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Dodge Challenger
Posted by Alexander in Car Reviews, Dodge on February 1st, 2011
Dodge’s Challenger SRT8 is one serious-looking American muscle car. This is a modern machine that not only has good performance, but serves up a near sedan-like ride quality. The new Challenger also contains all of the safety and entertainment features expected.
2010 dodge challenger
Dodge Challenger comes in three trims SE, R/T and SRT8. The SE, a base V-6 model with 250 horsepower having economy of 17mpg in city and 25mpg on highway; the R/T, with a 5.7-liter HEMI rated at 375 horsepower gives 16mpg in city and 25mpg in highway; the SRT8, with a 6.1-liter HEMI rated at 425 horsepower.
Terms
muscle, machine, performance, quality, safety, HEMI, horsepower, engine, appearance, control, stability, comfortable
Key features standard across the range include power adjustable driver’s seat, front and side-curtain airbags, a four-speaker CD/MP3 stereo, cloth seating, and power accessories. The R/T model, in addition to upgrading the engine, adds a unique appearance package, an advanced traction control system, fog lamps, dual exhaust tips and electronic stability control. The SRT8 builds further on this package with more aggressive exterior styling, upgraded interior elements and SRT8 badges inside and out.
There’s plenty of room inside for four passengers and the seats are quite comfortable, but design is largely monotone and somewhat bland. The dashboard and instrument cluster are rather plain. The interior materials are of decent quality, at least, with plenty of soft-touch surfaces.
The SRT8’s have better bolstering and are also covered in leather and faux suede.
Category › Car Reviews
Title › 2010 Dodge Challenger
The rear seats are surprisingly roomy for two adults, with good headroom and decent legroom. The backseat also features a fold-down armrest and a split-folding back. At 16.2 cubic feet, the Challenger’s trunk boasts impressive cargo capacity for this segment.
Standard Dodge Challenger safety features include antilock brakes, side curtain airbags for both rows of seats, a stability system, emergency fuel shut-off device, automatic locking retractors, front pretensioners with force limiters and trunk anti-trap device. For full list of safety features check the list bellow.
2010 Dodge Challenger Features
Trim: SE
Exterior, Design, Paint & Finish
– Body Color Fuel Filler Door
– Front and Rear Body Color Bumpers
– Front Air Dam
– Metallic Paint (If Selected)
– Chrome Grille
Seats
– Rear 60/40 Split Folding Bench Seat With Integral Headrests and Fold-Down Center Armrest
– Front Dual Reclining Bucket Seats With Driver Adjustable Seat Height and Adjustable Headrests
– Theater Style Rear Seating
– Easy Entry Seat
– Cloth Seats
– Front Dual Manual Lumbar Support
– Driver Power Seat Adjusts 8 Ways Total
Instrumentation
– Tachometer
– Electroluminescent Instrumentation
– Cruise Control
– Tire Pressure Monitor
– Steering Wheel Mounted Controls For Cruise Control
– Digital Clock
Storage
– Front Dual Door Mounted Storage
– Coinholder
– Front Dual Seatback Storage Pockets
– Coinholder
– Lockable Glovebox
– Front Covered Lower Console Storage Located On Floor
– 2 Front and 2 Rear; 4 Cupholders Total
Interior, Design, Decor & Floor Covering
– Carpet Located In Passenger Cabin and Cargo Area
– Front Carpeted Floor Mats
– Rear Carpeted Floor Mats
Exterior Lighting
– Halogen Headlights
Safety
– Rear 3-Point Center Seatbelt
– L A T C H
– Crumple Zones
– Side Guard Door Beams
– Driver Airbag With Multi-Stage Deployment
– Crash Sensor
– Front Side Airbags
– Front and Rear Side Head Curtain Airbags
– Passenger Airbag With Multi-Stage Deployment
– Emergency Fuel Shut-Off Device
– Automatic Locking Retractors
– Front Pretensioners With Force Limiters
– Trunk Anti-Trap Device
– Front and Rear 3-Point Seatbelts
Braking & Traction
– Front Power 320-mm X 28-mm Vented Disc and Rear Power 320-mm X 10-mm Solid Disc Brakes
– All-Speed Traction Control
– Brake Assistance
– 4-Wheel Anti-Lock Brakes
