BMW 1 Series Review

The BMW 1 Series was launched in September 2004 with the brand slogan 'the only 1'.
The much anticipated BMW 1 Series Sport Hatch sets new standards for compact hatchbacks and offers drivers the unique proposition of a front-engine, rear-wheel drive car with the practical day-to-day benefits of a compact hatchback.

Undoubtedly BMW knows their target audience and the 1 Series is targeted at the well educated, young to late 20's - early 40's, who work hard but not too hard and love driving. Paradoxically everyone we have seen driving a 1 Series looks like they are affluently retired, but then we do live near to Budleigh Salterton in Devon.
The BMW 1 Series is a blend of prestige and performance at a reasonably affordable entry price. The split between corporate buyers and private individuals should be circa 45:50.The 1 Series comes with five doors, four engines (1.6 and 2.0 petrol engines and a 2.0 diesel engine with 122 bhp or 163 bhp) and three trim levels ES, SE and Sport. Prices range from £15,995 for the 116i to £21,360 for the 120d SE.
BMW's aim is to bring the 'Ultimate Driving Machine' to the the competitive lower medium segment which includes the Audi A3, Ford Focus, Vauxhall Astra and Volkswagen Golf - attracting a whole new group of buyers to the BMW brand.
We tested the range topping BMW 120d Sport to find out if it is 'the only 1' for us.

Model Reviewed
BMW 120d Sport


Body Type
5-Door Hatchback
Colour
Quartz Blue Metallic


Performance ~ manufacturers figures


0 - 62 mph
7.9 Seconds
Top Speed
137 mph


Transmission
6-Speed Manual


Fuel Type
Diesel


Economy ~ manufacturers figures


Urban
36.7 mpg
Extra Urban
61.4 mpg
Combined
49.6 mpg


Insurance Group
14
Euro NCAP Rating
5


Warranty
3-Year unlimited mileage dealer warranty12-Year unlimited mileage anti-corrosion warranty3-Year paintwork warranty


Pricewhen tested on the 22/03/05
£ 21,260

2009 Jaguar XF Vehicle Overview

Introduction

There's a certain classy aspect to some things British -- the understated elegance of an English Tudor home, the BBC's Owen Bennett-Jones or even just an afternoon snack of tea and crumpets. Then again, not all English entities are quite so grand -- the Spice Girls or a rush-hour ride on a packed Tube train, anyone?
Thankfully, the 2009 Jaguar XF falls into the former category, but it also represents the legendary marque's new direction. Mirroring modern Britain itself, Jaguar now seeks to blend tradition with the latest style and technology. Before one goes on with the new, though, they have to jettison the old, and the midsize XF sedan replaces the S-Type, a car that never quite pushed all the right buttons. The unloved X-Type is also being phased out, leaving the XF to serve as both the brand's entry-level model as well as a key component for re-establishing Jaguar's premium status with a younger set of buyers.
The Jag XF rides on a stiff new structure that shares some suspension components with the sporty XK. Its crouching stance is emphasized by a coupelike roof line that sweeps to the tail, fastback style. Some may argue that in profile, the XF looks like the Lexus GS series, and that the nose, with its wide-awake headlights and squarish grille, is somewhat quirky. But overall, most would agree it's a handsome sedan that impresses one more in the steel than in photos.
As part of Jaguar's upscale push, you'll only find a V8 under the hood. There's nothing really new here, as the engines and transmissions are shared with the XK. Even so, 300 or 420 horsepower is nothing to complain about, and Jaguar claims that even the less potent engine is able to shoot the XF to 60 mph in just 6.2 seconds. The XF's suspension is tuned slightly more for a plush ride with respectable cornering ability than for hardcore apex clipping, but still easily qualifies for sport sedan status.
Of course, as a sport-oriented midsize luxury sedan, the 2009 Jaguar XF is entering a pretty tough segment. The list of competitors is full of luminaries, including the Audi A6, BMW 5 Series, Infiniti M45, Lexus GS 460 and Mercedes-Benz E-Class. Even James Bond would have a tough time infiltrating a group like this. And most of these models offer something the XF doesn't -- the option of all-wheel drive, an advantage for those who have to deal with slippery weather conditions.
It's a minor setback, however, and overall we think the new Jaguar XF stands proud in this segment, which is something its dodgy predecessor never could. It deserves a place on your "to drive" list if you're considering a luxury car. It's got the performance and coddling features, and its undeniable presence could very well make Jaguar cool again.
For Pricing information, see our Pricing page.
Body Styles, Trim Levels, and Options
The 2009 Jaguar XF is a midsize luxury sport sedan that comes in three trim levels: Luxury, Premium Luxury and Supercharged. The Luxury comes with 18-inch alloy wheels, keyless ignition, a sunroof, leather upholstery, a power tilt/telescoping steering wheel, dual-zone climate control, auto-dimming mirrors, full power accessories, 10-way power front seats and a split/folding rear seat. Rear parking assist, Bluetooth connectivity and a premium sound system with a CD player and auxiliary audio jack are also standard.
The XF Premium Luxury adds 19-inch wheels, heated 16-way power front seats, upgraded leather, a navigation system with voice activation, and keyless ignition/entry. The Supercharged adds a more powerful engine, 20-inch wheels, larger brakes, an active suspension (dubbed "CATS"), a power rear sunshade, cooled front seats, bi-xenon headlights, front park assist, a rearview camera and an upgraded audio system with six-CD changer and satellite radio.
Stand-alone options include a heated steering wheel and active cruise control, while most of the upper trims' features can be had on the lower ones via various packages.
For more Style information, see our Compare Styles page.
Powertrains and Performance
The Luxury and Premium Luxury are powered by a 4.2-liter V8 that makes 300 hp and 310 pound-feet of torque. Power flows to the rear wheels via a six-speed automatic that can be shifted manually with steering-wheel-mounted paddles. Jaguar claims a 0-60-mph time of 6.2 seconds for these models.
The Supercharged features, you guessed it, a supercharged version of that V8 that makes 420 hp and 413 lb-ft of torque. It should be enough to trim the 0-60 sprint down to 5.1 seconds.
For more Performance Data, see our Specifications page.
Safety
Antilock disc brakes, stability control, active front head restraints, front side airbags and full-length side curtain airbags are standard on all XF models. The Supercharged adds a blind spot monitor to the list.
For more Safety information, see our Safety page.
Interior Design and Special Features
Unlike most cars in its class, the Jaguar XF rejects the cockpit-style interior theme for a more spacious environment. The seats are well-shaped and come up high enough for proper thigh support, while the soft armrests are located for use, not style. Not that the XF is lacking in the latter area -- in Jaguar tradition there is plenty of finely finished wood trim, as well as modern handsome metallic accents and cool blue lighting for the instruments.
When you enter the XF, the start button mounted in the console pulses red, as if to indicate the pulse of the lively machinery you're about to awaken. After you fire up the engine, the unique dial that controls the transmission rises out of the center console into the palm of your hand. There's a touchscreen interface for the audio, climate and navigation system, so unlike many of the XF's competitors, no console mouse is required. Although it's a sleek sedan, the rear doors are wide for ample access and there are nearly 38 inches of rear headroom and 36.6 inches of rear legroom. The trunk is also quite roomy at 17.7 cubic feet.
For more Interior Features information, see our Specifications page.
Driving Impressions
With either engine offered in the 2009 Jaguar XF, acceleration is swift and smooth, with perfectly timed up- and downshifts furnished by the six-speed auto. Use the paddles and the automatic blips the throttle on downshifts, just as an expert driver with a manual gearbox would.
Underway, the XF exhibits a smooth and hushed demeanor but there's a stronger connection with the mechanical soul of the car than expected. There's barely any nose dive when the brakes are applied, for instance, and the level of communication between car and driver when cornering is impressive. Rest assured, though, that comfort is still of paramount concern. The XF's refined ride can take you 300 miles and deliver you still feeling fresh after your journey.

2009 Honda DN-01 Review

If the variety of motorcycles at Daytona’s Bike Week could be distilled into one machine, one could make a case that the Honda DN-01 would be the result.
V-Twin engine? Check Feet-forward riding position? Check. Attention-grabbing appearance? Check. A dab of sportbike? Check.
The DN-01 is a peculiar concoction: two parts scooter; one part cruiser; and one part sportbike. And if you have to ride a scooterish motorcycle during Bike Week, this new Honda fits right in by standing apart, as we found out by cruising A1A and Main Street around Daytona last week.
Say what you will about purity, historical relevance, aesthetics or bling, riding during Bike Week is all about getting attention from fellow riders and bystanders. Trundling along down Main at a sub-walking pace on a Chevy V8-powered motorcycle makes no other sense. And in this respect, the DN holds its own in Daytona.

