Review: 2010 Lincoln MKZ

The Lincoln MKZ began life as the Zephyr. It was bland-looking and far too underpowered to compete in the increasingly competitive entry-level luxury class. Ford updated the mid-size sedan back in 2007 with a more powerful engine, some cosmetic updates, and a new alphanumeric moniker. Despite the alterations, the least expensive Lincoln still didn't stack up with the competition in many areas, let alone in terms of image or "wow" factor.

Understandably, Lincoln is looking to reverse the fortunes of its MKZ for the 2010 model year, with a thorough makeover on the inside and some major cosmetic tweaks on the outside. Has Lincoln improved its volume sedan entry enough to make the MKZ a consideration for car shoppers?

To understand exactly where the MKZ fits in the hierarchy of midsize entry-level luxury vehicles, we should first determine what the competition really is. Is it the Cadillac CTS? On price and size, the two vehicles are close, but the CTS is rear-wheel-drive, far sportier and has a much higher top-end price. While the Audi A4 is a front- or all-wheel drive proposition like the MKZ, it has a far greater price range and sportier demeanor. For our money, the MKZ's main competitors are the Lexus ES350 and the Acura TL. This group of vehicles has similar pricing and options, and all three are based off of non-luxury sedans sold under their parent company's less-exclusive nameplates. Admittedly, in this regard, the Lincoln is more of a gussied-up rebadge job of the capable Fusion/Mercury Milan and the Lex is a slicked-up Camry. By comparison, the TL would hardly recognize the Honda Accord as kin.



Our Tuxedo Black Clear Coat MKZ arrived equipped with the Technology Package and Sport Package options, and wore a MSRP of $37,255. The Technology Package includes adaptive HID headlamps, rain sensing windshield wipers and ambient lighting. With the Sport Package, you get an upgraded suspension, 18-inch alloy wheels and tires, and high contrast stitching with eye-catching white piping. All-wheel drive can be checked off as an option, but our tester was motivated only by its front wheels.

While the 2010 is only a mid-cycle refresh of the 2007 model, there are enough changes inside and out to fool the untrained eye into thinking that this Lincoln is all-new. The front end gains the new corporate split grille that debuted with the Lincoln MKR concept in 2007 and was first brought to production on the 2009 Lincoln MKS.



The new Lincoln front end is more polarizing than the stylistically invisible grille of the Gen 1 MKZ, and that's a good thing. In our books, "Love it or hate it" beats "not even knowing it exists" design any day of the week. Some Autobloggers like the look of the MKZ up front, though others on the team have been far less complimentary in their assessment of the new look. Another surprise and delight comes at the expense of Lincoln's Tuxedo Black paint job. Little flecks of glass embedded in the paint look like stars in the galaxy when viewed in sunlight, just like former Ford design chief Peter Horbury told us it would.



On the inside, the MKZ has been stripped of its award-winning dash design that was arguably its biggest selling point before. In its place is a more modern interior with an MKS-like look. Our model was outfitted with the optional Sport Package, which added contrasting colored seats front and back. The white piping outlining the comfortable, well-bolstered Bridge of Weir leather seating was consistently a real attention grabber, and it really brightened up an otherwise dark cabin. Another favorite of ours was our tester's classy use of chrome shapes and materials on the door inlet, which usefully differentiated the MKZ's interior from that of the Milan and Fusion.



Interior materials were nice throughout, though we were a bit disappointed that the dash materials were the same kind that can be found in the Ford Fusion. The softer, more elegant stock of the costlier MKS would have been been preferred. We also didn't like the fact that the plain-Jane, hard plastic glove box didn't quite match the look of the surrounding materials.

For more than 10 years, Ford has had the same five button keypad to get owners into their cars without keys. After a decade, the look of the keys became less than modern, so Ford gave the fixture a thorough makeover for the 2009 MKS. Not so for the MKZ, though. It still has the same old buttons as a 1999 Taurus. The standard Ford-issue key fob doesn't lend much to the luxury experience, either. In our estimation, a valet shouldn't get the keys to your $37,000 Lincoln confused with the keys from the 2008 Focus next to it.



We were also a bit puzzled by the memory seats. Every time we started the car, the side mirrors adjusted themselves down towards the cement. So we set the mirrors and our seating position to our preference (or so we thought we did), and when we got back in the car the mirrors were down again. As it turns out, you need to have the car in Park to set save your settings. This would have been fine if the MKZ defaulted to the seat being all the way back for easy ingress/egress, but that wasn't the case. Why not just leave the seat in the last position? After all, how often does someone else drive your car?

One knock against the original Zephyr was that it was flat-out underpowered when compared to the competition. At the time, most run-of-the-mill midsize sedans got more juice from their V6 engines than did the Zephyr. The 2007 model MKZ, however, was upgraded with Ford's new-at-the-time 3.5-liter V6, which was rated at 263 horsepower. Ford has kept the same engine for 2010, though 263 hp is once again on the low end of the power spectrum. The Lexus ES350 and Acura TL both eek a bit more motivation out of their powertrains, though to its credit, the MKZ gets by without the need for premium fuel.



The tried-and-true 3.5-liter performs adequately in the MKZ, with enough punch for most drivers. When combined with its silky six-speed automatic transmission, the MKZ is a very smooth operator while cruising the boulevard. Gearing has been tweaked to improve off-the-line acceleration, and the new SelectShift manual shifting option is actually reasonably quick and almost fun to use. We were able to achieve around 23.5 mpg in mixed driving, which is about where you'd be with most V6-powered vehicles in the entry-level luxury segment.

Out on the road, the MKZ is neither as athletic as the Acura TL or as cushy the Lexus ES350. Lincoln engineers settled somewhere in the middle, with a tight chassis that soaks up road imperfections while providing enough athleticism to qualify as fun to drive. The MKZ doesn't feels as edgy as the Fusion Sport we tested earlier in the year, yet it does give you the ride and handling prowess to attack curves instead of easing into them. The suspension tuning may not have been track-ready, but that makes it a more comfortable cruiser out on the highway. Ford also took pains to keep the MKZ cabin luxury car quiet, and its efforts have paid off. We were able to hold conversations freely and easily, and we didn't have to raise our voices above 80 mph, either.



