Cars Service

The 2006 Suzuki Aerio SX is a 4-door, 5-passenger wagon, available in 4 trims, ranging from the Base to the Premium AWD.

The Aerios styling is meant to look aerodynamic (thus the name) and distinctive. Its aimed at youthful customers and in the case of the wagon, offers plenty of space to haul their gear around. With an overall height 3 to 4 inches greater than most vehicles in its class, the Aerio boasts a surprising amount of passenger and cargo room at the cost of a chunky profile. Legroom meets or exceeds that of most competitors, and the same is true for cargo space.



Unlike most manufacturers that have a few different engines for their compact, Suzuki offers just one for its Aerio: a 2.3-liter inline four thats good for 155 horsepower. This engine offers more horsepower than most of the cars competition. On the basis of power alone, the Aerio offers impressive performance for a car in its price range. The Aerios suspension uses MacPherson struts all around, but the cars higher-than-average center of gravity results in considerable body roll. Consequently, the Aerio isnt particularly rewarding to drive, though the soft suspension does soak up the bumps without jostling the passengers, making the car a decent choice for commuters.

Driving at highway speeds isnt exactly quiet, but its not unbearable, either. The suspension transmits quite a bit of noise into the cabin and 18-wheelers sound a tad scary when you pass them, but its not bad for a commute. You just wouldnt want to spend 10 hours on the Interstate in this car.

Best of all, even the base models come with a good level of standard equipment, including automatic climate control and a CD player with MP3 capability. Other standard features include power windows, locks and mirrors, keyless entry, a rear spoiler, tilt wheel and outside temperature gauge. Thats a lot for the money.

For people who need good traction in the winter, the Aerio is the cheapest all-wheel-drive car on the market for about $2,000 more than a basic, front-wheel-drive version.

All in all, the Aerio offers a lot of car for the money, but it doesnt have the kind of refinement youd expect from, say, a Honda or Toyota -- or even a Nissan. Whether you buy one should depend on how picky you are and how much youre willing to pay for little things.
Things like decent shocks.

Interior Design and Special Features:

With an overall height 3 to 4 inches greater than most vehicles in its class, the Aerio boasts a surprising amount of passenger and cargo room, and passengers will find it easy to get in and out. Sedans offer a generous 14.6 cubic feet of trunk space; wagons provide 21 cubic feet with the rear seats in use and 63.7 cubic feet when theyre folded. Interior plastics are low in quality compared to the class leaders in the economy car segment. In the past, all Aerios had a hard-to-read digital instrument panel, but Suzuki replaced it with an analog gauge pack last year, while adding a couple of sorely needed storage areas.

Safety:

Side airbags and four-wheel antilock brakes are standard on all Aerios. In crash tests conducted by the NHTSA, the Aerio earned four stars (out of five) for its protection of the driver in frontal impacts, and three stars for front-passenger protection. NHTSA side-impact tests on an Aerio without side airbags returned a perfect five-star rating for the front seat, and four stars for the back. In frontal-offset crash testing conducted by the IIHS, the Aerio earned a "Good" rating, the highest possible. In IIHS side-impact testing, an Aerio with side airbags earned a "Poor" rating, the lowest.


Driving Impressions:

Solid power from the standard four-cylinder engine makes the Aerio impressively peppy for daily commutes; match it with either the automatic or the manual, and you cant lose. The Aerio provides a smooth ride on the highway, but the cost is excessive body roll around corners that is accentuated by the cars tall stance. Opting for the all-wheel-drive system gives the Aerio true all-weather capability.

Pros: Price and gas milage for an ALL WHEEL DRIVE great

Cons: needs more lights like the glove compartment and in rear entrance of hatchback

Alot of standard features for price. Like 6CD changer MP3 anti lock rear windsheild wiper with SX model premiem package. Good value for a cheaper AWD car.

great little car for the money, reliability is unknown. but with 7 years and 100000 miles coverage is a plus.

Overview

It’s still a few years away from arriving in showrooms, but Nissan has already begun to build prototypes of the 2007 Altima Hybrid.

In September 2002, Nissan and Toyota signed a basic agreement in which Toyota will supply Nissan with the hybrid system components (transaxle, inverter, battery, and control unit) allowing Nissan to produce 100,000 hybrid vehicles within a five -year period.

However Nissan will be supplying the gasoline engine and electric motor which means that the Altima will drive quite differently than the Toyota Prius that uses the same hybrid components.

Nissan will be focusing on performance with the Altima Hybrid. The prototype combines the powerful 2.5-liter engine used in the current Altima, with a 100kw electric motor. For comparison, the Prius uses a 50kw electric motor. Still, the Altima Hybrid is expected to get high fuel economy and produce very low emissions.

Drivetrain developments

Adding to the Altimas fun factor is a more powerful 3.5-liter V6. Final SAE horsepower figures have yet to be released, but expect the peak number to come in around 265, a 15 horsepower increase over the current models V6. Reduced internal friction and improved cylinder head cooling contribute to the increase in horsepower while also providing a more refined engine note. The base 2.5-liter four-cylinder gets a bump in compression ratio, an improved balancer system and a larger intake manifold, but final numbers for this engine are similarly pending.

More impressive than either engine is the new Xtronic CVT. This is the same unit found in the Murano SUV, but it has benefited from an upgraded "Sport" controller that uses adaptive logic to adjust shift patterns under varying conditions.

As a rule we havent been too impressed with CVTs, but our brief experience in the Altima suggests this technology is finally ready for prime time. While technically not "shifting" at all, this CVT made the most of both the four-cylinder and V6 engines power and torque. When rolling into the throttle, or climbing a hill, the CVT allowed the engines to rev quickly and build power before executing a simulated — and very positive feeling — "upshift."

Nissan has been pushing CVT technology for over a decade. It feels the improved efficiency and smoothness offered by this transmission design represents the wave of the future. The company expects to sell 1 million CVTs globally, every year, by 2008. If they all work this well well happily contribute to that number. Buyers still not sold on the merits of CVTs can select a six-speed manual transmission for either engine.

All-new from the platform up

Starting with an all-new "D" platform, Nissan lowered the engine, upgraded the front suspension geometry and improved the shock absorbers for better steering response and handling. The new engine location allows the half shafts to be mounted at equal angles to reduce torque steer, while a new upper cowl structure provides increased rigidity at the front-suspension mounting points. The rear suspension continues to use an independent, multilink design and antiroll bars are mounted at both ends of the car.

Base Altimas utilize 16-inch steel wheels with 215/60 tires, but 17-inch alloys wearing 215/55 tires are available on the 3.5 SE models. The 3.5 SE also features a sport-tuned suspension and larger antiroll bars. Much of the 2007 Altimas improved rigidity comes via the use of high-strength steel throughout the platform, as well as a 1-inch-shorter wheelbase. Despite these structural gains the new model is only 55 pounds heavier than the current car.

With a proclaimed engineering target of creating "the best performing front-wheel-drive sedan in the world," we had rather high expectations for the new Altima. What we got was a noticeable uptick in steering feel and feedback and an overall sharper, more nimble car. The improved front suspension tuning, along with the new speed-sensitive, power rack and pinion steering system, provides a precise and linear steering response that rivals the class leader in this area

What others say about the 2007 Nissan Altima:

Nissan help has this in their review of the 2007 Nissan Altima. They write, `”Altima is 100% original and 100% Nissan, rather than a copy of existing mid-size sedan offerings,” said Brad Bradshaw, vice president and general manager, Nissan Division. “In creating this next generation Altima, we didn’t take for granted the things it already did well. We refined or enhanced all areas – exterior, interior and under the skin.”

Car and Driver has this to say on the 2007 Nissan Altima. They write, `Built on a new platform, the ’07 Altima boasts increased structural rigidity and a wheelbase that’s one inch shorter. Nissan estimates that the 3.5-liter V-6 will have over 265 horsepower and 255 pound-feet of torque and that the base 2.5-liter inline-four will have over 165 horsepower and 170 pound-feet of torque. Each engine comes standard with a six-speed manual, and the automatic is now a CVT.

Autoreview started thier review of the 2007 Nissan Altima like this, `During the ongoing New York Auto Show Nissan presented its fourth generation Altima mid-size sedan. With a quarter of a million units sold in the year 2005 alone, the third generation Altima was one of the most popular sedans of this class sold on the U.S. market. Now the Japanese company tries to build on this success.

Incidentally, the fact that the Altima hybrid will be able to be powered solely by its electric motor is the sign of a full-hybrid drivetrain. Honda designed their hybrid Insight and Civic as mild hybrid systems, which means when the car is driving, or the air conditioning system is in operation, the gasoline engine must be running. Mild hybrids only shut off when the car is motionless and the air conditioning is off.

Although no horsepower or torque ratings for the Altima Hybrid have been disclosed as of yet, the gain in performance is expected to be likened to driving a V6-powered Altima, with the benefit of 4-cylinder fuel savings of course.



2007 Nissan Altima Hybrid

On Sale Date Summer 2006
Body Style 4-Door Sedan
Category Hybrid Vehicles
Drivetrain Front-wheel drive
Engine Gas-Electric Hybrid
Estimated Price Not released

The Armada is a great full size suv more room then chevy and just as big as ford. The ride is better then most full size SUVs the gas milage could be better, but if your towing you dont look at the MPG. The Armada can tow just over 9000 bls which is the highest in its class even the Durango with a Hemi falls short of that mark.




The four wheel drive system is great, you have four different setting to choose, 2WD, AUTO4, 4HI, and 4LO. With the Auto4 and VDC on this baby stays on track and under controll. If I had to buy over again I would be driving the Armada. One bad thing I had brake problems at first but my dealer and Nissan corrected the problem and they did a good job of it too. If you are thinking of this SUV and another one i would lean tword the armada. I drive a 2005 Armada LE 4WD.

News

With demand for big SUVs now generally soft, Armada should get only minor near-term changes. A rumored interior upgrade failed to materialize for 06, but could be on the 07 menu.

