Ford

Ford F-150

The F-150 is Ford’s full-size, half-ton pickup. F-Series has been the best-selling truck in America for 30 straight years. The F-150 was the first truck to feature a standard fourth door on all SuperCab trims and the redesigned 2004 F-150 was the first truck to offer rear-hinged access panels on Regular Cab trims to access behind-seat storage.

Stiffer CompetitionFord thus couldn't afford to make mistakes with this full-size pickup. It faces stiffer foreign competition from Toyota and Nissan, not to mention high-volume competitors from Chevrolet, GMC and Dodge.



The 2004 F-Series initially arrives with the popular F-150 designation. It's roomier, longer and wider, besides being built more solidly. (Heavier-duty, lower-volume versions arrive later.)
Styling is more aggressive because some critics felt the old look was too "soft" for a rugged truck. There are muscular contours and exaggerated features, which even include an oversized blue Ford oval insignia.



Many ImprovementsThere also are added power, crisper steering, sharper handling, an improved ride and larger brakes.

The new F-150 costs more to build than its predecessor. Prices for the 2004 model range from $21,215 to $35,570. Comparably priced 2003 models went from $20,970 to $34,935.
(Some versions of the 2003 F-150 continue unchanged as the F-150 Heritage through the 2004 model year with pricing starting at $19,125.)



Various Trim LevelsThe new F-150 comes with rear- or 4-wheel drive with low-range gearing. Returning are regular-, extended- and crew-cab body styles with three larger bed lengths. All cabs now have four doors because more pickups are being used as family vehicles. Upgraded interior designs thus are more car-like.



The regular cab and SuperCab have standard rear-hinged "half doors," while the SuperCrew crew cab returns with four front-hinged doors, which are a lot more convenient.
New V8I tested the $34,185 SuperCrew 4-wheel-drive version. This is the roomiest new F-150, with space for five tall adults. It was powered by the F-Series' new 5.4-liter 300-horsepower V8. An improved 4.6-liter 231-horsepower V8 is available, but don't count on it for strong acceleration.



Neither engine will get a fuel economy prize, but they work with a responsive 4-speed automatic transmission.



The 300-horsepower V8 delivers strong acceleration to 65 mph, but provides average 65-75 mph passing times. That shouldn't be surprising because the SuperCrew is large and heavy, with a 139-inch-wheelbase. It's awkward to park and often impossible to put in an average-size garage. Those with barns are ahead of the game here.



However, an increasing number of people prefer huge, roomy pickups.
A strategic option is the $245 reverse sensing system. It warns of unseen objects behind the truck.



Car-like MannersThe steering provides good road feel. It's geared right—not too fast or too slow for a high, heavy vehicle. Handling is car-like, and the brake pedal has a reassuring feel.
The firm ride is composed on decently paved roads, but the back end hops on bumpy surfaces with an empty pickup bed.



My nicely painted test SuperCrew didn't have many options, but could have done without the $300 black tubular running boards. They look good, but are too narrow to be of much use when getting in this high truck, a maneuver that requires extra effort.
Large outside door handles can be easily grasped, as can the inside handles. Also, substantial front grab handles can make it easier to climb aboard.



Interiors EmphasizedFord is emphasizing the five new F-150 interiors, which are intended to enhance differences between various versions of this truck.



My test truck had a sporty "FX4" interior with "warm steel" (like aluminum) accents on the instrument panel, console, doors and steering wheel. The instrument cluster was aircraft-inspired and the dashboard had carefully positioned chrome-ringed vents. The shifter look as if from a sporty car.



The $595 front "captain's chairs" were firm, but supportive. They had "sporty cloth" and also are offered with "sporty leather."