First seen in prototype form in late 2005 at the Tokyo Motor Show, the DN-01 (Dream New Concept 1) was described as a “comfortable sports cruiser.” Now having reached production, Honda calls the DN a “crossover.”
Whatever you call it, the DN-01 (could we please have a name with some personality…?) makes a splash wherever it’s ridden. Its arresting design hurt some necks in Daytona, as it caused hundreds of neck-snapping double-takes.
The DN defies immediate classification. Its shark-like nose brings to mind a futuristic sportbike and is its strongest styling asset, but its considerable length gives it a laid-back cruiser profile. It looks like a mega-scooter, too, but it’s lower than your typical touring scooter. A single-sided swingarm makes room for the stainless-steel exhaust and provides for easier access to the semi-adjustable rear shock
Riding the DN couldn’t be easier. It’s powered by a 680cc, 52-degree V-Twin borrowed from the European-market Transalp. Although it has roots to the late-1980s Hawk GT, the SOHC, 4-valve motor is thoroughly modernized with a sophisticated fuel-injection system using dual 40mm throttle bodies and high-tech 12-hole injectors.
In terms of Bike Week qualities, the DN’s deficiency is revealed after thumbing the starter button – this has got to be the most docile V-Twin exhaust note in history. The EFI’s auto-enrichment system ensures quick rideability. Then things get weird.
A rider subconsciously reaches for a clutch lever that isn’t there. This “crossover” is meant to appeal to less-experienced riders, so it is fitted with an automatic transmission. Called HFT (Human Friendly Transmission), this is a continuously variable, hydro-mechanical design that is a big leap in technology above the simple belt-drive CVTs (continuously variable transmission) in scooters. Honda says its HFT provides comparable performance and efficiency to a manual gearbox.
The HFT combines a hydraulic pump and motor that transmits power to the rear wheel by a conventional shaft drive, and the system seamlessly changes drive ratios in response to rider inputs. There are two fully automatic modes: D (Drive) is for maximum economy and for those in no hurry, while S (Sport) offers more immediate and snappy response. Maximum enjoyment is found by using the thumb-activated push-button manual mode that simulates a six-speed gearbox.

2009 Ducati Streetfighter Review

“Spanish bombs in Andalucía, oh mi corazon.” – The Clash, Spanish Bombs
With apologies to one of the greatest bands ever, this time around in Andalucía it was an Italian bombshell that was stealing hearts. Ducati’s new Superbike-based Streetfighter truly is the bomb.
Unlike nearly every naked bike we can think of, Ducati has created a stripped-down, super-sporting roadster without excuses – no tuning for torque, and no dumbed-down suspension.
The Streetfighter’s engine is ripped nearly unchanged from the 1098 sportbike, differing only in shorter intake tracts that knock off a scant 5 hp. The result is a claimed 155 hp at 9500 rpm, aided by a midrange-inducing exhaust valve. The use of the 1198’s Vacural cast-aluminum crankcase shaves nearly 7 pounds from the engine.

It’s like 100 liters of adrenaline,” Giulio Malagoli, the Streetfighter’s project leader, told Motorcycle.com about his latest creation. Malagoli is also the inspired mind behind the recently launched Monster 696 and 1100 air-cooled models. The new Streetfighter is now the most radical of Ducati’s naked bikes, replacing the discontinued Monster S4RS that measures up 25 hp short of the SF’s 1099cc Testastretta Evoluzione powerplant.
The standard Streetfighter retails for $14,995, and it boast a fully adjustable Showa suspension and lightweight magnesium for the headlight bracket and clutch and cylinder-head covers - magnesium is about 30% costlier than aluminum but is about 20% lighter, says Malagoli. The higher-end S version’s V-Twin powerplant is in an identical state of tune, but it includes top-shelf Ohlins suspension, lighter forged-aluminum Marchesini wheels and tasty carbon fiber for the front fender and cam-belt covers.This is quality stuff, but it’s not enough to justify the $4,000 price increase of the S model. Helping it earn its lofty $18,995 MSRP are the most sophisticated electronics offered on any sportbike. DDA is the Ducati Data Analyzer, which records various channels such as lap times, throttle and gear positions, and the speeds of the engine and bike – it’s an extra-cost option on the standard Streetfighter.But the S’s piece de resistance is Ducati’s traction control as used on the recent 1198 superbike. It first softly retards ignition timing, but if slippage is still detected by the wheel-speed sensors, the fuel injection will cut out to varying degrees to inhibit wheelspin. There are eight settings on the DTC, ranging from “It’s either raining or you shouldn’t be on a bike like this” to “Let’s spin up the rear tire on our way to victory circle.”

The Test

The rain in Spain may fall mainly on the plain, but we found out the wind can howl like a banshee in the Spanish hills. We were greeted at the fabulous near Ronda, Spain, by 50-mph gusts that shook our confidence but didn’t dampen our enthusiasm for this most potent of naked bikes.The Streetfighter’s riding position lives up to its name, with a tapered-aluminum handlebar placed sportily forward yet several inches higher than the 1098/1198 model. There’s more distance between the seat and its footpegs than the old Monster S4RS, but that’s mostly because the seat is way up at 33.1 inches. This is surprisingly tall for a bike without undertail exhaust pipes, but the Streetfighter’s lean and unfaired design forced the tailsection to contain the electronics, battery and exhaust valve servo. The SF’s fuel tank is an inch shorter than the 1198, allowing a rider to get closer to the front wheel, and its extra height isn’t a problem with the taller bars.
The handlebar is graced with new, compact switchgear. Flicking down the kill switch covers the starter button which is meant to emulate the “trigger catch” of a fighter plane. The instruments are contained in a tidy gauge pack that includes a wealth of information, including a lap timer and a low-fuel tripmeter for the 4.4-gallon tank. Its mirrors are fairly useable, even if they aren’t very pretty.
Pulling out of the pits at Ascari reminded me that the ’Fighter uses a dry clutch system, as it proved to be a bit grabby when taking off from a stop. Toggling through the transmission requires considerable effort in relation to a Japanese literbike, but gearshifts are nonetheless positive. Dialing on the throttle reveals the massive torque (a claimed 87.5 ft-lbs at the crankshaft) offered by the booming V-Twin that easily lofts the front wheel in the first two gears.
We knew, even before riding the Streetfighter, that its engine was going to impress – we fell in love with it when we first tested the 1098. And the note from the stacked twin mufflers is satisfyingly deep and soulful. The major unknown element prior to our ride was its handling qualities.
The SF uses a frame very similar to the 1098/1198 series, but it differs substantially in the steering head area. While the 1198’s fork is set at a moderately sporty 24.5-degree rake, the Streetfighter’s is kicked out at a slower-steering 25.6 degrees. The amount of trail correspondingly is lengthened from the 1098’s 94mm to 114mm. Additionally, a 35mm longer single-sided swingarm extends the wheelbase from 56.3 inches to 58.1 inches.
With these specs rolling around in our heads, we were worried this relaxed chassis geometry might result in a piggish-steering motorcycle. Not to worry.

GM stakes sales on design and environment

GM unveiled a raft of new cars for the Middle East market today, on the pre-show press day at the Middle East International Motor Show, including two hybrids and a Camaro.

The Tahoe Hybrid starts production next month in the US, although there is no firm date for its appearance in this region or price. The car follows the classic Tahoe design with a six litre V8 engine, but Terry Johnsson, Vice President, GM Middle East Operations, said it has a 'fuel efficiency comparable to a family sedan'. He claimed a fuel efficiency improvement of 50 per cent. Also making its Middle East debuts were the 2009 Chevrolet Aveo 5, which GM said has been completely reworked, the Corvette inspired Camaro Coupe, which goes into production next year, an Escalade designed exclusively for this region and the GMC Terrain, a 4x4 making its first showing anywhere in the world. The most interesting car on its stand though was the Volt, an electric car that's capable of travelling 60km on a full charge with zero emissions. However, when pushed, the company admitted that it was zero emissions whilst travelling, but that there was a carbon cost to charging the car in the first place, because most homes take their electricity off the main grid. Speaking to AME Info, Michael Duhraine, chief engineer for advanced hybrid systems at GM, said the company was working with battery manufacturers to improve the distance the car can travel. And he said alternative ways to charge the car are being investigated for the future, such as solar energy. 'That's solar on homes to charge the car and whether you can put a solar array on the car,' he said. This he said would not provide a full charge, but may help keep the battery running for longer. Once the electricity runs out, the car is charged by a three litre generator, pushing the distance to 1,000km. The engine uses 4.7litres per 100 km of distance. The company said the first generation engine will run on petrol, but that it is being designed so that in future it can run on different fuels, depending on the main source in the region the car is in. Ed Welburn , vice president of global design, said of the Volt: '[This is a] game changing concept that we really take very seriously.' A production date for the car hasn't been set, but it is expected to be around 2010. Welburn, a lifer at GM who first contacted the company when he was 11 years old, said that most - if not all - of its cars would eventually be rolled out as hybrids. A key trend, he said, was improved aerodynamics. 'I believe we are moving into an era of drag reduction,' he said. He added: 'A great car begins with the proportions. That takes a great working relationship between the designer and engineer. Get that right and it makes it a lot easier to drive the body shape.'

