The Car Info Blog

Nissan 370Z

2009-06-08T07:37:00.000-07:00

Executing a perfectly smooth downshift in a manual car is almost like making a hole-in-on in golf or scoring a perfect 300 bowling game - often aspired to but usually elusive.

At least you don't need extraordinary physical attributes for those sports. Operating all the pedals in a manual car at the same time - which you need to do if you want to blip the throttle while braking - is always going to be a challenge if you weren't born with three feet.

Nissan has come up with a wonderful solution in the manual 370Z, called SynchroRev Match. This automatically blips the throttle when you shift down, which completely eliminates drivetrain backlash when the clutch pedal is released. Sounds complex, but it works brilliantly.

You feel like a driving demi-god every time you go through the gears, and there's never a worry that you'll mismatch the revs and unsettle the car.

The rest if the 370Z isn't half bad either. While the car is smaller and tauter than the 350Z it replaces, is still serves up old-school brawn rather than the edgier feel of, say, an Audi TT.

The 333 bhp engine has deep reseves of power through the range and though the car's chassis doesn't feel that crisp initially, it's astonishing balance quickly becomes evident as you push harder.

The 370Z is a driver's car through and through. As long as you can stomach the road tax bills, it's currently one of the biggest bargains in the world of sports coupes.

Nissan 370Z Photo Gallery

Volkswagen Polo 1.4

2009-06-06T06:58:00.000-07:00

More Than a Volkswagen Mini Golf!

The brand new Volkswagen Polo looks like a variant of the Volkswagen Golf. It is strange to make two cars look so similar to each other, but perhaps all thi shows is how Volkswagen intends the new Polo to be as successful as the larger Gold has been in its own segment.

The angular, minimalist look is a huge leap forward. A combination of bolder lines in the sculpted flanks and shoulders, as well as nicely-exceuted details like the L-motif tail-lights and integrated side mirror indicators give visual punch.

The driving experience is something too. While the Polo's chassis might not have pin-sharp responsiveness, the weight loss regimen VW undertook has made the car a more willing athelete.

The steering is accurate but full of levity, a common fault in urban-focused machines. But after a while, you realise it doesn't matter.

That's because there's no need to make any steering corrections in the middle of a corner because the well-behaved chassis does what it's told first time round.

Compact cars often suffer from vibration and noise issues from the lack of space-sapping insulation materials. While not entirely vibe-free, the Polo's cabin is probably the quietest in this class, making long-distance drives a cinch.

Helping that along, the cabin materials have evolved from merely heavy-duty to both tough and luxurious. There are even upper-class features, such as a touch-screen entertainment system and a clear driving information display.

Volkswagen Polo Ups

Excellent chassis
High Quality, serene cabin

Volkswagen Polo Ups

Engine lacks grunt
More powerful 1.2 turbo only arrives later

Volkswagen Polo Quick Facts

Engine: 1,390cc 16V in-line 4
Power: 85bhp at 5000 rpm
Torque: 132Nm at 3800 rpm
Gearbox: 5-speed manual
Performance: 177kmh, 0-100kmh 12.0 seconds

Photo Gallery: Volkswagen Polo

Mercedes Benz C180 Kompressor

2009-05-10T04:02:00.000-07:00

The Smallest and Sweetest Mercedes-Benz!

Over the last decade, the typical American consumer's motto was the bigger the car, the better. Luxury car makers churned out bigger cars with V8s capacity. The Mercedes-Benz was no exception. But the oil crisis last year where crude oil reached all-time highs saw smaller cars in high demand. Luxury car makers followed the fashion.

The Mercedes c180 is the latest Mercedes sedan - a 1,597cc four-cylinder engine - the smallest displacement Merc sedan in modern times.

This supercharged engine is from the same block as the 1.8 litre, with the same size cylinders, except that the piston stroke is shorter. It has the same power output but peak torque arrives at slightly higher engine speed.

Shorter stroke pistons tend to produce a sweeter delivery and this is evident across the C180's entire rev range, from a relaxed 1800 rpm when the car is cruising in fifth to a baritonal 5000rpm when overtaking quickly.

Driving about the city, the 1.6 litre C180 is relatively effortless, with revs hovering between 2000 and 2500 rpm, and power transmission accomplished efficiently by an old but trusty five-speed autobox.

You won't find yourself wishing for a Benz with a bigger engine. The car is as quick as as its 1.8 litre sibling. Not only that, you get slightly better fuel efficiency (around 3.7 percent improvement in city driving).

Apart from not having parking sensors and fully motorised seat adjustments, the 1.6 litre C180 is just as well-equipped as the 1.8.

You get dual-zone climate control, electric foldable wing mirrors, cruise control and a slew of onboard functions, accessible via steering-mounted controls, including a new Bluetooth cellphone hookup.

Cosmetically, the most visible change lies with winkers on the wing mirrors, which now resemble those on the yet-to-arrive new E-class.

Mercedes-Benz C180 Kompressor Blue Efficiency Facts:

Engine: 1597 cc 16-valve inline-4
Transmission: Five-speed automatic with quick shift
Power: 156 bhp at 5200 rpm
Torque: 230Nm at 3000 rpm
0-100 kmh: 9.9 speeds
Top speed: 223 kmp
Fuel consumption: 7.7 litres/100km (city highway)

Mercedes-Benz C180 Photo Gallery

Lexus RX350

2009-03-26T07:10:00.000-07:00

The new Lexus RX350 is taller and wider, with improved aerodynamics that eliminate lift almost entirely...

It is also more car-like than the first two generations of RX models. It is easily the most responsive (and yet most relaxed), most dynamic and quietest car of its kind. The new car is somewhat bigger. Bumper to bumper, it is 30mm longer. The wheelbase is extended by 20mm and its width by 40mm. The vehicle is also 10mm taller.

