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Sites like CoderSource.net, and GURU are very usefull for unnemployed programmers whith a lot of talent. They offer the possibility to earn some extra cash ( even build an income ) from a very wide source. You can even start working for some good companies or people that give you all of the jobs you are very good at completing.
CoderSource.net, a new online community for programmers, is also holding an Offers to promote membership levels ,user activity and money. All you need to do is to use your Technical Expertise to write Articles, Tips, Tutorials and even Book Reviews for the avid readers.
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And there you have it. All the advice you need to start as a new programmer on a site like CoderSource.net and actualy know what you are doing and how things are. For the other thing that you need to know about any one of these sites, you can find it in the HELP section of each site
Tag: .Net,C#,Win32,C++,VC++,MFC ,codersource.net,codersource,Visual C++
MOST well designed cars that roll off the assembling lines are good looking already.
But can their appearance and substance be further improved?
Volvo Car Corp gave three of its just launched C30 model to three aftermarket tuning companies and allowed their imagination to run wild for the creation of the ultimate C30.
Volvo C30 customised cars at SEMA. (From left) the Heico Sportiv/Burton Snowboard C30, the ipd and the Evolve C30.
The customised C30 cars, which were displayed at the annual Specialty Equipment Market Association (SEMA) show in Las Vegas, Nevada, definitely raised the C30's original wow factor many times over.
So, pick your ultimate C30.
Evolve C30
The Evolve C30 is the ultimate street performer and track star with motorsports technology.
With 507 stampeding ponies thundering from twin turbochargers, this awesome amount of power goes to the tarmac via four massive tires. Sophisticated race-inspired suspension, gigantic brakes and a screaming yellow high gloss paint scheme over wild bodylines highlight the Evolve C30's attitude. Inside are highly bolstered seats, a safety structure and custom leather touches.
Heico Sportiv/Burton Snowboard C30
A joint collaboration between German tuner Heico Sportiv and Burton Snowboards, this C30 promises those with an active lifestyle the ultimate lifestyle vehicle.
Fully drivable with 300 horsepower and factory electronically controlled all-wheel drive, this dream C30 features a height adjustable suspension, custom cut Toyo tires and an incredibly complex six layer camouflage paint job that will let the car blend in to the mountain environment while still turning heads on the road.
You also get a portable GPS system and gleaming 2008 Burton snowboards and boots.
ipd
Nothing like a little national pride of yellow and blue to draw the crowds in Las Vegas.
Pumping out 384 horsepower, the ipd C30 retains its factory front-drive layout and puts its best foot forward by offering up plenty of electronic fun and a thoroughly custom fabricated interior, highlighted by a touch screen in the floating centre stack and a heads-up instrument display.
A bit different from other C30s, this one comes with gull-wing style doors.
DETROIT - Volvo, a unit of Ford Motor Co. (F.N: Quote, Profile, Research), is recalling about 360,000 cars because of a problem with vehicle speed controls that can cause engines to lose power without warning, Volvo said on Friday.
Volvo said a defect in the electronic throttle module in cars built between 1999 and 2002 could cause the vehicle to shift into a "limp home" mode in which the maximum speed is about 15 miles per hour.
The National Highway Traffic Safety Administration (NHTSA) ordered the Volvo recall.
The recall applies to Volvo C70 and V70 models built between 1999 and 2002, S60 models built between 2001 and 2002, and S70 and V70X models built between 1999 and 2000.
Volvo spokesman Christer Gustafsson said the automaker has fixed the speed control problem on about 165,000 vehicles of the recall total after sending out notices to owners in March.
California's Air Resource Board had first flagged the throttle control problem. NHTSA informed Volvo that it was making the recall mandatory earlier this month, Gustafsson said.
Volvo owners who bring their cars to dealerships will have new software reinstalled for the throttle control unit, he said.
"We're already doing about 2,000 or 3,000 of these a week," the Volvo spokesman said.
The "limp home" setting is a safety feature in Volvo cars intended to prevent unintended acceleration in case of a throttle malfunction, Gustafsson said.
Separately, the NHTSA said DaimlerChrysler's (DCXGn.DE: Quote, Profile, Research) (DCX.N: Quote, Profile, Research) Chrysler Group was recalling about 128,000 Pacifica sport utility vehicles because of a problem with the software governing the fuel pump and power train control.
The NHTSA said the defect could cause the engine to stall in some cases. The recall applies to Pacifica models built between 2005 and 2006.
Chrysler dealers will reprogram the power train controls and replace the fuel pump on certain cars as part of the recall, the NHTSA said in its recall notice.
Volkswagentalk.com Website Forum for Sharing Ideas on Volkswagen
This new website allows visitors to share recommendations, news and trade about Volkswagen.
The new website Volkswagentalk.com recently made its debut on the Internet. The forum environment allows Volkswagen people, as well as people interested in the area, to exchange ideas, recommendations and information. Guests can discuss everything from Volkswagen Tech Tips to Performance and Modifications to the best places for people to submit their idea or discussing or just exchange friendly chat to get to know one another.
Dimma, founder of the site, has great respect for the area. He explains, “Volkswagen is inarguably the hottest car topic on the Internet. I always welcome the opportunity to trade here. The truly distinguishing characteristic of this topic is the people. Everyone is so gracious and inviting.” He continues, “We wanted to provide a forum that would let people, whether they in Car Business, used to do one or are just wandering around, extend the friendliness. Additionally, the forum has so much to offer its users and visitors. It is such an up-and-coming forum. Guests to the site can try to keep track of all of the happenings together.”
Volkswagentalk.com outlines all for which the area is most famous, as well as some insider tips and information. Several threads are dedicated to 2007 Volkswagen Passat. Still another section addresses 2007 Touareg and Volkswagen EOS, leaving room for users to exchange ideas and opinions on Volkswagen matters. For visitors, a thread is dedicated to providing advice and ideas. Discussions are categorized under Volkswagen Forum, Volkswagen Models, Volkswagen Technical Discussion and Volkswagen Talk Site Issues.
If you are looking for personal finance advice, Bankaholic is the right bank deals blog for you. They have information on certificate of deposit accounts. For instance, it has a list of the highest cd rate online banks in America. There are also a lot of latest financial news and economic incidents that can affect interest rates at banks. You can also compare cd rates from a handful of banks. We all know that financial information can get a bit confusing so I suggest you visit Bankaholic.com for all the information on your finances.
BEIJING: Homegrown Chinese brands stole the show Saturday at the opening of the Beijing Auto Show, upstaging their bigger and better-known international counterparts with original designs and big ambitions.
"A couple of years ago at the Beijing Auto Show, the (Chinese brands) were like children," said Malcolm Bricklin, a U.S. businessman looking to partner with a Chinese company to make cars for export to North America by the end of 2009.
"Now they are road class, big time. Two years from now, forget about it."
Sleek Chinese high-end sedans, hybrids, roomy SUVs, and convertibles in rainbow colors competed cheek by jowl with their foreign counterparts and in many cases drew the larger crowds. Today in Business Outsourcing hits a new class of workers: Journalists Clash of civilizations at Hong Kong newspaper On Advertising: Bolloré at the gate
"You see some good ones, and you see some that make you scratch your head and wonder," said Philip Murtaugh, executive vice president of Shanghai Automotive Industry Corp., or SAIC.
The most remarkable thing, Murtaugh said, is that the knock-offs of U.S. and European vehicles that dominated the Chinese car industry five years ago are gone, replaced by original designs.
That brought a nod of agreement from Bricklin, whose flamboyant history as an auto entrepreneur includes importing the ultra-cheap Yugo into the United States in the 1980s and a failed bid to build the Bricklin sports car.
"The Japanese took a long time to get into being original," he said, standing outside the SAIC display, showcasing the company's highly anticipated Roewe high-end sedan, as well as a hybrid prototype and their new Ssangyong-branded Kyron SUV.
Chinese brands now account for about one-fifth of mainland sales but the government has said it wants to see homegrown cars take 60 percent of the market share by 2010.
The companies are rising to the challenge, churning out cars that are unique and cheaper than their foreign-made competitors. The next major step will be to export the cars to Europe and the United States — industry experts expect that will happen in three to five years.
Chinese carmaker Geely Automobile has said it wants to be selling cars in the United States by the end of 2008, but Bricklin and others said that safety requirements and regulatory issues will make it hard for any Chinese car to enter the U.S. market before 2009.
Bricklin said his company, Visionary Vehicles, is considering a number of partners, including Chinese industry leaders SAIC and First Auto Works as well as the country's fifth-largest automaker, Chery Automobile.
"Two years ago when I went to see Chery, they were a nice young company selling 7,000 cars a month," Bricklin said. "Last month I think they sold 35,000 and they are talking to Chrysler, and talking to Fiat and talking to Alfa. I mean they are moving faster than I can think."
DaimlerChrysler AG executives confirmed on Friday that the company was in talks with Chery to produce a sub-compact car for the Dodge brand.
Bill Fisher, a Florida-based entrepreneur was also touring the Beijing Auto Show looking for Chinese cars to bring to the United States.
Fisher, executive vice president of Sarasota-based AmAsia International, said he and his partners have raised US$500 million (€391 million) through a private equity fund and now need to find the right Chinese partner.
He said he was impressed by Chery, SAIC, as well as Great Wall and Brilliance. Originally from Detroit, Fisher said he has faced a lot of criticism from friends and family for his plan to bring Chinese cars into the United States.
