Visionale - Car & Bike Articles & Guide
Archive for December, 2010
2011 Honda Accord Crosstour
Posted by Alexander in Car Reviews, Honda on December 15th, 2010
The new Crosstour is Honda’s latest crossover. It is essentially a wagon based on the company’s popular Accord. Sadly, the
2011 honda accord crosstour
Terms
honda, drive, limit, dimen, unin, sion, generou, paenger, produce, deliver, churn, seat, offer, becau, company, late
And the rear window is so steeply raked that visibility is limited. However, the Crosstour has some clever features. The storage space beneath the cargo floor, complete with removable bin, is an excellent idea, as is the release in the rear that folds the second row to expand the cargo space. And the Crosstour handles like a car and drives quite nicely — the V6 engine offers plenty of power with reasonable fuel efficiency. –
Perry Stern
2011 honda accord crosstour
Honda’s all-new Crosstour is an example of form following function as Honda adds functionality and cargo capacity to the midsize Accord. Unfortunately, the resulting form is a 5-door hatchback that is so ungainly and awkward-looking that the additional utility pales in comparison. There just isn’t
Category › Car Reviews
Title › 2011 Honda Accord Crosstour
a good angle from which to view this vehicle, and the inner beauty is limited by the steeply sloped roofline, which limits the rear cargo area. On a positive note, the Crosstour is powered by Honda’s superb 3.5-liter V6 engine, which churns out 271 horsepower. But the overall driving experience is uninspiring. The Crosstour is all about utility, and that’s exactly how it drives. It does everything you need a vehicle to do, but just isn’t appealing. –
Mike Meredith
The new Crosstour looks like the offspring of tryst between a CR-V and an Accord. Unfortunately for Honda, the combination just doesn’t work visually: It’s an ugly baby. Nevertheless, the Crosstour is a solid utility vehicle. The overall exterior dimensions are short enough for agility in city commuting and parking, though long enough to provide a decent amount of cargo space. The trunk has good storage space, and with the seats down, the combined space is generous enough for most moderate hauling jobs. Like other Hondas, the Crosstour drives well and delivers decent gas mileage.
2011 honda accord crosstour
I achieved 24 mpg in mixed driving. The V6 engine produces 271 horsepower yet seems underpowered when merging and stepping on the gas. Passengers in the back seat should expect tight headroom, and the driver will struggle to see out of the narrow rear window. –
Joe Chulick
2009 Hummer H3
Posted by Alexander in Car Reviews, Hummer on December 15th, 2010
If any Hummer makes sense for general civilian use, it would have to be the new Hummer H3, which is
2009 hummer h3
Terms
tran, becau, seat, cylinder, inche, call, wheel, road, increa, tire, hummer, motor, mirror, vehicle, roader, option
a gas-guzzler that is too large for easy driving or parking in congested areas.
The considerably smaller H3 costs $28,935 and is so user-friendly that it almost makes you feel as if you’re in one of General Motors’s smaller sport-utility vehicles or pickup trucks if you close your eyes and forget for a moment that you’re in a Hummer. That’s because General Motors owns Hummer and the H3 is based on Chevrolet’s fairly small Colorado pickup truck.
Traditional Hummer Styling
Traditional Hummer styling makes the H3 look nearly as big as the H2, as long as there is no H2 around for comparison purposes. The H3 has the same assault vehicle styling of the H2, with an extremely vertical
Category › Car Reviews
Title › 2009 Hummer H3
windshield, round headlights in square holes, a 7-slot grille and a spare tire on the cargo door.
The H3 is nearly 17 inches shorter overall than the H2 and is about the length of a midsize sedan. It’s also 6.5 inches narrower and 4 inches lower, with about an 11-inch shorter wheelbase, or distance between axles.
Well Equipped
However, the H3 has a good amount of standard equipment. It includes air conditioning, cruise control, a tilt wheel, an AM/FM/CD player and power mirrors, windows and locks with remote keyless entry. There also are split-folding back seats, a rear wiper-washer and even a tire pressure monitor.
I had no chance to take the H3 off-road, but the standard traction control helped during slippery on-road driving, as did the huge tires, anti-lock brakes and tight 37-foot turning circle.
Those wanting more stability can get the GM Stabilitrak anti-skid system, which comes with the $1,695 automatic transmission. Alas, the transmission is just a 4-speed unit instead of a more modern 5-speed automatic.
First Manual Transmission
This is the first Hummer offered with a manual gearbox, although that transmission is not available with Stabilitrak. It’s a 5-speed unit that might be a bother for those who don’t like shifting during in-town driving. But it should work especially well for off-roaders who get the Adventure group with its special transfer case.
