Sedan
April 17th, 2011 at 08:41am
Under Audi+ Menufacturer+ Sedan+ Styles
In our first drive of the 2012 Audi A6, we did something a bit unusual. We said the A6 is “approaching perfection.” We don’t drop the P-bomb too often, because there is no such thing as the perfect car. A perfected car, on the other hand, is conceivable, and after driving the 2012 A6 again, this time in diesel-powered 3.0 TDI form, we’re more convinced of Audi’s proximity to this goal. Even better, the company recently announced that the A6 3.0 TDI will come to the U.S. within the next 24 to 30 months.
Redesigned Diesel Engine
The A6 3.0 TDI’s turbo-diesel has been redesigned from the ground up. Weight drops by 11.5 percent (55 pounds) compared with the engine it replaces . Some 13 pounds were trimmed from the crankcase alone, which now is made from a high-strength cast iron. Sundry rotating parts have been lightened as well. Other changes include a redesigned drive system for the camshafts and improvements to the common-rail injection system, intake and exhaust systems, turbocharger, and intercooler.
There will be two versions of the 2967-cc TDI engine, with programming being the only difference. The conservative tune makes 204 hp and 295 lb-ft of torque, with the more-powerful engine churning out 245 horses, its 369 lb-ft peaking at 1400 rpm. (The outgoing 3.0 as installed in our long-term Q7 TDI makes 225 hp and 406 lb-ft.) Although both will be available in the A6, we sampled only the more powerful one, which is the one more likely to show up in the U.S. In Germany, this version of the engine will come standard with Quattro all-wheel drive and Audi’s new eight-speed automatic transmission, but the exact equipment plan for the U.S. has not been finalized. Thus equipped, the A6 proved plenty quick as we charged up and down the narrow, hilly roads on Sicily. Regardless of grade or elevation, the car gains speed forcefully, making almost no sound unless you absolutely hammer it. The turbo rush seems omnipresent, with virtually no lag.
Regardless of tune, the A6 3.0 TDI will not be slow. The more potent variant should hit 60 mph in 6.1 seconds, with the less-powerful version taking a still reasonable 7.2 seconds to achieve the same velocity. Top speeds are claimed to be 155 mph for the hi-po version, 149 for the lesser.
The supercharged, gas-powered A6 3.0 TFSI remains the more scintillating driver’s car, from a character standpoint and by the numbers (we predict a 0-to-60-mph time of 5.3 seconds). A different set of numbers, though, slightly enhances the diesel’s attractiveness: its fuel-economy advantage. Although he EPA has yet to rate the 2012 A6 with any powertrain, the diesel six should better its gas counterpart by a few mpg in all conditions. We expect highway fuel economy to reach as high as 30 mpg, with the city figure coming in around 21.
Other A6 Attributes Just as Strong
Going diesel does not mean living with less. The car we drove had Audi’s “drive select” chassis-control system, which offers dynamic, auto, comfort, and driver-customizable Individual modes. It will be standard on all gas-powered A6s in the U.S., but its inclusion on diesel cars here is TBD. Regardless of mode, drive select makes the A6 nearly impossible to upset. We do wish for more natural steering, but that is hardly a new complaint when it comes to Audis with this system.
Everything else that had us fawning over the A6 the first time we drove it remains, from its nifty optional LED headlights and gorgeous 20-inch wheels to its incredibly well-designed interior. Even the unusual pinstripe-look layered-oak trim is growing on us. We won’t know how Audi will configure our A6 TDIs until closer to the car’s U.S. launch, but in Europe, the TDIs’ options list is as long as that of the gas-powered cars. We can’t imagine Audi would hold anything back here.
Audi is mum on pricing for 2012 A6 models, but company representatives tell us the base four-cylinder turbocharged A6 2.0 TFSI will come in “well below” our $52,000 estimate for the gasoline V-6–powered car. Both gas models will be introduced to the U.S. market later this year. When the oil-burning A6 finally arrives in 2012 or 2013, it should carry a premium of about $3000 over the gas-fired V-6 model, leaving spendier buyers with a daunting decision: the quiet, instant-on performance of the supercharged gas V-6 or the smooth, rushing torque and fuel efficiency of the diesel. A difficult choice like that is a good problem to have.
Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan
ESTIMATED BASE PRICE: $55,000
ENGINE TYPE: turbocharged and intercooled DOHC 24-valve diesel V-6, iron block and aluminum heads, direct fuel injection
Displacement: 181 cu in (2967 cc)
Power (SAE net): 245 hp
Torque (SAE net): 369 lb-ft @ 1400 rpm
TRANSMISSION: 8-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 114.7 in Length: 193.5 in
Width: 73.8 in Height: 57.3 in
Curb weight (C/D est): 4000 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 6.1 sec
Standing ?-mile: 14.2 sec
Top speed: 155 mph
FUEL ECONOMY (C/D EST):
EPA city/highway driving: 21/30 mpg
By admin
February 6th, 2011 at 05:55am
Under Chrysler+ Menufacturer+ Sedan+ Styles
We love the beauty of a car enthusiast can tell because some of these techniques can be useful. Whistler four years of his work can not be updated after the mother. He also has seven years to do it again for the rest of him really. 300 in 2004, but may be regarded as a work of Chrysler, the company could not sit, this can be done. 2011.300, not because it is designed to update to get updates that are compatible with the most important thing.
Many went to 300 the interior of money to work on. As the redesign of the interior design reflects the latest Chrysler touches to increase the size or the interior can be seen almost everything: dashboard, center console, steering wheel, door panels, listed in the agenda sheet. The material light years better. Dash, new steering wheel to click to activate the air control is enough to stop sliding as oil or grease film soft.
Situated in the dashboard update, new speedometer and tachometer is not easy to read, beautiful decor very much. New Tatchisukurinnabigeshon / Infoteimentodisupurei passes through the center under the watch style has become a cornerstone of national signing a stack of Chrysler. Options Nav Gaminbesu easy to use bold colors and large pictures to give the system a small child looks like. You can choose to primary health care drugs and stylish.
The importance of consistent attendance
The only complaint we get the interior 300 is that it is a strong indication of the importance of quality materials according to it. The space between the works in the highest category, examples of some 300 and climate control panel and window switch to call boring place too much attention to himself NAV around the black plastic air left. Rear seat bottom cushion sufficient to support maintenance crew located the use of maximum, so that could very well be met with little support.
Chrysler also has a sophisticated style appearance. More sophisticated than cheeky designs and original mature square from 2011 car looks like a little consistency. But this is only about 300 muscles to hide software that takes a sharp eye to identify the silhouette of a buffalo wearing a tuxedo. Of course, in accordance with the rules of this style LED lamp cluster, Chrysler’s not added.
Add 114 HP, No, indeed!