"A lot of people say I am taking jobs from Americans by doing this, but I feel commerce builds peace and Chinese also need to work," he said. "It's a world economy and we're in a global race."
SF International Auto ShowOpen at the Moscone Center every day this week (including the Thanksgiving holiday), the 49th Annual San Francisco International Auto Show features a comprehensive exhibit of 2007 model cars, SUV's, trucks and vans representing the work of over 40 manufacturers. More than 800 vehicles in all will be available for inspection. Founded in 1958 by Bay Area import auto dealers who weren't allowed to participate in local domestic car shows, the Imported Car Show proved a popular annual event and was the successful precursor to what is now the San Francisco International Auto Show.
Northern California's premier auto exposition, the auto show lures the world's major manufacturers to bring their most dazzling high-tech displays for the thousands of car buffs who will attend the event. In addition to next year's models, the exhibit features hybrid and alternative fuel vehicles, exotic sports cars and classic autos. Among the concept cars and prototypes on display will be the Chevy Camaro Concept, the Chrysler Imperial, the Dodge Tomahawk, the Jeep Patriot -- which will be launched early next year -- and the Lincoln Mercury 2008 Marnier Hybrid. An added attraction of the show's opening day is an appearance by racing legend Mario Andretti at the Chevron display from 2 p.m. to 4 p.m.
The International Auto Show is expected to draw over 400,000 spectators to the Moscone Center, making it the largest exhibition of any kind in the greater Bay Area and the second largest auto show in the western United States. For more information, please visit the Auto Show Web site.
Date(s): 2006 Nov: 18-26
Location:
Venue: Moscone Center
Time Info: 10 a.m. to 10 p.m. (10 a.m. to 8 p.m. Sun.)
Price Info: $8 (children 12 and under free with an adult)
January in Detroit, March in Geneva, September in Paris. Now the automotive industry turns its attention to November in Beijing.
For 10 days from November 19, Auto China 2006 will display products from 1,500 manufacturers from 20 countries.
"Auto China 2006, the Ninth Beijing International Auto Show, achieved an unprecedented scale this time, recognized as an international top level auto exhibition extensively by the industry," said Wang Xia, vice-chairman and secretary-general of the China Council f or the Promotio n of Internatio nal Trade (CCPIT), Automotive Sub-Council and China Chamber of International Commerce, Automotive Chamber, and organizer of Auto China.
In his view, Auto China 2006, which will cover 120,000 square metres this year, is no different from Paris's Mondial de l'Automobile, the International Geneva Motor Show or the North American International Auto Show.
According to statistics from the CCPIT Automotive Sub-Council, at least 556 vehicles will be displayed at the Beijing show, covering nearly all global manufacturers' brands. Six sedans will make their global debuts at the show, compared to just one the Ford Focus at Auto China 2004.
"This is the first time all of the world's top manufacturers six auto groups and three sedan makers have converged on Beijing," said Wang. "Moreover, the luxury brands of Porsche, Ferrari and Maserati are making their first appearance as sedan manufacturers."
In addition, more than 1,200 domestic and overseas auto spare parts suppliers will bring their advanced products and technologies to Beijing.
Leading German automaker Volkswagen has officially announced it has positioned Auto China as one of its three international A-level auto exhibitions, with two others being Paris's Mondial de l'Automobile and the International Geneva Motor Show.
Daimler-Chrysler, BMW, Ford, General Motors, Toyota and Nissan all say they attach great importance to Auto China.
"Being the second-largest auto market in the world, China is undoubtedly very attractive to all of the global giants," Wang said.
Distinct change
Wang, who has long been a major organizer of Auto China, said that this year's event was very different in one way the emergence of local brands.
In the past, domestic auto producers attached little importance to auto exhibitions. "However, from their enthusiasm for Auto China 2006, we can see that they have shifted from being product- and technology-oriented to market-oriented," Wang said.
Chery Automobile, China's rising independent carmaker, announced it will launch three sedans at the show.
Geely Holding Group, China's biggest privately-owned carmaker, will also announce the debut of two revamped vehicles.
BYD Co Ltd, China's top battery maker and newcomer in the auto sector, will bring its ET-POWER to market at that time. With a theme of "Build Your Dream," the company wants to be one of the major car manufacturers in China by creating green vehicles through their electric technology.
Some domestic spare parts producers will also launch in this international auto industry's get-together.
"Thanks to the global giants' drive to join the exhibition, our domestic manufacturers have an international platform to show off their own-brands," Wang said.
"The local producers' concept cars should be under the spotlighted in this auto show," he emphasized.
Chery Automobile has decided to show off three concept sedans. Chang'an Motor Corp, the Chinese partner of Ford Motor and Suzuki Motor, is arranging the debut of two concept sedans.
Shanghai Volkswagen, the first and most successful auto joint venture in China between Volkswagen and Shanghai Automobile Industry Corp, will have an independent concept sedan to show their ability to innovate.
"It is powerful evidence that China has the ability and technology to produce cars of the same quality as global giants," Wang said.
In his view, China's car growth is in line with Auto China's 2006 slogan: "Chasing the Dream."
"Although owning a car is no longer just a dream for Chinese consumers, there are still dreams our auto industry needs to achieve," Wang said.
He adds that the show will also highlight the pursuit of environmental-friendly and energy-economic vehicles.
Future expectations
Although Auto China 2006 has yet to leave the starting line, Wang has expectations for the next gala: Auto China 2008.
"For sure it is a huge opportunity for Auto China, not only because of the 2008 Beijing Olympic Games, but also because the China auto industry will be at an unparalleled scale at that time," Wang said.
He tells China Daily the organization will take full advantage in the coming two years to prepare Auto China 2008.
"The new exhibition centre in Shunyi District, in northeast suburban Beijing will provide more than 150,000 square metres for carmakers to exhibit their proud products," Wang said.
At present, the limited space of the China International Exhibition Centre, located near the North Third Ring Road, has meant less room for the exhibition area.
"In 2008, with the new exhibition centre, all the carmakers will be able to set out their world-class layouts and designs in exhibition areas," Wang said.
At present, there are more than 20 auto-related exhibitions, including spare parts and technology shows, held in different cities in China.
"They provide opportunities for Chinese automakers to build their brand image. It's also a helping hand for the Chinese auto industry," Wang said.
However, he doesn't think much of the big and small exhibitions held throughout the year.
In his view, the exhibitions can be sorted into two categories.
"One form is the international exhibition, targeting the end consumer, which is the best way for branding. The other is trade fairs that promote the auto sales, in which the enterprises won't invest much," he said.
On the 27th of this month of November the Beijing Motor Show will open its doors with, as usual, its share of new vehicles and/or concept cars.
Today we want to focus our attention on the D-01 Concept, which is not, despite its name, a D1 Grand Prix car for China but a compact MPV that will be available in either "Sport" or "Adventure" version. The D-01 should be available to the clients in the near future.
The Chinese market is getting so important for the car manufacturers that we will probably see, in the upcoming years, more and more vehicles destined to this very market, this may result in bringing a bit of the "Chinese touch" to the car industry worldwide.
Saturn Vue and Mercury Mariner: Hybrids, Mild or Seasoned, From the Motor City
MUCH has changed since the advent of the automobile. Newton’s mechanistic view of the universe yielded to Einstein’s relativity. Commerce shifted from heavy machinery to packets of ones and zeroes zipping through the air.
But one thing remains the same. More than a century after the car kicked the horse to the curb, the most popular measure of a vehicle’s prowess is still horsepower. The postmodern digital age has not caught up to cars, with one notable exception: the hybrid gas-electric vehicle.
With hybrids, auto engineers have finally harnessed the internal combustion engine, placing it in a secondary position behind computer control systems, electronic transmissions, power-splitting devices and dashboard video monitors that provide X-ray vision into the inner workings of complex systems.
The best hybrids show their owners, every running moment, just how much energy they are using, and from what source, and why. Can a hybrid play a significant role in solving the problems of oil dependency, auto emissions and climate change? Hybrid drivers don’t need a definitive answer. They just need to see — right now on their dashboards — that their mileage represents a break from the past and a step toward a potential breakthrough.
This feedback is what made my test-drives of two hybrids from Detroit-based automakers — the Mercury Mariner Hybrid (which differs little from the Ford Escape Hybrid) and the Saturn Vue Green Line from General Motors — so much fun.
Give me the right tools, and I (or you) can wring truly impressive mileage from cars like these. But if you drive ’em as if you stole ’em, they’ll slurp hydrocarbons like any car.
The hybrid sport utility represents a double-whammy American automotive fantasy: the go-anywhere, do-everything image of an S.U.V. with the potential to preserve the outdoor environment you are rolling over. But do these hybrids really deliver?
Vue: Green for Less
The mild-hybrid Saturn Vue Green Line is G.M.’s first gas-electric vehicle, unless you count the company’s ultramild-hybrid pickup trucks.
The hybrid field is starting to get crowded — there are now a dozen to choose from — so the pitch for the Green Line is “the most affordable S.U.V. hybrid.” In other words, this Vue appeals to your inner accountant.
The numbers would impress any C.P.A. For $22,995, the Green Line delivers an E.P.A. fuel economy rating of 27 m.p.g. in town and 32 in the country, which is the highest highway rating for any sport utility. For comparison’s sake, a conventional gas-only Vue with 4-cylinder engine, front drive and automatic transmission is rated 22 in town, 27 on the highway.
