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.

2010 Kia soul sport-short road test

2010 Kia Soul Sport - Short Take Road Test A practical, upbeat errand hopper.

BY JOHN PHILLIPS, PHOTOGRAPHY BY JEFF ALLEN April 2009

Kia needs a “breakout” vehicle that—like Hyundai’s latest Sonata—finally achieves what marketers call front-of-mind awareness. Kia’s Borrego V-8 might have been that vehicle, had its debut not ­coincided with $4-per-gallon gas and the wholesale cratering of heavy-metal SUVs.
But hard on the butch Borrego’s heels comes the bubbly five-door Soul, awash in political correctitude and practicality. So excited is Kia about this car that it shipped one Korean-spec Soul to each of its 640 dealers just so buyers could peek at the thing before U.S.-legal cars alighted.
The Soul, which rides on a modified Rio platform, was styled in California and takes a pugnacious, upright stance that will naturally pit it against Scion’s xB and Nissan’s upcoming Cube. Compared with the latest xB, the Soul is 5.7 inches shorter and rides on two fewer inches of wheelbase. With the rear seats up and down, cargo volume is 19 and 53 cubic feet, respectively, versus the xB’s cargo room of 22 and 70 cubic feet.
The base Soul comes with a 122-hp, 1.6-liter engine mated to a five-speed manual. Amen­ities then accrue through three swankier models: the Plus (+), the Exclaim (!), and the Sport, all front-wheel drive. Naturally, we opted for a loaded Sport, which includes a 142-hp 2.0-liter, 18-inch alloys, and a suspension with stiffer springs, shocks, and bars. On the Sport, the only options are a four-speed automatic and a power sunroof, although Kia is keen to hawk 50-some dealer-installed gewgaws—everything from non-body-color side-view mirrors to “dragon tattoo” graphics. Soul prices range from $13,995 to $19,295.
Driving the Soul, there’s no sensation of being at the helm of a tall box, and the steering wheel (adjustable for rake only) isn’t as close to your torso as the xB’s. Speaking of steering, it’s terrific—nicely weighted and predictable, with crisp turn-in. The structure doesn’t feel particularly solid, but it proved rattle-free, and we love the cheerful red-and-black cabin, whose surfaces are way above average for a car of this price.
The shifter is vague, sloppy, and notchy. Shifting is no fun, although clutch takeup is light and predictable. Body motions are adequately controlled, and brake feel is good. The torsion-beam rear suspension occasionally loses its poise, and lateral grip is so-so, at 0.80 g. What the Soul hates is interstates, especially windy interstates.
The sprint to 60 mph equals, say, a Pontiac Vibe GT’s, and in traffic, the Soul is a willing ally—firm seats, great center-stack ergonomics, expensive-looking instrument panel, silky wiper and turn-signal stalks. The rear seats are comfortably upright, with terrific legroom and headroom for two.
Idle quality is bang on, though there’s a forceful engine resonance at wide-open throttle from 2000 to 5000 rpm, beyond which underhood NVH simply becomes too thrashy.
The Soul isn’t the vehicle that will float all of Kia’s boats to fame and fortune—there’s a limit to what can be accomplished for less than 18 grand. But it is a practical, upbeat, errand hopper whose fun-to-drive quotient isn’t in the basement.

How to Ride a Motorcycle - a Step by Step Tutorial on How to Ride a Motorcycle

How to Ride a Motorcycle

So you've always wanted to know how to ride a motorcycle? Welcome to our step-by-step tutorial!While motorcycling is a great deal of fun, it's important to approach learning how to ride with the respect and caution it deserves; taking that attitude not only will ensure that you're entering this high risk activity with thoughtfulness and self-preservation, but it will make the whole process even more enjoyable.Perhaps you know what kind of motorcycle type you're interested in, or maybe you've already read up on the first steps to start riding-- regardless of where you are in the process, think of this tutorial as an outline of the basics on how to operate a motorcycle, and remember that there's no substitute for a Motorcycle Safety Foundation course. Whether you're learning to ride or you're a seasoned pro, remember to always wear your safety gear. Before trusting your life to your motorcycle, you'll want to make sure it's roadworthy and safe to ride. The Motorcycle Safety Foundation has established a checklist they call T-CLOCS:

Throw a Leg Over and Get Acquainted.