2009 Chrysler 300 Review

Introduction
The Chrysler 300 was a game-changing vehicle for Detroit's sickly No. 3 brand when it debuted in 2005. With distinctive styling and Mercedes-sourced underpinnings, the 300 was a well-deserved hit that brought rear-wheel drive back into the American car buyer's mind after years in exile. And with available V8 power, it was plenty fast.
After significant interior and equipment changes last year, the 2009 Chrysler 300 gets even more upgrades and additions. Most notably, the 300C's 5.7-liter V8 gains variable valve timing, which boosts horsepower by 19 (now 359). Thanks to cylinder deactivation, fuel consumption remains acceptable given the ample amount of power available. The available all-wheel-drive system has also been upgraded with a specialized active transfer case. This automatically disconnects the front axle to improve fuel economy on the highway by up to 1 mpg, while also providing the better performance and handling afforded by rear-wheel drive. Wheel slippage, low temperatures or a certain number of windshield wiper passes re-engage all four wheels. The driver can also manually manipulate the system.
We've always been fans of the Chrysler 300, and its continuous improvements only make it more attractive. There are certainly other full-size sedans to consider, though which ones depend on which 300 you're considering. The base LX's engine is slow and inefficient, and we advise passing on the trim level. Compared to the 300 Touring and Limited, the Ford Taurus offers more maximum passenger and cargo space, while the Toyota Avalon offers more luxury and refinement. The high-performance 300C and SRT8 versions have fewer rivals. However, those seeking any 300 for its rear-wheel-drive performance capabilities should also take a good look at the impressive Pontiac G8. That said, the 2009 Chrysler 300 remains a solid choice for a large sedan.
For Pricing information, see our Pricing page.
Body Styles, Trim Levels, and Options
The 2009 Chrysler 300 is a full-size sedan available in LX, Touring, Limited, 300C and SRT8 trim levels. All but the LX and SRT8 also come in an all-wheel-drive version. The base LX comes standard with 17-inch alloy wheels, air-conditioning, cruise control, full power accessories, a tilt-telescoping steering column, eight-way power driver seat, 60/40-split rear seat and a four-speaker stereo with CD/MP3 player and auxiliary audio jack.
The 300 Touring adds a larger V6 engine, automatic headlamps, foglamps, dual-zone automatic climate control, leather upholstery, leather-trimmed wheel and shift knob, and satellite radio. The optional Comfort/Convenience Group adds heated front seats, power passenger seat, power-adjustable pedals and auto up/down front power windows. The 300 Limited adds a comfort-tuned suspension, 18-inch wheels, the Comfort/Convenience Group, trip computer, steering wheel audio controls and a six-speaker touchscreen-operated stereo with six-CD changer and 30GB hard drive for digital music storage (known as uconnect Tunes). When equipped with all-wheel drive, the Touring and Limited gain a larger fuel tank, 18-inch wheels (Touring), a five-speed automatic transmission and upgraded brakes.
The 300C gains a V8 engine, auto-dimming and power-folding heated exterior mirrors, driver memory functions, power-adjustable steering column, upgraded leather upholstery, rain-sensing wipers, remote ignition, "Tortoiseshell" interior trim and a universal garage opener.
Optional on all but the LX is the Protection Group, which adds front side airbags, side curtain airbags, auto-dimming rearview mirror and Bluetooth phone connectivity with iPod integration (uconnect phone). The 300C gains rear parking assist with this package. The Limited and 300C can also be equipped with a rear-seat entertainment system with Sirius Satellite TV, and a voice-activated navigation system with real-time traffic (uconnect GPS). The Luxury Group for the 300C adds adaptive cruise control, HID headlamps and heated rear seats. The 300C Heritage package adds 20-inch wheels and the same performance-tuned steering, suspension and shocks found on the Dodge Charger R/T Daytona, plus a bunch of the above luxury features. A sunroof is optional on all but the LX.
Of special note is the Walter P. Chrysler Executive Series long-wheelbase package available on Touring and 300C trim levels. It adds 6 inches to the standard wheelbase to increase rear seat legroom. It also includes the Comfort/Convenience and Protection Groups, plus the rear-seat entertainment system, uconnect Tunes and uconnect GPS. On the 300C version, the Luxury Group and eight-speaker surround sound system are included.
The 300 SRT8 is equipped similar to the 300C Heritage, but comes with an even more powerful V8, Brembo performance brakes, special stability control calibration, unique exterior trim, a sunroof and an integrated rear spoiler.
For more Style information, see our Compare Styles page.
Powertrains and Performance
The base 2009 Chrysler 300 LX is only available with rear-wheel drive and a 2.7-liter V6 that produces 178 hp and 190 pound-feet of torque. A four-speed automatic is standard. Fuel economy with this engine is 18 mpg city/26 mpg highway and 21 mpg combined.
The Touring and Limited trim levels come standard with rear-wheel drive and a 3.5-liter V6 good for 250 hp and 250 lb-ft of torque. Fuel economy is 17 city/24 highway and 20 combined. All-wheel drive is optional. Fuel economy with AWD is 15/22/18 mpg. A four-speed automatic transmission is standard with the rear-wheel-drive 3.5-liter 300 sedans, while a five-speed automatic comes with all-wheel drive.
The Chrysler 300C gets a 5.7-liter V8 with 359 hp and 389 lb-ft of torque. It delivers 15/23/18 mpg regardless of rear- or all-wheel drive. A five-speed automatic is standard. The 300 SRT8's 6.1-liter V8 cranks out 425 hp and 420 lb-ft of torque. A five-speed automatic is standard. Fuel economy is 13/18/15 mpg.
For more Performance Data, see our Specifications page.
Safety
The Chrysler 300 LX doesn't get much in the way of standard safety equipment, but antilock brakes and stability and traction control are at least optional. They are standard on all other trim levels. Front seat side airbags are optional on all regular Chrysler 300s, while full-length side curtain airbags are optional on all but the LX and standard on the SRT8.
In National Highway Traffic Safety Administration crash testing, the 2009 Chrysler 300 earned a perfect five stars for driver and passenger protection during frontal impacts. It also earned a highest-possible "Good" rating in the Insurance Institute for Highway Safety's frontal-offset crash testing. In government side crash testing, the 300, when equipped with the front side and full-length curtain airbags, received four stars for driver protection and five stars for the passenger. The IIHS, however, tested a 300 without the side airbags and gave it the worst rating of "Poor."
For more Safety information, see our Safety page.
Interior Design and Special Features
The Chrysler 300's interior features a simple but elegant layout that benefited from last year's new instrument panel, center console design and upgraded surfaces. It is now a much nicer cabin, but given the 300C's price, some may expect something nicer. Controls are relatively simple, while loads of available high-tech features bring nearly endless entertainment options. Cabin dimensions are generous in all directions -- even more so in the extended-wheelbase models, which of course offer more rear legroom by far than any primary competitors. Unfortunately, the 300's signature low-profile windows result in compromised visibility -- particularly for shorter drivers. Also, the 300's trunk capacity measures a relatively modest 15.6 cubic feet.
For more Interior Features information, see our Specifications page.
Driving Impressions
After a generation of mostly tepid front-wheel-drive family sedans, the Chrysler 300 has led the return to rear-drive dynamics that Americans took for granted decades ago. Based on a good deal of Mercedes-Benz technology underneath, the 2009 Chrysler 300 is far more impressive in its driver control and handling than the rear-drive, full-size behemoths of yore. The Limited and 300C's new comfort suspension tuning should appeal to those buyers hunting for a comfortable cruising sedan, while the new 300C Heritage package and its tauter suspension plays the opposite game for those hunting for handling to match the big Hemi engine. Still, no 300 can quite match the thrilling yet refined Pontiac G8 GT -- not even the wild 300 SRT8.