I drove the Green Line on two successive 78-mile highway loops, one well below the speed limit and a second in complete disregard of the 65 m.p.h. signs. As a saint, I achieved an impressive 36 m.p.g. As a sinner, my fuel economy dropped to 24. I have little doubt that a careful foot applied to the Green Line could regularly produce 30 m.p.g. on the highway.
Instead of a discrete electric motor that can drive the wheels just like a gasoline engine, the Green Line uses a belt alternator-starter; it shuts the engine off when the car comes to a complete stop, eliminating gas consumption at idle. The Green Line’s 36-volt battery and motor-generator smartly wake up the engine as soon as the driver’s foot comes off the brake pedal.
Kudos to Saturn’s technical team for producing an auto-stop feature that works smoothly and consistently. In contrast, Honda’s system requires the car to return to at least 10 m.p.h. before it will shut down again. In the Vue, you can lift and return your foot to the brake as often as you like — as you would in stop-and-go traffic. Each time, the engine pauses for a few moments at low idle, then drops to a full engine-off stop.
What you can’t do is launch forward in all-electric mode. That feat — the thing that, in the view of many people, makes a hybrid a hybrid — belongs for the moment only to full hybrid systems from Toyota and Ford.
Were good mileage the only criterion for likability, this review would be over. The problem, though, is that every automotive credit requires a debit, and accountants’ fingerprints can be seen all over this Vue.
Handling is acceptable but not impressive. The 2.4-liter 4-cylinder engine is loud but delivers barely adequate performance.
Aerodynamics are a crucial factor in fuel economy, and the Vue’s was improved — to a drag coefficient of 0.36, from 0.38 — by lowering the chassis an inch and leaving off the roof rack. Unfortunately, ridges that remain on the roof call attention to the fact that something is missing. The lower profile also leaves the Green Line feeling more like a portly wagon than a high-riding S.U.V.
The doors are easy enough to open, but the upright backseat is excruciating; passengers will yearn for the relative comfort of flying cross-country in coach class.
A 36-volt battery pack, which lets the auto-stop function do its thing, is housed in the cargo area. The rest of that compartment is occupied by what Saturn calls a rear cargo organizer; it is a set of hinged plastic dividers so flimsy that my friends guffawed when I showed it to them.
The biggest flaw may stem from the cost-containment measures applied to the instruments. The typical hybrid driver needs real-time information to wring the most miles from the fuel, but Saturn provides only silly green lights and a little dial and pointer. A green “eco” light is supposed to come on when the Vue matches or beats the E.P.A. economy estimates, but I found the flickering light to be worthless. The dial is supposed to indicate when the battery is charging or providing an assist, but a meter to monitor mileage on a specific trip would be much more useful.
There is also the Green Line’s overall feel of righteous deprivation. While the Green Line is rather Spartan, the Red Line, a higher-performance Vue, has a distinctive front end, sport suspension, 18-inch alloy wheels, leather seats and much more. The not-so-subtle message: You can spend your money on high-quality fun and get a Red Line, or opt for a big green bummer.
Fortunately, a new Vue is on the way. The 2008 model, which will be previewed at the Los Angeles auto show later this month, will be similar to the new Opel Antara that will be sold in foreign markets. The new Vue will also trade its ding resistant but ill-fitting plastic body panels for sheet metal, which will perhaps make the crossover utility feel less like a disposable car.
For now, the Vue Green Line proves that G.M. is capable of improving the fuel efficiency of many of its vehicles at a modest cost. The well-engineered belt alternator-starter could be offered on tens of thousands of G.M. vehicles, virtually eliminating wasted fuel at idle.
Yet as an overall package, the Green Line is sadly wanting. G.M. started with a laudable goal, to show that it can deliver gas-saving technology at a discount, but it has fallen far short of other hybrid makers on the execution.
Mariner: Eco Yet Macho
If the Saturn seems more driven by green-marketing imperatives than by driver satisfaction, G.M.’s crosstown rival has come up with a hybrid S.U.V. that really works, albeit one that costs some $7,000 more.
The Mercury Mariner Hybrid combines the most robust gas-electric system available today — it will stay in electric mode longer than any competitor — with the body of a stylish yet rugged-looking sport utility.
With its mix of digital-era sophistication and creature comforts, the Mariner Hybrid works so well that one wonders whether, if it had been more aggressively marketed since its debut in late 2004, it could have been the hit that the ailing Ford Motor Company so desperately needs.
Does the Mariner Hybrid have the rugged sex appeal of other S.U.V.’s? Is that even possible? Until now, hybrids could hardly be considered babe magnets or or hunk attractors.
The comedic actor Will Ferrell, a Prius owner, has said, “In addition to being obviously economical and environmentally friendly, they drive great and are just plain sexy.” He tells jokes for a living.
Consider my brother. Fed up with the cost of feeding a gallon of imported fuel into his Range Rover for every 11 miles driven, he picked up a hybrid crossover utility, a Lexus RX 400h, instead. A year later, the drumbeat of teasing from friends and loved ones — they accused him of driving a girlie car — compelled him to ditch the Lexus and get another Range Rover.
He should have held out for the Mariner Hybrid. Its shape is pugilistic, like the Escape’s. It is square and muscular but has flourishes like accent grilles on the taillights and gauges rimmed in chrome.
The Mariner is technically a crossover, but it seems solid and upright like a real S.U.V. Although the ’07 model comes only with all-wheel drive, a front-drive version will be offered for 2008.
Instrumentation is crucial to the hybrid experience, because the fun of a hybrid is using all available tools to get the maximum mileage. Ford’s system beats Toyota’s hands-down in its ability to stay in all-electric mode for extended periods.
The Mariner Hybrid, like the Escape Hybrid, offers an expanded opportunity to use the gas pedal, brake and gears to juggle energy into and out of the rechargeable batteries.
Want to get a full charge to the batteries? Accelerate to about 30 m.p.h. and slip the shifter into low (not actually a gear, but a tighter engagement of the motor-generator). How long do you want to stay in E.V. (electric) mode? If you use some Astaire footwork to accelerate slowly and evenly, you can nudge the Mariner to 30 m.p.h. without using a drop of gas.
If you slip out of E.V. mode at speeds as high as 40 m.p.h., and your battery is adequately charged, you can give the brake two quick taps and slip right back into E.V. mode.
Certainly, few hybrid owners will take the time to learn all the tricks, but even the most absent-minded motorists are constantly reminded that they are piloting some seriously geeky-cool technology.
When I employed all the advanced techniques of an experienced hybrid driver, I achieved highway and city mileage in the mid-30’s — not bad for an S.U.V. But when I drove like a fool, overall mileage fell to the mid-20s.
The ultimate benefits of hybrid technology — savings at the pump, a poke at OPEC, reduced emissions, whatever — are personal. That gives much more meaning to the Mariner’s ability to stay in all-electric mode longer than any other hybrid. Ford’s engineers outdid Toyota’s in pushing the technology to the limit.
Unfortunately, Ford’s marketing department overlooked the potential of the Mariner Hybrid as a lean, mean, digital-era machismo machine. It made its debut under the same tired green banners and slipped into obscurity almost immediately. True, the Mariner Hybrid hit its sales target without breaking a sweat, but that is an exceedingly modest 2,000 a year.
In September, former President Bill Clinton took delivery of a “Presidential Edition” Mariner Hybrid, inspiring this flight of fancy: What if Mr. Clinton was Ford’s hybrid pitchman rather than Kermit the Frog?
A suave but serious spokesman might have let the American public see the Mariner Hybrid for what it is: a well-appointed, well-priced S.U.V. with best-in-class fuel economy and groundbreaking technology. It might even have gained recognition as the first great American vehicle of the 21st century.
Volkswagen is set to release its most potent ‘R’ model yet – the Passat R36. Joining the Golf R32 and only the second model in the Volkswagen line-up to carry the ‘R’ badge the new car will be not only the fastest Passat but also the fastest estate car Volkswagen has ever produced. The basis for the R36 is a new 3.6-litre FSI V6 engine developing 300 PS. It’s mated to an ultra-responsive, six-speed DSG gearbox channelling drive through all four wheels to maximise traction. At each corner are revised springs and dampers linked to uprated brake discs and callipers to add more bite under heavy deceleration.
Clothing the mechanical changes is a bespoke bodykit which at the front incorporates a trio of deep airdams drawing a family resemblance with the Golf R32. Deep sideskirts and chrome highlights are framed by unique 18-inch wheels wrapped in 235/40 R18 tyres. At the rear a deeper bumper houses a pair of chrome-tipped tailpipes and revised light lenses. The estate version features a discreet spoiler on the trailing edge of the rear window.
Gripping the driver and front seat passenger are a set of sculpted sports seats bearing the R36 logo. The dashboard is finished in brushed aluminium panels set into which are a set of unique dials joined by a sports steering wheel and bespoke ‘R’ polished pedals.
Equipment levels, as with the standard Passat, remain high with ABS, ESP (Electronic Stabilisation Programme), Xenon headlights, 2Zone electronic climate control, a heated windscreen and seats, six airbags and a radio/CD player.
The R36 takes its place as the fastest production Passat with a claimed 0 to 62 mph time of 5.6 seconds. The estate version which, like the saloon, is fitted with 4MOTION all-wheel drive returns a time of 5.8 seconds. Both are electronically limited to maximum of 155 mph.
