Hyundai : Hyundai Accent Hatchback 2012,Features & Specs ,Price..

What's New for 2012

The 2012 Hyundai Accent will be fully redesigned.

Introduction

For the past few years, the Hyundai Accent has been overshadowed by newer subcompact competitors that offered fresher designs, more innovative interiors and better fuel economy. It was a decent little car with a super-affordable price tag, but generally we suggested buying a Ford Fiesta or Honda Fit instead. But for 2012, Hyundai's introducing a redesigned Accent that should shake up this established order.
Hyundai's new Accent will likely be the most powerful car in the subcompact segment when it hits dealerships this summer in both sedan and four-door hatchback styles. Thanks to direct-injection technology, the Accent's 1.6-liter four-cylinder will produce 138 horsepower and 123 pound-feet of torque. For comparison, the 2011 Fit produces 117 hp and 106 lb-ft. Fuel economy should also be superior; Hyundai is claiming 30 mpg city and 40 mpg highway.
A six-speed manual or six-speed automatic transmission will be available in the Accent. "Active ECO," a feature that tweaks engine and transmission control to optimize fuel economy, can be switched on to increase fuel economy up to 7 percent, according to Hyundai. Inside, Hyundai promises an upscale design and superior passenger and cargo room.
We'll know more about how the 2012 Hyundai Accent stacks up against models like the Chevrolet Sonic, Ford Fiesta, Honda Fit, Mazda 2 and Nissan Versa as we get closer to its summer on-sale date. Check back later for complete buying advice and driving impressions.

Engine & Performance

• Base engine size: 1.6 L
• Cam type: Double overhead cam (DOHC)
• Cylinders: inline 4
• Valves: 16
• Valve timing: Variable
• Direct injection
• Torque: 123 ft-lbs. @ 4850 rpm
• Horsepower: 138 hp @ 6300 rpm
• Turning circle: 34.1 ft.

• Base engine type: gas

DriveTrain

• Drive type: front wheel drive
• Transmission: 6-speed manual

Suspension

• MacPherson strut front suspension
• Torsion beam rear suspension
• Front independent suspension
• Stabilizer bar stabilizer bar

Fuel

• Fuel type: gas
• Fuel type: regular unleaded
• Fuel tank capacity: 11.4 gal.
• Range in miles (cty/hwy): 342.0/456.0 mi.
• EPA mileage est. (cty/hwy): 30/40 mpg

MSRP from $14,595

 

Toyota :2011 Toyota Avalon,Features & Specs,Reviews,Price...

What's New for 2011

For 2011, the Toyota Avalon receives new front- and rear-end styling, a new dash and more standard features. Furthermore, trim levels have been reduced to the base Avalon (which is similar to the outgoing XLS trim) and the Avalon Limited.

Introduction

The full-size sedan used to be the exclusive domain of American carmakers. Popular with families, they provided plenty of space and comfort for passengers and had trunks the size of a New York apartment. Current full-sizers may not be as massive as they were, but they're much more space-efficient so they offer nearly as much room for people and things. A good example of this is the 2011 Toyota Avalon.
The latest Avalon is known for its spacious interior, abundant luxury features and refined ride. Although this year's model brings a refresh with some new styling (front/rear ends and instrument panel), more standard features and a reduction in trim levels from three to two, the 2011 Avalon is otherwise similar to the one that debuted six years ago. That's fine with us, as there is so much to recommend the Avalon. Though its exterior looks smaller than most of its rivals, the Avalon manages to offer more space within the cabin. Meanwhile, the backseat is among the most accommodating anywhere, with standard reclining seatbacks, abundant headroom and an available power rear sunshade.
And then there is the car's remarkable combination of performance and fuel efficiency. The standard 268-horsepower V6 engine accelerates the Avalon more rapidly than similarly powered competitors while still returning impressive fuel mileage estimates of 20 mpg city and 29 mpg highway.
Unlike in years past, however, the Avalon now faces more competent rivals like the Buick LaCrosse and Ford Taurus. And even with this year's styling tweaks, the Avalon may look a bit too bland for some buyers. A past gripe involving the Avalon's pricing has been partially addressed this year as the base model comes more generously equipped but with no increase in price. Still, some budget-minded buyers may wish there was a more basic, lower-priced model. While the 2011 Toyota Avalon remains at the top of its game and is easy to recommend, it does have some worthy competition that's worth consideration.

Body Styles, Trim Levels, and Options

The 2011 Toyota Avalon is a full-size sedan available in base and Limited trim levels. Standard equipment on the base Avalon includes 17-inch alloy wheels, foglights, auto-dimming driver and rearview mirrors, heated mirrors, a sunroof, automatic headlights, leather upholstery, a leather-wrapped wheel and shift knob, a back-up (mounted in the rearview mirror), wood trim, cruise control, full power accessories, dual-zone automatic climate control, a tilt-and-telescoping steering wheel, a power driver seat, a reclining rear seat, Bluetooth and a nine-speaker stereo (with six-CD changer and USB/ jacks).
The Limited adds xenon headlights, automatic wipers, keyless ignition/entry, additional power driver seat adjustment, a power passenger seat, heated and ventilated front seats, driver memory functions, a power rear sunshade and a more powerful audio system with 12 speakers.
A few of the Limited's features, such as the upgraded audio system and heated seats, are available on the base Avalon, while a voice-activated touchscreen navigation system with traffic reporting is optional for both trims.

Powertrains and Performance

The front-wheel-drive 2011 Toyota Avalon is motivated by a 3.5-liter V6 rated at 268 hp and 248 pound-feet of torque. A six-speed automatic transmission is standard. The EPA's fuel mileage estimates for the Avalon stand at 20 mpg city and 29 mpg highway, making it one of the most fuel-efficient full-size sedans available.

Safety

Standard safety equipment on the 2011 Toyota Avalon includes antilock disc brakes, stability and traction control, active front head restraints, front-seat side airbags, side curtain airbags and a driver-side knee airbag.
In government crash tests, the Toyota Avalon earned a perfect five stars in all frontal- and side-impact categories. In Insurance Institute for Highway Safety testing, the Avalon earned the top score of "Good" for its protection of occupants in frontal-offset and side-impact crashes.

Interior Design and Special Features

The Toyota Avalon's interior feels upscale and inviting thanks to its glowing gauges, attractive and ergonomic control layout and high-quality materials. This year's redesigned dash and center stack, along with standard wood and metallic accents further the luxury ambience, making the Avalon impressively similar to its upscale cousins from Lexus.
The front seats are wide and accommodating, and with the Limited you also get heated and ventilated seats with a seat-cushion length adjuster. The rear seats are very comfortable as well. Legroom is abundant even by full-size sedan standards, and the rear seats boast a manually reclining back that allows passengers to stretch out on long trips. A 6-footer can sit in back with more than enough knee- and headroom, and with a nearly flat floor, getting three into the backseat on carpool day is no problem.
One minor annoyance is the inability to fold the rear seats (the trade-off for the reclining feature). The trunk measures 14.4 cubic feet, smaller than what's available in other full-size sedans.

Driving Impressions

Not surprisingly, the 2011 Toyota Avalon is at its best on the open highway. The cabin remains quiet, the ultra-smooth V6 engine has plenty of passing power and the suspension swallows up road imperfections without drama. The Avalon is no athlete, though, so those interested in a slightly more involved driving experience should consider the Buick LaCrosse. The Avalon's steering is too light to feel sporty, but it responds to driver inputs in a precise, fluid manner. Additionally, a tidy turning circle makes the Avalon feel unexpectedly maneuverable on tight city streets.

Engine & Performance

• Base engine size: 3.5 L
• Cam type: Double overhead cam (DOHC)
• Cylinders: V6
• Valves: 24
• Valve timing: Variable
• Torque: 248 ft-lbs. @ 4700 rpm
• Horsepower: 268 hp @ 6200 rpm
• Turning circle: 36.9 ft.

• Base engine type: gas

DriveTrain

• Drive type: front wheel drive
• Transmission: 6-speed shiftable automatic

Suspension

• MacPherson strut front suspension
• MacPherson strut rear suspension
• Four-wheel independent suspension
• Front and rear stabilizer bar

Fuel

• Fuel type: gas
• Fuel type: regular unleaded
• Fuel tank capacity: 18.5 gal.
• Range in miles (cty/hwy): 370.0/536.5 mi.
• EPA mileage est. (cty/hwy): 20/29 mpg

MSRP from $32,595

Toyota : 2011 Toyota 4Runner Features & Specs,Reviews,Price...

