Lotus Clark Type 25 Elise SC Special Edition

Type 25 celebrates the life of Jim Clark: Jim Clark is considered by many as the finest and most naturally gifted racing driver of all time. He won the F1 World Championship twice for Team Lotus in 1963 and in 1965. In total, he won 25 Grand Prix races and was the first Briton to win the Indianapolis 500.

Clark won a third of all the F1 races he entered, as well as racing in other formulae such as F2, F3 and Touring Cars. Typically he would race in as many as three different categories per race meeting! How many of the current crop of F1 drivers would do that? In tribute to Jim Clark's achievements, Lotus, in association with Classic Team Lotus, is producing the Clark Type 25 Elise SC, with a donation for each of these special cars sold going to the Jim Clark memorial fund.

This Elise, limited to just 25 cars in the UK (25 being the Type number of his 1963 Lotus F1 car and his number of F1 wins) has been authorised by the Clark family and coincides with the 40th anniversary of Jim Clark's death at Hockenheim in 1968. The Clark Type 25 Elise SC will be launched at The Scottish Classic SpeedFair at Knockhill on the 8th of June 2008 and will form part of a weekend long tribute to Jim Clark.

The Club Lotus Jim Clark Remembrance Weekend will take place over the 7th and 8th of June and promises to be a fantastic celebration of the life of Jim Clark. Mike Kimberley, CEO of Group Lotus Plc comments, "It is fitting that the latest version of our award winning Elise, the Clark Type 25 Elise SC, should celebrate the life of Jim Clark. It is also an honour to be able to unveil the car at Knockhill this weekend. Each owner of the Clark Type 25 Elise SC will be joining an unrivalled heritage that recognises motorsport's greatest partnership, that of Lotus and Jim Clark.

" The Clark Type 25 Elise SC draws upon many styling cues from the Type 25 Formula 1 car that Jim Clark raced to win the World Championship in 1963. The car, with a removable hard top as standard, is finished in British Racing Green with a yellow stripe along the centre and features high performance Lotus Sport wheels, finished in an historic black and silver design. The interior is inspired by the Team Lotus Formula 1 cars of the era, with black leather sports seats, trimmed with red leather and all finished off with a fantastic retro wooden gear knob.

The Elise SC is the most powerful production Elise ever produced and offers stunning performance. Power comes from a 1.8 litre non-intercooled, supercharged engine and uses intelligent cam switching technology, enabling the engine to switch to the high performance cam anywhere between 4000 and 6200 rpm. This clever feature gives the engine two characters, allowing the car to be driven economically or giving maximum performance for spirited driving.

The Elise's light weight gives low CO2 emissions, great handling and affords phenomenal braking. Another benefit of the low weight is incredible acceleration, with the sprint to 60 mph taking just 4.3 seconds and with 100 km/h despatched in 4.6 seconds. The Elise SC accelerates on to a top speed of 148 mph, which is 238 km/h. All Lotus cars offer exceptional handling and the Elise is no exception. The chassis has a seriously light, stiff structure. Combining this technology with the fantastic Lotus ride and handling gives an inspiring driving experience and the mid-engined layout of the Lotus Elise offers fantastic balance and agility.

The Elise SC offers a few technological advances that Jim Clark may have found helpful in his Type 25. Coming as standard on the Elise is traction control, ABS and sequential shift lights, however all the driver aids are included to improve the driving experience and do not intervene unless really called upon.

The Clark Type 25 Elise SC is currently only available in the UK and Republic of Ireland and is on sale now. Price: £35,995 MSRP, and includes £5,750 worth of options for just £3,445. On the Road costs are £950 MSRP ENDS

source manualgear

Launching of Air Car by Zero Pollution Motors in 2009

Air Car, beginning production in India soon, but it looks like it might make it Stateside as early as 2009. Zero Pollution Motors has said that it expects to produce the world’s first compressed air-powered car for the US by late 2009 or early 2010. The company plans to produce 10,000 Air Cars per year. The first of the models to be produced in the US will have six seats, a top speed of 96 mph, and can travel as far as 1000 miles on one tank of air. It is expected to cost $17,800.

The Air Car concept is very cool, but so far it can’t compete with the 6 and 8 cylinder gas-guzzlers we are all used to driving. It will take some more time before compressed air engines catch on, but we love to see this kind of innovation. As the U.S. licensee for Luxembourg-based MDI, which developed the Air Car as a compression-based alternative to the internal combustion engine, ZPM has attained rights to build the first of several modular plants, which are likely to begin manufacturing in the Northeast and grow for regional production around the country, at a clip of up to 10,000 Air Cars per year.

