For some people, it's not just about the look, and it's not always about the drive. For some people, it's about both! That is where the Subaru Legacy PZEV Sedan comes into play. People who would like the Subaru Legacy PZEV Sedan are the same people that know that it's not just about the destination, it's about the drive to the destination.The 2009 Subaru Legacy PZEV Sedan is one of those cars
Overview
To the untrained eye it's hard to tell the difference between the new Seat Exeo and the current Audi A4. The front and rear light clusters and, of course, the badge give the game away.
With this in mind the ordinary family saloon buyer looking to cut costs may consider the Exeo a wise choice. Indeed, the 2.0 TDI PS Sport we tested costs £19,230 whereas the equivalent Audi A4 TDI retails at £23,425 - over £4,000 more expensive.
This car, however, is based on the previous-generation A4, first built in 2001. It's not a cynical rebadging exercise, though: Seat has taken the trouble of changing 30% of the parts.
It's not a direct rival to the current A4 anyway - it's taking on the likes of the Ford Mondeo and the Vauxhall Insignia, and it's hard not to be seduced by the thought that you are getting Audi quality for Seat money. Prices start at £17,735 for the generously equipped entry-level Exeo and that's pretty competitive when you compare it the base-spec Mondeo which starts at just over £17,390. It's here the Exeo starts to make sense.
The Exeo uses the new generation of Volkswagen engines so it's not been short-changed. The old noisy, lethargic and unrefined pumpe duse diesel engines makes way for a torquey 2.0-litre common-rail engine and there's also a smooth-revving 2.0-litre in the line-up. So are you really getting Audi quality at Mondeo money? Read on to find out.
With this in mind the ordinary family saloon buyer looking to cut costs may consider the Exeo a wise choice. Indeed, the 2.0 TDI PS Sport we tested costs £19,230 whereas the equivalent Audi A4 TDI retails at £23,425 - over £4,000 more expensive.
This car, however, is based on the previous-generation A4, first built in 2001. It's not a cynical rebadging exercise, though: Seat has taken the trouble of changing 30% of the parts.
It's not a direct rival to the current A4 anyway - it's taking on the likes of the Ford Mondeo and the Vauxhall Insignia, and it's hard not to be seduced by the thought that you are getting Audi quality for Seat money. Prices start at £17,735 for the generously equipped entry-level Exeo and that's pretty competitive when you compare it the base-spec Mondeo which starts at just over £17,390. It's here the Exeo starts to make sense.
The Exeo uses the new generation of Volkswagen engines so it's not been short-changed. The old noisy, lethargic and unrefined pumpe duse diesel engines makes way for a torquey 2.0-litre common-rail engine and there's also a smooth-revving 2.0-litre in the line-up. So are you really getting Audi quality at Mondeo money? Read on to find out.
Reliability and Quality
The previous-generation Audi A4 was a pretty solid car, so we think it's fair to assume your shiny new Exeo will stay bolted together for years to come. The cabin is of a decent quality but we did get a rather annoying rattle from the alloy trim on the gearlever.
The mechanicals and exterior quality should stand the test of time if customer satisfaction surveys are a guide. In the 2008 JD Power Survey the A4 finished 20th out of 100 models - not bad- but Seat finished 21st out of 28 brands - not particularly good. Still, we think the A4 result gives a more accurate picture for the Exeo.
The mechanicals and exterior quality should stand the test of time if customer satisfaction surveys are a guide. In the 2008 JD Power Survey the A4 finished 20th out of 100 models - not bad- but Seat finished 21st out of 28 brands - not particularly good. Still, we think the A4 result gives a more accurate picture for the Exeo.
On the road
There are three engines on offer with the Seat Exeo: a 2.0-litre 140bhp common-rail diesel, a 170bhp diesel and a 197bhp turbocharged 2.0-litre petrol.
We tested the 140bhp diesel and came away extremely impressed with the low-down pull - the maximum torque of 236lb-ft is delivered as low as 1,750rpm, ideal for A-road cruising and more than adequate for town driving. It will take you from 0-62mph in 9.2 seconds and then all the way up to a top speed of 133mph and that's on par with a similar powered Ford Mondeo and even a BMW 3-Series.
The 170bhp does 0-60mph in 8.4 seconds with a top speed of 142mph and the petrol will complete the benchmark sprint in 7.3 seconds and top out at 149mph.
Handling-wise the Exeo is pretty predictable: dynamically it's not in the same league as the Mondeo and 3-Series, but it's acceptable and you'd have to be a picky travelling salesman to start complaining to the fleet manager about it. Turn in and the car will respond nicely - it's not prone to too much body lean because the springs are rather firm. But it feels safe and secure and it's only when you are charging into a corner that you'll start to experience any levels of understeer.