New For 2006 Nissan Armada

A more-versatile 3rd-row seat highlights this large SUV for 2006. Armada is based on Nissans Titan pickup truck. It offers SE and LE versions in 2- and 4-wheel drive, and a 4WD SE Off-Road model. The 4WD system can be left engaged on dry pavement and includes low-range gearing. The sole powertrain is a 305-hp V8 and 5-speed automatic transmission. ABS and antiskid system are standard. A load-leveling suspension is optional on SE, standard elsewhere.

SE Off-Road has a special suspension and gains a standard towing package for 06. A power liftgate is standard on LEs, available for SEs; all include opening glass. Curtain side airbags covering all three seating rows are standard. Front side airbags and leather upholstery are available for SE, standard otherwise. LE seats seven and has 2nd-row bucket seats with a removable center console. Optional on LE and standard on the others is a 2nd-row bench for eight-passenger capacity. For 06, a 60/40 split folding 3rd-row bench seat replaces a one-piece type. All rear seats fold into a level load deck. Exclusive to LEs is an optional navigation system with rearview camera. Nissans upscale Infiniti brand sells a retrimmed Armada as the QX56.

Interior

Armadas cabin is attractive, comfortable and convenient. The attractive mix of interior materials gives it a nice look without fake wood-grain trim or excessive use of chrome. The Seton leather available on the Off-Road model is rich and luxurious with texture thats visually appealing.

The eight-way adjustable drivers seat is comfortable and supportive. Adjustable pedals and a tilting steering column help ensure the proper driving position. We found the seats comfortable and liked the commanding view of the road. A two-piece sun visor keeps the sun off the eyes. The gauge package includes speedometer and tachometer, oil pressure, temperature, voltage and fuel gauges. Ordering the towing package adds a transmission temperature gauge.

Places to stash stuff are provided. Opening the lid to the center console reveals a deep storage compartment. In front of that is a large open binnacle, perfect for tossing odds and ends, and an arm swings out to secure a big water bottle. There are narrow storage channels along the sides of the center tunnel and more storage is found in the interior door panels and on top of the dashboard above the outer vents. The center consoles well-designed cup holders are easy to access. Armada offers 14 cup holders and four of them are designed to hold 64-ounce beverage containers. A long, overhead console provides more storage and a pair of map lights. Three 12-volt outlets are provided, including one in the rear, and two of them provide power even when the engine is not running.

The back seats offer acres of space. Passengers in the second row enjoy 42 inches of leg room. Families told Nissan they need more room in the second row than whats available in other full-size SUVs, so the Armada was designed with best-in-class rear legroom. The second-row seats recline so you can really stretch out. A choice of rear seats is available: a bench seat with a flip down armrest or captains chairs with a large center console. Either way, the second-row seat feels roomier than in the Ford Expedition and much roomier than in Tahoe, Yukon, or Sequoia.
Third-row seats are raised, stadium style, for better forward visibility by those sitting back there. The second-row seats easily flip down and tumble out of the way when getting in and out of the third row; the release is a little easier to operate than the Expeditions. Once seated, we found them reasonably comfortable for third-row seats, but they are more suitable for children or short distances.

The Nissan Armada can carry almost as much cargo as a Spanish armada from the heyday of maritime explorers. With all seats in their full upright positions, the Armada provides 20 cubic feet of space behind the third row, which is similar to that of the Expedition. Its deep enough to fit a 30-gallon cooler. Theres also a nice storage area hidden beneath the rear section of the cargo floor. The second- and third-row seats fold flat to the cargo floor. Folding down the third row reveals 57 cubic feet of cargo space, considerably more than whats found in the Expedition.

Folding down both rows provides 97 cubic feet of space, a little less than the Chevy Tahoe and Ford Expedition. Fold down the front passenger seat and you can fit a 10-foot ladder inside. Like the Expedition, there are gaps in the floor between the second- and third-row seats when all are folded flat. Second-row bucket seats come with a center console between them and this setup is not nearly as good as the second-row bench seat when its time to haul cargo or dogs.

Getting in and out is easy in spite of the high step up. The inside door handles are well designed for easy exit. The rear doors open wide. And the running boards help when climbing in or out.

Safety

The Nissan Armada comes standard with four-wheel antilock disc brakes, stability control, rear parking sensors and side curtain airbags that protect all three rows of passengers. A vehicle rollover sensor will deploy the side curtain airbags when it senses an imminent rollover accident. Seat-mounted side airbags for front occupants are optional on the SE and standard on the LE.

Powertrains and Performance

All Armadas come with a 5.6-liter V8 paired with a five-speed automatic transmission. Rated at 305 horsepower and 385 pound-feet of torque, the V8 produces a broad band of power and warrants an impressive 9,100-pound maximum tow rating. SE and LE models are available with two- or four-wheel drive; the SE Off-Road is 4WD only. Four-wheel-drive models use a pushbutton transfer case with dual-range gears.

Body Styles, Trim Levels and Options

The Nissan Armada is available only as a four-door SUV. There are three trim levels: SE, SE Off-Road and LE. Base SEs come well equipped with 18-inch alloy wheels, dual-zone automatic climate control, three rows of seating, a power driver seat, a tire-pressure monitoring system, power-adjustable pedals, rear parking sensors, rear-seat air conditioning, an eight-speaker stereo with an in-dash CD changer and an auto-dimming rearview mirror. The SE Off-Road adds Rancho shocks, a lower final drive ratio, 17-inch wheels and all-terrain tires, foglights and skid plates. The high-line LE model loses the hard-core off-road equipment but gains upscale items like a power liftgate, heated leather seats, driver-seat memory, a power front passenger seat, second-row bucket seats, and an upgraded 10-speaker Bose audio system. Many of these features are optional on SE and SE Off-Road models. A sunroof and rear DVD entertainment system are optional on all trims. A DVD-based navigation system with a rearview monitor is an exclusive LE option.

Driving Impressions

The Nissan Armada offers brilliant throttle response and feels quicker and more responsive than other SUVs in its class. Its 5.6-liter V8 produces a best-in-class 305 horsepower and 385 pound-feet of torque.

The five-speed automatic transmission takes full advantage of the engines strong low-end torque. Having five gears to choose from makes the Armada very responsive and the transmission never hunts around for the right gear. It shifts smoothly and the close ratios eliminate abrupt downshifts. The substantial torque is available even at low rpm, providing confidence-inspiring power when merging into heavy highway traffic with a loaded two-horse box in tow or when maneuvering off road. A 2WD Armada earns a 13/19 mpg City/Highway EPA fuel economy rating, 13/18 for 4WD.

Like the Titan, Nissans brawny full-size pickup, the Armada is built on a fully boxed steel ladder frame that yields a smooth ride and responsive handling. Unlike Titan, Armada features an independent rear suspension, a design that enhances ride and handling. Indeed, the Armada makes a smooth transition as it turns into corners. Its handling feels controlled and handles emergency lane-change maneuvers well at highway speeds. The front suspension is also independent with rack-and-pinion steering.

We found the Armada to be very well mannered, instilling a sense of confidence in the driver that this full-size SUV will go and turn as well if not better than its competition. The brakes dont seem to be fully up to the task of repeated hard braking, however, a consideration when towing through mountainous areas.

The Off-Road package rides much better than we expected after looking at its big, aggressive off-road tires and reading about its Rancho suspension. Out on the highway, it does not ride as well as the standard suspension, however, as road vibration is transmitted on rough freeways. For driving off road, the angle of approach (without the front spoiler) and departure are 31.1 degrees and 27.7 degrees, superior to the Toyota Sequoia and Chevy Tahoe, and the ramp-over angle is 25.0. The 4x2 SE has 9.9 inches of ground clearance while the SE 4x4 and all LEs have at least 10.6 inches of clearance.MSRP Price Range $34,700 - $42,800

Invoice Price Range $31,548 - $38,912

Favorite Features

The DVD entertainment. While the kids can watch, the parents can listen to their own music. NAV- excellent, easy to navigate. Interior design and functionality. Exterior design...it turn heads. I also like the feature, which tells you hown miles left until empty.Helps with your decision to gas up.

Overall Review

this vehicle is no less then any other brand or suv in this market. armada can beat the tahoe,sequoia,expedition,navigator or any suv anytime, anyday. if you want a suv with better torque, towing capacity,more power,amazing acceleration, then this is the car for you!

I test drove one of these bad boys and I was very impressed. The had a couple of these and the new Civic SI. The Cobalt SS was much more fun to drive!

Engine, mechanics, and electrical stuff is all great. Runs smooth, no rattles, or vibrations at high speeds. Exterior and interior design is great, better than the civic (if you must compare), but the material used inside does not match up with the civic. If you dont mind having plastic panels, its okay. I got the loaded SS w/subwoofer and all, and for a couple thousand more I could of gotten the Civic SI, but the Cobalt just looks better.

If you want a honda get the Civic SI, if its too much money, just get this cobalt SS. Dont waste your money on the Civic DX, LX, or EX.

New for the 2006 Chevrolet Cobalt

Chevrolet revises the 2006 Cobalt lineup, ditching the Base trim in favor of LS, LT sedan, and a new premium LTZ version (sedan only) for the volume models. Also new this year are SS coupes and SS sedans with a 171-horsepower, 2.4-liter four-cylinder engine under the hood, special exterior trim, 17-inch wheels, four-wheel-disc antilock brakes, and performance suspension tuning. The hot SS Supercharged coupe from last year returns for 2006. Majestic Amethyst and Laser Blue are the new colors this years

Interior

Inside the Cobalt, the design theme is simple and straightforward. Materials are decent and the fit and finish is good and comparable for the class. Theres just enough chrome trim here and there on knobs and instruments to brighten things up without a lot of glare from the shiny parts. Instruments are large, well placed, and easy to read, with nice graphic treatment throughout.

Cobalt uses different seats in the different trim levels, each with detail changes in foam, padding and trim. We found plenty of fore/aft and rake adjustment for a 6-foot, 4-inch driver, plus seat height adjustment with a ratcheting handle. The LT seats were very comfortable and grabbed us in the fast corners exactly where we needed to be grabbed and held. Even better were the leather-trimmed seats in the SS Supercharged.

