Saturday, May 16, 2009
Friday, May 15, 2009
Mitsubishi + Peugeot + Citroen = Electro
Japanese automobile company Mitsubishi Motors will develop accessories for hybrid cars in cooperation with French concern PSA Peugeot Citroen.
In particular, it is expected, that two motor-car manufacturers will be engaged in release of ecologically "pure" engines. We will notice, that both Mitsubishi, and PSA Peugeot Citroen already have experience of creation of conceptual hybrids.According to data, cars which intends to make the companies, it will be possible to recharge in house conditions while usually the electromotor entering into a power-plant, is recharged during movement and car braking. As it is informed, Mitsubishi Motors will give for joint workings out litievo-ionic batteries.
However official representatives of the company yet do not make comments on this information. According to mass-media, hybrid cars under mark Mitsubishi will appear on sale by 2013.
Related Posts: Citroen
Thursday, May 14, 2009
Review: 2009 Toyota RAV4 Sport
The small crossover segment, where the neo-sorta-trucks live, is one of the hottest battlegrounds for consumer dollars. Small skirmishes go on in the border regions; confused vehicles don't know whether to be mud-slingers with brash attitudes or optioned-up urban sophisticates. Toyota's RAV4 certainly brings sophistication, and though it can venture off road a bit, it's not a jumbled, mixed-up mess. The RAV's classification-straddling lets it serve the whims of a broad array of potential buyers.
Wanting to cover all the bases, the RAV4 can be had in a variety of configurations, from a basic front-driver with four-cylinder power up to a leather-lined, four-wheel-drive Limited with a silly-powerful V6. A Sport version seeds right in between the base and Limited, carrying a satisfying level of equipment. There's an allure to the big horsepower delivered by the six – especially when it costs as little on EPA ratings as the RAV's 3.5-liter – but these days, "adequate" is riding a wave of newfound popularity as Americans struggle to pinch more pennies. In keeping with that spirit, when it came time to test a RAV4, we decided to try life with a four-cylinder 4WD Sport.
All grown up in its third generation, the RAV4 has swelled significantly since the model launched back in the 1990s. The Highlander's newfound gigantism left room for the RAV to expand beyond its Corolla roots. The CUV's styling has shed its old stubbiness and is now far from the weird of the original. There's a strong face, a slight hint of gaping maw suggested by the trapezoidal grille, but the overall design is generally restrained and safe. Nowhere do you find a hint of cladding or overly fussy detailing, making this not-so-small small CUV a cleanly-styled contender.
The Sport trim level gets body colored fender flare appliques, as well as painted door handles, fog lamps, and sharp looking 18-inch alloy wheels. Sport badges taped to the doors are backed up by sharpened suspension reflexes; check out those blue painted struts. The Sport manages to differentiate itself from a base RAV4 the same way a Z06 looks more special than the standard Chevrolet Corvette. No version looks bad, but there's a little extra zoot to the step-up model, differences that are most noticeable when parked side by side. Unlike the Corvette, though, absolutely nobody is going to gawk at your RAV4, not even with that tumor of a spare tire on the back door.
The Sport has its own interior scheme called Dark Charcoal, which teams with the deeply tinted rear glass to lend a dour atmosphere to the interior. Lighter interior colors, like in other versions of the RAV, feel friendlier. New ground is not broken with the RAV4 inside or out, but Toyota has taken a file and rasped off any rough edges, so the execution is all but flawless. Even without the niceties of leather and oodles of tech, the RAV4's cabin sets the standard for its class. Others come close to Toyota's combination of good materials and attentive ergonomics, but the RAV4 manages to be a smidge better. Surfaces that look luxuriant are surprisingly hard to the touch, just like everyone else, and there are other spots where the plastics can easily collect scuffs. Tolerances are tighter than you'll find elsewhere, though, and the easy nature of all the controls gives the RAV4 an edge.
