Scion Hako Coupe Car

Scion Reveals Hako Coupe Concept At The 2008 New York International Auto Show
Scion unveiled its Hako Coupe Concept vehicle at a press conference today at the New York International Auto Show.

Scion’s Hako Coupe was developed by Tokyo Design Division, which studied global, youth-inspired trends. Japanese and American youth cultures often influence each other and are interpreted with a unique twist. The Hako Coupe Concept was inspired by the iconic xB and the emergence of American vintage style among young Tokyo trendsetters.

“Scion’s Hako Coupe Concept embodies a distinct global perspective on today’s youth,” said Jack Hollis, Scion vice president. “This type of forward thinking complements the Scion philosophy of intently listening to our customers and being willing to take risks to help us see where our brand should be. We took the xB’s iconic boxy shape and explored something more vivacious, yet just as emotionally appealing. This concept is the sporty version of a box.”

Tokyo Design developed the Hako Coupe with classic American coupes in mind. The car’s geometric profile conveys a powerful stance in a compact and bold package. Its trapezoidal LED headlights lie parallel with a large and aggressive, rectangular upper grille. The lower rectangular grille anchors the front fascia and continues to communicate the Hako’s aggressive attitude. Round fog lights, symmetrically placed high on the front bumper, have integrated turn signals.


The Hako’s silhouette is accentuated by slim, race-car-inspired side mirrors that also feature integrated turn signals. Powerful, flared fenders add dimension and contrast to the concept’s boxy shape and smooth surface planes. The Hako concept hugs the road with custom 18-inch deep dish five-spoke wheels and tires with a “Scion” custom tread.

The Hako Coupe features a vertical windshield as the concept sits upright and ready to attack the road. A high linear beltline along with a blackened and chopped greenhouse seamlessly wrap around the rear to provide a mysterious profile. As an example of potential personalization, the concept is equipped with a flat, panorama roof that features a random, barcode-like pattern that can be seen on the exterior and from the interior.

The rear features LED taillights that echo the shape of the headlights. To complete the package, the rear bumper has an integrated fog and back up light on the left and exhaust on the right.

Inside, the Hako is accented with orange and metallic detailing that exudes a modern environment with entertainment possibilities. The front and rear seats are covered with urethane and rubber-like upholstery for easy cleaning. The contemporary front bucket seats flow to the floor and incorporate a geometric design on the seatback. The seats are separated by a center console that features a large storage crevice for storing magazines, cell phones, and other small items. Two cockpit-like rear seats also share a storage crevice.

The orange driver’s seat has a gaming theme. Instrumentation and warning lights cascade from the art inspired instrument panel to the steering wheel. The shifter, located on the center console, resembles a large joystick. On the steering wheel is a simple button to start the engine and a track-ball type control for the Hako’s entertainment system located on the passenger dash. The entertainment system consists of two video monitor screens mounted on the dash for radio, video, and music capabilities. Users can upload their videos and music through a Bluetooth® connection. The front passenger controls the system using a large rollerball mounted on the center of the dash. A black seat differentiates the front passenger area.


Video monitors located on each door and on each side of the rear seating area project distorted fish-eye images from orange filtered cameras mounted beneath the A-pillars. While the vehicle is parked the driver and passenger can edit the scenes captured by the cameras to show their friends where they have been and perhaps even post the clip online for others to see.

“As you know, polarizing style fits in well with our lineup,” said Hollis. “And of course we love a good box. We’ll listen to the feedback from this concept to help us determine how our brand could evolve and grow over the next five years.”

SCION HAKO COUPE CONCEPT VEHICLE PRELIMINARY SPECIFICATIONS

DIMENSIONS (inches)

Overall Length: 145.7

Overall Width: 68.1 without side mirrors

74.0 including side mirrors

Overall Height: 57.5

Wheelbase: 94.5

Ground clearance: 4.0

Wheels: 18-inch alloy wheels

Tire Size: 225/45 R18

Seating Capacity: 4

How to find a way out of the difficult situation?

Practically all people are satisfied with their life which s great. You do not even think that you can experience different help of professional lawyers who can suggest the only way out of the problem.

Only imagine that you can get into a car accident when you were just crossing the street and you were hit by the car. Of course you first desire will be to get medical help in the nearest hospital. But after that you can think about compensation done to your health. In this case it would be better to contact car injury attorney who can help to win your case in the course. These Minneapolis lawyers will collect all the evidences and find the witnesses who can help to get a compensation for the injury which you got because of the car accident. One of the advantages of such law firm is that you do not have to pay anything before they win your case in the court which is great because you have to spend money on rehabilitation at the hospital. So you see that lawyers can help to find the way out of your problems if it happens to you.

Why do people prefer custom cars

Many people are not satisfied with the present state. Of course there are a lot of modifications of modern car which can suit every desire of every customer. But it is always sad to have the same car as you neighbor.

In is case car customization is way out. There is not need to buy cars which cost hundreds of thousands of dollar. People can make custom cars from their present one just adding some useful details which make it look different. For example, there is always a possibility to add car body kits which can be even offered by your car producers. All these will make people like your car and respect the driver which is sometimes more important then money. Also you can change your interior by adding special car interior accessories which give you a possibility not only to personalize your car but make you feel more comfortable when you are driving in the streets. For example, you can order special seat covers which can be made of different material to match the overall design of you car interior. These seat covers can prevent from such diseases as back pain or something like that. So you see why people prefer custom car.

Scion xD Review

Introduction Scion xD

The 2008 Scion xD replaces the Toyota division's cute, efficient xA. Introduced four years ago, the xA was a popular subcompact. Scion's grand plan is to offer new models frequently, so it was time for the xA to go. While the xD is all new, shoppers can think of it as the second generation of the xA. In spirit and execution, it remains essentially the same: A small, efficient, relatively inexpensive four-door hatchback aimed at young, stylish buyers.

The new xD has a boxier roofline and more bulbous hood. We think it has lost some of the distinctiveness of the xA, but the xD can be dressed up into a unique, good-looking car, and that remains part of the Scion plan. The new xD is designed for easy personalization, and Scion offers dozens of dealer-installed parts, starting with an array of custom wheels.


On paper, the Scion xD has the right stuff. It has a longer wheelbase and wider track yet virtually the same overall length as the xA; that means shorter overhangs for a sportier appearance suggesting more agile handling. With a 1.8-liter engine making 128 horsepower and 125 pound-feet of torque, the xD is substantially more powerful than the 1.5-liter xA model it replaces (by 20 hp). The new xD's engine also benefits from the latest version of Toyota's VVT-i, or variable valve timing, technology for strong power and good fuel economy.

The xD comes well equipped, with air conditioning, a high-watt Pioneer stereo and a full complement of power accessories.

The xD sets the class benchmark for safety equipment. Front, side and curtain-style airbags are standard, as is a sophisticated anti-lock brake system. The xD is available with optional electronic stability control, which isn't even offered on most cars in its class.

In some respects, however, the xD falls short of the xA it replaces. The xD is heavier than the xA, by 300 pounds, so acceleration is diminished, particularly with the automatic transmission. Also, EPA-estimated fuel economy ratings are poorer, but that's complicated by the EPA's new testing methods for 2008 models which degrade on paper fuel economy for most cars. The xD is rated at 27/33 mpg City/Highway with the manual transmission. And despite its slightly larger exterior dimensions, the xD provides less interior space than the old xA did, and less than key competitors such as the Honda Fit. The xD's interior loses 1.5 cubic feet of volume overall, and a significant four inches of rear legroom.