The Passat R36 makes its public debut at the Essen Motorshow on November 30th. Prices will be announced closer to the UK launch in 2007.
What could be better than being the proud owner of a Brabus Rocket, the 730 hp V12-equipped Mercedes CLS capable of achieving a top speed of 225 miles per hour?
If you think anything like German tuning house Tune It! Safe!, the answer is being the proud owner of a 730 hp V12-equipped Mercedes CLS capable of achieving a top speed of 225 miles per hour clad in full-on police attire.
Featuring a silver and blue paint scheme along with blue lights, the Tune It! Safe! Brabus Rocket is by all standards a unique way to spend the $450,000 it takes to get you behind its Brabus-stitched wheel. But then again, seeing the look on unsuspecting victims faces as you approach them at 200+ miles per hour with lights blazing would almost be worth it...
To see more of the Tune It! Safe! Brabus CLS Rocket, keep scrolling for a number of photos showcasing it in all its polizei-painted glory. You can also check out its full list of specifications over at Tune It! Safe!'s website, roughly translated from German for your reading entertainment.
The Beijing 2006 car show starts tomorrow running from the 19th November to the 27th of November , with over 40 car manufacturers this year looks like it will be a great year! This year there are over 20 Chinese exhibitors so hold on to your hats!
Someone said in a previous comment on the Singapore auto show post that your country’s auto show is only important when a manufacturer decides to give the world a debut look at a new model at the show. This move by Toyota further emphasizes the importance of the Chinese market - it let the world see the new replacement for the Corolla Altis there, which will also be taking the place of the current USDM Corolla.
Not to be confused with the previously launched Corolla Axio/Fielder duo which serves the JDM market, the new Corolla is 4,540mm long, 1,760mm wide and 1,490mm tall. This means it’s grown 10mm longer and 55mm wider than the current Corolla Altis - being significantly wider the car will likely lose it’s current tall and unstable looks, giving the driver more confidence in the handling ability of the car.
You’ll also find Toyota’s new flagship 1.8 liter Dual VVT-i engine under the hood. A comparison with the previous generation 1.8 liter VVT-i can be found here. Although the new 2ZR-FE comes with a new CVT gearbox option, the Corolla for the Chinese market will come with either a 4-speed auto or a 6-speed manual. The previous Corolla only had a 5-speed manual, while the auto was also a 4-speed. A pity, the Civic has moved on to a 5-speed auto with two overdrive gears.
Not a clear shot of the interior, but expect it to be similiar to the Toyota Auris interior, even the orange backlit meters are there.
Someone said in a previous comment on the Singapore auto show post that your country’s auto show is only important when a manufacturer decides to give the world a debut look at a new model at the show. This move by Toyota further emphasizes the importance of the Chinese market - it let the world see the new replacement for the Corolla Altis there, which will also be taking the place of the current USDM Corolla.
Not to be confused with the previously launched Corolla Axio/Fielder duo which serves the JDM market, the new Corolla is 4,540mm long, 1,760mm wide and 1,490mm tall. This means it’s grown 10mm longer and 55mm wider than the current Corolla Altis - being significantly wider the car will likely lose it’s current tall and unstable looks, giving the driver more confidence in the handling ability of the car.
You’ll also find Toyota’s new flagship 1.8 liter Dual VVT-i engine under the hood. A comparison with the previous generation 1.8 liter VVT-i can be found here. Although the new 2ZR-FE comes with a new CVT gearbox option, the Corolla for the Chinese market will come with either a 4-speed auto or a 6-speed manual. The previous Corolla only had a 5-speed manual, while the auto was also a 4-speed. A pity, the Civic has moved on to a 5-speed auto with two overdrive gears.
Not a clear shot of the interior, but expect it to be similiar to the Toyota Auris interior, even the orange backlit meters are there.
The art of finding and purchasing a new or preowned vehicle is no easy task, however, it is attainable. I grew up in the Bronx, New York and although my father had a vehicle my major mode of transportation was the bus or the train and the occasional OJAY (name for a fancy taxi back in the day).
At the age of 17 we moved to Virginia where I quickly discovered the necessity of having a vehicle. There were local bus routes, because I was living in suburbia where the bus took you around the entire world before you reached your final destination. The first car I purchased was an Oldsmobile for $500.00. I drove that car everywhere until I couldn’t drive it any more. Once I got married I bought a more reliable vehicle; a German Ford which was a cool little sports car that my late husband blinged out with rims, tent and a top notch sound system. We paid about $5000.00 cash for this used vehicle and I drove my cool sports car until the engine failed me. It was hard for me to consider having a car note since I went for years without one, but this time around, I decided to purchase a brand new vehicle.
My late husband had experience selling cars and he was a master negotiator. I mean, it was a sight to behold to see this man put together a deal. When he died, all that information he had given me was put to the test. My first new vehicle was a Toyota Paso; it was a cute little sport car that still have enough room to comfortably seat 4. I wasn’t in that dealership for more than an hour before I purchased and signed the papers for my new vehicle. However, retrieving all of my belongings from my previous car took some additional time. The person who closed my deal became my salesman for life and every time I purchased a new car he would say without fail “Oh, I see you’re living in this car too”. Now I like things very neat generally, but I was on the road 7 days a week, so I didn’t have the luxury of keeping the car clutter free.
Over the years I have purchased everything from a Honda to a Mercedes to a Rolls Royce. I purchased most of these vehicles brand new or 2 years old and have never paid more than $20,000.00 or had a car note higher than $450.00. I can not disclose to you my secrets, because you’ll have to pay for that knowledge; however, I will give you some basic things you need to do before you purchase your next vehicle:
IDENTIFY YOUR VECHICLE: You have to identify what vehicle would be suite your current lifestyle. If you are a single professional your needs are going to be totally different from a married couple with 4 growing children. If you don’t choose before you go to the dealership you might end up buying a vehicle on impulse that does not adequately suite your current lifestyle.
RESEARCH: After you have identified your vehicle the next thing you have to do is research. There are thousands of resources on the World Wide Web and information is right at your finger tips. Even if you don’t own a computer, you can visit your neighborhood library and find the information you’re seeking. Research to find out the safety rating for your vehicle or if there are any open recalls on the model you are thinking of purchasing. Also, if you are purchasing a used vehicle, check to see if the vehicle has been in any kind of car collision or excessive exposure to water or fire.
LEARN TO NEGOIATE: After you have identified and researched the specifics on your vehicle, next it’s time to learn the art of negotiation. I have been in finance for years and it never ceases to amaze me the number of people I meet that get taken advantage of by dealers. I met a woman that paid almost $50,000.00 for a Ford Explorer. Although this truck had leather seats and a sunroof; everything else on the truck was basic or standard. Since she was not versed in the art of negotiation she did whatever the sales person recommended. Stop doing that people, start taking control of the sales process.
GO SHOPPING: You have to take control of your purchasing experience or you’ll find yourself sitting in a dealer’s office for 3 to 8 hours negotiating back and forth. Once you’ve identified your vehicle, compiled your research, learn to negotiate, then it’s time to go shopping.
These are very basic tips on preparation before shopping for your next vehicle. For a step by step guide on how to identify, research and negotiate a deal for your vehicle look for my upcoming guide on the web titled: Help, I need a new car!
Finally! New Suzuki ads draw connection to successful bikes
SX4 Print AdThat Suzuki regularly achieves near-mythical levels of performance with its motorcycles is a well-established fact. The bikes are proven winners and champions on the international stage. When it comes to the company’s automotive division here in the US, however, it’s been a different story.
In recent years, the automaker’s showrooms have been home to a rather odd and not-so-compelling mix of vehicles. Sure, there are bright spots, like the current Grand Vitara, a legitimately attractive small SUV. To a lesser extent, there’s the Aerio, which I’ve heard is actually a fun and practical little car in its hatchback form.
The rest of the lineup, however, has had issues. The Forenza and Reno are rebadged Daewoo products that will ultimately be phased out now that Suzuki and GM have parted ways. The XL-7 was long-in-the-tooth and outclassed by many other vehicles in the segment. Nothing about those cars makes anyone think, “Oooh…fun!”
Suzuki is working to fix that, however, with the new-for-2007 XL7 (goodbye, hyphen) and the very appealing SX4. The XL7 uses GM’s Theta platform and a lot of GM switchgear (a good thing), and blows away its Equinox and Torrent platform and production line-mates with a Suzuki-built V6 pumping out 250 horses. For its part, the SX4 looks good, has a peppy yet economical 4-cylinder underhood, features standard AWD, and will retail for between $15,000 and $18,000.
Those two cars are set to be Suzuki’s launching pad for its US resurgence, and knowing they have two good things in the new rides, they are finally leveraging the motorcycle division in the marketing campaigns for the cars. The new SX4 print ad (above right) shows the Giugiaro-designed hatch casting a shadow shaped like one of Suzuki’s sportbikes. The copy touts the company’s fun reputation without mentioning any bikes specifically. The shadow says it all.
On the TV side, two new XL7 spots (sorry, we couldn’t find them online) work the same angle. One pans from a motorcycle shadow over to the new XL7, which is the vehicle casting it. Another one shows a closeup of a foot emerging from the CUV, the door shutting, and a kickstand being flipped down as the driver walks away. Both spots ask, “Are our SUV’s as much fun as our bikes?” and the Suzuki logo appears.