2010 Chevrolet Camaro Review and Prices

What We Know About the 2010 Chevrolet Camaro
As it was then, so it is now. The Camaro, born more than 40 years ago as Chevrolet's reply to the pioneering Ford Mustang, is coming out of retirement (since 2002) for a new fight with the namesake ponycar. It's set to bow for 2010 in two coupe models--V6 and V8. The V6 cars will be offered in LS or LT trim, and the V8 is dubbed SS. The LT and SS models will be available with a RS appearance package that includes HID headlamps with integrated halo rings, a rear spoiler, specific taillamps, and 20-inch wheels. Convertible versions join up about nine months later. Chevrolet recently confirmed these plans after splashy concept previews at the 2006 and '07 Detroit Auto Shows. Recalling the days when the Big Three were the big players, Dodge revived its Nixon-era Challenger (1970-74) for 2008.General Motors decided to bring back Camaro when the redesigned 2005 Mustang fast proved a hot seller. But Mustang sales have lately cooled, despite the addition of potent pump-primers like the Shelby GT500. Blame record gas prices and renewed public concern over what thirsty vehicles do to the environment. Ford Motor Company's many well-publicized travails are another factor. All this leads some industry-watchers to think the new Camaro could end up chasing a vanishing market, especially as GM still has troubles of its own. Nevertheless, the project is a go. And though GM has reportedly hit the pause button on several other new rear-wheel-drive cars, it's unlikely to delay this one after two years of making so much noise about it.Convertible or coupe, the reborn Camaros will be much like the concepts, only less exaggerated. Factory installed wheels, for instance, will be no larger than 20 inches max, versus the show cars' 21s and 22s. Trim and paint will be toned down a bit, but Chevy has said they are offering 10 body colors. Otherwise, styling will be the concept's blend of today's Chevy Corvette and cues from the 1969 Camaro, resulting in a more-modern look than either the current Mustang or Dodge Challenger. The new Camaros should also hew closely to concept dimensions. That means about 7.5 inches more wheelbase than the 2002 models, a similar amount trimmed from overall length, and about 5.5 inches more width. These changes should produce a roomier four-seat cockpit, though space in back (and in the trunks) will remain tight. Also per ponycar tradition, the new Camaros will offer a budget-friendly V6 engine and two performance-oriented V8s. Models using the V6 employ GM's newer 3.6-liter twincam design with direct injection, as found in the Cadillac CTS. The V8 will be the 6.2-liter base-Corvette engine, but in two flavors. Manual transmission models get the LS3 version that is good for an estimated 422 horsepower. When equipped with the 6-speed automatic, the V8 is dubbed L99. The L99 is fitted with GM's gas-saving Active Fuel Management cylinder-deactivation, and should put out 400 ponies. If gas prices keep rising, GM's Bob Lutz has suggested the company may look at powering the Camaro with turbocharged 4-cylinder engines. If Chevy decides to offer the four, it might not be available at the start of production. In addition, the latest buzz says an ultra-performance Z28 version might appear for 2011. It would use a version of the supercharged 6.2-liter "LSA" V8 from the 2009 Cadillac CTS-V with horsepower in the 480-500 range. At launch, all Camaro engines team with six-speed manual or optional six-speed automatic transmissions. Four-wheel ABS disc brakes, traction control, and stability control will be standard on all Camaros. Coupes will have front thorax side airbags and curtain side airbags. Ragtops may come with jumbo seat-mounted front side airbags providing both torso and head protection.We said "ragtops" for a reason. For the sake of affordability as well as tradition, Camaro convertibles will retain a folding soft top. A trendy hideaway hard-shell roof would have cost too much for GM's price target, and might have caused reliability and production headaches. As on the concept, the top powers up or down from a flip-up panel behind the cockpit-no need for a fiddly flexible tonneau to look your best, as on the last drop-top Camaro.

Cadillac CTS Review

In its earlier years, Cadillac had little interest in making smaller cars. When market conditions finally convinced the company's managers that the brand had to have them, the resulting products elicited little favorable reaction from consumers. The modern Cadillac CTS, however, is one entry-level Cadillac that has bucked that trend.
With a cutting-edge design and extensive development work on Germany's famed Nürburgring test track, the CTS sport sedan is aimed squarely at the class leaders in one of the industry's most competitive segments. It's also a bit larger than many of the cars that it competes against in terms of price and design philosophy.
There have been two generations of the Cadillac CTS. Despite some obvious shortcomings in terms of interior design and quality, the first CTS went on to be one of Cadillac's most popular models as well as the only main domestic entry to truly compete against the top European and Japanese entry-level luxury cars. It's worth a look as a used or pre-owned model. For the second-generation CTS, Cadillac made substantial improvements regarding to interior design and materials quality. It's an excellent luxury sport sedan, and consumers interested in this type of car should give it serious consideration.
Current Cadillac CTS
The second-generation Cadillac CTS sedan debuted for the 2008 model year. Compared to the original CTS, the new model is more refined and powerful. Overall body dimensions are similar to the original CTS, but there are an additional 2 inches of track width to give the sedan a more powerful stance. The first CTS's lackluster interior has been remedied via a substantially higher level of quality and a more attractive design.
Two V6 engines are available. Standard power comes from a 3.6-liter V6 generating 258 horsepower, while the available 3.6-liter direct-injection (DI) V6 puts out 304 hp. Both engines can be equipped with either a six-speed manual transmission or a six-speed automatic. The CTS is also offered in both rear-wheel and all-wheel-drive (AWD) configurations, though AWD models are limited to the base engine and automatic transmission.
Standard equipment for the Cadillac CTS is decent, and a full complement of the latest safety technology is standard as well. There are a variety of luxury options, including leather seating, a premium audio system and a hard-drive-based navigation system that can store digital music files. Two sport suspension packages are also available to further the CTS's handling capabilities.
Overall, the upgraded interior and spirited powertrains have pushed the CTS into top-tier status for a luxury sport sedan. While it might not qualify for "Standard of the World" status just yet, Cadillac's entry-level model has evolved into a much more capable car all the way around and can now more than hold its own against the best cars in this segment both in terms of luxury appeal and driving prowess.
Past Cadillac CTS Models
The first-generation Cadillac CTS was sold from the 2003-'07 model years. When it debuted, the CTS was one of Cadillac's first cars to fully emphasize the brand's modern, angular styling themes. It was also a significant departure from traditional modern Cadillacs because of its rear-wheel drive, available manual transmission, stiff body structure and sport-oriented handling dynamics.
The car's larger-than-average exterior dimensions translated to a roomier cabin that could accommodate five adults. A fair number of features came standard, including antilock brakes and side curtain airbags. Upscale features were typically bundled as part of optional packages. Common options included a premium Bose audio system, a DVD-based navigation system, xenon headlights and a sunroof. A sport package provided a sport-tuned suspension, bigger wheels and tires, and stability control.
In its first year, the Cadillac CTS came only with a 3.2-liter V6 good for 220 hp. This was joined in 2004 by a more desirable 255-hp 3.6-liter V6. At the time, the base V6 was available with a five-speed manual transmission or a five-speed automatic. The larger V6 came with the automatic only. In 2005, however, the 3.2-liter engine was dropped in favor of a smaller, 210-hp 2.8-liter engine. Cadillac also upgraded the manual transmission to a six-speed unit and made it available for the 3.6-liter V6 as well.
Previous to the CTS, Cadillac's entry-level vehicle was the Catera. Based on Europe's Opel Omega, it was offered from 1997-2001. This model was not particularly popular with consumers or Edmunds.com's editorial staff, and it's recommended that used-car shoppers consider other vehicles in this segment.

Audi A8

The Audi A8 is one of Audi’s most underrated and yet brilliant cars. A modern classic.
Comfort
Can feel a little wooden-legged in the more firmly sprung versions, but keep to standard wheels and this is one of the most isolatory semi-limos in the business. You might feel the odd lump, but the lack of significant noise and simply gorgeous seating make this a great car in which to do distance. Head- and legroom is vast both front and rear and that’s before you spec the ‘L’ long wheelbase version. 11 out of 20
Performance
Forget the base 2.8 V6 and its 34.0mpg if you really want to get respect, the A8 needs the 4.2 V8 FSI with 345bhp, 0-62mph in 6.1 seconds and a limited 155mph to really make the most of it. There is a W12 (444bhp) version that hits 62mph in just 5.2, but it’s overpriced at £81k, does only 20mpg and isn’t better than the lovely diesels. Audi’s 3.0-litre TDI makes an appearance once again, but the 4.2 V8 is simply the best compromise between range, performance and sheer speed. 18 out of 20
Cool
Not going to bring hordes of adoring fans, but in the right specification, this car is all about respect. So yes, it’s cool. 15 out of 20
Quality
The latest generation of A8 redefines all the cliches. Everything feels strong to the point of being over-engineered. We like that. 16 out of 20
Handling
Aluminium heavy construction at Audi’s Neckarsulm plant means the A8 is able to maintain its weight balance superbly. It’s not the most involving car to drive quickly, but the responses are faithful and grip simply huge, even with non-Quattro cars. 12 out of 20
Practicality
The A8 is big enough to be a world-class limo, so it swallows pretty much anything you care to throw at it. It might not be the easiest of cars to parallel park in a tight spot, but that’s what parking sensors are for. Beware the big petrol engines if you don’t want to have to keep stopping for fuel. 14 out of 20
Running costs
The diesels aren’t terrifically more economical than the petrols, but still better. All variants are cheaper than the equivalent cars from Mercedes or BMW, but have all the kit, and strong residuals are a given. It’s a premium car though, so be prepared to keep it maintained well.