– Electronic Stability Control Vehicle Stability Control System Operated Via ABS and Engine Power Reduction
Steering
– Tilt Steering Column
– Power Speed Sensing Rack and Pinion Variable Assisted Steering
– Telescopic Steering Column
Engines & Emissions
– Heavy Duty Oil Cooler
– 3.5-Liter, 60-Degree V6, 24-Valve, SOHC, SEFI Engine; Front/Longitudinal Mounted With Horsepower Of 250@6400 and Torque Of 250@3800, Alloy Block and Alloy Cylinder Heads
Suspension
– Independent Multi-Link Rear Suspension With Coil Springs, Gas Charged Shock Absorbers and Touring Ride Type
– Front Stabilizer Bar
– Rear Stabilizer Bar
– Independent Short-Long Arm Front Suspension With Coil Springs, Gas Charged Shock Absorbers and Touring Ride Type
Remote Controls & Remote Releases
– Keyless Entry Operated Via Key Fob
– Multi-Function Remote Operates Door Lock/Unlock and Illuminated Entry
– Remote Decklid Release
Anti-Theft & Locks
– Power Door Locks Operated Via Remote and Internal Switch With Automatic Locking
– Power Decklid Lock/Unlock
– Vehicle Anti-Theft Via Sentry Key(R) Engine Immobilizer
Heating, Ventilation & Air Conditioning
– Manual Air Conditioning
– Rear HVAC Ducts
Electrical
– Front Power Outlet
– Battery Saver
– 160-Amp Alternator
– Delayed Power Retention
– 730 Cold Cranking Amp Battery
Interior Lighting
– Trunk Light
– Illuminated Entry
– Front Map Lights
Entertainment, Communication & Navigation
– Front Auxiliary Audio Input Jack
– AM/FM Radio With 4 Speakers Total; CD Player, MP3 Player
– In-Glass Radio Antenna
Transmission
– AutoStick(R) Manually Interactive Automatic Transmission
– 5-Speed Electronically Controlled Manually Interactive Adaptive Automatic Transmission With Overdrive and Floor Mounted Shifter
– Adaptive Automatic Transmission
2010 Dodge Challenger Specifications
Trim: SE
Engine
Standard Engine 3.5L V6
Standard Transmission 5 Speed Automatic
Cylinders 6
Horsepower @RPM 250@6400
Fuel Economy Cty/Hwy 17 / 25
Combined Fuel Economy 20
EPA Class Mid-Size
Number of Valves 24
Torque @RPM N/A
Turbo (Yes/No) No
Overdrive Transmission Yes
Battery Output N/A
Compression 10.0:1
Displacement 3518 / 215
Bore X Stroke 3.78×3.19
Cruising Range 360 miles
Final Drive Gear Ratio Opt N/A
Power to Weight Ratio 14.9
Final Drive Ratio No
Valves Configuration Single Overhead Cam
Supercharged No
Electric HorsePower RPM N/A
Electric Torque Feet Per Pound N/A (foot-lbs)
Electric Torque RPM N/A
Electric HorsePower BHP N/A
Interior Dimensions
Seating (Standard) 5
Seating (Optional) N/A
Tow Capacity (Standard) 1000
Tow Capacity (Maximum) 1000
Headroom (Front) 39.3
Headroom (Row 2) 37.4
Hiproom (Front) 54.6
Hiproom (Row 2) 48.6
Legroom (Front) 42.0
Legroom (Row 2) 32.6
Shoulder Room (Front) 58.2
Shoulder Room (Row 2) 53.9
Seating (Maximum) 5
Headroom (Row 3) N/A
Hiproom (Row 3) N/A
Legroom (Row 3) N/A
Shoulder Room (Row 3) N/A
Brakes, Steering, Suspension and Tires
Brakes (Front) Disc
Brakes (Rear) Disc
Driveline Rear Wheel Drive
Driveline (Opt) N/A
Steering Rack & Pinion
Steering Diameter Left 38.9
Steering Diameter Right 38.9
Suspension (Front) Independent
Suspension (Rear) Independent
Tire Type Passenger
Tire Width 215 mm
Tire Aspect Ratio 65
Tire Construction Radial
Tire wheel Diameter 17 in.
Capacity and Volume
Cargo Volume (EPA) 16 cu. ft.
Cargo Volume (MFR) 16 cu. ft.
Fuel Capacity 18.0
Passenger Volume (EPA) 91
Passenger Volume (MFR) 91.5 cu. ft.
Box/Cargo Height N/A
Box/Cargo Length N/A
Box/Cargo Width (Wheel) N/A
Box/Cargo Width (Wall) N/A
GVWR Standard N/A
GVWR Maximum N/A
Payload Standard N/A
Payload Maximum N/A
Exterior Dimensions and Weight
Curb Weight MT N/A
Curb Weight AT 3720
Ground Clearance N/A
Height 57.1
Length 197.7
Top Type (Standard) Hard Fixed
Top Type (Optional) N/A
Track (Front) 63.0
Track (Rear) 63.1
Weight Distribution AT (Front) 54
Weight Distribution AT (Rear) 46
Weight Distribution MT (Front) N/A
Weight Distribution MT (Rear) N/A
Wheelbase 116.0
Width 75.7
Doors (Standard) 2
Doors (Maximum) 2
Crash Test Ratings, Sales and Origin
Crash Test Rating 5* / 5*
Sales Volume N/A
Where Built Canada
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 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.