The old A4's steering didn't feel particularly precise but the new Servotronic power has helped things on the Exeo. There's a bit more weight now to give you more confidence behind the wheel.
The brakes have a nice progressive feel but the gearchange is fractionally notchy at times, particularly if you are going down from third to second.
We tested the 140bhp diesel and came away extremely impressed with the low-down pull - the maximum torque of 236lb-ft is delivered as low as 1,750rpm, ideal for A-road cruising and more than adequate for town driving. It will take you from 0-62mph in 9.2 seconds and then all the way up to a top speed of 133mph and that's on par with a similar powered Ford Mondeo and even a BMW 3-Series.
The 170bhp does 0-60mph in 8.4 seconds with a top speed of 142mph and the petrol will complete the benchmark sprint in 7.3 seconds and top out at 149mph.
Handling-wise the Exeo is pretty predictable: dynamically it's not in the same league as the Mondeo and 3-Series, but it's acceptable and you'd have to be a picky travelling salesman to start complaining to the fleet manager about it. Turn in and the car will respond nicely - it's not prone to too much body lean because the springs are rather firm. But it feels safe and secure and it's only when you are charging into a corner that you'll start to experience any levels of understeer.
The old A4's steering didn't feel particularly precise but the new Servotronic power has helped things on the Exeo. There's a bit more weight now to give you more confidence behind the wheel.
The brakes have a nice progressive feel but the gearchange is fractionally notchy at times, particularly if you are going down from third to second.
Safety and Security
The 2001 Audi A4 secured 4 stars out of 5 for adult occupant protection and 1 star out of 4 for pedestrian safety in the Euro NCAP crash tests. That's not too shabby for a 2001 car but the game has moved on and there are now better-performing four-doors out there including the BMW 3-Series, Ford Mondeo and Vauxhall Insignia.
Stability control with electronic brake assist is standard as are front, side, and passenger airbags. Front active head restraints are also standard-fit.
An alarm and immobiliser are also included on the Seat Exeo's standard equipment list.
Stability control with electronic brake assist is standard as are front, side, and passenger airbags. Front active head restraints are also standard-fit.
An alarm and immobiliser are also included on the Seat Exeo's standard equipment list.
Running Costs
Thankfully the VW group diesels are refined and frugal. Official fuel consumption for the 140bhp version is 51.4mpg and that compares well with rivals. The 170bhp diesel returns 48.7mpg and the petrol 36.7mpg. Emissions levels are reasonable: the lower-powered diesel emits 143g/km of carbon dioxide which will put you in the Band F for road tax. The 170bhp emits 153g/km (Band G) and the petrol 179g/km (Band I).
Insurance will be affordable since the diesel models in groups 12 and 13. A group 14 rating for the high-powered petrol version should keep premiums low.
You won't pay a king's ransom if you choose the Exeo as a company car: Benefit-in-Kind rates are pegged at 19 % for the 140bhp diesel, 21% for the 170bhp diesel and a very affordable 23% for the petrol model.
Insurance will be affordable since the diesel models in groups 12 and 13. A group 14 rating for the high-powered petrol version should keep premiums low.
You won't pay a king's ransom if you choose the Exeo as a company car: Benefit-in-Kind rates are pegged at 19 % for the 140bhp diesel, 21% for the 170bhp diesel and a very affordable 23% for the petrol model.
Comfort and Equipment
The benefits of having an Audi A4 as a base are obvious as soon as you step inside the Exeo - this is probably the best cabin of any Seat. All the controls and switches respond with a satisfying thunk and the layout is no-nonsense and logical. All the materials look and feel decent and the addition of chrome on the rotary dials and the more aesthetically pleasing chromed circular vents offering an overall feeling of quality.
Fire up the Exeo and there's a slight sense of disappointment. The common rail diesel engine is noisy and rumbly, which is especially tiresome when you're pootling around town. It does settle down once you get up to motorway speeds, though.
The ride, although fidgety at times, is compliant and nicely balanced to give you reasonable comfort levels when cruising. The driving position is a little low but the seats are comfy and there's plenty of legroom and headroom available in the front and the back. Wind and road noise is well contained.
You can fold the rear seats down to get more space from the 460-litre boot. We stuck three golf bags in there with no problem with two rear seats folded down.
Base models get stability control, cruise control, electric windows and mirrors, split-folding rear seats, CD player and climate control.
Fire up the Exeo and there's a slight sense of disappointment. The common rail diesel engine is noisy and rumbly, which is especially tiresome when you're pootling around town. It does settle down once you get up to motorway speeds, though.
The ride, although fidgety at times, is compliant and nicely balanced to give you reasonable comfort levels when cruising. The driving position is a little low but the seats are comfy and there's plenty of legroom and headroom available in the front and the back. Wind and road noise is well contained.