Push the little Lincoln around, though, and it's less than impressive. Its steering is a little over-boosted and feedback is minimal. The optional Sport Package on our tester did provide stiffer springs with larger sway bars for increased stability. It is far more competent in corners than Lincolns of yore, and a bit more spirited than the competition from Lexus, but it isn't as composed as the Acura (let alone anything coming out of Europe).

Lincoln has definitely freshened the look of the MKZ both inside and out, and it's a markedly more attractive package than the first generation model. We're not sure if Ford's luxury brand was aiming for the middle, but after a week with the freshly updated MKZ, that's exactly where it finds itself. In terms of styling and performance, the MKZ ends up being a nice alternative for those among us who want something more spirited than a Lexus ES350 and more subdued than a Acura TL. Whether those attributes will help Lincoln steal sales from the competition is another matter. With stellar reliability ratings, solid performance and the most standard features in its class, it should.

[Source: Autoblog]

Plymouth Road Runner Concept shackled to the virtual world

Nearly a year ago, the cover of Mopar Enthusiast asked the question: Could the Plymouth Road Runner be reborn? The obvious answer: No. But that didn't stop the buff book from publishing a host of gorgeous renderings by Michael Leonhard, an independent artist hailing from Austria.

Based on the Dodge Challenger, the Road Runner concept takes its cues from the '71-72 models, and in Leonhard's active imagination, it would be powered by a choice of 5.7-, 6.1- or 7.0-liter engines, each available with either a six-speed manual or six-speed automatic gearbox, complete with paddle shifters. The 20-inch (front) and 22-inch (rear) wheels combine a little old-school nostalgia with a new-school flavor, along with a glowing Roadrunner logo placed between the LED tail lamps.

Plymouth Road Runner Concept

I think it's difficult and a tight task to bring back a trademark that has vanished into thin air. Especially nowadays where competition is tougher than ever in the automotive industry. And so it may be for Plymouth - a brand that dissappeard and left memories for having built great classics and muscle cars.

The most noted Plymouth car ever may be the Road Runner. For a possible and effective relaunch of the Plymouth brand a reissue of the Road Runner could fit the bill. Overall it means the transfer of remaining memories and spirits of a car brand from yesterday into the future. Directly tieing up on a point when Plymouth achieved success (like back in the late 60s, beginnning of 70s). And that's why I decided to choose the Road Road Runner name for a re-launch of Plymouth. A bird and brand rising again like phoenix from the ashes.

The concept takes most of it's cues from the Road Runners of the years '71 and '72. In combination with modernized and futuristic shapes, but keeping the character of the original car. The front looks dramatic and mean thanks to a headlight section made of tinted glass. Headlights only become visible when they are turned on. The same goes for the Roadrunner Logo in the center that is now illuminated. The big grille opening provides plenty of air for the radiator. The hemi-powered monster gets rid of hot air the other way round through the typical hood scoops. The side view is characterized by a dramatically dynamic shape with a low roof line, high belt line, square-molded wheel-arches and big magnesium five spoke wheels (22 inch rear, 20 inch front) combined with red line tires. The powerful looks continue on the rear with a big diffusor for improved road grip and a dual exhaust system. The taillights are styled to match the headlights and become visible when turned on. To a big part the roof is made of glass except the A-pillars made of aluminium. The C-pillar becomes a dominating design element on the roof section and carries the typical

2010 Ford Taurus launching with incentives

The new 2010 Ford Taurus may share nothing mechanically with the model that ended production a few years ago, but it will launch this September with one thing in common: incentives. A poster car for rental fleets, the last-generation Taurus was being sold with rebates of between $3,000 and $4,000 before Ford stopped selling it to retail customers altogether. The new Taurus, despite being better in every way and touted as the brand's new halo sedan, will go on sale with an early-order incentive offering $500 to buyers who receive their car by September 1 and an additional $1,000 cash rebate on all but the base model Taurus.

The new Taurus shouldn't be judged too harshly for launching with money on its hood. Poor sales can't be blamed, because none have been sold yet. The incentives are meant to kick off Taurus sales and get the numbers up to where they might have been had the economy not gone sour. And to ensure the new Taurus doesn't wind up clogging rental fleet lots like the last one, Ford has stated that it will keep rental sales in the single- or low-double-digit range.

[Source: Automotive News]

700-hp, twin-turbo Reed Speed Ford Mustang coming to a dealer near you

There's no shortage of Mustang tuners in this world, but Randall Reed Ford is removing the middle man and will begin offering its own "signature edition" 2010 Ford Mustang GT through Randall Reed stores and select dealerships across the country.

Developed in partnership with Artisan Performance, the Reed Speed SSE is packing a reworked engine, complete with forged rods, new pistons and Total Seal rings. The new internals drop the compression ratio to accept the 12 psi of dual-intercooled boost huffed through a set of Artisan Rear Mounted twin turbochargers. According to Reed, the combination is good for 700 hp, and will only be backed by a proper manual gearbox.

In addition to the engine mods, the stock stoppers have been replaced by 14-inch rotors with six-piston calipers supplied by SSBC, while a custom body kit widens the track of the Reed Speed 'Stang by 1.5-inches in front and 3.0-inches in the rear. Housed within the stretched sheet metal are 20-inch iForged wheels, measuring 11 inches wide in front and 13 inches in the rear, and along with the two-tone custom BASF paint and smoked lens, each Mustang comes with a numbered plaque and "owner's package." There's no word yet on pricing or availability, but expect the SSE to be available later this summer.

For Sale: Bugatti Veyron 16.4 production #001

Yesterday we happened to be in Beverly Hills and came across a dealership that had not one, but two Bugatti Veyrons for sale. Of course, we had to stop in to check the cars out, and found that one was actually production #001. According to the dealer, O'Gara Coach, the car only has 400 miles on the odometer. The price tag? As the saying goes, if you have to ask then you can't afford. We'll tell you anyway. O'Gara Coach has the price tag listed at just under $2.4 million. While having #001 would be pretty cool, we'd actually opt for the black-on-black model that was also in the showroom. Not that we will ever come close to being able to afford either, but we can always dream.