Hood, Hemi 5.7-liter class, only a little, (it took over and upgrade small-horsepower five pounds ft of torque, and 3) changes, the new base 3.6 ? ? effective Emasutsu Ki-liter six-cylinder V – is 6S (anemia, 2, 7, or 3.5) could be better 3.5 liter 250 hp 42. (This is 2.7 more than 114 horsepower.) And 292 horses, 260 pounds feet of torque V-6 offers the Pentastar. Late in peak horsepower and torque, while both the rolling (rotate 6350 and 4800, respectively), so you need to download to speed up the media. Pentastar sounds a bit rough idle can be found in the voice of revolution, such as production increases. V-8 is not up, six people are more capable than what we most parents would say around 2.7 to 3.5.
However, the tasks of the same eight-speed manual 5-speed rear Otomachikkupuru two engines will begin later this year to expand the lineup. Chrysler design of ZF (Pentastar better than the old 5-speed and managed is 27 mpg) for new transmission and 30 mpg highway trying to evaluate. It is possible to manually move the five-speed automatic transmission only Manyuarushifutogeto. Like the previous generation, 300 driver taps the lever left and right to development, not the toilet, how to get the center console high 300 is switched to the new features that you are not too happy every different.
Similar inhibition
Most of the investment budget to redesign and harmonize the revised rate springs and shock absorbers mostly limited to changes in the chassis. Base (or “craft”) and tour: Once again, the songs are available to suspend the two. Basic braces, body functions, so a little more than create a tool that can be used to return, and travel is very smooth for both of them. 20-inch wheels, or all-wheel drive, we also decided to upgrade and tools. Note large pavement is also recommended that the pocks bad as the pair walk in crash hard and the results of more than 20-inches.
New power steering ants – but only a little more sense to burn a young sociopath has a strong sense of weight precision and satisfactory Susumu Nao. Three-digit speed, 300, an overall enhancement in sound insulation due to a large car, surprisingly quiet and stable.
Prices advanced
The basic model, significantly improving the interior and V – $ 6.27995, $ 15, the basic model starts less than a year ago. It contains a high level of standard equipment, and Chrysler’s UConnect Touch, iPod and SD card input – 12 – way power driver’s seat is set, dual-zone climate control automatic, keyless entry and ignition. This is just amazing 300 stickers since April 1931 $ 995, adding leather upholstery and heated front seats, Bluetooth, backup camera, sound system, 276-watt amplifier and 18-inch wheels, chrome trim mirror caps, door handles.
$ 7000 each, 300C 363-horsepower Hemi V 8 types, touring suspension, navigation and bigger brakes, better, Nappa leather, genuine wood panels, luxurious package includes automatic damping mirror, heated rear seats add to the heating and cooled cup holders. 300 is included in this package to $ 3,250. Four-wheel drive, and many former V-6 V – 8300 model, the best line 41 is $ 145 300C AWD is no longer just. Chrysler’s optional all-wheel drive on the road could be called back to the V-6 model Anyway, Tippy-wheel drive vehicle – mounted tire is reduced to 0.2 feet slightly reduce the height to run on more stringent than 0.5 empty cars last year between the wings of an inch, but all-wheel drivers, higher than the vehicle rear wheels.
Some fans, but it can be expected that a detailed update of Chrysler is in the right place, with the money. Under the new rules can not be exaggerated enough to raise the old is almost impossible, this is the new V-6 engine is the same lineup. Updated 300, but can not be art, much less nervous than Whistler’s mother.
From : http://www.caranddriver.com/reviews/car/11q1/2011_chrysler_300_300c-first_drive_review
By admin
November 26th, 2010 at 10:04am
Under Chrysler+ Menufacturer+ Sedan+ Styles
Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE: $19,995–$24,495
ENGINE TYPES: 2.4-liter DOHC 16-valve inline-4, 173 hp, 166 lb-ft; 3.6-liter DOHC 24-valve V-6, 283 hp, 260 lb-ft
TRANSMISSIONS: 4-speed automatic, 6-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 108.9 in Length: 191.7 in
Width: 72.5 in Height: 58.4 in
Curb weight (mfr’s est): 3350–3550 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 6.4–8.2 sec
Standing ?-mile: 14.5–17.0
FUEL ECONOMY (C/D EST):
EPA city/highway driving: 19–22/29–31 mpg
Considering that the Chrysler 200 was just a bunch of sketches a year ago, it turned out pretty well. Then again, in replacing the sad-sack Sebring, the 200 had extraordinarily small shoes to fill.
In late 2009, as Chrysler and Fiat managers conducted emergency triage on the pentastar’s ailing product line, they identified the mid-size Sebring as a good place to put an extra few hundred million dollars. Besides a redesigned interior and the addition of the new corporate 3.6-liter V-6 to the lineup, the 200 gets a new face and tail, suspension improvements to wake up the Sebring’s sleepy dynamics, and extra steps to isolate the cabin from sound and vibration.
How bad was the Sebring? Olivier Fran?ois, the man sent by Fiat to oversee the Chrysler brand as its president and CEO, says engineers actually worked up a plan to completely rebody the car in 12 months, including changing vital hard points such as the roofline and doors. That’s the auto industry equivalent of putting a man on the moon by the end of next Tuesday. But “vee zimply did not have zee time,” says Fran?ois in an accent that could have come out of a bottle of Chartreuse.
Tight Schedule, Tighter Tolerances
The 200’s development timeline was so compressed that the lavish press kit for the car contains not a single photo of the interior, presumably because the design wasn’t finalized before the kit had to go to press. This is the kind of cowboy carmaking for which we used to love Chrysler and from which sprung the Dodge Viper, among other hot properties.
Still, stuck with the Sebring’s tall, econocar roofline, the designers and the engineers could do only so much. The Sebring’s chiseled—chiseled by Fred Flintstone, that is—face becomes cleaner, more sweeping, and more organic. A new hood, front fascia, and fenders put the emphasis on LED-accented headlights and the swishy new winged Chrysler logo. In back, new taillights with a “racetrack” of LEDs are bridged by a thick chrome strip, and the bumper valance now extends lower to better hide the dirty bits. Finely spoked alloy wheels finish the upscaling of the old Sebring’s “rent me” appearance.
Engineers lowered the suspension by a half-inch in front and a quarter-inch in the rear and widened the track. Besides lowering the car, Chrysler increased the steering rate and swapped out the control-arm bushings for stiffer units to wake up helm response. Spring rates go up, and both anti-roll bars are thicker to reduce body motions.
As with almost every 2011 Dodge and Chrysler product, the 200 has an all-new interior with a one-piece soft-touch dash accented by a gated shifter, fine chrome filigrees, and low-gloss plastics. Two big dials give speed and tach info under a sculpted hood. Cheapness is now banished—or at least much better disguised. Not only is this interior classier, but it should wear better, says lead interior designer Klaus Busse.
Dashboards made from hard plastic tend to have a cheap, fractured look and large seams. That’s because fitting parts, such as a speedometer bezel or an air-vent frame, to a hard dash requires at least a 1-mm gap so the pieces don’t rub together and squeak. And that’s a tight tolerance to maintain in mass production, where error—and subsequent squeaking—is always possible. With the 200’s soft dashboard skin, says Busse, a hard piece such as that speedo bezel can be squeezed into the skin so that it bites into the soft material, making the tolerance effectively zero and eliminating potential squeak points.