Depending on your height and the motorcycle's height, throwing a leg over a bike can be an awkward maneuver.Starting at the left side of the motorcycle, stabilize your balance by leaning gently against the tank and/or the handlebars. With all your weight on your left leg, lift your right leg up and over the bike-- be careful to lift your leg high, or it might get caught before reaching the other side of the bike.Once you're straddling the bike, you can rest on the seat and get a sense of the motorcycle's ergonomics. This is a good time to make sure mirrors are adjusted. Acquaint yourself with footpeg position and the location of turn signals, horn, and lights. Every bike is different, and spending a moment to become familiar at this stage is far safer than moving fast and riding off too soon.The next few steps outline the basic controls of a motorcycle; familiarizing yourself with key controls like throttle, brakes, clutch, and shift pedal first will enable you to learn easily and focus more on your technique.

Know Your Controls: Throttle/Brakes

The right hand is responsible for two crucial functions in motorcycling: acceleration and braking. By twisting the grip towards you (so your wrist moves down), you apply throttle (or "gas" the engine.) A little twist goes a long way, so be delicate with this control, since sudden engine revs can lead to instability, or even accidental wheelies.The right hand also controls the front brakes (as seen in the top half of the photo.) Pulling the lever applies the front brakes, and smoothness is crucial here: yank the lever too hard, and the front brakes can lockup, causing the bike to skid, potentially tuck the front end, and crash. Though most bikes are able to stop using a two-fingered technique (as seen in the photo above), some require the entire hand to wrap around the lever. Use whatever technique works best with your bike.The right foot operates the rear brake (pictured in the lower half of the split-screen photo), but be aware that when the front brakes are in use, the rear becomes less effective (since weight transfers to the front during braking.) Rear brake application is more useful during reduced traction situations and low speed maneuvering, and though rear braking is sometimes more effective on cruisers (because they carry much of their weight over the rear wheel), front brakes are usually the most effective way to stop a motorcycle.

Know Your Controls: Clutch

The clutch is the lever just ahead of the left hand grip. Most sportbikes requires only two-fingered operation (pictured above), while touring, cruising, and other types of bikes often require the whole hand to grab the lever (pictured below) in order to fully engage.Think of the clutch as a way to connect and disconnect the engine from the transmission. When you squeeze the clutch lever, you're effectively putting the bike in neutral (even if the shifter is in a gear.) When you let go, your enabling the engine to turn the transmission and, if the bike is in gear, the rear wheel.Practice pulling the clutch with your left hand, and do so slowly and gradually; imagine it's a dimmer switch, rather than an "On-Off" switch, and you'll be able to engage gears much more smoothly.

Know Your Controls: Shifting

Motorcycles shift differently than cars. While they operate on the same principle, motorcycles shifts are executed by moving a lever up or down with the left foot.Motorcycle shift patterns are as follows:
6th gear (if applicable)
5th gear
4th gear
3rd gear
2nd gear
NEUTRAL
1st gearA vast majority of motorcycles incorporate this pattern, which is referred to as "1 down, 5 up." Finding neutral with your left foot will take some getting used to, and while clicking the shifter back and forth, you'll be looking for the green "N" to light up on the gauges. While some motorcycles can be shifted without using the clutch, make it a habit of engaging the clutch every time you shift.Shifting should be done in the following order:
Engage clutch (using left hand)
Shift (using left foot)
Disengage clutchFeathering the throttle while the clutch is engaged and disengaged will add smoothness to the shifting process. Be sure not to over-rev in each gear, and shift before the engine starts to work too hard; unless you're on a track, there's no reason to "race" your engine.If all this seems complicated, don't worry; it's easier than it sounds!For a more detailed explanation of shifting, check out our How to Shift a Motorcycle article.

How to Drive a car with a Manual Transmission

Step 1: Familarize yourself with the pedals. You will see three pedals on the foot board, the gas pedal, the brake pedal and the clutch pedal. They go in this order, left to right; clutch, brake, gas.

Step 2: Familarize yourself with the gear shift. It will appear as the example in the photo. 1st, 3rd and 5th gear to the top, 2nd, 4th and Reverse on the bottom. The area inbetween these gears is neutral

Step 3: Make sure you are on flat ground.

Step 4: Set the parking break. Put the gear shift into neutral

Step 7: Release the parking brake.

Step 8: Slowly lift your foot from the clutch pedal, when you hear the engine slow depress the gas pedal lightly. You will feel the vehicle start to move.