Company officials want to make the first air-powered car to hit U.S. roads a $17,800, 75-hp equivalent, six-seat modified version of MDI’s CityCAT, with more radical engine, is said to travel as far as 1000 miles at up to 96 mph with each tiny fill-up. A custom heating chamber heats the air in a process officials refused to elaborate upon, though they insisted it would increase volume and thus the car’s range and speed A vehicle with one tank of air, say 8 gal, of either conventional petrol, ethanol or biofuel could hit between 800 and 1000 miles.

source autoinfo

The BMW Gina

BMW is famous for making cars with pretty damn good reputations – and in the case of a significant number of their vehicles, excellent performance to boot. The BMW Gina Light Visionary Model is a two seat roadster that has a textile cover resistant to water and extremes of temperature. This fabric ‘overcoat’ is pulled across a moveable metal framework for a lovely outer shell. The lightweight aluminum space frame underneath has only four body sections – this minimizes roll and provides stability. The body is made of fabric.

The craziest part of this car is Electro-Hydraulics which allows the car to shift into place for greater down force and concealment of various elements until desired. No doubt that one way to increase the level of fuel efficiency is to lower the weight of a vehicle

However, we can see in the picture that the car made of fabric, its safety measures, you can think when it hits the road, and though I’m sure the finished model will have a roof. It is very attractive indeed, but we have also to think about its safety measures.

It comes across more ‘shark like’ in appearance than just about any other BMW model ever produced. The Gina eschews the usual BMW storyline and is a concept worthy of the more exotic manufacturers out there.

source autoinfo

Alfa Romeo Mille Miglia

Do you know how many times Alfa Romeo won the legendary Mille Miglia race? That's right, eleven times, that's why this special edition of the gorgeous Brera will come at an extremely exclusive 11 units.

The Alfa Romeo Brera Mille Miglia Edition is not so different from the one you drive every day, it simply features a special plate placed between the two seats, and a special interior with Black leather upholstery and Red stitching.

The Quadrifoglio sign proves that this is an all wheel drive version, powered by a 260hp 3.2 liter V6.

source manualgear.com

Bugatti Veyron Hermes 2008 Geneva Motor Show

Bugatti Veyron Fbg par Hermes review:
On the occasion of the 78th Geneva Motor Show (from 6 to 16 March 2008), Bugatti and Hermès co-present the fruit of their partnership: the "Bugatti Veyron Fbg par Hermès", associat-ing Bugatti`s technical performance with the expertise of Hermès and its craftsmen. In partnership with Hermès, designer Gabriele Pezzini has married the distinctive Hermès style to the legendary Bugatti Veyron 16.4, magnifying the car`s personality.

This remarkable car features an array of exceptional characteristics: the innovative alliance of a technologically advanced engine, delivering 1001 horsepower, with an understated yet uncompromising silhouette reflecting the high performance capacities of state-of-the-art engineering and design, and above all, the pleasure these inspire in every Bugatti owner.

The fascination exerted by this sports coupé, capable of reaching 407 km/h, is due in large part to its unique alliance of the very finest motor-racing technology with comfortable handling for everyday driving. The 16-cylinder "W" configuration engine is fed by four turbochargers and features 64 valves, generating 1001 horsepower at 6000 rpm. The engine draws on its 8-litre displacement to deliver a maximum torque of 1250 Newton-metres between 2200 and 5500 rpm. With full-time all-wheel drive, the car`s phenomenal power produces breath-takingly dynamic handling, with acceleration from 0 to 100 km/h in a mere 2.5 seconds.

The Bugatti Veyron 16.4 benefits from aeronautical and aerospace technologies, making it the fastest production car ever made. The car also features a braking system designed to deliver unprecedented powers of deceleration, establishing a new industry benchmark. The carbon-fibre discs provide brake pressure of up to 180 bars, combined with eight-piston monobloc callipers and titanium pistons fitted with fine steel heads and ceramic heat protectors. Apply the brakes at speeds above 200 km/h, and the rear wing acts as an airbrake, positioning itself at an angle of 113 degrees in less than 0.4 seconds, augmenting the Bugatti Veyron`s already impressive stopping power.