Most crucial to its surefootedness are its width tracks. And with improved aerodynamics that is said to eliminate lift almost entirely, the car feels very confident at higher speeds.

With active torque distribution and Vehicle Dynamics Integrated Management (for stability control), it takes a lot to throw the RX off balance.

The Toyota Camry-based RX is powered by its front wheels most of the time. Torque is redistributed only when the car needs more traction. The all-wheel drive lock button can be pressed on the occasions when you need to negotiate unpaved roads. The system reverts to Auto mode once you exceed 40kmh.

The car is artistically shaped with the front of the car tilted ever so slightly towards the driver. It has been said that Toyota Motor executives had a huge debate over it. Many were worried that RX lovers would be too conservative to accept the new look. But it was a good thing that the progressive camp won out.

The RX is the easiest SUV to live with. The driver gets a huge footwell, lots of head and elbow room, as well as a comfy and supportive seat. The driver's seat will even automatically slide back to make disembarking easier.

The car's 3.5 litre V6 heart is essentially the same as the one in the last car but programmed for a bit more oomph.

It is mated to a six-speed transmission that is silky, silent and has an utterly relaxed top ratio.

Although it is 0.2 seconds slower than its predecessor to the 100 mark, it feels more light-footed, especially in the city.

A digital gauge in the instrument panel tells you when the car is within economy range. The RX350 is able to accomplish most day-to-day tasks well within the range.

And being largely two-wheel-driven and possessing that long-legged six-slot gearbox, it is slightly more fuel efficient than its predecessor, despite being 115kg heavier (it is bigger, after all).

On the whole, it comes across as an extremely refined machine, even when compared with some luxury sedans.

Lexus RX350 Facts

Engine: 3,456cc 24-valve V6
Transmission: Six-speed automatic with quick-shift
Power: 274bhp at 6,200rpm
Torque: 346Nm at 4,700 rpm
0-100kmh: 8 seconds
Top Speed: 200kmh
Fuel Consumption: 10.6 litres/100km (city-highway)

Get Cheap Car Insurance Today

2009-01-30T06:38:00.000-08:00

You do not have to pay expensive car premiums for your car insurance anymore. There are many offers out by car insurance companies in recent months. For instance, Liberty Mutual has an offer called "Full Accident Forgiveness". Offers like these can help save hundreds off your insurance payment - a typical average savings for qualified drivers whose accident is forgiven is $345! That is a huge chunk off your car insurance payment there.

Read the below for more information and tips on how to save money from your car insurance payments.

You Are Paying Way Too Much For Car Insurance - Stop Throwing Your Money Away
By Ryan Richardson

In most areas, the law requires that anyone who drives carries at least a minimum amount of car insurance. This is an expense that we all have to deal with but there is a very high probability that you're paying a lot more than you need to. The reason that so many people are overpaying in many cases is because they simply don't know any better. The good news is that finding a better deal is fast and easy.

There are countless car insurance companies competing for your business. With the sheer number of companies and the ferocity of the competition prices vary wildly from one insurance provider to another. It's possible for prices to vary by several hundred dollars annually from company to company. The number of choices we have and the amount of competition out there gives us a tremendous opportunity to save money but most people never bother to shop around for the best deal.

There are a number of reasons why people don't bother doing a little comparison shopping and end up overpaying for their coverage. Some people are just plain lazy, others don't realize how much they could save by finding a company that offers a better price, others realize that they may be able to save money but don't know where to start looking. Thank goodness for the Internet.

You currently have the worlds best research tool at your fingertips. You can find out all kinds of information about any insurance company you wish, including their current prices. You can get multiple quotes from several different car insurance companies in just a few minutes. It's absolutely free. There is no cost or obligation. The process consists of entering a bit of information into a short online form and clicking a button. That's all it takes and then almost instantly you will have multiple quotes to choose from. Finding a better deal and saving a lot of money on insurance premiums has never been easier.

Get free auto insurance quotes and see how much you could be saving. Stop throwing money away. Click Here!

Article Source: http://EzineArticles.com/?expert=Ryan_Richardson

You Need Car Insurance

But You Do Not Have to
Pay an Arm and a Foot for It!

BMW 750Li - Seven Things To Note

2009-01-29T21:37:00.000-08:00

1) It Doesn't Have Any Awkward Lines
Despite being bigger all-round than the old model, the new 7 manages to look trimmer and more atheletic. The outward look hasn't changed dramatically, but the creases and curves are now much more cohesive. It sits lower to the road, the more upright front grille giving it a stronger presence.

2) It Doesn't Have As Big An Engine As Before
The 750Li's engine may have been downsized from 4.8 to 4.4 litres, but this is more than made up for by twin turbochargers, which gives a healthy boost to power and torque. The new V8 is spectacularly good, serving up crisp throttle response, tarmac-tearing acceleration, and a creamy smooth note. It will surely pick up at least a few engine awards over the next few years.

3) It Doesn't Feel Big To Drive
It feels so nimble from behind the wheel that the car can almost pass off as a Series 3. You'd expect a BMW to handle well, but the 7's integral active steering system, which turns the rear wheels together with those in front, takes things to another level. The first thing you would notice is how tight the turning circle is, and how the car changes direction in one clean movement at higher speeds. It feels completely natural, too, which is the way it should be.

4) It Doesn't Have An Uncomfortable Ride
Systems that allow the driver to change a car's dynamic characteristics at the touch of a button are common these days. The 7's Dynamic Drive Control works better than most, though. Selectng "Sport" really gives the car a sporty edge, while "Comfort" sacrifices some handling agility for smoothness. "Normal" works best most of the time but it's nice to know that a genuinely soft ride is just a button press away.