The good news is that the Scion xD is a roomy little car, with lots of headroom and comfortable space for four medium-size adults. The new rear seat is particularly handy. It reclines, slides fore and aft to maximize passenger or cargo room, or quickly folds totally flat, creating an excellent cargo space measuring a maximum 35.7 cubic feet.

The xD's overall performance is spry. Ride quality is acceptable in most circumstances, and while it isn't the sportiest performer in its class, it can be fun to drive. We recommend the five-speed manual transmission, because the weakest link in the xD package is the optional automatic. It's a conventional four-speed and, with the XD's free-revving engine, it feels like it needs more gears.

Model Lineup

The 2008 Scion xD comes with a 1.8-liter four-cylinder engine and a choice of five-speed manual ($14,550) or four-speed automatic ($15,350) transmission.

Standard equipment includes cloth upholstery, air conditioning, power windows, door locks and mirrors, remote keyless entry, tilt steering wheel with audio controls, first-aid kit, a 60-40 reclining, sliding and flat-folding rear seat, 16-inch steel wheels and a 160-watt, six-speaker Pioneer sound system wired for MP3, iPod and satellite radio.

Vehicle Stability Control ($650) is optional, and more than 40 dealer-installed accessories developed by Scion are available, including a plug-and-play navigation system ($1,950), Sirius or XM satellite radio ($449), a remote starter ($529), 16-inch alloy wheels ($795), and a cargo cover ($259). Speed and style parts are available from TRD (Toyota Racing Development). And aftermarket suppliers are supporting the Scion xD with a wide range of products, ranging from an supercharger to carbon-fiber body trim.

Safety features include dual-stage front airbags, front passenger side-impact airbags and curtain-style head protection airbags front and rear. A tire-pressure monitor is standard. Active safety features include anti-lock brakes with Electronic Brake-force Distribution and Brake Assist. As noted, VSC electronic stability control with traction control is optional, but many competitors in this class, including the Honda Fit, do not offer electronic stability control.
Source: auto.yahoo.uk

A collection of rare cars photo

    Rare BMW
















In Russia you even nowadays can meet very rare BMWs.

I like the one down there:

Rare Bugatti Found In A Barn:

I usually hear these "found in a barn" stories when it comes to art but it happens with rare cars too. A rare 1937 Bugatti Type 57S Atalante was found in the barn of Dr. Harold Carr. The car is one of a limited run of 17 examples, and a quarter of them are housed in a museum in rural France. This one went missing half a century ago before ending up in Dr. Carr's garage. The car will be auctioned off in Paris on February 7 as part of the Bonhams Retromobile sale. The estimated value has been listed as high as £6 million (about $8.8 million). The car has an odometer reading of just 26,284. Since it has been garaged for so long it is in need of some restoration but it will be a true find for a lucky collector.

           Delahaye:

       













Mercedes 300 Pope:

     










1982 Bernardi:

  














  A 1925 Rolly Royce Phantom :

                                        

Unique Concept Car – Venturi Volage

This unique car was first shown to the public in 2008 at the exhibition “Mondial de l’Automobile”. This isn’t the first electric car of the French company Venturi – in 2004 the company introduced the concept of auto Fetish. Venturi Volage – is not just another concept car with a beautiful design. This is totally new vision of the car of the future.



Together with “Michelin” in this 2-seater roadster was used innovative technologies “Michelin Active Wheel”. This technology provides for the absence of the basic engine as is common in all cars, but the presence of two electric motors in each of the four wheels. An electric motor at each wheel is responsible for the movement of the car, the second provides a suspension. “Michelin Active Wheel” allows you to get a very light (1100 kg) wheel drive vehicle with an automatic adjustable suspension and high speed characteristics (acceleration to 100 km/h – in less than 5 seconds!). The absence of the engine itself allowed to radically revise the vision of design. As chief designer “Venturi” Sacha Lakic confessed “The engines in the wheel, gave me the opportunity to make a very particular design. I used this technology to justify the styling, but also, one could say the opposite is true.”

How the new approach in the development of cars pay off remains to be seen. Small-scale production Venturi Volage is planned in 2012. At the moment the car is being tested and finalized.

Skoda Superb lives up to title

Introduction

With a name like Superb, Skoda's biggest saloon is going to have be pretty special. This third-generation model does a reasonably decent job living up to that moniker, with more space than ever, a beautifully finished interior and a decent driving experience. If only it looked a little bit more distinctive, as among its rivals it falls into the rather forgettable category.

What are its rivals?

If you're looking at a Superb then it's likely you'll have looked at the mainstream saloon and hatchback offerings from numerous firms. Think Ford Mondeo, Vauxhall's new Insignia, the Citroen C5, Peugeot 407, Renault Laguna and, hell, even its cousin the Volkswagen's Passat along with a host of Japanese alternatives. The Superb solves the problem of producing both a hatchback and a saloon model, Skoda engineering a system called 'Twindoor' that allows you to choose from either a hatchback opening or a saloon one. Neat, admittedly, but perhaps a solution to a question nobody asked?

How does it drive?

The Superb is huge, but it belies its size on the road. The 2.0-litre turbodiesel here is the 168bhp common-rail version, giving the big Skoda plenty of punch. Lower output 1.9 and 2.0-litre turbodiesels are also offered, but they use Volkswagen's old Pumpe Duse technology and lack this 2.0-litre common-rail's refinement.

The steering is decently weighted and although it's not a car that's likely to be hustled down a country road the Superb does a rather fine job with neat body control, precise steering and a neutral, balanced stance. Where it really majors though is on comfort, the Superb doing a good impression of a car in the premium class above with its big-car feel and comfort.
Courtesy ukcars.yahoo.com

Car and Auto Forum

American automobile Automotive Chrysler Message Board manufacturer that has been producing automobiles since 1925 and from 1914 under the Dodge name. From 1998 to 2007, Chrysler and its subsidiaries were part of the German based DaimlerChrysler (now Daimler AG). Prior to 1998, Chrysler Corporation traded under the "C" symbol on the NYSE. Under DaimlerChrysler, the company was named "DaimlerChrysler Motors Company LLC", with its U.S. operations generally referred to as the "Chrysler Group".

On May 14, 2007 DaimlerChrysler AG announced the sale of 80.1% of Chrysler Group to American private equity firm Cerberus Capital Management, L.P., Chrysler's Founding Forum although Daimler continues to hold a 19.9% stake. It is then that the company gained its current name. The deal was finalized on August 3, 2007.

On August 6, 2007, after the announcement 2008 Chrysler Town & Country Community of the spin-off to Cerberus, the Chrysler LLC, or "The New Chrysler", unveiled a new company logo and launched its new website with a variation of the previously used Pentastar logo. Robert Nardelli also became Chairman and CEO of Chrysler under the ownership of Cerberus.

The BMW 123d

Article by Shane O' Donoghue
Source: uk.cars.yahoo.com

Arrived: Dec 2007
List price (including options): £30,835
Average economy: 39.7mpg

The BMW 123d Coupé has been rather busy in its last month with us. The very last journey was its longest yet, as the 123d was enlisted to drive three of us (and our camping gear) to Le Mans for the annual 24-hour epic. The trip itself was fairly epic; never mind the race. Starting out in Dublin with a gleaming car and a full tank of diesel, I boarded the fast Irish Ferries craft to Holyhead. Two hours later the nose of the BMW was pointed towards Birmingham to pick up the first of my passengers, then onto Luton Airport before hightailing it to Folkestone to catch the Eurotunnel to Calais.