Mini Moto Racing

What does the activity include ?The picture says it all! This is one of the wackiest motorsports on the planet. Mini moto race nights are rapidly growing in popularity so why not join in and have a go at riding one of these tiny bikes on the specially prepared racetrack.
The experience is available on selected evenings throughout the year. You will get two 12 minute sessions on a Polini engined GRC RR Mini Moto Pocket Bike with a 15 minute break in between.
Where does the experience take place ?West Midlands
What else do I need to know ?On purchasing this experience you will be sent a voucher valid for ten months. The experience is available on selected evenings throughout the year. The minimum age for participation is 14 years although under 16s must be accompanied by an adult. The experience is suitable for beginners. The experience does not have wheelchair access for the participant.
Your VoucherYou will receive a voucher pack containing a voucher (valid for 10 months from date of purchase unless stated otherwise above), information about the Mini Moto Racing and details of how to book your activity.Your voucher pack will be sent via 1st class post, or you can request our 48 Hour Guaranteed Delivery service for an additional charge. Please allow 3-5 working days for 1st class delivery and 2 working days for the 48 Hour service.

BMW X6

With coupe styling and SUV underpinnings, the BMW X6 could be the answer to a question no one asked.For : Performance, diesel engines, driving experience
Against : Size, prices, packaging

Styling/ImageThere’s no denying the X6 has huge visual impact.
Look below the waistline, and it’s a chunky X5 SUV, while the shallow glass area and rakish roofline take their cues from low-slung coupes. No wonder BMW calls its latest model a Sports Activity Coupe. The result is bold and unconventional, but it won’t be to all tastes. All versions get 19-inch alloy wheels as standard. However, 20-inch items- wider at the back than the front – are available with the optional Dynamic Package.Interior/PracticalityOwners of the X5 will feel at home in the beautifully built cabin. The dashboard, dials and centre console have all been lifted straight out of the firm’s largest SUV. Despite its huge exterior dimensions, the X6 is a strict four-seater. There’s decent luggage capacity though, with 570-litres of space underneath the hatchback tailgate. There’s no shortage of standard kit, with xenon headlamps, climate control and a parking sensors all featuring – the latter are essential given the BMW’s poor rear visibility.Engines/PerformancePick any BMW and it’ll have an excellent engine under its bonnet – and the X6 is no exception. Entry-level cars get the brand’s smooth and punchy 3.0-litre six-cylinder diesel, while petrol fans can choose between a 302bhp 3.0-litre and mighty 402bhp 4.4-litre twin-turbo V8. But our choice is the 282bhp oil-burner. Like the petrol powerplants it benefits from two turbochargers, meaning the sprint from zero to 62mph takes just 6.9 seconds. All the units are mated to the firm’s xDrive four-wheel drive transmission and a slick-shifting six-speed gearbox that can be operated via steering wheel mounted paddles.Driving experienceGiven its size, weight and raised ride height, the X6 is incredibly agile. Turn into a corner and you’ll discover sharp steering, strong grip and excellent body control. This is the first model in the firm’s line-up that benefits from Dynamic Performance control technology, which constantly adjusts the torque across each axle in an effort to maximise grip. However, to get the best out of the BMW you need to specify the Dynamic Package, which comes with stiffened and lowered sports suspension.CostsLike a true coupe, the X6 will cost you more to buy than more practical models. On average, it’s around £2,000 more than an identically engined X5. Thanks to the firm’s Efficient Dynamics technology, the oil-burners will return around 34mpg at the pumps and push out a maximum of 220g/km of CO2. A diesel engine is also your best bet come trade-in time, as you can expect residual values of around 50 percent.Safety/EnvironmentIt’s not been put through EuroNCAP testing yet, but the X6 should be a strong five-star car. The list of standard safety kit is comprehensive, with buyers being treated to 10 airbags, ESP and ISOFIX seating. Tyre-pressure monitoring is also included, as are xenon headlamps. Buyers wanting to give a passing nod to the environment should stick with the diesels. Go for the 4.4-litre petrol and you’ll struggle to achieve fuel returns of 20mpg, while CO2 emissions are a staggering 299g/km.

2009 Mazda RX-8 Review

Four-seat sports c

LineupThe 2009 Mazda RX-8 comes in four trim levels. All are powered by the 1.3-liter twin-rotor rotary engine.
Sport ($26,435) comes with a choice of six-speed manual or six-speed paddle-shift automatic transmission, both for the same price. Standard equipment includes cloth upholstery; air conditioning; AM/FM/CD stereo with six speakers and steering-wheel mounted controls; cruise control; power windows, mirrors and locks; leather-wrapped tilt steering wheel and shift knob; floor and overhead consoles; rear window defogger; variable-speed intermittent windshield wipers; alarm with immobilizer; and 225/45R18 tires on alloy wheels. Manual-shift models also get aluminum/rubber pedals, torque-sensing limited-slip differential and a rear lip spoiler.
Options include a 6CD in-dash changer ($500), Sirius radio ($430), spare tire kit ($395), rear wing spoiler ($360), plus mats, cargo nets and other accessories.
Touring comes with manual ($27,860) or automatic transmission ($28,560). The Touring adds Dynamic Stability Control (DSC) with traction control; Xenon headlamps; fog lights; auto-dimming inside rearview mirror with HomeLink; and an MP3/six-disc in-dash sound system. Additionally, Touring automatics get the limited-slip differential. Touring options include those above plus a Premium package ($1355) that includes the Bose Centerpoint sound system, Sirius, moonroof.

Grand Touring ($31,000) comes with manual or automatic ($31,700). The GT adds leather seating with matching synthetic leather door panels, heated front seats and outside mirrors, eight-way power and three-position memory for the driver's seat, automatic headlights, rain-sensing wipers, Bluetooth, Bose surround sound system, and Mazda's advanced keyless entry and start system. Options include navigation ($2000) and Premium package ($900) with moonroof and Sirius.
R3 ($31,930) is trimmed like a Touring but adds upgraded suspension with Bilstein shock absorbers, forged aluminum 19-inch wheels and 225/40R19 Bridgestone RE050A performance tires, rear wing spoiler, side sills, unique front styling, Bose audio system, leather-wrapped handbrake, keyless entry/start, and leather-edged Recaro sport seats.
Safety features that come standard include frontal and side-impact airbags (for torso protection) for the front passengers, and curtain airbags (for head protection) front and rear. A tire pressure monitor is also standard on all models. Anti-lock brakes with electronic brake-force distribution comes standard; DSC stability control is optional on Sport, standard on all others.ar.

2009 Mazda RX-8 Review

Four-seat sports car.

IntroductionIt's been 40 years since Mazda released its first rotary-engine production model, a twin-rotor coupe called Cosmo Sport in mid-1967. By the early 1970s, the rotary seemed poised to conquer the automotive world. That never happened for a long list of reasons, but the lightweight rotary engine found a purpose powering a delightful series of light, nimble, high-revving Mazda sports-touring cars. Over the past four decades, Mazda has manufactured more than 1.9 million rotary-engine vehicles. And we're glad it did.
The latest model in this series, the ingeniously engineered Mazda RX-8, drives like a sports car, with a high-revving engine and near perfect weight distribution for balanced handling, and it has garnered motoring award recognition on four continents.
For 2009 RX-8 receives evolutionary styling updates, a more rigid structure and driveshaft, revised rear suspension and gearing, and a new RX-8 R3 aimed at enthusiasts. Although the R3 powertrain is the same as that of the other RX8s, its sports suspension and cosmetic and functional upgrades qualify it as the best sports value in the line for serious enthusiasts.