5) It Doesn't Requite a Phd in Electronics to Operate
Probably the nicest thing about the 7 is how its sophisticated control systems always seem to be on your side. Features such as the radar-based cruise control, side view cameras and three-dimensional navigation sustem are a cinch to use, so you never get distracted or overwhelmed by their presence.

6) It (Still) Doesn't Have A Huge Boot
There's room for improvement here - the boot has a reasonable 500 litre volume but its shape is narrow and long, rather than wide. Not ideal for loading golf bags. Opting for head-level air-cpn vents for the rear passengers further compromises boot space. The standard rear vents work well enough, so there's little point in spending the extra money. Other options of questionable value are the night-vision system and high-beam assist.

7) It Doesn't Have Any Real Rivals
There are luxury saloons that match the new 7 series refinement, while others come close to being as good to drive, but none matches the sheer depth and breadth of its talent. Make no mistake, this is a game-changing car.

Ups:
Fantastic performance and handling
Much improved comfort.

Downs:
Relatively narrow boot.
Not all options are useful.

Pictures of the BMW 750Li

Chevrolet Epica 2.0

2009-01-27T20:41:00.000-08:00

The Only Thing Chevy's Six-Speed Epica will not Stretch is Your Budget

The car is softly sprung. Even the control stalks appear spongy - light and vague. It is perhaps an attempt by Chevrolet to infuse the car with old-school Americana: easy, effortless elbow on the window sill driving.

It is fine if you have hundreds of kilometres of straight roads, on which the Epica's steering-mounted cruise control will come in handy.

Chevy could have intended the Korean-made Epica to be more Continental. Towards this end, it already has one thing going for it: its gutsy inline-six engine, a configuration favoured by BMW.

Even if it not the best example of a straight six, you have to admit that such a power unit is exotic in the 2-litre segment.

The Epica is also rather handsome, especially in black. The 2009 edition sees it wearing a new radiator grille and its tail-lamp clusters joined by a read reflector strip instead of chrome.

The styling has hints of Cadillac and BMW, which is not a bad thing. And its equipment level is pretty high: motorised seat adjustments, climate control, an LED console with digital readings and compass, and anto-glare rear-view mirror.

Finally, the sixth cog allows it to cruise in a more relaxed manner. On the highway, it is more frugal than its predecessor. In mixed driving, the test-car averaged 10.5 litres per 100km.

Chevrolet Epica 2.0 Facts:
Engine: 1993cc with 24-valve inline-6.
Transmission: Six-speed automatic with quick shift.
Power: 143hp at 6400 rpm.
Torque: 195Nm at 4600rmp.
0-100kmh: 11.5 secs.
Top speed: 195kmh.
Fuel consumption: 9.2 litres/100km (city-highway).

Luxury SUV: Lexus RX450h

2009-01-25T19:38:00.000-08:00

Lexus's new SUV offers comfort and refinement. Gone is its symmetrical old dashboard, it has been replaced by a wave-like centre console.

The new Lexus RX 450h arrives at an interesting time - Lexus turns 20 this year, and the American car market, which has been critical to the commercial success of the RX, is running on empty.

Amidst all of the uncertainty and unpredicatability of the car market, the Lexus RX450h has been redesigned in a predictable mannner. The shape is sleeker and the sheet-metal details are sharper, but it is still familiar to RX drivers. The only difference is that the tailgate wiper is concealed under the rear spoiler.

Also, the old dashboard's straightforward, symmetrical layout is no more, replaced by striking assymterical design with a wave-like centre console.

Another highlight is the Remote Touch, a first for Lexus. It consolidates and controls various onboard functions, including navigation, entertainment and vehicle set-up and it employs an unusual mix of mouse and joystick operations.

The actual user interface, however, could be slicker. Apart from Remote Touch, the new interior offers plenty of amenities, including keyless entry with push-button start, acres of factory-sewn leather, powerful dual-zone air-conditioning and electric everything, from the front seats to the rear hatch.

The boot is even bigger than before and comes with well-placed quick-release levers for the versatile split-fold back seat. There are also more storage points for odds and ends.

An array of airbags is, of course, standard fare in this car.

Behind the wheel, immediately noticeable are the improved ergonomics, such as the superior support and adjustability of the driver's seat, the even more commanding outward visibility and the rationalised placement of the control cluster for the power mirrors.

At the same time, all the switchgear feels tighter than before and all the cabin materials are better made.

The handling of this sports-utility vehicle continues to be more utility than sports. But there is now at least a semblance of feel and feedback through the steering, which helms a chassis that responds more positively to major directional changes than the previous model.

The RX450h's performance is more significantly improved. Its initial pick-up and mid-range acceleration are even punchier than the outgoing RX400h, making the RX450h a bit of a green monster on the road.

Yet it manages to deliver over 10 percent better mileage than its predecessor. This translates to nearly 14kn per litre, which is very good going for a well-equipped SUV with the works.

Lexus engineers have eliminated the squashy brake feel of the regenerative system that afflicted the RX400h. They have also made the fuel-saving stop-start fucntion less noticeable now.

Whether a clever hybrid or a conventional petrol model, the new Lexus RX is certainly a capable and comfortable ride for upmarket suburbanites.

Lexus RX450h Facts:
Engine: 3456cc 24-valve V6, plus 123kW front motor and 50kW rear motor.
Transmission: Continuously variable transmission.
Power: 295bhp at 6200rpm.
Torque: 334Nm at 4700rpm.
0-100kmh: 7.4 seconds.
Fuel consumption: 7.2 litres/100km (city-highway).