The available Pioneer seven-speaker sound system with the Delphi AM/FM/CD and XM Satellite Radio delivers good sound and includes a huge subwoofer mounted on the left side trunk wall.

The heating, ventilation and defroster system worked quickly and intuitively.

The LS comes with manually operated windows. We dont mind this, but it takes a lot of cranks (about four and half) to wind the windows up. The urethane steering wheel that comes on LS and LT models feels cheap. The leather-wrapped wheels on LTZ and SS models are much nicer.

The sedan trunk is wide and deep with a low liftover height, and almost 14 cubic feet of capacity, more than competitive in the class, though the opening to the trunk seems relatively small. Cobalt does not use space-eating gooseneck hinges on its decklid, opting instead for simple outside corner hinges and two hydraulic assist struts. The coupe has a very small trunk opening, making it difficult to fit a thick suitcase. A 60/40-split, fold-down rear seat with a trunk pass-through feature adds utility to both sedan and coupe.



Safety

Antilock brakes are optional on LS models, and standard on all other Cobalt models. Full-length side curtain airbags are optional across the board. Each seating position has a three-point seatbelt, and all but LS models can be equipped with OnStar telematics. The 2006 Chevrolet Cobalt is one of the few economy cars to earn an "Acceptable" rating from the IIHS for side-impact protection. The IIHS also named it a "Best Pick" for its frontal-offset crash performance, while the NHTSA gave it four stars for the driver and five for the passenger in frontal-impact tests.

Powertrains and Performance

A 2.2-liter four-cylinder powers LS, LT and LTZ models. With 145 horsepower and 155 pound-feet of torque, the engine makes the Chevrolet Cobalt one of the faster econoboxes out there. The SS features an even more potent 2.4-liter version with 171 hp and 163 lb-ft of torque. The SS Supercharged coupe features a supercharged 2.0-liter four-cylinder good for 205 hp, 200 lb-ft of torque and a 7-second 0-60 time. The standard transmission is a five-speed manual with a four-speed automatic available as an option. The automatic is standard on the LTZ, and not available on the SS Supercharged.

Body Styles, Trim Levels and Options


The Chevrolet Cobalt is available as a two-door coupe or four-door sedan. Coupes come in LS, LT, SS and SS Supercharged trim, while sedans come in LS, LT, LTZ and SS versions. LS models feature a standard CD player, air conditioning, a driver-seat height adjuster, a split-folding rear seat and 15-inch wheels. The LT adds cruise control; power windows, locks and mirrors; keyless entry; upgraded seats; alloy wheels; upgraded interior lighting; and antilock brakes. The LTZ sedan comes with leather seats, a seven-speaker Pioneer sound system, chrome trim and 16-inch alloys. The new-for-06 SS adds a more powerful engine, sport-tuned suspension, unique fascias, 17-inch alloy wheels and a rear spoiler. The SS Supercharged coupe features a supercharged motor, an even firmer suspension, leather seats with color-keyed inserts, a boost gauge and 18-inch alloys.

On the Road

I first sampled the new 2.4, an enlarged version of the 2.2 that powers the regular Cobalt, in the new PT Cruiser-like HHR based on the same platform. In the HHR this engine felt very smooth, especially compared to the rough unit in the Chrysler. But then the HHR does not aspire to be a sport sedan. In sport sedan duty the 2.4 doesnt come across nearly as well. Its buzzy and doesnt readily rev. An eagar to upshift automatic transmission doesnt help matters. Put the two together, and the SS felt only a bit more powerful than the regular Cobalt, and no sportier.

Perhaps the 2.4 works better with the manual. But I wouldnt count on it, as the manual I sampled in a regular sedan last year was nothing special. The shifter in the SS Supercharged coupe has shorter throws and generally feels better, but unfortuntely its not used in the regular SS.

The Cobalts steering is assisted by an electric motor rather than the conventional hydraulic pump. Though this system boosts fuel economy by about 0.7 MPG, I have strongly disliked it in other GM vehicles (ION, Malibu, Equinox, VUE), but as tuned in the SS Supercharged, with higher effort and significantly quicker responses, I didnt much mind it. Sadly, once again the SS is much closer to the regular Cobalt than the SS Supercharged. I had hoped that Chevrolet would simply use the SS Supercharged steering and suspension in the SS, but apparently they felt that tuning somewhere between the two, but closer to the regular car, was more appropriate.

As a result, even in SS form the Cobalt sedan lacks the feeling of nimbleness and agility I expect in a compact. To GMs credit, the Cobalts handling is solid and secure, and the SS suffers even less than the regular car from body lean and understeer in turns. Its just not at all sporty. If you want a "Performance Handling" suspension in the Cobalt, your only option is the SS Supercharged Coupe.

Ride quality is a bright area. The SS feels just a bit firmer than the regular sedan, though the lower profile tires contribute a small amount of busyness over some surfaces. Like the regular sedan, the SS feels very solid and noise levels are very low for a compact.

Summary & Specs
The Chevrolet Cobalt will satisfy the needs of drivers looking for economy of price, economy of operation, and a nice, quiet ride. We think its a handsome, well-equipped car. The standard engine could offer more responsive low-end power, however. The Cobalt LS and LT models are the epitome of driving excitement, however. Theyre not made for that. They deliver four people comfortably, five only in a pinch, on a minimal outlay for fuel and monthly payments. The SS models are fun to drive, particularly the Cobalt SS Supercharged coupe.

Advantages: VW buildquality and components, but better body design

Disadvantages: not exactly flash, the steering wheel is on the wrong side

Skodas Fabia 1.4-litre 16v 100bhp Ambiente Variant Is Situated In The Middle Of The Fabia Range And Might Be The Finest Fabia Of The Lot. Jonathan Crouch Checks It Out Its not an exaggeration to say that the Fabia supermini is the car that has turned Skodas fortunes around. From the moment it was launched the accolades came flooding in and the British public knew that they would need to take this Czech contender very seriously.



If youre thinking of buying a Fabia, this 100bhp 1.4-litre 16-valve Ambiente model is the best all-round package to go for. So, having got that established, what can you expect from the 1.4 16v 100bhp version? Well, rest to sixty in a fleet 11.

5s on the way to 115mph for a start and an average of around 37mpg at the pumps. Lower C02 figures (161g/km) can also be expected. Plus theres the choice of five-door hatchback or estate bodystyles (the estate version of this particular derivative costing £10,680). The Fabia has recently received its most far-reaching set of revisions since it was launched, the visual changes centring on a revised front grille, spoiler and fog lamps, as well as restyled rear light clusters that echo the "C" shape of the latest Octavias rear lights. The interior look is modernised with fresher interior upholstery.

"If I had to be in an accident in a supermini, Id want to be in a Fabia"
Other than that, its the familiar Fabia recipe. This is the longest car in its class and has the interior space efficiency to capitalise on those extra inches. Nor is any future rival likely to surpass it in this respect, for anything larger would stray into Golf, Astra and Focus family hatchback territory. Certainly buyers of such larger cars could consider this surprising little Skoda, for five can be seated in reasonable comfort, even if the rear centre occupant must make do with a lap belt rather than the three-point affair now offered by most rivals.

This and the rather Spartan feel are the only real criticisms you could make of an interior that is otherwise a class above most other offerings in this sector. Only that of Fiats Punto matches it for space - but that car doesnt feel as well screwed together as this one. Forget the plasticky feel of previous Skodas: the materials used are of the highest quality, plus there are lovely Audi-esque touches like a beautifully damped drawer beneath the radio. At Ambiente level, you also get lots of extra storage bins - something it would have been nice to see across the range. But this is a minor point.

The boots a useful shape (offering 1,016 litres with the seats down), with 60/40 access through the split-folding rear bench and sturdy luggage hooks for securing awkward loads. Front side airbags are optional and parents get two Isofix mounting points in the rear for the latest child seats. At the front, every Fabia gets rake and reach adjustment for the airbag-equipped steering wheel and the two plusher variants have drivers seat height adjustment. Which means that just about everyone should be able to get comfortable. The Fabias chunky styling means a boxy shape that offers good headroom, even for those in the rear. And that in turn contributes to a general feeling of spaciousness.

Electric front windows, electric heated mirrors, front fog lights, tinted glass and side airbags are all standard but you have to stretch to Elegance trim for heated front seats. The estate version, whilst not the largest estate car around, certainly offers significant extra utility over the standard Fabia hatchback. The first thing that catches the eye is that rounded rump. Surely this has a catastrophic effect on load space when compared with the more perpendicular lines of something like a Volvo? Actually, no.

Despite its soft angles, the Fabia estate can still manage a load space of 426 litres with the rear seats in place, which is more than apparently larger cars like the Alfa 156 Sportwagon or the Audi A4 Avant. Admittedly, this isnt saying much, as neither of these estates would claim to be the last word in tea-chest transportation, but with the rear seats folded an impressive 1,225 litres of room is freed up. Under the skin, the Fabia uses the VW Groups latest small car platform which is ultra-safety conscious: suffice to say that if I had to be in an accident in a supermini, Id want to be in a Fabia. As weve suggested, the 100bhp 16v 1.4-litre engine offers a good all-round package, and is surprisingly high-tech. There are no throttle cables: your right foot impulses are communicated via a drive-by-wire throttle. Five years ago, you found this technology on F1 cars: now you find it on Skodas. In summary, the Fabia may not be as cheap as small Skodas of the past but its still great value for money, especially in this 1.4 16v 100bhp Ambiente guise. Czech mate? You might well think so.

General Comments

After 23 years in the motor trade, and after owning several really nice top marques (BMW Mercedes Lexus to name a few!) I bought a Skoda Octavia, closely followed by a Skoda Fabia 1.4 Elegance estate.

I thought the Octavia was good, but the Fabia family car is a tad better despite being a little smaller.