What's New for 2011

For the 2011 4Runner, Toyota has dropped the underpowered four-cylinder engine from the lineup. Otherwise, the 4Runner remains unchanged.

Introduction

The 2011 Toyota 4Runner is, as it has always been, an off-road SUV that is very well-mannered in the city. After a redesign last year, the 4Runner returns mostly unchanged, with one notable exception: The previously available inline-4 engine is no longer offered. Not that you're going to be particularly broken up about this. The underpowered four-cylinder struggled to propel the heavy 4Runner with much authority and offered a minimal benefit in terms of real-world fuel economy.
This leaves the plenty powerful V6 as the sole engine choice for the 2011 Toyota 4Runner. Besides ample horsepower and impressive off-road prowess, the 4Runner counts a civilized driving demeanor and a spacious interior among its other strengths.
Climbing peaks and navigating treacherous terrain is what the 4Runner is best at. Just like a traditional SUV, it features body-on-frame construction and a solid rear axle suspension, although it also incorporates the latest in off-road technology with Toyota's Kinetic Dynamic Suspension System (KDSS), which can disconnect the front and rear stabilizer bars for greater wheel articulation over rough terrain at speeds below 40 mph. Opting for the Trail trim level further enhances the 4Runner's wilderness-taming attitude with black-plastic fender flares and rocker panels (for easier and less expensive replacement), a locking rear differential, hill-start assist and hill-descent control, durable off-road tires and even water-resistant upholstery.
It is worth mentioning that for the majority of SUV buyers who rarely (if ever) take their vehicles off road, the 2011 Toyota 4Runner has been outclassed by the flood of car-based crossover SUVs on the market, at least as far as urban utility is concerned. Compared to the likes of the GMC Acadia, Hyundai Veracruz or even the Toyota Highlander, the 4Runner lacks the on-road comfort and everyday practicality that these vehicles provide. The 4Runner also lacks a V8 engine option, which means choices like the Dodge Durango, Jeep Commander/Grand Cherokee and Nissan Pathfinder might be better for heavy towing duty. But in the end we have no hesitations recommending the 2011 Toyota 4Runner as a jack-of-all-trades SUV.

Body Styles, Trim Levels, and Options

The midsize 2011 Toyota 4Runner SUV is offered in three trim levels: SR5, Trail and Limited.
Standard features on the 4Runner SR5 include 17-inch cast-aluminum wheels, skid plates, heated outside mirrors with turn indicators and puddle lights, foglights, air-conditioning with rear ventilation, cruise control, full power accessories, a power rear window, a tilt-and-telescoping steering wheel, a trip computer and an eight-speaker CD/MP3 audio system with an auxiliary audio jack. The SR5 is available in either rear-wheel drive or four-wheel drive.
The 4Runner Trail level is only available as a 4WD model, and it supplements the SR5's equipment list with a hood scoop, black fender flares and rocker panels, a locking rear differential, Crawl Control (which electronically modulates throttle and brakes when ascending or descending hills), off-road-oriented tires, tinted head- and taillights, a sunroof, a back-up camera that displays in the rearview mirror, upgraded gauges, steering-wheel-mounted audio controls, water-resistant upholstery, power front seats, a sliding rear cargo deck and an upgraded audio system with satellite radio, a USB port with iPod connectivity and Bluetooth phone and audio functions.
The Limited is available only with full-time all-wheel drive and includes 20-inch cast-aluminum wheels, Toyota's X-REAS adaptive suspension dampers, keyless entry and ignition, automatic headlights, dual-zone automatic climate control, a 15-speaker JBL audio system with a six-disc CD changer, a leather-wrapped steering wheel, leather upholstery, heated front seats and power lumbar support for the driver seat.
Many of the features incorporated by the 4Runner Trail and Limited are available as options for the SR5 model, though specifics will vary based on the region of the U.S. in which you live. Other option highlights include a voice-activated navigation system and a third-row seat. The KDSS off-road suspension is available only on Trail models.

Powertrains and Performance

The 2011 Toyota 4Runner comes standard with a 4.0-liter V6 engine that produces 270 horsepower and 278 pound-feet of torque. A five-speed automatic is the only available transmission. The SR5 and Limited can be had in either rear-wheel or four-wheel drive (part-time dual-range system on SR5; full-time system on the Limited), while the Trail comes only with part-time dual-range 4WD. When properly equipped, the 4Runner's towing capacity tops out at 5,000 pounds.
In Edmunds instrumented testing, a rear-wheel-drive 4Runner SR5 accelerated from a standstill to 60 mph in 7.2 seconds, which is about average among competing SUVs. The EPA estimates 17 mpg city/23 mpg highway and 19 mpg combined for a rear-wheel-drive 4Runner, which is also average in this segment. A four-wheel-drive 4Runner gets 1 mpg less on the highway.

Safety

Standard 4Runner safety features include antilock disc brakes (with brake assist), stability and traction control, active front head restraints, front knee airbags, front-seat side airbags and full-length, roll-sensing side curtain airbags.
In government crash tests, the 4Runner scores a perfect five out of five stars for driver protection in frontal collisions and four stars for the front passenger. Five stars have been awarded in side impact tests for both front and rear passengers. The Insurance Institute for Highway Safety awards its top rating of "Good" for both frontal offset and side-impact protection. In a recent test, a rear-wheel-drive 4Runner SR5 came to a stop from 60 mph in 122 feet, which is average among other SUVs in its class.

Interior Design and Special Features

The 2011 Toyota 4Runner's interior features a geometric, industrial theme that supports this SUV's rugged image. Hard plastics are abundant throughout the cabin, though most touch points are lightly padded. The oversized climate control knobs underscore the 4Runner's utilitarian design, but have a wobbly feel when operated.
The Toyota 4Runner offers spacious seating for five passengers. The optional third-row seat increases the count to seven, though it's suitable only for small adults or children. With all seats folded flat, maximum cargo capacity is a useful 90 cubic feet. An optional sliding rear cargo deck can support up to 440 pounds. Tailgate partygoers will appreciate the optional Party Mode, which directs most of the audio system's sound to the speakers in the liftgate and increases bass response for a thumpin' good time.

Driving Impressions

Cruising around town, the 2011 Toyota 4Runner is surprisingly smooth and comfortable. Despite being built on a truck chassis, there is very little of the bouncy, over-sprung ride you expect from a body-on-frame vehicle capable of serious off-roading.
On the downside, the 4Runner's on-road handling limits are notably low, even for this class of vehicle. The steering feels disconnected and uncommunicative on the pavement, although this makes for less kickback on the trail, though its light-effort response at low speed also makes for easy maneuvering in parking lots.
Off-road, the 4Runner performs very well, particularly if it's a Trail model fitted with KDSS. Though no V8 engine is offered, the standard V6 provides plenty of grunt and should be suitable for just about any driver.

Engine & Performance

• Base engine size: 4.0 L
• Cam type: Double overhead cam (DOHC)
• Cylinders: V6
• Valves: 24
• Valve timing: Variable
• Torque: 278 ft-lbs. @ 4400 rpm
• Horsepower: 270 hp @ 5600 rpm
• Turning circle: 37.4 ft.

• Base engine type: gas

MSRP from $30,305

Nissan : 2011 Nissan 370Z Convertible Features & Specs,Reviews,Price...

What's New for 2011

The 2011 Nissan 370Z carries on unchanged save for the addition of a rearview camera to the optional Navigation package.

Introduction

Draw up the criteria for an ideal sports car and you'll find that the 2011 Nissan 370Z covers nearly all the bases: two seats, lightweight coupe body, more than 300 horsepower, rear-wheel drive, big wheels and tires, and curves for days. Factor in a seductive price starting around $30,000 and you've got lusty sheet metal for the Lead Foot Everyman.
The Z even comes in roadster form. Purists might dismiss it, but the open Z is powered by the same burly 3.7-liter V6 and six-speed manual or seven-speed automatic transmission as the coupe. Similar suspension tuning and a weight increase of just 200 additional pounds help the roadster retain most of the coupe's quick reflexes and acceleration.
But the 370Z isn't without flaws. The V6, while strong, lacks some refinement and feels labored at high revs. This might seem a petty complaint, but it substantially dulls the enjoyment of a spirited run on open roads. The coupe is also remarkably noisy, especially when fitted with the larger, optional wheels and tires. Also, a performance car like the Z deserves an invigorating engine note, and some isolation from road roar would make long freeway trips less exhausting.
These are unfortunate flaws, as the rest of the 2011 Nissan 370Z package is stellar. It honors and advances the Z philosophy of outstanding performance at earthly cost. Even so, others are worth consideration, including the more refined BMW 1 Series, the capable Hyundai Genesis coupe, the related (and considerably more polished) Infiniti G37 or the trio of American pony/muscle cars. But if your dreams center on affordable high-performance sports cars, the Nissan 370Z is the best way to realize them.