Step 9: Continue to accelarate until the engine reaches 3,000 rpm then depress the clutch once again and move the gearshift into second gear.

Step 10: Release the clucth pedal smoothly while depressing the gas pedal

Step 11: Repeat this series for each gear until you've reached your desired speed.

2010 Honda Fury Review

There’s irony in the fact that Honda, the “nicest people” company, is now building what in our modern vernacular is a chopper, a genre previously associated with ne’er-do-wells, tattoos and hard living.
Honda is known globally as an engineering powerhouse whose R&D efforts are second to none in the motorcycle world. But a chopper-style motorcycle, with its extended wheelbase and raked-out front end, forces dynamic compromises not present in other classes of bikes.
So the question is: In a market segment with a heavy accent on form over function, can the 2010 Fury find the right balance? After a day of riding this outside-the-Honda-box creation, we can reply in the affirmative.

The 2010 Fury strides into Honda dealerships this April priced at $12,999.
Millions of TV viewers have been exposed to the world of custom bikes via shows such as American Chopper and Biker Build Off, firing the imagination of those who reside in Middle America and speaking to an audience beyond the outlaw biker crowd typically associated with so-called choppers. The Fury presents an opportunity for Joe Six-Pack to enter this rebel genre backed by a highly reputable company.
If you’ve read our report from the Fury’s sneak preview, you already know the stretched, flowing design is an eyeball popper and quite a departure from the normally conservative Honda. This sleek beauty gives appreciative eyes dozens of areas to ogle.

Style Points

Honda understands vehicle dynamics like no other, and hard numbers reveal objective data. But for cruisers/choppers, style is king, and this is judged purely by subjective criteria. “It had to be number one,” says Honda designer Bruno Conte about the importance of styling in this market. The following are some highlights of where we think Honda best hit the mark.

You already know if the Fury’s design appeals to your taste buds, but we’re now able to share with you how the bike works as a vehicle in motion. We spent a day cruising around the Pacific Coast in northern San Diego County, putting the Fury to the test in a variety of cruiser-type environments.
Straddling the Fury for the first time, a rider is greeted by surprisingly hospitable ergonomics. My 5-foot-8 bod appreciated the modest reach to the handlebars and the secure footing provided by the low 26.7-inch seat height. Amazingly, the ergos were also well-received by the 6-foot-5 Barry Winfield, another journo on our ride. He praised the Fury for having “one of the better cruiser riding positions” and liked its well-padded seat.



Fuel-injection ensures immediate ignition, and the rumbling lope of the 52-degree V-Twin pleasantly shakes a rider; dual counterbalancers keep vibes from becoming objectionable. The 2-into-1-into-2 exhaust produces an appropriately butch note, louder and meatier than the three carbureted bikes in the VTX1300 series which use a similar motor.
One of the Fury’s big tests comes early – maneuvering such an elongated bike around the confines of a small parking lot can cause some anxious moments on some choppers, as they are often afflicted with unexpected responses at low speeds. But Big Red’s chopper is remarkably balanced and agile for a bike with the longest wheelbase (71.2 inches) of any Honda ever created. A moderately fat 200mm rear tire doesn’t make the bike reluctant to turn like a silly-fat tire does, and the bike exhibits nearly zero front-end flop that is present at low speeds on many other raked-out cruisers. Even feet-up, full-lock U-turns on a two-lane road don’t present much of a challenge.
Indeed, the Fury generally functions as a proper motorcycle. Clutch and shift efforts are quite light and smoothly operating, and the injected the 1312cc mill has immaculate throttle pickup. Being shaft-driven, a rider feels some jacking of the rear end under acceleration, but it’s only really noticeable when you’re riding like a jackass. I occasionally forgot to remember I was on a cruiser, thus I have this info.
Suspension is a good compromise of comfort and control, considering the dynamic compromises forced by the slammed look and low seat height. The hidden rear shock benefits from an easy-to-adjust hydraulic preload knob and rebound-damping screw concealed beneath the bike’s right-hand sidecover. Though the initial setting was fine for the 200-pounders in our group, it proved too stiff for my 145-lb weight. It took only about 20 seconds to back off two positions of preload, and the smooth ride I’d hoped for magically appeared.
In recent times, we’ve seen motorcycle engines pushing the 2-liter mark and beyond, and so the size queens out there might be underwhelmed by the Fury’s 80 cubic inches. And yet its moderate amount of power isn’t disappointing in this application – there was an era not long ago in which 1300cc was about as big as it got, and there’s plenty enough power on tap here to easily scoot away from cager traffic.



