Cars Service

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.

Kia Motors has revealed the first images of its latest concept car that is scheduled to debut at the Paris Motor Show later this month. The strikingly styled show car, named Pro_Cee’d, is based on the forthcoming three-door ‘sporty hatch’ version of the all-new Kia cee’d C-segment model. This five-door family hatchback has its world premiere (in production-ready form) at Paris and will be manufactured at Kia’s first-ever European assembly plant in Slovakia from November 2006.




The engine lineup includes three gasoline-powered units (1.4-, 1.6-, and 2.0 liters) as well as a 1.6-liter diesel. The ceed will initially be available in the four-door hatchback body style shown here, but a station wagon and a sportier two-door hatch will go on sale late next year. (The two-door is previewed by the pro_ceed concept also displayed at this years Paris show.) All three models will compete with C-segment entries such as the Opel Astra and the Ford Focus and be built at Kias new manufacturing facility in Zilina, Slovakia--for European customers only. Thats a bummer, since we wouldnt be ashamed of (bad pun alert!) planting the ceed in our garage.

PRESS RELEASE:
NEW KIA ceed TO HAVE BEST-IN-EUROPE WARRANTY

The all-new Kia family of ceed models will be backed by the best new vehicle guarantee ever offered, by any manufacturer, on cars marketed in the UK and Europe with every Kia ceed benefiting from a seven-year / 150,000 kilometre new car warranty.



Comprising five years cover on the entire car and an additional two years cover for the powertrain, the warranty will be free and transferable to subsequent owners, provided the vehicle is regularly maintained in accordance with the servicing schedule.

"Kia has taken the bold step of introducing a surprising warranty for the model which will unquestionably demonstrate our brands Power to Surprise to consumers in Europe," enthused Jean-Charles Lievens, Senior Vice President Kia Motors Europe. "The Kia ceed is truly a landmark model in our brands history and its debut marks the start of a new era.

"The Kia ceed is going to be a great car, a genuine challenger for top honours against the established stars in the closely-fought C-segment. Thanks to the high quality of vehicles coming from our brand-new facility in Slovakia, Kia is delighted to demonstrate its commitment to delivering maximum customer satisfaction, together with lowered costs of vehicle ownership by offering this revolutionary warranty," added Lievens.



The seven-year warranty is a further endorsement of Kias three core brand values – quality, trustworthy, dynamic – and will come into effect for UK customers when the new ceed goes on sale on 1 February, 2007.

Kia Motors Corporation (http://www.kiamotors.com/ or http://www.kia.com/) -- one of the fastest growing automakers in the world -- was founded in 1944 and is Korea’s oldest manufacturer of motor vehicles. As part of the Hyundai-Kia Automotive Group, Kia aims to become one of the world’s premier automotive brands. Kia’s 14 manufacturing and assembly operations in 9 countries produce more than 1.3 million vehicles a year that are sold and serviced through a network of distributors and dealers covering 160 countries. Kia today has over 32,500 employees and annual revenues of almost $16 billion. It is the major sponsor of the Australian Tennis Open and an official worldwide sponsor of the Davis Cup. From 2007 to 2014, Kia will be an official automotive partner of FIFA -- the governing body of the FIFA World Cup. Kia Motors Corporation’s brand slogan -- “The Power to Surprise” -- represents the company’s global commitment to surpassing customer expectations through continuous automotive innovation.

Volvo C30

Volvo will want to make much of its new S80 saloon at Geneva, but the real buzz will be around its C30 concept. It’s aimed firmly at Audi’s A3 and the BMW 1-Series and why not? Volvo has quietly built its reputation and desirability to enable to stand alongside the prestige German brands, so the C30 makes a lot of sense.



The trouble is, the designers couldn’t resist a nod at Volvo’s past, hence the weird rear end. It may have looked OK decades ago, but to our eye it’s rather sad in 2006.


Volkswagen Concept A

There will be plenty of concept cars to drool over at Geneva, many of which will go no further than being mere dreams. VW’s Concept A is a sure thing, even though the detail will alter before the final car is launched. This is a Golf-based SUV, with VW’s renowned 4MOTION all-wheel-drive chassis, 20-inch wheels and 150bhp provided by both a supercharger and turbocharger! Concept A is a hatchback without a central pillar; like the Mazda RX-8, it uses ‘suicide doors’. The production car is likely to debut in 2008 – can you wait?




Ford Focus CC

Everyone’s getting in on the Coupe Cabriolet act, but the Focus CC is sure to be at the top of the popularity tree when it’s launched later this year. Developed and designed in collaboration with Pininfarina, it gains some Italian style and will also be built in Italy. The Focus CC is the first European Ford with a folding hardtop, and second generation cars like the Focus certainly look a whole lot more coordinated than earlier attempts by the French car companies. Ford claims it will be a full four-seater, but judge that for yourself. Other say the same but it only applies if those in the rear have legs cut off below the knee.



Peugeot 207

Motor shows are about excitement but you can’t ignore the new Peugeot 207. The 206 was big favourite amongst private buyers in the UK and the 207 is set to step into its shoes. Decide before anyone else whether it’s beautiful or ugly – we’re not sure ourselves yet. To add some fun, Peugeot is also bringing along a sports concept model, the 207 RCup, which takes 207 to a new level. With its 280bhp engine, 6-speed sequential gearbox and 18" alloy wheels the 207 RCup could be the design blueprint for a future Peugeot Sport competition programme.