5.0 badge returning on 2011 Mustang GT?

The Ford Mustang 5.0 has been gone for some time, but with the new 32-valve, 5.0-liter "Coyote" V8 on its way, the badge could make a comeback and undoubtedly it'll be more successful than Vanilla Ice's past attempts.

After some digging through Ford's parts database, a forum member at TheMustangSource came across a "5.0" badge and an accompanying part number that could find itself attached to the 2011 Ford Mustang. Supposedly, KC also found listings for three new engine/transmission combos for 2011: the 3.7-liter V6 reported earlier (with both auto and manual gearboxes), a 5.0-liter (with the same transmission options) and a supercharged 5.4-liter. Although we're treating this with a healthy bit of skepticism, it doesn't seem beyond the pale, and if Van Winkle plays his cards right, maybe Ford will tap him for the marketing campaign.

[Source: TheMustangSource via MustangBlog]

Ferrari auctions off Montezemolo own's 599 GTB Fiorano

Between special one-offs like the disaster-relief F430 and record-breaking classics like the 1957 250 Testa Rossa, if you've had your eye on acquiring an especially special Ferrari at auctio, there has been no shortage of opportunities. And here's another to add to the docket: Ferrari president Luca di Montezemolo's own 599 GTB Fiorano.

The chairman's ride is being auctioned off online to raise scholarship funds for young aspiring researchers. The example in question features a deep red Rosso Monza metallic paintjob over an interior swathed in charcoal leather and trimmed with extra carbon fiber bits. It's also been outfitted with sat-nav and an iPod as well as carbon-ceramic brakes behind 20-inch wheels. This marks the first occasion that Ferrari has auctioned off one of its vehicles online, and will come accompanied by a certificate of authenticity signed by the current owner, who carries a bit of clout around the factory.

[Source: Ferrari]

Ferrari California receives 500 HP attitude adjustment at the hands of Edo Competition

Despite its position as the 'approachable' Prancing Horse, Ferrari's new California folding hardtop is a heck of an impressive drive all the way around. However, that hasn't stopped some quarters from suggesting that it's a bit compromised and a bit too effeminate to be a proper Maranello supercar. While we think that's nonsensical, we admit a little toughening up couldn't hurt to silence the doubters.

Enter German tuner Edo Competition, which has just taken the wraps off of their own fettled California. Looking suitably foreboding in black with larger matching alloys, Edo has tweaked the car's 4.3-liter V8 engine to deliver 500 horsepower (+40). That nice, round number arrives courtesy of a remapped ECU and a pair of high-flow cats that feed into a new cockpit-adjustable exhaust system. The engine's torque level doesn't swell quite as much, peaking at 369 lb-ft (@ 5,200 rpm), but nevertheless, EDO says the car is good for a 0-62 mph run in 3.9 seconds and a top end of 315 km/h (196 mph). Oddly, Ferrari says the box-stock Cali will get to 60 mph in "under 4 seconds," so there's probably not much of a difference between the two on the low end, although Edo's top speed is 5 kmph faster than when it left the factory.

Commendably, Edo has resisted the need to fit a lairy body kit, although the company says it will be happy to trim-out your droptop with lowering springs (-35mm), a full-on sport suspension system with adjustable damping, or your choice of 20- and 21-inch wheels. They'll even redo the interior for you, although we find the standard car to be quite wonderful in this regard, and might recommend leaving well enough alone.

[Source: Edo Competition]

PRESS RELEASE:

edo competition California Spider - something really special

The Ferrari 599, 612 and 430 have had offspring. The open two-seater, dubbed the California Spider, with its retractable aluminum hard top is the new entry level model among the sports car offerings from Maranello. Having been introduced to the world at the Paris Motor Show last October, the California Spider can now be admired on our roads, too.

For those who wish to further personalize the appearance and performance of this exceptional sports car, edo competition is now offering very special accessories.

Newly-developed wheel/tire sets in 20 and 21 inches are guaranteed to draw amazed looks from passers- by. The wheels are available in several attractive designs. Customers can also opt for a lowered ride height or the addition of a sport suspension system. The sport suspension is adjustable in both compression and rebound damping, allowing for a custom tailored ride for cruising, spirited driving, or competition.

To make sure the performance of a vehicle as special as the California is up to par in all aspects, edo competition also offers custom ECU recalibration. After reprogramming the production ECU, the 8-cylinder engine now generates 367 kW (500HP) and 369 ft-lb of torque at 5,200 rpm. In addition to the recalibrated electronics edo competition can install a newly-developed high performance exhaust system featuring adjustable butterfly valves and custom designed high flow catalytic converters with a 200 cell per square inch metal core.

This well-matched combination enables the engine to develop its new-found power in an impressive manner. The treatment also provides a torque increase that is particularly noticeable in everyday driving. As a result, the performance figures of the edo California Spider are improved as well: It can accelerate from 0 to 100 km/h (62 mph) in a phenomenal 3.9 seconds and the top speed is an impressive 315 km/h (196 mph).

As with all edo competition models, we set no limit to our customers' imaginations. Special interiors or lavish leather upholstery, individual requests are accommodated and executed with quality.

edo Tuning Program California

Increased performance up to 500 HP with

* 2 x Sport catalyst 200 cell
* 2 x control units- modification

Loudness of the exhaust adjustable at the touch of a button

Sport wheel set 20 and 21 Zoll with

* Front: 245/35 ZR 20, Rear 285/35 ZR 20 or
* Front: 255/30 ZR 21, Rear 285/30 ZR 21 or
* Front: 255/30 ZR 21, Rear 295/25 ZR 21, ex
* On request alloy rims can be painted in various colors

KW/edo racing chassis

Racing driving technology for the street with adjustable compression and rebound damping. These are separated and independent of each other. Adjustable compression and rebound damping really permits individual customized driving. The unique technology makes it possible with its 3 level control systems allows you to set the compression damping at low speeds and almost finest comfort at high speeds.

edo sport spring set

* Lowering via sport springs at 35 mm front and 35 mm rear

More details leak out about new Ferrari F450

We know that Ferrari is working on turbochargers and all-wheel-drive hybrids, and the hybrid portion of that equation could show up as soon as this year's Los Angeles Auto Show. If so, Autocar supposes the car in question will be the new Ferrari F450. As Jaguar has reportedly planned with the XE, Ferrari could show off a hybrid F450 first in order to make an even bigger splash.