The airbrake increases negative lift at the rear of the car to 300 kg, enhancing the braking torque on the rear axle. At 400 km/h, emergency braking will bring the sports car to a complete halt in less than 10 seconds. This, the world`s most fascinating car, has pushed back the limits of physical engineering to offer a completely new sensation for driver and passenger alike. But it has also adopted a radically different stance to that of other sports cars: its features and finish are sure to impress the most demanding clientele. Hermès and designer Gabriele Pezzini have lavished attention on the interior and exterior of this exceptional car, to create the new Bugatti Veyron 16.4: the "Bugatti Veyron Fbg par Hermès"

A harmonious design, inside and out
The official name of the highly exclusive Bugatti Veyron "Fbg par Hermès" refers to the historic Hermès headquarters on the Rue du Faubourg Saint-Honoré, in the heart of Paris`s eighth arrondissement: the "Fbg" appellation evokes the house`s "faubourg" address. With the Bugatti Veyron Fbg par Hermès, the exacting standards of Emile Hermès and Ettore Bugatti come together for the first time, in an exceptional collaboration: the culmination of their extreme attention to aesthetic and technological quality and performance. Gabriele Pezzini has reinterpreted Bugatti`s traditional two-tone carriage work, fostering a fluid, harmonious transition between the car`s exterior and interior design.

The colour of the hood extends to the interior of the cockpit, and re-emerges behind, at the level of the rear wing. As a tribute to the celebrated 1924 Bugatti Type 35, undoubtedly the most famous of all time, thanks to its many successes on the racetrack, the new Bugatti Veyron Fbg par Hermès features eight-spoked wheels in polished aluminium, central butterfly wheel locks branded with the letter H, and air vents around the rims reproducing the characteristic appearance of Hermès saddle-stitching. The horseshoe radiator grille, and the lateral ventilation grilles flanking it, are made from lightweight alloys with a design of interlocking H`s evoking the Hermès "signature".

A refined formal vocabulary
The inner surfaces of the Bugatti Veyron Fbg par Hermès have been designed and sheathed in bull calfskin by the Hermès workshops in Paris. The care and attention to detail observe an extremely refined, minimalist formal vocabulary, reflecting the tradition of the very first Bugattis and the fundamental design principles of the house of Hermès. The door handles echo the fluid forms of handles on Hermès travel bags and luggage.

And the dashboard, traditionally finished in brushed aluminium, is here clad entirely in bull calfskin. Passengers aboard the Bugatti Veyron Fbg par Hermès will find a dashboard glove compartment designed to hold a selection of small travel accessories and a zipped Hermès wallet. Both seats are covered in two-toned bull calfskin, and the panel separating the cockpit from the central rear engine – traditionally made of carbon fibre – is covered in the same fine leather. The leather-lined trunk holds a specially-fitted "Toile H" and leather case, hand-made by craftsmen from the Hermès workshops.

This exceptional model – in toning colours of ebony and étoupe, or ebony and brick – is priced at 1.55 million euros (not including tax), available at the end of 2008.
source auto-power-girl.com caradvice.com.au

Lamborghini Spiga by Ugur Sahin

The name “Spiga” refers to the roof shape of the car which sticks out along the windshield giving it a spike-like shape which translates in Italian as Spiga. The main charachtesristic of the car is that the rear and the middle flows in an harmonic way which kind of reminds the human muscles stretching to the back, as the front is slightly different than the rear, it also gives a sense of speed and movement forward when viewed form the side angles. The air intakes near the side windows are designed integrated on the body whcih also shows strong Lamborghini aspects. source yankodesign.com

Italian Speed Racer

We realize this is the second auto post in as many days, but this story was too good to let go by unnoticed. It seems unbelievable, but what you are looking at is a concept design introduced by Italian auto dreamers SpadaConcept.

The unbelievable part is that it has just been announced this very non-traditional design is actually going into production. I wont bore you with such mind blowing performance details as a zero to 60 mph time of 2.7 seconds, or the fact that this dream machine will sell for around $400,000 US.

What I will ask you to notice is the set of balls these designers must posses. Check out the airplane inspired tail, the glass canopy and flush headlights. This thing makes Speed Racer look like a Honda Civic.
source yankodesign.com

New Audi A4 DTM Race Car review

To make a championship winning car even better – the Audi Sport engineers and technicians faced this delicate task when the job of developing the DTM race version of the new Audi A4 arose. From the visual aspect they certainly succeeded: The new A4 DTM, which was publicly unveiled for the first time at the Motor Show in Geneva, spontaneously appears even more dynamic than the successful predecessor model with which Mattias Ekström won the DTM title last year.

The fourth-generation Audi A4 DTM, which bears the project name "R14" internally at Audi Sport, is also futuristic from the technical aspect. With the help of state-of-the-art CFD calculations (Computational Fluid Dynamics) particular attention was paid to the air flow running around and through the car. "In doing so we completed what we had already started last year with the R13," explains Head of Audi Motorsport Dr Wolfgang Ullrich. "We are convinced that we have achieved the most logical optimisation of the aerodynamics allowed within the framework of the regulations."