Body Styles, Trim Levels, and Options

The 2011 Nissan 370Z is offered as a two-seat coupe or a convertible soft-top roadster. The coupe is offered in base, Touring and Nismo trim levels, while the roadster comes in base and Touring only.
Standard features for the base 370Z coupe include 18-inch alloy wheels, automatic xenon headlights, heated side mirrors, cruise control, keyless ignition/entry, automatic climate control, a tilt steering wheel wrapped in leather, an eight-way manual driver seat and a four-speaker stereo with a CD player and an auxiliary audio jack.
The 370Z Touring coupe adds leather and faux suede upholstery, power seat adjustments, heated seats, an auto-dimming rearview mirror, a cargo cover, Bluetooth and an upgraded Bose sound system with six speakers, two subwoofers, an in-dash six-CD/MP3 changer and satellite radio. The track-ready 370Z Nismo comes with 19-inch forged aluminum wheels, high-performance tires, a limited-slip rear differential, stiffer suspension tuning, a more powerful V6, upgraded brakes, unique front and rear fascias, a larger rear wing and special Nismo interior trim details.
The 370Z roadster comes standard with a power-operated soft top but is otherwise equipped similarly to the coupe. The Touring model adds heated and ventilated seats with power adjustments.
Those wanting more performance without committing to the Nismo edition can opt for the Sport package, available on both 370Z models, which includes 19-inch wheels, a limited-slip rear differential, upgraded brakes, front and rear spoilers, and the SynchroRev Match feature for manual-equipped cars. Optional on the Touring is a Navigation package that includes a hard-drive-based touchscreen navigation system with real-time traffic and weather updates, voice recognition, digital music storage, Bluetooth audio streaming, an iPod interface and a rearview camera.

Powertrains and Performance

Base and Touring Nissan 370Zs are powered by a 3.7-liter V6 that puts 332 hp and 270 pound-feet of torque to the pavement through a standard six-speed manual transmission. Equipped with the Sport package, the manual 370Z also comes with the SynchroRev Match feature, which automatically matches engine rpm to wheel speed during downshifts to make clutch re-engagements super-smooth. A seven-speed automatic transmission is optional and includes steering-column shift paddles and rev-matched downshifts of its own.
The 370Z Nismo has a tuned version of the same V6 engine that develops 350 hp and 276 lb-ft of torque. The six-speed manual with SynchroRev Match is the only transmission offered.
In Edmunds performance testing, a 370Z coupe with the Sport package accelerated from zero to 60 mph in a quick 5.1 seconds; the roadster did it in 5.5 seconds. The fuel economy penalty for such hustle isn't devastating. The EPA estimates the coupe achieves 18 mpg city/26 mpg highway and 21 mpg combined with either transmission. Roadsters are rated at 18/25/21 mpg with the automatic and 18/25/20 with the manual.

Safety

Standard safety equipment for the 2011 Nissan 370Z includes antilock brakes with brake assist, traction and stability control, front-seat side impact airbags, side curtain airbags (roof-mounted in the coupe and door-mounted in the roadster) and active head restraints.
In Edmunds brake testing, a coupe with the Sport package's upgraded brakes stopped from 60 mph in a super-short 101 feet -- about the same as the outlandish Nissan GT-R supercar. A roadster with the Sport package took only 5 more feet to stop.

Interior Design and Special Features

High-quality materials and solid construction are prominent throughout the 370Z's cabin. Touring models feel even more upscale, with leather upholstery and upgraded faux suede door inserts. The roadster's lined, fully automatic soft top drops down beneath a body-color tonneau cover in about 20 seconds. The Z doesn't have a telescoping steering wheel, but most drivers will find the driving position comfortable and sporty.
Neither version will help you move much stuff beyond two or three duffel bags: the coupe has 6.9 cubic feet of luggage space beneath its hatchback and the roadster has 4.2 in its conventional trunk. Rear visibility is also a problem, as the thick roof pillars create large blind spots.

Driving Impressions

On the road, the 2011 Nissan 370Z provides unrelenting grip and razor-sharp control, but it's easy to drive and makes you feel like a better driver than you are. The ride quality impresses with its ability to be supple without compromising handling. The Sport package's 19-inch wheel-and-tire combo can get awfully noisy, especially on concrete highway slabs. The roadster actually fares better on this count due to its enclosed trunk. The 370Z Nismo offers no apologies for its more jarring conveyance, but makes up for it with super-controlled cornering attitude, tenacious grip and eagerness to please on weekend track days.
The Z's big V6 provides formidable thrust when you jump on the throttle, but it's equally mannered around town. Either transmission is a respectable choice. The manual shifter doesn't like to be rushed, but its hefty feel suits the overall solidity of the car (plus, SynchroRev Match is one of the coolest features in any car today). The automatic, meanwhile, does a great job of keeping the V6 in the thick of its power band, and provides quick blip-throttle downshifts in all modes. Our only gripe is that the V6 just never sounds that healthy when given the spurs, even from the exhaust. It also generates extraordinary vibration and harshness at high rpm.

Engine & Performance

• Base engine size: 3.7 L
• Cam type: Double overhead cam (DOHC)
• Cylinders: V6
• Valves: 24
• Valve timing: Variable
• Torque: 270 ft-lbs. @ 5200 rpm
• Horsepower: 332 hp @ 7000 rpm
• Turning circle: 32.8 ft.

• Base engine type: gas

MSRP from $37,900

 

Aston Martin : 2011 Aston Martin DB9 Convertible Features & Specs,Reviews,Price...

What's New for 2011

For 2011, the Aston Martin DB9 gets a very mild refresh to the front and rear styling -- you'll need side-by-side photos to tell the difference. More important, the DB9 receives the active dampers found in the DBS, further closing the gap between the two models. The Sport package has been dropped.

Introduction

There will surely come a day when the car is no longer our preferred means of transportation. Hard to fathom, but then someone would've said the same thing 200 years ago had you told them horses would become mere playthings for wealthy little girls. On that day in the distant future when we finally succumb to the allure of dilithium-powered hover pods, humanity shall look fondly back at the Aston Martin DB9 as one of the prettiest cars to roam the Earth. It shall serve as proof that the automobile was so much more than a preferred means of transportation.
In the here and now, the 2011 Aston Martin DB9 has more to worry about than its place in a future museum. Beneath all that pretty is a car that has to compete with some of the finest exotic automobiles now in existence: Audi, Ferrari, Maserati, Mercedes-Benz and Porsche, all likely to share space in the same future museum.
The DB9 brings to the table the same lightweight yet structurally rigid all-aluminum platform that underpins every Aston Martin. This relatively lightweight package fosters greater agility and quicker acceleration from the 470-horsepower V12, which propels the DB9 coupe to 60 mph in what Aston Martin estimates to be 4.6 seconds. That's pretty darn quick, but some of its fellow future museum pieces are quicker still and cost less money.
Even so, Aston Martin has never claimed the DB9 is the ultimate automotive thrill machine. If you want to carve a canyon or visit a track, a Ferrari or Porsche will provide a far more involving experience at the ragged edge of performance. Instead, the DB9 coupe and the DB9 Volante convertible deliver sharp handling, yet both are comfortable and spacious enough to drive from Miami to Los Angeles without making your butt go numb, your ears ring or your luggage remain at home. The interior's masterful collection of fine leathers, rich woods and even sapphire crystal make such a trip all the more enjoyable.
We give the 2011 Aston Martin DB9 our whole-hearted enthusiastic endorsement, but with a significant caveat -- there are a lot of wonderful cars available for the same or less money than the DB9. They're all wildly different in look, character and ride/handling balance -- an apples-to-apples comparison just isn't realistic. So the DB9's place in our hypothetical automotive museum is assured, but whether it belongs in your garage is an entirely different story.

