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Archive for December, 2010
2011 Audi A3
Posted by Alexander in Audi, Car Reviews on December 12th, 2010
Some entry-level cars aren’t very desirable outside of their lower prices because their producers cheapened them to keep their cost
2011 audi a3
Terms
audi, seat, tran, becau, sport, airbag, spen, speed, feel, tire, price, wheel, statu, shout, control, generate
the A4 sedan’s attributes for lower prices.
Pricing for a 2005 A4 sedan begins at $27,350. The A3 costs $24,740 with a 6-speed manual transmission and lists at $26,220 with Audi’s race-car-inspired Direct Shift Gearbox (DSG) transmission. The DSG is derived from a conventional 6-speed manual gearbox and essentially is a clutchless manual transmission that can be set to shift like an automatic.
The DSG in my A3 test car provided lightning fast gear changes with an electro-hydraulically controlled twin clutch, although it was mostly left in “drive” mode because it shifts smoothly and efficiently in that mode.
Upscale Appearance
The front-wheel-drive A3 looks upscale and is handsome—despite having Audi’s new, rather ungainly looking larger grille. Somehow, the
Category › Car Reviews
Title › 2011 Audi A3
grille looks better on the A3 than on larger Audis.
The approximately 3,300-pound A3 resembles a small station wagon, although Audi knows that’s an unwanted description in America. So it calls the A3 a “premium compact sedan with the sportiness of the Audi TT coupe sports car.”
Whatever. The A3 actually could be described as a utilitarian crossover vehicle because of its hatchback and generous cargo area, especially with the split rear seatback folded forward.
There’s decent room for four 6-footers, but legroom becomes tight behind a 6-foot driver who moves his seat more than halfway back. The right rear passenger doesn’t have that problem, although neither rear passenger has a surplus of room.
Fun to Drive
The A3 is agile and fun to drive, although some may feel that Audi’s new electromechanical steering with speed-dependent power assist is too light at lower speeds.
The steering becomes progressively firmer to provide a reassuring feel at highway speeds and requires less energy than a conventional steering system.
Touchy Brake Pedal
Audi’s comparison of the A3 with its TT sports car isn’t too far off the mark. In fact, the A3 almost feels like a lithe 2-seater. Anti-lock, all-disc brakes with a brake assist feature for sudden stops are powerful enough, although their touchy pedal takes some getting used to.
The all-independent suspension of my test A3 provided a ride that was supple but firm. I suspect that it would have been firmer if the car had the optional ($1,800) Sport package. That package adds a stiffer sports suspension, higher-performance tires, aluminum interior trim, front sports seats, leather covering for all seats and a roof spoiler.
2011 audi a3
My test car did have the $2,025 Premium package. It contains a power driver’s seat and most features of the Sport package—except for the stiffer suspension, performance tires, spoiler and sport seats. Still, the standard front seats could be mistaken for sport seats because they provide excellent support.
My advice? Forget the Sport package and opt for the Premium option unless you like to drive really hard.
Occasional Tire Noise
Some highway surfaces brought out tire noise that was so excessive it caused front occupants to raise voices during normal conversation, although that wasn’t the case on most roads. The A3 is generally as quiet and refined as the A4. Fits and finishes are superb, and upscale interior materials are used.
Some audio and climate controls are small, but the dashboard is nicely designed and nothing inside the car shouts “cheap.”
2011 audi a3
Lively Acceleration
The turbocharged 2.0-liter 4-cylinder engine generates 200 horsepower and provides such rapid acceleration (0-60 mph in 6.7 seconds) that it feels larger than it is. Audi likes to break new ground, so the A3 has the first production engine to combine FSI gasoline direct injection with a turbocharger.
That technology was in the Audi R8 that won the famous 24-hour Le Mans endurance race in France. It allows good responsiveness in all speed ranges, with maximum torque of 207 pound-feet available across a wide engine speed range—from 1,800 rpm to 5,000 rpm.