You can fold the rear seats down to get more space from the 460-litre boot. We stuck three golf bags in there with no problem with two rear seats folded down.
Base models get stability control, cruise control, electric windows and mirrors, split-folding rear seats, CD player and climate control.
Used Value
Used prices for the Exeo are unlikely to be in the same league as the current Audi A4, but Seat still performs pretty well in the second-hand market.
The 140bhp 2.0-litre diesel will be the pick of the bunch and we expect it to retain between 38-40% of its original value after three years/36,000 miles. That trumps the 2.0-litre diesel Ford Mondeo's 35% residual value.
The 140bhp 2.0-litre diesel will be the pick of the bunch and we expect it to retain between 38-40% of its original value after three years/36,000 miles. That trumps the 2.0-litre diesel Ford Mondeo's 35% residual value.
Detroit may be in the doldrums, but Shanghai is swinging: the Chinese motor industry is growing rapidly, investing in design expertise and preparing to have a significant global impact in coming years.
And besides the domestic manufacturers, who are producing ever-more interesting concepts, the established European and Western car-makers are finding that they can't afford to ignore China, where new-car sales are rising exponentially. Here's the low-down on the most important cars of this year's Shanghai Auto Show.
Bertone Mantide
Based on the 620bhp Corvette ZR1, the insectile Mantide (Italian for 'praying mantis') is a one-off, road-legal creation from the Stile Bertone studio for a private client.
Designer Jason Castriota - the man behind the one-off Pininfarina P4/5 - says it's inspired by jet-fighter aircraft, and its fuselage-type body, butterfly-opening doors and canopy certainly make it look ready to fly away.
Though the underpinnings are Corvette, the extra-aerodynamic Mantide is some 100kg lighter, thanks to its carbon fibre bodyshell and interior - which help it to 217mph and 0-60mph in less than 3.5 seconds. Downforce is 30% better than that of the Corvette, thankfully.
Buick Business Concept
Chinese buyers love GM's Buick brand - they see it as the epitome of American luxury - and the Business Concept MPV is suitably kitted out with armchair-type seats, plush burgundy and cream suede upholstery and carpets, and high-tech LED displays.
The work of the GM-SAIC Pan-Asia joint research and development facility, it incorporates traditional Chinese patterns in its trim, and evokes Chinese crystal sculptures in its headlight design. It shares its hardware with the Chevrolet Orlando and thus also the upcoming new Vauxhall Zafira, and also previews a next-generation GM hybrid powertrain.
Source:http://www.channel4.com
The new 3.0-litre diesel is the pick of the Jaguar XF range. How can it not be? It's relatively low on emissions, it'll return 42mpg and the 271bhp version sprints from 0 to 62mph in just 6.4 seconds and then all the way up to a limited 155mph.
So why bother with a thirsty V8? The new £49,900 5.0-litre is also limited to 155mph, only beats the diesel to the 62mph benchmark by only 0.6s but can't come close to matching the 3.0-litre's fuel consumption managing a distinctly unimpressive 25.2mpg.
Factor in an additional £5,700 premium and the 380bhp 5.0 looks like an unnecessary luxury - until you consider the price of the XFR. At £10k less than the high performance XF, the 5.0-litre offers a lot of bang for your bucks.
Source:http://www.channel4.com
We last drove the Ralliart Sportback as a pre-production car and even then it was shaping up to be a good compromise for someone who can't stretch to an Evo.
The prototypes had their flaws, though. The Ralliart's auto 'box blunted the 237bhp 2.0-litre turbo's performance, while others complained that Mitsubishi had gone too far in softening the Ralliart to make it palatable for the Golf GTI buyers and the like.
Mitsubishi listened and got to work. The finished Ralliart still sprints to 62mph in 7.1 seconds, but now boasts better gear ratios. Even more significantly, engineers have found the 'box is strong enough to take the full 253lb-ft of torque without the need for the pre-production car's torque limiter on first gear, promising for harder acceleration.
If that's not enough, the brakes have been boosted, suspension tweaked and it's competitively priced from £21,649 - that's £7,000 cheaper than the cheapest Lancer Evo and about £1,300 cheaper than the five-door Golf GTI.
So has Mitsubishi succeeded in providing an appetising cut-price alternative to one of the fastest, most accomplished four-door saloons ever made? Read on to find out.
Source:http://www.channel4.com
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Like many other Web sites, http://automotiveindustries.blogspot.com/ makes use of log files. The information inside the log files includes internet protocol ( IP ) addresses, type of browser, Internet Service Provider ( ISP ), date/time stamp, referring/exit pages, and number of clicks to analyze trends, administer the site, track user’s movement around the site, and gather demographic information. IP addresses, and other such information are not linked to any information that is personally identifiable.