During the twelve month development period, which started in March 2007, a predominantly new DTM car differing in many details to its predecessor was created in Ingolstadt and Neckarsulm. "Ground breaking technical innovations on a par with quattro, FSI or TDI are not possible owing to the restrictive nature of the regulations," says Dr Martin Mühlmeier, Head of Audi Sport Technology. "In the DTM it`s more a question of the logical interpretation and implementation of the technology allowed."

In the process it was possible to reduce the car`s centre of gravity height and to further reduce the dry weight, which in turn gives the race engineers more flexibility to set the car up to suit specific race tracks and the weight distribution.

The technicians even found development potential in the four-litre near 460 hp V8 engine used in the Audi A4 DTM. The internal friction was further reduced which in turn benefited the power produced and torque curve.

The basic principle of the vehicle, which is stipulated by the regulations, remains the same: The A4 DTM is a thoroughbred race car with the silhouette of the new Audi A4. The chassis has a hybrid concept. It consists of almost 31 metres of steel tube of the type also used in the aerospace industry. The driver sits in a carbon fibre safety cell that actually resembles a Formula 1 monocoque. This combination guarantees the highest torsional stiffness and safety.

The bodywork is made from carbon-fibre composite and is – in spite of all the aerodynamic gadgets – immediately identifiable at first glance as an Audi A4. The distinctive brand styling-elements like the Single Frame grille and the white LED daytime low-beam lights ensure that the face of the A4 DTM has the same unique look like the road going model.

The most important components of the new DTM were tested immediately after the end of the 2007 DTM season. The first R14 prototype completed its roll-out shortly before Christmas at Le Castellet (France). Before its race debut on 13 April at the Hockenheimring, the new Audi A4 DTM will have spooled off several thousand test kilometres – including endurance tests.

"The new road going A4 has already won many international awards in a very short period of time," says Dr Wolfgang Ullrich. "We aim to do these awards justice with the new DTM. We are convinced that the new Audi A4 is an excellent base for a successful DTM car."

Defending champion Mattias Ekström, who unveiled his new company car in Geneva together with his boss, prefers not to make any predictions at the moment: "If the new A4 DTM is as quick as it looks then I`ll be satisfied," says the Swede diplomatically.

The new Audi A4 DTM meets its future opponents for the first time at the official DTM test between 10 and 12 March in Mugello (Italy).
End of New Audi A4 DTM Race Car review.

source auto-power-girl.com

Tesla rolls out its long-awaited electric sports car

LOS ANGELES - It's safe to say Jeremy Snyder gets a charge out of the two-seat Tesla Roadster whenever he pulls one off the lot — and not because it's equipped with an all-electric engine.

As he pulled one of the sleek new automobiles down a side street Thursday and put the pedal to the metal, its lithium-ion battery-powered engine didn't give off sparks. It just emitted a powerful hum, something like a much quieter version of a jet taking off.

"Accelerate pretty good?" asked Snyder, head of client services for Tesla, who knew the answer.

"I call it a turbine sound," he said of the sound. "Because it's an electric motor it's got 100 percent torque all the time. So it just pulls you like when you're taking off in an airplane."

After several years of development, the Roadster — with sleek lines like a Ferrari or Porsche and a sticker price of $109,000 — officially moves from the drawing boards to the market next week when Tesla's first store opens. It's near the University of California, Los Angeles, in the city's toney Westwood neighborhoodBeverly Hills, Brentwood and Hollywood practically intersect. where

"Because it's Hollywood and glamorous, this is the flagship store," Snyder said.

The next store is to open in a couple months near Tesla's headquarters in the Silicon Valley city of San Carlos, where the car was developed with venture capital of more than $40 million from such investors as Google Inc. founders Larry Page and Sergey Brin. More stores are planned for Chicago, New York and other cities by early next year.

Although a fully loaded model can set a buyer back as much as $124,000, that's still cheap compared with a high-end Ferrari. And its 6,831-cell lithium-ion battery pack gives off no emissions.

The car goes from 0 to 60 mph in just under four seconds and tops out at 125 mph. It goes 225 miles on one charge and can be fully recharged in 3.5 hours, which Tesla officials say should allow most people to drive it to work and back and recharge it at night like a cell phone.

Driving from Los Angeles to San Francisco, however, would require stopping in, say, Fresno and plugging its adapter cord into a motel room wall socket.

Some critics have expressed concerns about the durability and safety of the lithium-ion battery, which weighs about 1,000 pounds, more than a third of the entire weight of the 2,700-pound Roadster, whose body is made up of carbon fiber materials. Tesla officials respond that the car has passed all required safety tests. They say the battery should last for about 100,000 miles of driving.