Engine revs are higher than in larger-engine cars above 65 mph with the DSG transmission, but the engine is relaxed even at 75-80 mph, with reserve punch for passing.
Nicely Equipped
Despite its entry status, the A3 has a good amount of comfort and convenience equipment. It includes automatic climate control, remote keyless entry, power windows, cruise control and an AM/FM/CD sound system with 10 speakers.
A $700 Cold Weather package probably doesn’t seem like a “must-have” option in the spring, but will be appreciated in northern winters with its heated front seats, windshield washer nozzles and exterior mirrors.
Fresh air and open-sky fans might go for the $1,100 “Open Sky” sunroof system; it consists of two glass panels—the front one opens and the rear one over the back seats is fixed. Both have sunshades.
Safety Items
Safety features are an anti-skid/traction control system, front torso side airbags and head-protecting side-curtain airbags. Rear torso airbags cost $350.
Entry-level cars are mostly designed to convince owners to eventually move up to an automaker’s larger, more expensive models. The A3 should do a good job in that regard.
2010 Acura TSX
Posted by Alexander in Acura, Car Reviews on December 11th, 2010
What to wear when you’re up and coming? If it’s automotive fashion, Acura’s TSX sports sedan is a chic pick.
2010 acura tsx
Terms
tran, sport, plea, acura, spen, interface, auto, sophi, spon, walk, shock, impact, late, intention, ride, corner
electronics and sophistication.
Model Lineup
Because a sports sedan’s lot in life is well-defined, the 4-door-only TSX is optimized with a single 4-cylinder powertrain and pleasantly taut suspension. Additionally, as a premium brand Acura sells only well-equipped vehicles, so the TSX boasts an impressive list of standard features. In fact there is only one major option, the Technology Package. It groups the audio upgrade with a voice-activated navigation, traffic, weather and rearview camera system.
Aside from the Technology Package, TSX buyers need to choose between the equally priced manual or optional automatic transmissions — a surprisingly close choice as we’ll see. Another is to run with the standard 17 x 7.5-inch 5-spoke aluminum alloy wheels and P225/50R-17 all-season Michelin Pilot tires, or opt
Category › Car Reviews
Title › 2010 Acura TSX
for the 18-inch wheel upgrade.
Don’t worry if the Technology Package is out of reach. Standard audio is a 7-speaker sound system with CD, XM radio, Bluetooth for hands-free connectivity, MP3 and USB music interfaces. HomeLink remote control is also standard, as is a power moonroof, heated leather seating, HID headlights, fog lights, heated side mirrors, plus front, side and curtain airbags. Base TSXs really aren’t.
2010 acura tsx
Under the Hood
Defining the TSX’s lean personality is its tuned version of parent company Honda’s 2.4-liter DOHC 4-cylinder engine. Designed to rev, the TSX mill whips out 201 hp at 7000 rpm and 170 lb- ft of torque at 4300 rpm when coupled with the 6-speed manual transmission, or 172 lb- ft at 4400 rpm with the 5-speed automatic. To keep the TSX lithely responsive there is no V6 option.
That’s no loss, since the 4-cylinder’s sophistication and light weight make a formidable combo. A die-cast aluminum block with iron liners and dual balance shafts is just the beginning. Breathing is via 4-valves per cylinder, optimized by variable valve lift, duration, and intake-cam timing. For 2009 the intake tract has been enlarged and the compression ratio raised to a sporting 11.0:1. The only downside is a premium-fuel requirement.
It’s worth noting the automatic transmission offers paddle shifting and actually nips the manual gearbox in fuel mileage ratings. The EPA says the manual gearbox box scores 20/28 mpg (city/hwy), while the automatic is rated at 21/30. A lower final drive ratio for the manual (4.764 vs. 4.438:1) is the likely culprit.
2010 acura tsx
Inner Space
Acura says the TSX cockpit blends, “luxury, performance and technology in equal measure” and it’s a pretty apt description. Polished aluminum and leather mingle with a mix of digital and analog instruments to form an inviting, comfortable driving space with a high-tech vibe. Standard features abound, from comfort items such as heated seats to techy 12-volt and USB interfaces. Sporting aids include well-placed paddle shifters and dead pedal.