Mercedes-Benz E200 NGT

2008-12-10T01:19:00.000-08:00

Mercedes Pulls Out its Best Trick for the E-Class With the E200 NGT

The Mercedes-Benz E200 is built from the ground up as a bi-fuel car. Refilling CNG (compressed natural gas) and petrol is done at the same place.

The interior looks as plush as the regular E200 save for an additional menu on the digital gauge to indicate how much gas is left in the tanks.

Two compact cylinders are tucked neatly in the spare tyre well (there is a tyre repair kit for emergencies) while a pair of chunkier tanks hide behind a partition in the boot. The remaining space measures a decent 400 litres, enough for a couple of suitcases and a golf bag.

On the move, apart from an icon on the display, there is little to differentiate between petrol and CNG running modes. On paper, the car is 0.1 second slower to 100 kmh in gas, the engine sounds and feels the same.

Curiously the trip computer does not show the range or average consumption figures. Mercedes claims the 18kg CNG capacity is good for nearly 300km, while the 65-litre petrol tank can see around 700 km (of highway driving, probably).

Beyond the driving ange benefits and how seamlessly the CNG system operates on the E200 NGT, the case for this really comes down to money.

Taking advantage of the Green Vehicle Rebate, which is 40 per cent of the car's open market value, the NGT model retails for less than the petrol-only E200 Kompressor model.

Mercedes-Benz E200 NGT Facts:

Engine: 1796cc 16-valve inline-4 supercharged
Transmission: Five-speed automatic
Power: 163bhp at 5500rpm
Torque: 240Nm at 3000rpm
0-100kmh: 10.7 seconds using petrol (10.8 using CNG)
Top Speed: 227kmp
Fuel Consumption: 9 litres/100 km (6.1kg/100km) (city-highway)

Pictures of Mercedes-Benz E200 NGT

Porsche Cayman S

2008-12-09T00:51:00.000-08:00

Like a Well-Tailored Suit, the Distinctive Porsche Cayman S Makes the Driver Look Good.

For the 2009 model, Porsche's mid-engine coupe gets a fine makeover that you really have to experience to understand what the fuss is all about. When you walk around the new car, no major changes are noticeable - new front and rear bumpers, the usual tweaks to enhance appearance and visibility with bi-xenon headlights and LED for daytime lights plus monotone (red) rear lamp clusters.

True excitement lurks inside.

Two brand-new flat-6 engines debut in the new car - 2.9-litre in the Cayman and a direct-injection 3.4 in the Cayman S, which I tested.

Both versions enjoy an increase in power and torque and, as you would expect, both consume less fuel than before.

Porsche's VarioCam Plus, which varies valve timing and lift, works its magic to help the "base" engine deliver 265bhp at 7200rpm and 300Nm between 4400 and 6000rpm.

Cayman S engines also develop maximum power at 7200rpm but with the added benefit of direct-injection power is an exciting 320bhp and torque is rated for 370Nm at 4750rpm.

Indeed, the Cayman S has always cried out for more power than the 295bhp it had to be content with till now.

The new Cayman S is a genuine driver's car. Equipped with the optional seven-speed (standard is a six-speed manual) Porsche double-clutch gearbox (PDK), which has a proper lever to switch gears, and the optimal limited slip differential, it is not just quick from point to point but also incredibly agile around hairpins and sweeping curves.

The LSD locks up just 22 per cent, enough to allow the rear a small dose of oversteer that only enhances the car's overall adjustability and agility.

Porsche Stability Management takes care of over-exuberance. It can be switched off but there is not much point in doing so.

As always, the Cayman's steering is among the best in the business. Like the suspension, it has been updated with only minor revisions.

Three years ago, when the Cayman was launched, it was a brilliant car. Now it is even better.

Porsche Cayman S Facts:

Engine: 3436cc 24-valve flat-6
Transmission: Seven-speed double-clutch gearbox
Power: 320bhp at 7200rpm
Torque: 370Nm at 4750rpm
0-100kmh: 5.1 seconds
Top Speed: 275kmh
Fuel Consumption: 9.1 litres/100 km (combined)

Photos of Porsche Cayman S

Lexus GS450h - A High-Class Hybrid Car

2008-12-08T00:13:00.000-08:00

Lexus Hybrid Car - touted as the first high-performance luxury hybrid, the Lexus GS450h claims to have the power of a 4.5-litre V8 and the thirst of a 2-litre motor.

Mention hybrid car and most people instantly think of the Toyota Prius. As the forerunner of the hybrid revolution, that car created history by proving to sceptics a hybrid could achieve record-breaking fuel economy yet remain completely reliable.

While the Prius is an ultra-economical car, the Lexus GS450h is touted as the world's first high-performance luxury hybrid. Lexus claims it has the power of a 4.5-litre V8 and the fuel consumption of a 2-litre motor.

A century-sprint time of only 5.9 seconds gives it the acceleration to out-drag noisy rally specials with their huge rear spoilers and garish body kits.

But to regard the 450h as a gentleman's drag racer is to miss the point of the car. With this hybrid, Lexus is on a mission to prove high performance need not come at the expense of heavy fuel consumption. The "normal" engine is a 3.5-litre V6 developing 292bhp. One electric motor (codename MG1) acts as an engine starter, while another more powerful 197bhp motor (MG2) powers the car. Total system output at full throttle is 339bhp.

On taking off gently and at low speeds, MG2 is the sole power source. Step on the accelerator and both the V6 and MG2 mesh seamlessly to provide a truly sensational rush. Once on the go, there is so much torque that overtaking is nearly instantaneous, virtually more a thought than an act - just wish it and it is done.

Even more imprressive than the ballistic accleration is the way the Lexus Hybrid Drive handles the continuously varying outputs of the engine and electric motor. Crossovers between the two power sources are truly seamless, with nary a click or a jerk. The E-CVT transmission is a work of art. Unlike CVT transmissions in conventional cars, there is no feeling of a lag between the transmission and the engine.