Incredibly, we didn't need to top up with diesel until about a hundred miles south of Calais, and even then it was for fear of having to deal with closed fuel stations at night. We eventually rolled into our campsite at about 1am, which was no time to have to put up a tent...

We're loving the -

Range. Despite carrying three 'well-fed' lads and all their camping accoutrements, the 123d managed nearly 450 miles on that single tank of fuel. Given that we were 'pressing on' for much of our journey, the average fuel consumption is pretty impressive too.

Along with the fuel economy and range, the Coupé attracted praise for how surprisingly large its boot is and even in M Sport guise was exceedingly comfortable on France's excellent motorway network.

But not so impressed by -

The lack of cruise control. We spent hours and hours at a high-speed cruise on the motorway and my right leg and knee were aching by the end of the weekend from holding the throttle at a constant angle. It's also too easy to let your speed creep up in these circumstances, especially given the mid-range urge of the 123d's twin-turbo engine and that's not a good idea on the Autoroutes around Le Mans, as the Gendarmes patrol for speeding Brits with real vigour.

We're looking forward to -

Well, there's nothing more to look forward to with this car unfortunately, as BMW has cruelly taken it from us - not before we gave the Coupé a thorough valet first though, to remove all trace of the Le Mans weekend from it...

My next steed is VW's parsimonious Polo BlueMotion. I already know that it won't be as much to drive in the traditional sense as the BMW, but with diesel prices escalating out of control, it's perhaps no bad thing to be driving a car that requires so few fuel stops. Anyway, there's fun to be had in watching the instantaneous economy read out and eking out those extra miles per gallon. More on that soon.

Auto Insurance and Leasing

When leasing a car, it’s easier to stick with the same company for your auto insurance. What you don’t know, however, is that you may end up paying too much for your coverage and it’s better to look elsewhere for lower rates.

When you lease, the vehicle that you will drive belongs to the leasing company. They want to make sure that their investment is covered in the event the vehicle gets damaged, totalled or stolen. They typically want to get covered for the difference between what your auto-insurer pays and your outstanding leasing obligations at the time of the accident or damage. This is called GAP, short for Guaranteed Auto Protection, and is usually included in the leasing contract.
If your leasing company is called BMW Financial Services, Chrysler Financial or any other finance division of an automaker, then chances are your GAP insurance will be offered by the same lease company. You are under no obligation to accept GAP insurance included as part of
your lease agreement. Why pay an insurance premium if you could get the same coverage for a lower price? Invest some time shopping by comparing quotes from other insurance companies, including your existing one. Ask for discounts that you already qualify for and adjust your coverage accordingly.

ZENN prices previously announced preliminary short form prospectus financing

ZENN Motor Company Inc has entered into an agency agreement with Paradigm Capital Inc. and Cannacord Capital Corporation in respect of the best efforts offering of common shares contemplated by the Corporation's preliminary short form prospectus dated May 7, 2008. Under the terms of the agency agreement, the Corporation will offer up to 3,735,000 common shares at a price of $3.75 common share for gross proceeds to the Corporation of up to $14,006,250.

The Agents have been granted an over-allotment option for a period of 30 days following the closing of the offering to arrange for the sale of up to 325,000 Common Shares sold under the offering at $3.75 for total additional proceeds of up to $1,218,750.

The Corporation anticipates filing a final prospectus in respect of the offering on May 23, 2008 with closing expected to occur on or about May 30, 2008.

The Corporation intends to use the net proceeds of the offering to fund working capital and general corporate purposes, including engineering and new product development, market development for new and existing offerings, strategic partnerships, joint ventures, acquisitions or investments should the appropriate opportunities arise.

Headquartered in Toronto, Canada, ZENN Motor Company is dedicated to being the global leader in producing zero emission transportation solutions for markets around the world. Our current ZENN car is the perfect vehicle for urban commuters, fleets (such as resorts, gated communities, airports, college and business campuses, municipalities, parks and more), the environmentally conscious driver, and consumers who just want to save money.

The ZENN is a fully electric low speed vehicle (LSV) with European styling and appointments that offers customers tremendous operational cost savings compared to a vehicle powered by an internal combustion engine. The ZENN is sold through a growing network of retailers across the United States.
Source:infibeam.com

Hyundai Genesis coupe

Hyundai hopes the new Genesis coupe
sports car will provide performance and
looks to compete with the famous pony car, and on paper it looks like a close
fight. These latest images give us details and angles not seen before. The
power source for the Tiburon replacement is still up in the air, but
speculation runs from a 2.0L turbocharged mill for the base model - to start
under $20,000 - to a 300hp 3.8L V6 mid-range variant to a range-topping ‘Tau’
V8 producing as much as 380hp. Optional accoutrement are rumored to include a
limited slip differential and Brembo brakes. Aside from some obvious
concessions to practicality - the heavily louvred carbon fiber hood is gone,
for example - the production car looks to stick remarkably close to the
concept’s lines, right down to the funky rear window notch. The side rear
brakes duct is gone, and the front intake/air dam area is tamed a bit, but
overall the car provides a very aggressive and sleek demeanor due to its
wheels and tires. The
Mustang’s blocky retro looks are aging, and the Genesis may be just the thing
younger buyers are looking for. Hyundai’s performance coupe is not to be
confused with the luxury sedan of the same name - they share some design cues
and possibly some engines, but little else is the same. The large, luxurious
sedan will be priced well above the coupe, and though performance should be
swift with the 368hp 4.6L V8 under the hood, it is being pitched as a

BMW 7-series or Mercedes E-class fighter,not a sports sedan.

New Materia Car

With its striking looks and spacious interior the Materia offers style and practicality.

A split, folding, reclining and sliding rear seat means that the accommodation is flexible enough to meet all your needs – be it luggage space or more leg room for those rear seat passengers.

Standard equipment includes air conditioning, alloy wheels, CD Tuner with 6 speakers, rear parking sensors, electric mirrors and head turning looks.

Whatever your hobby, whatever the task, you'll be amazed at how the Materia swallows up luggage, golf bags, picnic baskets and even surf boards with ease.

A 1.5 litre engine guarantees lively performance with economy giving 39.2 mpg (manual transmission) on the Combined Cycle with a 0 – 62 mph acceleration time of 10.8 seconds.

With its striking looks and spacious interior the Materia offers style and practicality.

A split, folding, reclining and sliding rear seat means that the accommodation is flexible enough to meet all your needs – be it luggage space or more leg room for those rear seat passengers.

Standard equipment includes air conditioning, alloy wheels, CD Tuner with 6 speakers, rear parking sensors, electric mirrors and head turning looks.

Whatever your hobby, whatever the task, you'll be amazed at how the Materia swallows up luggage, golf bags, picnic baskets and even surf boards with ease.

A 1.5 litre engine guarantees lively performance with economy giving 39.2 mpg (manual transmission) on the Combined Cycle with a 0 – 62 mph acceleration time of 10.8 seconds.

New C3 Pluriel Car

Released in May 2003, the C3 Pluriel stands out with its inimitable exterior and interior styling and its panoramic roof. Like the C3 and C2, it sports a new dashboard with a modern and refined design that confirms the vehicle’s place at the top of the supermini segment. Furthermore, all versions of the C3 Pluriel now come with the unique dark-grey interior design scheme (Tramontane) for the upper parts of the vehicle, including the inside of the sunroof, the wood trim on the arches, and the upholstery on the windscreen pillar and cross-members. These additions help to enhance the stylish look of the passenger compartment.