During the Fury’s gestation period, Honda had considered using the VTX1800 engine, but it presented many styling and packaging problems. Airbox and exhaust volumes need to be larger, as does the radiator. “The 1300 fits the personality of the bike,” Conte says, noting its single-pin crankshaft that provides a loping vibration which adds to the rumbly character. The VTX-18’s motor would’ve also added considerable weight to the project, currently a reasonable 663 lbs full of fluids and fuel.
Packaging is still a bit of a compromise with the 1300cc powerplant. The space for a rider’s right knee has to be negotiated with the large airbox and the rear cylinder’s offset position and its exhaust header. In stop-and-go traffic, the radiator’s fan will click on quietly buts sends only minimal heat toward the rider. The Fury’s horn is hidden neatly behind the shifter and footpeg.

A cruise up the freeway to our lunch stop gave us time to admire the Fury’s clean looking cockpit with an attractive but minimal gauge pack; the view is spoiled only by the mess created from the exposed throttle cables, brake lines and electrical wiring. Despite short stalks, the mirrors are quite useful and free from blurring. The fists-punching-the-wind handlebar position feels both aggressive and comfy, and the bike is happy enough bombing down I-5 at 80 mph.
A pair of disc brakes proved to be adequate for the Fury’s intended use. The front rotor, despite looking diminutive inside the large 21-inch front wheel, is a considerable 336mm in diameter. However, the lever needs a good squeeze in order for the twin-piston caliper to bite strongly. Adding input from the rear brake on a long-wheelbase bike like this significantly reduces stopping distances, and the Fury’s 296mm rear disc proves to be powerful while nicely resistant to locking.
Honda’s market research says customers want anti-lock brakes, so beginning this fall an ABS Fury will be available at a $1,000 premium. The system also includes Honda’s Combined Braking System of linked brakes, but the crossover happens solely through the rear-brake pedal; the hand lever applies only the front brake. If you like the ABS option, hopefully you also like the black Fury, as that’s the only color on ABS-equipped bikes.
Non-ABS Furys will be available this April in five colors, and we’re impressed by an MSRP that seems reasonable considering the bike’s dramatic styling: $12,999.

Green Earth Heavy Duty Hydrophobic Car Wash

The Bottom Line
What you think of G.E.T. Heavy Duty Hydrophobic Car Wash depends entirely on what you're looking for in a car wash.
If you're looking for a car was that gives you ultimate shine and quality, and the environmental elements make no difference to you, you'll find this car wash to be merely average. But if you're looking for an eco-friendly, effective car wash that is pet-safe and won't pollute waste water, Green Earth Technologies Heavy Duty Hydrophobic Car Guide Review - Green Earth Technologies Heavy Duty Hydrophobic Car Wash

Effectiveness:
Overall, G.E.T. Heavy Duty Hydrophobic Car Wash isn't great, but it's not bad. For the average consumer, this product will do exactly what you want it to - it will wash your car. You may have a little trouble removing bugs or long-standing dirt and grime, but G.E.T. car wash will get the job done, and it will do a decent job.
While we recommend this product mostly due to the amazing green factor it contributes to the environment, the wash itself won't be a favorite of some, especially the car-crazed.
For one thing, this product won't suds up as a result of no Sodium Laureth Sulfate. Even though this product works, the lack of suds is a bit unsettling to some, and if suds equals clean in your mind, you might have a hard time getting used to G.E.T. Car Wash. Additionally, the discerning automotive expert will notice that their cars can and will get cleaner with other car care products. That said, G.E.T. Car Wash ranks pretty high when it comes to your green options.

Green Factor:
When it comes down to how eco-friendly this car wash is, the answer is 'quite.' Truth be told, it's unlikely you'll find a car wash any greener than Green Earth Technologies.
Produced entirely in the U.S., G.E.T. Car Wash doesn't pollute waste water, and it contains no hazardous components as defined by OSHA. This car wash is so safe that contact with skin and eyes, or even ingestion will have no adverse effects. Additionally, Green Earth Technologies Car Wash ranks 'Ultimate Biodegradable' according to ASTM standards.
As for the bottle, G-Wash bottles are made from at least 25% post-consumer waste recycled materials with labels printed with water-based inks. Also, the bottle is made from type 3 plastic; a plastic type that is widely recyclable.