Only time will tell if customers think the answer to that question is “yes.” We’ll say this, though: both new products appear to have the goods to make a splash. Now, for the ultimate bike/car tie-in, Suzuki needs to hurry up and get their sportiest offering, the Swift, across the ocean as soon as possible. The SX4 and XL7 will put runners on base. The Swift is the car that’ll drive them home.
All that Martin Eberhard really wanted was an electric car that was at least as practical and convenient as the succession of old, wretched $500 clunkers that he'd driven as a young electrical engineer, such paragons of automotive efficiency as the Lincoln Continental Mark III, the Chevrolet Caprice Classic, and even the Renault Le Car. Unfortunately, no one could build him one, although he dangled a substantial bit of the personal fortune he made as a Silicon Valley innovator in front of anyone who promised to do the job.
Tesla Roadster Preproduction Front As a result, Eberhard and his team were forced to come up with a decent electric car by themselves. And that's how the Tesla Roadster drove into our lives, a $100,000, all-electric sports car that can accelerate from 0 to 60 mph in less than four seconds, reach a top speed of 135 mph, cruise about 250 miles at a stretch, and fully recharge in a couple of hours for $2.50. It sounds too good to be true, like a combination of Silicon Valley vaporware and one of Leonardo Da Vinci's perpetual-motion machines, and yet we've driven the Tesla Roadster and it seems to be very real.
Since its first public showing in California at the end of July, the Tesla Roadster has inspired a firestorm of public interest. Tesla took preproduction deposits for its "Signature One Hundred" (the first 100 Roadsters to be built) and promised delivery next summer, selling out in a little more than two weeks. Each deposit amounted to the full price of the car, a $100,000 bet on an uncertain new concept.
Tesla Roadster Preproduction Interior The leap of imagination that Eberhard made to his new concept seems elegantly simple now, just like the one Steve Wozniak made when he took a bunch of cheap, commonly available electronic components into Steve Jobs's garage and came up with the Apple personal computer. In this case, Eberhard seized on one of the most familiar items in Silicon Valley--the relatively cheap, relatively common lithium-ion battery. About the size of the AA battery in your pocket flashlight, lithium-ion batteries similar to those in the Tesla are found in every laptop computer. Eberhard figured out a way to combine lithium-ion cells into large battery packs, sustain them at a charge level that promotes long life, and then control their temperature with a combination of air-conditioning and the circulation of automotive coolant.
Once Eberhard had a power source, he needed a car. "I learned to drive in an old red Jeep on my uncle's farm in Kansas when I was thirteen," Eberhard says, "and I've loved cars ever since. I used to go to junkyards with my girlfriend to keep my clunkers running, and I was driving a BMW Z3 when we were designing the Tesla. But I had no idea about where to start when it came to designing a car." Fortunately, Eberhard was at the 2004 Los Angeles auto show when Roger Becker of Lotus--justifiably famous as one of the leading automotive development engineers in the world--introduced the long-awaited U.S. version of the Lotus Elise. Eberhard grabbed Becker and started talking about electric power with a messianic fervor, and the Lotus executive apparently was unable to resist.
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As you'd expect, the Tesla Roadster is essentially a Lotus Elise that has been adapted to electric power. Like the Elise, the Tesla is built around a chassis made from aluminum extrusions that have been bonded together. Compared with the Lotus, however, the Tesla's main chassis rails have been strengthened, which allows the doorsills to be lowered two inches to a height more compatible with a driver not as limber as a Romanian gymnast. Rearward of the B-pillar, these rails are carefully angled upward and attached to a rear subframe that holds the battery pack, a two-speed transmission, and a three-phase, four-pole AC induction electric motor that produces 185 kW (248 hp) of power.
Tesla Roadster Preproduction Center Console It shouldn't add up, though, because the bundle of 6831 lithium-ion cells (a $20,000 item) weighs about 900 pounds, and the Tesla Roadster tips the scales at about 2500 pounds, a shocking 25 percent more than the Elise. And yet the Tesla shrugs off its weight penalty as soon as you lay into the accelerator. The brushless electric motor offers 260 Nm (192 lb-ft) of torque at 0 rpm, so there's a huge push in your back as the car instantly leaps forward, and it feels as if you have been strapped inside a great big radio-controlled scale-model racer. The electric motor spins in its twin ceramic bearings to 13,500 rpm with a pronounced turbine- like whine, and the power seems like it will go on forever.
Despite its weight, the Tesla changes direction as quickly as a water strider on a still pond. Compared with the Elise, its wheelbase has been stretched several inches (all of it behind the B-pillar) to accommodate the power pack, and the unintended consequences include weight distribution similar to the Elise (37.5 percent front/63.5 percent rear, a shift of only 1.5 percent to the rear despite the heavy battery pack) and a smoother-riding platform. First gear incorporates strong regenerative braking from the rear wheels, and the taller second gear can cope with driving from rest to the Tesla's top speed of 135 mph.
If you drive the Tesla slowly, you can expect 300 miles of cruising range; if you drive quickly, you might drain the batteries in 200 miles. Just about everyone should be able to get 250 miles of driving. The batteries recharge in about 3.5 hours with special equipment provided by Tesla, but you can simply plug the Roadster into a wall outlet if need be.
Tesla Roadster Preproduction Rear Of course, Tesla's agenda here is a demonstration of the cleanliness of electric power, the reduction of gasoline use, and an attendant reduction in global warming. The Roadster is meant to be a proof of concept, the first in a succession of more affordable, all-electric mainstream automobiles from Tesla. Eberhard argues very persuasively that the overall energy efficiency of electric power in an automobile is far superior to that of any other power source, including hydrogen fuel cells. Such efficiency clearly doesn't come cheaply, however.
We don't want to make too much of our brief experience with the Tesla Roadster. Some ten prototypes have been built, and we've ridden in numbers 001 and 002, while our actual driving time amounts to less than thirty minutes. The algorithms that enable the transmission to shift from one gear to another are still not quite ready for prime time, and the rock-hard, Elise-calibrated suspension will give way to a more driver-friendly setup once Becker completes his work. We hope to test a Roadster at length sometime next spring.
And yet the introduction of the Tesla Roadster is a remarkably significant event. There's an innovative spirit among the eighty people at Tesla Motors in the Silicon Valley that recalls similar enthusiasm in Detroit more than a hundred years ago, when Henry Ford literally crashed through the wall of the tiny workshop behind his home to show the world his own proof of concept, the Quadricycle.
Defensive driving instruction provides all the information that is necessary to improve the driving skills of a student. Students can benefit a lot in life by getting good defensive driving instructions. Defensive driving is not just taking responsibility of personal safety but also taking responsibility of other passengers.
Defensive driving instruction must evaluate the policies and standards associated with driving. Good defensive driving instruction must include defensive driving techniques, alertness and fatigue management, journey management techniques, vehicle restraint systems and safety equipment, effects of medication and substance abuse, local driving hazards, regulations and culture, commentary driving, assessment of driving skill and behavior, pre-trip checks, and proper seating position.
Motor vehicle crashes remain the leading cause of death in United States. It also costs hundreds and thousands of dollars each year. So in order to avoid these risks, people must follow some safety guidelines while driving a vehicle.
When driving, always remember to use safety belts and insist others to wear them. Safety belt usage can reduce the risk of death. Start the engine only after confirming your passengers are safe and secure in their seats, including children and pets. Use of alcohol is one factor that results in serious traffic collisions. Be attentive when driving on bridges. If you see anyone driving suspiciously, don?t hesitate to inform the police. For a successful trip, follow the rules of the road.
Most of the certified defensive driving schools offer classroom and on-the-road instruction to the students. By taking defensive driving instruction, students can reduce insurance premiums. Defensive driving instruction is given only by approved instructors. These professionals provide assistance to every student in attaining their driving potential. A large number of defensive driving instruction centers are located throughout the country. Internet is one of the resources to find the best defensive driving instruction center.
We've been starting a few of our 2006 SEMA articles with the same intro paragraph, so we think we can skip it here. We're not going to throw up two stories in the same day that start off exactly the same way. We may be lazy, but we're not that lazy… So we'll skip the whole idea of trying to do a proper intro and get right to the meat of this article. This article will focus on the trucks of SEMA, which when you think about it, seems like a pretty daunting task.
The truck customizing world seems to be split into two basic camps: off-road and street/cruiser. The off-road guys fabricate all sorts of crazy suspensions and frames so that they can climb up 90-degree inclines and crawl over boulders. Many of the street guys take cues from the hot rod guys and make trucks for the street. While we can respect all of the off-road guys, there are a few "street" guys that we'll never see eye-to-eye with.
So let's start off with the off-road contingent. The two big 4x4s of the show were the new Toyota FJ Cruiser and the new four-door Jeep Wrangler Unlimited. Most of the FJs at the show had mild suspension lifts, 33-inch and bigger tires and looked as if they could actually go off-road. If you build a truck that looks like it can go off-road, and more importantly, if you actually take that truck off road, you've got nothing but respect from us. Something tells us that this green FJ we found in Toyota's booth can actually go through a dirt ditch or two and come through with no damage.
No one questions the fact that many Jeep Wrangler owners actually take their vehicles off-road. These vehicles are damn-near indestructible, and their short wheelbases make them ideal for navigating complex terrain. We'll go and guess that this Rancho-built Jeep is a pretty capable off-roader as well.