The C3 Pluriel comes with a range of different trims and interior design schemes. One features seats in leisure “3D” fabric and another focuses on leather, bringing elegance and comfort to the passenger compartment. The Aluminium pack, combined with the "Leather" pack and available with all exterior colours, sets off the exterior styling with aluminium-grey door handles and arches, bumper strips and side mouldings.

New C4 Picasso Car

Following the successful launch of the Grand C4 Picasso (7-seater) visiospace, Citroën is continuing to extend its MPV range with the launch in first-quarter 2007 of its second visiospace, the uniquely styled C4 Picasso (5-seater).

As with its saloon models, the Marque has created a real range of MPVs with differentiated design and specifications. The range now includes the compact MPVs, Xsara Picasso, C4 Picasso and Grand C4 Picasso, together with the large MPV, the C8.

Citroën is the only manufacturer to market three compact MPVs, each with its distinctive personality and styling.

With its dynamic, assertive and unique styling, together with its dimensions (4.47 m long, 1.83 m wide and 1.66 m high), road performance, and innovative visiospace features, the C4 Picasso fits naturally into Citroën’s compact MPV range between the Xsara Picasso and the Grand C4 Picasso.

New 2008 Chrysler 300C CRD Car

Saint-Genis, France - It's always nice to get a gift from your rich German uncle.

Mercedes-Benz has handed off a 215-hp, turbocharged and intercooled, 3.0-liter diesel V-6 to the Chrysler Group, which has stuffed it under the hood of the 300 sedan. With 376 lb-ft of torque, just 11 lb-ft less than the 5.7-liter Hemi V-8, this engine propels the 300 to62 mph in 7.6 seconds, only 1.2 seconds slower than the Hemi. And it returns an average of 29 mpg when cruising at 80 mph. Unfortunately, the 300C CRD (common-rail diesel) isn't offered in America.Since few drivers employ maximum-acceleration takeoffs in daily driving, you really don't notice the difference between the 3.0-liter turbo-diesel and the 5.7-liter Hemi most of the time. The diesel's abundant torque, available from idle, means that the car always feels lively. The 300C CRD's top speed is 141 mph, but we stayed at legal speeds except for a few uphill autoroute stretches, where the big sedan easily rocketed to 120 mph before we backed off. Fuel consumption was 27 mpg--city, highway, and uphill sprints combined--whereas we averaged only 19 mpg during our year with a Four Seasons Hemi-powered 300C. Not surprisingly, European-market sales of the 300 have risen sharply since the diesel became available. The CRD is markedly faster and more agreeable to drive than 300s with the anemic, unrefined 2.7- and 3.5-liter gasoline V-6s (the thirsty Hemi simply is not a reasonable choice for Europeans), and it is by far the cheapest to run in the range. It is also truly satisfying to drive. Chrysler now offers the Mercedes diesel in the U.S.-market Jeep Grand Cherokee, but Americans should also be offered the 300C CRD. When low-sulphur diesel fuel and the latest wave of emissions controls arrive in the States, people will be seriously surprised by just how good diesels have become while they weren't looking.

New Chrysler 300

It's hard to know whether Chrysler's gamble of building an unashamedly old-fashioned, American-style sedan-big inside and out, rear-wheel drive, with the option of a honking V-8-will get buyers flocking into its showrooms, but the 300 is pretty sweet. Driving around Palm Springs in a 300C equipped with the bodacious 5.7-liter Hemi V-8 seemed appropriate, because this artificial oasis a couple of hours east of Los Angeles, with its endless golf courses and stylish mid-century architecture, reflects more of the optimism of the immediate postwar era than almost any other place in the United States. From the high-set driving position to the rumble of the V-8, the 300C is a throwback to the time when big was better, bigger was best, and no one had heard of Toyota.

American cars used to look distinctive, drive distinctively, and offer more for less. Sometime between the late 1960s and now, the ineptness (and arrogance) of the domestic auto industry, an oil crisis that was manna to import automakers, and changing consumer tastes led the major domestic automakers to build ersatz import cars rather than American ones.

The 300, though, actually looks like an American car. At 196.8 inches long and 74.1 inches wide, it's large enough to make the Mercedes-Benz E500 we brought along for comparative purposes seem like a waif. The 300 looks very distinctive on the road, glamorous even, with its baby Bentley proportions, lead-sled chop top, and showy details. If there's any American car that's going to appeal to the rap pack, this is it. In fact, 50 Cent already has shot a video with a 300C, tricked out with the 22-inch wheels that seem to be a prerequisite for hip-hop acceptability.

The confident exterior is matched by a stylish interior. Chrysler has made a quantum improvement in the quality of the bits you touch, even if they aren't always up to Lexus standards. In many cases, the materials are better than those used by the Japanese competition, with soft-touch surfaces as opposed to hard plastics, for instance. The design is very attractive, with great-looking gauges and chrome accents everywhere, and the tortoiseshell finish on the C's steering wheel, shifter, and door handles is delightful. Just like the outside, the interior is massive-similar in size to the BMW 745i, believe it or not. Headroom, shoulder room, and legroom are not only superior to mid-size cars' but are comparable to those of short-wheelbase luxury cars such as the Jaguar XJ8 and the Infiniti Q45.

When it comes to trim, the base 300 ($23,595) has cloth upholstery, a power driver's seat, and a tilt/telescoping steering wheel; leather is standard on the 300 Touring ($27,395). The 300 Limited ($29,890) adds heated seats, a power passenger seat, dual-zone climate control, and one-touch front windows. The 300C ($32,995) gets a power tilt/ telescoping steering wheel, rain-sensing wipers, and a 288-watt stereo as standard. Options include a navigation system, power-adjustable pedals, xenon headlamps, a 380-watt sound system, and a power sunroof.

The big news for people who enjoy driving is that the 300 is rear- (or all-) wheel drive. Chrysler has spent years telling people about the traction advantages of its front-wheel-drive cars, but now the company has reversed course and is spinning the virtues of traction and stability control systems like crazy. (Traction control and ESP are optional on the base 300 and standard on the other models.)

New 2005 Chrysler Town amp Country - IntelliChoice

The realities of teenagers and clients are getting in the way of your mid-life crisis plans. You need something roomy and safe. But you're not dead yet, so you want a little driving excitement and flair in a car that's not going to cost you your collection of Thriller-era Michael Jackson-worn gloves.

We examined three of the newest and best full-size family cars under $30,000 through our speed-obsessed lenses. We tested well-optioned cars: the Chrysler 300 Touring, the Ford Five Hundred Limited, and the Toyota Avalon Touring. The Chrysler and the Toyota Touring packages were mid-level offerings for the models, while the Limited was the top trim option currently offered on the Five Hundred. Despite that, the Ford sported the least expensive as-tested price at $27,390 as delivered, with only front-side and side-curtain air bags chosen as options. The Chrysler came in next at $28,865, which included a power moonroof and Sirius Satellite Radio. Our Avalon wore a $30,669 sticker price and was optioned with an anti-theft system, a power moonroof, a six-disc in-dash CD changer, and carpeted floor and trunk mats. Factor in the incentives currently offered on domestic cars, though, and the transaction prices of the Chrysler and Ford models undercut the Toyota even more. Overall, we found the Chrysler and Ford entrants much improved since their most recent marque predecessors (the LHS and the Crown Victoria, respectively), but they're not yet on even ground with the Toyota from a quality standpoint.

From the OutsideThe exterior of the Chrysler is the most interesting of the bunch, and based on the sales success of the car, we're not the only ones who think it looks cool. We chose the 300's V-8-engined brother--the 300C--as our Automobile of the Year for 2005, and the extroverted looks and presence of the car influenced our choice. Styling-wise, the 300 makes the most confident and bold statement of this group, and we appreciate that.