2010 New Cars Release

Lumma CLR X 650 GT BMW X6 Body Kit


BMW X6 will gets the new upgrade package as Lumma Design will released Lumma CLR X 650 GT BMW X6 body kit at the Geneva Motor Show which will be held soon.
Lumma CLR X 650 GT BMW X6 exterior styling package will be included with a carbon fiber rear spoiler, a new side skirts, and a front carbon fiber lip spoiler. The LED running lights also attached on its front spoiler as the feature.
Lumma CLR X 650 GT BMW X6 comes with bicolor 23″ rims and black matte roof. While its interior will be included with sports seats, a leather trim, and also a steering wheel with shift indicator display.
Press ReleaseAfter the BMW X6 from Lumma Design was presented at the Motorshow Essen 2008, follows now the second coup CLR X 650 GT: the creative heads in the shops of the expert in upgrading Lumma Design never rest. After the specialists around Horst Lumma have been able to place very successful tuning packages for the BMW X-models, follows now the more then felicitous update CLR X 650 GT.
The visual appearance of an X6 gets a very fast appearing layout of the line with the aerodynamics package CLR X 650 GT Speed. It starts at the front with a carbon fiber lip spoiler continues at the sides with extra sporty side skirts and ends with a race rear spoiler made of carbon fiber - an optical highlight for the following traffic.

The custom fit and extremely high-quality tuning package includes a front spoiler with integrated day run lights, enlarging of the fenders in the front and rear, finishing of the roof in black matt and bicolor rims in 11x23” with high performance tires size 315/25-23. In combination with a suspension about 35 mm, available for cars with and without air cushioning air ride, the tires look even more exclusive.
But who is familiar with Lumma Design knows that the pros in upgrading are not only well versed with the outer values, the intrinsic values are close to their hearts as well. Therefore the interior- upgrading-package consists of a leather trim as well as performance-sports seats upholstered with leather and ultrasuede and a sport steering wheel with shift indicator display.
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Nissan Qazana Concept Car

Nissan Qazana crossover is the latest concept from the Japanese manufacturer that has been unveiled at the Geneva Motor Show. Inspired by the motorbikes and beach buggies, Nissan want reinvent a small five-door car with a compact design.
With 4060mm in length, 1780 in wide, and 1570mm in tall, Nissan Qazana concept also has a wheelbase of 2530mm.
Nissan Qazana concept has a high waistline, prominent wheel arches, and slim side windows on its exterior styling. While on its interior, Nissan Qazana is inspired by motorcycles with a mechanical feel with the center console design inspired by a motorcycle fuel tank and seat.
Nissan also said that their latest new concept car will be equipped with the next generation fully electronic ALL MODE four-wheel drive with torque vectoring system.
Press Release“Nissan Qazana is a concept car and was created specifically for the Geneva Motor Show… but it should not be dismissed as a just a design study. It gives a clear direction of how a future small car from Nissan could look.”
Alfonso Albaisa, Vice President, Nissan Design Europe
Nissan Qazana Concept Car - At a glance
Crossover concept reinvents small five-doorInspired by motorbikes and beach buggiesCompact design – sporty, yet ruggedDesigned in Europe
Cars have been dull for too long. Mainstream machines might perform perfectly from A to B… but sometimes drivers want to take the non-conformist route…
Fortunately Nissan has the answer. Inspired by a simple desire to have fun behind the wheel, Nissan Qazana shows that mind-numbing motoring could be a thing of the past.
Officially it’s a showcar, a study into how a small car of the future could look. But with the announcement that a small crossover – a baby brother to Qashqai – will be built at the company’s Sunderland factory in the UK, Qazana’s significance should not be underestimated.
“The Nissan Qazana concept is an intelligent, all-wheel drive crossover which is masculine, agile, lean, and designed for the tough city streets. Our team at Nissan Design Europe in London realized this image with the motif of a modern day beach buggy and four-seat motor-bike,” Atsushi Maeda, Studio Chief Designer, Nissan Design Europe.
According to Matt Weaver, project lead designer at NDE, Nissan Qazana was designed to be sophisticated but fun. “It’s a hugely optimistic car, which is no bad thing in these difficult times. Had it been created in the 1960s, it would have counted camper vans, bikes and buggies as its rivals. Infused with that same spirit, there’s nothing quite like it available today.”