HVAC controls are three foolproof knobs. No fiddly rockers or digital displays here, just elegant, functional simplicity. There's no hunting around for anything in the RAV, with the exception of the miniscule fuel door release on the floor. The seats are the same story. Nothing exceptional, maybe not even the best, but when taken together with the rest of the vehicle, the whole still adds up to a sum that wins the day. Ferrying people? The second row slides and adjusts for rake, too. There's plenty of legroom for those passengers who didn't draw a long enough straw to sit up front. Child seat fitment, however, can be a little tricky if you're using the LATCH system. The top tether secures to a loop way down low on the seatback, a location that's very difficult to reach as it's blocked by the cargo organizer directly behind the seat.
If the RAV will be dragging your amazing collection of JEM paraphernalia from the 1980s, your entire stock should fit behind the rear seats. With the spare tire on the back door, lots of space is freed up. Remove the normal cargo area floor panel and you'll also find a deep well. There's even a cargo organizer at the base of the second row seatbacks. If more space is needed, folding the seats is accomplished by pulling a lever on either side of the cargo area. For really big merchandisers, the V6 RAVs can be ordered with a trailer-prep package.
The rear door, hinged at one side, is less practical and studied than we've come to expect from a star student like Toyota. Tight parking situations can sometimes make swinging the door a challenge, and the weight of an 18-inch wheel and tire bolted to the other side doesn't help matters. Surely, a full size spare is welcome when you blow a tire, but if you're parked on a hill, it can be beastly to yank open the cargo hold, and if gravity gives an assist, you could inadvertently be whisked into next week. Besides, externally mounted spares don't always allow the bumper to do the...well, bumping, so a routine slow-speed back-up oopsie can end up costing many thousands in sheetmetal and broken glass. We think the RAV4 would be better with a top-hinged hatch, but at least Toyota paid attention to the fact that people will actually want to load things into the vehicle. There's a deep cut into the rear bumper that makes liftover height reasonable, and the door has a welcome "hold-open" feature.
2009 marks the arrival of Toyota's 2AR four-cylinder in the RAV4's engine room. The AR series engine is used in the Camry, Highlander and Venza, though the larger 2.7-liter 1AZ is in the larger vehicles, leaving the 2.5-liter 2AR for the RAV and Camry. The new engine features an aluminum block with cast-in iron liners, dual balance shafts, variable valve timing on both intake and exhaust camshafts, and employs a low friction design. Other techniques like tumble control valves and newly designed fuel injectors are also employed to ensure clean, efficient running. The result of the impressive spec sheet is a 2.5-liter engine that delivers 179 horsepower and 172 lb-ft of torque while returning miles-per-gallon in the mid-20s. Even with a four-speed automatic transmission crying out for updating, the powertrain returned 25 mpg in our driving. Unfortunately for Toyota, that's not nearly efficient enough to beat newcomers like the redesigned 2010 Chevy Equinox, which is expected to achieve 32 mpg on the highway compared to this Toyota's best effort of 28 mpg.
The RAV4's transmission is a demerit, making performance feel soft when merging or passing. Once the tachometer needle swings past 4,000 rpm, the pleasantly powerful engine puts its shoulder into it and moves things along smartly. The four-cylinder RAV is not down on gumption, but it would be more pleasing and lively with either a modern automatic with more ratios, or a manual.
The sport-tuned suspension of our Sport model was well behaved, but it felt slightly stiff-kneed, something that non-enthusiasts might find objectionable. Tightly snubbed body control is good, but there's more bobbing and head toss than we'd have liked. That said, if we had to pick, we'd take stiff over floaty. The electrically-assisted power steering surprisingly manages to avoid being shot up with Novocain, too. Thus, cruising down the road is relaxed in the RAV4 Sport. Overall, there's a Lexus-like sheen about its demeanor, and the attention to detail and care that's been taken with its design let it get away with some demerits. The RAV4 goes down the road in a calm, relaxed and muted fashion, and opting out of the V6 doesn't put you in an underpowered penalty box. Pricing in the mid-$20,000 range is competitive, and when compared with other small SUVs on the market, the RAV feels like a bargain that offers a level of sophistication that's head and shoulders above most.
[Source: Autoblog]
Audi reveals plans for RS5 coupe/cabrio, A5 Sportback, new A8, A1 and hybrids
During yesterday's Audi AG investors meeting, Rupert Stadler, the automaker's chairman, confirmed what's been assumed for some time: the RS5 will be available in both coupe and cabrio forms, the A5 Sportback is due out later this year and the redesigned A8 will debut in late 2009.