From Terrible to (More Than) Tolerable
The carry-over 173-hp, 2.4-liter four-cylinder mates to a six-speed automatic in the Touring and Limited trims, and it pairs with a four-speed auto in the rental-fleet LX, which starts at $19,995. (A twin-clutch automated manual comes later in 2011.) The 3.6-liter Pentastar V-6 is optional in the $21,995 Touring and $24,495 Limited; it’s the standard engine in the S, the top-of-the-line model, for which pricing isn’t yet available.
The old Sebring drove with the enthusiasm of a 10-year-old Buick LeSabre. The 200 darts through corners with far more liveliness, less wallow, and less need for correction. The 2.4-liter engine’s mounting was changed from a four-point system to a three-pointer to reduce the pathways for vibration. This and increased sound deadening help further isolate the cabin, say engineers. When the engine spins toward its 6000-rpm redline, there’s less thrum and accessory whine and more of the surprisingly keen exhaust note.
The six-speed auto is a busy bee in the 2.4, downshifting quickly so the 200 can keep the pace up grades and when merging with freeway traffic. Fortunately, the shifts are quick and smoothed over by electronic finessing. The 283-hp V-6 launches the 200 hard and pulls with much more gusto. We expected more torque steer than was actually demonstrated under vigorous acceleration, and the transmission hangs onto the higher gears more insistently to aid fuel economy.
For what is basically a rushed “fluff and buff” of a subpar product, the 200 shows how cleverly Chrysler has deployed its resources these past 12 months. For a fraction of the cost of a new car, it has transformed the Sebring from a joke into a decent-handling compact mid-size car for customers who prefer luxury trappings to sporty pretensions. If this is what the new Chrysler can do with one year, we can’t wait to see what it can do with four.
From : http://www.caranddriver.com/reviews/car/10q4/2011_chrysler_200-first_drive_review
By admin
November 22nd, 2010 at 07:29am
Under Bentley+ Menufacturer+ Sedan+ Styles
What Bentley is asking you to do with the 2012 Continental GT is block out all the pink-over-white-quilted-leather GTCs you’ve seen on TMZ and all the murdered-out, 24-inch-rim-wearing Supersports at the SEMA show and instead think of its coupe as a timeless icon of ultra-refined performance. In its bid for immortality, the Continental GT changes very little for its first full makeover in seven years, as its bodywork—a bit crisper, a bit wider, and a bit more wide-eyed—evolves at a decidedly Porsche 911–like crawl.
Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 4-passenger, 2-door coupe
PRICE AS TESTED: $226,975 (base price: $192,495)
ENGINE TYPE: twin-turbocharged and intercooled DOHC 48-valve W-12, aluminum block and heads, port fuel injection
Displacement: 366 cu in, 5998 cc
Power (SAE net): 567 bhp @ 6000 rpm
Torque (SAE net): 516 lb-ft @ 1700 rpm
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 108.1 in Length: 189.2 in
Width: 76.5 in Height: 55.3 in
Curb weight (mfr’s est): 5100 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 4.4 sec
Standing ?-mile: 12.9 sec
Top speed (drag limited): 198 mph
FUEL ECONOMY (MFR’S EST):
EPA city/highway driving: 12/19 mpg
Where’s the Wolfsburg?
Beneath the Conti GT’s louche associations was always a car that hewed to Bentley tradition, with hand-stitched leathers, book-matched veneers, and a roguish sportiness. And beneath that car was always a Volkswagen Phaeton. Although the Continental’s Phaeton platform carries over, all outward evidence of German involvement is gone, as a new center stack replaces the outgoing car’s Wolfsburgian HVAC buttons and much maligned, mildly reskinned VW infotainment system. Central to the interior is a new eight-inch touchscreen that fluidly guides you through Google Maps, a 30-gig hard drive, and the $7015 optional 11-speaker Naim stereo that is to sonic clarity what Ronald Reagan was to capitalism—defender, protector, and deshackler.
Around the screen are subtle improvements to the hide- and millwork. The biggest change inside is the more comfortable fluted- or quilted-leather seats, which are 77 pounds lighter in total than those of the old car. Overall, the GT shaves a commendable 143 pounds off the outgoing model’s weight, but it’s still very heavy at 5115 pounds. “This is our market position,” says Bentley chairman and CEO Franz-Josef Paefgen. “Let others build light cars.”
Continental Divide? Not Really
Does it drive differently? Hardly. It is still the same werewolf in a tuxedo, the same savage and powerful brute who dotes on his thimble collection. Its inscrutable combination of muscle and finesse bears evidence of endless tweaking. As in the Supersports, the final and enduring version of the old Conti GT, the Torsen-based AWD system has a 40/60 torque split that helps to dial out some of the GT’s fun-killing understeer. Also as in the Supersports, its ESP system will prevent itself from throttling back if it senses you’re serious about an upcoming corner. But the car is still grossly nose-heavy with the big twin-turbo W-12 hanging over the front axle.
Look under the hood, and you’ll marvel that the Conti GT turns at all. Yet turn it does, even if it is better suited to long sweepers than tight first-gear corners. The steering comes off-center predictably but weights up dramatically toward full lock. Slowing for a curve, the car dives forward and the brakes reveal a grabby spot in the middle of their travel. Grab a downshift from the column-mounted paddles, and all is forgiven: The six-speed ZF trans will let you plunge two gears in an instant to put you in the middle of the flex-fuel 6.0-liter W-12’s power band, an expletive-rife zone that begins at 1500 rpm and doesn’t let up until the horizon. This engine didn’t need any more power, but it gets some: 15 more hp, for a total of 567; and 37 more lb-ft, pegging the total at 516. Bentley expects the 0-to-60-mph sprint to take 4.4 seconds.
Entry V-8 on the Way
There’s a V-8 version coming later this year, with a 4.0-liter direct-injection engine shared with the Audi A8 mated to an eight-speed transmission. It will bring the Continental GT experience to a lower price point that is yet to be revealed, but perhaps it will be closer to the $150,000 mark than our test car’s optioned-up $226,975 (from a base price of $192,495). We hope it will be cheap enough to ward off any remaining Hollywood types.
From: http://www.caranddriver.com/reviews/car/10q4/2012_bentley_continental_gt_-first_drive_review
By admin
November 18th, 2010 at 01:43am
Under Dodge+ Menufacturer+ Sedan+ Styles
No other car’s styling says, “Don’t f*&! with me” with such eloquence. There’s menace in the scowling headlights, the shield-like crosshair grille, and the shoebox-sized side windows. Those traits, and its fulsome dimensions, mean the Charger works perfectly as a police cruiser. Cops love the Charger because the car’s mere presence has drivers pulling over immediately, even if the lights aren’t flashing. Civilians love it for those exact same reasons.
But for all of its stylized rage, the outgoing Charger never really looked like a Charger. “It could have been an Intrepid, or even a Gran Fury, but we went with ‘Charger’ as it had the best name ?recognition,” president and Dodge-car brand CEO and senior vice-president of product design Ralph Gilles tells us.