Volvo XC60

Used value guides EurotaxGlass’s and CAP have announced strong residual value predictions for the new Volvo XC60 crossover, a testament to its appealing style, innovation and attractive packaging and equipment. Based on a three year/20,000 mile per annum profile CAP estimates that both the Volvo XC60 163bhp 2.4D and 185bhp D5 SE models will achieve a trade value of 45% of their original cost new price. This equates to £11,675 and £12,100 respectively.EurotaxGlass’s also predicts the Volvo XC60 2.4D SE will retain 46% of its cost new price over a three year/60,000 mile period and estimates a 47% residual value for the D5 SE, at £12,450.This means the new Volvo XC60 goes in to the top range of the sector, beating the best selling Land Rover Freelander and matching or exceeding the popular BMW X3.“This impressive residual value is critical in the highly competitive fleet market as the more the car is worth in three or four years’ time, the lower the monthly contract hire costs, whether business or personal leasing. This also spells good news for retail buyers who are purchasing the car on Personal Contract Purchases (PCP),” comments John Wallace, Volvo Corporate Sales and Leasing Manager.“The Volvo XC90 has returned very good residual values since its launch and we feel the XC60 will continue in this same vein,” comments Jason King, Head of Market Intelligence at EurotaxGlass’s. “The 4×4 market has been under pressure from used prices falling for a while, but the XC60 is a premium product with very modern styling and a good level of standard specification and we are confident of its success as a used car.”Volvo’s new crossover vehicle combines a strong athletic body, capable XC muscles, high ground clearance and large wheels with the flowing lines and charisma of a sporty coupe. The Volvo XC60 is available to order in the UK now and will be launched in dealer showrooms on 15/16 November. Prices start at £24,750 on the road for the 2.4D S model, offering standard features such as low speed autobrake City Safety technology, versatile 40/20/40 split folding rear seats as well as sub 200g/km CO2 engine options.

Source: 4wheelsblog

Fiat

Geo Cars

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Geo 019 Car

Renault

Lamborghini Gallardo

Standard Engine:
5.0L V10, 40 valve, 520 hp @ 8000 rpm
6 speed manual (standard) or 6 speed automatic transmission
11 mpg city / 17 mpg hwy

The Gallardo is Lamborghini’s two-seat mid-engine V10-powered sports car that joined the Lamborghini line as a 2004 model and in just two years became the top-selling Lamborghini model of all time. Gallardo production topped 3000 in November 2005, surpassing the Lamborghini Diablo as the most produced Lamborghini model of which a total of 2903 were produced over a ten year period. By 2008 more than 7000 Gallardos have left the Sant’Agata Bolognese production plant since the model was launched in 2003

More Power, More Torque, More FunWhat's under the window sure isn't the same thing as before. The Gallardo's naturally aspirated V-10 has been bored to 5.2 liters (up from 5.0) and fitted with a direct-injection system, enabling a high, nosebleed-inducing compression ratio of 12.5:1, resulting in a significant spike in output to 552 horsepower at 8000 rpm (from 512) and 398 pound-feet of torque (from 376). Lamborghini stresses that this is not the same V-10 found in certain Audi models (such as the RS6 wagon), stating that it has a unique block and heads, as well as its own direct-injection system co-developed with Bosch.

The first twist of the key (Lamborghini hasn't yet embraced the starter-button thing) floods the cabin with an engine note that is sharp and clear. And unlike the Audi R8, with which the LP560-4 shares a few structural bits but no powertrain components, the Lambo is loud. Deliciously loud. As loud as legally possible. And thus, perfect.