At full throttle, the 450h remains extremely quiet, with just a trace of a subdued yet sporty intake roar. This effortless high performance is possibly the most endearing feature of the 450h. With its stupendous torque and instant acceleration, fast upcountry runs over twisty roads would be a cinch.

The experience would be further enhanced is only the steering had a little more feel and feedback.

Smart alloy wheels with chrome highlights, bluish Lexus badges and small "hybrid" signs are the only indications that this is a 450h, not a normal GS300.

The cabin is similar to the 300, save for the additional instruments giving visual clues on the power train. In spite of the additional inputs, the touch screen remains supremely intuitive.

The plush cabin is not perfect, though. Rear leg and head room are marginal for the very tall. And the low roofline of the GS means you have to bend pretty low to enter or exit the car.

Lexus GS450h Facts:

Transmission: Continuously variable transmission
Engine: 3456cc 24-valve V6
Power: 292bhp at 6400rpm (339bhp with electric power)
Torque: 368Nm at 4800rpm
0-100 kmh: 5.9 seconds
Top Speed: 250 kmh (limited)
Fuel Consumption: 7.8 litres/100km (combined)

Pictures of Lexus GS450h

Brake on Sales? Not for Rolls Royce!

2008-11-25T05:28:00.000-08:00

The Associated Press reported that there is at least one sector of the automaker industry that is bucking the downward trend - and that is in the high-end car market.

Here are some interesting figures and facts from the AP article:

Rolls Royce Phantom

It would seem that the last thing anyone would need is a US$400,000 Rolls Royce Phantom, but many actually do!

Sales of the luxury marques are either flat or down modestly. Ferrari's US sales, for instance, dipped just 3 percent for the first 10 months of the year, while Rolls Royce cruised ahead with a 32 percent growth.

Said a top aito analyst from a consulting firm: You are dealing with the ultra rich, who, even if they take a hit, a car purchase for them is a very fractional piece of their net worth.

A few bright sparks also remain for the cheap and cheerful range as well.

There has been a steady rise in global sales for low-cost cars, despite the current economic crisis.

For example, Renault's low-cost, boxy-looking Logan has become one of the company's most profitable vehicles even as profits from its other models slow to a weak 3 percent.

Renault Logan

Carmakers Grinding to a Halt

2008-11-24T05:05:00.000-08:00

Cars in Low Gear: Cut in production and staff across the globe as sales plummet

List of the troubled carmakers.

General Motors (US)
Worldwide sales fell 11.4 percent between July and September.
Says it needs up to US$12 billion in bailouts, and could collapse in weeks.
Shutting down Thai plant for two months, affecting 2000 workers.

Peugeot Citroen (France)
Sales dropped 16 percent last month.
Axing 3550 workers across France, from workforce of 114000 last year.
Cuts comes after 3000 departures in February and 10000 last year,
from France and Europe.

Honda (Japan)
Cutting production by 40000 vehicles in Japan, 21000 in Britain
and 18000 units in North America.
Will temporarily close a factory in Britain next February and March,
and at the Saitama plant near Tokyo.

Toyota (Japan)
Sales fell 21 percent last month compared to a year ago.
Cutting half of 6000 temporary jobs at domestic plants,
and planning production cuts at Thailand plant.
Forecasts 68 percent drop in full-year net income.

Ford (US)
Seeking US$7 billion in bailouts.
Posted net losses of US$8.7 billion in the second quarter this year.

Mercedes-Benz (Germany)
Parent company Daimler reported 66 percent drop
in operating profits last month.
Cutting car production by over 80000 units.
Production cuts and extended time off for workers.

Audi TTS Roadster 2.0 Quattro

2008-11-14T06:33:00.000-08:00

Audi's latest convertible two-seater is a delicious detour from the norm...

The TT Roadster is a compact car, and is sufficiently braced for most occasions, including the unlikely event of a rollover.

Extra metal struts have contributed to a 60kg weight penalty. Hence the car is 0.2 seconds slower to the century mark than the TTS Coupe. Still a 5.4 second sprint is pretty quick (6.5 seconds for the garden variety TT Roadster). And more importantly, the car is as agile as the TTS Coupe.

In fact, the TTS Roadster has something that helps neutralise a common bigbear of topless cars: a rock-hard ride on account of the additional weight. It has Audi Magnetic Ride, an adaptive suspension system that should really be renamed Audi Magical Ride.

There are other more fundamental elements that separate the TTS Roadster from the basic TT Roadster. Maximum power goes from a paltry 200bhp to 272bhp and peak torque from 280Nm to a highly respectable 350Nm.

The car handles the leap in output so effortlessly that you would be tempted to chip it to raise the bar further.

Audi has fitted the car with a conventional autobox (with paddle shifters) instead of the delicious double-clutch job in the TT Roadster. But because the topless TTS has so much juice on tap, it seems to be no poorer for it. More often than not, leaving the gearbox in Drive mode is more than enough.

The car has a trigger throttle and you are never left wanting when overtaking or picking up the slack in everyday stop-start traffic.

Everything about the car feels just right, from its turn-in response to its steering weighting. Its brakes are truly powerful and confidence-inspiring, yet friendly to use at low speeds.

The TTS Roadster's roadholding prowess is phenomenal. Nothing short of driving it with a concussion will unsettle it. That of course is a function of another big difference between this Roadster and the less expensive version: all-wheel drive. Or as Adui says: quattro.

Like the TTS Coupe, the car sounds wonderful. Its soulful, bassy exhaust note is punctuated ever so often with deep-throated throttle-blipping when the car downshifts. It is almost unbelievable that a four-cylinder machine can sound so good.