The company, formed in 2003, is named for inventor Nikola Tesla, an early pioneer in the field of electricity. The people buying its cars so far, said national sales manager Doreen Allen, are celebrities, early adopters, wealthy people and environmentalists.

Tesla officials say Gov. Arnold Schwarzenegger, actors George Clooney and Kelsey Grammer and musicians Will.i.am and Flea have each ordered a Roadster.

It will be awhile before anyone can walk in and drive a Tesla home off a lot, however.

"Delivery is running about 15 months," Allen said, adding the company was surprised by the demand.

Tesla began taking orders last year for the 600 Roadsters it planned to produce in 2008 and had sold all of them by October, Allen said. The first ones began rolling off the production line six weeks ago, and Allen said all of the 2008 models should be delivered to their owners by March of next year. The first ones should begin going out the door later this month.

Meanwhile, orders are being taken for 2009 models, with plans calling for production of about 1,500 cars.

Eventually Tesla also plans to produce cheaper, family vehicles.

"There's a model in the works right now, a five-passenger sedan that will be styled comparable to the roadster but a lot roomier to accommodate families, and that is slated for 2010," Snyder said.

source yahoo.com

2009 Toyota Venza review

By J.P. Vettraino

The 2009 Toyota Venza goes on sale this fall, and Toyota calls it a "crossover sedan.'' That means a fusion of characteristics that lean more toward a car than a conventional sport-utility vehicle. Think of the Venza as a station wagon and you'll probably get the point.

Of course, it doesn't look exactly like any station wagon we've seen before. Unveiled at Detroit's North American International Auto show in January, Venza drew lots of attention. Among vehicles currently available, it reminds us most of the Ford Edge crossover.

There's a lot of the Lexus RX350 in this Toyota, too, though the Venza is pressed down closer to the ground, and sleeker. Its front end is taller, but definitely molded in the theme of Toyota's current Camry sedan. The Venza's rear glass has a nice, long rake, and its taillights wrap around the rear fenders onto the hatch. Its standard wheels measure 19 inches in diameter, while 20-inch spoked alloys are optional. In sum, the Venza is one of the more handsome, interesting vehicles Toyota has launched in some time.

A look at its dimensions brings the crossover label into perspective. At 109.3 inches and 189 inches, respectively, the Venza's wheelbase and overall length match both Toyota's Camry sedan and Highlander sport-utility within fractions of an inch. In other words, the Venza's footprint on the pavement matches both Camry and Highlander closely. Yet with an overall height of 63.4 inches, the Venza slots right in the middle of the Camry and Highlander. It's ride height falls somewhere in the middle, too.

The 2009 Venza seats five, like the Camry, rather than seven like the Highlander. Its rocker height, or the lip around the bottom of its passenger doors, is low, making it easy to lift feet inside, yet the hip point for seated occupants is higher than the typical sedan's. The combination should deliver a mix many buyers seek: easy ingress and egress, with a higher seating position for a better view around tall vehicles on the road.

Toyota hasn't published cargo volume for Venza, but by appearances its capacity will fall somewhere between Camry and Highlander. There isn't as much space behind the Venza's second seat as there is in the Highlander, which has enough room for an optional third row. Yet the space in back of the Venza compares favorably to the Camry's trunk, and it increases when the rear seat backs are folded flat. A couple of easy-to-use levers allow Venza's 60/40 split rear seat to be folded from the back when the rear hatch is opened, without walking around to the side doors first. It's load floor seems lower than that in the typical SUV.

The Venza's base engine will be a big, new four-cylinder displacing 2.7 liters. Toyota hasn't released its horsepower or torque ratings. The upgrade will be the same 3.5-liter V6 offered in several Toyota products, including Camry and Highlander, generating 268 horsepower at 6200 rpm and 246 pound-feet of torque at 4700 rpm. Both engines come with a six-speed automatic transmission, and Venza will be offered with either front-wheel or all-wheel drive. With the V6 and proper equipment, maximum towing capacity will be 3500 pounds.

We'd anticipate that Venza has a fully independent rear suspension, but it's also possible that it's equipped with a space-saving solid axle of some sort. Toyota isn't saying yet and we weren't able to crawl underneath for a look. A Toyota engineer on hand at the Detroit auto show said Venza is at least partially based on the Camry. The Camry has an independent rear suspension, though that doesn't necessarily mean the Venza will.

We're sure it's fitted with a full complement of front, side and head-protection airbags, with a small knee-protection bag for the driver. It also features Toyota's new STAR active safety system, which integrates anti-lock brakes, traction control, electronic brake-force distribution, brake assist, and vehicle stability control with a rollover mitigation system.