Pull back on the e-gear's right shift "paddle" (it actually looks more like a hook fixed to the steering column), and after a split second of clutch uptake, the LP560-4 starts forward. The Gallardo has never been unruly, and it's still not. But there is some serious — serious — power behind that right pedal, and the farther one dips into it, the more it returns controlled and thrilling acceleration. Within only a few feet, we know one thing for sure: This is a fast car.
Prepare for TakeoffFor 2009, Lamborghini continues to offer a launch mode (Lambo calls it "thrust" mode) that optimally matches throttle and clutch characteristics for max acceleration. Here, it's easy: (1) Engage first gear, (2) select the Corsa mode for the transmission, (3) disengage the traction control with a dash toggle, (4) mash the throttle and brakes until the tach reads about five grand, and (5) release the brake pedal.
Nothing happens for a nanosecond as the gear engages, but then the coupe rockets forward as if a truckload of TNT had exploded 10 feet from the rear bumper. Fun? Well, sort of. In spite of what is undoubtedly our best acceleration stunt, it sounds like it hurts the car. So we only do it once — okay, twice — fearing that we might spend the balance of our time with the Lambo in limp-home mode. Street starts, however, are a different story. After slowly rolling into an intersection in Vegas, we just hammer it; we break all four wheels loose for a second in a straight line — and then simply catapult forward, squealing and grinning like schoolboys who have just stolen the keys to Dad's, well, Lamborghini. This doesn't seem to hurt the car. But we know we are going straight to hell anyway.

For what it's worth, Lamborghini claims the LP560-4 is capable of charging from 0 to 62 mph in 3.7 seconds, which is quick. But we've driven many 3.7-second cars, and the LP560-4 feels a lot quicker. The last Gallardo Superleggera we tested weighed less than the LP560-4 and could hit 60 in 3.5 seconds. And that was with 40 fewer horsepower and 22 fewer pound-feet of torque. We can't wait to strap our test equipment to the LP560-4 and see just how far off Lambo's claims are. Ditto the quoted 202-mph top speed, which is up from 196.

Test Drive: Lotus Evora 2008

Lotus has a long-standing relationship with Polyphony, the game’s developer with Lotus cars appearing in each release of the Bafta award-winning Gran Turismo series. Now, thanks to the new title’s unprecedented realism (enabled by the ultra-powerful PLAYSTATION®3 system), Gran Turismo drivers will find their virtual ride in the new Lotus Evora to be startlingly similar to the real thing giving Lotus fans a taster of what to expect before the Evora is available to test-drive for real in Spring 2009.



Polyphony’s digital model of the Lotus Evora was unveiled simultaneously with the car at the British International Motorshow in London last week and fans can try their hand at the game via a demo pod situated on the Lotus stand for the duration of the show. Mike Kimberley, Group Lotus CEO remarked, “We are delighted to join forces with Sony Computer Entertainment and Polyphony once again on such a special occasion for Lotus. The Launch of the Lotus Evora is a milestone for us and represents a new and exciting phase of our development. I’d like to thank the Gran Turismo team fororganising this outstanding addition to our exhibit at the British International Motorshow and hope guests enjoy the first ride in our Evora, albeit a virtual one.” Guests to the Lotus stand at London’s Excel exhibition center will be able to navigate an Evora on the new London city circuit which was recently introduced to the GT series with the release of Gran Turismo 5 Prologue. The London city circuit takes in some of the city’s most popular landmarks including Piccadilly Circus, Shaftesbury Avenue, Charing Cross, the National Portrait Gallery and Trafalgar Square.

Toyota Prius

The Toyota Prius is Toyota’s gasoline-electric hybrid vehicle and was the first mass-produced gasoline-electric hybrid when it went on sale in Japan in 1997. Since that time, the Prius has become the best-selling hybrid vehicle in the U.S. and the world. The Toyota Prius entered the U.S. market in 2000, and the second-generation 2004 Prius debuted in the fall of 2003 as the first Toyota product to use Hybrid Synergy Drive, Toyota’s third-generation gas-electric hybrid powertrain technology.