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Two turbochargers, two more gears: The BMW 760i leads the V-12 game now, which is making world debut at the 2009 Shanghai Auto Show.
Each country makes its specific contribution to automotive greatness: Germany, for example, has the autobahn, where unlimited speed still rules. But with gasoline prices approaching the equivalent of $7.50 a gallon and more, it's no wonder that fuel-sipping technologies such as BMW's "efficient dynamics" are all the rage. This is where other markets, such as the U.S. or Asia, come in. They don't have much to offer in terms of high-speed, long-distance cruising, but thanks to status-conscious customers, ultra-powerful V-12 engines are in sufficient demand to warrant constant updates.
Huffing and Puffing
"We need a V-12 mainly for Asian and American customers," confirms a BMW engineer. And so, the Shanghai auto show will see BMW launch a new V-12 version of the new-for-2009 7-series. The 2010 760i and the long-wheelbase 760Li are powered by an all-aluminum, direct-injected 6.0-liter V-12, which, unlike its 439-hp predecessor, is force-fed by two turbochargers. The two compressors are placed in a conventional manner outside the cylinder banks, each feeding six cylinders. Output for the new engine is 536 hp at 5250 rpm, while 553 lb-ft of torque is available from as low as 1500 rpm.
BMW says the engine is an all-new design, but we can't help noticing that it retains the same displacement of its predecessor, which in turn is related to the 6.7-liter, naturally aspirated V-12 in the Rolls-Royce Phantom. A compression ratio of 10.0:1 is high for a turbocharged engine, but is manageable due to the cooling effect of injecting fuel directly into the combustion chambers. A 6.6-liter version of the new V-12 with up to 600 hp also is expected to make its way under the hood of the Phantom’s upcoming little brother, which will go on sale next year and was previewed by the 200EX concept at the Geneva auto show in March.
Transferring the power to the rear wheels is a ZF-sourced eight-speed automatic transmission. This gearbox, which also will be featured in the upcoming 2010 Audi A8, can skip through its ratios while engaging only one clutch mechanism, shortening shift times and allowing for multiple-gear downshifts. Additionally, it is configurable for hybrid-electric operation, which BMW will employ on several upcoming models, including the 7-series.
Movin’ the Metal
Twin-turbocharging catapults the biggest Bimmer into another league. Despite its considerable mass, 62 mph comes up in 4.6 seconds, BMW says, while fuel consumption is 18 mpg in the European cycle, which we believe is a tad unrealistic. The 760i also is ULEV II-rated in the U.S., but we are even more impressed by the flaps in the exhaust system, which BMW promises will let the normally silent V-12 sing when you apply sufficient pressure to the throttle.
We are also impressed by the fact that the model designation accurately reflects the vehicle’s engine displacement—something of a rarity in BMW's lineup, as well as Mercedes-Benz’s. Speaking of which, the new 760i should be a closer match for the Mercedes S600, which makes only 510 hp from its twin-turbocharged, 5.5-liter V-12 and in our hands has sprinted to 60 mph in 4.2 seconds. The top-level S65 AMG, however, remains in the lineup and is rated at 604 hp. Given BMW’s newfound openness to M-badged SUVs, though, a future M7 doesn’t seem like such a stretch.
Executive Status
The 760i comes with or offers every gadget currently available on lesser 7-series models, including standard electronic dampers, stability control, and front and rear air suspensions with a self-leveling function in the rear. Active steering and anti-roll bars are optional, as are safety nannies such as night vision, lane-departure warning, adaptive headlights, and active cruise control with stop-and-go capability.
While we don't have pricing yet, we expect the 760i will command a hefty premium over V-8 750i models, which start at $82,125. And to inform neighbors of your taste for luxury and power, the 760i’s somewhat obtrusive fender badge—common to all 7-series—bears a V-12 moniker, while chrome strips accent the quad exhaust pipes and the lower front bumper. The front kidney grilles also get larger chrome surrounds, with other unique touches including special 19-inch wheels, a nappa leather-lined instrument panel, and an Alcantara headliner.
It may not make much of an effort to save the world, but we can't wait to get the new 760 on an open stretch of autobahn and celebrate the result of all that multi-cultural input.
Working on the theory that saving fuel is most important in the vehicles that consume the most, General Motors has introduced the GMC Sierra and Chevrolet Silverado hybrid pickup trucks.
Already out in Yukon and Tahoe SUVs, the two-mode hybrid was developed in a joint venture with Chrysler and BMW. The idea came about as a scaled-down version of GM’s hybrid bus drive train and is especially well-suited to vehicles that need some towing and hauling capability.
The system is distinct from most other hybrid systems because it can automatically run on straight mechanical power as well as pure electric or a combination of the two.