The Mazda RX-8 is surprisingly practical. It's capable of taking the kids to soccer practice, with passenger space for four full-size adults. There's enough room for a weekend's worth of luggage or two full-size golf bags, and the small rear doors and relatively spacious trunk make trips to the home improvement center possible. It's not as roomy as a sedan, but it can move people and stuff when needed, while offer the driving experience of a two-seat sports car.
In short, the RX-8 is a true four-seat sports car. And it's the small but powerful rotary engine that makes this possible.
The RX-8 was launched as an all-new model for 2004. Its most significant prior update was the six-speed automatic transmission that arrived for 2006, replacing the previously available four-speed. In addition to two more gears, the six-speed automatic also brought steering-wheel mounted paddle controls for semi-manual shifting; and allowed the engine to be tuned closer to its manual-transmission specification, narrowing the performance gap between the auto-shifting and shift-it-yourself versions.
Still, the manual and automatic models are two different cars. The manual benefits from 232 horsepower at 8500 rpm, while the automatic gets 212 hp at 7500 rpm, albeit with the same 159 pound-feet of torque at 5500 rpm. The bottom line is that the manual model is for driving enthusiasts willing to shift for themselves and those seeking maximum efficiency, while the automatic is for drivers more interested in the look and feel of a sports car than in ultimate performance or heavy stop-and-go commuters.....!

2008 Vespa S 150 Review

In my head there exists an awards ceremony called “The Scooties” and each year my brain nominates contenders for the best in a variety of categories. There’s no red carpet, just me as the orchestra, audience, comedic host, judge and presenter. One of the most prestigious categories is “Best Aesthetics”. Unfortunately, there wasn’t a whole lot of competition for 2008, and since I’m also the Joan Rivers of the ceremony I can let you know that at this year’s show the award for “Best Aesthetics” went to a hot newcomer, the 2008 Vespa S. “Can we tawk?” sorry I couldn’t resist.
There’s something about this tiny scooter that really sets it apart from the rest. Sure, it’s a Vespa so you’d expect it to be visually appealing, but this baby is different. I think what sets her apart is the fact that she was designed to evoke not just the classic Vespa style, but more precisely a specific model; the Vespa Special 50. I even think she has some resemblance to the Vespa that’s in my garage, the T5. I’ve included photos of the two, so you can judge for yourself. The rectangular headlight is a bit ubut it’s the coolest in my opinion.'

The dazzling chrome looking bits are a beautiful touch

The ride feels very similar to a model produced earlier, the Vespa LX 150. The suspension feels a bit stiffer, but it has the same engine, same weight, length, fuel capacity and wheel size. As a matter of fact, some have said it’s little more than an LX 150 with a new body kit. I see the similarities under the hood, if you will, but the Vespa S is so much more; or to confuse things, so much less. The sportier, low profile, single passenger corsa (racing) seat is a style that hasn’t been seen on another modern Vespa until the now. It’s a style that must have received a warm welcome because it’s also been included on the new Vespa Super 300 as a two passenger version. There is also an optional touring seat available if you like to have more seating options (shifting toward the front or back of the seat) or would like to comfortably carry a passenger.
Also on the topic of less, the price of the Vespa S is less than that of the LX 150. It was a pleasant surprise to see an MSRP of $4,099; that’s $200 less than the LX. We we’re taken off guard when they announced the price difference, but it could be due to the LX having more metal on her than the S. The S has a plastic front fender, headset and on the upper half of the floorboard is plastic.
Continuing the less is more theme, I’m pleased to see the return of the thinner leg shield as well. Unlike the others in the Vespa line-up, the Vespa S trades the bulkier glove box for a thin profile leg shield and a pair of catch-all trays. You might not miss the removal of the locking glove box they replace because there’s a good amount of storage under the seat. I was actually able to hang my helmet on the under seat hook and store my gloves, armored jacket and reflective vest under the seat. That’s about all the storage I need to run around town. In the event that you need to haul something bigger, you can always add a luggage rack and top case accessory from Vespa, designed to match their scooter paint scheme. A backpack is also a good option, as long as it doesn’t interfere with your riding ability.
The dazzling chrome looking bits are a beautiful touch, but also one of my few complaints. When the sun was high over my shoulder, they were in such a position that they dazzled me as well. Not good when riding through busy intersections at 40 mph. My other complaint is that the seat has its own separate lock. It cannot be unlocked from the ignition switch unlike most of her siblings. Remove the key from the ignition, unlock the seat, pull your stuff out and drop the seat. Next you put the key in the ignition and start her up realizing you forgot to put away your rented DVD. Turn the key, remove it from the ignition, and unlock the seat. Mostly an annoyance, but remember if you have more than one key on the key ring and drop the seat with the key in the seat mounted lock you stand a great chance of scratching up your paint. So be careful.
The twist and go Vespa S is running on the proven LEADER (low emissions) 150cc, 4-stroke, air cooled engine that produces 11.7 bhp at 7750 RPM. That means you’ll get a top speed of just under 60 mph and very respectable fuel economy of around 60-70 mpg. Air cooling is the norm for scooters with displacements of less than 200cc. You can usually expect a little lower torque out of an air cooled engine but the simplicity of air cooling means not having to worry about the related radiators, pumps, hoses and coolant leaks.At 225 lbs the Vespa S is one of the lightest weight 150cc scooters available; even four pounds lighter than the 125cc Yamaha Vino. She handles well on the city streets and the 30.5" seat height helps the rider see and be seen. She has the smallish tires (10" rear, 11" front) you'd expect on a Vespa, great for darting around obstacles and down crowded city streets. Braking is provided by a relatively large (8.66") front hydraulic disc and rear drum. My demo unit was still pretty green, probably explaining why my brakes were a little soft, but at no point did the ride feel unsafe.
The Vespa S is a bit more expensive than other 150cc scooters with an MSRP of $4,099, but when you buy a Vespa you’re also buying desirability and collectability, which means that if you keep her in good shape you’ll have a scooter with a good resale value should you ever decide to part with her.

The Vespa S comes with a one year factory warranty and 24-hour roadside assistance with a two year factory extended warranty available. Oh, one more thing. Vespa colors are known to have pretty limited runs, so if you see one in a color you like you should probably make your move before they discontinue it. I’m especially fond of the new orange Vespa S. She’s the only one with orange colored stitching in the black seat; a very nice touch. Must… fight… desire to put… down… deposit.

2009 Daytona Bike Week Report

Daytona’s Bike Week is a motorcycle spectacle of the highest order, serving up a cornucopia of radical bikes and eccentric characters. It’s a pilgrimage of bikers that kicks off the springtime motorcycle season, bringing in an estimated $300 million to the local economy of Daytona Beach and the surrounding area of Florida.
Fonzie and I flew out to Florida in the Motorcycle.com G5 to attempt to capture the flavor and excitement of the annual riding-season-busting event. If you’re not much of a reader and just want to check out the Bike Week scene in pictures, you’ll want to go directly to our ultra-extensive gallery full of babes, bikes, stunts and the many oddities seen this year.
The chatter surrounding the 2009 edition of Bike Week centered on how the current dismal economy would affect attendance at Daytona. In its best years, Bike Week drew in somewhere up to 500,000 riders and race fans. Although official (and/or accurate) figures are impossible to come by, this year’s event definitely saw a reduction in attendance. The majority of hotels along the beach’s A1A had vacancy signs illuminated, which wasn’t the case a few years ago.

CarGurus' 1967 Ford Thunderbird

Ford redesigned its Thunderbird sports performance line from the ground up in 1967. The new look models were called the 'Glamor Birds,' to reflect their bold, flashy lines. The 1967 Ford Thunderbird was bigger than its predecessors: the growing success of the Mustang had inspired the guys in Dearborn to differentiate the TBird from its hot-selling Pony car, so the Thunderbird got a makeover and an upsizing toward the 'luxury car' class.The '67 Thunderbird had a completely different look from past models. A futuristic re-envisioning of the front end drew its inspiration from aeronautics: the grille layout, with its recessed headlights, were meant to suggest a jet engine's intake. The convertible option was discontinued, and the 1967 Thunderbird was the first to offer a four-door body style (the rear-opening 'suicide doors' never quite caught on with the buying public, though). Under the hood, the '67 Ford Thunderbird came off the line with a 6.3 liter/390 cubic inch V-8 that delivered 315 horsepower; buyers could upgrade to a 7.0 liter/428 cubic inch V8 with a 345-horsepower output. The '67 T-Bird is a real muscle car, with great performance in street and stock racing. But it's the wacky and distinctive design details (like sequential taillights, narrow rear window, and blocky C-pillars) that earned it the name 'Glamour Bird'.