The Five Hundred and the Avalon have inoffensive (read: boring) appearances that may make them popular with less-adventurous buyers. We find their conservative approaches largely uninspiring, however. The Avalon had a bit of coolness to its jagged rear-end lines and graphite-colored wheels, but our interest peaked there. Ford has begun offering meaner grille inserts for the Five Hundred to help add some flavor to the over-rounded shape, but it still falls short of distinction in our eyes.

Looking InAll of these cars feature ample interior and cargo space for four adults and a good chunk of their gear. Each car seats five, but quarters might be a bit too tight for three full-size folks in the back seat during longer trips. All three sedans boast similarly roomy measurements for head and leg room in the front and rear seats; the back seats in each car could qualify as approved make-out territory for high schoolers, no doubt to the chagrin of their parents.The 300's cool exterior styling unfortunately causes the inside to have some shortcomings. Even with the large sunroof and competitively sized cabin, the interior often feels dark and small as a result of its smallish windows and consequently limited visibility, especially through the short rear window. The darkness can't hide the Chrysler's poor-fitting trim pieces and mediocre materials less attractive than those in the other cars. A perfect example is the down-market center-stack trim piece, which is covered with a chintzy (compared with the Ford and the Toyota) interpretation of Cyclone fencing. The seats, however, are probably the weakest part of the Chrysler's interior, as they are covered in an unattractive and slippery vinyl-like surface and felt a bit over-firm during lengthy drives.

New Alfa Sportwagon Car

Alfa Sportwagon condenses all the best qualities of the Alfa 156 into a new concept: the sporting station wagon. Lots of space that can be organized rationally, together with engines offering tremendous performance and great driving pleasure. And one look is enough to see that the Sportwagon’s style is beyond dispute.

Driving pleasure in total safety. This is the essence of driving according to Alfa Romeo. A unique sensation perfectly encapsulated in the new Alfa 156, a car which makes driving sheer pleasure, in total safety and comfort. A car as beautiful to look at as it is to drive. The impact of the new Alfa 156 hits all five senses. Sight, drawn in by the Giugiaro-designed elegant, sporty contours. Hearing, ready to react to the unmistakable resonance of an Alfa engine. Touch, in the encounter with fabrics and materials which create new sensations every time.

And the scent of speed and the taste of the unbeatable flavour of performance with total control. All that is missing is your sixth sense, to make the new Alfa 156 an even more unique experience. The unmistakable touch of Italian style, the most sophisticated mechanicals, engines beyond compare, painstaking research into all the materials and the utmost attention to detail: the Alfa 156 is all of this and more. Because Alfa Romeo represents the definitive combination of driving pleasure and safety.

Right from the start the new Alfa 156 conveys its unique personality with seductively elegant styling and a consummate sense of balance. The result is a car which will captivate with a racier, stylised front, with its new radiator and the line of the bonnet highlighting the lighting cluster which combines sophistication and power for trouble-free night driving.

The bumper blends in seamlessly with the rest of the car, gracefully underlining its compact perfection. The aesthetics that continue, through the new 15", 16" and 17" alloy wheel, towards the rear. The tail of the car, with its spacious boot, highlights the historic Alfa Romeo emblem: symbol of motoring and design excellence which over the years has become an art form applied to the highest levels of technology, styling and driving safety.

Sixteen body colors. Three, including the classic Alfa Red, are pastel shades, eleven are metallic colors including the new Moonlight Blue, Stromboli Gray and Brooklands Green, and two iridescent colors: Cloud Blue and Cloud White.

Alfa GT

A perfect balance of passion and rationality, emotion and safety, style and versatility: Alfa GT, the coupé that offers maximum driving pleasure with all the elegance and comfort of a saloon with exceptionally generous interior space. A car that makes dreams come true. Engines that deploy superlative automotive technology to deliver searing performance, fuel economy and unparalleled flexibility, also in city traffic. Internal trim featuring high prestige materials with the hallmark of elegance and livability. A compact, aggressive styling that embodies all of Alfa Romeo's unmatched sporting tradition.

Renault Megane II Car 2008

To Americans, Renault is synonymous with bad quality and lousy reliability. These days, however, la Regie is responsible for some stylish and thoroughly well engineered cars, which are as reliable as anything on the European market and nicely screwed together, too.Whatever one thinks of the exterior of the Megane II hatchback—and we rather like the formal proportions to the hindquarters that remind us of a 1920s limousine—the interior is superbly wrought. Indeed, the soft-touch plastics that swathe the dashboard and center console and even surround the window lifts and door pulls are up to Volkswagen standards and make most of the small cars on sale here, whether from Japanese or domestic manufacturers, look decidedly cheesy. Sure, we were driving the upscale Privilege trim level, which costs the equivalent of $20,000 without the British sales tax of 17.5 percent, but all Meganes have the same elegant interior architecture and high grade materials. There's some suitably quirky Frenchness, too, with a flat card taking the place of a key: slot it into a hole in the center console and then hit the Start/Stop button to get going.

The Megane is sold with 1.4-, 1.6- and 2.0-liter gasoline engines as well as 1.5- and 1.9-liter common-rail diesels. The diesels are the nicest to drive, with the 1.9-liter four making 118 horsepower and an amazing 221 pound-feet of torque at an equally astonishing 2000 rpm. All that low-down lugging power ensures the Megane 1.9dCi covers ground remarkably swiftly, aided by a very sweet six-speed manual. Top speed is 122 mph, 0-62 mph is claimed to take 10.5 seconds, and real-world overtaking is remarkably easy. The engine is super smooth and quiet, too: We'd reckon that nine out of ten Americans wouldn't be able to tell what type of engine this is. Better still, in a place where fuel costs $5 a gallon, real world fuel economy of around 40 miles per (U.S.) gallon makes a huge amount of sense.

It's not all good. The Megane is a great highway cruiser, but once the road starts twisting and the surface starts breaking up, the car's MacPherson strut front and rear torsion beam suspension can't quite cope. The car tends to float too much over crests and suffers from lateral motions on bumpy back roads, while the steering is a touch inert. The chassis is competent and the car can be hustled rapidly and safely, but it's hardly inspirational.

Would the Megane catch on in the States? In Privilege form—with power locks and windows, steering column radio controls, automatic air, et cetera—it costs about the same as a well equipped VW Jetta or Golf. It isn't any more entertaining to drive, but is more stylish inside and out and would be a great freeway ride or city commuter. Whether anyone at Renault really wants to try out the American market again is a moot point-and with Nissan doing so well, why bother? What we really like about the Megane, though, is that its design team, led by the underrated Patrick Le Quement, has really managed to come up with a distinctly national style in a way that the multicultural design teams at other major makers-GM and Ford in the U.S. among them-have failed to do.

New Renault Sport Clio V6 Car

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Lyon, France - Imagine a widebody Dodge Neon coupe. Mid-engined. Rear-wheel drive. No longer powered by a humble four-cylinder but by a V-6 borrowed from the 300M. Get the picture? That's essentially the transformation Renault's Clio econo-hatch has undergone at the hands of Renault Sport and Tom Walkinshaw Racing (TWR). The result is the awesome Clio V6, son of the Renault 5 Turbo 2 and Renault's newest racer for the road.

The Clio V6 comes together at TWR's facility in Uddevalla, Sweden, where serious structural reinforcements are required before an engine can be planted in the middle of the car. While they are at it, the Anglo-Scandinavian welding artists stretch the wheelbase and widen the track, front and rear. The suspension is also all new. Up front are damper struts and lower wishbones, with longitudinal and transverse links at the back, abetted by compact spring and damper units. Thick anti-roll bars and four large vented disc brakes complete the chassis setup. Although the doors and fenders are composite, the Clio V6 still tips the scales at a sumo-esque 2955 pounds.