Based on the reengineered Sierra and Silverado pickups that debuted in 2007, the hybrids look the same as the crew cab versions of the base trucks with the exception of some hybrid badges, optional hybrid graphics and a standard tonneau cover that helps out aerodynamics.
The battery pack is underneath the rear seat, and the hybrid drive unit is about the same size as the transmission it replaces. It contains two compact electric motors (one reverses field to generate power) and four mechanical gears.
The two-mode hybrid system sees the most advantage in city driving, so GM planned an all-city driving route as the first demonstration for the press.
Starting off in a four-wheel-drive Sierra rated at 20 mpg n in both city and highway driving, I clocked an indicated average of 22.3 mpg over approximately 75 minutes of driving.
The small print in the EPA ratings do say 16 to 24 mpg is the “expected range for most drivers.” I was driving conservatively, but not to the extent of holding up traffic. My driving partner for the day nearly duplicated my efforts on the return trip with a 22 average mpg reading.
Like other hybrids, the engine shuts off when the vehicle is stopped so as not to idle unnecessarily.
When you start moving again, the hybrid pickups are capable of driving up to a stated 30 mph on electric power alone. The gasoline engine starts up automatically and seamlessly when it is needed.
As I had experienced previously in a GMC Yukon hybrid, it was difficult to start moving at a normal rate without the engine kicking in.
However, once it was rolling with a steady throttle input, the engine would turn off and we were able to run up to around 28 mph on electric power for a quarter mile or so at a time. Above that, engine power would do the driving duties.
Ideally, at the 35 mph cruising speeds we were getting, the truck would run on hybrid power, a combination of gas engine and electric drive, but this seemed hard to maintain unless we were on a longer stretch at steady speed.
When you back off the accelerator and coast, the batteries start recharging. The 6.0-liter V-8 engine will also automatically cruise in four-cylinder mode for extra fuel savings.
Next, two Sierra and Silverado hybrids were hooked to trailers and others were loaded with 800 pounds in their beds. We took a drive towing a 5,400-pound Sea Ray boat with inertia brakes on the trailer.
The hybrid was able to pull the boat in electric mode up to 15 mph. When briskly accelerating from a stop, the hybrid felt especially potent.
I asked lead development engineer John Turzewski what was the hybrid drive’s equivalent to first gear.
“You have infinite gear ratios,” he said “The 6.0-liter will do zero-to-60 in 8.4 seconds, plus you get the additional assist of the electric motors, which is instantaneous.”
In that regard, the hybrid might even be better for towing than a conventional truck, not to mention more fuel efficient. The short towing test loop resulted in a quite respectable indicated 15 mpg.
The Silverado and Sierra hybrids do deliver as promised, and the hybrid drive functions in a silent, seamless manner. However, their advantage can only be used to its full potential in a fairly narrow set of circumstances.
Extensive city driving, perhaps as a delivery truck or a longer stop-and-go commute are some areas where the hybrids would excel in efficiency.
On short trips, especially in cold weather, you won’t see any savings over a similar gas-only pickup with cylinder deactivation, as the engine must be fully warmed up before the hybrid drive starts functioning.
Yukon and Tahoe hybrid SUVs hit the market last year only fully loaded at upper-end sticker prices; GM has made the price of admission for the pickups more affordable with a decently equipped package starting at $38,995, including destination.
Probably not low enough to save money in the long run at today’s gas prices, but it’s still a compelling product and an impressive engineering achievement.
Already out in Yukon and Tahoe SUVs, the two-mode hybrid was developed in a joint venture with Chrysler and BMW. The idea came about as a scaled-down version of GM’s hybrid bus drive train and is especially well-suited to vehicles that need some towing and hauling capability.
The system is distinct from most other hybrid systems because it can automatically run on straight mechanical power as well as pure electric or a combination of the two.
Based on the reengineered Sierra and Silverado pickups that debuted in 2007, the hybrids look the same as the crew cab versions of the base trucks with the exception of some hybrid badges, optional hybrid graphics and a standard tonneau cover that helps out aerodynamics.
The battery pack is underneath the rear seat, and the hybrid drive unit is about the same size as the transmission it replaces. It contains two compact electric motors (one reverses field to generate power) and four mechanical gears.
The two-mode hybrid system sees the most advantage in city driving, so GM planned an all-city driving route as the first demonstration for the press.
Starting off in a four-wheel-drive Sierra rated at 20 mpg n in both city and highway driving, I clocked an indicated average of 22.3 mpg over approximately 75 minutes of driving.
The small print in the EPA ratings do say 16 to 24 mpg is the “expected range for most drivers.” I was driving conservatively, but not to the extent of holding up traffic. My driving partner for the day nearly duplicated my efforts on the return trip with a 22 average mpg reading.