Body Styles, Trim Levels, and Options

The 2011 Aston Martin DB9 is an exotic GT available in two body styles: coupe and Volante convertible.
Standard equipment includes 19-inch wheels, xenon headlights, a two-mode (street and track) active suspension, power-folding mirrors, a limited-slip differential, rear parking sensors, cruise control, automatic climate control, heated power front seats with memory functions, a full leather-trimmed interior, a tilt-and-telescoping steering wheel, Bluetooth, a hard-drive-based navigation system, a battery deactivation switch (for extended parking), an auto-dimming rearview mirror and a premium audio system with six-CD changer, an auxiliary audio jack, an iPod/USB audio interface and satellite radio. The Volante adds a wind deflector.
Options include front parking sensors and a Bang & Olufsen surround-sound audio system. The DB9 is also highly customizable, especially when it comes to exterior paint. There's a rather large selection of colors to choose from (including Volante roof colors), plus you can request any paint code Aston Martin or any other manufacturer has ever used. There are also plentiful interior trim types and leather hues available.

Powertrains and Performance

The rear-wheel-drive DB9 is powered by a 5.9-liter V12 that produces 470 horsepower and 443 pound-feet of torque. A six-speed manual transmission is standard, while a six-speed automatic with shift paddles on the steering wheel is available. Aston Martin estimates that the DB9 will go from zero to 60 mph in 4.6 seconds regardless of transmission. The heavier convertible is likely a few tenths slower. Fuel economy with the automatic is 13 mpg city/20 mpg highway and 15 mpg combined (in case you care).

Safety

The 2011 Aston Martin DB9 comes with antilock brakes with brake assist, traction and stability control, front side airbags (which protect head and torso) and rear parking sensors. The Volante comes standard with automatically deploying rollover bars. Front parking sensors are optional.

Interior Design and Special Features

It's difficult to find a surface in the DB9 that's not covered in soft leather, while wood, piano black, alloy trim and even sapphire crystal fill in the blanks. Easily deciphered buttons combine with a central LCD screen to create a more-user-friendly and better-looking interface than the first DB9, which first rolled out of the factory in 2004. Still, the navigation system is one of the worst in the business, and the way the needles of the electroluminescent gauges rotate in opposite directions (the speedometer goes clockwise, the tachometer goes counter-clockwise) also is another bad idea. The speedometer's tiny numbers also render it useless, although there's a digital speedometer in the trip computer as a backup.
The driver seat is marvelously comfortable, with ample leg- and headroom for taller drivers. Unfortunately the four-way power passenger seat doesn't offer the same amount of adjustability and comfort. The two rear seats are glorified parcel shelves, while the trunk offers enough room for a set of golf clubs and a suitcase. The cabin's decent outward visibility makes the DB9 less onerous to drive than some other exotics. The Volante's visibility is understandably worse, and wind buffeting can be a little tiresome.

Driving Impressions

The 2011 Aston Martin DB9 is striking in the ease with which it drives down the road. With the manual transmission, the clutch action is light and the shift lever snicks through the gates. The automatic transmission is remarkably smooth, and its manual-mode gearchanges via the shift paddles come quickly. The steering is light and precise, although don't expect Ferrari accuracy and feel.
You might consider this a trade-off, as the DB9's compliant ride makes it one of the few exotic sports cars that you'd drive cross-country. With its new active dampers for 2011, the DB9 manages to hang onto that compliant ride even as its ability to handle the corners has been enhanced. The DB9 has always been exhilarating to drive, changing direction easily and responding smartly to steering and braking inputs, but now the Sport setting of the two-mode active suspension gives the car a dimension of ultra-high performance, making the discontinued Sport Suspension package unnecessary.
The DB9 Volante was once criticized for being a flaccid, jiggling mess over broken pavement, but Aston has made revisions over the years to largely correct this problem. You'll still get the odd rumble through the steering wheel, but it's gentle and probably well worth the delight of hearing the burbling thunder of the V12's exhaust note with the multilayered roof peeled back. While the coupe remains the choice for drivers, the Volante is now closer in capability.

Engine & Performance

• Base engine size: 5.9 L
• Cam type: Double overhead cam (DOHC)
• Cylinders: V12
• Valves: 48
• Torque: 443 ft-lbs. @ 5000 rpm
• Horsepower: 470 hp @ 6000 rpm
• Turning circle: 39.4 ft.

• Base engine type: gas

MSRP from $198,115

2011 Airstream Avenue RV,Specificatoins,Price For Airstream Avenue RV

Every so often, the recreational-vehicle industry finds our number at the bottom of some filing cabinet and calls to offer a vehicle to test drive. When the phone rang recently, we quickly established the ?what? part of the latest call, which is to say the new $95,544 Airstream Avenue, but it took us much longer to figure out the ?where,? which is always the difficult thing when an RV is in play.
An RV is basically a one-bed, one-bath condo on wheels, which makes it ideal for visiting any spot in the One Nation Under God that is accessible by a paved road and offers septic-dump facilities. Just keep hosing in the gas?lots of gas, for the bigger RVs usually return only single-digit mileage?and America is your oyster.

Can You Get a Warranty On a Used Tank?
Somewhere down the line, I read that Phoenix?s Papago Military Vehicle Show is the largest military-vehicle collectors? meet in the United States. As we found out later, the whole ?largest in the USA? aspect may have been something of an exaggeration, or faulty memory. Either way, if you haven?t been to a military-vehicle show, you haven?t seen the Second Amendment in its full glory, which means privately owned tanks. And helicopter gunships. And armored cars, Army ambulances, jeeps equipped with .50-cal machine guns, and so forth. This spectacle seemed as good a destination as any, so the wife and I (plus our two parrots) saddled up in the Avenue and joined the Friday afternoon cattle stampede out of Los Angeles on Interstate 10.
The Avenue is, by RV standards, small. As you can see from the pictures, it?s based on an extended 155-inch-wheelbase Chevrolet Express 3500 work van (base price with 6.0-liter V-8: $32,285) of the type driven by plumbers and HVAC repairmen. We soon discovered that this has its pros and cons.
On the plus side, Chevy vans are banged out by the tens of thousands to a quality level that is current with car-industry standards, unlike larger RVs which often rely on less-common, more-expensive, and more-problematic components from the heavy-truck world. An Avenue would be easy to have serviced at any Chevy dealer and absolutely nothing about its mechanicals is exotic, from its 323-hp, 6.0-liter L96 V-8 to its Hydra-Matic 6L90 six-speed automatic. (Other van-based RVs exist, of course. Airstream and many other converters build them using the Mercedes-Benz Sprinter, and at least Sportsmobile plans to make RVs from the new Nissan NV.)
On the down side, the acres of primer-gray plastic that form the dash and door trim may be just fine for Larry the Cable Guy, but it seems overtly cheap in a $95,000 RV, even given the rest of the interior, which is quite flatteringly trimmed out in leather. The radio is the kind of base, tinny unit you?d expect to find in a work van, where the employer figures it has to provide its workers with something to listen to or they?ll quit.
Also, making a workaday van into an RV, complete with a bed, toilet, shower, kitchen stovetop with cabinets and refrigerator, fresh- and gray-water tanks, pumps, onboard generator, satellite television, and more, raises its curb weight to 8100 pounds. That?s fairly close to the stock van?s 9600-pound gross vehicle weight (the Avenue also can tow almost 8000 pounds). By necessity, Airstream fits firmer springs and heavy-duty shocks to support the load, as well as high-pressure truck tires. The resulting ride can seem rather brittle after hours of travel on America?s highly imperfect interstates.

The First Overnighter
A late departure out of L.A. meant a stopover in the remote desert just west of the Arizona border. We steered well off the highway to a quiet spot in the sandy alluvial fan of the crumbly Chuckwalla Mountains, which is one small corner of the vast latte-colored emptiness you fly over on the standard approach to LAX
.Like a small sailboat, the Avenue is a self-contained domicile and there is no wasted space. Storage cabinets elegantly trimmed with a sort of dark, vaguely wood-grained Formica fill every available nook. Above the front seats and hidden behind the flat-screen television is another large storage area, and several underbody storage boxes are accessible from the outside of the van. Recessed lighting is ample and the zones are controlled by various switch panels. The bed even has a pair of reading lights.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 7-passenger (2-sleeper), 6-door RV


BASE PRICE: $95,544


ENGINE TYPE: pushrod 16-valve V-8, iron block and aluminum heads, port fuel injection


 Displacement: 366 cu in, 5967 cc
Power (SAE net): 323 hp @ 4600 rpm
Torque (SAE net): 373 lb-ft @ 4400 rpm

TRANSMISSION: 6-speed automatic

DIMENSIONS:
Wheelbase: 155.0 in Length: 253.0 in
Width: 79.4 in Height: 109.0 in
Curb weight: 8100 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 14.0 sec
Standing ?-mile: 22.0 sec @ 70 mph
Top speed (governor limited): 91 mph

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 9/12 mpg

2011 Lexus IS F ,Reviews,Specifications,Price| Price For 2011 Lexus IS F

The corporate line at Lexus is that the IS F was never intended to dethrone the BMW M3 as the world?s greatest sports sedan. We, like the general public, never believed it. Just look at the two cars? spec sheets: Both are based on their respective company?s entry-level sedan; both have special 400-plus-hp V-8s shoehorned upfront; and both have big brakes, ultra-high-performance tires, upgraded sport seats, and so on.
When we first sampled the IS F, however, it was clear it wasn?t quite up to the task for which Lexus swore it wasn?t intended but everybody knew it was. The BMW M3 is a perennial 10Best winner, and its head-to-head battle with the IS F is just one of the current car?s five C/D comparison-test victories.