Steering and handling are fine. The ride is generally composed, but can become truck-like on some roads. After all, this is a truck. The brake pedal has a nice linear action that allows smooth stops, but braking distances are average.
Five Cylinders
Hummer was shooting for at least a 20-mpg highway rating with the H3 because the H2 is such a fuel hog. That’s partly why the H3 has a 3.5-liter engine with only five cylinders. The H3 met the target, delivering an estimated 20 mpg on the highway with the manual transmission. The figure is 19 mpg with the automatic.
Acceleration is decent—at least with just a driver aboard—because the engine produces 220 horsepower with dual overhead camshafts and four valves per cylinder. It has variable valve timing to help it be more responsive at various engine speeds.
The H3 hits 60 mph from a standing start in 10.5 seconds and exhibits an acceptable 65-75 mph passing time. But the H3 could use a 6-cylinder or V8 for more punch if loaded with people and cargo because it’s pretty heavy at about 4,700 pounds.
2009 hummer h3
Fuel Economy
However, the payoff with five cylinders is the best Hummer fuel economy. The H2 gets approximately 9 to 11 mpg in the city and is lucky to reach the low teens on highways. The estimated city figure with the H3 is 16 mpg with either transmission.
The H3 interior looks upscale, especially with the Luxury package. Gauges can be easily read and there are supportive seats, handy dual front cupholders and large, easily reached controls. However, the front console bin and glove compartment are small.
2009 hummer h3
Interior
Hummer calls the H3 a 5-seater. But, while there’s good room for four tall adults, the center of the rear seat is uncomfortable for a fifth occupant.
The opening for the cargo area is rather high, but that area is large and its size can be increased by flipping the back seats forward—although they don’t fold far enough to allow a totally flat cargo floor. The bulky full-size spare tire attached to the swing-open cargo door makes that door difficult to open, especially if the H3 is parked at an angle.
The tire obstructs driver vision through the back window and thus makes the large outside rearview mirrors especially helpful. They can be folded against the side glass when garaging the wide H3 or when protecting them from damage in parking lots.
The H3 isn’t for everyone, but it’s more acceptable for daily use than the H2. Its price, size, fuel economy and unique image should attract new Hummer buyers. And it hasn’t abandoned the off-road prowess that is a strong Hummer selling point.
2011 Hyundai Accent
Posted by Alexander in Car Reviews, Hyundai on December 15th, 2010
Stiffer gasoline prices will almost surely prompt more small car buyers to consider the redesigned 2006 Hyundai Accent GLS sedan,
2011 hyundai accent
Terms
tire, inche, wheel, driver, mirror, serie, tran, item, rival, control, becau, speed, price, cupholder, airbag, armre
the 2005 GLS sedan.
(A sportier two-door hatchback version arrives later in the model year as a 2007 model, but wasn’t available for testing.)
The solidly built sedan’s wheelbase has been stretched 2.3 inches to 98.4 inches to help provide a smoother ride and to improve straight-line stability. And a widened track allows improved handling and a more purposeful-looking stance.
Moreover, the GLS sedan has shaken off its predecessor’s “cheap car” look. It is more smoothly styled, with such items as body color outside door handles, mirrors and bodyside molding help give it an upscale appearance.
The new car has more standard equipment than one might expect for its relatively low prices. It is sold only
Category › Car Reviews
Title › 2011 Hyundai Accent
in the GLS trim level and has a list price of $12,455 with a 5-speed manual gearbox and $13,305 with a 4-speed automatic transmission.
Standard items include supportive front bucket seats, an AM/FM/CD sound system with six speakers, a tilt steering wheel, a tachometer, a manual 8-way adjustable driver’s seat with a fold-down armrest, a center console, intermittent wipers, a rear defroster, illuminated visor mirrors and a split fold-down rear seatback.
Hard-Working Engine
The Accent has a 1.6-liter 4-cylinder engine that generates 110 horsepower, or six more than last year’s engine. It’s sophisticated, with dual overhead camshafts, 16 valves and variable valve timing.
Estimated fuel economy is 32 mpg in the city and 35 on highways with the manual transmission, which needs a more precise shifter, and 28 and 36 with the responsive automatic.
The engine is a high-rev unit that must work hard for the best performance. It’s noisy during the full-throttle operation often needed to stay with fast traffic, but otherwise is generally quiet.