[Sources: Audi, CAR]
On the RS5 front, the UK's CAR magazine has confirmed that the 4.2-liter V8 found in the RS4 and R8 will be fitted to the new high-po coupe, with output pegged at around 450 horsepower and 332 lb-ft of torque and delivering a 0-60 time in the mid-four-second range. A series of weight reduction measures will be employed in addition to the beefed-up brakes and suspension, and a topless variant will arrive soon after the RS5 hits dealers later this year.
The A5 Sportback, originally shown in concept form at the Detroit Auto Show, will be available sometime this year, likely packing the 211-hp, 2.0-liter TFSI, the company's new supercharged 3.0-liter V6 and a revised diesel V6 putting out around 240 hp and a boatload of torque. Stadler is convinced the A5 Sportback is a model that will be embraced by consumers looking for something that offers, "the ideal blend of functionality and aesthetics."
Stadler went on to say the next-generation A8 will be the sportiest model in its segment "and set new standards with regard to interiors." The 2010 A8 will debut sometime in November, so we expect Audi's flagship to appear at the Los Angeles Auto Show.
Stadler also discussed the new A1 minicar, which will go on sale in 2010, along with a hybrid Q5 CUV and the smaller Q3 crossover arriving in 2011. Audi's detailed product outline also included an announcement that start-stop technology is in the works and will join kinetic energy recovery systems as early as late 2009. At first, the new tech will be fitted to the A3 1.4 TFSI and A4/A5 with the 2.0-liter four fitted with a manual transmission. Audi's goal is to reduce fuel consumption in its range by 20% by 2012, compared to 2007 levels, so it's expected that all of this new tech will filter through to the rest of the Audi line-up in the next three years.
Veritas RS III to officially debut at London Salon Privé
You remember the Veritas RS III? The open-cockpit supercar is a revival of the 40's-era BMW racing team, spearheaded by a crew of enthusiasts dedicated to making the most visceral, back-to-basics driving machine known to man. With a choice of two BMW M-sourced powertrains – 480hp V8 or 600hp V10 – the Veritas hits 60 mph from a standstill in the three-second range en route to a top speed over 200 mph with either engine and no electronic aids. With a list price starting around $375,000, only 50 examples will be produced, and the first one has finally arrived. After initially spotting a prototype at the Nürburgring, followed by details a year ago and more details last summer, the blitzschnell supercar is finally ready for its close-up and it's set to take place in London this July.
Alongside several UK debuts, the Veritas RS III will be headlining this year's London Salon Privé, an exclusive supercar show at the Hurlingham country club. Other noteworthy dream cars on the docket include the Morgan Aero Super Sport and Aston Martin One-77, two British supercars making their UK debuts. Aston will also roll out its V12 Vantage and DBS Volante for the home crowd, while the Maserati Quattroporte Sport GT S and Maybach Zeppelin will be on hand for the first time in the UK as well. The show takes place from July 22-24, with tickets starting at a staggering £125 for a one-day entrance pass.
[Source: Auto Express]
Audi R8 on the racetrack
How does a high performance super car like the Audi R8 do on a racetrack? Well that depends on whether you are looking for the tried and true 4.2 Liter FSI V8 making 420 HP or the new 525 HP V10 powered version. Either way, no matter which power plant you choose, one thing is certain. The R8 is a beautiful piece of automotive engineering.
SRT-10 Dodge Viper The fastest sports car
SRT-10 Dodge Viper The fastest sports car
SRT-10 Dodge Viper Powered by a 8.3 Litre V10 which is essentially a Dodge truck V8 with two extra cylinders grafted on, the Viper has incredible straight line performance. Handling and build quality of the Viper is however less refined and reassuring compared to its European rivals.Dodge Viper began in 1996.