The Venza's dashboard splits the front portion of the cabin into two figurative halves. A prominent center stack holds most of the buttons and controls, including the dash-mounted gear selector, and drops down into a long, wide console. The largest console compartment looks big enough to hold a laptop, and it's fitted with an auxiliary audio jack and at least one 12-volt power point. The Venza's rear seatbacks recline up to 14 degrees for an extra bit of passenger comfort.

Even the least expensive Venza will come well equipped. Standard features include automatic dual-zone air conditioning, cruise control, a six-CD changer, tilt/telescopic steering wheel with audio controls, remote keyless entry, an electro-chromatic rearview mirror with compass, rear wiper and privacy glass. The Venza will also be offered with at least a couple of new, big-ticket options. Toyota's first panoramic sunroof has separate glass panels over the front and rear seats, with the one in front literally opening to the top of the windshield. The Automatic High Beam headlight system automatically dips to low beams for oncoming traffic, then returns to high beams when the road ahead is empty.

The 2009 Venza should reach showrooms with the traditional model year changeover in early fall 2008. It will be built at Toyota's assembly plant in Georgetown, Kentucky.

source Toyota

HYBRID X — sustainable mobility for modern families

The Hybrid X rewrites the design rule book for hybrid models with unconventional creative solutions that could become the norm for future hybrid designs. A key concept is Vibrant Clarity - a design ethos grounding all design work in a unique and emotionally vibrant identity that speaks clearly of Toyota. Offering sustainable mobility for modern families, the environmentally advanced technology is another step closer to Toyota's vision of a zero smog-forming emission future.

Designed as a multi-sensory experience, the futuristic exterior shape of the Hybrid X offers unconventional fusion of thought through a clear and visionary insight to the interior. Inside the car, the driver sets the mood using an internal interface that controls lighting, music and even smell via a perfume diffuser. Technological innovations in interactive navigation, driving information and comfort control allow complete driver control at the touch of a screen.



Fitting with the ecological technology at the core of Toyota's vision of the future, Hybrid X offers not only an environmentally advanced driving experience, but a completely innovative way of providing comfort.

source Toyota

Review: '09 Toyota Matrix is fine wagon

By PETER BOHR
The Press-Enterprise

The trouble with the 2009 Matrix is that Toyota is selling the car as something that it's not.

(Yes, you read it right: the 2009 Matrix. We just celebrated New Year's, and an automaker already is giving us next year's model. You'll be able to kick Matrix tires in a Toyota showroom near you sometime around Valentine's Day. The world just keeps spinning faster and faster. ... )

"The Matrix concept was based on blending the functionality of an SUV, the style, the image and performance of a sports car with the affordability of a compact sedan," said Tim Morrison, Toyota marketing manager, at the big Specialty Equipment Market Association (SEMA) show in Las Vegas last October. "For 2009, it's all that and more. It may have the body of a five-door (hatchback), but it comes with the soul of a two-door sports car."

If that sounds something like the quest for the Holy Grail, well, it is. Sports cars and SUVs are on the opposite ends of the vehicle spectrum. And if somehow they assembled such a combo, it would probably sell for much more than the price of a compact sedan.

Indeed, the Matrix is based on an affordable sedan platform -- the Corolla's. Both Corolla and Matrix are redesigned for 2009. If Toyota officials were to be completely candid, they'd call the Matrix what it is: a wagon version of the Corolla sedan.

And there's nothing wrong with that. Some automakers have an aversion to the term "wagon" because they're afraid it conjures up of images of Donna Reed, a 1960s housewife driving a big ol' domestic station wagon. And in the case of the Matrix, that's not an image Toyota wants to convey because the company hopes the vehicle will appeal to youngish Gen Y males.

But as BMW (328xi Wagon), Saab (9-3 SportCombi) and Volvo (V50 and V70) have shown, wagons can be very sporty and cool -- especially when they've got what it takes under the hood. The Matrix doesn't, not even in its sportiest garb.

My introduction to the '09 Matrix was in the evening, when it was dark. In a hurry to hit the freeway, I hopped in my test car without even looking at the tag on the hatch to see which version of the Matrix I was to drive. After settling into the supportive seats, off I went.

As I expect of any Toyota, the engine seemed refined and smooth. Rowing through the gears of the test car's manual gearbox, I noted an adequate response to the throttle -- but the engine seemed to run out of breath if I pushed too hard. And because I've become accustomed to cars with manual transmissions having six forward speeds, I instinctively searched for a sixth gear that wasn't there. But the gearbox had nice, positive detents.