Increased shoulder room, freshened instrument graphics and a thicker, leather-wrapped steering wheel represent some of the detail improvements, but the major upgrades are in the optional Technology Package’s electronic aids. Three interior colors — Ebony, Taupe and Parchment — are offered.
On the Road
Slashing through mountain curves confirms Acura’s strengthening of the TSX’s body shell. This was accomplished via a cross-braced roof, replacement of bolted body junctions with welding, and more high-strength steel. The A-arm front and multi-link rear suspension — along with the subframes to which they attach — are both more rigid and better isolated from the cabin for reduced road noise.
As a sports sedan with luxury intentions, the TSX deftly walks a narrow line between handling and a plush ride. New dual-mode shocks seem to do an especially good job soaking up sharp impacts. The latest TSX corners a pinch flatter, with more accurate steering, yet rides at least as well as the earlier-generation TSX.
We sampled both the manual and automatic transmission and couldn’t decide which we enjoyed more. Urban commuters can opt for paddle shifting knowing they aren’t giving up a hint of performance; in fact the automatic feels faster than the manual. Of course, the manual-transmission buyer maximizes the interaction and total control of conventional shifting.
Our final powertrain thought is that the TSX is not really any faster than before — but it didn’t need to be. It is more refined, however, and now gets up to 2 mpg better mileage.
Right for You?
If the $29,000 to $35,000 pricing is within reach, the thought of buying premium gasoline doesn’t deter, and a shot of agile performance makes your everyday driving more fun, then you’ll enjoy the TSX. There are many sport sedan choices in this price range, including the more conservative BMW 3-Series or the turbo-powered Volvo S40. But the TSX’s balanced platform and welterweight personality give it an important place in the hot sedan universe.
Longtime Road & Track contributor Tom Wilson’s credits include local racing championships, three technical engine books and hundreds of freelance articles.
2011 Toyota Yaris
Posted by Alexander in Car Reviews, Toyota on December 10th, 2010
Major Japanese automakers seemingly carry good-luck horseshoes in their pockets. Their small cars scored heavily during America’s 1973 fuel crunch,
2011 toyota yaris
The early 2007 Yaris is a proven commodity. It was launched in Europe in 1999 and is Toyota’s
Terms
yari, tran, toyota, tire, brake, mirror, serie, wheel, becau, area, airbag, item, crui, lock, control, defro
best-selling model there.
Major Yaris rivals are the new Honda Fit and Nissan Versa, along with the redone Chevrolet Aveo, Kia Rio and Hyundai Accent.
Youth Market Hopes
All are aimed at the youth market, with the hope that their buyers will be happy with them and move up to higher-line, more profitable models as they become older and more affluent.
Small, fuel-sipping 4-cylinder engines that provide adequate performance are used by all those cars. And they have fairly roomy interiors and low-cost operation. Thankfully, none have the “econobox” styling that once branded entry autos as low-rent transportation.
Second-Generation Model
The new, second-generation Yaris being introduced here has a longer, wider platform, stiffer construction, newly developed suspension and greater refinement. It replaces Toyota’s ECHO coupe and
Category › Car Reviews
Title › 2011 Toyota Yaris
sedan. They also were directed at the U.S. youth market, but were largely rejected because they had almost comical styling.
However, Toyota’s youth-oriented Scion models have done much better in this country.
High Fuel Economy
The Yaris provides an estimated 34 mpg in the city and 40 on the highway with a manual transmission. Figures are nearly identical with the automatic, at 34 and 39.
The second-generation Yaris comes as a chic $10,950-$11,850 2-door hatchback or as a larger, smoothly styled, more upscale-looking 4-door sedan, which I tested in base form with an automatic transmission.
The shorter Yaris hatchback has the same powertrain and is similar to the sedan in most respects, although it’s harder to get in and out of the hatchback’s rear seat. However, it has a standard folding rear seat for more cargo area.