Like its charismatic predecessor, the genetically manipulated Clio does not share many items with its mass-production siblings. Under the hood, where lesser Clios have their engine and transmission, the Clio V6 has a black plastic tray that serves as a bonsai cargo hold. The engine instead looms large behind the front seats. Although sealed off by a well-insulated clamshell capsule, the 24-valve V-6 is still every bit as audible as an angry mother-in-law riding shotgun. Mounted east-west, the 3.0-liter engine, which produces 230 horsepower and 221 pound-feet of torque, is mated to an extremely long-legged six-speed manual transmission. With the exception of anti-lock brakes, there are no electronic watchdogs to aid traction or to sort out any handling imbalance. On grippy tarmac, the wild-looking Renault will accelerate from 0 to 62 mph in 6.4 seconds. The top speed is an even more impressive 147 mph, although it takes a long time to get there. Fuel economy? About 16 mpg.

Visually, the Clio V6 is an absolute treat. The designers created a much more sensuous and sculptured body with prominent lateral air intakes, a massive front spoiler, flared front and rear fenders, sills that are now almost too wide to step over, multi-lens headlamps with xenon bulbs, and a busy rear bumper that incorporates two rectangular breathing gills and a pair of enormous tailpipes. The alloy wheels are shod with well-filling Michelin Pilot Sport SX tires--205/50ZR-17 front and 235/45ZR-17 rear.

Inside, however, the mid-engined Clio is definitely more Renault than Sport. The plasticky dashboard is almost unchanged, and the build quality is more in line with a $15,000 runabout than with a $34,000 hot hatch. Strong points include the comfortable and generously adjustable seats, the conveniently tall shift lever, and the perfectly spaced drilled metal pedals.

Ready for a blast around the block? Then brace yourself for some serious initial understeer. Directional stability can be best described as sporadic, and at-the-limit handling is a take-your-heart-in-your-hands experience. Power oversteer is the essence of this car's character, but you need to plant your right foot quite early to unstick the rear tires, and, occasionally, it helps to point the nose toward the apex of a turn even before you can see it. What can really throw you on winding roads is the extra-wide turning circle and the steering's lack of lock, both of which must be blamed on serious front-end packaging constraints. On the credit side, the Clio V6 deserves full marks for a set of powerful disc brakes and for its intoxicating drivetrain, which is smooth, torquey, responsive, and unexpectedly refined.

Renault Sport and TWR will build no more than 5000 Clio V6s through September 2003. Since orders already exceed the limited supply, the cars are being allocated to preregistered customers via an Internet raffle.

Perhaps DaimlerChrysler should consider a similarly tricked-out Neon. After all, such a car works wonders for the corporate image--and for the adrenaline flow of its lucky owners.

New 2008 Porsche 911 GT3 Track Experience Car

As journalists, we're accustomed to hearing well thought out, carefully planned marketing spin from expertly trained PR professionals. And we're usually very good at ignoring it. We smile at the nice PR rep, grab the keys, and formulate our own opinion.

Porsche reps don't give us lines of BS, though - their company is one of precious few that sell their cars based on engineering merit, not marketing slogans. So when Porsche product reps speak, we listen. And when they say that the GT3 is the closest thing to a race car you can get for the street, they ain't kidding.

We all know that the 911 is the quintessential sports car. You've heard us say it over and over again. It's an everyday supercar. It's rewarding, capable, yadda, yadda, yadda.

Well, I've just driven the 911 GT3 on the track, and to hell with everyday cars. To hell with supercars. In fact, to hell with my own personal 911. By comparison, the GT3 makes it (and just about every other car on the planet) feel like a softly sprung Buick Roadmaster.

I've driven open-wheel cars with less communicative steering. I've driven race cars whose engine sounded only a fraction as testosterone-laden as a GT3's. But I have never, ever driven a car that likes to dance like the GT3.

The GT3's handling is so fluid it could win Dancing With the Stars. Its engine sings so powerfully that it could win American Idol. And it's so down-to-business that it would win The Apprentice in one episode.

Luckily, my drive didn't end disastrously. But unlucky for me, I got to drive the GT3 in the first session in the morning at Barber Motorsports Park, a track I had never before driven. As I became more familiar with the track in successive sessions - in a Cayman, a Boxster S, a 911 Targa 4S, and finally a 911 Turbo - my lap times got faster and faster.

On the track, its 415-hp, 3.6-liter flat-six pulls to its 8400-rpm redline, gear after gear, with such smoothness you can't believe it's not butter. And with such immediacy that you can't believe it's not turbocharged. Cornering grip is blackout-inducing, thanks in part to the Michelin Pilot Sport Cup tires, but even still, there is no body roll. None - not even during tank-slapper slides that would send ordinary 911s into orbit. A little opposite lock and some carefully applied throttle will pull you through, as if the GT3 were a go-kart.

With that said, the GT3 is a neutrally balanced race car, which means that oversteer is always one little mistake away. For an experienced racecar driver, it's a tool to help turn the car. For an inexperienced driver, it could be disastrous, especially because Porsche Stability Control isn't an option on the GT3.

But not once - not for a second - did I smile the way I did while driving the GT3. Not even when the Turbo's monstrous boost slingshot me out of second-gear corners. The Marketing Guys might tell me that the Turbo is the flagship of the 911 lineup, that it's almost as fast as the GT3 around a track, and that it makes a better daily driver. But on the track, there is simply no contest.

I'm ruined for life; I might never enjoy driving another car on the track again. The GT3 is that good. And that's definitely no line of marketing BS.

DBS

Truly great luxury sports cars are few and far between. In a world where innovation is all too often hampered by compromise, pure performance is a rarity available only to the genuinely discerning. Designed as the ultimate driving experience, the Aston Martin DBS bridges the gap between road and track – DB9 and DBR9. Equally at home on a twisting mountain circuit as on the open road, the DBS is a true thoroughbred.

The Aston Martin DBS is a 6.0-litre V12 powered, race-bred, two-seater shaped by the aerodynamic demands of high performance, with an exquisite interior that marries beautifully hand-finished materials with the very latest in performance technology. A combination of elegant design, innovative manufacturing processes, race-derived materials and components and Aston Martin’s unrivalled hand-build expertise makes the DBS a luxury sports car without equal.

New Alfa 147 3 doors

Elegant and sophisticated, metropolitan and sporty.

The new Alfa 147 epitomizes the best in Alfa Romeo’s tradition and a new way of living on the move.
Fully refurbished and enriched with new accoutrements, the new Alfa 147 stands out for its compact, slender lines.
Its bold profile, with a low grille and new elongated headlamps, defined by lines steeply slanted towards the shield, unveils the muscle and the dynamic quality of this model, whose design expresses a firmer grip on the road and unparalleled stability. Every detail of the rear section of the new Alfa 147 is an eye catcher, combining elegance with sportiness.
The rear handles blend so smoothly into the car body, they almost go unnoticed in the five-door version.
The headlamps, with a longer, more triangular shape, convey a new impression of strength. Even the tailgate looks smarter, with its exclusive light clusters and newly acquired chromed mouldings.