General Feel is astonishing, as it is very light to drive, sweet and quiet with no creaks or rattles, and grips like a little limpet even in the wet.

The cabin is the class leader for space and quality furniture which is hardly surprising considering the mix of VW parts trimmed with slightly more exciting Czech upholstry!
All I can add is this. Drive a Fabia, and you will be seduced by its overall brilliance and quality. Ask every Skoda Fabia or Octavia owner the big question, and the answer is always the same. They love their Skodas, and I am no exception.

Mine is a 2002 1.4 16V Elegance (100bhp) and has covered 14000 fault free miles to date.

The 2006 Mazda MX-5 is a 2-door, 2-passenger convertible sports car, available in 6 trims, ranging from the Club Spec to the 3rd Generation Limited.

Upon introduction, the Club Spec is equipped with a standard 2.0-liter, I4, 170-horsepower engine that achieves 25-mpg in the city and 30-mpg on the highway. A 5-speed manual transmission with overdrive is standard. The 3rd Generation Limited is equipped with a standard 2.0-liter, I4, 170-horsepower engine that achieves 24-mpg in the city and 30-mpg on the highway. A 6-speed manual transmission with overdrive is standard.

The 2006 Mazda MX-5 is redesigned for 2006.

In the Drivers Seat

The new MX-5 interior has been improved nicely, with completely redesigned seats for better comfort and support, bottle holders in the doors, plenty of storage (even in this small a car), and some trick new features worthy of show and tell. First is the improvement in the roof operation. The top is now a Z-fold design, and has only one latch to lock in place. If you remember the old dual-latch design, we spent more time cursing it because it rarely latched correctly the first time. What a huge improvement. Plus, its a one-handed operation to raise and lower.

When you drop the roof, just push down on the top to lock it into place. No boot needed. Slick. The second cool feature is the Advance Key design that, unlike some of the bulkier keyless start systems, is the size and shape of a credit card, and easily fits in a pocket or purse. As long as the key is in proximity of the vehicle, just grab the ignition switch and turn on the MX-5. The shift knob remains compact and fits perfectly in the palm of your hand. This is one of those areas that Mazda designers attribute to their Kansei approach, where its about how the car feels in your hands... its a more emotional than strictly cold engineering level at which this car plays.

On the Road

What we love—and have always loved—about this car is its perfect balance. Another concept followed by the MX-5 Miatas creators is Jinba Ittai, which translates as: the rider and horse as one. Thats exactly how the new MX-5 feels. On the road it becomes an extension of the driver. You feel like a fighter pilot wearing a high-tech helmet that points the jet where you look. Its perfectly set up to take any corner without drama, no matter what the speed, and the shifts on the standard 5-speed manual are smooth, with direct, precise and short throws that never require more than a flick of your wrist to execute.

(Two other transmissions are available: a 6-speed manual and a 6-speed automatic with paddle shifters.)

The 2.0-liter engine now makes 170 hp and 140 lb-ft of torque, both up from the second-generation version. These numbers wont peel asphalt, but that was never the intention of the Mazda engineers. Its more about creating that perfect balance of the driver and the car. Frankly, for those of us who are true enthusiasts, this kind of driving is more enjoyable than screaming down the highway in a sedan with obscene performance specs that work great in a straight line but make your hair change color in the turns.

Sport vs Touring

Pros: great blend of comfort, milage and performence! ride not as brutal as sport. paddle shift a blast.

Cons: hard to keep under 90mph. why 4 cup holders???

If youre looking for a roadser that works as a every day car and tears up the twisting roads, this model is the one! the six speed auto/manual paddle shifter will make you forget all about a stick shift. Leave it in auto and let it do the work, (it down shifts too!) or choose manual and tear it up with the paddles, floor shift or combination of both simultainiously.

The great ride lets you explore the side roads all day without punishing your kidneys like the sport I test drove can. bottom line? if you want to stomp everyone at the autocross on the weekend, buy the club or sport model and park it during the week. If youre looking for simular performance in a great touring package you can drive all week, get a touring and get it all! Oh, did I mention the great break on insurance you get with an (automatic) sports car?

Here we go again. After that remark we made last year, the one about Jeep selling Cherokees until we are old and gray, it now appears that the Cherokees life span will continue for awhile longer. Due to "overwhelming customer demand," the Jeep people now tell us, "Cherokee production is extended past the original November 2000 close." Weve heard this before.

The Grand Cherokee was supposed to replace the Cherokee, but due to the demand for this solid, inexpensive SUV, they kept making them. Now, theyre coming out with another, smaller SUV that is supposed to replace the Cherokee. But people keep buying them.




So there is going to be a 2001 model, but after that, who knows? Jeep is eager to introduce newer, more modern, more aerodynamic products, such as the upcoming Liberty. You might want to wait and see what develops. Or you might want to buy a classic while you still can.
The four-cylinder Cherokee is already gone, which partially explains this years significantly higher base price. All 2001 Cherokees will be powered by a 4.0-liter, overhead-valve inline-6. This is the same engine that was re-designed last year for 50-state LEV (low-emissions vehicle) certification.

Highlights

Subtle styling revisions for the 1997 version of the Cherokee wagon did not disturb the popular models well-established character. Though substantial, the design alterations enhanced but did not alter the overall slab-sided look. Up front, the grille and front fascia were new, as was the bumper. Bodyside moldings were revised, and wheel arches now flowed into the front and rear bumpers. A new stamped-steel liftgate had hidden hinges, a new outside handle, and an inside pull strap. Inside, a revamped interior now included a passenger airbag, as well as one for the driver. Sound insulation was increased. A new central panel housed climate controls and the radio. New lighted power mirrors and power-window switches were installed. A new overhead console contained a storage compartment. Also new were a 5-function trip computer, and a center console with cupholders.



The Cherokee was available in base SE form with a 4-cylinder engine, as the midlevel Sport, or in top-of-the-line Country guise (the latter offered only as a 4 door model). Powertrains were unchanged. The 4-cylinder engine came only with manual shift. Standard in the Sport, the 4.0-liter inline six could have either the standard 5-speed manual gearbox or a 4-speed automatic transmission. Country wagon had the 4.0-liter engine and automatic only. Antilock braking was optional with the 6-cylinder engine. Cherokees came with rear-wheel drive or a choice of 4-wheel-drive systems. Command-Trac was a part-time system for use only on slippery surfaces. Available only with an automatic transmission, SelecTrac 4-wheel drive was a full-time system that could also be used on dry pavements.

Jeep Cherokee: Reliability

Editors have scoured repair bulletins and questioned mechanics to search for commonly occurring problems for a particular vehicle. In some cases we also give possible manufacturer-suggested solutions. In many instances these trouble spots are Technical Service Bulletins posted by the manufacturer, however, we have our own expert looking at additional vehicle problems.Air conditioner: The air conditioner gradually stops blowing cool air because the evaporator ices up. Replacing the low-pressure cycling switch usually fixes it. (1997-99)

Brake noise: Grinding and scraping noises under hard braking are caused by the driveshaft hitting the floor pan and is fixed by replacing the front lower control arm. (1997)

Brakes: The brake friction material transfers to the rotors (especially in warm, moist climates) causing brake-pedal pulsation when stopping. New pads should correct it. (1997-99)

Fuel gauge: The fuel gauge may show 1/8 to 1/4 full but the vehicle will run out of gas because of a defective sending unit that must be replaced. (1997)

Vehicle shake: Vibration at speeds over 60 mph may be due to a misaligned or defective driveshaft. (1997-98)

Windshield washer: Because of a bad check valve, windshield washer fluid drips from the nozzle for the rear window and can cause paint staining. (1997)

Driving Impressions

With its tight interior and stiff freeway ride, Cherokee might not be everyones choice for a long cruise. In fact, we suspect some people would dismiss the Cherokee as choppy on this score, and that would be true. This is not an Explorer, a sport-utility vehicle designed for people who see this breed as trendy station wagons. This is a Jeep, which means an implicit promise of off-road superiority.

Our Cherokee was equipped with the stiffer Up-Country suspension package and Selec-Trac four-wheel drive, making it even firmer than two-wheel drive versions.

Cherokee pogos a bit on uneven pavement -- certain stretches of I-80 in Pennsylvania, for example, the sections that inspire big-rig drivers to cruise in the left lane for slightly smoother going.

But on rutted dirt roads in the Pennsylvania outback, the Cherokee showed its true colors. Its combination of good ground clearance, short wheelbase and a favorable power-to-weight ratio make this boxy little veteran a tiger in the woods. The Selec-Trac four-wheel drive system, which can be used full-time, came in handy during a mini-blizzard that choked part of central Pennsylvania during this particular excursion.

Thanks to its relatively low curb weight, the Cherokee is something of an athlete among its peers. The Cherokee will smoke almost any other compact sport-utility on a slalom course, and its handier than most when its time to dodge traffic and potholes. Its on-center steering feel leaves much to be desired, however.

Cherokees optional four-speed automatic is a smooth operator, and theres enough torque in the venerable inline six-cylinder engine to generate excellent stoplight getaway, automatic or not. As always, wed prefer a manual transmission.

Power notwithstanding, the Cherokees inline-6 feels a little primitive compared to most of the V6 engines offered by Jeeps competitors. An inline-6 is supposed to be an ideal design for smooth operation, but Jeeps version generates noticeable vibration through most of its operating range.

summary

Jeep Cherokee continues to fall behind its competitors in terms of comfort and convenience. But if you value acceleration performance, the Cherokee still delivers. Its agile, and surprisingly quick.

Ford Focus RS

When Ford launched its 220bhp Focus ST at the Geneva show, company officials were keeping schtum about an even hotter RS version in the pipeline. But now weve caught the flagship model undergoing cold-weather testing.









Whilst the ST, which arrives in late 2005, gets 220bhp from Volvos turbocharged five-cylinder 2.5-litre engine and is more powerful than the previous-generation Focus RS (200 bhp), the RS will be quicker still, with the T5 unit tuned for a good 250 bhp-plus and fitted in combination with the Volvo AWD system.