In the same way that Nissan re-wrote the rule-book when it introduced Qashqai two years ago, so Qazana is ready to do it again. By approaching the small car market from a totally different direction, Nissan Qazana invigorates, stimulates and rejuvenates the traditional town runabout.
Nissan Qazana Concept Car - Compact dimensions
Compact overall dimensions (4060mm in length,1570mm tall, 1780 wide and a wheelbase of 2530mm) mean Nissan Qazana would be ideally suited to the urban environment. Yet its advanced specification and energetic styling suggest an ability that goes far beyond the city walls.
By mixing SUV and sports car styling cues, NDE’s design team has created a highly individual Crossover quite unlike anything else on the road. The tall stance, truncated rear styling and short front and rear overhangs underscore its feeling of robustness and strength, but the low roof line, assertive side window graphic and broad shoulders hint at a sporting ability absent in traditional all-wheel drives.
At the same time, rounded elements – notably the wheel arches and bonnet – evoke a friendly ambiance and provide a link with existing Nissan Crossovers. Indeed, Qazana has the signature Crossover design detail in the rising window line at the rear, also found on Murano and Qashqai.
Says Weaver: “Nissan Qazana follows in Qashqai’s wheel tracks by challenging convention. Externally Nissan Qazana adds a number of existing Nissan design cues – including a variation on ‘boomerang’ rear light theme from 370Z – to a highly distinctive shape that’s unlike anything else in the company’s current design portfolio.”
Nissan Qazana Concept Car - Crossover styling
The profile is dominated by the prominent wheel arches and by the body’s high waistline, which combine to give an impression of strength and which contrast vividly with the slim side windows. Echoing a style first seen on Mixim, Nissan’s high performance electric coupe concept shown at the 2007 Frankfurt Show, the glasshouse resembles a crash helmet visor.
Although it appears at first glance to be a two-door coupe, Qazana has a further pair of rear-hinged half doors to ease access to the rear compartment. All the doors are electrically operated and for safety reasons the rear pair can only be activated once the fronts have been opened. With no conventional B-pillar, access to the interior couldn’t be easier.
One notable feature of the roof-line is the virtually straight cant rail above the doors which adds further to the strength of the profile. The roof itself has a pair of thin glass inserts running the full length of the roof which allow slithers of natural light into the cabin.
This contrast between sporty performance and all-terrain potential is underlined by the venturi-style skid plate at the rear of the vehicle, Nissan Qazana’s extended ground clearance and the soft rubber spats which edge the wheel arches and help to disguise the vehicle’s long suspension travel. The graphite coloured spats contrast vividly with the bold exterior colour, a unique shade called White Titanium, and the strikingly styled 20 inch black chrome alloy wheels.

The car’s face is dominated by four headlamps. Two lower circular lamps set within the bumper contrast with a pair of daylight running strips mounted high on the wings on either side of the bonnet: the look is of a rally car preparing for a night stage.
While the full width grille, dominated by Nissan’s centrally mounted badge, is an interpretation of current Nissan styling, its construction is not. A one-piece acrylic moulding, no cooling air can pass through the grille. Instead, the lower portion of the bumper, finished in a contrasting graphite colour, is dominated by a number of large holes for air to reach the radiator. See through acrylic mouldings are also used for the door mirrors.
The interior has been designed as an extension of the exterior thanks to a clever interplay between hard and soft materials. Rather than being completely enveloped in leather for example, elements of the lightweight carbon fibre seat structure are on permanent view, appearing to have ‘broken through’ the covering. The center portion of the backrests features a mesh material, allowing fresh air to circulate around the occupants.
Like the seats, the metal sections of the center console seem to have forced their way through the leather covering while the internal door-frame is part exposed so that the door pull appears to be hewn from solid metal.
Nissan Qazana Concept Car - Motorcycle inspired interior
Adding further to the mechanical feel of the interior, the shape of the center console and armrest has been inspired by the fuel tank and seat of a sports motocycle. Paul Ray, senior interior designer at NDE, is a keen rider. “I enjoy the sensation of being at one with my bike and wanted to capture that feeling in Nissan Qazana,” he says.
“The way the structure appears through the fabric of the interior also reflects motorcycle design and construction.”
Accentuating the practical side of the car, Qazana has ‘floating’ seats centrally mounted over a one-piece rubberised floor covering, creating an openness in the cockpit. Grooves cut in the flooring are replicated on the seats themselves.