Yet even if the production model doesn't show up on dealer floors with some alternative energy system, it is still expected to show off plenty of top tier technology. A "lightweight aluminum structure" will house a seven-speed twin-clutch gearbox, traction control and programming to eliminate understeer, and radiators forward of the front wheels.

The KERS system employed by the Ferrari F1 team and being trialled on that ludicrous 599XX are also slated for the F450, but that will apparently come with the hybrid car and Ferrari thinks customers might not be ready for that yet. For now, the Prancing Horse is said to be working on direct-injection evolutions of its current engines, which it feels will meet Euro emissions standards until 2014.

[Source: Autocar]

2011 Audi R8 Spyder will launch with V10 only, next A8 not coming to Frankfurt

It's been all but confirmed by Audi that the R8 Spyder is due to debut alongside the new A5 Sportback at the Frankfurt Motor Show this September, but according to two reports from Car and Driver, there will be one less vehicle on the show stand in Germany and only one engine available in the drop-top supercar.

The 2011 Audi R8 Spyder will reportedly be available with the 525 hp, 5.2-liter V10 at launch -- meaning no V8 -- with a standard six-speed manual gearbox or optional R-tronic automated transmission. The 420 hp, 4.2-liter V8 currently fitted to the standard R8 could be added later, but Audi seems to favor sticking with the V10 until the R8's replacement arrives a few years down the road.

Additionally, it was widely reported that the 2011 Audi A8 would be unveiled in Frankfurt, but C&D says that the launch has been pushed back sometime after the LA Auto Show in December. Apparently, the reason for the delay is two-fold: Audi doesn't want to risk quelling sales of the current A8 in some of its most important markets (China, Europe and the U.S.) and the automaker is (wisely) worried that the unveiling could be overlooked at a large auto show where too many models are vying for attention. As such, the A8 could be shown initially at a private event in Florida later this year, with the first public exhibition being the Detroit Auto Show in January.

[Source: Car and Driver]

2009 NISMO 370Z officially priced from $39,130

The hardcore NISMO 370Z first appeared in April at the New York Auto Show, but Nissan didn't stick a price tag on it at that time. Those interested in the ultimate in factory Z performance now know that they will have to save up $39,130 in order to get a taste. For that near 40 grand price tag, pretty much everything is included on this late-to-the-party 2009 model. The only options available for the NISMO are back-lit sill plates, carpeted floor mats and a carpeted trunk mat, none of which do anything to make the NISMO any quicker.

All of the go-faster bits are included in price of admission, including an upgraded 3.7-liter V6 that bumps power from 332 to 350 horsepower, and torque nudges from 270 to 275 pound-feet. Like the standard Z, the NISMO gets SynchroRev matching for its close-ratio gearbox, and unique five-spoke 19-inch wheels work with the upgraded suspension and brakes to get the most out of that more powerful engine. Needless to say, the car's airflow get a substantial reworking thanks to the less-than-subtle aerodynamics package.

[Source: Nissan]

PRESS RELEASE:

06.17.2009 , Franklin, Tennessee

Nissan Announces Pricing on 2009 NISMO 370Z™

Nissan North America, Inc. (NNA) announced pricing for the all-new 2009 Nissan NISMO 370Z™, which goes on sale today at Nissan retailers nationwide. The new, second-generation NISMO Z^® continues the tradition of the original, offering unique performance and design attributes that true sports car enthusiasts are looking for – including a functional aerodynamic body design, 18 additional horsepower and a special sport-tuned suspension.

The 2009 Nissan NISMO 370Z™, which is equipped with a 350-horsepower 3.7-liter V6 and close-ratio 6-speed manual transmission with SynchroRev Match, has a Manufacturer's Suggested Retail Price* (MSRP) of US $39,130. Only three accessories are available on this well equipped vehicle – NISMO carpeted floor mats, illuminated kick plates and a carpeted trunk mat.

"The new NISMO Z^® is a tuner and Z® enthusiast's dream – straight from the factory," said Pat Steiner, Director, Specialty Vehicles, Nissan Division, NNA. "With its dramatic exterior, custom interior, sport-tuned performance and under $40,000 price, this new NISMO Z^® is possibly the best 'bang-for-the-buck' sports car available today."

About the 2009 NISMO 370Z™
The NISMO 370Z™ was developed by Nissan's Specialty Vehicles Group in conjunction with Autech Japan, Nissan's longstanding conversion partner. The NISMO Z^®'s standard 3.7-liter DOHC V6 engine with Variable Valve Event and Lift Control (VVEL) develops 350 horsepower and 276 lb-ft of torque (versus the standard 370Z Coupe's 332 horsepower and 270 lb-ft of torque), thanks in part to an exclusive free flow dual exhaust system, muffler tuning and an optimized Engine Control Module.

As expected of a true performance machine, the NISMO 370Z™ is offered with only one transmission – a close-ratio 6-speed manual transmission with standard SynchroRev Match-the world's first synchronized downshift rev matching manual transmission introduced earlier this year on 370Z Coupe (which simulates perfectly matched heel-toe-like downshifting).