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External review by Rodney Rawson
The Dodge Viper - The viper idea all started in 1988 with just a clay model. Soon after the car was was constructed and displayed at put on display auto shows. The Chrysler Corporation did not expect the Viper to be such a big hit. The viper certainly got a lot of people interested, and in 1992 The first Viper RT/10 Roadster was produced. It initially came in only two color choices, black and the more common red. In 1996 The Dodge Viper GTS was introduced. The GTS was a hard top instead of the soft top RT/10.
SRT-10 Dodge Viper The fastest sports car
In the late 1980's and early 90's Chrysler was running out of money, and fast, and that is part of the reason for the Viper, they needed a 'halo car' car that could help them with their money problems and it worked.
In 1994 a television series starring the Dodge Viper was aired on NBC it was called of course, Viper. The show took place in a futuristic city and the Viper was a type of police car. It starts out like an ordinary Viper and with the push of a button it turned into the Defender, the ultimate crime fighting machine. Chrysler created the show to help there sales with the viper.
In 2003 the Dodge Viper was changed dramatically, in both appearance and performance. The Dodge Viper was the fastest sports car for under 100 thousand, until the Chevrolet Corvette ZO6 came along. Dodge plans to counter the Corvette with a new, faster and nicer Viper in 2008. Let's hope. The Viper is a true American sports car.
Wednesday, May 13, 2009
First Drive: 2009 BMW Z4 Roadster
The all-new 2009 BMW Z4 Roadster is the eagerly anticipated replacement to both the Z4 Convertible and Z4 Coupe. Adding to this pressure, the two-seater is also tasked with satisfying the enthusiasts who enjoyed the high-performance M variants, both of which are discontinued – at least for the moment. Autoblog just spent a long day behind the wheel of the multi-role Z4, dissecting the Roadster's styling, ergonomics, chassis, powerplant and handling. How does the Z4 masquerade as four different models? Is it a credible replacement for one, or all? Most importantly, will the Z4 appease the enthusiast?
The all-new 2009 Z4 is BMW's fifth roadster offered during the past two decades. The first model was the late-80's steel and composite two-seat BMW Z1. It never made it to the States, but its influence paved the way for our U.S.-built BMW Z3 in 1996. The drop-top Z3 started life with a four-cylinder, but that didn't matter at the time as the roadster was inexpensive to own and a hoot to drive, even if it was based on the dated E30-platform's 3 Series mechanicals (not to worry, as later variants received the M-division's hot inline-six). The Z3 was followed by the M Coupe, with styling that lifted more than a few eyebrows and performance that extinguished any doubt about its capabilities. BMW followed the Z3 with the limited-production Z8 in 2000. The aluminum-bodied roadster featured an M-sourced V8 under the hood, and exclusivity that drove the secondary market wild, at least for a while.
The first-generation Z4 debuted in 2002. Larger and more sophisticated than the Z3, it was also built in South Carolina like its predecessor. A series of six-cylinder engines offered increased performance, and a power-operated cloth top kept the elements at bay. Again, following the pattern set with the Z3, BMW eventually introduced high-performance M models and a sleek hard-top variant that set some enthusiasts on fire.
Killing two birds with one stone, BMW has altered the formula significantly for 2009. While the Z3 and first-generation Z4 were offered in both soft-top roadster and fixed-roof body styles, the German automaker is offering just one retractable hardtop model this time around. While that approach effectively accomplishes its objective, a folding hardtop adds complexity, weight, cost, and it seriously taxes luggage space. In another drastic move, BMW has also shifted Z4 production back to its German facility (allowing the Spartanburg plant to focus on the X3 and lower its price).
Artfully sculpted, the clean-sheet Z4 Roadster looks remarkably similar to the Z8 (in fact, they nearly share dimensions), itself an aluminum-bodied roadster that acknowledged the classic and timeless design of BMW's 507 roadster from the 1950's. Immediately recognizable as a Z4, however, the new two-seater features a long hood, blacked-out A-pillars, flowing character lines, and a cohesive tail treatment that adds an upscale yet more traditional look to the second-generation model. The overall package looks great in pictures and even better in the metal.