2011 hyundai accent
Lazy High-Speed Passing
Performance with the automatic transmission (a 5-speed unit would be more modern) is good in town. But the 0-60 mph run is strictly average at 10.8 seconds, and 65-75 mph passing is lazy. However, steady 70-mph cruising is no problem, and the GLS is quiet for a compact economy car at highway speeds.
The power steering is quick, and the ride is supple over rough streets, although the soft suspension discourages fast driving on bumpy roads. Handling is pretty good with the wider tires if the car isn’t driven too hard, but the thinner standard tires don’t provide as much road grip.
The brake pedal needs a more positive feel, although stopping distances from highway speeds are commendably short.
2011 hyundai accent
Fairly Roomy
There is decent space for four 6-footers. Legroom for a tall passenger behind a tall driver is tight, but that isn’t a problem for a rear passenger behind a tall front occupant. A fold-down rear center armrest containing cupholders is best used to occupy that portion of the back seat because it’s to stiff for comfort.
Gauges are easy to read, and the nicely designed interior has an attractive two-tone color scheme for a more upscale appearance—although some trim is marginal. The driver’s seating position has been raised two inches for the higher viewpoint some drivers prefer, and all-around visibility is good. Sound system controls are conveniently placed high and climate controls are large. There are two 12-volt outlets.
The fairly roomy trunk has a low, wide opening, and seatbacks fold forward to enlarge the cargo area. However, the pass-through opening between the trunk and rear seat area is just moderately large.
Hyundai continues to improve quality, although it has a way to go to command the resale value of Toyota or Honda models. However, its long warranty, which includes 10-year/100,000-mile powertrain coverage, continues to draw customers.
2009 GMC Envoy
Posted by Alexander in Car Reviews on December 14th, 2010
Availability of a V8 has enhanced the appeal of the 2003 GMC Envoy, which is one of General Motors’ most
2009 gmc envoy
They have
Terms
provide, wheelba, item, vehicle, occupant, inche, control, crui, airbag, area, teen, tran, engine, spen, sion, model
different front, rear and side styling and unique interiors, along with differently tuned suspensions. The lack of a third-row seat was a glaring fault when the trio was introduced, but GMC and Chevrolet added a longer wheelbase version with such a seat to increase occupant capacity from five to seven last year.
Standard for these sport-utilities is a smooth BMW-style inline (not V-shaped) 4.2-liter 6-cylinder with 275 horsepower and good torque. It adds five horsepower for 2003 and is sophisticated with such items as dual overhead camshafts, variable valve timing and four valves per cylinder.
New V8
A 5.3-liter V8 with 290 horsepower and more torque than the 6-cylinder engine is offered for the Envoy and Trailblazer, but not
Category › Car Reviews
Title › 2009 GMC Envoy
for the Bravada. The V8 is needed to give the heavier, longer versions stronger off-the-line acceleration and more towing ability.
Some potential buyers of these vehicles have been typical American truck purchasers who didn’t understand why a V8 wasn’t offered—although this GM “six” has been the most powerful standard engine in the mid-size sport-ute class since the trio was introduced.
Base prices for the Envoy range from $28,510 for the regular-length, rear-drive SLE model to $37,385 for the XL SLT extended-length version with 4-wheel drive.
There are various trim levels, and GMC gives the latest Envoy some option and feature repackaging. Even the base Envoy has a good amount of standard equipment, including air conditioning, cruise control, AM/FM/CD, power windows and remote keyless entry.
Two Lengths
The regular length Envoy has a 113-inch wheelbase and is 191.6 inches long. The extended-length XL version is considerably larger, with a 129-inch wheelbase and a length of 207.6 inches. While shorter than a Chevy Suburban or GMC Yukon full-size sport-utility, the 7-passenger version is among the largest trucks in the mid-size sport-ute category.
GMC says the Envoy 6-cylinder engine is the most popular. That’s partly because the V8 costs an additional $1,500 and is offered only with the 7-passenger XL version. The regular-length version provides seating for five adults.
The V8 can’t be ordered for the XL SLE version without a $1,450 Preferred Equipment option group, which contains items including a power driver’s seat and GM’s OnStar emergency assistance feature. No option group is needed if the V8 is ordered for the XL SLT version.
Both engines provide strong overall acceleration and are hooked to a 4-speed automatic transmission. It works well, but a more modern 5-speed automatic would be better.
2009 gmc envoy
Impressive Ride
The ride is very smooth, especially with the longer wheelbase, although it occasionally becomes bouncy. The steering has the right gearing for a big, high, heavy vehicle. Handling is decent, and the $375 rear load-leveling rear suspension enhances it.
The brake pedal is too soft, but the Envoy provides sure stops, thanks partly to a good anti-lock brake system.