Porsche 911 Turbo

Yes, you knew already that the Turbo would look like a regular 911 on steroids but it still makes compulsive viewing. It has a whopping 60bhp more than the outgoing model, its 480bhp on a par with that of the Ferrari F430 and good for 0-62mph in an astonishing 3.9 seconds. Four-wheel drive helps get all that power down on the road. The modified front end gets distinctive, tautly drawn cooling air inlets, while the rear view, which is what most will see on the road, is much more aggressive. Take a look too at the new 911 GT3 Cup, a road racer.



Vauxhall/Opel G

The VX220 has slipped quietly away and it will be another year before we get our hands on its replacement. But what a replacement! The new Opel GT will be shown for the first time at Geneva, the only difference to the Vauxhall being the badges. It’s a full convertible with front engine, rear-wheel drive, which should make it more civilised than the VX220. But it won’t be any slower; the 260bhp turbocharged two-litre engine will make sure of that. The GT will be built in the States and shipped over here; Geneva will be your first chance to see it – and to get you order in.



Lotus Europa

Lotus has played around with the Elise theme a continuously over the past few years but the new Europa is the one that makes most sense. Lotus claims this is more of a Grand Tourer, and when compared to the Elise, the Europa S has a larger boot and easier cabin access. You even get luxuries like a full leather interior, driver and passenger airbags and carpets. None of this is likely to make the Europa anything less than an exhilarating drive, though. The 200bhp Vauxhall turbo engine will make sure of that.



Jaguar XK

It will be all over British roads by the summer, but Jaguar’s XK is definitely worth crawling over at the show. The lines look more impressive in the flesh, and you can make you mind up whether the XK really does make the Aston Martin DB9 seem rather pointless. The 4.2-litre V8 isn’t really powerful enough to do that but the XKR version, which just may make an appearance at Geneva, certainly will. Coupe or convertible? Only you can decide.



Ferrari 599 GTB

This will be your fist chance to eyeball Ferrari’s stunning new replacement for the 575 Maranello. The Italian supercar manufacturer has learnt its lesson and this time launched its two-seater with a Pininfarina design that brokers controversy but lacks no passion. The Ferrari 599 GTB boasts class-leading power thanks to its 5,999cc V12 - derived directly from the Enzo Ferrari supercar – which produces no less than 620hp. Ferrari has adopted the latest evolution in its tried and tested all-aluminium construction technology for the body and chassis.



Alfa Romeo Brera Spider

The Brera coupe has already been shown and driven, so the new Brera Spider is no big surprise. Except that it is impossible to ignore this stunning Ital Design modelled roadster, with its beautiful flowing lines and a real sense of character. The 2.2 is, of course, front wheel drive, which is hardly the perfect recipe for a sports car, but the engine is feisty enough to promise some fun. More exciting is the 3.2-litre V6, which gains Alfa’s charismatic V6 plus four-wheel drive.

In all frankness, Acura had been out of the loop for awhile when it came to building a top-notch luxury/performance car. In recent years, the company has come up with several vehicles that have been a kind of rebirth for the luxury division of Honda. The MDX sport-utility continues to be popular five years into its life cycle. The tired Integra was put to pasture and replaced by the quick and much more sophisticated RSX.




More recently, the sporty and well-appointed TSX and TL came along, giving extra credibility to the notion that a reinventing of the Acura name could actually work. The 2004 model year is the last year for the current RL, so if you like that sort of 1990s-era luxury sedan, youd better get one now. Youll probably get a really great deal on a 2004, because once the buying public gets a look at the new one, we suspect high demand for it will promote generous discounts on the outgoing model.

Inside and Out

VTEC, ATTS, and AWD are nice, but all have been seen by the world before. Its hard to sell a car on performance alone these days, so Honda made sure to take the innovation lead in creature comforts.

Lets start with something everyone can enjoy: audio. The standards of sound have been rising just as fast as the standards of speed, but Acura stands out front for the moment. Its hard to ask for more watts than 260, more speakers than ten, more discs than six, or more formats than AM, FM, XM, CD, MP3, and DVD-A. That last one is exclusive to Acura, who has been among the first to bet on DVD Audio as the next universal format to supplant the aging compact disc. And unless you completely ignore the world of electronics, you have no doubt heard the number 5.1 tossed around a few times. That refers to the number of channels through which audio passes, and it has been the standard of home theater for years. The RL brings this standard to cars, which are hopelessly stuck in a two-channel stereo world.



Unfortunately, the sampler discs provided by Acura were aimed at a generation of journalists a tad past their prime. (Grover Washington? Steely Dan??) Given no familiar material to work with, all my judgment could tell me was that DVD Audio sounds great. How great compared to CD, I cant say, but I am pleased with the life this system brought to my MP3s. I also came to appreciate XM radio more than I expected. It was refreshing to hear a station play more than the same six songs in rotation, and to hear tunes that have been off the air for years, thanks to FM radios policy of banishing any song to the trash heap after three months.