The 2011 Charger is designed to be a Charger this time, but not just any one. “Forget the Chargers of the Eighties,” says Gilles. Dodge looked to the ?second-generation Charger (1968–’70) for the new body’s defining characteristics. “We went a little nostalgic in the look,” Gilles tells us. The most obvious throwbacks are the scooped-out hood and doors that recall the Gen-2 model. But those flourishes run deeper into the metal and are exaggerated here. Along the doors, the top of the punched-in crease becomes the shoulder line that broadens outward like a Coke bottle and defines the rear fender, another late-’60s Charger trait. The taillights, made up of 162 glowing LEDs, are a modern tip of the hat to the ’70 Charger. But aside from these design cues, the overall look avoids slavishly copying the past. If you want retro, buy a ?Challenger. The new car wears just enough vintage armor to satisfy the Charger gods, even if it still has two extra doors.
To make customers happy, all versions of the Charger get dual exhaust tips and the option of up to 20-inch wheels (17-inch aluminum wheels are standard). Choose the right options, and the V-6 Charger can look just like the Hemi V-8 version, spoiler and all. For those who can’t resist the lure of the Hemi engine, the 5.7-liter V-8 carries over from last year with an expected 370 horsepower. That engine has no trouble fulfilling the Charger’s muscle-car contract. But the V-6 isn’t the rental-fleet special any more. The corporate 250-hp, 3.5-liter V-6 and the 178-hp, 2.7-liter V-6 are dead, replaced by a new 3.6-liter V-6 that will make an estimated 292 horsepower. Both the V-6 and V-8 use a carry-over five-speed automatic; more gears are rumored for the future. While the six lacks the deep rumble and torque of the V-8, it can accelerate the Charger with plenty of thrust (we estimate 0 to 60 in 6.5 seconds). Despite the added V-6 power, the new engine should achieve fuel economy in the neighborhood of 18 city and 26 highway, numbers that would match the far less powerful 2.7-liter V-6, thanks to the five-speed transmission (up from four) and the new, more slippery body.
Via aerodynamic tweaks, Dodge has attempted to address the No. 1 reason buyers reject the Charger: fuel economy. A lower nose, a deeper chin spoiler, wheels pushed out toward the fenders, hidden wipers, restyled exterior mirrors, and a raked-back windshield all contribute to a reduced drag coefficient. The V-8 Charger probably won’t enjoy improved fuel economy, but the drag reduction should allow it to maintain the previous ratings of 16 city and 25 highway, despite a slightly heavier curb weight. (Its compliance with stricter crash regulations should increase mass by at least 100 pounds, to about 4250.) The new windshield angle also helped resolve the second-most-common complaint: outward visibility. With glass now closer to the driver’s head, pilots no longer have to peep like a Tom to see hanging stoplights. Larger side glass, the small sail windows in front of the C-pillars, and the slightly lower beltline increase the glazed area by 15 percent and remove the previous car’s high-waisted, tank-like cabin ambience, especially in the back seat.
Dodge also addressed our primary gripe with the previous ?Charger: its Chinese-car interior quality. Dashboard plastics now have leathery graining, seat fabrics have moved out of the econobox realm, and all the pillars are now covered in headliner fabric instead of plastic. Plus, there’s real aluminum trim on the dashboard, and soft surfaces welcome resting elbows. A 4.3-inch touch screen is standard and controls the radio, climate, and vehicle settings. Opt for navigation, and the display grows to 8.6 inches of ?big-screen glory. There’s noise-absorbing laminated glass in the windshield, and the front side windows are double-paned to further quiet the cabin. The last hints that Daimler once owned Dodge—the Mercedes turn-signal, wiper, and cruise-control stalks—are all gone, replaced by Dodge’s own parts. A new smaller-diameter steering wheel, wrapped in soft leather, hosts buttons for radio tuning, volume, cruise control, and the trip computer.
Although it rides on the same basic platform as before, the car has new roof pillars and uses additional high-strength steel to pass future side-impact crash regulations. Dodge left the brakes, the chassis layout, and the 120-inch wheelbase alone, which is fine by us. The multilink front and rear suspensions remain, but the Charger has been retuned to feel smaller, more agile, and sportier despite its full size and expected weight increase. Dodge will offer three suspension packages; the most basic Touring suspension will have more roll stiffness than before and will come with 17- or 18-inch wheels. Moving up to the Performance package further stiffens the Charger, adds heft to the steering, and brings 20-inch wheels. A Super Track package offers even more roll resistance and, as before, comes with Goodyear Eagle F1 Supercar tires.
A big part of ?the Charger’s sportier feel is a new, quicker steering rack (2.5 turns lock-to-lock versus 2.8 turns in the old car) that now features electrohydraulic assistance to save fuel. Effort remains on the light side, but the prompt steering makes the Charger feel more manageable and smaller than it used to. Turn-in is more immediate, and the wheel loads up slightly in response to cornering loads. Pointed straight, the precision of the new steering makes the previous car feel as if it had a vintage, recirculating-ball system. All-wheel drive remains available, but the feature is now a stand-alone option. Previously, all-wheel drive meant a raised ride height that would elicit the question, “Where’s the flood?” For 2011, Dodge has lowered the AWD model’s suspension by one inch, bringing its stance nearly in line with that of other Chargers.
A careful mining of ?Dodge’s past gives the new car enough retro touches to tie it to the Chargers of ?yore. But Dodge didn’t throw out what so many people loved about the previous generation. Though they’ve been tweaked a bit, the forward-canted crosshair grille, the glaring headlights, and the fighting-bull stance remain. Yes, the Charger’s still a bad-ass, but it’s now a better car to live with. In other words, it is managing its anger quite well.
From : http://www.caranddriver.com/reviews/car/10q4/2011_dodge_charger-first_drive_review
By admin
October 5th, 2010 at 01:54pm
Under Audi+ Menufacturer+ Sedan+ Styles
When automakers begin development on a new model, there are typically three or more competing design proposals, one of which is then chosen to make it into metal. This standard operating procedure was discarded with the Audi A7 Sportback, says Audi boss Rupert Stadler: “Everything was right in the first place.” Indeed, this large hatchback could be the most beautiful of all Audis. Long, wide, and low, it’s styled with smooth and supremely clean lines. The front end is better proportioned than the latest A8’s and seems cool and almost stoic—especially with the optional LED headlights. The side view recalls the most handsome (if not the most reliable) of 1970s hatchbacks, such as the Rover SD-1 and Citroën CX; the rear end is cut off sharply, like an Italian supercar of that same era. This car is free of the gimmicks you’ll find on many others in this class, and we haven’t talked to anyone who doesn’t admire its looks.
Now that we’ve established that the A7 is beautiful, we’ll note that the car really is little more than a dressed-up, next-generation A6. It uses Audi’s modular longitudinal architecture; a good 20 percent of the A7’s body is made from aluminum, which is more heavily relied on in the more expensive A8, but most of the A7 is made from less costly steel.