A Thorough Revamp
Still, the IS F had serious potential; its 416-hp V-8 left no doubt about that. But its ride and handling simply didn?t deliver. It would hobbyhorse down uneven pavement and batter occupants in a straight line but roll excessively in corners. For 2011, Lexus addressed these concerns in a big way, changing or retuning every major suspension component. There are softer front springs, stiffer rear springs, larger-diameter anti-roll bars front and rear, stiffer bushings on the rear subframe and rear anti-roll bar, and a new steering knuckle and front lower control arms for reduced unsprung mass. Oh, and the rear camber is tweaked as well. The honking V-8 and the eight-speed automatic carry over unchanged, but a Torsen limited-slip replaces the previously open differential. Engineers also retuned the electric power steering, injecting a dose of much-needed feel.
With these changes, the IS F goes from subpar to front-runner. At our latest Lightning Lap track romp at Virginia International Raceway, the 2011 car posted a lap as quick down to the 10th as any we?ve recorded from an M3 coupe (3:05.4), despite weighing roughly 200 more pounds and having only two extra ponies. A lap time is a great measuring stick for performance, but all-out driving alone does not tell the whole story. The ride is still rough but far more livable, and cruising around town in the F is an exercise in sublime stealth. Keep the revs below 4000, and the car will pass into the casual onlooker?s unconscious as just an average sedan. Crank the revs and hit the sport button, and the F becomes a green-light monster, devastating every Japanese car this side of the Nissan GT-R and broadcasting it with a burly exhaust note on throttle and back-pressure burbling off.
A spirited stint on a country road highlights the F?s newfound handling prowess. Corners are inhaled as the driver?s confidence builds. The retuned electric steering feels more natural, more like traditional hydraulically boosted steering, although our skidpad revealed that maximum lateral acceleration, at 0.90 g, is unaffected by the suspension changes. The brake pedal is reassuringly firm. Cracking off shifts with the steering-wheel-mounted paddles doesn?t make us miss a clutch pedal as much as we thought we would, and the swaps feel as quick as any dual-clutch box?s. An audible shift warning lets the driver keep his eyes off the large, centrally located tachometer and on the road. Although we would normally object to an idiot buzzer, with eight ratios to work with and 371 lb-ft of torque hurrying the car through each one, shifts are frequent.

A Different Kind of Green
At the drag strip, our 2011 test car didn?t quite measure up. It was a few 10ths off the other Fs we?ve tested, turning in a 4.7-second 0-to-60-mph run and a 13.1-second quarter-mile at 110 mph. That this car had a fairly green engine, with fewer than 1000 miles on its clock, could account for the drop in performance. Our past IS F test cars all ran to 60 in 4.4 or fewer seconds, with the quickest turning in a 12.8-second quarter at 114 mph. Either way, with its sub-four-second 60-mph dash and low-12-second quarter-mile, the M3 betters the F in a straight line.
The Lexus also trails the M3 in the price wars. A base IS F runs $61,535 compared with the M3 sedan?s $58,075?M3 coupes start at $61,075. Pricing has yet to be released for the updated 2012 Mercedes-Benz C63 AMG, but the 2011 sedan starts at $61,175. The 2011 IS F?s base price is an increase of $2200 over the 2010 model?s, and well worth it. The car tested here also had a package bundling touchscreen navigation with a 14-speaker Mark Levinson stereo for $3925 and dynamic cruise control for $1500. A cargo net for $64 and a trunk mat for $73 bumped the total to $67,097. We?d recommend forgoing the fancy cruise and the nickel-and-dime stuff, getting the navigation-only option for $2485, and reserving the roughly $3000 difference for replacement tires. Trust us, you?ll need them.

Specifications

 VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 4-door sedan


PRICE AS TESTED: $67,097 (base price: $61,535)


ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port and direct fuel injection


Displacement: 303 cu in, 4969 cc
 
Power (SAE net): 416 hp @ 6600 rpm
 
Torque (SAE net): 371 lb-ft @ 5200 rpm


TRANSMISSION: 8-speed automatic with manual shifting mode


DIMENSIONS:
 
Wheelbase: 107.5 in Length: 183.5 in
Width: 71.5 in Height: 55.7 in
Curb weight: 3839 lb


C/D TEST RESULTS:
Zero to 60 mph: 4.7 sec
Zero to 100 mph: 11.0 sec
Zero to 150 mph: 28.2 sec
Street start, 5?60 mph: 5.1 sec
Standing ?-mile: 13.1 sec @ 110 mph
Top speed (governor limited): 169 mph
Braking, 70?0 mph: 159 ft
Roadholding, 300-ft-dia skidpad: 0.90 g

FUEL ECONOMY:
EPA city/highway driving: 16/23 mpg
C/D observed: 18 mpg

New,2011 Jeep Compass|2011 Jeep Compass Limited 70th Anniversary Edition,Specification,Price,Features...

What Is It?
A platform mate to the Jeep Patriot and Dodge Caliber, and an affront to the ruggedness cultivated by Jeep?s iconic and more capable models, namely the Wrangler. A more cohesive nose (hood, fascia, grille, fenders, and headlights) inspired by the Grand Cherokee makes the Compass a bit more attractive for 2011, while a much-needed interior refresh adds a new multifunction steering wheel, a redesigned center stack, and a few soft-touch trim pieces. An optional 70th Anniversary package?as found on this example?adds commemorative badging inside and out, 18-inch wheels with all-season Goodyears, leather-trimmed front seats, Chestnut interior accents, and special floor mats.
Powertrains carry over from 2010 and include a standard, 158-hp, 2.0-liter four and the optional 172-hp 2.4-liter found in our test vehicle. A five-speed manual gearbox is available on base models with or without the lockable all-wheel-drive system, but a dreary continuously variable transmission is the default for all other trims. Mechanical changes for 2011 include a revised and stiffened suspension, while a new-for-2011 Freedom Drive II off-road package (CVT only) with low-range gearing, skid plates, tow hooks, and a one-inch suspension lift?among other bits?earns the Compass Jeep?s Trail Rated badge. We see this less as a compliment to the Compass and more as a slight to Jeep?s Trail Rated claim.

How Does It Drive?
Slow and unrefined best describe the Compass from behind the wheel. Our test car?s 2.4-liter burbled and thrummed like a diesel at startup, with the CVT turning the exhaust note into a coarse, unrelenting racket under acceleration. Our all-wheel-drive example dawdled to 60 mph in 9.2 seconds and covered the quarter-mile in 17.3 at 82 mph. A lengthy 5-to-60-mph street start and 50-to-70-mph acceleration time (9.8 and 7.3 seconds, respectively) further illustrate the CVT?s need to gather itself before any increase in forward momentum occurs. As a result of the heavy footwork required to keep the Compass moving, we only managed 19 mpg overall, undercutting the city/highway rating of 20/23 mpg.
The experience is similarly disappointing if you try to turn. The updated suspension struggles to keep body motions in check and the steering is vague and sloppy, with considerable play in the rack making small corrections a guessing game. We didn?t get a chance to rate the Compass on any trails, but the new off-road gear will allow suburban adventurers to dispatch unpaved roads and gravel driveways with ease. At 3511 pounds, the Compass is on the lighter end of its segment, yet it took a considerable 195 feet to stop from 70 mph. A meager 98-mph top speed and an overzealous stability-control system that limited the skidpad figure to only 0.73 g underscore the Compass?s a complete unwillingness to play.