Another nice touch is the key, which youll never have to touch again. Most people past adolescence might recall the days when the act of unlocking a car required the Herculean effort of removing a key from your pocket, inserting it in a keyhole, and turning it. At some point in the ‘90s, we cut that down from three steps to two: removing a remote from your pocket, then pressing a button. Acura cut it down to zero: as long as the remotes in your pocket, you can open the door. You can also start the engine. In fact, if the remote is within two feet of the car, you can do pretty much anything. This might not be the same as finding a cure for cancer, but its close.

Thanks to BMW, todays standards dictate that the RL wouldnt be a luxury car if it didnt have a tyrannical computer screen in the middle of the dash that served as the gatekeeper for every possible function of the car: navigation system, audio, climate control, trip computer, Bluetooth cell phone hookups, etc. Well, it does, so it is. And yes, theres a big central knob that you will be pushing and rotating a lot, but at least the majority of climate and radio controls have their own buttons. Heres my take on the matter: three minutes leads to frustration; three days and almost everything becomes second-nature. It takes memorization and getting used to, but then you get used to it, and it makes sense. This contrasts sharply with all the hearsay on BMWs iDrive, which frustrates everyone to no end. Still, that doesnt mean Acuras system isnt distracting, free of redundancies, or wouldnt be better off with normal controls. And the systems failure to understand simple voice commands makes this Acura a foreigner in need of deportation. When a car comes with an hour-long tutorial DVD, you just know theres bad news ahead.

Acuras navigation system, already praised for its easy operation, stands as far above the competition as does its audio system. No surprise, then, that theyre connected. Unlike your unreliable AM radio station, which probably sends updates every ten minutes (if youre lucky) on whatever areas they feel like reporting on, the RL sends real-time traffic updates every minute for every major metro area in the continental U.S. through the XM band. The next time youre stuck in a freeway traffic jam, dont look for any Acura RLs. Their drivers will have already known something you discovered the hard way. Two personal complaints of the nav system: a non-constant scrolling rate, and breaks in the display when doing so.

The rest of the interior is first-class. Very soft (and perforated) leather, smart cupholders, drivers seat memory, sun-sensing dual-zone climate control, auto-dimming rearview mirror, rear air vents, rear sunshades, xenon headlights that swivel in turns, and all that other stuff is here. The only gaffe is a center console that, if it were 1 mm wider, could comfortably fit the DVD Audio discs it was probably designed for. Oops.

Luxury has other costs besides money. The power tilt/telescope steering columns need to slowly retract or return when you turn the car on or off feels like a waste of time, especially when youre struggling to turn a moving ignition switch. Also, toeroom under the power front seats is cramped, and the center-rear passenger is perched too high to have any headroom, making the RL an even less viable five-passenger car than the Accord.

Other Thoughts

The outgoing RL was never a real contender in the luxury sedan world, as other cars always seemed to offer more luxury, style and performance. The one thing this car has always offered is impressive value, but were not altogether sure thats the kind of thing that rings true with buyers in this segment who typically have flexible budgets.

So the old car is mediocre and the new one is really awesome. Sure, weve heard that story a thousand times if weve heard it once. Even so, the new version of the RL is truly new and has almost nothing in common with the old one. In fact, the new RL could be called overkill, as it offers features we never would have thought of let alone expected on a luxury performance sedan. Acura is well aware that the outgoing RL was not a contender against the likes of Audi, BMW, Jaguar and Mercedes-Benz, and the company set out to fix the problem by designing a car that has the look and feel of a true luxury vehicle combined with the stunning performance of a German sport sedan.

Final Word

This car is packed with so much advanced and complex technology, we cant help but think we should reserve final judgment until we spend more time driving it. Many of the advanced features mentioned here can only be properly evaluated over the course of a week or so, as it is the integration of that technology into a persons everyday life that determines its success or failure. Our preliminary impression is that the new Acura RL is an excellent car that now fits in with and boosts Acuras desired image as a builder of sporty and luxurious cars. Like the TL and TSX, the 2005 RL offers a performance edge normally reserved for such brands as Audi and BMW. The car combines tons of technology (both electronic and mechanical) into a package that is good-looking and fun to drive — its the seamless integration of that technology plus real luxury that makes the new RL such an excellent sport sedan.

Introduction

After more than a year of rumors, false names and spy photos, the Ferrari Enzo finally made its debut at the 2002 Paris Motor Show. Named in honor of the Italian auto maker’s founder, the Enzo is the latest special edition supercar to come out of Maranello. Past limited-run Ferraris have included the GTO, the F40 and most recently the F50 which celebrated the automaker’s 50th anniversary. While the initial plan was to build only 349 examples of the Enzo, Ferrari president Luca di Montezemolo announced that 50 additional Enzos would be built for a total of 399. Pricing has not been announced, but it doesn’t really matter – the entire run has already sold out.



Pros:

I like Enzo Ferrari, beacause not because of its speed & accelleration, because what it has done to racing. Since 1975, racers have been wishing to accomplish a good type & nessecery way.That is what I like about Enzo Ferrari.

Cons:

The design and styling of this car looks horrible compared to my F1. If you want the best of the best, wait until the Bugatti Veyron comes out...that car has a great chance of surpassing my McLaren F1.