Like the exterior, the passenger cabin doesn't disappoint. Softer, warmer and more cohesive in overall execution than its predecessor, it envelops the driver and passenger in leather, high quality plastics and rich wood or aluminum trim. The speedometer and tachometer take center stage, with fuel and oil temperature gauges set immediately below. Round HVAC controls occupy the middle of the dash console with the audio controls at the bottom and the available flip-up NAV above. Driver and passenger are separated by the transmission tunnel, where the gear selector, next-gen iDrive controller, electronic parking brake and the switches for suspension settings, roof position and heated seats are all conveniently placed atop its mound.
Emblazoned on the front quarter panel is the automaker's awkward nomenclature (which has finally caught up to the Z4). Buyers choose between the "Z4 sDrive30i" and the "Z4 sDrive35i." Simplified, the sDrive30i is the entry-level model with the normally-aspirated powerplant and an abbreviated list of standard features. The sDrive35i gets the two turbochargers, bigger brakes, a larger tire contact patch out back and more standard creature comforts. Visibly differentiating the two are the accents on the front grille (silver treatment on the sDrive35i), the exhaust outlets (dual chrome exhaust on the sDrive35i), and fancier wheels.
BMW is fitting its newest Roadster with two very familiar powerplants in the U.S. market. The standard engine, found in the sDrive30i, is the company's magnesium-block 3.0-liter inline-six. Rated at 255 hp and 220 lb-ft of torque, the normally-aspirated petrol-burner is mated to a standard six-speed manual gearbox or an optional six-speed automatic (aka "Steptronic"). The automaker is conservatively quoting 5.6 seconds to 60 mph for the sDrive30i manual and 6.0 seconds with the automatic. The sDrive35i features BMW's award-winning N54 direct-injected twin-turbo 3.0-liter inline-six. Rated at 300 hp and 300 lb-ft of torque, the aluminum-block is mated to a standard six-speed manual or an optional seven-speed dual-clutch gearbox (DSG). With the manual gears, the blown Z4 variant sprints to 60 mph in 5.1 seconds, or a tenth quicker with the rapid-fire DSG. You can't go wrong with either powerplant, as both are absolute jewels to spin to redline.
Climbing into the driver's seat, your author's six-foot two-inch frame fit comfortably. The legroom feels nearly identical to the Porsche Boxster, but the Z4 offers a bit more shoulder room. In typical BMW fashion, all controls are easy to use after a bit of familiarization (even the next-gen iDrive is starting to make sense). The three-spoke steering wheel is small in diameter but very thick. Outward visibility, regardless of whether the top is stowed or raised, is excellent. Ah, the top... The multi-piece retractable hardtop is a masterpiece of engineering formed from lightweight aluminum and with a heated glass rear window. It automatically drops out of sight in about 20 seconds at the touch of a button. Retracted, the top disappears completely from view. Like the Mercedes-Benz SLK, the vanishing roof effectively limits passengers to soft baggage in its small rear luggage compartment (the Z4 offers a pass-through for golf bags or skis) and Porsche's Boxster continues to lead the trio with not one, but two decent-sized luggage compartments thanks to its mid-engine placement.
We drove nearly all of the variants, but most of our time was spent in a Deep Sea Blue Metallic sDrive35i with a six-speed manual. The entry-level Z4 sDrive30i starts at $46,575 (including destination). Our Z4's base price of $52,475 rocketed to $65,345 with a handful of options (Sport Package, Premium Package, Premium Sound, Navigation, Ivory Leather and more). Regardless of how much equity is left in your home or cash in your PayPal account, that is going to make a big dent. We don't need to remind anyone that $65,000 will also deliver a hot Mercedes-Benz SLK55 AMG or a razor-sharp Porsche Boxster S with your name typed on the title. Nevertheless, the money is less relevant than the driving experience at this price point, so let's see how she rolls...
A push of the start button brings the 3.0-liter twin-turbo six to life. Our right hand presses the switch to release the electro-mechanical parking brake, and we put the Z4 into gear. We travel no further than the end of the driveway when we pause. Something under our fingertips does not feel right. While it is obviously not broken, the electric power steering is uncharacteristically light and numb for a BMW. A bit more than baffled by this early misstep, we suppress our thoughts by stepping on the gas and heading for the highway.