Ford plans hottest hatch of all

Ford is rumoured to be considering a 350bhp, four-wheel-drive, six-cylinder turbocharged proposal for the next-generation Focus RS. Right now the Blue Oval’s executives at the company’s headquarters in Cologne, Germany are considering a plan to fit Ford’s new flagship hot hatch, due out in 2007, with a new turbocharged in-line six-cylinder engine.

The advanced powerplant (right) has been developed by Volvo as a replacement for the Swedish car maker’s current six-cylinder engine, and is planned to make its debut in the new S80 due out next June.

Conceived for both transverse and longitudinal applications, the four-valve-per-cylinder unit is based around a die-cast aluminium cylinder block for an all-up weight of 180kg. It is also claimed to be 1mm shorter than Volvo’s five-cylinder engine – a feature that makes it suitable for a whole range of different models, including the new Focus RS.

Three different versions of the engine are planned: a base naturally aspirated 3.2-litre and a pair of performance-oriented turbocharged 3.0-litre units. The former receives variable cam timing (VCT) on the inlet valves, with the latter two adopting a system operating both the inlet and exhaust valves as well as a variable-vane Garrett turbocharger.

In 3.2-litre guise, the new six-cylinder produces 235bhp at 6000rpm along with 236lb ft of torque at 3500rpm – an increase of 38bhp and 26lb ft over Volvo’s current 2.9-litre engine. The turbocharged units deliver 285bhp and 295lb ft in light-pressure guise, with the high-pressure unit pumping out a BMW M3-beating 350bhp and 332lb ft.

It’s this latter specification that Ford’s Motorsport boss, Jost Capito, may use to thrust the Blue Oval back to the very top of the European hot-hatch ranks. If Ford’s plans come to fruition, the new RS will boast a whopping 133bhp and 96lb ft more than the upcoming Focus ST, whose turbocharged 2.5-litre five-cylinder engine generates 217bhp along with 236lb ft of torque.

Unlike the front-wheel-drive ST, the new RS is being developed around new four-wheel-drive underpinnings. This promises to endow it with spectacular levels of grip and traction. One problem, however, is the lack of a suitable six-speed manual transmission for the new car. The gearbox in the Mondeo ST TDCi is rated to 295lb ft, although insiders say measures are being taken to upgrade it for use in performance-oriented Volvos.

Here we go again: AutoExpress claims the new Focus RS has been canned..AGAIN!

Motoring News
Ford Focus RS

According to our sources, the firm will not use the famous RS badge on the current or imminent facelifted MkII machine - due late in 2008 - because of concerns over CO2 emissions.

One potential RS customer, who had placed a deposit for the car at his local dealership, said: "Id handed over the cash 18 months ago, not wanting to miss out. But I was told staff had to return it, as the project has been abandoned on environmental grounds."

A Ford spokesperson revealed: "Our commitment to performance cars meant that we did build a number of Focus engineering mules to test and develop high-performance parts for future products. Sadly, we never got to the point where we were ready to begin developing a business case for an RS-badged Focus."

Auto Express last scooped these cars in Issue 933. Its believed that prototypes offered around 300bhp and four-wheel drive. But the spokesperson was keen to dismiss the claim that the decision was eco-based.

"Its worth bearing in mind that its not the green issue which is driving this decision - cars have to be profitable. While Britain is the home of RS, theres not enough interest across other markets for us to earn the kind of money thats going to give the vehicle a green light," said the spokesperson.

However, there is still hope for fast Ford fans. Potential RS versions of the MkIII Focus, due in 2010, are possible.

The 2007 Santa Fe continues the companys upwardly mobile ways. Built on a new unibody platform, the new Santa Fe is 7 inches longer than the outgoing model and sits on a wheelbase 3 inches longer, allowing room for a third-row seat.

Even though its been upsized, the new Santa Fe boasts a turning circle 2 feet tighter than the outgoing version. Hyundai used some pretty lofty benchmarks, such as the Acura MDX, BMW X5 and Lexus RX 330, while developing the new Santa Fe. To that end, features such as stability control, full side curtain airbags and heated mirrors are all standard (even on the base model), and interior room is greater than that of the Lexus RX.

Two V6 engines will serve duty in the new Santa Fe — a 2.7-liter putting out about 180 hp and 180 lb-ft is standard on the base GLS model. The 2.7 is paired to either a five-speed manual or four-speed automatic. The sporty SE employs a 3.3-liter V6 with "over 230 hp and over 220 lb-ft." A manually shiftable five-speed automatic, power driver seat and 18-inch wheels are part of the SE as well. The top-of-the-line Limited has all that the SE offers, plus leather seating, heated front seats, dual-zone climate control, and chrome trim on the grille and door handles.

Two- and four-wheel-drive versions will be available across all trims, and although the Santa Fes pricing hasnt been set, Hyundai officials claim it will be "thousands less than Toyota Highlander" when it goes on sale later this year.

"When in 2006 is the 2007 Santa Fe going to be released?"

The vehicle will be on sale in the US beginning in the second quarter of 2006 -- trial production is already underway at the Alabama plant. According to one source, the vehicle will debut in Korea on Friday, the 11th of November, so we should be getting some really good stuff in the next three weeks. The official US debut (at NAIAS) is only about 2.5 months away.

Price and availability info

Well, this is the way I figured it: its lowest-priced true competitor will likely be the Mitsubishi Endeavor, which starts at $25,699. Its most expensive competitor will likely be the Subaru B9 Tribeca at $31,320. Since Hyundai generally undercuts the competition by $1,000-$3,000, I figured a $24K-$27K range would be about right.

Now, if the navigation system and Dynamic Toe Control do indeed make their way to the options sheet, a $30,000 price tag (or even a touch more) on a loaded LX AWD could be very realistic - especially since that current trim can cost up to $26K. At this point it is unclear whether the 3rd-row seat will be standard or not. So I guess Ill go ahead and revise my estimates to between $24,499 (assuming a GL 3.3-liter 5-seater as the base model) and $29,999 (for an LX AWD NAVI with a Premium Sports Package.


2007 Santa Fe will be a contender for top 3 ranking

The all new 2007 Santa Fe is going to be an exciting vehicle. Top notch fit and finish with a standard safety package which will put the great Toyota to shame.

Toyota is scrambling to respond to this safety standardization initiative from Hyundai and Honda. The racked their brains and viola - "the Star safety system" is their new marketing slogan.

Where was this "Star" system two years ago? Toyota had the audacity to bundle safety features in "packages". Want side air-bags? Buy package # 5.

If you are in the market for a SUV, I suggest you wait till the 2007 Santa Fe goes on sale. You will not be disappointed. And yes, dont insult your intelligence by falling for the "Star" marketing system.

3rd row seat of 2007 Santa Fe

One of my criteria for picking SUV is 3rd row. last week, I did test drive for Pilot and Highlander. Pilots 3rd row seat is quite roomy. its pretty good for two adults. But, highlanders 3rd row seat is terrible. its not for adults at all. only for kids.

I wonder how about 2007 Santa Fe.
I dont expect it is as big as pilot. but, I really really hope it is better than highlander.

Interesting (& some surprising) developments...

The following information is from a couple of sources; I cant confirm any of it at this time:

* Standard 3rd-row seats will be marketed as "Magic Folding".

* US advertising launch date set for 1 July 2006.

* Trims will be GLS, SE, and Limited.

* GLS comes with a new 2.7-liter CVVT V6 standard, while the SE and Limited get the 3.3-liter CVVT V6. Dont freak-out yet, though: horsepower and torque ratings havent been released, and may be higher than expected. Hyundai hasnt revealed whether or not the 2.7 is the Delta-II or an all-new engine. One source claims that its the latter (2.7 = ~220hp) and that the 3.3 is re-tuned to ~240-250hp. The 3.8-liter CVVT V6 will be standard on the larger SUV (EN), but not available --at least initially-- on the Santa Fe.

* Interior space is greater than Toyota Highlander.

* 110-volt auxiliary power outlet will be standard.

* A rear-seat DVD entertainment system will also be standard.

If your looking at the Evo you obviously know what this car is about. Throw you back in your seat acceleration, insane cornering grip, and brakes that would have stoped the titanic. All this for a little over $30,000 and you have a car that will compete with cars costing hundreds of thousands more.

If your buying this car your looking for the thrill of driving. Not a spectacular interior but build quality is outstanding. The list of standard features is respectable with everything you would expect from a car in this price range.



The ride is a bit choppy on my small town Wisconsin roads but it does nothing to take away from the pleasure of driving this awsome machine. Be warned though. Everyone wants a ride in it and everyone wants to see what its got. This can get you in trouble. Believe me. In my opinion you cant find a better new car for the price. Excellent!

THE 2006 Mitsubishi Lancer Evolution MR is the fastest ugly car in the world. I mean that in the nicest possible way.

After all, making ugly fast is no small feat. Fast cars are typically low-slung, wide and rakish, aerodynamically optimized in the wind tunnel for high speeds and stability. Our innate sense of aesthetics responds to this kind of sleek-ifying in the same way we recognize a cheetah, a porpoise or a peregrine falcon as beautiful.

The stubby and thick Evo MR, on the other hand, is more like a rocket-powered groundhog, or a baby hippo fired out of a cannon. Fast. Ugly.

As appropriate for the name, it has taken many years of selective genetics to bring the Evo MR to its current fast/ugly nexus. The Evo line began in 1992 when Mitsubishi started building amped-up versions of its geeky Lancer sedan to compete in World Rally Championship racing.
In the next decade, while Evos tore up the WRC circuit, the ever-more-powerful street versions became the golden idols of performance pagans everywhere - everywhere, that is, except the U.S., where emissions standards made importation too expensive. This left thousands of young American men grieving in their parents basements, as the car was a star in video games such as "Gran Turismo" and "Need for Speed."