Overall Review:

This car is known to be one of the greatest sport cars. It will go down in history with all of the other super cars. I have pulled many strings and worked very hard to even get a look at this car. My enzo (#274) off the assembly line is the greatest car I will ever own throughout my collection. I could tell you all of the stats and how it is so perfect in each an every way.

I could tell you that I get goos bumbs just looking at it when I take it out for a test drive on the track every two months or so, but it still wouldnt describe this car. I bought this car for me and it is the one car that will make me feel distingushed and imprtant unlike anyone else in the world. So my overall review is in the end its worth it, for me.

Over all I would recommend the Enzo to anyone with a healthy savings and a tolerance for adrenaline "jet lag". Its styling completely matches its proformance and keeps witht the flow in the way the car handles on straight aways and even corners. Dry or wet pavement, the Enzo goes toe to toe with the best I have driven and dosent miss a beat. I love the fact that no matter how let down I am about how the day has gone I can enjoy the "partnership" of an equally hard working machine. "kudos" - if you will- to Ferrari for living up to the pre-sale hype.

The Toyota 4Runner has become increasingly marginal in the competitive midsize sport-utility vehicle market for the past few years, but the significantly redesigned version brings this Toyota up to speed again.

The 4Runner has a familiar name, having been introduced in 1985 with sales of more than 1.2 million units. But the 2002 version was saddled with a 6-year-old design that had to compete with a large number of new sport-utes unveiled in the past few years.



Redesigned and re-engineered for the 2003 model year, Toyotas long-running 4Runner is still a capable off-road sport utility vehicle with rugged body-on-frame construction.

This new fourth-generation 4Runner is bigger than its predecessor, offers a first-ever V8, adds a number of new features including electronic control for steep downhill descents off road and optional curtain and side airbags and provides an improved, bit of refined ride.

Minor trim and feature changes mark 2006 for Toyotas truck-type midsize SUV. 4Runner comes in SR5, Sport Edition, and Limited trim, each with specific styling touches. All offer a V6 or V8 with a 5-speed automatic transmission and standard rear-wheel drive. The V8 can be ordered with all-wheel drive, the V6 with 4WD that can be used on dry pavement. Both systems have low-range gearing and include hill descent control designed to limit speed down steep slopes. Hill ascent control--to avoid sliding backward--is standard linewide.

Pricing is changed, too. While the starting manufacturers suggested retail price is around $27,000 now, a 4Runner with new V8, four-wheel drive and a host of options can actually carry a lofty price tag of more than $42,000.

This is a far cry from the pricing and amenities offered on the truck-ish, rather barebones SUV that the 4Runner started out as in the mid to late 1980s.

Two new engines, old 4-cylinder dropped

The 4Runner now is available with 6- and 8-cylinder engines. The 4Runners 4-cylinder power plant from last year is gone.
The 2003 base engine is a new, 4.0-liter V6 capable of 245 horsepower and 282 lb-ft of torque at 5200 rpm.

Power here is pleasant and not overly brutish, even if torque is not strong enough to snap your head back.

Both performance numbers top those of the Nissan Pathfinders V6 and the inline 6 in the Jeep Grand Cherokee. In fact, the 4Runner V6s 245 horses even top the 235 horsepower provided in the vehicles up-level V8.

The pulling power, or torque, is highest with the 4.7-liter, double overhead cam, i-Force V8. Its a full 320 lb-ft at 3400 rpm.

This compares with 326 lb-ft at 3600 rpm in the Grand Cherokees High-Output V8.
In the test 4Runner with V8, the vehicle felt like it had plentiful power, no matter if I was climbing hills off road or passing vehicles on the highway.

I needed to only depress the accelerator pedal slightly and the power would come on. If I slammed down hard on the accelerator at startup, there was strong power that pushed my head back against the head restraint.

Shifts were smooth from the 5-speed automatic, which is a first 5-gear automatic in a Toyota truck. The 4Runner V6 comes with a 4-speed automatic, though.
For both engines, Toyota recommends 91-octane gasoline.

Note the towing capacity for the 4Runner remains at 5,000 pounds, the same as last years model.

Safety Features

Safety features include an option that has front side airbags working with front and rear curtain-shield airbags.

The 4Runner has a generally smooth ride, but it isnt as smooth as rides from car-based sport-utility vehicles—or those with an independent rear suspension.

The variable-assist power rack-and-pinion steering is suitably fast. Standard anti-lock brakes are easily modulated despite a rather soft pedal and have brake assist and electronic brake-force-distribution features.

Extra effort is needed to get in and out of the tall 4Runner, and its narrow running boards are more of a hindrance than a help for those with large shoes. At least the windshield posts have large grab handles to assist entry and exit—especially for elderly folks.

Lots of Driver Assists

The 4Runner is loaded with driver assists. One is its Hill-start Assist Control system, which should be especially appreciated by those living in hilly areas. The system comes on all 2- and 4-wheel-drive versions and is a "first" for a sport ute.

By controlling the brakes, Hill-start increases stability for improved control on steep upgrades and stopping and starting on slippery surfaces. It helps prevent the 4Runner from rolling backward or slipping sideways during transition from a stopped position to climbing an upgrade.
Electronic traction control and anti-skid systems also are standard.

"The best vehicle I have owned!"