Extra effort is needed to enter or leave the quiet interior, which has easily read gauges and nicely sized, smooth sound system and climate controls. Front seats are very comfortable, but power controls on their sides near the doors are inconveniently located. There are a good number of storage areas for smaller items.
2009 gmc envoy
Roomy
There’s plenty of room in the first- and second-row seating areas, and occupants sit high for a good view of surroundings. The third seat area offers decent leg and head room for several 6-footers and isn’t especially hard to reach. A raised rear roofline provides third-row occupants with good head room.
The tailgate has a convenient flip-up glass area. The cargo area is spacious in the shorter version, but just average in the extended-length Envoy with the third-row seat in place. However, the third seat folds forward to allow plenty of cargo room.
The Envoy benefits from being one of GM’s newer vehicles. It’s very easy to live with, and very well-mannered.
2011 Chevrolet Aveo
Posted by Alexander in Car Reviews, Chevrolet on December 13th, 2010
Remember your first new car?
If you’re like a lot of consumers, it was a small, low-priced car, and it
2011 chevrolet aveo
This is the kind of feeling that the newly refreshed-for-2007 Chevrolet Aveo can engender for entry buyers today.
Indeed, considering Chevy’s Aveo has
Terms
mile, aveo, year, airbag, competitor, seat, paenger, adult, almo, contra, chevy, buyer, bump, tran, mirror, adju
the lowest starting price of all 2007 new cars in America, including Japanese and Korean brands, a lot of shoppers could find it liberating—especially for the pocketbook.
How liberating?
In contrast to the average new vehicle price today of well over $25,000, the starting manufacturer’s suggested retail price for a base Aveo5—a 5-passenger, 5-door hatchback—is just $9,995. The 2007 Aveo sedan, with seats for five and more standard equipment, starts at just over $12,000.
Some nice features
Yet, the Aveo, which was restyled and made a bit larger for the 2007 model year, doesn’t look cheap, particularly when optional fog lights are added at the front to dress it up.
The Aveo also has several nice standard features and a commendable fuel economy rating of
Category › Car Reviews
Title › 2011 Chevrolet Aveo
27 miles a gallon in city driving and 37 mpg on the highway with manual transmission. When fitted with an automatic, the Aveo is rated at 26/34 mpg. These figures put the Aveo in the top third of small cars for fuel mileage.
About safety equipment …
The biggest drawback: The Aveo doesn’t have curtain airbags—either standard or optional—and did worse in a government crash test rating for front-passenger protection in a frontal crash as a 2007 model than it did as a 2006.
In contrast, major competitors like the 2007 Hyundai Accent and Kia Rio, whose starting prices is less than $1,000 more than the Aveo’s, include standard curtain airbags that are designed to help protect against head injuries for both front and back-seat passengers.
Note that the Aveo, like the Accent and Rio, has standard side-mounted airbags that deploy from the sides of the front seats as well as the government-mandated front airbags.
Small, pleasing car
Small, low-priced cars tend to come with 4-cylinder engines only, and the Aveo is no exception.
It’s powered by a 1.6-liter double overhead cam inline 4 cylinder that generates 103 horsepower, which is about on par with others in its competitive class.
I know that the 103 horses don’t sound like much. But remember the Aveo is relatively lightweight at around 2,550 pounds. In fact, it would take two Aveos to equal the weight of one Chevrolet Tahoe sport-utility vehicle.
With torque of 107 lb-ft peaking at 3400 rpm, the test Aveo sedan with automatic had an almost peppy feel in city traffic as it carried me and another passenger.
Highway travel was better than expected, too, though I made sure to plan for passing maneuvers. The engine needed time to gather momentum at highway speeds for passing, especially when I had four adults and some luggage traveling with me.
2011 chevrolet aveo
Interior improvements
What I liked most about the Aveo is the interior. It’s neither gimmicky nor bare, and the car’s tall roofline and large side windows convey a spacious feel.
The Aveo driver gets a pull-down armrest on the inside of the seat—something not often found on vehicles in this class.
Front sun visors include mirrors, and manual height adjustment for the driver seat gave me a comfortable, high driving position to see over the dashboard and even into cars ahead.
Also appreciated was the excellent dead pedal—a foot-sized, flat, bracing point—that was well-positioned for my use.
The mix of materials on the Aveo dashboard and doors looks good, and the Aveo’s new, straightforward audio controls and decent sound are better than in some competitors.
Even the Aveo’s horn is better than competitors’ cheap, “little car” tone.