New Review 2005 Nissan Pathfinder

All-new for 2005, the third-generation Pathfinder has grown larger and more capable while morphing back from unit-body to its original body-on-frame configuration. Built on a scaled-down version of Nissan's rugged F-Alpha truck chassis employed by the Titan, the new Pathfinder nets 6.2 inches more wheelbase--to 112.2--over the compact model it replaces, plus gains a fully independent suspension like its full-size kin, the Armada. Available in XE, SE, SE Off-Road (Rancho shock absorbers, Hill Descent/Start Assist controls, bespoke wheels/tires/suspension, skidplates), and LE trim, and 2WD or 4WD, all share a common 4.0-liter V-6 engine and offer standard seating for seven.

The Pathfinder's angular lines, bold front brightwork, stepped-out rear bumper, and reverse-kick C-pillar reinforce family ties with the Armada, while prominent fender flares, short overhangs, and standard roof rack and
running boards emphasize its "adventurous" attitude. The XE, SE, and SE Off-Road have 16-inch alloy wheels wrapped in 245/75, 265/70 and 265/75 all-terrain tires, respectively, while the lightweight 17-inch rims on LE models carry 265/65 all-season rubber.

Nicely finished, easily accessible, and generously equipped, the Pathfinder displays numerous design cues also seen in its equally new Frontier and Xterra stablemates. The most obvious is the dash, replete with legible instruments and finger-friendly audio and climate controls. Standards include a full array of power assists, air conditioning (dual-zone auto with rear controls is LE standard/SE optional), cruise control, six-speaker AM/FM/CD sound system, keyless remote entry, tire pressure monitor, and privacy glass, with the LE swapping cloth trim for leather. Smaller items can be stowed in a dual-door glovebox with lockable compartment, open and covered console bins, or door pockets--with bottle holders up front. Further convenience features include four cupholders, four 12V powerpoints, and 12 tie-down hooks.

While total cabin space is up by 27 percent, its utility varies. Hip, leg, shoulder, and cargo room have grown far more meaningfully than the marginal gains in headroom; and taller riders may still find low overhead an issue, even without the available power sunroof. The front buckets are comfortable, but their lower cushions are on the short side and lateral support is modest. An

eight-way driver's seat is power activated in all but the XE, and the LE adds four-way power to the fold-flat passenger perch, plus front seat heaters. The buckets also get active head restraints that help prevent whiplash injuries.

One tier back, the 40/20/40 second-row bench also offers easy entry/exit, although its firmish, flatish, and shortish seat elements look best in comparison to those of the third-row seat. Even with Nissan's tip-and-flip feature, accessing that kid-scaled 50/50 split bench is cumbersome. However, each side folds completely flat at the tug of a lever, increasing cargo space from 16.1 cu ft to a healthy 49.2 cu ft. While dropping the second-row involves one additional, albeit small, step, doing so creates a cavernous 79.2 cu ft of free space. Another nice touch is the Pathfinder's large rear hatch, with a pop-up glass element that adds even greater flexibility.

New 2005 Nissan Frontier

The new Frontier is more stylish than the outgoing model. It is also bigger, with a 9.8-inch-longer wheelbase, sizing it more like a Dodge Dakota than a traditional mid-size pickup. Like most of Nissan's new trucks, it uses a derivative of the F-Alpha platform that underpins the Titan and the Armada, and it has an available 4.0-liter DOHC V-6 engine mated to either a five-speed automatic or a six-speed manual transmission. Those who are (truly) budget-conscious can buy a King
Cab model with an in-line four-cylinder engine. As before, King and Crew Cab variants are available, along with a shift-on-the-fly all-wheel-drive system. Niceties include a factory-fitted spray-in bedliner and a track bed tie-down system.

ON SALE: December 2004PRICE: $14,500 (est.)ENGINES: 150-hp, 2.5-liter I-4; 250-hp, 4.0-liter V-6BOTTOM LINE: As subtle as a flying brick.

New 2007 Mercedes-Benz SLK350

The Porsche Boxster and the BMW Z4 are about to get their comeuppance. Later this year, at some multilane intersection somewhere in these United States, an unsuspecting Boxster S driver is going to glance into the next lane and see a 2005 Mercedes-Benz SLK, its new, 3.5-liter, 24-valve V-6 burbling under the newly sculpted hood. The Porsche owner, accustomed to treating SLKs with the contempt usually reserved for a buzzing fly, will regard the new Benz with only casual and condescending interest. But then he will notice the SLK driver's look of keen anticipation, and suddenly it will dawn on him that, laughable as it may seem, his precious Porsche is being invited to participate in the latest round of the world's longest race, the stoplight grand prix. With an SLK! A car that for years has been the wimpiest, girliest little German roadster this side of an Audi TT. Wouldn't it be cool to be at that intersection and see that Porsche driver's face the first time a 2005 Mercedes-Benz SLK350 smokes his butt into yesterday?

OK, we might be
stretching a bit. Mercedes estimates a 0-to-60-mph time of 5.5 seconds for the new SLK350, which is at least fully competitive with the Boxster S and the Z4, if not literally fast enough to beat them. The little Merc is no longer an effete, poseur mall crawler; and no longer is its retractable hard top its principal virtue. It's now a real, honest-to-Hans sports car, and it finally looks like one, too.

The SLK's transformation started with its body and chassis, seriously weak and flabby in the outgoing car. On paper, the improvements are expressed as 46 percent greater torsional rigidity and a nearly 20 percent increase in bending stiffness, partly the results of a body shell made from a new cocktail of high-tensile steel, aluminum, and magnesium, with a few garnishes of fiber-reinforced plastic. On the road, progress is measured by a chatty chassis that incessantly tells the driver what's going on under those four Pirelli P Zero contact patches. For anyone who has spent time in the first SLK, pushing the new car over a challenging road will be a revelation. It feels, sounds, and acts like a thoroughbred.

The SLK's stiffer body cradles improved suspension, steering, and brakes, as well as a new powertrain. The previous control-arm front suspension has been replaced by a strut-type design, which provides well-snubbed damping and good ride comfort. Rack-and-pinion steering replaces the recirculating-ball format. The SLK doesn't match the Boxster's steering feel and feedback, but it's on par with the Z4 and far surpasses the TT. In the mountain switchbacks of Mallorca, where we had to keep decelerating for hundreds of professional cyclists grinding up hillsides in preparation for the Tour de France, the powerful brakes never faded.

We have few fond memories of the original SLK's supercharged, 185-horsepower, 2.3-liter four-cylinder engine, which delivered reasonable performance but always sounded as if it had a bad cold. That problem was addressed originally by the introduction in 2001 of the optional 215-horsepower, 3.2-liter V-6 and then in 2002 with the SLK32 AMG's supercharged, 349-horsepower V-6. Yet no matter how much power was speaking up from under the hood, the SLK's complaisant chassis was, unfortunately, dominating the conversation. For 2005, Mercedes ditches the raspy blown four altogether, and we doubt any tears will be shed over the loss.

New Acura TSX

When we heard that Acura would be launching another four-cylinder front-wheel-drive sedan, we couldn't help but ask why. Our cortexes fizzled at the repetitive notion of yet another high-revving Euro fighter from Honda, and when we heard that this new car, the TSX, would be but a tweaked version of the European and Japanese Accords, our tiny skulls nearly shattered from disbelief. Two Accords? Neither of them rear-wheel-drive? We wondered why Acura--the last of the Japanese upscale manufacturers to dispatch two cars to this overcrowded category--couldn't resist the pull of the segment-fragmentation chipper-shredder.