And guess what? Flipping the canvas canopy brings the music so much closer to you. That, as well as the wind in your hair, is why the TTS Roadster is more engaging than the Coupe.

Its automatic roof is a one-touch affair and goes up and down in 12 seconds flat. More impressively, it operates smoothly and noiselessly.

The other nice thing about the Roadster is its upholstery. The tan nappa leather with saddle seam pattern goes well with the fabric roof and the outdoorsy feel of the car.

Audi TTS Roadster 2.0 Ouattro Facts:

Engine: 1,984cc 16-valve inline-4 turbo
Transmission: Six-speed automatic with paddle shift
Power: 272bhp at 6,000rpm
Torque: 350Nm at 2,500-5,000rpm
0-100kmh: 5.4 seconds
Top speed: 250kmh (electronically limited)
Fuel consumption: 8 litres/100km (city-highway)

Interior pictures of Audi TTS Roadster 2.0 Quattro

The New Audi RS6 Avant

2008-11-02T05:42:00.000-08:00

The New 5-Litre Audi RS6 Avant is a Muscular Station Wagon

This is a car perfect for a working mother! It is extremely quick, so the mother can rush to meet her work deadlines, and perform household chores in between. It is also big enough for five family members and their weekend gear. It is imposing enough to keep road chauvinists at bay. Yet despite its large utility, it looks elegant enough to be parked at the executive parking lots.

This is the most powerful car Audi has made, and certainly it is the fastest station wagon one can buy on the market.

But it does consume large fuel quantities, slightly more than an Audi Q7 seven-seater SUV. This is due to its enormous 5-litre engine and part-steel body, resulting in a curb weight of just over 2000kg.

For people who want a sports car in a wagon form, the Audi RS6 is what they'd want, but they'd have to contend with its heft form. It measures 5m tip to tip.

The car is endowed with a pretty long wheelbase and wide tracks, and is has quattro permanent all-wheel-drive and electronic stability program.

The Avant serves well as a station wagon. Its stowage area is wide, deep and flat. Even without folding the rear seats, it will swallow most flat-pack furniture you can pick up at Ikea. Its motorised tailgate is a real boon too,

As mentioned, the Audi RS6 Avant strikes quite a pose. It is both elegant and menancing. And check out those cross-drilled brake discs, the ones in front practically fill up the space in the 20-inch wheels.

Incidentally, those brakes work like a charm, even when the 2000kg beast is going like a runaway freight train. Only thing is, they tend to squeak when wet.

On the whole, the car's build and material qualities are beyond reproach. However, the pleasure of ownership will cost you. This is one expensive vehicle!

Audi RS6 Avant Facts
Engine: 4.991cc; 40-valve V10 bi-turbo
Transmission: Six-speed Tiptronic
Power: 580 bhp at 6,250 rpm
Torque: 650Nm at 1,500-6,250 rpm
0-100kmh: 4.6 seconds
Top speed: 250kmh (electronically limited)
Fuel consumption: 19.9 litres/100 km (city)

Audi RS6 Avant Interior Pictures

Electric Minis To be Made

2008-11-01T05:27:00.000-07:00

500 Electric Minis

BMW will be making 500 battery-powered Minis to be tested in California. The Mini E is the first step in a medium-term plan to offer electric models.

The Mini E's electric drivetrain produces a peak torque of 220Nm and power is delivered to the front wheels via a single-stage helical gearbox. This unique engine and transmission arrangement powers the emission-free card to 100kmh in 8.5 seconds and up to an electronically limited top speed of 152kmh.

The car will be a two-seater, as space is taken up by its lithium-ion battery pack, which will have a maximum capacity of 35 kilowatt-hour, which translates to a range of about 300km. It can be plugged into all power outlets and recharging from flat is expected to take just 2.5 hours.

Mini Cooper Interior Pictures

Volvo XC90 - Ocean Race Edition

2008-10-29T06:02:00.000-07:00

Volvo's XC90 is Still ShipShape

Volvo has launched its sea-themed version of its XC90. The Volvo Ocean Race Edition is named after the nine-month endurance sailing event which kicked off last weekend in Alicante, Spain. As you'd expect, the car gets a host of sailing-inspired mods to set it apart from ordinary land-based XC90s.

Most noticeable is the Ocean Blue pearl paintwork, which really looks deep and luscious enough to plunge into. Small emblems on the front fenders mark the car out as a special edition - the test car's huge decals are thankfully not standard.

There's also extra chrome trim around the exterior, painted aluminium roof rails and a new alloy wheel design which Volvo says was inspired by the movement of the ocean's waves. Maybe the resemblance would be clearer when one is seasick.

All these do jazz up the XC90 slightly, although the car's styling has hardly dated since its release back in 2002 anyway.

The cabin benefits from an upholstery stitching style that apparently has its roots in sail making, some genuinely stylish aluminium trim panels and special floor mats.

Fancy detailing aside, this remains one of the most cleverly designed interiors anywhere in the car world. The comfy seats are easily configured in virtually any arrangement you'd like, and there's decent boot space even with the third row chairs in place.

Build quality is reassuringly sturdy, the car feeling well up to the task of handling 45,000 tough kilometers - the distance covered by the Ocean Race participants - and then some.

It's pretty much toddler-proof too.

Power comes from the tried-and-trusted 210bhp 2.5 turbo five-cylinder, which remains Volvo's most characterful engine by some margin. It pulls the nearly 2.1 tonne SUV along with real vigour, although those with heavy right feet will pay the price at the pumps.

Only 4,000 of these special edition XC90s are available worldwide.