Jaguar XJ Diesel Wins Best Luxury Car In The 2006 Fleet World Honours

The Jaguar XJ has picked up the award for Best Luxury car in the 2006 Fleet World Awards for a third consecutive year. The trophy was presented at a special ceremony held at the Royal Automobile Club, Pall Mall on TThe awards are judged by a panel of experts representing the leasing industry, fleet managers, motoring journalists, residual value guides and Fleet World’s own editorial team. The judges took several factors into account, including residual values, maintenance costs, reliability, driver appeal and manufacturer back-up. The judging panel is chaired by industry professional, George Emmerson, who has managed fleets at IBM, NHBC and Black Horse Agencies.
Managing Director of Jaguar in the UK, Geoff Cousins said: "We are honoured to win this award for the third year running, and particularly pleased that it is the diesel engine that has impressed so soon after going on sale in September last year. With XJ sales up almost 40% on last year in the UK, and 55% of these are diesel sales, introducing a diesel derivative to the XJ range has certainly been a great success."
In the UK, the Jaguar XJ boasts just over 20% share of the large luxury segment and has historically outsold all of its major competitors since launch in 2002. Growing sales figures in 2006 demonstrate that the XJ is a car that continues to attract more and more buyers.
Commenting on the award, George Emmerson said: "To a fleet manager the term 'Luxury Car' often means the car for the Managing Director over which fleet managers often have little input. However, the Jaguar XJ is a popular choice for the very senior staff and being a previous winner of this segment, fleet managers can have no qualms whatsoever regarding anyone choosing this vehicle as it is a truly first-class package in every respect."
Recently, the Jaguar XJ Diesel travelled just over 1,000 miles on just one tank of fuel on a journey from John O'Groats to Land's End. The distance is 840 miles, but the XJ kept going to 1000.2 miles before the tank ran dry - the average fuel consumption hitting 53.5mpg* which equates to 139g/km of CO2. This remarkable achievement is testament to the XJ's inherent technological strengths, which include advanced aluminium body construction and a state-of-the-art twin-turbocharged V6 diesel engine.
Additionally, the XJ was recently voted Best Large Executive Car at the Auto Express Used Car Honours for 2006, where judges were particularly impressed with resale values, reliability, specification and availability.
In April, the sound-deadening technology 'Vibramount' fitted to the XJ Diesel and supplied by Avon was nominated for an innovation award at the Automotive News PACE (Premier Automotive Suppliers' Contributions to Excellence) Awards in New York. 'Vibramount' has helped the XJ Diesel gain its reputation for world-class smoothness and quietness by countering engine movements to eliminate vibration and noise. Refinement has been improved whilst allowing ride and handling to be optimised.
From the introduction of the XJ 2.7 litre V6 turbodiesel engine to a host of other groundbreaking advances for every model, such as acoustic laminated glass and Bluetooth wireless connectivity, the new 2006 XJ will keep Jaguar at the forefront of the premium saloon market.
The XJ 2.7 TDVi costs from £43,995 on-the-road - petrol engines are also available.
*Readings from the Jaguar on-board computer.
After setting off from John O’Groat’s with the XJ’s 18.7 gallon (85-litre) tank full, the team of five rotated driving duties between them every 60-90mins and the XJ was always carrying a passenger for safety.hursday 18 May.

2011 Land Rover LRX Review and Prices

What We Know About the 2011 Land Rover LRX

The recent sale of Land Rover and sister company Jaguar seems a happy deal for both sides. The seller, Ford Motor Company, nets $1.7 billion in much-needed cash. The buyer, India’s Tata Motors, takes charge of two iconic British brands with several intriguing products in the works. Among them is a new Land Rover compact SUV based on the well-received LRX concept that bowed at the 2008 Detroit Auto Show looking virtually showroom-ready. Though the Tata takeover clouds the status of existing Jaguar-Land Rover projects, many sources expect to see the LRX as a 2011 model bowing in late 2010.The 2011 Land Rover LRX should closely mirror the concept as a sporty two-door crossover based on the company’s four-door LR2. The concept showcases several new Land Rover ideas for making SUVs more eco-friendly, and some of these should transfer to the production model and other future Land Rovers. The LRX name probably won’t make it; we’d look for something like LR4 or LRS.Sources expect the 2011 Land Rover LRX to arrive with the LR2’s 3.2-liter V6, 6-speed automatic transmission, and standard all-wheel drive with Land Rover’s Terrain Response System (TRS). A hybrid option is rumored for sometime later, possibly a diesel/electric powertrain, as on the concept. This involves a 2.0-liter turbocharged 4-cylinder engine that runs on biodiesel fuel and works with an electric motor powered by advanced lithium-ion (LI) batteries. The system also includes what Land Rover calls an Electric Rear Axle Drive (ERAD) that provides rear-wheel electric-only operation up to 20 mph. As in other hybrids, an integrated starter-generator shuts off the engine at stoplights to minimize emissions and save fuel, then fires it up on applying the accelerator. A regenerative-braking function, another commonplace hybrid feature, charges the batteries when coasting and decelerating, but there’s evidently no provision for plug-in charging, as on General Motors’ upcoming Chevrolet Volt. However, the LRX concept’s Terrain Response System adds a fifth, “eco” mode that’s claimed to optimize powertrain operation for best fuel economy, principally on-road. This will almost surely appear on other future Land Rovers.Land Rover has not yet said if the diesel/electric drive will be available for the production LRX, let alone quoted fuel economy numbers. The system seems to be a response to the European Union’s proposed cap on CO2 emissions (at 120 grams/kilometer, expected to take effect in 2012). Because many Americans are still diesel-averse, a U.S. hybrid option--if there is one--would probably be gasoline/electric. This could be plucked from the Ford Escape/Mercury Mariner Hybrid SUVs, as Ford has agreed to supply powertrains to Land Rover for at least five years.Predictably, the 2011 Land Rover LRX should more or less duplicate the concept’s sporty two-door styling. (Think gym-body Range Rover Sport.) The design preserves traditional brand visuals in a sleeker style to minimize fuel-wasting wind resistance. This explains the tapered nose, lower roofline, smoother body contours, and a whopping 8.1-inch reduction in overall height versus the LR2. Wheelbase is unchanged from the 4-door, but the 2-door is nearly 6 inches shorter. Despite that, Land Rover says the LRX doesn’t sacrifice utility, though it isn’t yet quoting interior dimensions, either. The concept was outfitted with four individual seats, doubtless due to the bulky battery pack of its hybrid drive, but the conventionally powered production version would doubtless up the passenger count to five via a normal three-person rear bench seat. As on the high-end Range Rovers, the LRX has a liftgate and separate drop-down tailgate.Like LR2, the 2011 Land Rover LRX will come with four-wheel antilock disc brakes, stability/traction control, front side airbags, curtain side airbags, and 18-inch standard tires with a 19-inch option. The LRX concept rolled on 20-inch rims, and those might be available too. Other extras should match the LR2’s list, including rear-obstacle detection, sunroof, bi-xenon headlamps, electrically heated windshield, and navigation system.The concept drew attention with several jazzy features, such as “3D” electronic instrumentation, dual touch-screen displays, and removable, power-adjustable speakers at the rear of the cargo bay. It also sported a gee-whiz “ambient lighting” system that changes from blue to red with the vehicle in Sport driving mode, or to green in the Terrain Response System’s “eco” mode. We suspect the production model will drop most of these gimmicks for cost reasons. So, too, the concept’s fairly heavy use of lightweight structural materials as another aid to fuel economy, though we do expect a few weight-saving aluminum body panels and plenty of bright alloy trim inside.Land Rover touts the LRX concept as a “powerful message that we are as serious about sustainability as we are confident about the continuing relevance and desirability of our vehicles. LRX is in every respect a Land Rover, but it’s a very different Land Rover.” All that should apply to the showroom version and doubtless other future Land Rovers. So overall, Britain’s SUV specialist seems to be moving with the times at last, and that’s a happy deal for consumers and the world we live in.