But "Why?" turns out to be the wrong question. Better to ask "When?" and "How much?" and "What took you so long?" Drive the TSX, and all doubts evaporate. The new sedan is easily the finest in the Acura range and a credible rival to Audi's A4, Mercedes-Benz's C-class, and, yes, even BMW's 3-series. These cars were catching a lot of upwardly mobile ex-Accord, and -RSX owners who felt they had no
Acura to buy, calling attention to the phantom void in Acura's lineup. "We felt we needed something smaller to go up against the Europeans, to bridge the gap between the RSX and the TL," says Acura product planner Jay Joseph.

The TSX uses tricks from both. It has a refined and enlarged version of the RSX's i-VTEC four-cylinder, and it cribs from the TL its chic interior, double-wishbone/multi-link suspension, and shocking value equation. The leather-clad TSX's only options are a navigation system and the choice of a six-speed manual or a five-speed automatic transmission.

We drove the navi-equipped, six-speed TSX. After an easy familiarization with the mini-home theater between the front seats (it has an eight-inch screen), we tore up the Pacific Coast Highway to Mulholland Drive. During slow driving, the car's clutch takeup and shifter efforts seemed a bit flimsy--out of sync with the strong, self-centered steering, the firm ride, and the robust brake-pedal feel. Issues of control harmony straightened out with a few carefully administered doses of speed. When the TSX is driven quickly, its chassis has an anticipatory quality that only the best and most driver-oriented sedans share; the car places itself on the road. Grip from the Michelins was astounding, forcing us to recheck mid-flight to ensure that the standard Vehicle Stability Assist had been well and truly garroted. Precise responses from the broadly powerful engine and drive-by-wire throttle resulted in briefly errant, quickly recalled rear-tire paths.

Control and restraint are key TSX themes. Its interior has a taut, dynamic edginess, as if it belonged to an Accord that had been through six weeks of basic training. The exterior, too, is drum-tight and high-toned, yet this may not have been what Acura was going for. Joseph said that people buy the cars in this class for emotional reasons, then pointed to the at-best-compulsive/at-worst-anonymous styling as one of these. We wondered what he'd been freebasing and where we might score some.

But it may be just as well that the TSX isn't an overt piece of draftsmanship. It needn't be in order to sell the mere 15,000 units per year Acura is intending. Besides, in the long run, stealth works best, especially when you're on Mulholland and you spot a 3-series up ahead.

Take Care of Your Oil

A vehicle that performs at it's peak will realize the best fuel economy. If something interferes with peak performance it will decrease gas economy and will cause you to use more gas and spend more money. For that reason proper management of the oil in your engine is a critical component of good fuel economy.

You need to make scheduled oil changes a priority in maintaining your car. Following the auto producers oil change recommendations is a major component of keeping your car running at its peak and keeping your gasoline economy at its best.

The purpose of the oil in your vehicle is to prevent metal- to-metal contact of engine parts by lubricating its moving parts, thereby minimizing friction and carrying away excess heat. All of those attributes create better gasoline efficiency.

Motor oil also removes dirt, metal shavings and other impurities from the engine and captures them in the oil filter. You can pay a severe penalty for neglecting engine oil, possibly even needing to replace the engine itself. Keeping track of your last oil change will save you money at the gas pump and decrease your fuel consumption.

The interval between oil changes is very important. It is important to following the car makers maintenance schedule. If the manual says to change the oil every three months do it. If the manual says to change the oil every three thousand miles do it. When oil is left in an engine too long, it becomes saturated with the very dirt and impurities it is supposed to remove. Once the oil is saturated it will be less efficient in doing its job. Your car's performance will decline and your fuel economy will get worse.

Another facet of proper oil care is to make sure that you are using the right grade of oil. You should use the grade of oil recommended in your owner's manual. The fuel efficiency of the engine can improve as much as 2 percent versus using the wrong grade oil especially when starting in cold weather.

Using the wrong grade of oil may cause your car to run poorly as the weather changes. The wrong grade will get thick and heavy in cold weather. Oil that is too thick and heavy requires the engine to work harder because the thick and heavy oil's resistance is greater. The harder the engine works the more gasoline it will use. The wrong grade of oil can cost you 1 to 2 percent of your gas economy.

If you use, for example, 10W-40 motor oil in an engine designed to use 5W-40 it can lower your gas mileage as much as the two percent mentioned earlier. In addition if something goes wrong with your car, and the manufacturer can show you used the wrong oil, it could void your warranty.

Many drivers make the mistake of procrastinating in getting the oil changed. The more a driver puts off changing the oil the worse the fuel economy will be. Using the proper grade and changing the oil on time will help you get better gas economy.

New 2009 Toyota Venza

Say what you will about small cars, alternative-fuel powertrains, and fuel economy, all of which will be front of mind for auto company executives and journalists attending the 2008 Detroit auto show. For Ford, the most important launch at the 2008 Detroit auto show is the heavily revised 2009 F-150 pickup truck, which is bigger and bolder than ever.

The F-series pickup is far and away the most crucial vehicle in Ford's lineup, selling hundreds of thousands more units each year than any other Ford vehicle. It has been the bestselling vehicle from any manufacturer for more than two decades. Yet there are serious cracks in the foundation of the F-series' sales dominance, as sales dropped some 13 percent in 2007, from a total of 796,039 units in the 2006 calendar year to 690,589 units in the 2007 calendar year. Nearly 700,000 units is still a huge result, but the loss of more than 100,000 unit sales hit Ford's balance sheet hard. Very hard.

The new 2009 F-150 rides to the rescue and will attempt to fend off a new challenge from the all-new Dodge Ram and last year's new Chevy Silverado and Toyota Tundra. The 2009 Ford F-150 takes its styling cues from the F-series Super Duty pickup, adhering to what Ford designers call a "Modern Tough" design aesthetic. "We learn from our customers," says Patrick Schiavone, the F-series chief designer. They've told us that "a truck needs to be tough. You cannot make it too tough for me." So, the new F-150 has a bigger grille, with chrome girders that are similar to those in the Super Duty. The big fender badge, according to Schiavone, "is meant to look like it's milled from a solid piece of steel." Grooves in the taillights that also run across the tailgate evoke 1960s and 1970s Ford trucks. The little flip at the top of the tailgate is there both to help aerodynamics and for looks.

Sitting side-by-side with the outgoing 2008 F-series, the new 2009 Ford F-150 indeed looks much bigger, tougher, and more substantial, and it will certainly appeal to those who purchase trucks as a reflection of their perceived masculinity or lack thereof. The Crew Cab model is a whopping six inches longer than before, with all of the additional length incorporated between the A- and B-pillars, in the front doors. Ride height is up about an inch, too, in response to dealers, who are asked by many consumers to install lift kits in the current truck. The increased height, length, and squared-off body combine to make the truck appear even bigger and more imposing.

What's interesting is that, even as the F-150's exterior has morphed into the automotive equivalent of muscle-bound actor Vin Diesel, its cabin has become as stylized as Jude Law's wardrobe. The outgoing F-150 already ran the gamut from basic work truck to on-the-town luxury ride in the form of both the luxurious Lariat model and the sumptuous King Ranch. Both of those trim levels return for 2009, as do XLT and others, but they're joined by a new, super-premium trim level called Platinum. "The F-series design studio has been dying to do the Platinum," enthuses Schiavone. "It's all about the big city. No two-tone paint. Twenty-inch polished wheels, not chrome. Big swathes of real aluminum trim, and black and brown materials derived from the fashion world. You see black and brown in BMWs and Rolls-Royces. We did not want tan." Indeed, the Platinum interior would do most any luxury sedan proud, and the instrument panel is very handsome. It's clear that the Platinum will effectively take the place of the Lincoln Mark LT pickup, which has not been very successful.