The base sedan starts at $11,825 with a manual gearbox and lists at $12,550 with an automatic transmission. The higher-line “S” sedan costs $13,325 with manual and $14,050 with an automatic.
Sportier S Version
The S sedan is sportier. It adds to the base sedan an AM/FM/CD/MP3 player, a split-folding back seat, a rear defroster and larger 15-inch wheels and wider 60-series tires. The S also looks racier, with side rocker panels and front/rear spoilers under the bumpers.
The base Yaris sedan with an automatic is only moderately well-equipped, with items including air conditioning, a tilt steering wheel, intermittent wipers and color-keyed mirrors and door handles. But it lacks a radio, having only an “audio prep package” with four speakers. It also has no anti-lock brakes, and only the manual transmission version has a tachometer. Narrow 14-inch wheels and 65-series tires also are standard.
2011 toyota yaris
Desirable Option Package
A $960-$1,785 (depending on trim level and transmission) Power Package is needed to equip the Yaris the way most buyers will want it, with power windows, door locks and mirrors. That package also contains an AM/FM/CD/MP3 player, anti-lock brakes, cruise control, a rear defroster, a 60/40 split fold-down back seat, 15-inch wheels and wider (60-series) tires.
Want to bet that you won’t find many Toyota dealers offering a Yaris without the Power Package?
Remote keyless entry is $230 for all Yaris trim levels and requires the Power Package. One might think it would come at no extra charge with the power door locks.
Anti-lock brakes are a stand-alone $300 option, and front-seat side airbags and side-curtain airbags cost $650 for all Yaris versions.
Lively Performance
The Yaris is powered by a small 1.5-liter engine, but it produces 106 horsepower because it is sophisticated, with such features as dual overhead camshafts and variable valve timing.
The Yaris provides brisk 65-75 mph passing and a 0-60 mph run in a fairly quick 8.9 seconds—at least with a light load. The engine is only moderately loud during fast acceleration, and the Yaris is a relaxed, quiet highway cruiser.
The engine works with a standard 5-speed manual transmission or extra-cost 4-speed automatic.
2011 toyota yaris
Lots of Shifting
The manual shifts nicely, but the engine calls for lots of shifting to get the best performance—always the case with a small engine because many revs are needed for good power. The automatic is smooth and responsive. It allows good performance, besides more effortless driving in congested areas.
The Yaris uses Toyota’s new, quick electric power steering. The ride is supple, although sharp bumps can be felt. Stability is good on highways, and handling is OK if the car isn’t pushed hard, especially the base version with its 14-inch tires. Even the 15-inch tires are suited for fuel economy, not spirited motoring.
Roomy Trunk
The trunk is roomy, with a low opening, and the inside of its lid has a cover to prevent it from having an unfinished look. Optional rear seatbacks can be flipped forward to enlarge the cargo area, but there’s only a moderately large pass-through area from the trunk to the rear seat area.
The engine compartment is artfully designed to allow easy access to fluid filler areas, but a prop rod is needed to hold the hood open, not smooth hydraulic hinges.
With style, economy and utility, the Yaris should be a solid contender, and Toyota’s reputation for quality and reliability will help sell the car. As will high gasoline prices.
2010 Dodge Charger
Posted by Alexander in Car Reviews, Dodge on December 10th, 2010
If an automaker is lucky, it has an iconic model in its past that can be updated or revived to
2010 dodge charger
Terms
buyer, becau, chry, tire, item, color, wheel, exhau, window, component, hemi, stomer, road, duke, male, door
was much roomier than the Mustang.
Kids wanted a fast Mustang V8, but older hot car buyers wanted the more practical Charger with a big V8. The Charger was turned into more of a luxury coupe after 1971 because of the faltering muscle car market.