The NISMO 370Z™ also features a refined 4-wheel independent suspension, a reinforced strut tower brace for enhanced body rigidity and a pair of performance body dampers to manage road-input vibrations and help contribute to the NISMO 370Z™'s stability and performance feel. The NISMO-tuned suspension includes specially tuned springs, shock absorbers and stabilizer bars. Wider, unique 5-spoke 19-inch RAYS forged aluminum-alloy wheels are mounted with Yokohama ADVAN Sport Y-rated high-performance tires. Nissan Sport Brakes and a Viscous Limited-Slip Differential are also standard on the NISMO 370Z™.

Along with its standout performance, the new NISMO Z^® stands out from the crowd with its dramatic performance-oriented exterior and interior styling. The functional and fully integrated aerodynamic body modifications include an extended nose with a canard design at each corner for improved downforce and a fully integrated chin spoiler. Special side sills and a unique rear fascia help manage airflow under the vehicle, while the functional rear spoiler also increases downforce.

The interior includes NISMO logo seats with black and red fabric and red stitching, a NISMO tachometer, a smooth leather-wrapped steering wheel with red parallel stitching, a smooth leather-wrapped shift knob and aluminum trimmed pedals. A serialized plaque of authenticity is also matched to each NISMO Z^®, identifying its unique serial and model year designation.

2009 Nissan NISMO 370Z Pricing

Description	MSRP*
370Z Coupe NISMO – 3.7 Liter V6 6 M/T	$39,130

Port Installed Accessories	MSRP*
NISMO Carpeted Floor Mats	$115
Illuminated Kick Plates	$200
Carpeted Trunk Mat	$95

About Nissan North America
In North America, Nissan's operations include automotive styling, engineering, consumer and corporate financing, sales and marketing, distribution and manufacturing. Nissan is dedicated to improving the environment under the Nissan Green Program 2010, whose key priorities are reducing CO2 emissions, cutting other emissions and increasing recycling. More information on Nissan in North America and the complete line of Nissan and Infiniti vehicles can be found online at www.NissanUSA.com and www.infinitiusa.com.

2009 Holden Cruze is the Safest Small Car

The all new 2009 Holden Cruze is ready for sale from June this year and this is one of the best equipped and safest of small cars that ply on the roads of the US. The cute car combines five star ANCAP safety features with exceptional handling and riding fuel efficiency, and styling design. The model is available for two specified models with features like electronic stability control, six speaker CD system, six air bags, steering wheel mounted controls of music, and other features and cruise control across all ranges.

The stylish car has stylish 2009 chassis and body structure that are equipped with sophisticated technical chassis system, standard to deliver tight, confidence handling, maximum responsiveness, enhanced accident avoidance capability, and wonderful control. Such features provide maximum handling to drivers and a level of comfort while driving. More than 65% of Cruze's unique body structure is made of high strength steel that provide the strength which provide maximum protection if there is collision. The other features enabled in the construction of the body include tailor welded blanks and materials bond at critical points for maximum yield strength and full-length frame rail that makes the car a safety cage.

Besides that the car has comfortable unique and silent environment. The exceptionally quite cabin provides a soothing ambience with acoustic thermal fiber roof liner, triple layer cycling, and composite backed carpets. According to Managing director of Holden Mark Russ this is a world class small car that delivers excellent performance, style, value for money and safety. He said, "We're excited by the potential for Cruze in a key marketplace for Australian buyers. There are no excuses needed for this car. It has five-star safety, handles beautifully, looks great and provides high quality and low fuel usage."

Exterior styling of the car too is superb and the long wheelbase of the Cruze make is a perfect family sedan that delivers performance of upscale mid size sedan in small price bracket.

The Holden Cruze is equipped with two engines 1.8 liter petrol and 2.0 liter diesel Turbo engines that match the choice of five speed manual or six speed automatic transmission with Active Select. The 1.8 Liter ECOTEC petrol engine produces about 104 KW of power and 176Mn of torque that is available between 2200 to 6200rpm quality drive even at low engine speeds. The 2.0 liter common rail turbo charged engine is available as CD trim and it adds another model of energy diversity in Ecoline. It is capable of producing 110 KW and 320 Nm of Torque that is available with 1750 to 3500 rpm.

It boasts of one of the most comfortable interiors that are available in small car in the market. Fit and Finish is emphasized with contoured sport seats that has dual cockpit design and house advanced integrated center panel having graphic information display. The car has generous rear passenger leg and offers head and shoulder room for space with five adult seats.

http://www.JackZap.Com Article Source: http://EzineArticles.com/?expert=Jack_Zapper

Ferrari to Start Building Hybrids?

A green hybrid from an Italian icon? It seems a bit ludicrous, but the question of whether Ferrari is going to start building hybrids is not a joke. Ferrari may have no choice.

The joke about high end sports cars is that if you have to ask how many miles to the gallon they get, you can't afford them. Put more directly, the top end performers are designed from performance. Fuel efficiency and emissions are not just downplayed, they are utterly irrelevant. At least they were.

Ferrari is the classic high end sports car builder. It builds beautiful cars that simply blaze along the road. Of course, the cost of that is horrifically bad mileage and terrible emissions. Neither Ferrari nor the people buying the car really cared. Now they have no choice thanks to the new emission rules coming into place in the European Union.

The EU is taking pollution seriously as part of its efforts to curb global warming. The practical effect on cars is the emissions being produced by them are being cut by law. The EU is demanding a cut to rough 130 grams of carbon dioxide per kilometer driven. Most Ferrari models produce about four times that amount, so you can see the problem.

The question for Ferrari is how it can continue to produce high performance cars and yet still comply with the EU emission requirements. This is particularly an issue since the requirements are expected to become even more stringent in the future. The answer by the company seems to be rooted in its F1 team.

The Scuderia, the Ferrari Formula One team, is well versed in making cars as light as possible while producing massive power and performance. The technology used there is being transferred to future Ferrari designs. The company seems bent on meeting the new standards by making the cars much lighter, more aerodynamic and even returning to a turbocharged engine. This will account for huge improvements in fuel efficiency, particularly the light cars, but a hybrid electric engine is going to be an inevitable result.