How Does It Stack Up?
With a base price of about $20,000, the Compass has myriad competitors in what is one of the fastest-growing segments in the market. The updated all-wheel-drive system and low-range gearing make it arguably more two-track-ready than many small utes, with the truckier Jeep Liberty being the primary alternative with some competency in the rough stuff. (There?s also the mechanically similar Jeep Patriot, which is basically a less-funny-looking Compass.) But if added to the eight-vehicle roster of our last $30K small SUV comparison test, our particular Limited would have placed at or near the bottom in every category, including overall performance, cargo capacity, observed fuel economy, and value. Interestingly, cargo room in the Compass with and without the rear seats folded?23 and 54 cubic feet, respectively?is comparable to the tiny Honda Fit?s.

What?s the Cost?
The mid-range Latitude trim is required to get many of the Compass?s nicer interior features, and certain options such as in-dash navigation only are offered on Limited trims. A standard front-wheel-drive model with the 2.0-liter four and five-speed manual starts at $19,995, but a Limited with all-wheel drive (a $1700 upgrade) like the vehicle tested here starts at $26,695. Adding the $575 70th Anniversary package, a $685 6.5-inch touch-screen navigation system, the $750 Security and Cargo Convenience group (front side airbags, a security alarm, USB and Bluetooth connectivity, and an auto-dimming interior mirror), the $550 Freedom Drive II package, and the required $1050 low-range CVT jacked as-tested price to $30,305.
That?s a lot of money for an underwhelming package that couldn?t even fare well in our rental-car comparo. With the updated Jeep Wrangler Unlimited finally sporting an accommodating cabin and starting at around $26K, we?ll side with the purists here and recommend one of those for Jeep fans? muddy adventures with the family?and anything else for adventures away from the muck.

Specifications

 VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon


ESTIMATED PRICE AS TESTED: $30,305 (base price: $26,695)


ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection
 
Displacement: 144 cu in, 2360 cc
 
Power (SAE net): 172 hp @ 6000 rpm
 
Torque (SAE net): 165 lb-ft @ 4400 rpm


TRANSMISSION: continuously variable automatic


DIMENSIONS:
 
Wheelbase: 103.7 in Length: 173.4 in
 
Width: 69.3 in Height: 65.2 in
 
Curb weight: 3511 lb


C/D TEST RESULTS:
Zero to 60 mph: 9.2 sec
Zero to 100 mph: 21.9 sec
Street start, 5?60 mph: 9.8 sec
Standing ?-mile: 17.3 sec @ 82 mph
Top speed (governor limited): 98 mph
Braking, 70?0 mph: 195 ft
Roadholding, 300-ft-dia skidpad*: 0.73 g


FUEL ECONOMY:
EPA city/highway driving: 20/23 mpg
C/D observed: 19 mpg
*Stability-control-inhibited

Up Comming Cars : 2013 Audi Q5 S / SQ5,Specifications,About 2013 Audi Q5 S / SQ5

More power for the Audi Q5? It makes sense. BMW's X3 makes up to 300 hp, and the Infiniti EX35 is just behind with 297 hp. By contrast, the top-spec Audi Q5 3.2 FSI makes 270 hp, and its V-6 isn?t really among those powerplants we?d call flexible and sporty. If Audi wants to be regarded as the "sportiest premium brand"?a goal we've often heard mentioned in Ingolstadt?installing its more charismatic and powerful engines into a wider range of products is essential.
It's no surprise then that Audi isn't leaving the Q5 alone, and our spy photographers have snapped what appears to be a test mule for an upcoming high-performance version that might be called Q5 S or SQ5. Power will come from the company's 3.0-liter "T" engine, a V-6 force-fed by an Eaton TVS Roots-type supercharger nestled between the cylinder banks. This engine is found across the Audi lineup?including in the latest A6?and it also is used as the internal-combustion portion of a hybrid system installed under the hoods of the VW Touareg and Porsche Cayenne and Panamera.
It seems that the supercharger has a bright future at Audi after all. Two years ago, we were told the 3.0T would be Audi's only supercharged engine, and that its successor would be turbocharged. But now the signals are mixed and it seems that Audi might keep the Roots blower after all. That's good news for enthusiasts, as the supercharger delivers low-end response that even the smallest turbo can't match. Audi has gone to great lengths to eliminate the blower?s characteristic whine, so those who like to drive in peace and quiet won't have reason to object either.
The SQ5?s version of this engine is likely to put out at least 330 hp and be coupled to a seven-speed dual-clutch automatic. The exterior will be distinguished by add-ons similar to those in the S line package?which the test mule pictured here doesn't have. There also will be larger brakes and the characteristic S-model four-tip exhaust. And there's another possibility: The SQ5 might be offered with a 310-hp, 3.0-liter V-6 diesel as an alternative to the gasoline-powered SQ5. This model's engine would be shared with upcoming diesel versions of the Audi S6 and S7.
The sharp handling of the regular Q5?the 3.2 FSI model placed first in a comparison test?would seem to bode well for the SQ5?s dynamics. Unless BMW brings an M version of the X3 to market, the Audi SQ5 would be another nice step in achieving Audi?s ?sportiest brand? aspirations.

Kia Optima|2011 Kia Optima SX Turbo,Reviews,Price,Features...

What Is It?
The turbocharged top-spec version of the handsome new Kia Optima, which shares its powertrain lineup and architecture with the 10Best-winning Hyundai Sonata. The SX comes pretty well stocked, including the direct-injected 2.0-liter turbo four, 18-inch wheels with black-painted pockets, HID headlamps, LED taillights, dual-zone auto climate control, Bluetooth, an LCD screen in the instrument panel, leather upholstery, and racy body bits. If you?d like your blown Optima to be less furious-looking?yes, we just called a Kia ?furious-looking??and $1500 cheaper, the EX turbo is your car; it skips the sporty stuff everywhere but under the hood.

How Does It Drive?
Whatever the trim, the Optima is a fine-driving family sedan, and it has more of an enthusiast bent than the excellent Sonata. The hefty steering is accurate, turn-in response is quick, and the suspension keeps a tight rein on body motions over bumps and during transient maneuvers. All Optimas have a suspension that can be described as firm, but the SX?s firmer dampers go another notch further. The setup can make for a chopped, harsh ride; you might consider the Hyundai?or at least a lesser Optima?if you live anywhere with crappy roads.
The 274-hp, 269-lb-ft, 2.0-liter turbo four is silky smooth and punches hard enough to send the 3500-pound Optima to 60 mph in 6.4 seconds and through the quarter in 15 flat. Turbo response is basically seamless, which is excellent for drivability but bad if you want to stay out of it to improve fuel economy?we achieved just 20 mpg with our Optima, below the 22-mpg city and 34-mpg highway EPA ratings. The six-speed automatic shifts smoothly, and the SX has steering-wheel-mounted paddles if you feel like playing F1 on the way to Froyo.

How Does It Stack Up?
Like the Sonata, it proves that you don?t need a V-6 to have a good time. The Optima turbo is among the quickest in its class; only a 272-hp V-6 Mazda 6 and a turbo Sonata were quicker, at 6.1 and 6.2 seconds to 60. (The Mazda weighed some 70 pounds more than this Kia, while the Sonata weighed 110 pounds less.) But the design and materials in the Optima?s cabin are a step above the Mazda?s, as well as those of most of its competition. The crisp exterior looks more upscale than most mid-size sedans?, and isn?t too polarizing?the latter key for this segment. We also really like cool details like the cutout at the top of the windshield that echoes Kia?s corporate grille.
For those who like to drive, the Optima and 6 are the most satisfying mid-size sedans, with the Honda Accord and Sonata just behind. Relative to that lot, everything else in the segment is automotive applesauce.

What?s the Cost?
Our whole-hog Optima test car rang in at $30,840, which included the $26,690 base price plus the $2000 Technology and $2150 Premium Touring packages. The latter includes a big sunroof, a power front passenger seat, driver?s seat memory, heated and cooled front seats, heated rear seats, and different 18-inch wheels. (If you prefer the look of the standard rollers, you also can spec a Premium package without new wheels for the same $2150.) Ordering the Premium upgrades is a must to get the Tech pack, which adds a nav system, a rearview camera, and an upgraded Infinity stereo. A V-6 Accord or a six-cylinder Ford Fusion outfitted like our Optima SX would cost at least an additional $1900; value is still a key part of the Kia equation. Taken with the rest of the car, that adds up to a winner in our book.