Inside and Out

Heres where it does hurt: no radio. No speakers. No power windows, no power door locks, no power mirrors, no keyless entry, no center console, no map lights. No sound deadening in the body, no carpeting in the trunk, no wiper in the rear, no paint on the naked door handles or mirrors. Amazing what we take for granted until its gone. Cant live without these life sustaining necessities? Then stay away from this track-ready Evolution RS - something that all but about 200 of Mitsubishis customers did last year. Honda sells that many Accords in two hours. On a slow day.

Since those voids can be easily filled with a step up the Evo ladder, lets focus on whats common to all Evos, most of which is common to all Lancers. Its just your basic retro-90s Japanese economy car interior: plain but perfectly functional. The few controls work exactly as expected, with a quality feel that belies their cheap appearance and new cupholders for this year. If it pleases your eye, you should have nothing to complain about. Especially if you like black.

Unique to Evos are the enveloping Recaro seats, which add side bolsters that aggressively hold you in place while maintaining the high comfort levels of the standard Lancer. There should be enough room and adjustability in them for drivers of all heights, though fatties might not fit within the narrow width. Also, those Recaro guys copied one of Volkswagens wrong answers by placing the angle adjuster on one of those frustrating knobs that must be turned ten thousand times to recline the seat one degree. And in some conspiracy against ergonomics, the knob has a freakin annoying triangular shape and is nearly impossible to reach with all that bolstering in the way. In a two-driver household, this car could inspire divorce.

Some more Evo exclusives are the Momo steering wheel (nothing wrong with this piece) and the sportier red gauges, in which the tachometer stands front and center. And of course, no other Lancer has the switch to toggle between Tarmac, Gravel, and Snow settings on the Active Center Differential.

The back seat is standard Lancer fare - adequate for two adults, possibly tolerable for three. Good legroom and footroom, but seat cushion too low, short, and soggy. The built-in head restraints are pretty flimsy, too, and there are no side air bags in any position. A mix of average-feeling leather and nice-feeling Alcantara (suede?) covers all surfaces.
The back seat doesnt fold down into the trunk like on other Lancers, no doubt to keep the car as stiff as possible. But the trunk is fairly roomy, even if, on this RS model, it looks like a looter made off in the night with the contents.

On the outside, the Evo MR looks like it went into a performance parts store and got dressed in the dark. New for this model is the inch-deep chin spoiler under the front air dam and the oval ports letting air flow around the intercoolers inlet and outlet pipes. In addition to the aluminum fender panels bulging like a can of bad Spam, the car sports a carbon-fiber rear spoiler complete with a small vertical "wickerbill" on the trailing edge. Most curious, though, is the "Vortex Generator," a row of small fins on the roof that create turbulence in the airstream over the spoiler, for an extra soupçon of downforce. Some guys have a comb-over. This car has an over-comb.

performance

The driver inputs are all perfection. The six-speed gearbox (with Teflon-coated cable linkage) is slick and affirmative. The close-set pedal position makes heel-and-toe driving effortless - and theres nothing quite like downshifting and blipping the throttle in the Evo. Frank Sinatra should have such ring-a-ding-ding. And, it will surprise no one, the steering is phenomenal. This car has one of the quickest steering ratios this side of Laguna Seca providing powerful sweeps of angular momentum with slightest inputs off center. And yet, on the freeway, the car tracks like an arrow.

This race-like responsiveness does have its downside. The rack ratio combined with the front wheels AWD linkage gives this car a truly ridiculous turning radius. Escalades are easier to park.

Of all the Evos phenomenal statistics, Im pole axed by this one in particular: Mitsubishi warranties the powertrain of this shrieking-sucking torque pig for 10 years or 100,000 miles. Holy groundhog. The car may be ugly, but that warranty is a beautiful thing.
2006 Mitsubishi Lancer Evolution MR

Base price: $36,299

Price, as tested: $36,894

Powertrain: Turbocharged and intercooled iron-block inline four, 16-valve DOHC, with variable-valve timing and dual-stage exhaust; six-speed manual transmission; full-time all-wheel-drive with active center differential; front and rear limited-slip differentials

Horsepower: 286 at 6,500 rpm
Torque: 289 pound-feet at 3,500 rpm
Curb weight: 3,285 pounds
0-60 mph: 4.5 seconds (est.)
Wheelbase: 103.3 inches
Overall length: 178.5 inches
EPA fuel economy: 18 mpg city, 24 mpg highway
Final thoughts: Revenge of the nerd

Need 4 Speed?Get u some EVO


Pros: Turbocharged goodness, 4wd, Recaro seats, smooth shifting 6-speed, awesome brakes

Cons: The speed limit, I cant drive it 24 hours a day

This car is, without a doubt, the best performing car under 35k you can buy. 0-60 in 4.5 seconds, braking from 60 in ~115 ft, and awd traction so ferocious, itll put a grin on your face everytime you take a high speed corner. Seriously folks, do yourself a favor and go test drive one (if the dealer will let you). Once the turbocharger kicks in at around 3200 RPM, youll be shoved back into your seat and before you know it, youre 2x over the speed limit. Make no mistake about it, this car isnt for the weak. Its not made for luxury or people who dont find passion in driving. This car is made for thrills and every drive in it is definately exciting. So if you want all that GPS, dual climate control, messaging seats junk, go buy yourself a Lexus. The Evo is made for hardcore motoring only.

Peace easy

The Entourage shares just about everything underneath its skin with its well-done-but-unexciting corporate cousin, the Kia Sedona. (Actually, the two mom vans are Mary-Kate-and-Ashley similar on the outside, too.) This means one powertrain choice: a strong 242-hp, 3.8-liter V-6 teamed to a five-speed manu-matic driving the front wheels.





Standard features include flat-folding third-row seating, numerous air bags, stabillity control, a windshield-wiper de-icer, and a tire-pressure-monitoring system, not to mention Hyundais impressive 10-year powertrain warranty. The lengthy options list adds power-sliding doors and tailgate, power-adjustable pedals, a clever thirteen-speaker Infiniti sound system, and rear-seat DVD entartainment.

What’s inside

The 2007 Hyundai Entourage looks to offer most of the features a minivan family requires. For example, there’s a folding center tray table with four cupholders, folding sideview mirrors, a tilt steering wheel, optional power adjustable pedals, power dual rear sliding doors, power windows, and an adjustable conversation mirror. The interior has a two-tone color scheme with wood grain or metal grain accents. Leather seats are standard in the Limited model, as are a power tailgate, heated front seats, and an electroluminescent instrument cluster. A rear-seat entertainment system with an eight-inch LCD monitor, backup warning sensors, and a premium audio system with surround sound are also available. The Entourage also features flip-and-fold second-row seats, and a hiding third-row seat with a 60/40 split fold-into-the-floor design.

Drivers will also enjoy a tilt steering wheel plus optional power adjustable foot pedals and heated front seats, while all will find the Entourages optional power liftgate handy. As for the available rear-seat entertainment system, which features an eight-inch LCD monitor, I wouldnt consider a new van, SUV or crossover without one, and the new Hyundai also can be had with an optional Infinity AM/FM/CD-changer/MP3 audio system with Logic 7 surround sound. Heck, forget the kids... leave them in bed inside the house while you and your honey enjoy a little R&R in the back of the van.

To some who will be driving the Entourage, the fact that it can be had with backup warning sensors will be of greater significanc than how much engine output is hidden under the hood. Still, theres no reason to have to give up one to have the other either. All Hyundai minivans will boast a version of the Azeras velvety-smooth 3.8-liter V6, a highly refined DOHC, 24-valve engine that produces a maximum of 242-horsepower and 251 lb-ft of torque, making it one of the most powerful in the minivan segment. Rather than out-power all rivals the Entourage splits the difference, featuring more horsepower than Fords Freestar, Chevrolets Uplander (and therefore Buicks Terraza, Pontiacs Montana SV-6 and Saturns Relay) and Dodge Caravan, plus greater torque than the Honda Odyssey, Toyota Sienna and Dodge Grand Caravan.

What’s under the hood

All Hyundai Entourage minivans get a 3.8-liter V6 engine that produces 242 horsepower and 251 lb.-ft. of torque, and is mated to a five-speed automatic transmission with Shiftronic manual control. The Entourage rides on the same minivan platform as the Sedona, with a 118.9-inch wheelbase that is longer and wider than the competition, according to Hyundai. Hyundai engineers also claim that the Entourage has the tightest turning radius in its class, a big deal for minivan drivers. Steering is handled by a speed-sensitive rack-and-pinion system, and the Entourage rides on a four-wheel independent suspension system.

Perhaps most notable about the Entourage, however, is the long list of standard safety features. All Entourages get a bevy of passive and active safety systems, including side impact and side curtain airbags, traction control and more. Just these two safety devices – traction control and side curtain airbags – can make any car significantly safer to drive.

As for ride and handling, expect it to be very good. As mentioned previously, Kias version of the van is getting bullish reviews from those who have driven it, and with Hyundai benefiting from an extra year of development overseen by its own expert engineers, it should be refined even further. And unlike other vans that are based on midsize sedans, the two Korean models ride on a purpose-built unibody architecture featuring a 118.9-inch wheelbase and a 66.3-inch track width; both longer and wider than minivan competitors. While a four-wheel independent suspension with MacPherson struts, coil springs plus a stabilizer bar in front and a multi-link setup with coil springs and a stabilizer bar in back, should be good for absorbing the bumps and dips of inner city streets while delivering adept road-holding, I, for one, would find its 39.6-foot turning radius equally nice to live with. The Entourage accomplishes this, as well as deft turn-in at high-speeds, via an engine-speed-sensitive power-assisted rack-and-pinion steering system. Connecting to the road are a set of four 16-inch steel wheels wrapped in 225/70 R16 all-season tires. Optionally, 17-inch alloy wheels can be fitted to 235/60 R17 tires.