2011 chevrolet aveo
Korean-built Chevrolet
Despite its prominent Chevy bowtie, the Aveo is built in South Korea.
In 2002, Chevy’s parent company, General Motors Corp., took control of the struggling auto-making business of South Korea’s Daewoo, which makes the Aveo.
The Aveo won’t be the last Asian import rebadged for a domestic brand.
Officials at other automakers have been talking about importing a small car from China in coming years.
A final note: The Aveo comes with GM’s upgraded new-car warranty coverage which includes limited powertrain coverage for five years or 100,000 miles, whichever comes first. Comprehensive coverage goes for three years/36,000 miles.
This isn’t quite as generous as the overall warranty package at Hyundai and Kia, where buyers of new models receive limited powertrain coverage lasting 10 years/100,000 miles and where bumper-to-bumper warranty coverage lasts for five years/60,000 miles.
2010 Chrysler PT Cruiser
Posted by Alexander in Car Reviews, Chrysler on December 13th, 2010
I admit the Chrysler PT Cruiser has lost its luster. When it debuted as an eye-catching, retro-styled, compact, four-door hatchback
2010 chrysler pt cruiser
But three years later, annual U.S. sales of 107,759 were down more than 25 percent from the peak sales in calendar 2001, and several other retro-styled cars,
Terms
seat, chry, convertible, door, sale, driver, window, paenger, engine, wind, inche, light, tran, becau, official, rider
such as the Volkswagen New Beetle and Ford Thunderbird, had suffered sales declines, too.
Still, if you’re a budget-conscious convertible buyer, don’t let this stop you from taking the new-for-2005 PT Cruiser convertible out for a test drive.
The new PT is the lowest-priced open-top auto on the market with a starting manufacturer’s suggested retail price of just over $19,400 at its introduction. And the top is mostly power-operated.
The next lowest-priced, four-seat convertible is the 2004 Volkswagen New Beetle Convertible, which starts at just under $21,000, and the two-seat Mazda Miata MX-5 roadster starts at just under $22,000.
Notable highlights of the PT convertible: It has four usable seats that sit up a bit from
Category › Car Reviews
Title › 2010 Chrysler PT Cruiser
the floor, allowing passengers to enter and exit more easily than they can in many other convertibles where seats rest close to the floor.
And the PT convertible’s “sport bar”—a metal structure behind the front seats that helps provide a solid, rigid ride—adds a stylish touch when the fabric top is down.
Looks belie engineering changes
During my test drive, most other drivers paid no mind to the PT convertible. The only ones who did were driving the PT hatchback.
So, it appears the extensive engineering that was needed to create a solid-riding, shake-resistant convertible off the PT platform isn’t really easy to discern.
But, as Larry Lyons, vice president of small vehicle product team engineering at DaimlerChrysler’s Chrysler Group said, the PT convertible “is not a coupe with a top chopped off.”
To make the convertible, officials said they changed the PT hatchback from the windshield pillars on back.
They added new “smart glass” windows that automatically lower a bit when doors are opened, then rise back up when doors close in order to retain good sealing against the fabric top. These windows first debuted years ago on luxury convertibles.
Engineers took away two of the PT hatchback’s doors. The convertible has two long doors, instead.
They strengthened the rear seat structure, re-tuned suspension components and designed the novel sport bar that extends, wing-like, above the rear seat area.
Besides contributing to the car’s rigidity, this bar also serves to direct air over and beyond the rear seat for less wind buffeting for passengers.
Many similarities with hatchback hardtop
But the PT convertible does share the same engines and transmissions as well as basic suspension setup—MacPherson struts in front and twist axle beam with Watt’s linkage in back—of the PT hatchback hardtop. It has the same platform and overall size, too.
But as expected, because of reinforcing need to help make the car rigid without its top, the convertible is heavier than the hatchback hardtop by at least 150 pounds.
So, while the base 2.4-liter naturally aspirated four cylinder engine producing 150 horses and 165 lb-ft of torque can make the car feel a bit anemic, it’s good to know you don’t have to go all the way up to the top-level GT model with high-output turbocharged engine to experience a pleasing ride.
The midrange Touring Edition convertible with optional 2.4-liter turbocharged double overhead cam four cylinder does just fine, producing 180 horses and 210 lb-ft between 2800 rpm and 4500 rpm.
There are two available manual transmissions, but even the four-speed automatic transmission does an acceptable job in managing the power delivery.
The ride is zippy even if the power doesn’t come on instantaneously. There was a bit of a lag in the test cars when I’d press the accelerator and seek to move aggressively.