Specifications

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan


ESTIMATED PRICE AS TESTED: $30,840 (base price: $26,690)


ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
 
Displacement: 122 cu in, 1998 cc
 
Power (SAE net): 274 hp @ 6000 rpm
 
Torque (SAE net): 269 lb-ft @ 1750 rpm


TRANSMISSION: 6-speed automatic with manual shifting mode


DIMENSIONS:
 
Wheelbase: 110.0 in Length: 190.7 in
 
Width: 72.1 in Height: 57.3 in
 
Curb weight: 3553 lb


C/D TEST RESULTS:

Zero to 60 mph: 6.4 sec
Zero to 100 mph: 16.2 sec
Zero to 130 mph: 34.4 sec
Street start, 5?60 mph: 6.4 sec
Standing ?-mile: 15.0 sec @ 96 mph
Top speed (governor limited): 152 mph
Braking, 70?0 mph: 188 ft


FUEL ECONOMY:
EPA city/highway driving: 22/34 mpg
C/D observed: 20 mpg

Chevrolet Camaro,Reviews,Price,2011 Chevrolet Camaro

Unable to sit idly by and watch the new 2011 Ford Mustang soak up the limelight, the crew at General Motors today announced changes for the 2011 Chevrolet Camaro, including the horsepower rating of the base-model V-6. The highlight? Camaro comes just over the top of the Mustang with 312 horsepower in the six-pot entry model.
That's just enough to put the Camaro back at the top of the paper pile, though at 278 pound-feet of torque, the Camaro is still second fiddle to the Mustang's 280 pound-feet rating. The awkward part of the power increase? It's purely a numbers game: the engine is the same, GM has just certified it for bigger numbers. Looking at it the other way, all those 2010 Camaro buyers shouldn't feel left out in the cold, as their engines produce a hair more (8 horsepower, to be precise) than their rated figures.
?The 304 horsepower in the 2010 Camaro was actually a conservative rating on our end,? said Tom Sutter, GM V-6 chief engineer. ?But we knew already that this award-winning engine produced at least the amount of power we stated, but now we?ve gone the extra step in certifying the engine for this application and have verified an additional 8 horsepower.?
Other key changes for the 2011 Camaro include the Synergy Green color to be offered on all models of the Camaro for a limited time, and GM's heads-up display will come standard on the higher-trim 2LT and 2SS models. The HUD will include a metric ton of information, including speedometer, tachometer, compass, outside air temperature, current gear, OnStar turn-by-turn, audio and phone functions and more. The display is the same as the unit offered on the Corvette, and the Camaro is just the second Chevrolet vehicle to offer the feature.
As for the Synergy Green paintjob, it'll be a $325 option and available for a "limited run" during the 2011 model year. The Synergy Special Edition will still be limited to the 1LT trim, but the paint color will be available across the range. Chevrolet will start rolling the 2011 Camaro off the lineon June 7, 2010.

New Chevrolet Volt,Features,Price,Reviews|2011 Chevrolet Volt

The Basics

About exactly four years after GM first showed the Volt as a tech-exotic concept, it's going on sale as a real production car. We've driven the 2011 Chevrolet Volt in a variety of conditions, and can report back that the Volt is indeed a real car.

Key Takeaway

The 2011 Chevrolet Volt is an electric car, but drive as far as you want without worry?you won't have to make concessions for the technology onboard.

GM admits the Volt has evolved from the evocative concept shown at the 2007 Detroit auto show, but it says many cues have come over from the striking concept version. The closed front grille is one hallmark that's carried over visibly into the production version, while the tapered corners up front and clean lines at the back (including a small spoiler) are styled to manage the Volt's aerodynamics.
The fact that it also has a revolutionary powertrain that operates as an electric car or a plug-in hybrid?and is the first Chevrolet you can plug into a wall to recharge?could almost be an afterthought. It's that well executed. The Volt may be propelled by electricity. It may plug into a wall socket or a special garage recharger to "refuel." But the new and remarkable compact hatchback also rides and drives quietly, seats four comfortably, and performs briskly.
Simply put, the Volt charges up for a range of about 40 miles on battery power only; then the gasoline engine allows another 300 miles or so on top of that.
The sole fly in the ointment is the inevitably high early adopter price: $41,000. New auto technology always costs a lot when it first hits the market, and the Volt's lithium-ion battery pack all by itself likely costs half the price of a new 2011 Chevy Cruze subcompact.

Gas Mileage 35 mpg City/40 mpg Hwy

Engine Electric/Gas I4, 1.4L

EPA Class Compact Cars

Style Name Hatchback

Drivetrain Front Wheel Drive

Passenger Capacity 4

Passenger Doors 4

Body Style 4dr Car

MSRP: $40,280

Mercedes-Benz's,SL350 and GL500 in India,Reviews,SL350 and GL500 Price In India...

A "sports package" on the SL-Class and a 7G TRONIC 7-speed automatic transmission on the GL500 come as standard with these two high-end Mercedes-Benz models

Mercedes-Benz has been one of the biggest contributors to the Indian Luxury car segment since starting its local assembly operations in March 2009. Seeing the growing demand for its high-end passenger and performance cars here in India, the German car maker has so far managed to bring almost its complete line-up of models across multiple categories, which now include the GL-Class, M-Class, CLS-Class, SLK-Class, SL-Class, CL-Class, the new E-Class Cabriolet and the exquisite R-Class.

To add to this, Mercedes-Benz recently also introduced the absolute tarmac scorching SLS AMG supercar in India, which was an indication of Mercedes showing interest in bringing to its Indian automobile aficionados the absolute top of the line models ever to be manufactured by the German automobile manufacturer globally.

The SL350 sports-car and the gigantic GL500 SUV now join the extensive line-up of Mercedes-Benz cars in India, and are very clearly poised to be absolute ?kings? in their respective segments.

SL350

We aren?t new to the SL family of roadsters from the Merc stables, but this new SL350 is no ordinary sports car. Featuring a high-revving 3.5 litre V6 sports engine, SL350 produces a power of 315 hp and torque of 360 Nm giving it ample muscle to be an absolute outperformer on Indian roads. For more accurate and drive sensitive steering the SL350 comes with a Direct Steering (Variable Servo Assistance), which reduces the need to turn the wheel and increases agility.

An aerodynamic design that is undoubtedly reminiscent of the SL?s history, the SL350 flaunts attractive exteriors like its Gill-like trim panels, its prominent front-end V shape and functionally designed main and auxiliary headlamps. Interiors come together beautifully in the form a three-spoke steering wheel, chrome inserts, 3D dial surrounds and NAPPA leather seats. An AIRSCARF neck level heating that maintains neck level temperatures on a cold day is one of the unique luxury function of this sports coupe.

The new ?sports package? included Mercedes-Benz SL350 is priced at Rs 98.50 lakhs (ex-showroom Delhi) and Rs. 96,68,093 lakhs (ex-showroom Mumbai)

GL500


The GL500 4Matic is not only the at the top of the Mercedes-Benz SUV hierarchy, but is also one of the most powerful SUV?s in the world. Coming with a 5.4 litre V8 engine that produces a nerve wracking power of 388 hp and a staggering 530 Nm of torque, the new GL500 4Matic will now to available to those in India take their off-roading trips very very seriously, and willing to spend a fortune is getting the best four wheeler for the job.

A 7G TRONIC 7-speed gearbox allowing shorter gear shifts, 20-inch alloy wheels and the extraordinary AIRMATIC suspensions on the GL500 make it one of the best off-roaders even to hit the sub-continent.  Interiors have also been decked up a fair bit as can be seen in the new rear entertainment system with its 8-inch colour screen, and the Harman Kardon system, which is ideal for a back seat movie viewing or a fun gaming experience.

For those intimidated by the GL500 massive outer shell, it?s PARKTRONIC and COMAND system with Linguatronics and a reversing camera will help you manoeuvre the car easily into tight parking spaces.

For those who can afford it, the new top of the line GL500 SUV from Mercedes-Benz is priced at Rs  80.90 lakhs (ex-showroom Delhi) and Rs. 79, 40, 434 lakhs (ex-showroom Mumbai)

Toyota Become Most Valuable Auto Brand In The World,BMW?