New Body DesignThe new Prius is a 4-door hatchback, whereas its predecessor had a regular trunk. The first version looked boxy, but the new 2,890-pound Prius is far more streamlined. Its exceptionally aerodynamic body has a super-low .26 coefficient of drag (CD) to help minimize interior noise and enhance fuel economy.
(The lower the CD, the less wind resistance a vehicle has. Even a 0.30 coefficient of drag is good.)
Amazing Fuel EconomyThe Prius is among the most fuel-stingy cars. It had Environmental Protection Agency-estimated ratings of 60 mpg in the city and 51 on the highway when it went on sale in mid-October. That's up significantly from 52 and 45 for the 2003 Prius.
Those numbers represent quite an accomplishment. But actual fuel economy will be lower for most Prius owners because it's doubtful if many—or any—of them will have the rigid driving patterns the EPA uses to maintain consistency in getting fuel economy ratings for vehicles.
The 2004 Prius uses a "Hybrid Synergy Drive" system. It has a small 76 horsepower (up from 70) 4-cylinder engine and a 67-horsepower (up from 44) electric drive motor. With a battery pack, they work separately or together to propel the car through a smooth automatic continuously variable transmission.

It may seem confusing, but actual combined horsepower is 110 instead of 143. That's because the Prius hybrid technology doesn't allow adding the two horsepower figures for a combined total. The car simply can't deliver maximum horsepower figures of the engine and motor together. (The 2003 Prius had 98 actual horsepower.)
No electrical outlets are needed to recharge batteries, contrary to what Toyota says some people think. Rather, the Prius drive system constantly recharges itself.

Audi TT

The TT is Audi’s sporty two-door, four-passenger Coupe and Roadster, named for the Tourist Trophy, a European motorsports event that was first run in 1905. Both the TT Coupe and the TT Roadster are redesigned for the first time for 2008 and incorporate the third-generation Audi Space Frame (ASF) technology that combines aluminum and steel in the chassis to reduce weight and improve weight distribution. The TT Coupe concept was unveiled in 1995 and arrived in production form for 2000 with very few visual changes from the concept. The Roadster was added for 2001.

Audi skips the 2007 model year for its TT coupe to introduce its redesigned 2008 TT. The new model is larger and racier looking, but loses some of the intimate charm of the first-generation TT.
The first TT arrived as a 1999 model with the visual charm of the iconic 1950-65 Porsche 356. The new TT was styled by Walter de'Silva, who heads the Audi and Lamborghini styling departments. He clearly wanted to break away considerably from the old TT design, while retaining somewhat of a family resemblance to it.
The new TT is initially being sold as a front- or all-wheel-drive hatchback coupe. A roadster follows later this year. It's nearly identical to the coupe, but has some of the old TT's snub-nose look.
Audi's larger new grille, being put on all its models, looks oversized on the new TT coupe. It looks considerably different than its predecessor and appears sleeker and longer than its additional 5.4 inches of length might suggest. The new car also is 3.1 inches wider and a little higher. And there are wider tracks for more stabililty.

Desirable All-Wheel DriveStandard are 17-inch wheels, while 18-inchers are optional. The suspension layout has been redeveloped and retuned. The result is fairly sharp handling, although this nose-heavy car with the standard front-wheel-drive setup lacks the ultimate balance of a rear-wheel-drive sports coupe. You'll notice that if it's driven hard through curves. The all-wheel-drive setup evens out handling a lot by providing better traction.
Stopping power with newly developed disc brakes is nearly as good as that of a Porsche, which says a lot, and the brake pedal has a linear action.
Handling and economy are helped by the TT's Audi Space Frame, a groundbreaking aluminum technology that combined aluminum and steel for the first time. It actually was developed by Audi in the 1990s for its top-line A8 sedan, but has never really been appreciated by most Americans.

The first-generation TT was quick, with a tight cockpit, sports car handling and a rough ride. The 2008 coupe no longer looks chunky, with flared fenders and an arched roof.
Head BumpsHowever, that roof makes it impossible for adults to sit in the rear without bumping heads on the hatchback glass.
The wheelbase is a few inches longer, but still is short at 97.2 inches. That wheelbase and the sports suspension give the car a jumpy ride on some freeways and a rather bumpy one on mediocre city/suburban streets.
The beltline is high and occupants sit low. That means getting in or out of the front seat calls for agility. Entering or leaving the back seat is best left to toddlers or small pets. Long doors are awkward in tight spots.
The front seat area no longer feels cramped with the larger dimensions, despite a console that consumes lots of space. Bucket seats provide excellent support.