Like other hybrids, the engine shuts off when the vehicle is stopped so as not to idle unnecessarily.
When you start moving again, the hybrid pickups are capable of driving up to a stated 30 mph on electric power alone. The gasoline engine starts up automatically and seamlessly when it is needed.
As I had experienced previously in a GMC Yukon hybrid, it was difficult to start moving at a normal rate without the engine kicking in.
However, once it was rolling with a steady throttle input, the engine would turn off and we were able to run up to around 28 mph on electric power for a quarter mile or so at a time. Above that, engine power would do the driving duties.
Ideally, at the 35 mph cruising speeds we were getting, the truck would run on hybrid power, a combination of gas engine and electric drive, but this seemed hard to maintain unless we were on a longer stretch at steady speed.
When you back off the accelerator and coast, the batteries start recharging. The 6.0-liter V-8 engine will also automatically cruise in four-cylinder mode for extra fuel savings.
Next, two Sierra and Silverado hybrids were hooked to trailers and others were loaded with 800 pounds in their beds. We took a drive towing a 5,400-pound Sea Ray boat with inertia brakes on the trailer.
The hybrid was able to pull the boat in electric mode up to 15 mph. When briskly accelerating from a stop, the hybrid felt especially potent.
I asked lead development engineer John Turzewski what was the hybrid drive’s equivalent to first gear.
“You have infinite gear ratios,” he said “The 6.0-liter will do zero-to-60 in 8.4 seconds, plus you get the additional assist of the electric motors, which is instantaneous.”
In that regard, the hybrid might even be better for towing than a conventional truck, not to mention more fuel efficient. The short towing test loop resulted in a quite respectable indicated 15 mpg.
The Silverado and Sierra hybrids do deliver as promised, and the hybrid drive functions in a silent, seamless manner. However, their advantage can only be used to its full potential in a fairly narrow set of circumstances.
Extensive city driving, perhaps as a delivery truck or a longer stop-and-go commute are some areas where the hybrids would excel in efficiency.
On short trips, especially in cold weather, you won’t see any savings over a similar gas-only pickup with cylinder deactivation, as the engine must be fully warmed up before the hybrid drive starts functioning.
Yukon and Tahoe hybrid SUVs hit the market last year only fully loaded at upper-end sticker prices; GM has made the price of admission for the pickups more affordable with a decently equipped package starting at $38,995, including destination.
Probably not low enough to save money in the long run at today’s gas prices, but it’s still a compelling product and an impressive engineering achievement.
Chevrolet CruzeChevrolet LacettiChevrolet Nubira SedanChevrolet Aveo SedanChevrolet AveoChevrolet HHRChevrolet EpicaChevrolet Nubira SWChevrolet VoltChevrolet CamaroChevrolet CaptivaChevrolet SparkChevrolet MatizGeneral Motors has unveiled some details of the Chevrolet Volt, the final production model based on the prototype of the same name.2011 Chevrolet VoltChevrolet VoltThe Chevrolet Volt is
Chevrolet CruzeChevrolet LacettiChevrolet Nubira SedanChevrolet Aveo SedanChevrolet AveoChevrolet HHRChevrolet EpicaChevrolet Nubira SWChevrolet VoltChevrolet CamaroChevrolet CaptivaChevrolet SparkChevrolet MatizThe beginning to build the Chevrolet Camaro is planned in early 2009, although the first units will not reach market until the first quarter of 2010.2010 Chevrolet CamaroChevrolet
Chevrolet CruzeChevrolet LacettiChevrolet Nubira SedanChevrolet Aveo SedanChevrolet AveoChevrolet HHRChevrolet EpicaChevrolet Nubira SWChevrolet VoltChevrolet CamaroChevrolet CaptivaChevrolet SparkChevrolet MatizThe Chevrolet Captiva is an all-terrain light Chevrolet especially oriented to the European market. It is basically the same car as the Opel Antara, but unlike it, can have up to seven
The 400-horsepower BMW 750Li has rear-wheel steering. Below 40 miles per hour, the rear wheels can turn as much as 3 degrees opposite the direction of the front wheels, thereby reducing the big car’s turning radius.
I'm quite certain that somewhere right now, emotionally shattered BMW technicians are gathering in a church basement for a support group, huddled around the cookies and the coffee urn, their hands fairly vibrating with frustration. For as well deserved as is the title Ultimate Driving Machine, BMWs also have earned the reputation as the Ultimate Hangar Queen, taking up residence in dealership service bays and sending mechanics over the crumbling edge of insanity. Hello -- sob! -- my name is Dieter and I'm a BMW tech . . . . Hello, Dieter, keep comin' back. . . .