Calm and Collected
Our experience behind the wheel of the A7 bodes well for the next A6. The chassis glides over uneven roads with far more grace than before; this is a very comfortable car, with none of the harshness and forced sportiness that characterizes many other Audi models. The 114.7-inch wheelbase, up almost three inches over the previous A6’s, definitely helps in keeping body motions controlled and the cabin serene. But whereas the A7 can be considered a big car, at least in Europe, it doesn’t mind being pushed through the corners. This is especially true for those versions equipped with the Quattro all-wheel-drive system, which feeds 60 percent of torque to the rear wheels as a default; as much as 70 percent can be shunted to the front and 85 percent to the rear. All U.S.-bound A7s will have Quattro.
Even without the optional sport differential, the A7 is agile when pushed. It stays neutral up to insane cornering speeds and never discourages you from playing. Audi’s wheel-selective torque vectoring is so well programmed that the stability control has one of the lightest workloads of any of the systems in this car. Besides the 3.0 TFSI Quattro—the U.S.-bound configuration—we drove a front-wheel-drive 3.0-liter TDI. It is also predictable in its handling and fairly agile but ultimately tends toward understeer and is less quick to recover speed when exiting corners.
The 300-hp 3.0 TFSI is the same engine found in the current A6 and S4—it makes 310 hp in the former, 333 in the latter—and it remains great in the A7. Despite its misleading “TFSI” moniker, this V-6 is supercharged with a Roots-type blower. It’s smooth and responsive and delivers excellent performance, or so says Audi. The company claims an A7 thus equipped can achieve 62 mph in 5.6 seconds—we estimate that to be about right—and the top speed is governed at the customary 155 mph. In Europe, the 3.0 mates to a seven-speed wet dual-clutch gearbox, but we’ll get the same ZF-supplied eight-speed automatic found in the A8. The seven-speeder executes quick shifts, but the exhaust sound is subdued; this is clearly a luxury car with sportiness playing second fiddle—although it is, as noted, plenty capable.
The most popular engine in Europe likely will be the 245-hp, 3.0-liter V-6 TDI Quattro (it’s the same engine as in the front-wheel-drive version we sampled, but it made a weaker 204 hp there). There also is an entry-level gasoline engine that is a naturally aspirated 204-hp, 2.8-liter V-6. The best engine is yet to come: a 4.0-liter turbocharged V-8 that will be available in the upcoming S7 and mated to the seven-speed dual-clutch S tronic gearbox. The S7 will arrive after the S8 sometime late in 2011, and it just might be worth waiting for. Of course, if you need a sportier look right now, Audi is happy to oblige with an S line package that adds boxier front air intakes, although we found them disrupting to the front-end aesthetics. No thanks.
Opulence and Simplicity
Inside, the A7 simultaneously oozes opulence and simplicity. The high center console creates a sporty, cockpit-like feeling; the instruments are clear and crisp; and the materials are, as usual for Audi, stunning. The aluminum and wood trim options could be considered an industry benchmark, with the layered oak being the most luxurious variation.
Complementing the A6-based mechanicals are lots of gadgets that first appeared in the flagship A8, including the touch pad that can detect fingertip handwriting and a feature whereby our test car constantly updated its navigation system with Google Maps data (we’d be interested in checking out the cellular data bill after the multiwave, two-week press launch). The A7’s head-up system is crisp and clear, and there is a full set of nanny and assistance systems, including radar sensors to detect slow or stopped vehicles ahead, blind-spot monitoring, active cruise control that can operate to and from a complete stop, and lane-keeping assist. The data fed into the latter helps in the event the car begins to slide by increasing or decreasing the power steering assist. We like the speed-limit-recognition technology, which displays road signs in the IP as you pass them—handy if you’re driving in unfamiliar locales—but we’re unsure if it will make it to U.S. models.
Speaking of U.S. models, expect them here next year, priced somewhere between $50,000 and $60,000. The A7’s most direct competitors are the Mercedes-Benz CLS, the second generation of which debuts at the Paris auto show, and the Porsche Panamera V-6. Others are the coupe-ish Jaguar XF, as well as the funky BMW 5-series GT. Whereas some are better to drive and all offer more or less similar levels of practicality, none wears sheetmetal that is as effortlessly sensual as the A7’s. And in a segment where styling is pretty much everything, that gives the Audi a leg up.
From : http://www.caranddriver.com/reviews/car/10q3/2012_audi_a7_sportback_3.0_tfsi-first_drive_review
By admin
October 3rd, 2010 at 01:53pm
Under Hyundai+ Menufacturer+ Sedan+ Styles
When Hyundai announced the Genesis luxury sedan in 2008, some were skeptical. A $40,000 Hyundai? But the Genesis has been a hit with buyers, outselling the Audi A6 and Lexus GS combined. After two years on the market, sales of the Genesis are still increasing. Hyundai says this is a sign that American consumers are seeing the brand differently and are ready for Hyundai to head even farther upmarket. And so, with the 2011 Equus, the company has its sights set on the top of the luxury heap: cars like the Lexus LS and Mercedes-Benz S-class.
That bold goal comes with a proviso, however. The Equus was designed primarily with its home South Korean market in mind. Shoppers there are fervently loyal to domestic manufacturers—with Hyundai being the largest—and since this Equus went on sale there over a year ago, it has been successful at luring government officials and hot-shot businessmen out of the black Mercedes S-classes that are de rigueur for elites worldwide. So although it would be unfair to call the U.S. an afterthought, Hyundai knows the Equus doesn’t have wide-reaching American appeal, and it has set the sales targets at a realistically modest 2000 to 3000 cars per year.
“A Classic Halo-Car Strategy,” According to Hyundai
The president and CEO of Hyundai’s U.S. operations, John Krafcik, hopes the Equus will cast a positive glow on the rest of the cars in the company’s lineup. It’s too hard to predict yet whether buyers will take notice of the Equus and think better of the Accent as a result, but one thing is for sure: It would be hard not to notice the Equus—especially in a Hyundai showroom. At 203.1 inches long, it is 7.2 inches longer than the already big Genesis sedan and less than an inch shy of the long-wheelbase LS. It’s within an inch in width of the Lexus, as well as of the BMW 7-series.
To power this behemoth, Hyundai turned to its fine 4.6-liter Tau V-8. Just as it does in the Genesis sedan, this smooth powerplant delivers 385 hp at 6500 rpm and 333 lb-ft of torque at 3500 (or 378 and 324, respectively, if running on regular gas instead of the recommended premium). Power is routed through the same six-speed ZF automatic transmission found in the Genesis 4.6, and Hyundai estimates EPA fuel-economy ratings of 16 mpg in the city and 24 mpg on the highway.
The power numbers are certainly nothing to be ashamed of, but they do fall midpack among the car’s intended benchmarks. The Equus betters the V-8–powered Audi A8’s 372 hp, but the Mercedes S550 will soon pack 429 hp. To stay competitive, the Equus will receive a new drivetrain in mid-2011 that combines a Hyundai-designed eight-speed automatic with a 5.0-liter version of the same Tau engine making as much as a Benz-matching 429 hp. Hyundai also will soon offer the Equus (as well as the Genesis sedan and coupe) with all-wheel drive to up appeal in colder climates.