Note there’s a second, more powerful turbo—a 220-horse, high-output turbocharged, 2.4-liter four with 245 lb-ft of torque between 2400 rpm and 4500 rpm. It’s available only in the convertible GT model. But it requires premium fuel, according to Chrysler.
Easy-to-operate top
The three-layer fabric top, available in black or taupe, has a middle layer of insulation for all-weather travel.
And the top is easy to put down. There’s one manual chore inside: Grabbing hold of a circular handle at the front of the roof and turning it to release the two latches at the windshield.
Then, it’s merely a push of a button, and the “smart glass” windows drop a bit—or all the way, depending on which detent you’ve activated—and the fabric top, with glass rear window, folds down and stows at the back.
Note the boot, or cover, for the top must be hauled out of the trunk and installed manually. There are two snaps to hold it in place. But even with the boot on, the top sort of sits up at the back of the vehicle and doesn’t allow a clear rear view. Indeed, the top’s “floating bow” design was selected because when the top goes down, it doesn’t reduce trunk space.
The mechanical process reverses when you put the top up, and either way, takes about 10 seconds.
2010 chrysler pt cruiser
Interior comments
Seats in this convertible are upright and supportive and a welcome surprise because they don’t sit close to the floor.
Rather, they’re up a bit, with the second-row seats up even higher than the front ones for a theatre seating effect.
But I noticed that the rear seats sit on a tall ledge that rises from the floor and the plastic attachments for the seats were always the first things I saw when I climbed in back there.
Still, all riders in the PT convertible have a sense that even if it’s difficult for them to see around vans and trucks in front of the vehicle, they’re not scraping along the pavement, either.
When the top is on, the large rear window pillar blocks the driver’s view out to the back and side. And the sport bar as well as sizable front head restraints curtail the views for back-seat riders.
But one noteworthy item is how Chrysler engineers were able to provide map lights for rear-seat passengers. The lights are installed in the underside of the sport bar. The rear-seat map lights worked well during the test drive and are an industry first for a convertible, company officials claim.
Looking for the window buttons? They’re in the center stack of the PT dashboard, not on the doors.
2010 chrysler pt cruiser
Storage space
The glovebox inside the PT convertible is good-sized, as it is in the hatchback.
But the convertible has a 7.4-cubic-foot trunk, rather than the 21.9-cubic-foot cargo area that’s behind the rear seats in a PT hatchback.
There’s no liftgate on the convertible, either. Instead, the trunk lid only opens to a low, horizontal position, so I found myself bending over to look inside and grab things from the trunk.
But the PT convertible’s fold-down-and-tumble rear seats can expand cargo space to a commendable 13.3 cubic feet, enough for as many as two golf bags.
Convertible market
Chrysler remains the leader in convertible sales in the U.S., as it debuts two new convertibles in calendar 2004.
Besides the PT convertible, the automaker also has a new Chrysler Crossfire open-top roadster.
Note that the convertible market in the U.S. is relatively small—just 300,000 sales per year.
2011 Cadillac CTS
Posted by Alexander in Cadillac, Car Reviews on December 12th, 2010
With its supercharged, 556-horsepower 6.2-liter V8 engine, the 2009 CTS-V is the most powerful Cadillac ever. Also the quickest and
2011 cadillac cts
Terms
seat, plea, journali, auto, compari, spen, paddle, sion, alway, liter, inche, wheelba, rotor, maneuver, brake, enthu
original CTS-V always felt like the hot rod it was.
Model Lineup
The original CTS launched as a 2003 model, and the first CTS-V was added to the lineup in 2004. Powered by a 400-horsepower 5.7-liter V8, the “V” was only available with a 6-speed manual gearbox. The CTS was fully redesigned for 2008, and the new CTS-V shares its platform and interior.
Exterior differences are subtle and few, with zero “boy racer” grafts. Its dual front grille with chrome mesh has double the surface of the V6-powered CTS, and a new aluminum hood needs only a discreet bulge to accommodate the slightly greater height of the supercharged V8 engine. The rocker panels are kicked out a touch, and a larger, upturned center-mounted
Category › Car Reviews
Title › 2011 Cadillac CTS
stoplight at the edge of the trunk lid doubles as a spoiler, reducing lift at high speed.
The CTS-V runs on Michelin Pilot Sport PS2 tires but not the run-flat variety used on the Corvette ZR1. Their sizes are 255/40ZR-19 in front and a meaty 285/35ZR-19 in the rear. The Cadillac’s wheelbase is 113.4 inches — nearly identical to BMW’s 500-horsepower M5 (113.7 inches), and the cars are near matches in most dimensions. By comparison, the 400-horsepower BMW M3 has a 108.7-inch wheelbase and is smaller in every way.