Perhaps most interesting is the potential use of the KERS system in street cars. Ferrari uses the system in F1 to some effect. KERS stands for Kinetic Energy Recovery System. It essentially produces electricity from the braking system and stores it. The driver can then push a button to add the power to the drive system when needed. It produces an additional 80 odd horsepower in the F1 cars, which is a nice jolt when needed.

Ferrari is nothing if not very inventive. The future is clearly a challenging place for low mileage sports cars. Given the prowess of Ferrari in Formula One, expect it to come out with some amazing green vehicles in the future. Prius beware!

Thomas Ajava writes for HybridCarDealerDepot.com - where you can get more hybrid car information and articles.

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

Review: 2010 Roush 427R

During both our first drive and in our full review, we concluded that the 2010 Ford Mustang has raised the bar for modern day pony cars. The sculpted body, finely tuned suspension, higher quality interior and additional horsepower make it one of the best Stangs to ever come from the Blue Oval's stable. With a flood of aftermarket variants sure to come, we couldn't help but wonder if the new Mustang would provide an even better platform to work with, or if tuners might struggle to improve on an already excellent product. We now have the answer.

Roush, who were given inside access to the 2010 Mustang by Ford for their own product development, were first to market with their 427R Mustang that was unveiled back in March. We were lucky enough to be one of the first to get behind the wheel, and recently spent a full week with the 427R. Was Roush able to use their five years of experience with the S197 platform to capitalize on the upgrades and refinements made available in the 2010 Mustang?
When Roush Mustangs come to mind, we think of aggressive, edgy styling. Since the late '90s, Mustangs coming from the Livonia, MI assembly plant have had a distinctive look that we could spot from a mile away. That's why we were so surprised when the wraps came off the 2010 427R. Instead of the boy racer Mustang we were expecting, a fairly subtle pony car sat in its place. We had to do a double take to see if Roush had even added a body kit, as the overall profile is so close to a stock Mustang.



We were also somewhat disappointed by the lack of any significant horsepower increase compared to the previous 427R. Not that 435 horsepower is anything to scoff at, but it's the same as the 427R Trak Pak we tested last summer. We also had our doubts. Could Roush improve on the performance of the suspension without rendering it too harsh? How much would they actually be able to improve the interior?



With those expectations, we took delivery of a brand new 2010 Roush 427R. To our complete surprise, it took only a few minutes for us to completely fall in love with the car. You could say it was a case of love at first sound. The Roush exhaust system completely transforms the character of the Mustang from a pony car to a mean, snarling muscle car. The exhaust sounds fantastic doing just about anything – idling, cruising, downshifting, and, of course, at full throttle. Even while slowing to a stop, the tailpipes emitted a wonderful rumble and burble. A quick visit to the Roush web site revealed that the exhaust system is actually an option and not standard on the 427R, but to us it would be mandatory. Since Roush also sells their parts individually, the exhaust is also available for regular Mustangs. If you've recently purchased a 2010 Mustang GT, go buy the Roush exhaust. No seriously, do it right now. It's worth every penny.



That's not to say the exhaust is the only part of the car we loved. While the standard 2010 Mustang is significantly down on power compared to the Camaro SS and Challenger R/T, Roush has made sure that owners of the 427R won't need to shy away in a meeting of the musclecars. A roots style supercharger has been added atop the Mustang's 4.6-liter V8, boosting horsepower to 435 horsepower and 400 lb-ft torque that helps to enforce our fondness for this fortified Mustang.

Yes, it's the same rating as the 2009 Roush lineup, but we were reminded that Mustang does far more with its horsepower than either the Camaro or Challenger. The 427R pulls strong and hard from any rpm, with a torque curve flatter than Kansas. We had the chance to strap the Roush to a dyno, and the results more than confirmed that the supercharged V8 was putting out as advertised. The 400 horsepower and nearly 370 lb-ft torque at the rear wheels easily cover a 15% driveline loss and indicate Roush is probably underrating the 427R's motor.



Compared to the previous generation 427R, the engine bay has also been reworked to be more efficient and provide a more OEM look with higher quality materials. The intake tube, which previously wrapped around to the left side of the motor, now has a direct shot to the throttle body to provide optimum air flow. The intercooler reservoir is double the size, and the radiator has been upgraded to provide more efficient cooling.

While we initially had doubts that Roush could do any significant improvements to the Mustang's suspension, we needn't have worried. Roush engineers literally spent tens of thousands of hours on both the street and track to come up with what they believe is the best compromise between comfort and performance, and after a week in the car we can confirm that they did an excellent job of taking the Mustang's handling to the next level.



The setup is stiffer than Ford could get away with on a production Mustang targeted towards the general consumer, but not enough to make the ride harsh or uncomfortable. Thanks to new front struts, rear shocks and springs, beefier front and rear sway bars, and a wheel hop reduction kit, the 427R has virtually no body roll, the steering has a nice weight and feel, and turn-in is quick and accurate. We made sure to spend time on some of Southern California's best driving roads, and couldn't find a stretch of payment that the Roush couldn't handle with ease.



Our test car was also fitted with the Roush big brake upgrade, which includes front 14-inch slotted rotors and 4-piston calipers. It's definitely not a cheap option at over $2,800, but we think it's a necessity for Mustangs with this amount of horsepower. A few years ago we drove a previous generation 427R with the stock brakes and felt uncomfortable in their capability of consistently bringing the car quickly to a stop. We'd recommend checking this on the option list more out of necessity than anything.



That brings us to the exterior. The 2010 Mustang provides a much more difficult canvas on which to work than previous models, with more creases, curves and angles to deal with than before. While we're still not completely sold on the design, we have to admit that it grew on us by the end of the week. It's easier to notice and appreciate the exterior details in person, like the front chin spoiler and the diffuser-style rear fascia, and the 427R now comes off as a more 'grown up' Roush than the previous generation. We especially like the rear spoiler, which gives some additional length to the rear end and somehow makes the taillights look good on the car.

One thing we still don't get is the front fascia and the addition of extra driving lights. The Mustang already has four lights – the main headlights and the auxiliary driving lights in the grille, so we don't know why it needs two more. We're guessing that Roush has future plans to offer a plain billet grille like on the previous generation, in which case we would probably like the look more.



