work -- so have a basic land line as a backup.
# Go totally mobile.
You could get rid of the land line altogether and save. Just get a cellphone plan that offers you enough national anytime minutes.
Cellphone connections are still less reliable than land lines, however, so be sure that your phone works in all areas of your home. And if you live in a rural area, be sure that your local emergency operator has an enhanced technology called E911, which allows operators to get locations for cellular callers.
# Shop.
You can find a cheaper cellphone plan -- you just have to look. The plans that are promoted by the cellphone companies may not be right for you, and you could find a better one just by doing a little digging. Call your cellphone carrier or look at its Web site for more options. Read your bill carefully -- are you paying for services such as text messaging and picture mail that you don't even use?
# Bundle your local and long-distance calls.
Some companies, including AT&T and Verizon, allow you to buy unlimited long-distance and local service from the same company. Determine your calling habits -- do you make a lot of long-distance calls? If so, it might be worth it.
This is pretty amazing! Can you imagine how all this operates? How do they lock each car in its cubicle for safety. WHO CARES? NO ONE IN THEIR RIGHT MIND COULD GET IN THERE. Talk about German efficiency! The two photos below were taken at a new parking garage in Munich . The actual space that the facility occupies is approximately only 20% of a comparable facility with the traditional design that is used primarily in the US . Not only is the German structure less expensive to build, but vehicles are also “retrieved” in less time and without the potential of being damaged by an attendant.
Available in Neo Blue, Red, Green, White, Purple, Orange, Yellow
A great starter kit for either the novice or professional installer, the Blue Line Series Undercar Kit contains two 48" tubes and two 30" tubes encapsulated in high-impact resistant tubing, with the benefit of the built-in transformer in each tube. Simple Installation instructions make this kit a favorite for beginners who demand a lot of performance without requiring a lot of time. A high performance, lower-cost options, the Blue Line Series Undercar Kit is backed by a Limited Lifetime warranty.
Complies with all 49 state emissions standards and we are waiting for approval for California/CARB exemption on select applications
Increases horsepower up to 21 HP and torque up to 37 ft/lbs (based on tests of a popular domestic truck, your gain may vary based on application type)
Improves towing and passing ability
Increases the fun-to-drive factor of your truck or SUV
Improves throttle response
Did you know that a bolt-on performance air intake system can increase your horsepower and torque? This process works in two ways: first, you'll be eliminating the more restrictive intake systems that come standard from the factory on most production light duty passenger trucks and SUV's, and second you'll be replacing it with a tuned intake system that delivers a cool air charge and works with the resonance of the engine (harnessing the motor's own sound waves) to move more air into the engine, so you can achieve measurable horsepower and torque gains.
CYBERJAYA: BMW Malaysia Sdn Bhd unveiled variants of eight models as part of its strategy to create more choice and variety for customers.
Managing director Wolfgang Schlimme said: “Since we entered the Malaysian market, we have tripled the number of models and variants available in the market.”
From left: BMW Malaysia product manager Raymond Tan, sales and marketing director Michael Lerch and Wolfgang Schlimme The eight models are BMW M6, BMW 130i, BMW 525i Touring, the 3-Series Touring, BMW 730Ld, the locally-assembled 3-Series sedan, Z4 Series and the MINI Series.
BMW M6 Coupe The 3-Series Touring consists of the 2-litre petrol and 2-litre diesel versions while the Z4 has 2-litre and 3-litre variants.
The locally assembled vehicles are the 320i Standard, 320i Special Edition and 325i.
BMW 3-Series Touring, (from left) the BMW 320d Touring and BMW 320i Touring.
The MINI Series offered are the Seven, Park Lane and Checkmate versions.
BMW also unveiled its latest Motorrad motorcycle range – the K1200R, K1200S, R1200ST, R1200RT, R1200GS and HP2 Enduro.
The BMW and MINI cars are priced from RM166,888 to RM1mil.
MINI cars, (from (left) the Seven, Park Lane and Checkmate variants The company had also introduced GPS Navigation as well as other innovations like head-up-display, BMW Night Vision and high beam assist, Schlimme said.
BMW Z4 2.0i roadster. Meanwhile, under its service programme, the premium carmaker is giving customers free maintenance and scheduled servicing for three years or 60,000km, whichever comes first. Schlimme said the programme would help sustain the second-hand value of BMW vehicles.
The company is also expanding and upgrading its dealer network. Auto Bavaria Segambut and Auto Bavaria Sungai Besi are expected to be opened in new updated design and dimension in the next few months.
The company also has appointed three new dealers. Sapura Auto, sited in Jalan Tun Razak, will open in the next quarter, while Tian Siang (in Ipoh) and Ingress Auto (in Damansara) will start in the first and fourth quarters next year.
BMW 130i hatchback On completely-knocked-down (CKD) operations, Schlimme said BMW had invested RM40mil in the Shah Alam plant since 2003 to assemble the 3- and 5-Series.
He said that for CKD programme to be viable, 800 to 1,000 cars of the selected model had to be sold.
On the lower July vehicle sales, he said the weakness could be due to seasonal effects.
“I do not believe there would be dramatic changes by year-end,” Schlimme said.
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