Yes, BMWs have middling initial quality and distinctly less-than-middling reliability -- so sayeth J.D. Power -- but people still buy them and adore them, because they are inarguably spectacular cars. Even the BMWs that I loathe are great cars. The new 135i is uglier than a Radcliffe glee club, but it's also fierce, fervid, delicious, a bottle of Bollinger that's lost its cork.
And then there's this car, the 2009 BMW 750Li, the flagship of BMW's starfleet, which might be -- one hates to draw lines in this particular sand -- the best luxury sedan in the world. Oh, sure, it could be better. It could run on the tears of disgraced CEOs or cure warts of the keister. But as an executive saloon, as a synthesis of power and grace and ease and prestige, the new 7-series demands that we reset our calipers, raise our ceilings and throw out our measuring sticks. There is now a new standard.
And yet, the 750Li boldly/daringly/foolishly leverages its greatness on the fulcrum of one of the company's perennial weaknesses: electronics. This car comprises a blazing amour fou of control modules, sensors, microcontrollers, solenoids and mechatronic actuators, all wired together with the CAN-bus network from hell.
Our fully optioned $110,170 test car provides an acute example. Among the systems: night vision display with enhanced pedestrian detection; active blind-spot detection; lane-departure warning; park-distance control; head-up display; adaptive headlights with high-beam "assistant"; three high-resolution cameras on the rear deck lid and front fenders.
Of course, there's an 80-gigabyte, hard-drive-based navigation system, satellite radio and premium audio system; and a completely redesigned version of the multifunction iDrive controller (the previous system was nicknamed "iQuit").
My favorite? The integral active steering system, which is to say, rear-wheel steering. Below 40 miles per hour, the rear wheels can turn as much as 3 degrees opposite the direction of the front wheels, thereby reducing the big car's turning radius. Great for parking and tight city traffic. Above 40 mph, the wheels turn in phase with the front wheels to increase handling responsiveness, cornering and agility.
Does integral active steering perform as advertised? Has Hasselhoff had work? This car runs like mighty winged Pegasus, carving mountain roads and dicing switchbacks as if it were an M3 with a pituitary problem. No big car has ever had so much rail-to-rail slaloming agility, such effortless composure at the limit. It's uncanny, it's eerie, it's surreal.
Indeed, the effect of all these electronics is to knit together a kind of digitized meta-reality where the surly bonds of physics have slipped a bit, a place where this enormous, heavy sedan can dance like a sports car. Think of it like the world of "The Matrix," inside of which Keanu Reeves can fly, or act.
And so we arrive at the truest portrait of the 750Li: half machine, half machine code; a kinetic sculpture, partly aluminum and steel, partly a stream of zeros and ones. Wonderful, epic, historic.
But can you trust it?
I really don't know. On the one hand, I'm utterly smitten by the technology. I love piloting a leather-lined spaceship with a 20-way adjustable captain's chair with heating/cooling and massage function.
There are moments on the interstate at night -- when the ghostly thermal-imaging night-vision display is on, the head-up display is reading out navigation messages, the lane-departure warning system is gently reminding me to use my turn signals, and all is bathed in serene LED cabin light -- that the 750Li really feels like something that comes after the Automobile.
Still, I'm nagged by doubt. All of these exotic systems, such as the head-up display (Nippon Seiki), lane-change warning (Hella) and night vision (Autoliv) come from suppliers in Japan, Germany and Sweden, respectively. The 750Li is practically the U.N. of Tier 1 suppliers. Considering the state of global comity, a question occurs to me: Can they all get along?
Bear in mind, all of this gear is overlaid on the car's, the brand's already fraught electronics: the e-throttle-equipped 4.4-liter, 400-horsepower, twin-turbocharged V8 with variable valve timing on intake and exhaust cams; the adaptive six-speed ZF transmission; the adaptive dynamics system, which itself has four distinct modes (Comfort, Normal, Sport and Sport+), which ratchet up performance thresholds for the engine, transmission, brakes, steering and stability control. The braking module governs anti-lock, traction and stability control, brake "drying," brake-fade compensation. . . . It just goes on and on.
What few buyers appreciate is how difficult systems integration is on a car like this. For the BMW 750Li to work, every system and subsystem has to mind-meld with the others in a cold chatter of instant, endless algorithms, faultlessly, every time, forever and ever, amen. No wonder they go buggy.
So when I say the 750Li is the best luxury sedan in the world, imagine a weather-balloon-size asterisk. I guess, as long as it starts, it is.
I'm quite certain that somewhere right now, emotionally shattered BMW technicians are gathering in a church basement for a support group, huddled around the cookies and the coffee urn, their hands fairly vibrating with frustration. For as well deserved as is the title Ultimate Driving Machine, BMWs also have earned the reputation as the Ultimate Hangar Queen, taking up residence in dealership service bays and sending mechanics over the crumbling edge of insanity. Hello -- sob! -- my name is Dieter and I'm a BMW tech . . . . Hello, Dieter, keep comin' back. . . .