Official pricing for the CTS-V will be announced closer to its market launch in October, but the target MSRP is $60,000, with a fully-optioned “V” priced in the mid-$60,000s. By comparison, the M5 checks in with an MSRP of $83,900, while the M3 lists for $53,800 — and both figures are quickly jacked onto a higher plane with a few options. With the CTS-V, you get a sport sedan that is about the same size as an M5, packs a greater punch and will sell for about the same money as the smaller and less powerful M3.
Under the Hood
The CTS-V’s engine is a 6.2-liter, all-aluminum small-block V8 fitted with a smaller-displacement version (1.9 liters vs. 2.3 liters) of the Corvette ZR1’s four-lobe, sixth-generation Eaton supercharger. It delivers 556 horsepower and 551 lb-ft of torque to either a 6-speed manual or a 6-speed automatic gearbox. The manual is coupled to a light, progressive dual-disc clutch similar to the ZR1’s, and the automatic has steering-wheel-mounted paddles for the manual mode.
Cadillac says with either transmission the CTS-V will get to 60 mph in a scant 3.9 seconds, and cover the quarter mile in 12 seconds flat. The car’s top speed is quoted at 175 mph for the automatic and about 193 mph with the manual gearbox.
This means the CTS-V’s unofficial lap of 7:59:38 around the famed Nürburgring track in Germany could probably be improved upon. John Heinricy, veteran racer and director of high-performance engineering at Cadillac, set that sub-eight-minute lap with a production-ready CTS-V equipped with the automatic. Set in Sport mode, Heinricy didn’t even bother using the shift paddles, since this setting already quickens upshifts.
2011 cadillac cts
Inner Space
The CTS-V’s interior is dressed with attractive hand-stitched leather surfaces. These are produced by a small South Carolina-based supplier that also makes interior trim for high-end AMG specials from Mercedes-Benz. The only discordant notes are narrow trim strips (with sharp edges in some places), that meekly try to evoke carbon fiber but end up looking like plastic. Cadillac should simply emulate Porsche and offer the option of real carbon fiber or aluminum trim — the car fully deserves it.
Optional Recaro sport seats will likely be priced between $2,500 and $3,000, and they are worth the money. These perches are adjustable in 14 different ways, including lumbar support cushions in the backrest and side bolsters that can be inflated to the right firmness for ideal lateral support. The seat cushion can also be extended forward manually for better thigh support, which is lacking in the standard seats. On a track, hard braking will send you sliding forward in these, requiring bracing on the footrest. The better thigh support of the optional seats helps prevent this “submarining.”
2011 cadillac cts
On the Road (and Track)
The new CTS-V is anything but crude and will take you to work, or to a track and back, in impressively quiet comfort — not bad for a sedan packing so much power. A significant chunk of this goodness can be attributed to the CTS-V’s standard Magnetic Ride Control suspension. This setup uses shock absorbers that can change their damping characteristics in microseconds, thanks to magnets that act on a fluid filled with minute iron particles.
The return drive was in a CTS-V equipped with the 6-speed manual, as well as the optional Recaro seats and suede-like microfiber trim on the steering wheel and shift lever. However pleasant the automatic, the manual version best exemplifies the new CTS-V’s highly appealing blend of sporting demeanor and refinement.
The engine is a gem, with a muted growl and seamlessly abundant supply of torque at your right foot’s command. The “V” turns into corners willingly, with a touch of understeer that easily disappears with a prod of the accelerator. Use more of it and you get controllable power oversteer on exit, if you wish.
The CTS-V is an even-tempered thoroughbred that never feels nervous or twitchy, and it let us work up to speed with confidence on an unfamiliar track. As I progressively went faster, the understeer, tire squeal, body roll and front dive under braking also grew. There should be a third setting for the CTS-V’s excellent suspension: Track.
Right for You?
In spite of its spectacular performance and track-friendly handling, the new CTS-V impresses at least as much when driven at a serene pace on public roads. Comparisons with premium German iron are not far-fetched in the least. The CTS-V can outrun many big ones for the price of their smaller siblings, with unprecedented grace, integration and refinement for an American sedan. It is truly world class, and leagues better than its hot-rod forebear.
A professional auto journalist for more than 25 years and the founding editor of Sympatico / MSN Autos, MarcLachapelle is a two-time winner of the Canadian Journalist of the Year award from the Automobile JournalistsAssociation of Canada, an accomplished photographer and licensed racer.