Or we can just call it a day and show you this Nissan CORR truck. Nissan didn't even wash it, as this is what a real off-road vehicle is supposed to look like.
But then you get the "fake" off-road vehicles. These are the vehicles that have suspension and body lifts, but really can't go anywhere. We'd make a joke about these vehicles compensating for penis size, but that's been done to death. These trucks can't go off-road... hell, they can't even hit a curb. We've seen more than a few of these types of trucks gently tap a curb and then fall over on itself. Well, the entire truck didn't fall down, but the body lift failed, which causes the body to slam down on the frame, which makes the truck look as if it is leaning over...
We're not saying that this Escalade is representative of these types of trucks - it actually looks as if it has a proper suspension lift. That said, we'd be very surprised if this truck ever saw a run through the dirt. This makes it more of a "street" truck in our minds.
And we'll use that as a transition to the street trucks. We're down for trucks that take a few styling/performance cues from their American muscle car siblings. We'd be hard-pressed to find a street truck nicer than this Chevy C-10.
We like this truck not only because it's clean, but because it looks as if it would be a fun vehicle to drive. Apparently we aren't cool enough to have gotten the memo, but SEMA showed us that the new "cool thing" in street trucks is to put oversized wheels on them and then slam them to the ground. We don't mean "slam them to the ground" in a figurative sense, we mean it literally.
We thought that the whole point of modifying a car was to make it more enjoyable to drive. Driving, as you well know, consists of accelerating, turning and braking. Nothing quite like a run through a twisty mountain road, don't you think? But with these street trucks, it looks as if the idea is to make them 100-percent un-drivable.
Look at the truck below. The paint and body work are exceptional - we're not knocking the overall way it looks. But look at it: its body is resting on the ground and the wheels sit very high up in the fenderwells - which makes it impossible to steer the thing. The owner(s) have taken a vehicle - a mode of transportation - and turned it into a stationary non-functioning piece of metal. Why spend tens of thousands of dollars on a truck you can't drive?
Before you write in, we do know that these trucks are equipped with air bag/hydraulic suspensions. We do know that these trucks can be raised to "driving height". But adjusting the suspension to a point where it can slam the truck to the ground has got to kill the overall handling, right? This truck just can't be enjoyable to drive no matter how high/low it is off the ground.
The Hummer H2 below takes this theme to a whole new level of pointlessness. We thought people bought Hummers because they projected a masculine functionality due to their being the "Ultimate Off-Road Machine". There is nothing awesome or "gangsta" about this Hummer. Oh well, at least it's not pink like every other show H2 we've seen...
Actually, after looking at the Hummer below (that is based on a Hummer, right?), we'll cut the above vehicle some slack.
We want to end things on a positive note, so the last photo we'll look at is this extra-clean street-tuned Dodge Ram -- looking at this Dodge make us think happy thoughts...
We have more pictures of street-tuned trucks and rock-crawling Jeeps on our Media Page, so click on over there to see 'em all!
Hyundai Entourage and Kia Sedona: American Pie From a Korean Kitchen
MY family has a favorite recipe for sugar cookies, which we bake for nearly every holiday. We decorate the round shapes with orange frosting for Halloween, colorful sprinkles at holiday.
This is not unlike the auto industry’s approach to the minivan. You’ll find the same basic recipe no matter which carmaker’s kitchen is doing the baking, and the shapes are formed with cookie cutters that vary only slightly.
The minivans most popular among Americans differ mainly in their decorations, and companies that stray from the family-tested formula have usually paid the price for being different: think of the wedge-shape Dustbusters from General Motors; Toyota’s Jetsons-style jellybean, the Previa; and most recently, the quirky Nissan Quest.
So it’s no wonder that the master of automotive knockoffs, Hyundai Motor of South Korea, took no chances with its latest vans. It stuck to the recipe — no substitutions.
Hyundai Motor is the parent of both the Hyundai and Kia brands. The first Korean minivan in the American market was the original Kia Sedona, introduced in the summer of 2001 as a 2002 model. The Sedona proved popular as a lower-price alternative to vans from leading American and Japanese companies, and it received a number of awards based on customer feedback, particularly for its overall value.
For the 2006 model year, the Sedona was redesigned and built on a new, larger platform. This revamped Sedona also served as the basis for Hyundai’s first American minivan, the Entourage, introduced as a 2007 model last spring. Both are imported from South Korea.
The Entourage was nearly stillborn. A year and a half ago, Hyundai abruptly canceled plans to make its own version of the Sedona, deciding to develop a car-based crossover utility wagon instead. But immediately after the decision was announced, gasoline prices spiked and the company watched as buyers of full-size S.U.V.’s switched to minivans.
Since the development of the Entourage was nearly complete, Hyundai quickly reversed itself and resurrected its van plans.
How long the Entourage will remain in Hyundai’s line is unclear. In the future, Hyundai officials say the company will focus more on car-based crossovers, like the Veracruz to be introduced next year, though the Entourage could stay in production alongside the new crossovers.
In the long run, a big challenge for both Hyundai and Kia will be making good on their promises to build distinctly different vehicles on shared platforms, instead of simply affixing different grilles and badges.
For now, the Entourage is identical to the Sedona, except for cosmetics and the packaging of a few features. The vans are also similar in shape, dimensions, powertrains, performance and features to models from Honda, Toyota and Chrysler.
While neither strays from the accepted formula, the Sedona and Entourage have clean, classy styling with sculptured shapes and creases that add a crisp touch. Differences between the two do not extend much beyond the grilles and badges.
Inside, the look is equally clean and contemporary. Controls and gauges are laid out logically, in a style typical of most minivans. The new Sedona is roomier than the model it replaces, thanks to significant increases in wheelbase, overall length and width.
Kia plans to add a shorter five-seat version by year-end, but for now, the Sedona and Entourage come with seats for seven — two captain’s chairs in each of the first two rows and a third-row bench. The second-row seats flip and fold for access to the third row. The split rear bench folds into a well in the floor, a feature pioneered by Honda.
The various rows have their own climate controls, and the windows in the rear doors power open and closed. Power sliding doors and a power liftgate are options; they all open and close with the push of a button on the dashboard or the key fob.
The Sedona and Entourage have 14 cup holders and a lot of the nooks, crannies and storage units that van customers expect.
Like most minivans, these are driven by the front wheels, and they are powered by the same 3.8-liter V-6 engine with dual overhead camshafts, paired with a modern five-speed automatic transmission. The engine puts out 250 horsepower, compared with the Odyssey’s 244 and the Sienna’s class-leading 266. The Sedona and Entourage also lead in torque, with 253 pound-feet, though they do not feel as lively as their Honda and Toyota rivals.
The federal economy rating — 18 miles a gallon in town and 25 on the highway — is on par in this class.
The ride is quite comfortable, and the handling poses no surprises. In their native habitat, the school parking lot, the vans feel nimble enough.
The Sedona and Entourage match the Odyssey in offering a full range of standard safety features, including antilock brakes, side air bags for the front seats, side curtain bags for head protection in all three rows, traction control and stability control. In addition, the Sedona received top ratings in government crash tests.
Both vans also offer the latest minivan features, either as standard equipment or options: DVD player with wireless headphones, premium audio system with MP3 capability, HomeLink transmitter for opening gates and garage doors, adjustable pedals, seat heaters and a backup warning system. Still, the Sedona and Entourage fall short of their competitors by not offering a satellite navigation system.
In keeping with the approach that has bought them success, Kia and Hyundai charge less than their competitors. They also offer some of the industry’s longest warranties. The Sedona that I tested, a base LX, was well equipped even without options. Its list price, including delivery charges, was $23,895. A fancier version, the EX, is $27,495. The Entourage, which comes as the base GLS, midlevel SE and top-of-the-line Limited, starts at $24,995.
A fully equipped Sedona or Entourage just breaks $30,000, whereas the best-dressed Odysseys and Siennas can climb to $40,000.
What the buyer doesn’t get with the Kia or Hyundai are the solid-gold names of Honda and Toyota, though the Korean brands have scored well in recent quality surveys. Nor will you find the same craftsmanship in the cabin or the superb refinement of things like the seat mechanisms. The powertrain is not as buttery smooth.
Still, for the budget-minded, the Kia and Hyundai minivans hit close to the bull’s eye. A shopper may well conclude that the price, which is likely to be a couple of thousand dollars less than the class leaders, is reason enough to accept some rather small sacrifices in refinement.
We kick off our SEMA 2006 coverage with some JDM-fresh rides. by Justin Kaehler
So another SEMA has come and gone, and we're still incredibly exhausted from the event. SEMA 2006 was bigger and better than '05, and we did our best to cover every square inch of the show. As always, we'll be breaking down the content by vehicle type, which we're doing for two reasons. One: we came back with almost 1,000 photos from the show. We're not mean enough to make you search through them all to find that one picture you like. Two - and this kind of ties with "One", we guess: we're not gonna make the guy looking for a '32 Ford wade through page after page of Civics. We want to let you get to the good stuff as quickly as possible.
We're going to start things off with our coverage of all that is JDM. Yeah, we know that we can start by featuring street rods or something like that, but we have to live up to our "Japanese car bias". So without further ado, let's check out a handful of the notable Japanese cars of SEMA.