We put about 250 miles on our Z4 Roadster in one day on the outskirts of Los Angeles. The rear-wheel drive BMW took us across highways, through the quaint (but road construction-laden) town of Ojai, and then up Hwy 33 through Lockwood Valley into Frazier Park. A short detour on a near-empty two-lane road led us up to the summit of 8,300-foot Mt. Pinos before we wandered back into the LA Basin on the highway again. We really couldn't have asked for a better playground to romp with the Z4.
Traveling up Highway 101, the Z4 shines. BMW references a newfound "maturity" and refinement, mannerisms that are immediately apparent at cruising speeds of 60-80 mph. The chassis is very rigid, with the stiffness allowing the suspension to soak up undulations with aplomb while keeping passengers isolated from the harshness. The extra couple hundred pounds of weight over its predecessor is felt, but in this arena, it works to improve the ride. Compared to the sporty Z3 and first-gen Z4, both jittery highway travelers, the second-gen roadster reminds us more of the sedate – and much more expensive – Mercedes-Benz SL-Class. Even with all of the windows down, and without a wind blocker between the seats, air management is acceptable.
On the road, the power from the blown six is impressive (except for a bit more engine cooling and a different exhaust, it is unchanged from its configuration in other "35i" models). Gobs of torque down low put the power to the ground at nearly any engine speed. In stock form, it should run neck-to-neck with the Porsche Boxster S and close to the Mercedes-Benz SLK 55 AMG (an inexpensive ECU retune will leave both of those bad guys in the Z4's twin contrails). The six-speed manual transmission has been reconfigured with a shorter and more deliberate throw. It works exactly as advertised (think of it like a factory version of the aftermarket "UUC Motorwerks" short shift kit). We only wish it was standard on all BMW 6MT variants.
Leaving the ho-hum highway at nearly sea level, we drive through the artisan community of Ojai heading for the Los Padres National Forest more than a mile up in elevation. Our test model was fitted with the $1,900 Adaptive M suspension. According to BMW, "sensors measure relevant acceleration and adjust the damping within hundredths of a second." With high expectations, we set it on "Sport" before throwing the Z4 into the climbing canyons.
Again, we immediately notice something amiss. Even on the firmest "Sport+" setting, there is far too much body roll. On many bumpy corners we find ourselves compressing the shocks completely to the bump stops. The jarring on the chassis unsettled our mental state more than the roadster, which admittedly remains composed throughout our trauma (even if it has run out of suspension travel). There are meaty 255's on the rear wheels, but they just don't feel that wide as the rear end steps out and stability control reins things in. Once again, we are left shaking our heads thinking, "This is supposed to be a refined Z4, right?
As the asphalt tightens, the roadster's beautiful styling also starts to work against it. The pedestrian-friendly hood is long... really long... like Granville Brothers "Gee Bee" airplane long. With that much vehicle in front of the driver and the pilot's seating position low and only inches from the rear wheels, it's difficult to ascertain exactly where the front wheels are. Mix in a bit of low steering effort, add a touch of numbness, and recall our suspension issue and you verily have a dimly lit bulb. The Z4 that shines so brightly during normal driving frankly fizzles in the canyons. We are not enjoying ourselves. How can a direct descendant of the Z3 forget how to dance?
We meet Interstate 5 once again at the Tejon Pass near the southwest end of the Tehachapi Mountains. With the top up and our cabin sealed tightly, we make good time through the Los Angeles traffic as it begins to congest. The time passes by as we tinker with the sweet audio system and enjoy the intuitive NAV system with its clear eight-inch display. Hushed in its coupe role, the Z4 is comfortable, content and polished as it covers the mundane miles home... while we are left to ponder our impressions.
After some thought, our take is that the all-new 2009 BMW Z4 is a world-class convertible hardtop roadster. However, it has purposefully grown and matured at the hands of its maker. As a result, the Z4 is apparently no longer interested in toying with the boyish Mercedes-Benz SLK and Porsche Boxster. Its fresh civility introduces elegance and class at the expense of youthful playfulness. Its new size, weight and price hammer the message home. If you are seeking a luxurious German roadster/coupe in one tidy package, this just may be your ideal vehicle.