Pros:

A very well put together and thought out SUV. V8 Power is excellent. The new rims, exclusive to the Limited, are very sharp. Fit and finish are outstanding. Input for your Ipod now standard. Extra power outlets to handle everything from a radar detector to a laptop.

Cons:

A few very minor details. The power window and lock buttons are in a strange place.

Overall Review:

The 4Runner has everything that you want in an SUV. Good power and above average fuel economy for a medium to large SUV define the 4Runner. Interior styling is modern and pleasing. The seats hug your body and make for a comfortable ride. The suspension gives you the feel of a luxury sedan. Good on or off road with the 4x4 option. This is no Explorer or Envoy. This is far beyond anything that they offer.

Overall, this is a great SUV. Its luxurious, powerful, and isnt the typical soccer mommy SUV. We purchased this vehicle as a kid hauler, towing vehicle, and light off road machine. It does all of very well. I highly recommend! Cheers.

THE Mitsubishi Airtrek joined the growing number of compact people carriers like the Renault Scenic, Honda Stream and Opel Zafira, but it came without a third row seat. Every car manufacturer today has not only one but a few variants in their MPV line-up. The MPV range has become a much-needed entity for manufacturers. No more are they just satisfied with just one model and variants are provided for potential buyers to choose from.



The Airtrek was positioned as a ‘sports’ MPV for the daddy to drive something a little exciting as a detuned EVO VII engine was shoehorned in the front. For the less financially fortunate, a stock 2.0-litre was also available. The bulletproof Mitsubishi 16-valve 2.0-litre petrol engine does not excite nor does it disappoint. The Airtrek is quite compact, roomy, easy to drive and economical. The 2.0-litre engine performs well making the Airtrek quite practical for the average family needing a little bit more room for the tonnes of ‘equipment’ needed to move an average family of four these days, though it is not as practical as others of its type.

If youve ever driven a Mitsubishi Evo VII youll know that its as brutal and intoxicating as any road car money can buy. Theres no concession to comfort and an almost clinical, obsessive focus on going as quickly as possible above all else. The Evo makes you drive faster than you would in other cars but at the same time engages you on a personal level - goading you mercilessly until you give it all of your attention and start working to its agenda. If youre not committed it sulks and you feel like a wimp, and when you do give in and push the Evo anywhere near its limits your licence is in grave danger. People who buy them must be very strong-willed or have no regard for the law whatsoever.

The four-wheel drive five-door has a muscular, high-shouldered look, enhanced by its semi-SUV layout. An almost chopped look about the roof and side glass emphasises the wedgy lines; the bonnet scoop for the intercooler and the 16-inch diameter alloy wheels reinforce the impression of power and purpose.

The Airtrek Turbo is a high-performance boosted 2.0-litre that joins the rather anaemic front-wheel drive and all-wheel drive naturally-aspirated Airtrek 2.0s.

Its chalk and cheese between those non-boosted cars and the 177kW Turbo.

Its basic powertrain comes from the automatic gearbox version of the high-performance Lancer Evo 7.

The 16-valve, intercooled turbomotor delivers hefty peak torque of 343Nm. Mitsubishi says thats good enough to tow 1500kg loads.

Its also good enough to supply very rapid acceleration and sparkling open road passing power.
The car launches smoothly and instantly from rest.

Though theres a little turbo lag and a hefty push when the turbocharger comes on boost, the lag isnt great enough to be really annoying.

It shifts smoothly if left in Drive, and has good, smooth and instant kickdown.
The car rides on sports suspension and that adds up to a rather jiggly ride around town and somewhat bumpy progress on uneven open road surfaces.

Handling is generally good, though biased towards understeer.

The accommodation is excellent with comfortable, well-shaped seats that gave sufficient support during brisk cornering. The seat trim was an attractive blue velour pattern.
The Airtrek Turbo is pleasant to drive, with secure handling and grip. Its also pleasant to travel in and is a good long-distance conveyance. Fuel economy? Not a strong suit. .


Fuel economy is the aim of this 2.0-litre engine especially with the recent fuel price increases. On the highway, the Airtrek gets around 8.5km/l, which is good, but by no means startling. The automatic transmission doesn’t help, but the INVECS-II four-speed autobox is a terrific unit. Shifts are always smooth and you’re never left floundering in the wrong gear. You just engage D and forget it’s there. The engine is torquey and smooth, which helps. Quiet, too, unless revved hard. Remember this is not the performance version.

If you reckon regular MPVs are too van-like then the Airtrek solves that problem. Take a look at the pictures. It looks almost like a four-wheel drive stationwagon. The headlight treatment is in line with the current trend following the twin look, either with oval or round lamps. The rear lamps follow the same design as the popular Evolution VII.

Overall, the Airtrek offers little real accommodation advantages over the bigger hatchbacks and estates, such as the Ford Lynx S and the Nissan AD Resort nor does it offer quite the versatility of the Renault Scenic, Honda Stream or Opel Zafira. The fact that this car is fully imported the used selling price starts from RM$110,000 for a two-year-old unit. It still represents a good buy as it comes with all the necessary goodies that buyers deem as necessary today.

Forget the powerful engine, forget the stylish premium luxury, and forget the glorious wheels. I bet Hyundai can sell just about any plain tin cans that they can hammer up as long as they come with these gorgeous girls. Dream on guys. Someday in the near future, Hyundai may become dire enough that they might offer these girls as an option with their automobiles.