B-segment cars such as the Fit, Versa and Yaris have been getting a lot of ink in the enthusiast books this year, and by the looks of things, these sub-compacts will be the next big thing in tuning. Just about every company with ties to the Japanese car market was showing off highly-tuned micro cars. The Mugen-tuned Fit in Honda's booth was by far our favorite, so we'll kick things off with a picture of it. Mmmm... Mugen.
We're not big fans of the Yaris, but the aftermarket companies sure are. We saw quite a few Yaris-es (Yarii?) tuned for various Time Attack events. Our favorite had to be this 3-door hatch we saw in the TEIN booth. That TEIN livery can make any car look good…
Though not available in the U.S., Mitsubishi brought out its funky "i" (yes, it's lowercase) subcompact. Some will say this car is ugly, while others will say that this car oozes style. One thing's for sure, there is nothing like it on American roads.
We located a Mitsubishi rep and asked him why the i was on display. Apparently Mitsubishi brought the car out in order to gauge Americans' reaction to the thing. Our experience tells us that this "gauging the reaction"-speak almost always means, "if people like it, we'll bring it over." So if you like this car, write Mitsubishi and tell 'em you want an i of your very own.
Believe it or not, this really is an xB. Designed by the artist David Choe, this xB sports a 20-inch suspension lift, a whole lot of custom fab work and a drumset in the back. We were so dumbstruck by this box, we forgot to see what else was done to it. We'll bring you more info on this one-of-a-kind box in the near future.
While most companies were showing off the power of the sub-compact, Falken is betting that the next big trend will be full-luxury VIP cars. Falken had a fleet of black Japanese luxury sedans in its booth, all of them slammed on deep-dish rims. Though these cars look expensive, you can likely replicate one for the cost of a new Fit. We've been thinking about starting a VIP project of our own, and we may move ahead on it now that early Infiniti Q45s in good condition are only $5-6 thousand here in L.A. We can pick one of these sedans up, slap some rims and a $3K Junction Produce kit on it and have a car that is not only cheaper than a Fit, it "pull" more ladies, too.
Yeah, we know that Hyundai is Korean... but we couldn't find enough K-spec rides to give the brand its own feature, so we're sticking the few Hyundai rides in this feature. Sadly, we didn't see any Studie-tuned Sonatas this year. Damn. However, Hyundai had a tricked out Entourage in its booth. If our memory serves us correctly (and it may not - we were in Vegas, remember), this was the only tricked-out minivan of the whole show.
Of course, there were plenty of 350Zs, NSXs, WRXs and more at SEMA, but we've seen many of these cars at local drift and show events. The hopped-up subcompacts we've featured here are the "new ish", so we featured them prominently here. If you want to see the "real" race cars, plus a few more VIP rides and B-segment rides, click on over to our Media Page for our gallery of all that is JDM-tite.
FOR most of its brief existence as a carmaker, Saturn has been best known as a producer of underpowered compacts whose short list of appealing features barely went beyond their ding-resistant plastic body panels and a haggle-free buying experience. But now, in its hour of greatest need, the bosses at General Motors have given Saturn a midsize sedan with the looks, brawn and sticker price to compete with the latest entries from Asia. The division that got by so long on its customer-hugging New Age spirit now has the Aura, and it’s no apparition. Indeed, the Aura is a tangible sign that G.M. has not given up on a nameplate that in its early days inspired astonishing loyalty.
Possessing far more character than the sober sedans that preceded it, the Aura arrives in a wave of new vehicles intended to revitalize a brand once heralded as plucky and innovative but then forced to suffer an extended product drought.
There are actually two Auras: the base XE, flaunting a six-cylinder engine, and the upscale XR, with a more modern twin-cam engine, a slick six-speed automatic transmission and plenty of luxury features at a bargain price.
As one might expect from an American automaker, the Aura XE is roomy for its class, with wide, supportive bucket seats in front and adequate leg and shoulder room for three adults in back. But the XE veers from the expected in several ways. The fit and finish are excellent, if not quite as good as the Honda Accord or Toyota Camry. So is the quality of the materials inside.
The list of standard features on the base Aura, at $20,595 including shipping, is remarkable: antilock disc brakes; traction control; front-seat side air bags; side-curtain air bags front and rear; tilt-and-telescope steering wheel; cruise control; power windows and mirrors; remote locking; and G.M.’s new 5-year, 100,000-mile warranty coverage for the powertrain (including roadside assistance).
Options include a better stereo with a CD changer, leather upholstery, alloy wheels, power adjustable pedals and a four-panel panoramic sunroof. But even with a big helping of trimmings, an XE is unlikely to top $25,000.
The XE’s 3.5-liter 224-horsepower V-6 is a version of the long-of-tooth pushrod engine in the Chevrolet Malibu, which also lends its four-speed automatic transmission to the Saturn effort. (No manual is available.)
But the hoary combination isn’t half-bad: the transmission downshifts smoothly, the fairly large engine has enough torque to push the XE from 0 to 60 miles an hour in 8.1 seconds (by Saturn’s estimate), and the car runs nicely on regular gas.
What’s more, the federal fuel economy ratings — 20 m.p.g. in the city, 30 on the highway — are pretty good for a V-6 dragging around 3,528 pounds of car. The real shock is in the handling. At low speed, the relatively soft, built-for-comfort suspension is prone to body roll and is too easily unsettled by rough pavement. But the Aura XE becomes a much better car at higher speeds, taking turns like the Mazda 6 or Acura TSX, both of which are overachievers in the class. I don’t remember a car this big in this price range that was so much fun to drive on the twisty mountain roads here, east of Santa Barbara.
While the XE’s low price point, eye-catching design and high-value packaging seem aimed at cementing the loyalty of young families in the heartland where Saturn already does well, Jill Lajdziak, general manager of Saturn, acknowledged that more is at stake with the upscale XR.
Indeed, when Saturn’s bosses talk about breaking into trend-setting coastal cities, taking a chunk of the market now occupied by the Volkswagen Passat, Nissan Altima and high-end Accords, they’re counting on the XR. And if the intended consumers can get past the image of Saturns as cars for budget-minded high school teachers who don’t really like to drive, the car may have a shot.
On the outside, the $24,595 XR doesn’t look much different from the XE. It does wear 18-inch aluminum wheels (instead of steel 17-inchers) and a bit more chrome, and it comes with stability control. Some features that are optional on the XE come standard on the XR: eight-way power driver’s seat, heated front seats, audio controls on the steering wheel and a six-disc CD changer. Leather seats, sunroof, power passenger seat and adjustable pedals cost extra.
One option that is exceptionally attractive is the two-tone morocco brown leather upholstery. Again, though, Saturn has stayed true to its straight-shooting image by not using options to fatten margins shamelessly: if you load on everything except the $1,500 four-panel panoramic sunroof, the sticker price remains just about $27,000.
The big difference between the Auras is in the drivetrain. G.M. has endowed the XR (as well as the high-end Pontiac G6 GTP) with a 3.6-liter aluminum V-6 coupled to a six-speed automatic. This engine’s 252 horsepower may not sound like a lot more than the XE’s 224, but it feels much stronger because it reaches its peak torque — 251 pound-feet — at a useful 3,200 r.p.m.
That low-end pulling power gives the Aura XR crisp acceleration for passing, and you can reach 60 m.p.h. in a snappy 6.2 seconds, according to Car and Driver magazine. The 3.6-liter engine also takes regular gas. The XR gets 20 m.p.g. in the city, 28 on the highway. The XR’s transmission can be shifted manually using paddles behind the steering wheel — hardware borrowed from the Corvette. But, unlike many such manumatics, the quick, intuitive paddle shifters on the XR seem quite functional. I found myself drawn to using them for extra control on challenging roads, much as I would use the gears of a manual transmission.
The extra oomph of the XR’s engine, along with a slightly stiffer suspension and better resistance to body roll, transforms this Aura into a plausible (if somewhat bulky) sport sedan, and one that I’d be happy to drive daily. The transformation is all the more surprising because the XR (like the XE) is luxuriously quiet, thanks to the use of extra-thick glass and a sound-deadening sandwich of steel and dense composites in crucial body areas.
Both Auras offer style, amenities and a driving experience comparable to the market-defining Accord and Camry, and touches of European sophistication found in the Passat.
Saturn did trim a few corners — the backseat does not have a center armrest, and a factory navigation system is not available at any price. But Saturn insists that the newest feature of the OnStar subscription service, called Turn-by-Turn Navigation, is a capable and less expensive substitute. After a call to the OnStar operator, spoken directions are uploaded to the car and played back at the appropriate locations along the way.
Those who worry that G.M.’s reliability still isn’t up to global standards may find some reassurance in the company’s newly extended warranty. But more critical to Aura’s success is whether Saturn can shed its image as a corn-fed car company providing friendly service and modest transportation to drivers who never felt that the 55 m.p.h. speed limit was much of an imposition.
Indeed, the Saturn division seems to be getting more than its share of arresting designs from the company’s creative gurus, and its line is filling out with entries like the Relay minivan and Outlook crossover wagon. The Aura’s muscular good looks will help, as will sticker prices a few thousand dollars below those of comparably equipped competitors. But the most reliable way to change hearts and minds will be a few minutes’ drive on an empty road with plenty of curves.
INSIDE TRACK: A Saturn that’s fun outside the showroom, too.