2010 Bentley Continental GT
Posted by Alexander in Bentley, Car Reviews on December 12th, 2010
Bentley probably could add at least $50,000 to the price of the $155,990 Bentley Continental GT coupe and easily get
2010 bentley continental gt
The 2005 largely hand-built Continental GT arrived as a late
Terms
roll, volk, bentley, tran, part, spot, year, drive, expen, gauge, model, world, becau, wheelba, seat, inve
2004 model and costs about half as much as its aged Continental R coupe predecessor. I found the Continental GT to be a much better car than the Continental R, which was a low volume auto. In contrast, Bentley plans to annually sell considerably more Continental GTs in America.
Decent Volume Expected
The Continental GT will finally give Bentley decent volume in America, at least for a small, exclusive European outfit. Bentley says the coupe will account for about 1,800 of the 2,000 cars it is annually scheduling for sale here. Other 2005 Bentleys cost from $211,990 for the Arnage R sedan to $242,990 for the Arnage RL long-wheelbase sedan.
Holding down the price of the Continental GT is
Category › Car Reviews
Title › 2010 Bentley Continental GT
the sharing of some parts derived from those of costly low-volume cars from the giant Volkswagen operation, including the Volkswagen Phaeton and Audi A8 L. Volkswagen bought Bentley in 1998—long after the Continental R arrived—and has invested nearly $1 billion to bring the British automaker back to its former glory.
Racing Champ
Volkswagen invested a lot in Bentley to build better cars and to win the world’s premier endurance race at Le Mans, France, in 2003; Bentleys won Le Mans in 1924 and 1927—and for the next three years.
Volkswagen also wants to make Bentley more visible and appealing to a wider audience. Bentleys had a sporty, fun-loving reputation before Rolls bought it in 1931. The car was the favorite of England’s fast, wealthy set. It included flamboyant, champagne-drinking entrepreneurs who loved life and made up the Bentley race team—known as “The Bentley Boys.” They included diamond heir Woolf Barnato and ex-fighter pilot Sir Henry “Tim” Birkin.
Bentleys used Rolls-Royce parts after Rolls bought it. Most were essentially sportier Rolls models with a Bentley grille. (BMW now owns Rolls.)
Bentley founder W.O. Bentley stayed to advise Rolls after the company was bought and to infuse new management with his sporting credentials. Cars such as turbocharged Bentley sedans have kept the Bentley sporting image alive in recent years.
2010 bentley continental gt
A Driver’s Car
While the Bentley used a Rolls chassis, the Bentley emphasis was on power, performance and handling. It often was said: “One is driven in a Rolls-Royce, but one drives a Bentley.”
The Continental GT certainly is meant to be driven. The aerodynamic 2-door body helps this car hit nearly 200 mph—or a dizzying 198 mph, to be exact, without a tailwind. It hits 60 mph in 4.7 seconds and reaches 100 in 11 seconds, with virtually no turbocharger lag. A rear spoiler discreetly raises automatically at highway speeds to enhance high-speed stability and can be seen in the rearview mirror.
Endless Power
The Continental GT provides seemingly endless power and effortless performance. It follows the tradition of the beautiful 1952-55 Bentley R-type Continental, which was the world’s fastest 4-seater and now is valued at $195,000.
The Continental GT engine emits a soft rumble at idle through large twin exhaust outlets and works with a smooth, responsive 6-speed automatic transmission. It has a manual shift feature that can be controlled by race-car-style paddles on the steering column or by the console-mounted transmission lever.
2010 bentley continental gt
First All-Wheel-Drive Bentley
The Continental GT is the first all-wheel-drive Bentley and has an electronic stability control system. It’s quite heavy for a 108-inch-wheelbase coupe at 5,258 pounds and feels massive. But the handling is so good that it drives like a smaller, lighter car.
The nicely weighted, speed-sensitive steering is quick, and the air-spring suspension provides a ride that is on the firm side, but comfortable. Huge disc brakes that fit into big 19-inch wheels provide impressive stopping power—especially for such a heavy car. They had virtually no fade and a nice pedal feel.
Dreamy Interior
The interior is a dream. Occupants are surrounded by double-stitched leather, aluminum and book-matched burled-wood trim on nearly every surface. It takes about 20 hours to produce the wood for a Continental GT interior. It also takes 11 cowhides per car, and the interior has no man-made synthetic. Even the elegant, expensive Breitling dashboard clock adds to the ambiance of the cockpit.
Two adults have plenty of room in very comfortable seats up front in the quiet interior. And nicely shaped individual rear seats provide space for a 6-footer behind the passenger and a shorter adult or child behind the driver.