One of our favorite features of the 2010 Mustang was its new interior, with a redesigned instrument panel and soft-touch plastics. Because of this Roush didn't feel the need to change too much. In fact, the only standard interior upgrades on the Roush are embroidered Roush floor mats and a billet aluminum shift knob. Our test car was also fitted with white faces gauges ($320), sport leather/Alcantara seating ($1,725), a vent pod with boost gauge ($435), illuminated door sill plates ($220), and a short throw shifter with black ball knob ($410). Each of the upgrades was a nice touch, but the shifter was the only option that we felt was a 'must have'. Not only does it look awesome, but it provides more direct and accurate gear changes and makes shifting a pure joy.

If there is any downside, it's the price. Our test car came in at a whopping $22,338 over the base price of a 2010 Mustang GT, adding over 2/3 to the price. Roush did the best job they could to keep pricing down, including reducing the cost of the base components by over $1,400 and working to get the $1,000 gas tax removed, but there is still a price increase from 2009 due to the nearly $3,000 additional cost for the Mustang GT Premium model that is used as a base for the 427R.



Still, if you order the car with only the essentials options – the exhaust, shifter, and big brakes – you can limit the damage to just $18,153, putting the price right at about $50,000 and in the same range as a GT500. Which one should you pick? Well, decide what you like better: driving in a straight line or around turns. If it's the former, go with the Shelby, and if it's the latter then pony up the cash for the Roush.

So did Roush come through with their latest offering? You bet. Just like Ford exceeded our expectations and quelled our doubts about the 2010 Mustang, Roush has done the same with the 2010 427R. It's fairly easy to gauge how much we like a car based on how tough it is to give it back at the end of the week, and all we could think about as we handed back the keys is how we were going to miss the sound of the exhaust, the feel of the shifter, the pull of the supercharged V8, and rush of tackling tight corners with the superb suspension.

[Source: Autoblog]

2012 Jaguar sports car to get Volt-like extended-range hybrid tech?

Ratan Tata, Jaguar's owner, knows that the future of the company rests on "shiny and new" products. That's why the XE roadster was reportedly moved to the front of the line and given a 2011 release date. If the soothsayers at Motor Trend are correct, Tata also understands that cleaner engines are the future of the industry itself, because the XE could also bolster Jaguar's credentials by reportedly including the option of a Volt-like range-extending hybrid drivetrain.

The mooted gas-electric system is a conventional three-cylinder gasoline engine mated to an electric motor. It is also being suggested by MT that the concept XE may be fitted with that powerplant, but it might not make it to the production version.

If it does come to market, however, the car probably won't have any natural competition at its price point given its green credentials, with the possible exception of the Fisker Karma S. Even if the extended-range hybrid rumor fails to materialize, the coupe is likely to get variants of the company's new 5.0-liter V8 engine range, which presently offers up to 510-horsepower in supercharged form...

[Source: Motor Trend]

First Drive: 2010 Chevrolet Equinox

The Chevrolet Equinox has never really been a loser in the compact crossover segment, but it has also never really been a leader, either. It was always just kind of "okay," with milquetoast styling, so-so performance and reasonable roominess, but never anything really attention grabbing. Coming just a week after General Motors filed for Chapter 11 bankruptcy protection, Chevrolet General Manager Ed Peper officially introduced the all-new 2010 Chevy Equinox as the first product of the "New General Motors," and it's clear that the company hopes their new baby is able to grab a much larger share of this burgeoning segment.

Among other things, the Equinox gets all new powertrains, including an available four-cylinder engine for the first time. Both the four and the new 3.0-liter V6 have direct fuel injection and are paired up with six-speed automatic transmissions. In fact, everything about the Equinox is new. Apparently the only major component carried over from the old model is the sunroof module. Everything else has been reworked or replaced. We had the opportunity to spend some seat time with both the four-cylinder and V6 models with front- and all-wheel drive.

Chevrolet calls the Equinox a compact crossover, but when you look at its dimensions, this CUV is in many respects more mid-size than compact. At 187.8 inches long, it out-spans the Ford Escape by 13 inches and the Toyota RAV4 by six inches. It's even two inches longer than a Ford Edge. Chevy's rationale for calling this a compact is the 72.5 inch width, which is 0.5 inches less than the RAV4 and two inches less than the Edge. So it's really a "tweener" of sorts. However you define it, though, the Equinox is especially roomy relative to competitors.



As soon as you lay eyes on the new Equinox, it's clear that the design team put in a serious amount of effort this time. The dowdy looks of the previous generation have been replaced by a bold modern look that's more muscular and better proportioned. Like all other recent Chevrolets, this one starts with a dual port grille that is flanked by a pair of handsome jeweled headlamp clusters. The combination of a rising character line along the flanks, aggressive wheel well flares and a higher beltline combine to visually lower the new model – even though it's actually four inches taller.



The Equinox also gains Chevy's current design DNA on the inside, with a dual cockpit instrument panel layout similar to the Malibu and Traverse. The new look is a huge improvement over the old model, both aesthetically and functionally. Like several other recent GM vehicles, the dashboard flows into the door panels with a look that provides some continuity. Some of the past iterations of this, notably the Saturn Aura, had an issue with vertical alignment of the door panels and dashboard. We've brought up this problem with GM officials on several previous occasions and they have apparently taken it to heart. None of the four Equinoxes we drove had any such alignment issues.

In fact, Mo Wazir, Vehicle Line Director for GM's compact crossovers, explained that the engineering team addressed this from a root cause approach when developing the new Equinox. They examined why the parts were misaligned and found that it was related to tightening the two sides of the dashboard separately. The assembly process has been changed to ensure that the dashboard is more consistently installed. In fact, all the fits in the Equinox testers we sampled were better than before. That's not to say the interior is perfect, however.