Ride in Business Class
The Equus’s Korean target buyers are looking at this car not as one to drive but largely as one in which to be driven, and this has had a major impact on the car’s planning. The interior is cavernous. Passenger space rivals that of the Mercedes S-class and long-wheelbase Audi A8 and surpasses that of the stretched Lexus LS (and we won’t even get the extended-wheelbase version of the Equus offered in South Korea).
There are no options, so choosing between the two trim levels—Signature and Ultimate—is the only decision buyers have to make. Regardless of which version they choose, Equus-ites will be treated to unremarkable birch or walnut wood trim and a liberal application of leather around the cabin. None of it feels especially opulent—a disappointment in a car hyped as an S-class alternative—save the Alcantara headliner. Front-seat occupants have all the usual accouterments, including heated and cooled seats, a heated steering wheel, an easy-to-use infotainment and navigation system with an eight-inch screen, and a high-end Lexicon stereo. The driver’s seat in every Equus has a massage function, although it feels more as if it came from a shopping-mall gadget store than a spa.
Ponying up for the Ultimate replaces the rear bench seat with two individual thrones—one of which has a retractable footrest and a massage function. The Ultimate includes power headrests for both seats, a refrigerator in the center console, and an eight-inch monitor. Your driver will appreciate the forward-view cornering camera, and bellmen the power trunklid.
Dimensions of a Boat, Drives Like a Car
There’s no nice way to say it: The Equus packs the pounds onto the Genesis platform. Going by Hyundai’s estimates, the Equus is about 500 pounds beefier than a Genesis V-8. Surprisingly, the rear-wheel-drive Equus drives better than this weight—and its intended use as a limo—would suggest. All that beef and the long wheelbase make handling predictable. Oversteer isn’t much of a concern; it takes a deliberate hand to get the car to step out, and then only barely. The electronic stability control does an excellent job of maintaining the intended path, allowing the Equus to hustle through tight bends more gracefully than you would expect.
The air suspension, with its selectable ride height, makes for a comfortable ride, although pressing the sport button on the console—which is said to sharpen the suspension, steering, and transmission—has a negligible effect. That aside, Hyundai has accomplished one of its goals, demonstrating that it can build a big car that’s at least somewhat capable. The 385-hp V-8 is certainly adequate, and with it the Equus should be about a half-second behind the Genesis in the 0-to-60 run; figure on a number in the high-five-second range. That will improve, of course, when the new engine arrives next year. Wind and road noise are more noticeable than in the cars the Equus is meant to mimic.
First-Class Service
The most significant Equus feature, though, is perhaps its “Your Time, Your Place” buying program. The goal is to alleviate the typical headaches of buying and servicing a car at a dealership (and maybe to save Equus shoppers the indignity of mixing with commoners looking for Elantras and Tucsons). Interested Equus customers only have to call their local Hyundai dealership and a designated Equus sales maven will bring the car to their home or office for a demonstration and test drive. Depending on where they are (consumer-protection laws vary from state to state), some customers will be able to purchase an Equus without setting foot in the dealership.
However a buyer takes possession of the car, servicing is all done without venturing to the dealership. An Apple iPad comes with every car and stores the owner’s manual, and owners schedule services such as oil changes or repairs through the iPad. Once a service is arranged, a technician will pick the car up from the owner’s home, office, or designated airport parking lot, leaving a loaner Equus or Genesis in its place. Since the Equus is available in only four colors (two of which are silver), there’s a 25-percent chance that an Equus loaner will look the same as your personal car and none of your friends will be the wiser. When the servicing is done, they’ll swap the loaner back for your car. If “Your Time, Your Place” is successful, Hyundai is looking to extend it to the Genesis sedan and any future premium vehicles as well.
Imminent Arrival
The Equus is due in dealerships this fall, but Hyundai hasn’t set firm pricing. The company has indicated that the car will start in the mid-$50,000s, with the Ultimate trim demanding a few grand more. It may be a bargain compared with an S-class, but it doesn’t hold a candle to the big Benz—or any other premium flagship—in cachet, sumptuousness, or dynamics. The Equus will have to overcome some serious obstacles and the image of its own brand to make headway with its intended audience. Still, with the high-tech sales and service, massive list of gadgets, and business-class back seat, Hyundai shouldn’t have any problem finding a couple thousand thrifty-minded (but not poor) buyers each year. If not, we hear that New York City’s limo companies are champing at the bit (horse joke!) to add the Equus to their airport fleets.
From : http://www.caranddriver.com/reviews/car/10q3/2011_hyundai_equus-first_drive_review
By admin
September 7th, 2010 at 04:59pm
Under BMW+ Menufacturer+ Sedan+ Styles
Remember, this is Car and Driver you’re reading. You know exactly what the BMW 335i sedan is. It’s one of the best sports sedans on the market, with a perfect balance of supple ride and superb handling. For 2011, BMW dropped the N54 twin-turbocharged 3.0-liter inline-six and replaced it with the N55 single-turbo 3.0-liter. With direct fuel injection, a twin-scroll turbocharger, and BMW’s Valvetronic variable-valve-lift system—the N54 covered its turbo and direct-injection bases, but lacked Valvetronic—the new engine bests its predecessor’s EPA-estimated fuel economy, 19 mpg city and 28 highway versus 17 and 26, respectively. Power remains the same: 300 hp and 300 lb-ft of torque. Peak horsepower still arrives at 5800 rpm, but the new motor delivers its torque punch at 1200 rpm, 200 revs earlier than the old one.
How Does It Drive?
Nearly identically to the N54-powered 335i: It’s fast, smooth, and extremely stable. With the announcement of the move to the single-turbo engine, enthusiasts (including us) cried foul. We believed the N54’s output had been underrated, and that the N55, although matching it in advertised output, would be weaker in reality. But all of that can be put to bed. Our 2011 335i was just as quick as the twin-turbo car, reaching 60 mph in the same sprightly 4.8 seconds. The quarter-mile flew by in 13.6 seconds at 106 mph, a tenth behind the quickest twin-turbo sedan we tested. After the century mark, however, the new mill picks up steam, reaching 140 mph nearly a full second quicker.
How Does It Stack Up?
For years, the competition has been chasing the 3-series’ legendary dynamic package. The Infiniti G37 has come close, making up more ground in value than in performance, but only the 2010 Audi S4 has been able to dethrone the 335i in a comparison test. Still, the 335i is the quickest of its competitive set to 60 mph and provides a singular experience behind the wheel. The clutch and shifter operate in perfect harmony to provide effortless gear changes. Steering weight and feedback are finely tuned, and the suspension makes the car feel glued to the road but never harsh or unsettled. As we said in the comparison test with the S4, “It taught the competitors what a sports sedan should be.”
What’s the Cost?
The 2011 335i sedan is in showrooms now, starting at $41,475 with a sunroof, leatherette interior, walnut wood trim, power front seats, xenon headlights, and automatic climate control on the standard-equipment list. Our test car added the (mandatory, in our opinion) $2150 Sport package, which adds 18-inch wheels, a sports suspension, a fatter steering wheel, and bolstered seats. With Comfort Access keyless entry ($500), an iPod and USB interface ($400), and special Montego Blue Metallic paint ($550), this example rang up at $45,075. Here in Michigan, we’d add only the Cold Weather package
to make this our ideal sports sedan.