Comfortable Ride

On my journey home, I also noted a compliant suspension that soaked up the bumps to give a comfy ride, but was controlled enough to limit body roll when going 'round a bend. The steering was quite good at transmitting information back to the driver about the road below.

In all, my test Matrix seemed a pleasant, easy-to-drive compact car that probably delivered good fuel economy -- though certainly nothing out of the ordinary in the way of performance. Then, in the light of my garage, I noticed the car's rear-deck spoiler, the gorgeous 18-inch, alloy wheels and -- surprise! -- the XRS badge, identifying my Matrix as the sporty version.

The new Matrix comes with a choice of two four-cylinder engines, a 132-horsepower, 1.8-liter and, as in my test car, a 158-horsepower, 2.4-liter. The Matrix is also available with front-wheel drive or all-wheel drive, and comes in Standard, S or XRS trim levels. Besides the larger engine, the XRS also gets an independent rear suspension for better handling, while other trim levels make do with a less sophisticated torsion-beam setup.

The modest performance of the XRS in no way detracts from the practical aspects of the Matrix. The newest Matrix has almost the same exterior dimensions as before, but has gained some 8 cubic feet of interior cargo volume. As with last ... I mean this year's Matrix, the rear seat backs and the front passenger seat back fold to give an almost flat floor, making the Matrix similar to an SUV in the way it can handle cargo. With seat backs up, the rear is plenty roomy for two adults, and three if you squeeze a bit.

Although the styling of the '09 Matrix is clearly an evolution of the previous design, it is much better-looking than before, with sleeker, edgier and more contemporary lines.

Standard equipment on all models includes air conditioning, anti-lock brakes, tilt-and-telescoping steering wheel, an auxiliary audio input jack and a full set of air bags -- even side curtain air bags. At this writing, Toyota has yet to announce prices. But base prices for the '08 Matrix range from about $15,000 to $18,000, depending on the trim level, and the '09 Matrix will probably be priced about the same.

The new Matrix is no sports car -- not even close. But look at it as a modestly priced and practical wagon, and the Matrix does very nicely.

source toyota, dallasnews.com

2008 Ford Focus Sedan SES Road Test

A drive in Ford's new Focus reveals one thing: this is a small car that's grown up.

When it first arrived on the scene a little less than a decade ago, the Focus was one of the hottest small cars on the market. Cool, hip (do they even say that anymore?) and 100-percent European, it was Ford's way of fighting tooth and nail against the Golf and Civic, while keeping tabs on more mainstream Cavaliers and Neons. And while being a good, all-round small car it was a vehicle designed to appease the enthusiast inside. With sharp steering and the clever control-blade multi-link rear suspension, it was a car that was enjoyable to drive on a day to day basis, with a smooth ride and quiet engine. Midway through its life-cycle, the once unified world-car Focus split into two distinct vehicles. Like the Escort and the Contour that came before, two vehicles that also started out life as world cars, our Focus headed off on a different path than its European brethren. It went to high school, and for a little while it got a bit lost along the way. The high standards that it set started to shift as rivals from Mazda and

Gone is the curvy shape of the old Focus; it's much tauter and leaner looking. (Photo: Justin Couture, American Auto Press)

Volkswagen arrived. Toyota's Corolla got quieter and more refined, becoming a junior Lexus, while Honda's Civic emerged with a brand new space-age personality, and more recently Volkswagen reverted its decision to build its Rabbit in Germany, raising the bar in quality. And the Focus? Well, not much of anything happened over those years. Looking at the Focus in its final few years in production, it seems as if it didn't know what it wanted to be. Gone were the muscle models of the range, such as the SVT and the Mazda-powered, sport-tuned ST, and yet Ford's entry-level model finished off production with a rally-inspired body kit. Between then and now, the car's rally phase is officially over, the Focus having emerged as a more sophisticated grownup. As often as it's brought up that Ford really should be selling the European-market Focus here in North America, it's a fact of life that it didn't work out that way, and that as consumers we're just going

A little more power, a little less weight makes the Focus a better performer. (Photo: Justin Couture, American Auto Press)

to have to deal with it. The next generation car is in the works, and will return as an international model, or so we've been led to understand, so the car you see here is a stopgap, a refreshed and enhanced model to tide us over. It isn't going to be that long anyway, as Ford has pledged to significantly update its vehicles every two to three years to keep everything fresh. At the very most then, this car won't be around much past 2011. At the very heart of things, the Focus is still the vehicle that it was, which means that at its core it's over a decade old, but you couldn't tell just by looking at it. The original frame and hard goods are wrapped in such a way that lined up next to a first or second generation car, the connection isn't easily seen. The once egg-like shape has gone through a Red, White and Bold treatment, bringing it right in line with the Fusion and Taurus. Like it or not, the Focus won't do one thing, be just another car, not in the same way the Corolla is often described. Its distinctiveness, in this regard, is a big plus for me.