The rear-wheel-drive Charger was dropped after 1978, although the Charger name was put for awhile on some Chrysler Corp. cars like the special version of the small front-wheel-drive Dodge Omni. Memories of the 1960s muscle car version were kept alive because a 1968-70 Charger was featured in the popular “Dukes of Hazzard” television show, which ran from 1979 to 1985 before hitting the rerun circuit. Every kid seemingly had a model of the
Category › Car Reviews
Title › 2010 Dodge Charger
“Dukes of Hazzard” Charger.
Utility Wanted
“Today’s buyer of a car such as the Charger wants 4-door utility, along with strong acceleration and sporty ride and handling,” said Mark Mallie, a Dodge marketing brand manager associated with the Charger.
However, the new Charger has been cleverly styled to look more or less like a coupe, with such things as a sloping rear roofline, steeply raked rear window and short trunk lid.
Dodge dealers have been anxiously waiting about a year for a new sedan. Chrysler got the successful 300 sedan about a year ago, and Dodge was given the Magnum station wagon at the same time.
The Magnum has been popular, but many Dodge customers are sedan buyers. In fact, Dodge says its dealer initially have placed 27,000 orders for the Charger.
Shared Components
To keep costs down, the Charger, 300 and Magnum share a chassis and powertrains. In fact, the reputation of those two models should help Charger sales because it has their proven components.
Dodge says the Charger “celebrates all that’s good about American muscle cars in a thoroughly modern way.” Regular colors are offered, but nostalgic Charger buyers can get a few bold “high impact” retro colors, including “Go ManGO!” and “Top Banana.”
2010 dodge charger
Big and Roomy
The new Charger is a big, brawny looking car, with the longest wheelbase in its class. Its attractive interior has small sound system controls, but otherwise is very user-friendly. The rear seat is especially roomy.
The trunk opening is high, but there’s an enormous amount of cargo space. Folding rear seatbacks on most trim levels enlarge that area.
The aerodynamic Charger’s nose leans into the wind and it has a bold “crosshair” grille and a beltline below the side windows that drops as it moves rearward—then kicks up in the rear door to draw attention to its muscular rear fenders and large back tires.
The beltline also emphasizes the car’s rear-wheel-drive layout, which was used by the old Charger and other classic 1960s muscle cars.
Road and Track
Driving the Charger hard with its available HEMI V8 at a challenging new Chicago area road racing track showed that the car can do fast laps because it has direct steering and good handling and braking, with a linear pedal feel. The power steering is a little light and it’s no 5-Series BMW sports sedan, but most American sedans wouldn’t have done as well.
Later, I drove the Charger with the HEMI on Chicago area roads and found it had a good ride over bumpy roads, although the steering also was a bit overassisted during normal street driving.
The majority of Charger buyers (65 percent) are expected to be males aged 40-59 with a $75,000 median annual income. About 75 percent are expected to have older children, some of whom might be driving Mustangs.
2010 dodge charger
Lots of HEMIs
“We expect that about half of Charger buyers will order the HEMI V8,” Mallie said. “And they won’t all be males. While some women don’t know about the HEMI’s power-producing features, they associate the HEMI name with quality.”
The Charger comes with a 3.5-liter 250-horsepower V6 that delivers decent performance or the ferocious 5.7-liter 340-horsepower HEMI, which produces 350 horsepower with the optional Road and Track performance option. (A 6.1-liter 425-horsepower HEMI now offered for the Chrysler 300 and Magnum arrives next year for the low volume Charger SRT8.)
The base Charger SE V6 costs $22,320, and the HEMI-powered Charger R/T lists at $29,520. That’s about $4,000 less than the more upscale Chrysler 300 with the HEMI.
Various Option Packages
The Charger SE also can be had with an SXT package. It contains such items as aluminum wheels, a leather-wrapped steering wheel, an 8-way power driver’s seat, a chrome grille, fog lights and an upgraded sound system.
Offered for the R/T is the Road/Track Performance option. It adds that 10 extra horsepower, performance steering, 18-inch all-season performance tires, stiffer suspension, automatic temperature control, power adjustable pedals and heated performance front seats.
Is the new Charger a worthy successor to the old Charger muscle cars? It sure is, and nevermind the two extra doors.