Just last week, we reported BMW had finally kicked Toyota's Lexus brand from the top spot in the U.S. luxury market. Today, the trade winds have shifted, and we find Toyota booting BMW out of its #1 rank on a different list -- the list of the world's most valuable brands.
The news comes via Millward Brown's annual "BrandZ" survey. Millward Brown ranks companies based on customer perceptions (gauges via interviews with over one million consumers), paired with a thorough analysis of the companies' financial and business data.
Toyota's brand value jumped 11 percentage points this year, with the final tally resting at $24.2 billion. According to Millward Brown, the Prius was largely responsible for Toyota's boost: "Fuel efficiency became a hygiene factor, and Toyota?s Prius continued its market leadership."
BMW came in at #2 on the auto chart, its brand up by 3 percentage points. Mercedes came in third, up a very respectable 12. But the big mover in this year's study was Nissan, which surged a whopping 17 points in value to take the #6 spot. According to Millward Brown's global brand director, Peter Walshe, that jump is largely due to the launch of the 2011 Leaf EV and all the hype surrounding it: "Nissan is positioning itself as a green leader and its stance is paying off." Ford was the only U.S. company to make the automotive top ten, ranking #8 with a value of $7.4 billion.
The news wasn't all good for automakers, though. The most valuable companies on the planet reside in the tech, fast food, and general retail sectors. Top marks went to Apple, which shoved Google to the #2 spot, followed by IBM, McDonald's, and Microsoft. Thought it was #1 on the auto list, Toyota ranked #27 overall, and only six automakers made the BrandZ top 100 list.
If you have a few moments, zip on over to Millward Brown's BrandZ page for a look at the full results.

Cadillac CTS,2011 Cadillac CTS,Reviews,Features,Basics...

The Basics

The 2011 Cadillac CTS is a truly world-class sport sedan, sized slightly longer and wider than the BMW 3-Series, the Infiniti G37 / EX35, the Audi A4, and the Mercedes-Benz C-Class. And after last year's new CTS Sport Wagon and the new 2011 Cadillac CTS Coupe, there's an entire family capable of going against those tivals.

Key Takeaway

Attention-getting style, solid driving dynamics, quality materials, and a very competitive price put the entire 2011 Cadillac CTS lineup on level-or-better footing with most of the competition.

The 2011 CTS is, in some eyes, the most distinctive of all the vehicles in this set; and with the addition of a flashy new CTS Coupe for 2011, the lineup has an even stronger style statement. Just as in the CTS sedan, we like the sparing use of chrome in the grille, and the contrast between gray plastic and chrome vertical accents with the chrome Cadillac wreath. And the swept-up-and-back headlamps are still almost mesmerizing in their detail. And there's a great contrast in the way the plentiful fine details in front and in back volley with the deliciously neat and uncluttered side profile. Sharply folded edges, a chunky stance, and lots of chrome details give the sedan a stubby, sporting look, while we like the V-shaped trunk and tailgate detail in the Wagon and Coupe. There's a subtle motion along the body that emphasizes, rather than subdues, the big rear end. If you're no fan of Cadillac's "Art & Science" styling theme, it doesn't get any softer with the added wagon back.
The interior design is attractive, but it might not suit everyone's tastes, especially those used to the Teutonic design approach of less is more. It's smooth and flowing in its contours, but far glitzier than any Audi you may have sampled, and some plastic pieces seem to stand front and center for attention-a trend we're also noticing in other high-end brands.
The 306-horsepower, 3.6-liter direct-injected six-cylinder is eager to please, handled respectably by the six-speed automatic transmission, and offers plenty of oomph for freeway maneuvers. The six-speed manual available in the sedan isn't an option, but GM's six-speed automatic, with paddle shifters and sweet gear changes, does all the teamwork to combine the power with either rear- or optional all-wheel drive. The CTS has great steering and can be ordered with tighter suspension settings, but our clear favorite is the "FE3" setup on rear-drive versions, shod with summer tires.
The 2011 Cadillac CTS comes with a snug but comfortable interior; longer rear door openings make the Wagon a little more pleasant; the Wagon adds 25 cubic feet to the passenger space, and lets owners flip down the rear seats for a total of 53.4 cubic feet of room. The new CTS Coupe doesn't have much less rear legroom than the sedan, in theory, but headroom is tighter. Inside, the CTS is quiet, with just the right amount of growl when you open it up. Comfortable, with firm-but-not-harsh suspension feel over beleaguered city streets. Upholstery all around feels high-quality?provided you avoid the base 'leatherette.'
No 2011 CTS model isn't loaded; it's just a matter of tech and audio upgrades, mainly. The sedan comes with power doors, locks, and mirrors; cruise control; automatic dual-zone climate control; a power driver seat; a tilt and telescoping steering wheel; an AM/FM/CD/XM audio system with auxiliary jack; an air filtration system; and automatic headlamps. The Sport Wagon adds a power tailgate to that list. The major options include a panoramic sunroof; Bluetooth connectivity; a particularly advanced, easy-to-use entertain-ment system with hard-drive music storage and memory to hold radio broad-casts; a navigation system with real-time traffic; ventilated seats; a pet cover for the wagon's cargo hold; and 18- or 19-inch wheels and tires, to go with different suspension packages and all-weather or summer tires.

2011 Ford Mustang,Review,Specifications,Price, Ford Mustang

The Basics

The 2011 Ford Mustang looks virtually the same as last year?s model, but new engines and other improvements make it a better drive?and better equipped?in just about every way. With either the all-new 412-hp V-8 in the GT or the new 305-hp, 3.7-liter V-6 in the base models, it?s both faster and more fuel-efficient. Highway fuel economy rates as high as 31 mpg with the V-6, or 31 mpg for the GT.

Key Takeaway

The 2011 Ford Mustang lives up to all those juvenile, tire-smoking pony-car expectations; at the same time, it?s an unexpectedly capable, sophisticated coupe.

V-8 pony-car aficionados will be thrilled to hear that the "5.0" is back. With lots of torque, good throttle response, and a rev-happy, rorty attitude, the new engine feels just right and enables the sort of performance that only exclusive tuner versions could provide a few years ago.
To match the new powertrains, the 2011 Mustang models get upgraded brakes, as well as body and suspension enhancements; they all get electric power steering. The Mustang received a complete refresh last year, for 2010, with reshaped sheetmetal on the outside, along with an updated center stack and audio controls; those changes carry through to 2011.
Just as before, the Mustang is available either as a Coupe or Convertible, both in GT or V-6 form, and the Convertible comes with a reasonably tight, well-designed soft top. Ford is finally catching on to both the Mustang?s personalization potential and its appeal with tuners; both models can be equipped with special paint schemes, hood scoops, and such, and new to the V-6 is a performance package?aimed at weekend racers?that adds most of the GT?s goodies for an affordable price.

Specs: 2 Door Coupe Quick Specs

Gas Mileage 19 mpg City/29 mpg Hwy

Engine Gas V6, 3.7L

EPA Class Compact

Style Name 2dr Cpe

Drivetrain Rear Wheel Drive

Passenger Capacity 4

Passenger Doors 2

Body Style 2dr Car

Transmission 6-speed manual transmission

MSRP: $22,145 - $53,645

When Ford decided to build an enthusiast version of the current V6 Mustang, they left it up to fans to choose the package name.  A Facebook contest saw nearly three thousand names entered, but in the end it was the ?Mayhem Mustang Package? that won out. The creator of that package name, a Mustang fan from North Carolina, has won a three year lease on a Mustang equipped with the very package he helped to brand. From Ford?s perspective, the contest achieved two goals: first, they directly engaged Mustang loyalists by letting them have a say in the creation of an option package, and second, they boosted awareness of the new package using cost-effective social media.
To participate, Mustang fans had to install an app called ?You Name It? on their Facebook page. From there,  users could enter a suggested name for the package, then reach out to Facebook friends to promote their suggestion. Five finalists were chosen by Mustang fans and were then run through a series of trademark and copyright verifications. Ford ultimately selected the winning entry, as it best represented the spirit of the package and will be used in future Mustang sales, marketing and communications materials.
Ford?s idea behind the Mayhem Mustang Package was simple and time-tested: produce the best Mustang for the least amount of money. Starting with their 305 horsepower V-6, Mayhem Mustangs get 3.31 performance rear axle gearing for quicker acceleration, stiffer front and rear stabilizer bars, Mustang GT front struts and rear shocks, stiffer rear springs, Shelby GT500 rear lower control arms and unique nineteen inch wheels shod with high-performance Pirelli tires. Mayhem cars also get Mustang GT brakes with high friction pads, a front strut tower brace, recalibrated stability control with sport mode and unique badging to denote the Mayhem Package.
Mayhem Mustangs enjoy a near fifty-fifty front to rear weight distribution, and they?ve been lightened to a curb weight under 3,500 pounds. Ford created the package with both track days and road trips in mind, but they haven?t yet told us what package pricing or availability will be.  We promise pictures and updated information just as soon as Ford releases it.