The Aston Martin DB7 was a grand tourer made by Aston Martin from September 1994 to December 2003. The grand tourer was available either as a coupé or a convertible, and debuted at the Geneva Motor Show in March, 1993. The six-cylinder DB7 replaced the lower Aston Martin V8 models, placing below the hand-built V8 Virage introduced a few years earlier. The DB7 was the most successful Aston Martin model ever, with more than 7,000 built before it was replaced by the DB9. The DB7 was styled by Ian Callum, and it is widely considered one of the most beautiful and timeless of automotive designs.
[edit] Overview
The DB7, known internally as the NPX project, was designed to replace the twenty-year-old Aston Martin V8. It was made mostly with the resources from Jaguar and had the financial backing of the Ford Motor Company, owner of Aston Martin since 1988. The DB7's platform is an evolution of the Jaguar XJS's, though with many changes.
With production of the Virage (soon rechristened V8 Vantage) continuing at Newport Pagnell, a new factory was acquired at Bloxham, Oxfordshire, where every DB7 would be built throughout its production run.
The convertible Volante version was unveiled at the North American International Auto Show in Detroit in 1996. Both versions have a supercharged straight-6 engine that produced 335 bhp (246 kW). In the United States, the Coupé sold for $140,000, and the Volante for $150,000. Works Service provided a special Driving Dynamics package, which greatly enhanced performance and handling for drivers who wanted more than the standard configuration.
[edit] V12 Vantage
In 1999, the more powerful DB7 V12 Vantage was introduced at the Geneva Motor Show. Its 6.0 litre, 48-valve, V12 engine produces 420 bhp (309 kW) and 400 ft·lbf (542 Nm) of torque. It has a compression ratio of 10.3:1. It was available with either a TREMEC T-56 six speed manual or a ZF 5HP30 five speed automatic gearbox. Aston Martin claims it has a top speed of either 185 mph with the manual gearbox or 165 mph with the automatic gearbox, and will accelerate from 0–62 mph (100 km/h) in five seconds. It is 4,962 mm long, 1,830 mm wide, 1,243 mm high, with a weight of 1.8 tonnes.
After the launch of the Vantage, sales of the supercharged straight-6 engine DB7 quickly dried up, and production was ended in mid–1999.
[edit] V12 GT and GTA
In 2002, a new variant was launched, named V12 GT or V12 GTA when equipped with an automatic transmission. It was essentially an improved version of the Vantage, its V12 engine producing 435 bhp and 410 ft·lbf of torque. Aesthetically, compared to the Vantage it has a mesh front grille, vents in the bonnet (hood), a boot (trunk) spoiler, an aluminum gear lever, optional carbon fibre trim and new wheels. It also has 355mm front and 330mm rear vented disc brakes made by Brembo.
[edit] Special editions
A number of special-edition DB7 cars were built:
* DB7 I6 o 1998 Alfred Dunhill Edition — 78 "platinum metallic" cars with a built-in humidor o 1998 Neiman-Marcus Edition — 10 special black cars for the 1998 Neiman-Marcus Christmas catalog o 1999 Stratstone Edition — 19 special black cars, 9 coupes and 10 Volantes o 1998 Beverly Hills Edition — 6 "Midnight Blue", 2 coupes and 4 Volantes * DB7 V12 Vantage o 2002 Jubilee Limited Edition — 24 "jubilee blue" cars (19 RHD, 5 LHD) to celebrate the Golden Jubilee of Queen Elizabeth II o 2002 Keswick Limited Edition — A small number of "nero daytona black" models o 2003 Anniversary Edition — 30 (of an announced 100) "slate blue" cars to celebrate the end of DB7 production
[edit] Special models
Two special edition variants were made late in the DB7's production run:
As part of the 22nd Annual International Automobile Festival, a team of judges has chosen its Most Beautiful Automobiles of the World for 2007, and no, the U.S. did not come home with a trunk of gold medals in this competition. We Americans will just have to be content with our two silvers.
On the other hand, many of the pageant-winning cars can actually be found on these shores.
List of winners after the jump.
Correction: Looks like I got my international "Most Beautiful Automobiles of the World" contests mixed up. The cars listed on the jump were chosen at the 14th Annual "L'Automobile più Bella del Mondo" competition, Oct. 27th in Milan, Italy. The Annual International Automobile Festival is in France in January when their choice for most beautiful is announced. So it looks like I need someone to translate French and Italian for me cause Google ain't gettin' it. I'm chalking the Scania truck mixup to translation as well. Mulligan?
City cars and compact cars Mini Cooper Second Place: Daihatsu Trevis
Mid-size hatchback Volvo C30 Second Place: Nissan Note
Mid-size sedans Volvo S80 Second Place: Chevrolet Epica
Limousine Bentley Continental GTC Second Place: Bentley Azure
Coupe Mercedes CL Second Place (Tie) BMW 3 Series Coupe Jaguar XKR Coupe Maserati GranSport MC Victory
Coupe-cabriolet Volkswagen Eos Second Place: Jaguar XKR convertible
Spider Alfa Romeo Spider Second Place: None
Sportscar Ferrari 599 GTB Fiorano Second Place: Porsche Cayman
Station wagon Alfa Romeo 159 Sportwagon Second Place: Skoda Roomster
MPV Citroën C4 Picasso Second Place: Ford Galaxy
Crossover Audi Q7 Second Place: Mercedes GL
Special series Studiotorino RK Coupé
Concept car Renault Twingo Concept
And so you can argue the merits of the competition's judges, here they are:
Kenneth Noland, American artist Heinz Mack, German artist Vittorio Matino, Italian artist Mario Bellini, Italian architect Massimo Vignelli, Italian architect Fiorucci Helium, fashion designer Carl Rivetti, fashion designer Tawny Sacco, car designer Lorenzo Ramaciotti, car designer Enrico Leonardo Fagone, car designer Alexander Giudice. car designer Antoine Prunet, author
When it gets warm outside, your air conditioner becomes your best friend. This is most definitely true in your car, where temperatures can sky rocket to 170 degrees under direct sunlight. But most people these days are under the impression that the more you run your air conditioner the more gas your car will guzzle. Now that gas prices are higher than the cost to eat at McDonald’s, people are starting to take precautions and do what they can to help with their cars fuel economy. The assumption that running your air conditioner burns way more gas is somewhat untrue. Leaving your air conditioner off makes barely any difference in the amount of gas you burn. With the advent of modern, more fuel efficient cars, this myth is busted!
The air conditioner draws its power from the engine which uses some gas, but with today’s cars, this use of gas is minute. The air conditioner can decrease the fuel economy of your car up to 20% in some vehicles, but it depends on the type. Driving with the air conditioner is more fuel efficient than driving with the windows down. Driving with the windows down creates drag which means that your engine has to work harder to keep your car at the current speed; this burns more gas than if you just ran your air conditioner.
In the long run, using your air conditioner is far better than any other means of cooling yourself off in the car, unless you’re driving in traffic. When you drive in traffic you aren’t going very fast so the drag on the car is minimal. In these cases, you burn more fuel running the air conditioner than having the windows down. That makes sense. When you drive on the highway you can use either the air conditioner or the “window down” method to cool yourself, because, honestly, there is no noticeable difference in gas usage at those speeds.
Here are some tips about you and the heat in your car. Before you get into a hot car, roll down the windows and let it air out. There is nothing worse than getting into a hot car, sitting on a lava hot seat, touching a super hot steering wheel, and breathing stuffy super heated air. Your car needs some time to cool down for itself and for you. Once you believe it is cool enough to actually sit on the seat, turn on the car and run the air conditioner on recirculation. This will help the car cool down much quicker, and you can be on the road fast without sacrificing a layer of your precious skin.
So now that you know the air conditioner can be your fuel efficient friend, maybe you won’t be so quick to turn it off or ignore it in favor off putting the windows down and choking on bugs. The air conditioner in your car burns much less gas than your window method, so give your air conditioner a chance and be cool in the heat.
I was always amazed with wonderful Dress Up Games on The Doll Palace. These guys know how to entertain kids. My kids are spending hours looking at their cartoon dolls and new coloring pages.
Insurance industry has shown several developments in the last decade.
From simple auto
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insurance quotes as well. If we take a look at business
insurance and car
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to reduce risk in the daily operations. Apart from this government has
made the processes of tax
filing and getting credit finance much
easier to ensure easy business handling
Do you know there's so many types of furniture?
This is a great years for me. After all this years of hardworking now I am able to own my own house. I’ve been working hard all this time just to get my dream house. Me and my wife has never been happier since our baby girl came to our life. At first I thought getting the house is the hardest part, yet now I have to faced a new problems already. Its how should I get the perfect furniture for my house?
We all knew that in this matter, woman always want to be in charge for it. They will be the judged in what to buy and where to put it. It’s funny when my wife and my daughter always argue about where to place the furniture. As for me, sigh! to them I am merely the source of money to buy those things. My wife specifically told me she want a pine furniture for the dining room. I have no idea that it's hard to buy furniture for the house, they seem to know all details about it. Even she told me she want an oak furniture for our bedroom. And here I was thinking that there’s only one types of furniture and that is.....…furniture.
Things are different with my daughter. She want her bedroom furniture to be pink in color. I might as well get her rooms decorate in a powerpuff girls theme. That might be fun right?
This week will be a very tiring and busy for me. With all the shopping, let us put aside all the precious time that will be wasted on window shopping. I miss my bed already.
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