Yes, BMWs have middling initial quality and distinctly less-than-middling reliability -- so sayeth J.D. Power -- but people still buy them and adore them, because they are inarguably spectacular cars. Even the BMWs that I loathe are great cars. The new 135i is uglier than a Radcliffe glee club, but it's also fierce, fervid, delicious, a bottle of Bollinger that's lost its cork.
And then there's this car, the 2009 BMW 750Li, the flagship of BMW's starfleet, which might be -- one hates to draw lines in this particular sand -- the best luxury sedan in the world. Oh, sure, it could be better. It could run on the tears of disgraced CEOs or cure warts of the keister. But as an executive saloon, as a synthesis of power and grace and ease and prestige, the new 7-series demands that we reset our calipers, raise our ceilings and throw out our measuring sticks. There is now a new standard.
And yet, the 750Li boldly/daringly/foolishly leverages its greatness on the fulcrum of one of the company's perennial weaknesses: electronics. This car comprises a blazing amour fou of control modules, sensors, microcontrollers, solenoids and mechatronic actuators, all wired together with the CAN-bus network from hell.
Our fully optioned $110,170 test car provides an acute example. Among the systems: night vision display with enhanced pedestrian detection; active blind-spot detection; lane-departure warning; park-distance control; head-up display; adaptive headlights with high-beam "assistant"; three high-resolution cameras on the rear deck lid and front fenders.
Of course, there's an 80-gigabyte, hard-drive-based navigation system, satellite radio and premium audio system; and a completely redesigned version of the multifunction iDrive controller (the previous system was nicknamed "iQuit").
My favorite? The integral active steering system, which is to say, rear-wheel steering. Below 40 miles per hour, the rear wheels can turn as much as 3 degrees opposite the direction of the front wheels, thereby reducing the big car's turning radius. Great for parking and tight city traffic. Above 40 mph, the wheels turn in phase with the front wheels to increase handling responsiveness, cornering and agility.
Does integral active steering perform as advertised? Has Hasselhoff had work? This car runs like mighty winged Pegasus, carving mountain roads and dicing switchbacks as if it were an M3 with a pituitary problem. No big car has ever had so much rail-to-rail slaloming agility, such effortless composure at the limit. It's uncanny, it's eerie, it's surreal.
Indeed, the effect of all these electronics is to knit together a kind of digitized meta-reality where the surly bonds of physics have slipped a bit, a place where this enormous, heavy sedan can dance like a sports car. Think of it like the world of "The Matrix," inside of which Keanu Reeves can fly, or act.
And so we arrive at the truest portrait of the 750Li: half machine, half machine code; a kinetic sculpture, partly aluminum and steel, partly a stream of zeros and ones. Wonderful, epic, historic.
But can you trust it?
I really don't know. On the one hand, I'm utterly smitten by the technology. I love piloting a leather-lined spaceship with a 20-way adjustable captain's chair with heating/cooling and massage function.
There are moments on the interstate at night -- when the ghostly thermal-imaging night-vision display is on, the head-up display is reading out navigation messages, the lane-departure warning system is gently reminding me to use my turn signals, and all is bathed in serene LED cabin light -- that the 750Li really feels like something that comes after the Automobile.
Still, I'm nagged by doubt. All of these exotic systems, such as the head-up display (Nippon Seiki), lane-change warning (Hella) and night vision (Autoliv) come from suppliers in Japan, Germany and Sweden, respectively. The 750Li is practically the U.N. of Tier 1 suppliers. Considering the state of global comity, a question occurs to me: Can they all get along?
Bear in mind, all of this gear is overlaid on the car's, the brand's already fraught electronics: the e-throttle-equipped 4.4-liter, 400-horsepower, twin-turbocharged V8 with variable valve timing on intake and exhaust cams; the adaptive six-speed ZF transmission; the adaptive dynamics system, which itself has four distinct modes (Comfort, Normal, Sport and Sport+), which ratchet up performance thresholds for the engine, transmission, brakes, steering and stability control. The braking module governs anti-lock, traction and stability control, brake "drying," brake-fade compensation. . . . It just goes on and on.
What few buyers appreciate is how difficult systems integration is on a car like this. For the BMW 750Li to work, every system and subsystem has to mind-meld with the others in a cold chatter of instant, endless algorithms, faultlessly, every time, forever and ever, amen. No wonder they go buggy.
So when I say the 750Li is the best luxury sedan in the world, imagine a weather-balloon-size asterisk. I guess, as long as it starts, it is.
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