Just a funny thought.





The interior looks more conservative than the FX or RX.
You can see the RX has a 2 tier dash, with distinct gauges.

The Veracruzs lines are clean, with no bold offsets.
Its a more traditional look.
Not for me, but I can appreciate its serene old boardroom quality.
Everything about this car is a "clean" quality, for an older audience.

News

The Veracruz SUV, equipped with a 3.0-liter diesel-powered V-6 engine that produces 240 horsepower, is a longer and roomier version of the previous model, Santa Fe, with additional high-tech features.




"We are confident the Veracruz will be poised as a new global brand for Hyundai Motor after the Sonata and Santa Fe," Hyundai Motor Vice Chairman Kim Dong-jin said in a statement.

The Veracruz will compete primarily with upper-midsize crossovers, including Toyota Motor Corp.s (TSE:7203) Lexus RX 350 and Honda Motor Co.s Pilot, the automaker said.

The new SUV, named after a Mexican port city, is priced from 31.8 million won (US$33,000) to 41.14 million won, depending on accessories, in South Korea. Hyundai Motor spent 223 billion won and took 26 months to develop the new vehicle.

The Veracruz will be put on sale in the North American market in December. Next year, Hyundai Motor targets sales of 85,000 Veracruz SUVs at home and abroad,

Prudential Investment and Securities analyst Yoo Young-kwon said the new vehicle is expected to help Hyundai Motor expand its market share in the United States, unlike the automakers predecessor SUVs such as the Terracan that were shunned by American drivers.

However, in a research note, Yoo noted the launch of the Veracruz at home came at a bad time because the government hiked the SUV ownership tax by 17.7 per cent this year amid persistently weak private consumption.

The new models introduction followed a series of delays after Hyundai Motor Chairman Chung Mong-koo was arrested in April on charges of embezzlement and breach of trust in connection with a slush fund scandal.

Chung, 68, was released from prison in late July and is now on trial.

Hyundai Motor, along with its affiliate Kia Motors Corp. (KSE:000270), aims to become one of the worlds top five automakers by 2010.

However, annual labor strikes and opaque management practices by the Chung family, as well as higher oil prices and a stronger Korean currency, have pushed the automaker to the sidelines, some analysts say.
(http://sg.biz.yahoo.com/061012/16/43zzl.html)


The article indicated Hyundai will begin selling the Veracruz in December, which is very surprising when learning this. I know the Veracruz is confirmed and will make its "world" debut in January 2007 at NAIAS. Whats the word, will we receive this before the auto show unveiling? If true, thatd be great!! Otherwise, Ive been told during the 1st or 2nd quarter of 2007.

One thing I am sure, Hyundai will have no problem selling the Veracruz, the car itself, quality, price, safety, and warranty will sell a lot of units

Here are some comparative specs between the Hyundai Veracruz, Hyundai Santa Fe, Honda Pilot, Mazda CX-9, and Subaru B9 Tribeca.

Track, front (in.): 65.7 / 63.6 / 66.5 / 65.1 / 62.2
Track, rear (in.): 65.7 / 63.8 / 66.7 / 64.7 / 62.1
Overall Width (in.): 77.6 / 74.4 / 77.5 / 76.2 / 73.9

Height, w/o roof rack (in.): 68.9 / NL / 70.1 / 68.1 / 66.4
Height, w/roof rack (in.): 71.1 / 67.9 / 71.3 / NL / NL

Overall Length (in.): 190.6 / 184.1 / 188.0 / 199.6 / 189.8

Wheelbase (in.): 110.4 / 106.3 / 106.3 / 113.2 / 108.2
Overhang, front (in.): 38.0 / NL / NL / NL / NL
Overhang, rear (in.): 42.1 / NL / NL / NL / NL
Specs for 3.0 V6 Diesel:-

Type: V6 E-VGT
Displacement: 2,959 cc
Max. Horsepower: (ps/rpm): 240/ 3,800
Max. Torque, (lb.-ft./ RPM) : 333/ 1,750~3,500

This 2003 review is representative of model years 2003 to 2006.

Below is a full, detailed 2006 Lincoln Town Car review and road test from new car Test Drive. A full evaluation of price, equipment, the driving experience, and specs are all here in a structured, easy-to-navigate format from journalists with limitless experience.

The big 2003 Lincoln Town Car is reminiscent of grand 1930s luxury cars such as the large Duesenbergs, Packards, Cadillacs and Lincolns.



Such rear-drive cars were breathtaking, especially if they had custom bodies. Even today, a 1936 Packard Twelve with a custom body by Fernandez & Darrin of Paris can stop people in their tracks.

However, Duesenbergs and Packards are long gone, and General Motors and DaimlerChrysler have abandoned the V8, rear-drive luxury sedan market—at least temporarily.
That makes the Lincoln Town Car really stand out. It has some of the visual impact of the top 1930s luxury cars because of its slick styling and large size. In fact, its the only big rear-drive V8 American luxury yacht left.

The latest version of the Town Car has gone on sale this summer as a strategically improved early 2003 model, with base prices ranging from $40,270 to $50,700.