From : http://www.caranddriver.com/reviews/car/10q3/2011_bmw_335i_sedan-quick_test
By admin
August 12th, 2010 at 08:21am
Under Menufacturer+ Sedan+ Styles+ Volkswagen
During the press launch of the outgoing Jetta back in 2005, Volkswagen touted that car as a less expensive alternative to an Acura TSX or Volvo S40. Volkswagen pointed to its growth in size, high-quality interior, new rear suspension, and refined demeanor as evidence that the Jetta had moved out of the Honda Civic and Toyota Corolla class. Now take that script and reverse it. In introducing this car, the all-new 2011 Jetta, Volkswagen made it clear that the targets are once again the strong-selling Civic and Corolla. To entice folks considering those cars to also look at the Jetta, VW has lowered the model’s price, introduced a 115-hp base version, reduced the complexity of the options and trim levels, and grown it even further.
But there’s no such thing as a free lunch, and that means the 2011 Jetta has had to make some concessions. One very obvious compromise can be seen its dashboard material. Whereas the previous car had soft-touch, nicely grained plastics that were comparable to those of the Mercedes-Benz E-class, the new model has hard plastic that wouldn’t look too out of place in a Chrysler Sebring. The design itself is straightforward and handsome, but the hard plastic shines as if slathered with Armor All. Less obvious cost cutting includes the loss of adjustability for the center armrest, a lack of lumbar adjustment in most models, no more power-reclining seatbacks, and a simpler stability-control program that can no longer be shut off or even reduced. All models besides the top-spec GLI return to a torsion-beam solid rear axle, and the bottom two trim levels (S and SE) have rear drum brakes instead of discs. The news gets worse. Electric power steering is replaced by hydraulic power steering on non-GLI models, the hood no longer is held open by gas struts, and the compact gas-strut four-bar linkage that held open the previous Jetta’s trunk has been replaced by goose-neck-style hinges that intrude into the trunk compartment. Volkswagen clearly thinks the typical Civic or Corolla buyer won’t miss—or even notice—the lack of these items.
Hey, Look At the Pretty, Shiny Metal!
Volkswagen would, however, like shoppers to notice the Jetta’s new sheetmetal, which, ironically, is far less Corolla-esque than that of the previous generation. Slightly longer than before (by 2.9 inches), the new look signals that the Jetta is no longer just a Golf with a trunk. It’s far more polished and cohesive than the previous generation, especially when outfitted with the up-spec 17-inch wheels. There’s an expensive, almost Audi-like look to the Jetta, and that should sit well with VW loyalists and converts alike (well, so long as they stay outside).
Base Price Is Nice
But it’s the price that will really appeal to buyers cross-shopping the Corolla, the Civic, and the Jetta. At the bottom of the lineup is the Jetta S. Powered by an eight-valve 115-hp, 2.0-liter SOHC four-cylinder (yes, the same engine that powered the third-generation 1993 Jetta), the S starts at $16,755 and comes with a five-speed manual, air conditioning, power windows and mirrors, anti-lock brakes, cloth upholstery, stability control, remote keyless entry, 15-inch steel wheels, a 60/40 split-folding rear seat, free maintenance for three years or 36,000 miles, and an AM/FM/CD stereo with an auxiliary input. Volkswagen claims 0-to-60-mph acceleration times of 9.8 seconds for the five-speed manual and 11.0 seconds for the optional ($1100) six-speed automatic transmission. Fuel-economy estimates for the S engine are 24 mpg city and 34 mpg highway for the manual version and 23/32 for the automatic. VW didn’t have a base car available at the press launch, and we took that to mean the company wasn’t particularly proud of having a 17-year-old engine in its new car.
Moving up to the Jetta SE brings the familiar 170-hp, 2.5-liter five-cylinder found in the outgoing Jetta and current Golf. The more powerful engine does not affect fuel economy much, as the 2.5 achieves 23 mpg city and 33 mpg highway with the five-speed manual and 24/31 with the six-speed auto. In addition to the standard equipment from the Jetta S, the SE adds 16-inch steel wheels, vinyl seats that do a convincing impersonation of leather, floor mats, body-colored outside mirrors with turn signals, cruise control, illuminated vanity mirrors, chrome interior trim, and a rear center armrest. The SE starts at $18,955, and Volkswagen predicts it will be the bestselling version of the new Jetta. Add the Convenience package to the SE ($1350), and you get 16-inch aluminum wheels, Sirius satellite radio, two extra speakers for the stereo, iPod connectivity, heated seats, Bluetooth, and a leather-wrapped steering wheel with radio controls. Drop another $1250 on an SE, and besides the Convenience pack goodies, you get a sunroof and a touchscreen stereo head unit with a built-in six-disc changer and SD card reader.
Until the sporty GLI arrives in early 2011, the top Jetta will be the SEL. Starting at $22,155, the SEL adds the following to the SE with the Convenience package: 17-inch aluminum wheels, a touchscreen navigation system, chrome exterior trim, fog lights, four-wheel disc brakes, and proximity-based keyless entry and start. Adding a sunroof to the SEL costs $900. And finally, something for enthusiasts: The SEL is available with a Sport package that includes stiffer suspension tuning, sport seats, and aluminum pedals. An SEL with the Sport package—it includes the sunroof—starts at $23,755.
Wanna Go Diesel? You’ll Have to Wait.
The Jetta S, SE, and SEL go on sale in early October. The TDI won’t arrive until the end of the year. Powered by the same 2.0-liter turbo-diesel four-cylinder it had last year, the $23,755 TDI will carry all the equipment of the top-spec SE plus rear disc brakes. The diesel makes 140 hp and 236 lb-ft of torque that, according to VW, is good for a 0-to-60 sprint of 8.7 seconds with a six-speed manual or the six-speed dual-clutch gearbox (an $1100 option). But what diesel buyers will perhaps be more interested in is the TDI’s fuel economy, which comes in at an EPA-estimated 30 mpg city and 42 mpg highway.
Still Good to Drive, Despite the Cost Cutting
After driving an SEL with a sunroof and an SEL with the Sport package, we can say that we don’t really miss the multilink rear suspension. Although the cost cutting is readily apparent in the simplified mechanicals and interior appointments, the driving experience is nearly identical to that of the outgoing model. Even without the sportier suspension, the chassis is tautly damped and responsive to driver inputs. Although the switch from electrically boosted steering to a hydraulic system didn’t improve the slightly numb on-center feel, the steering effort of the hydraulic unit builds in a more linear manner in response to cornering loads. The slightly firmer and lower Sport-package suspension is a bit more harsh and finds the bump stops more readily than the base setup, but it does offer slightly quicker responses and more roll resistance. The manual gearbox shifts easily, but it has very tall gearing in the top two gears, necessitating the occasional downshift into third to find any meaningful acceleration. The optional six-speed automatic is eager to shift into the upper gears in the interest of fuel economy, but it downshifts without hesitation. The autobox again features a sport mode that holds the lower gears longer; manual gearshifts can be actuated via the shift lever. Wind, road, and engine noise are muted, and the car—at least in SEL guise, like those we drove—has a more upmarket feel than its smaller Japanese competition. Plus, the Jetta’s rear seat is far roomier than the Civic’s or Corolla’s and is closer to cars in the mid-size-sedan segment. We’d still like to experience the SE or the base S, which compete more directly with the Civic and Corolla, to see if the impression of refinement holds up.