Why it matters

Someone once said the minivan segment was dead. Hah. It was only taking a nap, and it’s back now, with a strong import vibe that’s only getting stronger with the introduction of the 2007 Hyundai Entourage. For Ford and GM, this minivan is bad news of the worst kind: obsessed with losing market share to Japanese automakers such as Honda and Toyota, the two domestic automakers have recently all but conceded the minivan market to the likes of the Odyssey and the Sienna. Now, here comes Hyundai/Kia, with the impressive Entourage and Sedona. Should the Hyundai Entourage get a warm reception from American families, it will make regaining minivan competitiveness all but impossible for Ford and GM, and put pressure on DaimlerChrysler’s Grand Caravan.




Preliminary Specifications:

Price Range (estimated MSRP): $30,000 - $45,000
Body Type: 5-door minivan, unibody construction
Layout: front engine, FWD
Engine: 242-hp, 251 lb-ft, 3.8-L, 24-valve, DOHC V6 with CVVT
Transmission: 5-spd auto w/ manual mode
Brakes (front/rear): disc/disc, ABS, EBD
Curb Weight: 1,989 - 2,107 kg (4,378 - 4,646 lbs)
Seating Capacity: 7
Cargo Volume (seats removed): 4,007 L (141.5 cu ft)
Towing Capacity: TBD
Fuel Economy (city/hwy): 14.2 / 8.6 L/100km

Warranty (mo/km): 60/100,000 comprehensive
Direct Competitors: Buick Terraza, Chevy Uplander, Chrysler Town & Country, Dodge Caravan, Ford Freestar, Honda Odyssey, Kia Sedona, Mazda MPV, Nissan Quest, Pontiac Montana SV-6, Saturn Relay, Toyota Sienna.

My nephew bought this car, a dark silver color with a 5-speed, although I do drive it whenever I choose. He used to own a 04 Honda Civic si, there is no comparison. The Scion is a hands-down winner in the contest. The Scion has so much more midrange torque, and upper end horsepower, that driving this car sportily is very easy.



The Honda Civic si had to be literally beaten to be made to do the same thing the Scion does in its relaxed mode. Also, the Scions quality of fit and finish both interior and exterior blow the Honda away. I dont know why these young people even waste their time buying a Honda or Acura when these Toyota products are so "top of the line". My nephew says its because of that movie "The Fast and Furious"...this made me laugh...the ignorance of youth?

News

We hear the tC could be dropped by mid-2008 in deference to the ever-changing tastes of Scions young, trendsetting target buyers. One rumored replacement would deck out parent Toyotas Matrix compact wagon with "rally car" styling and perhaps a hot engine and all-wheel drive to go with it. Still, this so-called "xR" is just one of many possibilities that Toyota could brew from its many worldwide platforms and powertrains. Meantime, the tC shouldnt change much except for trim packages and maybe a few new functional features.

New for 2006

Introduced for the 2005 model year, the 2006 Scion tC gains audio system upgrades including a new three-spoke steering wheel with integrated audio controls and a new standard Pioneer audio system. New exterior colors are Classic Silver Metallic and Nautical Blue Metallic. A Pioneer AM/FM/CD head unit with iPod control is now available as an all-new accessory upgrade for all 2006 Scions. This head unit integrates track, artist and album information from the iPod into a one-line display on the head units screen.

Interior Design and Special Features

Although the Scion tC is a compact car at just 174 inches long, a relatively long (106.3-inch) wheelbase provides more than ample legroom, especially for those riding in the back. Rear passengers will also enjoy the split seat backs that can individually recline up to 45 degrees. Although it looks like a coupe, the tC is actually a hatchback, which means flexible cargo capacity. By folding down the rear seats as well as the right front seat, a load floor that stretches 103.6 inches is created, ideal for snowboarders and surfers. Cargo capacity is 12.8 cubic feet with the rear seats in use and a whopping 60 cubic feet when theyre folded down.

Safety

The Scion tC comes with four-wheel antilock disc brakes (with Electronic Brakeforce Distribution) as standard equipment. Side airbags for front occupants and full-length head curtain airbags are optional. Other standard safety features include a first aid kit, triple side door beams and a driver knee airbag.

Powertrains and Performance

Standard power for the Scion tC comes from a 2.4-liter inline four-cylinder borrowed from the Camry, with 160 hp and 163 lb-ft of torque. A smooth-shifting five-speed manual gearbox is standard, with a four-speed automatic available as an option. Fuel economy is average for a budget coupe with a 22 mpg city/29 mpg highway estimate for the manual, and 23 city/30 highway for the optional automatic.

Body Styles, Trim Levels and Options

The Scion tC comes in one trim level and is chock-full of unexpected goodies such as one-touch up-and-down power windows, cruise control, air conditioning, steering wheel audio controls, keyless entry, mirror-mounted turn signal lights, four-wheel antilock disc brakes and a 160-watt Pioneer sound system with CD player and remote mini-jack port that is (XM) satellite radio-ready. The only factory option is a side airbag package, but there is a multitude of dealer-installed options. This list includes a CD changer, satellite radio, a subwoofer and a lighting kit for the footwell, just to name a few. A unique iPod connectivity upgrade is also available, and allows full iPod control, including power and display, through the tCs audio system.

Driving Impressions

The Scion tC is fun to drive. The engine is quiet, smooth, and plenty powerful in a 2900-pound car, and at full throttle, it sounds powerful without being intrusive, because it has a valved muffler that opens up at high rpm and can be worth as much as 5 horsepower.

The 2.4-liter double overhead cam, 16-valve engine is tuned to 160 horsepower and 163 pound-feet of torque. This engine has been around Toyota in one form or another for many years and it has been continuously improved for power, torque, quietness and reliability. It comes with electronic variable valve timing for good low end torque development, and twin balance shafts for smoothness.

Choosing between the five-speed manual and four-speed automatic involves tradeoffs. The automatic is easier and, remarkably, more efficient, while the manual offers quicker acceleration performance. The gearing in the four-speed automatic means its not the hot setup for drag racing, with an overall ratio of just over 10:1. The five-speed manual is nearly 15:1, delivering much quicker acceleration in first gear. However, the automatic does move out smartly. And its obviously much easier to live with in the stop-and-go and slow-and-go, eliminating the need to exercise your left leg on the clutch pedal. Unlike most cars, the tC gets slightly better highway mileage with the automatic because the manual has a lower 4.235 axle ratio.
The steering, ride quality and overall handling of the Scion tC are commendable. Ride quality and stability are enhanced by its 106-inch wheelbase, longest in the class. It steers with a hefty touch, but accurate pointing, and transitions are easy and without drama. Thats because the tC has a low-cost MacPherson strut front suspension coupled with an expensive independent double-wishbone rear suspension not found on many cars in this price class. Bridgestone Potenza tires are standard.

The brakes are quite powerful for a car this light. The pedal feel and travel is very much to our liking, with almost no dead space at the top of the pedal travel. The ventilated front and solid rear discs are generously sized (10.8 inches front, 10.6 inches rear) and, as mentioned, ABS and EBD come standard. ABS allows the driver to brake and steer in a panic braking situation; EBD automatically balances braking forces front to rear, improving stability under hard braking and helping reduce stopping distances.

Favorite Features

My favorite features would be the price, rims, sound system, sunroof, metallic paint, Scion VIP security, high quality, and the look of the car from the outside and on the inside (not just high quality looking but actually high quality).

Overall Review

If you dont NEED a four door vehicle, and you want something fun to drive, this is it! Its an amazing value for all the standard options, and also has Toyota reliability. If you are in the market for a sporty, reasonably priced new car, I would HIGHLY recommend this one!

MSRP Price $16,300
Invoice Price $15,485

Accidents is something no one foresees happening to them. But in reality, almost everybody gets into some sort of fender bender at least once in their lifetime. When you do get into an accident, whether it is a minor fender bender or a serious collision, you need to be aware of what to do. If you are familiar with the proper protocol in dealing with a car accident, you will save yourself pain, suffering and money.

at the scene

First, you must stop if you are in an accident. Each state has its own penalties for people who flee the scene of an accident. Make sure everyone in your vehicle is all right. If there are seriously injured people, dont try to move them on your own unless they are in greater danger if left alone.



In addition, call the police, no matter how minor the accident. They will call emergency personnel if needed and fill out an accident report. A police report is important to help protect your rights if you are making an uninsured motorist claim against the insurance company.
If possible, move your car off the road so you dont cause any more accidents. Switch on emergency flashers and set out flares, if available, to warn oncoming drivers. If you dont provide proper warning for other drivers, you may be liable for damages to their vehicles.
Above all, remain calm. Do not get angry and argue with the other driver. You may be liable for any verbal or physical abuse toward other people in the accident.

get the right information

Its important to get as much as information as possible at the scene of the accident to protect yourself from potential lawsuits. Make a note of the damage to all the vehicles involved in the accident as well as weather and road conditions, date and time of the accident, speed of all cars involved, and even draw a diagram or take a picture of the accident showing the position of the vehicles before and after the accident.

Get names, addresses and telephone numbers of all the drivers involved in the accident. Also record the ownership, license plate number, year, make, and model of all the cars involved in the accident. In addition, try to get insurance information from other drivers.

Its a good idea to get the names and addresses of any people who may have witnessed the accident. These people may be helpful in a court case if there is any liability involved. Do not discuss the case with the witnesses. Do not give their names to anyone but the police, your attorney or your insurance company. Do get the name and badge number of any police officers at the scene.

Do not admit fault at the accident. Do not make any oral or written statements as to responsibility or blame. Dont tell other people involved in the accident how much liability insurance you carry. Any of these comments may be used against you in a court case. Dont accept offers to settle on the spot without carefully thinking about it. You may be held liable later for the same damages.

after the accident

Depending on state law and circumstance of the accident, you may also need to immediately report the accident to the department of motor vehicles in your state.

After the accident, it is a good idea to get checked out by a doctor. Although there may be no obvious signs of injury, there may be damage to your neck, back or spinal cord.

If needed, you may want to contact a personal injury lawyer to determine your rights and discuss liability regarding the accident.

dealing with claims

Immediately report the accident to your insurance company, no matter if you are far from home. Ask your agent about how to proceed and what forms or documents will be needed to support your claim. Make sure you include all the information you collected from the scene when you are filing a claim.