BMW M6

BMW's M6 coupe and convertible are cars to love and to hate.
Their power and performance are awesome. With a 500-horsepower V10 engine mated to a transmission with six or even seven gears, the M6s develop a race-car-like 100 horsepower per liter and 383 lb-ft of torque by 6100 rpm.

As rear-wheel-drive cars, the M6s also have all kinds of high-tech equipment to maximize handling and to tailor features for an intimately personal experience. But it takes lots of time, patience and referrals back to a hefty owner's manual to get there.
The M6s aren't easy to drive, either. Speeds are deceptive—what feels like 30 mph is really 50 on the speedometer, and neighborhood speeds feel like "crawling" mode.
There's also BMW's Sequential Manual Gearbox that makes the M6s difficult—some might say virtually impossible—to drive smoothly. The M6 fuel economy ratings are like those of a big, heavy sport-utility vehicle and BMW made sure to include its long-criticized iDrive programming system in the M6.

So, buyers best be clear what they want from a car like this, because the M6 presents a very fine line, indeed, between a car to love and a car to hate.
Technology EverywhereBMW has been among the most aggressive car companies in putting technology into a wide range of its cars. And the M6s have a much higher "tech content" than about any other BMW-branded vehicle.
The only thing that's missing, it seems, in the M6 models is all-wheel drive. But then, BMW officials wanted the M6 to have the "pure" sports car attitude of rear-wheel drive.
Unlike many cars where a driver can start up and drive without having to immerse himself immediately in technology, the M6 coupe and convertible, particularly with standard SMG and Drivelogic, don't offer this luxury.
This gearbox setup has 11 shift modes—none of them particularly smooth, from my experience. So a driver tends to start fussing with the seven-speed SMG right from the start. (Note that beginning in spring 2007, BMW officials finally decided to offer a more familiar, six-speed manual.)

Then, there's the M6 engine. It's programmed to start in a setting called P400 that keeps peak horsepower at 400. If a driver wants the full 500 horsepower from the V10 that came with the car's purchase, he or she has to activate it via a button.
And to select and tailor suspension settings, a driver must go through a series of menus via the large iDrive knob in the center console. See what I mean about technology in your face? Most cars simply have a button on the center console to adjust shocks and leave it at that.
So, an M6 driver better like more than just the image of himself in the car, because there's a lot to oversee and "manage" in this car.

A showcase engineThe sophisticated, 5.0-liter V10 is new in the M6 Convertible for 2007, having been put in the M6 Coupe in 2006. The powerplant puts out an impressive 100 horsepower per liter and peak torque of 383 lb-ft at 6100 rpm. This is no typo. The M6's V10 even has a redline of over 8000 rpm, which is like a race car's, and the tachometer scale goes to 9000 rpm.

It's no surprise, then, that the federal government fuel economy rating is low at 12 miles a gallon in city driving and 19 mpg on the highway for the convertible. The M6 coupe rating is 12/18 mpg. Note these are about the same fuel mileage rating as a 2007 Cadillac Escalade SUV.
And one thankful—18.5 gallons—of the M6's required premium gasoline these days costs well over $50, which also is more akin to the gas bill for a big SUV. The gas went down like water in the test vehicle, which didn't even get 12 mpg in combined city and highway travel, by the way.

Suzuki

Jaguar recalls some XFs for faulty seat belts

Jaguar recalls some XFs for faulty seat belts

If you have a 2009 Jaguar XF, you should hop down to your dealer to have the rear safety belt assembly looked at. Jaguar is recalling 7,900 of the '09 cars because in an accident the rear occupants might not be properly restrained.
http://www.autoblog.com/2008/08/29/jaguar-recalls-some-xfs-for-faulty-seat-belts/

Now would this have happened when Jaguar was still British owned?