The same Ingersoll, Ontario assembly plant that built the previous Equinox began building so-called salable units about two months ago. These early production units are generally kept within GM for its captured test fleet, where engineers and managers drive the cars to look for last minute production problems. The examples that we drove were from this early build batch and the first units destined for customers are being built this week. The most prominent issue that we noted was a color disharmony on the dashboard. All four of the vehicles we drove had the two-tone interior scheme consisting of either black/brown or black/light gray.

The brown was the issue. The plastic panels covering the passenger side airbag and around the instrument cluster on the driver's side had a slightly different shade than the two mating pieces on either side of the center console. According to Wazir, the center stack panels come from a different supplier than the other parts. GM is already aware of the problem and working to resolve it. The gray version also had a slight mismatch, but it was far less noticeable. The only other gripe we had with the interior is the silver plastic cover on the center stack and the vent surrounds. GM opted to put a glossy clear coat finish on these parts that we feel makes them look cheap. We would prefer the richer look of a matte or satin finish for these parts – GM has also heard this complaint from others and is considering a change here as well. Wazir explained that the clear coat finish gives the part better durability and resistance to scratches, but while it may be functional, we still don't like it.



Otherwise, the interior is very good. The controls are well-placed and easy to use, with plenty of storage compartments. Models that don't have the optional navigation system get a storage bin above the radio like the one in the Malibu and all models get a bin ahead of the shifter as well as the deep compartment in the center console. That bin is large enough to accommodate a 15-inch laptop computer. It also has auxiliary audio and USB ports that support MP3 players or just thumb-drives with songs on them.

The front seats use a common seat frame developed by GM that is employed on a variety of platforms including the Epsilon II Opel Insignia, Buick LaCrosse and other models. The seats have excellent cushioning which provides decent lateral support and excellent comfort. In this case, one of the advantages of using a common frame is that the lower cushion is longer than found on many cars, thus providing decent thigh support – of our most common complaints. In the back, GM has retained the sliding rear seat that can move fore-aft a total of eight inches. When pushed back, the 112-inch wheelbase allows for positively luxurious legroom. If more cargo room is needed, sliding the seat forward provides extra space for gear or luggage.



How about those fancy new DI engines? They are very good indeed – especially the four-cylinder. This is the first four-cylinder ever offered in the Equinox and it runs smoothly and quietly with no noticeable ticking from the direct fuel injectors. Both the four- and six-cylinder engines at 182 hp and 264 hp respectively make about the same amount of power as the 3.4-liter and 3.6-liter V6 engines used in 2009 models. Unfortunately, the smaller displacement and lack of boosting mean that both engines lack in torque compared to the old engines. The four pot generates 172 lb-ft at 4,900 rpm while the old 3.4-liter V6 produced 210 at 3,800 rpm. Similarly, the previous model's 3.6-liter V6 that produced 250 lb-ft at 2,500 rpm easily trounces the 3.0-liter's 222 lb-ft at a lofty 5,100 rpm. Frankly, we would have preferred that GM go down the turbocharging path with even less displacement for the resulting fatter torque curve. Of course, that would have added cost, which GM was obviously trying to avoid.



Nonetheless, the four-cylinder will still likely be more than sufficient for the majority of drivers who don't need any significant towing capacity. The four can drag along an extra 1,500 pounds, while the V6 can pull 3,500 pounds. The four-cylinder Equinox is no speed demon (neither is the V6 for that matter), but it has enough acceleration that you'll never worry about merging onto freeways or making a pass with a reasonable amount of room. Both six-speed automatic transmissions have been re-calibrated and have much improved shift quality compared to previous versions, especially the larger unit used with the V6.

One new feature of the four-cylinder model is an ECO button located ahead of the shifter. Currently, it just makes adjustments to the shift map and torque converter lock-up points to help enhance fuel efficiency. It's claimed to improve mileage by about 1 mpg overall. Future iterations will likely add control over the electronic throttle response and cruise control, as well. During our drive time in the front-wheel-drive four-cylinder Equinox, we averaged a respectable 26 mpg – not bad for a 3,800-pound non-hybrid CUV.



The aerodynamic work done on the Equinox pays dividends for fuel economy and for NVH. Driving in the Equinox was a remarkably subdued experience. The plastic A-pillar covers on the old model are gone and the windshield is now virtually flush with the surrounding pillars. The result is a drastic reduction in wind noise. Combined with the more rigid body shell (which includes a one-piece body side stamping and acoustic laminated side glass), the Equinox delivers a pleasantly quiet interior.

The Equinox's strut front and multi-link rear suspensions are also well tuned to provide an excellent balance of ride and handling, especially on the base 17-inch wheel and tire package. Front-wheel drive models can have optional 18s, which are standard with all-wheel drive and 19s are optional on AWD versions. Switching to the larger, heavier wheels makes a noticeable difference to ride quality, with small road imperfections being much more likely to pass through to occupants. Another factor that detracts from handling is the all-wheel drive. The extra couple hundred pounds of hardware seem to make it feel much less nimble than the FWD variant, but the system ought to pay dividends when the weather turns sour..



Four-cylinder models get an electric power steering system while the V6s stick with a tried-and-true hydraulic setup. The difference comes down to cost and fuel efficiency. The EPAS is more expensive but draws less power and since GM was trying to max out mileage numbers for the four, it received EPAS. Eventually, as costs come down, EPAS will be offered across the board. Both systems felt about the same at the steering wheel, with comparable levels of effort that were just about ideal. Neither system provide huge amounts of cornering force feedback, although the hydraulic system felt slightly better.

GM is pricing the new Equinox very aggressively and greatly reducing the number of buildable combinations. Most items are now packaged in four trim levels and, including colors, there are now about 1,200 different combinations that the plant can build compared to over 10,000 previously. The base LS model starts at just $23,185 with the four-cylinder engine and front-wheel drive. That's $1,825 less than a 2009 Equinox LS. A maxed out LTZ with every possible option including the V6, all-wheel drive, sunroof and navigation will only be about $35,000. Both four-cylinder and V6 engines and front- or all-wheel drive can be selected at any trim level.

[Source: Autoblog]