Big car with big trunk

"Town Car customers can buy whatever they please, and their priorities are room, ride, comfort and safety," said Rick Brisson, Town Car brand manager. Indeed, the more than 17.5-foot-long Town Car is all about room. It already had the largest trunk in its class— perfect for suitcases and golf bags of all sizes. You dont have to organize them or sort them; they seem to fit back there without fuss.

Now, access to the Town Cars 21-cubic-foot trunk is improved, thanks to a wider trunk opening in the 2003 and the fact the mini-spare tire that used to intrude from a back shelf in the trunk is repositioned.

Inside, the Town Cars 45.8 inches of legroom in the front seat and minimum 41.1 inches in the back seat— 46.96 inches in the Town Car long-wheelbase trims— are noteworthy. In contrast, the Cadillac DeVille has 42.4 inches of front legroom and 43.2 inches in the back, according to Cadillac.

Likewise, the Town Cars front-seat hip room of 57.3 inches surpasses that of the DeVille and Lexus LS 430.

Limo-Style Rear Room

Most of the extra space of the longer-wheelbase trims is devoted to more rear-seat room. In fact, the long-wheelbase trims have more back seat legroom than any regular production car. However, the standard-length Town Car has plenty of rear-seat room.

One might think that the big, heavy Town Car would be clumsy, but the 2002 model was generally good in that regard and the 2003 model is significantly better.

Same engine, more power

The 2003 Town Car has the 4.6-liter, single overhead cam V8 that was in the predecessor.
But it makes more power now — 239 horsepower vs. 220 in the 2002 Town Car. Torque is up 22 lb-ft to 287 at 4100 rpm.

Its more than adequate to get the new Town Car up and moving quickly. I launched out of a parking lot and into traffic, yet easily managed to keep ahead of the oncoming cars, for example.
Shifts from the four-speed automatic transmission are smooth most of the time. There was a sharp jerk when the accelerator was depressed hard for a bit, as if the driver wanted quick acceleration, then released suddenly.

But despite the increased engine power, I didnt hear a lot of engine noise while inside the Town Car. The exception was when I had the pedal to the metal. Then, the deep sounds of a V8 at work would come through. Theyre newly tuned for a more pleasant sound this year, too. Fuel economy isnt bad for a car this big that can carry up to six passengers. The 2003 Town Car, which comes with a four-speed automatic transmission, is rated at 17 miles a gallon in the city and 25 mpg on the highway.

Improved Steering

The stiffer frame helps handling. So does the new rack-and-pinion steering, which replaces the older models less precise recirculating ball steering gear. Steering effort is low at parking speeds and rises progressively as speed goes up.

The front suspension has a more robust design with such items as upgraded shock absorbers to improve handling.

A revised rear suspension also allows better handling and reduces transmission of road impacts into the cars structure. That suspension has a stabilizer bar, and load-leveling air springs maintain a constant ride height, regardless of vehicle load.

There is a more powerful 4-wheel anti-lock brake system with a new booster that provides a "panic assist" during fast stops.



Pros:

A return to more formal styling

Suspension improvements bring better handling

Oh-so-roomy back seat, especially in L trims

Cons:

Still some floaty sensations

No head restraint for middle person in back

Some features not offered

OVERVIEW

This is the best automatic I have had any experience with. Very smooth in both up shifts and downshifts. No drag and no clunk as it goes into gear after being in Neutral.

The fact that you have this problem points to something different in your vehicle that must be fixable. It is a pity that Toyota/Lexus does not appear to take responsibility. The fact is that they are not alone - just check out horror stories from other manufacturers. When you get a lemon you are in trouble. The sooner that Australia has anti-lemon consumer laws like the US (surprise on this) the better for consumers.



Toyota Australia wanted the Highlander name, but Hyundai -- which uses it as a grade name on the Terracan four-wheel drive -- would not relinquish the moniker. Hence Kluger, which is said to mean clever or very clever in German.

The Kluger is a deceptively large vehicle, appearing in pictures to be no bigger than a Subaru Forester. In fact, the Kluger is 4.7m long, 1.83m wide and around 1.7m tall, making it between 10-25cm bigger than Forester in all dimensions. A Commodore sedan, by comparison, is another 10cm longer than Kluger.

Klugers basic wagon package surrounds a powerful 3.3-litre V6 engine mated to all wheel drive and high ground clearance. Toyota believes the Kluger, and vehicles like it, will be the next big thing in Australia. So much so that Toyota hopes to build a solid enough business case to stop importing and start producing the vehicle at its Altona plant by 2007.

For that to happen Australians must show an annual appetite for 30,000 Klugers, or around 2500 per month. Initially Toyota believes it can sell around 500 a month, but expects sharp rises in sales and popularity when Holdens six cylinder Adventra and Fords Territory join the fray -- and increase market exposure of crossover vehicles -- late in 2004.

The Kluger is available in three models, CV (tested), CVX and Grande.

The Kluger range is powered by a 3.3 Litre quad cam V6 that produces 172kW at 5,600rpm and 328Nm of torque at 3,600 rpm. The entry level CV and mid grade CVX have a viscous coupled centre limited slip differential and a limited slip rear differential. The Grande has electronic all-wheel-drive control using the electronics of its vehicle stability control and traction control systems.