Honda City 1.5 LX

2008-10-28T07:55:00.000-07:00

Honda Has Finally Got Its Act Together for the New City 1.5 LX

Third time's the charm and so it is for Honda's compact saloon, the City. The original nodeal was a perfect robbery getaway car - not because it could outrun the cops, but because it looked so forgettable that no eyewitness would have been able to describe it.

Being recognised wasn't something its replacement had a problem with, if only for all the wrong reasons. If ever there was a car that prioritised function over form, it was the gawky looking second-generation City.

This brings us to the latest version and as you can see, it is quite a looker. Although it shares its platform with the new Jazz, the City has completely different interior and extrior styling.

A 15mm reduction in height compared to its predecessor gives the car a more planted stance on the road, while thick horizontal bars across the front grille emphasize its width. It looks modern and proportionate, even mildly sporty.

First impressions are positive - other than being dressed to impressed, its packed with enticing goodies like a powerful 120bhp engine, a five-speed automatic gearbox with paddle shifters, all-round disc brakes and factory-fitted 16-inch alloy wheels.

Apart from the air vent louvres and centre compartment catch which feel a bit flimsy, most of the switches and controls work with typical Honda precision. Even the steering wheel looks upmarket.

The thick cushioned front chairs apear to have been pinched from a bigger car and rear occupants haven't been left out: they get two-position reclinable seats, which is a nice luxury touch.

Once again the City's cabin is something of a packaging miracle, with much more legroom than expected in a car of this size. The boot is also massive, its 506 litre capacity surpassing something even the Lexus LS 460s. If you can't squeeze something in there, you probably don't need it.

From the driver's seat, it quickly becomes obvious how much better the new City is to drive. The steering, always a weak point in the old car, is now well-weighted and precise. No longer do you have to coax the wheel back towards the straight-ahead position after making a U-turn.

The car is also far more stable when it's being enthusiastically. Excellent damping cuts body roll through corners and the suspension easily shrugs off the best efforts of road humps to jolt passengers.

The picture isn't as rosy at low speeds, when the ride is noticeably firm and small bumps are too readily transmitted into the cabin. Things never get jarring, but this does knock the City's comfort score back a bit.

So does the engine's occasionally loud voice. By most standards, the City's power unit is a fine performer, combining punchy power delivery with impressively low fuel consumption.

But such is the reputation Honda has built for itself as a maker of great engines that the 1.5 litre i-VTEC's gritty note at high revs comes as a disappointment. Extra insulation would have helped improve perceived refinement.

This aside, the car is good fun to drive and the improved all-round visibility makes it easier to place on the road. It feels altogether more sophisticated than many of its rivals. The car plays the role of a junior Civiv convincingly enough.

Ups
Stylish
Sharp handling
Spacious cabin and boot

Downs
Firm low-speed ride
High selling price

Engine
1,497cc, 16V in-line 4

Max Power
120bhp at 6,600rpm

Max Torque
145Nm at 4,800rpm

Gearbox
5-speed automatic

Nissan Murano 2009

2008-10-27T07:49:00.000-07:00

Nissan's New SUV Looks More Modern and Feels a Lot Sturdier

In terms of styling, substance and overall standards, the latest car looks and feels superior. First off, the car looks more contemporary, even though the general profile remains unchanged. Its front section is a big improvement, with headlamps and radiator grille bridging the bonnet and bumper to form flowing lines.

The chrome-painted grille is less plasticky and features a Nissan emblem. From afar, the ensemble resembles a breastplate.

In the rear, Nissan has done away with vertical tail lamps to opt for a more traditional arrangment. The rear windscreen is deeper now, improving visibility.

On the whole, the SUV-ness of the car is toned down and it appears more like a crossover now.

The cabin is where the car's substance gets a big lift. The cockpit is seriously upmarket, with a smart centre console and a beautifully lit instrumental panel. The crusty locally fitted navigation set in the previous car has been thrown out.

At the wheel, the car feels decidedly sturdier. The pedals are now well angled and well sprung and the steering wheel is suitably meaty. It is ideally weighted for high-speed jaunts but requires far too much work when low-speed manoeuvres are called for.

The car is slightly bigger and heavier than its predecessor. Thanks to its increased engine output and altered gear ratios, it is able to shave off 0.3 seconds off its century sprint to clock 8.4 seconds.

In real life, the car feels somewhat livelier, with generous dollops of torque going seamlessly to its wheels.

This occurs, unfortunately, at some expense of fuel economy, which has deteriorated by 10 to 15 percent. Even with its adaptive CVT gearbox, the new Murano drinks like a regular 4 X 4. That is probably its only issue though. The car is high on refinement, comfort and driveability.

On the go, it has the composure of a big sedan, with wind and road noise kept well at bay even when approaching three-digit velocity. This is impressive as this quality is not a strong suit of SUVs.

In fact, if not for a slight CVT whine which starts to intrude from 4,000 rpm, the car is as muted as upscale SUVs such as the BMW X5, Lexus RX and Audi Q7.

Its ride is superbly controlled too. Nissan has reworked its suspension system and it has worked. The car is seldom unsettled by speed humps and body roll is minimal.

The car also handles deftly. Its fatter tyres offer better grip and the electronic yaw control in its new four-wheel-drive system will shift torque from the front wheel to the rear to ensure the car corners neutrally.

If you can get past the Murano's fuel thirst, the new Murano is quite a value proposition. It has a slew of luxury amenities. These include steering-mounted cruise control, split climate control, automatic headlamps (xenon) and wipers, keyless access and ignition, and a motorised tailgate that will stop its closing sequence if it detects anything in the way.

The best feature by far is the driver's memory seat, which moves back (and lifts the steering column) to make egress more effortless.

Combine all these with the Murano's excellent road manners and commendable refinement and you will get a car that is quite tempting.