If you fail to immediately report the accident to your insurance company, it could deny any obligation to protect your interests in the event that a claim is made against you.

If a claim is made against you, refer all persons making the claims to your insurance company. Send all legal papers served against you to your insurance company. Consult your lawyer at once if the coverage you purchased is not enough to cover the claims made against you.

recovering damages

Although it may make some people uneasy, there are times when you, as an accident victim, have the right to sue a negligent driver of a vehicle for personal injury losses.

Such cases include recovery of your medical expenses and other economic losses when they exceed a certain amount of money, depending on state laws; compensation for pain and suffering if you suffer an injury that results in significant disfigurement; a fracture or other kinds of injuries as defined under the no-fault law; compensation for injury resulting in death; compensation when the injured person or the person at fault does not have insurance meeting minimum state requirements.

Its a sad fact about society that drivers must do so much to protect themselves against lawsuit, especially after something as traumatic as an auto accident. Of course, the most important thing is to make sure everyone is safe and sound. But it is crucial to get all the information you can to protect your finances rather than be sorry that you didnt in the long run.

Trying to spread its newfound success to Europe, Cadillac is debuting in Geneva its latest effort, the BLS. Based on the Epsilon platform that underpins the Saab 9-3 and Chevy Malibu, the Cadillac BLS is a compact four-door sport sedan that takes aim at cars like the Audi A4.







The BLS will only be available in eco-conscience Europe, and the engine lineup reflects that. A turbo-diesel will power a Cadillac for the first time; the 1.9-liter unit joins three gasoline offerings. The design of the car is uniquely Cadillac, and certainly unlike anything currently on European roads.

It shares the same upright grille and headlights as the other neo-Cadillacs, and from the back it looks very similar to the new STS. But we think GM could have done a better job masking the steering wheel--it appears to have been ripped from a Saab 9-3 intact and disguised only with a feeble Cadillac sticker in the center.

The exterior styling is distinctive with a wedge-shaped profile and a look that isnt going to be confused with any other marque on the road. The huge vertically-stacked headlights and tail lights are interesting design touches and there are V-shaped motifs within the grille and the number plate surrounds. The crease along the cars hipline looks sharp enough to slice prime rib and the interior is certainly a cut above the usual American fare. Theres often a disappointing sensation of getting into a cheap hire car at LAX whenever we sit in an American import but the BLS offers a clean if not adventurously styled fascia.

Three trim levels will be available across the BLS range. The standard trim level, SE, offers 16-inch alloy wheels, engine immobiliser, front, side and curtain airbags, driver trip computer, three-spoke leather steering wheel with audio control buttons, cruise control, air conditioning, front and rear electric windows, a seven-speaker audio system with CD player, and Piano Black interior decor trim. The intermediate trim level, Luxury, features additional standard equipment including Cadillacs StabiliTrak electronic stability programme, wipers with rain sensors, an eight-way electrically adjustable drivers seat, dual-zone climate control and 17-inch alloy wheels. Red walnut wood veneer trim enhances the interior decor.

The top of the range Sport Luxury trim level additionally offers 18-inch alloy wheels, sports suspension, xenon headlamps, and heated, electrically adjustable leather front seats with memory function. The Sports Luxury package will initially only be offered with the 255bhp 2.8-litre V6 petrol engine. Perhaps Cadillac could have done a little more with the steering wheel that looks a little too much like a hastily rebranded Saab item.

"The Cadillac BLS offers distinctive styling, sensible running costs and a genuine alternative to the usual suspects"

The engineering underneath the car is tried and tested GM fare. That means that youll get a front wheel drive chassis with a choice of either a 175bhp 2.0-litre four-cylinder turbo model or a 2.8-litre V6 turbo that punches out a hefty 255bhp.

Theres even a 1.9-litre direct injection turbodiesel engine thats good for 150bhp, a first for Cadillac. Itll notch off the sprint to 60mph in just 9.3 seconds but the in-gear acceleration times that really indicate a diesel engines torque response have been slashed dramatically.

The 1.9-litre TiDs powertrain includes the most advanced diesel particulate filter on the market, enabling Euro IV emissions compliance - an essential requirement for many company car drivers. Unlike other particulate traps, it is maintenance-free and self-cleaning, requiring no additives or periodic replacement. In order to clean the filter and to keep the exhaust flow as free as possible, these deposits are periodically burnt off by short pulses of over-fuelling.

These briefly raise exhaust temperatures to the required level of 600º C. The process is automatically initiated when back pressure in the exhaust system reaches a certain level and is completely undetectable by the driver. The self-cleaning process takes place whenever necessary, irrespective of throttle load or engine temperature. Pricing looks sharp with the entry-level 2.

0-litre just slipping below the £21,000 barrier at £20,728, while the 1.9-litre turbodiesel opens at £21,473. Opt for the range-topping 2.8 V6 model and youll need to find £30,998.


Vehicle type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
Price (U.K.): $34,870
Engines: turbocharged and intercooled DOHC 16-valve 1.9-liter diesel inline-4, 150 hp, 236 lb-ft; DOHC 16-valve 2.0-liter inline-4, 175–210 hp, 195–221 lb-ft; turbocharged and intercooled DOHC 24-valve 2.8-liter V-6, 255 hp, 258 lb-ft
Transmissions: 5- or 6-speed automatic with manumatic shifting, 5- or 6-speed manual
Wheelbase: 105.3 in
Length/width/height: 184.3/69.0/57.9 in
Curb weight: 3200–3600 lb

CITROËN - Citroën’s C-Métisse concept is out to prove that an exceptionally stylish fast mover can also be “green” – with a top speed of 155 mph and the economy of a small, low-powered hatch. The super-low, four-seater coupe has four upward opening scissor doors, an amazing leather and aluminum-trimmed “aircraft-style” cockpit, and bucketful of technology.



That includes a hybrid powertrain combining a 208 bhp V6 turbodiesel powering the front wheels with two electric motors to drive the rear ones. With sophisticated control systems it will go into electric-only “silent-running” mode in town, but they also say it’s a real drivers car, with 0-62 mph in 6.2 seconds with engine and motors working together.

Hot. Hot. Hot. Thats the only way to describe this four-door, four-seat grand touring coupe concept. Fifteen-and-a-half feet long and barely four feet high, the C-Métisse is certainly visually striking--and thats before you open the four scissor doors. (Yeah, we said its a coupe, but half the "coupes" coming out these days have two sets of doors.) The rest of the exterior is highlighted by adaptive LED headlamps, an aggressive and angular front fascia, and flared wheel arches.

A high-spec passenger compartment

Upholstered in white leather, the space reserved for the three passengers features an uncluttered design that creates an atmosphere of total relaxation.

Through their design, the three independent seats suggest comfort and lightness. This impression is reinforced by the airy shapes and hollowed volumes of the cabin, in which the leather trim and aluminium inserts clearly confirm C-Métisse as belonging to the world of exceptional cars.

For truly exceptional passenger comfort, each seat has independent air conditioning controls – stamped into the leather door panels – along with individual roof lighting. C-Métisse makes full use of its generous wheel base (3 m). The space provided for rear passengers is exceptional for this type of vehicle. Knee room, in particular, corresponds to limousine standards.

Spectacular door design and easy access

C-Métisse implements a number of astonishing technical solutions, particularly in terms of door design.

The first surprise is the presence of rear doors on a vehicle that is nevertheless the embodiment of a well designed coupé. The second lies in the ballet that takes place when the doors open, extending an impressive welcome to passengers: the front doors open gull-wing style while the rear doors spin round.

Looking beyond the stunning visual effect, this is actually an efficient solution for easy access. The doors rise up slightly on the roof – a major obstacle when getting into extremely low vehicles – to provide outstanding accessibility. The parallelogram boot opening also contributes to the overall looks of the car.

A coupé of elegant design

Looking at C-Métisse is a visual shock in itself. Long (4.74 m), wide (2 m) and low (1.24 m), the car is sculptural and almost intimidating. It demands immediate respect. However, far from creating a sense of distance between the onlooker and the car, this respect is mingled with an irresistible appeal, an absolute attraction. Whether were looking at the rear wheel arches, the bonnet or even the boot, an astonishing sensuality is reflected in the cars curving, sleekly muscled volumes. The seduction of C-Métisse is also expressed through a sense of latent power. Even when stationary, the body suggests movement. With its very long bonnet and virtually inexistent rear overhang, C-Métisse brings to mind the design balance of vehicles seen during the golden age of Grand Touring.

The design lines of C-Métisse also reflect the quest for outstanding aerodynamics, delivering improved fuel economy and lower pollutant emissions while also integrating the latest technological developments. Positioned either side of the double chevron badge on the radiator grille, the headlamps are equipped with a row of LEDs that light up progressively, depending on the steering-wheel angle and vehicle speed. This feature ensures excellent lighting when driving on winding roads by night. At the same time, the Michelin tyres with their central wheel nuts contribute to the sporting character of the coupé. More specifically, the development of these tyres was integrated with the vehicle design process, in order to optimise resistance to air and thus contribute to the vehicles excellent drag coefficient (Cd of 0.30).

News

Paris Preview: Citroëns C-Métisse Concept

PARIS — Citroën may claim that its new C-Métisse sports car proves performance can be green. But at the Paris Motor Show, the green may come from the envy of competitors who watch the crowd-drawing ability of this gullwing concept.

With a drag coefficient of just 0.30, the C-Métisse is as sleek as it is sexy. It also looks menacing and edgy — a nice combination. Its biggest virtue, though, is a fuel consumption rate of 45 mpg, achieved courtesy of an HDi V6 diesel engine and two separate electric motors on the rear wheels, capable of developing 295 pound-feet of additional torque. Around town, the concept car can run in Zero Emissions Vehicle (ZEV) mode.

The C-Métisse is only 48.8 inches tall, but at 186.6 inches, it is also quite long. Inside the "aircraft-style cockpit," passengers are pampered by individual white leather seats. Other luxury touches include leather trim, aluminum inserts and independent air-conditioning for each passenger.