On the other hand, if you are a weekend track junkie or a canyon carver, the new Z4 may not illuminate your socket. Don't fret, until BMW rolls out the rumored Z2 (or a Z4 Motorsport variant in a couple years), there are other alternatives out there, and besides, you can always pick up a last-gen certified pre-owned Z4 if you're a committed Bimmerphile.
[Source: Autoblog]
2010 Opel Astra revealed ahead of Frankfurt debut
After yesterday's impromptu internet unveiling of the 2010 Opel Astra, General Motors has finally let the details out on its next-generation compact before its official debut at the Frankfurt Motor Show this September.
The 2010 Astra's design is inspired by the Opel Insignia, sporting all-new sheet metal that takes cues from its mid-size sibling and packages it into a smaller, more fluid shape. The fascia, headlamps and rump remain true to Opel's new design direction, along with the sculpted sides and cab-forward greenhouse.
The same Delta 2 global platform used on the Cruze and Volt underpins the new Astra, measuring in at 174 inches, with a wheelbase that stretches 2.8 inches longer than the outgoing model. The "wing and blade" design employed on the exterior carries through to the interior, and joins ergonomic seats and the new Opel Eye front camera system, which recognizes road signs and warns drivers if they veer out of their lane.
Buyers abroad have the choice of eight different engines, including four CDTI common-rail diesels with displacements ranging from 1.3- to 2.0-liters and outputs between 95 and 160 hp. Another four gasoline-powered mills, with displacements between 1.4- and 1.6-liters, doll out between 100 and 180 hp along with a new turbocharged 1.4-liter that replaces the outgoing naturally aspirated 1.8-liter and puts out 140 hp and 14% more torque, while lowering fuel consumption.
PRESS RELEASE
New Opel Astra: The First Class Compact
- Upscale: Exceptional technologies and innovations in the compact class
- Spirited: Athletic sculptured design promises a thrilling driving experience
- Agile: New mechatronic chassis raises bar in class for handling and comfort
The next generation Astra brings many comfort and safety features to the compact class that the Insignia first introduced to mid-sized cars. Exceptional technologies like an all-new mechatronic chassis, the most advanced lighting system, a front camera that recognizes traffic signs and seat technology with the best ergonomics will be available.
"Opel's unique expertise of making new technologies accessible in compact cars is really highlighted with this tenth generation. In addition, the new Astra carries the spirit of the Insignia into the compact segment with unprecedented passion and commitment to excellence," says Alain Visser, Vice President of Opel.
At 4.42 meters, the new Astra offers increased passenger space and wellness in both the front and rear thanks to a 71 mm longer wheel base. Its slim and sleek body is designed for maximum efficiency in close collaboration between the designers and aerodynamic engineers who put the car through 600 hours of testing in a wind tunnel.
Elegant proportions give it a strong, cab-forward silhouette, with a steeply-raked windshield and falling rear roofline, adding visual excitement to the traditional hatchback format. The brand's new design language – sculptural artistry combined with German precision – is now seen in a different way.
"The design themes introduced in the Insignia, like the wing and the blade, have been given a fresh interpretation in the Astra, because it's important that each Opel model has its own personality," says Mark Adams, Vice President of Design, General Motors Europe. "This is why you see double wings in each of the rear lights and a dynamic inverted blade on the flank that visually connects to the powerful movement of the rear window and C-pillar."
The interior uses the same wing and blade design cues as the exterior, creating harmony inside and out. A special effort, too, has been made to add multiple flexible storage solutions.
"Opel's mission to make high tech innovations accessible has proven to be successful in the Insignia. We've set ourselves an even more ambitious goal in bringing most of these features to the compact segment with the new Astra," says Hans Demant, Managing Director of Opel.
Developed in Rüsselsheim, Germany, the Opel Astra also comes with an all-new chassis. Its longer wheelbase combines with wider tracks and a new rear axle construction to further enhance agility and stability with no compromise to comfort.
The Opel Astra's chassis has been developed as a mechatronic system that fully integrates mechanical functions and electronic controls. Like the Insignia, it can come with the clever Opel FlexRide electronic driving system, a rarity in this class, which offers the driver three settings – standard, Sport and Tour – while being fully and continuously adaptive to changes in driving style and cornering speed.