A Notable Feature of the 2011 Land Rover LRX

Though some may find it odd that an Indian company should own the venerated Land Rover and Jaguar brands, Tata is a fast-growing, multifaceted international concern with big ambitions and deep pockets. Named for its founding family, Tata began in 1945 as a locomotive manufacturer, then added commercial-vehicle production for the India market in a 1954 joint venture with Germany’s Daimler-Benz. The first Tata-designed trucks didn’t roll out until 1977, however, and the company’s involvement with passenger cars came only in 1994, when it began local production of various Mercedes-Benz models. Yet just four years later, Tata introduced the first all-India passenger car, the aptly named Indica subcompact. More models soon followed. Fast forward to early 2008, when Tata made major news by unveiling the world’s cheapest car, the tiny Nano, conceived by CEO Ratan Tata to replace small motorcycles as affordable family transport for India and other emerging markets. Designed to sell for a scarcely believable $2500, the Nano has already attracted close scrutiny by major automakers as an exercise in low-cost engineering that could well change the global industry landscape.Given this background, it’s no surprise that CEO Tata--who some see as a 21st century Henry Ford, ironically enough--is taking a respectful, hands-off approach to the new jewels in his corporate crown. Indeed, he has gone out of his way to reassure employees, investors, and the general public that Land Rover and Jaguar will remain as British as bulldogs, continuing to operate in England under existing managers, but with a level of financial support that Ford can no longer provide. So it’s business as usual and full speed ahead for future products like the LRX, at least for the near term--welcome news for Land Rover and Jaguar fans who had been fearing the worst.Buying Advice for the 2011 Land Rover LRX
The LRX may be a kinder, gentler Land Rover, but the 2-door configuration looms as a handicap, at least in America. Remember the Isuzu Vehi-CROSS? Same idea and a sales dud. Still, the LRX could succeed on the strength of its dashing lines and other assets, not to mention Land Rover’s strong brand prestige, which persists despite a widespread reputation for mediocre reliability and indifferent build quality. The LRX will certainly be an interesting new choice among premium-compact-SUVs. But that fast-growing class already includes strong 4-door contenders like the Acura RDX, BMW X3, and Infiniti EX. And more are on the way, notably Audi’s Q5 and the Mercedes-Benz GLK. With all this, smart buyers will want to check all the contestants to see which best fits their needs.2011 Land Rover LRX Release Date: The predicted late-2010 introduction assumes Tata hews to the timing set under Ford. Though the new owner did its expected due-diligence digging in negotiating the sale and seems eager to proceed with projects in the pipeline, the 2011 Land Rover LRX could be delayed by unexpected engineering glitches, supplier issues, and other “birth pangs.” From what we know now, however, the new model is set to debut as originally scheduled.2011 Land Rover LRX First Test Drive: Assuming the above timing proves out, ride-and-drive media previews would likely be staged in the summer or early fall of 2010.2011 Land Rover LRX Prices: One source predicts the LRX will start at $35,000 with a conventional V6/automatic powerteam. That’s about the same as you’d pay now for the uplevel HSE version of the related four-door LR2, which suggests the newcomer will be positioned to plug the big price gap between LR2 and the larger LR3. A hybrid LRX, if there is one, would likely run $40,000, perhaps more.X

ROADTEST: Johnny Pag 250 Spyder

Unleashing the Ultimate-Bang-for-the-Buck Bike?

China’s been in the news big time, not just lately but for the past couple thousand years. People there came up with everything from gunpowder to the compass to paper and ink. They needed lots of paper and ink since the Chinese language consists of 80,000 different symbols. And about that gunpowder. It was discovered by accident while an emperor was looking for the secret to the elixir of life. But it’s no accident that Southern California veteran custom bike builder, Johnny Pag has now brought home from China a new motorcycle, the Spyder 250, that just might take the Ultimate Most Bang for the Buck Award. While the bike is assembled in China, specifically at a 650,000 sq. ft. manufacturing plant near the city of Wenzhou, its design is definitely Made in America, all components drafted up by Johnny to his exacting specifications, and not by e-mail or telephone. Johnny’s a hands-on kind of guy and spent six months out of the year working on location in China on the project. His son, JR, joined him on the long distance work commute and in fact began taking Chinese language lessons.
Johnny wanted to design a bike to American standards but have it manufactured and assembled overseas to bring the price down to the bone and make it accessible to anybody. Says Johnny, “We were looking to offer a bike that first time riders can enjoy, for people on a budget, for ladies who want to get off the passenger seat and onto their own wheels, for people who like to sit on a bike with their feet flat on the ground, and for people looking for a full custom bike without the big price tag.”
Not to shorten the suspense, but the bike seen here has an MSRP of $3295. We’ll say it again…$3295.
One reason for Johnny’s success, where others have merely dreamed of such an endeavor, is the rapport Johnny established with his partners, the Chinese manufacturers. As a result of the mutual trust and respect built on several years of working friendship, the 250 Spyder was born. And the miles of red tape, bureaucracy, government regs and EPA/DOT compliance taken care of as well. It was no small effort at perseverance on Johnny’s part. The actual “birthday” took place this June when the first shipment of full production bikes arrived at the Johnny Pag Motorcycles warehouse in Riverside, CA.
This rider/writer was invited over to take the first official bike mag test ride.
I was already familiar with the bike’s specs having followed its progress over the previous couple months after learning of its existence when it was awarded Most Unique New Motorcycle at the Indy Expo, and that was with a “rough” prototype. Dealers had caught the scent and were buzzing around the Spyder throughout the event. Moreover they were signing on the dotted line. Something verging on historic was in the air. It had to do with the bike’s design, components and very, very significantly, the price tag. Let’s just say it generated a lot of heat even before the flame paint jobs went on.
So like any good bike magazine writer/ predator, I wanted in on the action. So I got my first taste test ride.
First impressions. While some of the preliminary photos were good, seeing the bike in person was, well, impressive. You get an immediate sense of a full-sized, full- framed bike (360 lb., 73-inch wheelbase, 1000 lb. rated load) with quality finish and no scrimping.

For example, the 250 Spyder sports disc brakes front and rear, beefy 1.25 inch handlebars and triple trees while the chromed custom wheels are standard as are the coated, stainless steel brake lines. Those wheels are full-size as well, 21-inches up front, and a 16-incher on the back. (The company that manufactures the 250 Spyder components happens to be a longstanding, as in 25 years, manufacturer of OEM parts for Honda, Yamaha, Suzuki and Kawasaki so the quality factor is built-in, the plant running state of the art equipment including CNC machining.)
Suspension is handled by a softail design that adds to the bike’s hardtail custom looks as well as low stance. The kicked out front end also shouts “custom” and adds to the bike’s “attitude.” My test bike was a Candy Red model and tasty at that. Other color choices include Candy Blue, Candy Silver, Black, all with silver flames and all Biker Black model. Other “standard features” include a 2-year, unlimited mileage warranty. While my personal daily ride was a 1000cc bike, I “grew-up” on smaller displacement motorcycles eons ago. That included a Honda 50cc Cub that I managed to clock over 5,000 miles on city streets. I had also owned a Honda 300 Scrambler. But, like I said, that was way back in the day. Getting on a smaller displacement bike was going to be an adjustment, or an adventure, or a combination of both.
A push on the electric start resulted in immediate engine firing. No hesitation whatsoever. Tapping the forward controls sent us rolling. I have to say the first word in my head was “zippy.” Not zippyitty doodah, but zippy! as in, hey, this 250 gets up and goes faster than I expected. The use of dual carburetors greatly adds to the bike’s 250cc twin cylinder’s performance with no lag or stutter, just twist the throttle grip and go. Call that a crisp throttle response. The very smooth shifting of the five-speed transmission added to the zippyness. In city driving, the 250 Spyder will keep you up with the Joneses or as Johnny says, “The bike will take you comfortably up to speeding ticket speeds.”

Part of the attraction of a smaller displacement powerplant is the matter of fuel consumption (and also insurance rates). The 250 Spyder gets about 65 mpg and with its 4.2 gallon tank, you can count on a good 250 miles before you’re on fumes. And don’t try to stuff the gas pump nozzle into the left fill cap opening. There is a filler cap and it does screw off, but the hole is plugged and the second cap is just there to add symmetry and balanced good looks by way of a pair of gas gaps instead of one. And those turn signals by the way come off very easily without any unsightly hardware left exposed if you they don’t fit in with your vision of custom. The exhaust note is “mild” but pleasant, but we’re told “optional” pipes will be available for those who would like to make a louder statement. (There’s even a “performance” brake upgrade for those who like to lock up their rear brake.)
Coming off a short-wheel based sport-oriented bike, I did need to “acclimate” to the longer custom front end. Because of the rake, there is some getting used to the handling at very slow speeds, but it all smoothes out once you get up to speed. There’s compensation in the bike’s lowness, there is no “fall over” feel you might get from a taller bike, and thus would be a plus for a new rider or shorter rider. Even maneuvering through 180 degree turns, once adjusted to the front end presented no problems. Because overall, the bike has a secure sense of balance. As I riding along I realized I wasn’t conscious of the suspension. In a good way. Now I tip the gym scales at a few notches past 200 but the bike’s compliance handled my weight without complaint. There was no bottoming out although you have an adjustable seat height of a pavement hugging 20-23 inches, peachy for shorter riders and perfect for planting your feet on terra firma when stopping. The handlebar controls were in the ergo zone, but the cables will stretch on a brand new bike, so keep a watch on the cable adjusters to keep everything adjusted correctly. The seat again gave no feed back, but since I didn’t spend all day in the saddle, long term effects are yet to be noted, but again this is an around town bike and not intended for cross-country travel, but a great Sunday cruiser, grocery getter and bar hopper.