SAFETY

Klugers safety story begins with its vehicle dynamics, which are far more impressive and responsive than a traditional four-wheel drives. Though not quite at the level of a passenger car, Klugers relative sure-footedness will improve your chances of avoiding a crash.
All Klugers get all-wheel drive, as well as anti-lock disc brakes with EBD and BA (Electronic Brakeforce Distribution - sends braking force to the tyres with the most grip; Brake Assist - detects a driver-initiated panic stop and applies maximum braking).

Vehicle stability control (VSC) and traction control (TRC) are standard on the Grande, an optional extra on the CVX and not available on CV.

Passive safety includes front airbags for driver and passenger and pretensioning seatbelts with force limiters. Klugers bodyshell is said to be "highly rigid" by Toyota, which provides both a strong protective shell and the basis for a nimble and responsive chassis.

COMFORT

Toyota vehicles are nothing if not efficient and practical, sometimes to the detriment of emotional attraction. No matter, because theyre also supremely capable and keenly priced, and Klugers no different.

Interior space and features are unremarkable in their efficiency. Both the front and second row of seats are comfortable and roomy enough for an average sized adult. The front seats are slightly moulded to reduce body sliding, particularly the backrest, though not enough for our liking. Headroom is good in both rows, and access to each is made easy by wide opening doors and cars high stance.

The third row of seats -- fitted standard to CVX and Grande models, optional on CV -- is a kids-only domains. Adults will have difficulty getting their bigger feet into the footwell, the depth of which leaves knees awkwardly high. The third row does fold perfectly flat when not in use, freeing up plenty of luggage space in the boot area.

We had some difficulty finding a comfortable driving position, despite the fact the drivers seat slides, tilts and raises. The steering wheel only tilts, meaning the pedal to wheel ratio is always a compromise. That said, driving the car is no problem, visibility is very good in all four directions, and large wing mirrors are easy to use.

Swing-type arm rests on the two front seats come in handy on longer trips.

FEATURES

Klugers most attractive features are undoubtedly its people-carrying capacity and on-road performance, coupled in a four-wheel drive body. The popularity of traditional four-wheel drives has grown phenomenally since 1990, due as much to their high driving position and carrying capacity as to their off-road ability.

Toyota calls Kluger a car-based SUV, which "offers passenger car-like comfort and performance." Well take a closer look at that statement in the "On The Road" section, but for now lets check out the range.

Three models comprise the Kluger range in Australia -- CV, CVX and Grande -- with pricing starting at $43,990 and topping out at $58,990. All three models share the same engine and transmission package, namely a 3.3-litre V6 mated to a five speed automatic transmission. All three models have all-wheel drive, mechanical on the CV and CVX and electronic on the Grande.
All Klugers include power steering, cruise control, climate control air-conditioning, tinted rear-side windows, trip computer, CD player and full-size spare wheel. Features and safety equipment increase from model to model in tune with the price; the CVX and CVX are the best value for money, and are expected to appeal to more than 90 percent of all customers.

The higher grade CVX adds alloy wheels, roof rails and fog lights on the outside. Power front seats, a six-stack CD player and rear-seat heater controls compliment the interior.

Top of the line Grande adds bigger 17-inch wheels, sunroof and a rear spoiler outside, touch-screen satellite navigation inside. In addition, front side airbags and curtain airbags, electronic four-wheel drive, traction control and vehicle stability control make the Grande the safest of all Klugers.

ON THE ROAD

Kluger fulfils Toyotas claim of having more passenger car-like on-road manners than a four-wheel drive, but its still a little way off handling like a true passenger car. Excessive bodyroll in corners is Klugers main problem in an otherwise faultless repertoire.

Kluger handles bumps and ripples in the tarmac with sure-footed efficiency, never losing a step or troubling the steering wheel. Taken to the edge of tyre grip the Kluger pushes gently wide as the tyres squeal their displeasure. At cruising speeds the Klugers independent suspension delivers a smooth unruffled ride to occupants enjoying the well-insulated cabin.

The 172kW V6 engine is more than adequately suited to this application, providing strong acceleration off the mark, and never short of herbs on steeper climbs. It settles comfortably into a 100km/h cross-country jaunt, the engine noise barely registering in the cabin. Kluger, like some other Toyota products, is limited to 180km/h -- which is unlikely to be a problem on Australias heavily policed roads.

The five-speed automatic gearbox is inconspicuous in its operation, smoothly transiting between the gears. Its reluctant to change down, requiring an exaggerated push on the throttle to encourage a cog-swap. For those, like us, who prefer a little more control, Toyota offers manual selection on all five gears via the overdrive button (4) and 3-2-1.

Klugers power assisted steering is slow to wind on, requiring too much input for the desired result. Weighting is on the too-light side of perfect, with little weight build up under stress. It is accurate, and cushions the driver well from road bumps, but lacks feel. Klugers turning circle is slightly larger than the average family sedan, but certainly smaller than most big four wheel drives.

Which is really what the Kluger is all about: A very good attempt to build a true crossover vehicle that successfully combines passenger car dynamics and performance in a four-wheel drive. Is it worth buying? Yes, if youre after a psuedo-four wheel drive for mostly urban use.

Verdict

One of the most competent of the soft-roaders with impressive performance. Styling is fairly bland and not as striking as its sister-under-the-skin Lexus RX330. It ought to be called the RAV6.