Volkswagen has big plans to grow its stateside sales, and it hopes to sell 800,000 VW-badged cars in the U.S. in 2018. That is, as you might expect, very ambitious, especially considering VW sold roughly a quarter of that number here in 2009. The company is clearly targeting the mainstream buyer with the 2011 Jetta, so we’re glad to see that the competent, Germanic driving dynamics have remained intact despite the obvious cost cutting. Of course, if the cutbacks to the new Jetta bother you, VW will happily sell you a Golf or even a Jetta SportWagen (the wagon is still based on the previous generation). Those cars haven’t been decontented—at least not yet.
From : http://www.caranddriver.com/reviews/car/10q3/2011_volkswagen_jetta-first_drive_review
By admin
August 11th, 2010 at 07:35am
Under Audi+ Menufacturer+ Sedan+ Styles
Most cars are made to be driven, of course, and there is a select group of vehicles that are made to be driven in—the Rolls-Royce Phantom, the Maybach 62, the Ford Crown Victoria. But beyond that, there exists the infinitesimally small number of cars that have been engineered with both missions in mind, offering dynamic excellence for those twirling the steering wheel and five-star appointments for those occupying the rear seats. The 2011 Audi A8L W-12 is one such vehicle, and it satisfies in almost all aspects.
Length and Luxury
The L in A8L refers to “long wheelbase.” Beyond an extra five inches between the front and rear axles, the regular A8 and the A8L don’t differ much. The forward cabins are identical, and most folks won’t be able to tell the difference from outside without the cars parked next to each other. The range-topping model we drove, with a W-12 engine under the hood, gains some additional chrome on its nose and unique exhaust finishers, but the classy, black-tie look applies equally to short- and long-wheelbase A8s.
Slide into the buttery-soft leather of the back seat, however, and the distinction between A8 and A8L is immediately clear. All five inches of extra wheelbase were given to rear-seat occupants, and whereas the already-roomy A8 makes you feel comfortable and cosseted, the studio-apartment-size rear cabin of the A8L makes you feel high and mighty. A panoramic glass roof adds to the expansive feel, and the A8L W-12 sports a pair of power-adjusting heated rear seats, split by a flowing center console that can be optionally equipped with a fold-out table and fridge. (The A8L 4.2 has a rear bench as standard, with the individual seats being an option.) The chairs can be further outfitted with ventilation and massage, and the final frontier for true titans of industry is the relaxation seat. It’s a rear-passenger-side-only personal spa and business-class airplane seat all rolled into one, with heating, cooling, massage, and a power footrest the folds down from the back of the front-passenger seat. Choosing this seat also adds a smorgasbord of rear-entertainment technology, including two 10.2-inch monitors mounted to the front seatbacks, Bluetooth headphones, a separate DVD drive, a pair of SD card slots, a TV tuner, and an additional MMI controller allowing access to navigation and media functions. Additionally, W-12 customers get MMI “navigation plus” as standard. It features a touchpad on the front center console that can decipher inputs drawn with a fingertip. There’s also a special Google search function for the navigation, as well as the A8L’s ability to be its own Wi-Fi hotspot, turning the car into perhaps the world’s nicest mobile office. (The A8 and the A8L go on sale here in November, but the Wi-Fi connectivity won’t be available until sometime next year after a wireless data provider has been chosen.)
Ride or Drive, You’ll Enjoy It Either Way
The W-12 is exclusive to the long-wheelbase model and is the step-up engine from the base 4.2-liter V-8. Now in its second generation, the W-12 has been revised with an increased cylinder bore and direct fuel injection, the latter of which required reworked cylinder heads. The net result is an additional 50 hp and 33 lb-ft of torque for totals of 500 and 461, respectively. Quattro all-wheel drive is standard on U.S. A8s (for now), as is a new, ZF-supplied eight-speed automatic transmission. The eight-speeder provides almost seamless shifts, and it helps fuel economy, too. The car is rated for 26 mpg on the highway in Europe—impressive, even if the test cycle over there is notoriously optimistic. If asked, the gearbox will even execute an eight-to-two downshift during spirited driving.
The air suspension provides excellent wheel control and delivers a plush ride, and the standard “Audi drive select” keeps unseemly body motions in check. Rotors larger than the base A8’s and six-piston front calipers (versus the 4.2’s two-piston binders) handle the braking, and the setup delivers good feedback through the pedal, making modulation an easy task. Compared with the 12-cylinder competition from Mercedes and BMW, the quiet and velvety smooth W-12 is down on power and torque, but you’d be hard pressed to notice by the seat of your pants. Acceleration is definitely brisk, and there are power and torque available for the taking whenever you want them. The car surges forward when requested even during triple-digit autobahn runs. The A8L isn’t an all-out thoroughbred, of course, but it will definitely dance when asked, a trait enhanced by the extensive use of aluminum throughout—keeping weight down—and by the optional understeer-mitigating, torque-vectoring sport differential.
We had one gripe. In our road test of the A8 4.2, we wrote that the weight of the steering is just right and its accuracy surgical. The same can be said of the W-12’s rack, but we found this car’s steering so sensitive that rotating the wheel merely a touch off-center sent the A8L darting rather uncouthly toward the requested direction. Toggling through the dynamic-steering and adjustable-chassis settings did nothing to alter that feeling; the steering was as sensitive in comfort mode as in any of the sportier settings. It made the car hard to drive smoothly and made some rear passengers motion sick. Although we wouldn’t want the feel and accuracy dulled down, cars in this segment demand steering somewhat slower and more refined than this.
Runnin’ Down the Tech
Like the regular A8, the A8L is available with all of Audi’s latest electronannies, including active cruise control with low-speed stop-and-go capability, blind-spot monitoring, lane assist, and night vision. The W-12 adds a lot of the 4.2’s optional equipment as standard, including metallic paint, an upgraded Bose stereo (a 19-speaker, 1400-watt Bang & Olufsen system is a further upgrade), acoustic glass, a power trunklid, four-zone climate control, Bluetooth connectivity, additional aluminum interior trim, ambient interior lighting, and full-LED headlights.
Audi has yet to release pricing on U.S. models, but the W-12 will start at €137,000 in Europe. The last A8L W-12 sold here, the 2009 model, carried a $121,000 base price—look, our pricing is affordable!—and we expect this one to cost some small amount more. Given this car’s mastery of its dual roles, we’d say it’s worth it.
From : http://www.caranddriver.com/reviews/car/10q3/2011_audi_a8l_w12-first_drive_review
By admin
Previous Posts