Other innovative technical features introduced to the compact class by the new Astra:
- A new generation of bi-xenon Advanced Forward Lighting (AFL+) that changes its intensity and reach to suit prevailing drive and road conditions using nine different lighting functions.
- The Opel Eye front camera system, which recognizes road signs and warns the driver when the car inadvertently departs from its lane.
- Ergonomic front seats, developed for optimal back support and safety.
The CDTI turbo diesel line-up includes four common-rail, multiple injection units from 1.3 to 2.0 liter with outputs ranging from 70 kW/95 hp to 118 kW/160 hp. All are equipped with a Diesel Particulate Filter. An ecoFLEX version with particularly low fuel consumption and CO2 emissions will naturally be part of the program.
The four gasoline engines with 1.4 and 1.6 liter give a power bandwidth from 74 kW/100 hp to 132 kW/180 hp. A new, downsized 103 kW/140 hp 1.4 Turbo replaces the current naturally-aspirated 1.8. Thanks to exceptional high-tech features in this displacement range, the 1.4 Turbo develops 14 percent more torque yet maintains sensibly lower fuel consumption.
Grounded in the compact class tradition Opel initiated in 1936 with the first Kadett, the Astra has consistently made the top-three list of Europe's best-selling compacts – a segment which accounts for 27 percent of the total car market. Astra sales make up a third of all Opel/Vauxhall purchases, for an average volume of nearly 500,000 units per year.
Ferrari to auction off special F430 for Abruzzo earthquake relief
People come together when disaster strikes. So when an earthquake claimed nearly 300 lives in Italy's Abruzzo region last month, Fiat donated a specially-equipped Ducato van to the emergency relief crew so that the Pope could tour the stricken region and visit the victims. Following its parent company's lead, Ferrari has announced that it will be donating a special one-off F430 to help the cause.
The special edition will be the very last F430 to roll off the line later this year, in effect confirming the arrival of its oft-spied replacement. Painted in special two-tone silver and gold, the colors of the Aquila – the city most directly impacted by the disaster – the one-off will be outfitted with extra equipment from Ferrari's Carrozzeria Scaglietti customization catalog and accompanied by a letter of authenticity from the company's president Luca di Montezemolo. The vehicle will be auctioned off to the highest donor at RM Auction's upcoming Leggenda e Passione event at the Ferrari factory in Maranello next weekend, with proceeds going towards disaster relief.
[Source: Ferrari]
Top Gear crew spotted in UAE with quartet of top-shelf supercars
The last time Top Gear went to the United Arab Emirates, they took three Veyrons for a spin and sent the Stig into the mountains behind the wheel of a Koenigsegg. And that was the magazine. So you can bet that if the television show were to head there as well, it'd be for an equally exciting romp. And here you have it: Video footage of Richard Hammond and Sheikh al-Stig at UAE's Alain Airport with a quartet of the most desirable top-of-the-line supercars on the market. In plain view on the closed-off air strip are a Mercedes SLR McLaren 722, the new Lamborghini Murcielago SV LP670-4, a Bugatti Veyron for good measure (probably the same all-red example that took part in the triple formation) and an original McLaren F1 to put them all in their place. The comparison promises to be epic, but you can check out the video footage after the jump in the meantime.
2011 Nissan Murano Convertible still in the cards?
Last August, InsideLine reported Nissan was working on a convertible variant of the Murano crossover and today, it's released a follow-up, claiming the soft-top SUV will make it to market sometime before next summer and will lose a set of doors (ala Chrysler's PT Cruiser convertible) in the process. This is either the most inane move by Nissan in recent memory or one of the lamest hoaxes ever to spring forth from the interwebs.
According to IL, the 2011 Murano convertible will be produced in limited numbers, come equipped with a retractable soft-top and will be packing the same 265-hp, 3.5-liter V6 and CVT to send power to either the front wheels or all four.
If it happens, it could look like this rendering from IL. With all the products being killed in 2010, this one makes the cut? The mind reels.
[Source: InsideLine]
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