Engine
3,498cc 24 valve V6

Transmission
Continuously variable with six-speed manual mode

Power
260bhp at 6,000rpm

Torque
336Nm at 4,400rpm

Top Speed
200kmh

0-100kmh
8.4 seconds

Fuel Consumption
17.2 litres/100 km (city)

Interior Pictures of Nissan Murano 2009 Model

BMW 3 Series - 2009 BMW 335i

2008-10-26T06:41:00.000-07:00

BMW's much-admired 3 Series Gets Updates for 2009

The new BMW 335i is a wonderfully endowed car, under the bonnet with a twin-turbo 3.0 litre six-cylinder engine that revs purringly and sings like a nightingale when worked hard. It pulls hard too, reaching 100kmp in just 5.8 seconds.

The steering may not be the chattiest around in terms of relaying feedback to the driver, but it's accurate and direct, allowing you to make the most of a chassis that always feels beautifully balanced.

The brakes have a nice bite to them, and the six-speed automatic is hardly ever caught napping, responding to throttle inputs with fast, smooth gear shifts.

The 335i simply put, is a great example of how BMW can distil all the elements of driving pleasure into a wonderfully cohesive package.

Indeed, so little is lacking in the way a 3 Series drives that not much has been done to it - this makeover is the sort that carmakers routinely give their models midway into their product cycles.

Thanks to new wheel carriers, there is a widened track (by 10mm) that is meant to improve ride quality. Unless you have a bum as sensitive as a fairytale princess', you'd be hard-pressed to tell.

Instead, the changes brought about by the revamp are mostly cosmetic, aimed at playing up the car's sporty nature.

Witness the new creases on the bonnet, which present lines that seem to evoke the slim nose sections of BMW's Formula One racing cars.

A restyled lower sill features a raised, more pronounced crease in order to visually elongate the 3 series when it's looked at from the side, while new bumpers adorn the front and rear.

The lamps have been given a different treatment too, with the front items receiving what BMW designers call "eyebrows".

These plastic inserts sit over the main projectors, bringing the 3 series visually in line with the new 7 series. They will undoubtedly spread throughout the BMW headlamp range.

LED indicators are arrayed at the corners of the headlamps, while the tail lamps have been completely redesigned to be more uniform in color, neatening up the rear of the car considerably.

Larger wing mirrors round up the exterior changes and offer wider coverage than the older ones.

Inside, cars equipped with BMW's iDrive control interface receive a new knob with additional buttons for more direct access to the system's various functions, and the LCD screen is not in 8.8 inch widescreen format.

Much of it amounts to change for change's sake, but that's not a bad thing, for it means that the sporty soul of the 3 series has been left unmolested. The 335i has always been a great car, so it might as well look the part more.

Facts for BMW 335i

Ups
Lovely, lively engine
Peerless handling
New look keeps it fresh...

Downs
...but not as fresh as some rivals
Slightly offset driving position

Engine
2,979cc, 24V in-line 6

Max Power
306bhp at 5,800rpm

Max Torque
400Nm at 1,300-5,000rpm

Gearbox
6-speed automatic

Top Speed
250kmp

0-100kmh
5.8 seconds

Interior Pictures of the New BMW 335i

BMW 750Li - The Magnificient 7 Series

2008-10-23T06:06:00.000-07:00

BMW's new flagship is like a jumbo jet with the reflexes of a fighter plane

The BMW 7-series is the company's largest and most luxurious saloon. Of the new model range, which kicks off with the twin-turbo 3.0-litre 740Li, is 5.2 metres long, but handles like something far smaller. That is thanks to the new system dubbed the Integral Active Steering.

During low speed manoeuvres like U-turns, the rear wheels are steered in the opposite direction of those in front, slimming the car's turning circle by as much as 70cm.

On the highway, the rear wheels are gently pointed in the same direction as those in front, making high-speed lane changes more stable.

The BMW 750Li is almost ludricrously agile for its size and the Integral Active Steer system does its stuff unobstructively, leaving you to point the car where you want to go and call on the huge grip it musters to get you through corners at an indecently swift pace.

A new button on the dashboard toggles between four different driving modes from Comfort through Normal, Sport and Sport+. These weight in on the active suspension dampers, the drive-by-wire throttle response and the gearbox to conjure up distinct settings for the car, to match your own levels of aggression behind the wheel.

Throw in the 407bhp-strong performance from the flawlessly smooth, revvy engine, and you have a limo that's fun to drive.

The rear seats recline, adjust for height, and even come with individual DVD screens and a massage function. BWM says the 750Li has the most head and legroom in its class and when that class includes the likes of the Audi A8 6.0L and the Mercedes-Benz S 500L, that says a lot.

The ability to pamper its occupants is something you would expect from a series 7 BMW. But what is really surprising is that the BMW 750Li is a sporty looking car. The lines are sleek and coupe-like, with BMW's trademark double grilles sitting prominently on the nose to exude aggression.

Even the controls have been given a throrough once-over, with a driver-centric focus to their layout and a careful rethinking of their user-friendliness. The odd positioning of key controls in the last 7 series has been done away with. Stripped of its fripperies, what's left of the 7 series is a more conventional but more straightforward car with plenty of focus on delivering pleasure as straight up as possible.

BMW 750Li Facts

Ups
Class-leading agility and handling
Sports car-like performance
Supreme refinement and cabin space

Downs
Just two seats in the rear
Wind noise at high speed

Engine
4,395cc, 32V twin-turbo V8

Max Power
407bhp at 5,500-6, 400rpm

Max Torque
600Nm at 1,750-4,500rpm

Gearbox
6-speed automatic

Top Speed
250kmh (limited)

0-100 KMH
5.3 seconds

INTERIOR PICTURES OF THE BMW 750LI

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2008-09-06T19:17:00.000-07:00

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