Sync works like a charm. It's one of the Focus' strong points. (Photo: Justin Couture, American Auto Press)

Ford has also strengthened and lightened the Focus' frame, making it feel more solid. It's quieter, calmer and a much more soothing machine. Its frame features higher grades of steel and more sound-deadening material, so that during a highway cruise the most prominent noise you'll hear is actually not so much the wind or the din of the Zetec engine, but the tires. A desire to rip around corners and drive it like you stole it is no longer present, however. This isn't to say that behind its post-polishing school behavior it isn't still up for some fun. The Focus' steering still has a good, pleasing weight to it, and thanks to its multi-link suspension it sticks to the road better than most in its class. I've tried both manual and automatic versions, and there isn't a question that the automatic isn't as lively as the DIY gearbox because of its slower shifts and widely spaced ratios, meant for boosting fuel economy figures. It works, mind you, as I averaged 34 mpg during the week.

Ambient lighting gives the Focus a cooler atmosphere at night. What other compact has this? (Photo: Justin couture, American Auto Press)

Just like the exterior, you'd be hard pressed to find anything carried over in the Focus' interior. I find the design attractive and modern, particularly the new poke-through buttons and knobs that form the controls for the HVAC and stereo. The white-faced gauges look sporty too, and rate highly for both visibility and style. The tester also didn't seem to be too embarrassed over the fact that there were bundles of brightly colored wires and plastic connectors poking out from under the dash. Ford did a good job with the design of the dash, so let's see some better quality materials, please. The grain on the dash has a decent texture and a low sheen, but it's quite hard and somewhat low rent. One thing I'd like to see are rear headrests. Yes, visibility is improved without ‘em, but Ford should consider the “shingle” design headrest as featured in the Hyundai Accent hatchback, which tuck out of the way when not in use. In fact, Ford should know this given that the Taurus has shingle style head rests, and they're on the third rows of the Taurus X and the new

Having your car fully linked in with calls and text messages is a huge plus. (Photo: Justin Couture, American Auto Press)

Flex. But qualms of headrests and plastics aside, the Focus presents itself as a good, inexpensive commuter car. The multi-link rear suspension delivers a wonderfully isolated ride, and better sound insulation keeps the outside world outside, and the inside world quiet so that you can effectively operate Sync, my favorite new gadget, via voice commands. Sync allows the Focus to be one of the few affordable compact cars that's fully integrated with smart phones and MP3 players, and if you don't opt for an SES, where it's standard, Sync doesn't cost an arm and a leg to get. It's easy to operate too; simpler and less frustrating to set up than many infotainment systems I've come across. And the Focus gets better still. The seats were clearly designed by people who understand that cars are places that people spend hours in at a time, and that they don't want to be left feeling numb or cramped. Ford also fitted some logical seat operation controls, no twirly knobs or twisty handles. Trimmed in leather or sport cloth, they can be heated for added winter comfort. If you've got more cash to shell out, Ford's Audiophile sound system provides crisp,

Quiet, comfortable, and as technologically up to date as cars come, the Focus makes a case for itself. (Photo: Justin Couture, American Auto Press)

clear tunes via conventional radio, CD, your MP3 player or Sirius satellite radio. With a square-shaped trunk that features scissor-style hinges and struts, the Focus also as a lot of cargo space. Come to think of it, this isn't just a good commuter car, or student car, it's a good road-trip car too... provided you aren't stuck in the back, riding without headrests. If you're an enthusiast considering a car, the Focus probably isn't going to float your boat. Sure it's good - better than most - but it's less frenetic and sharp-edged than the original. There are plenty of other cars on the market that were designed with driver entertainment in mind. This in mind it seems as if Ford is pitching the new Focus to those who previously bought the Focus in its original form, that is men and women who have grown up with it. Now that they've put on a few years they're more interested in refinement and comfort than sport. The fact that A/C is standard across the board is a no-brainer. Then again, younger buyers haven't been ignored either, as the Focus is still a good drive, and they'll certainly like the colorful interior ambiance and, of course, Sync. In the end, the Focus feels like an intrinsically good value, something that consumers will surely like. If that's the bottom line of your purchasing decision, as it is with a lot of people, the Focus scores well.

source automobile.com

2008 Scion Hako Coupe Concept

Some brands have what you might call an image problem. Some of these are companies

The Hako Coupe is different all right, but it would bring back the boxy profile to the Scion lineup if built, as well as the subcompact size. (Photo: Scion)

that don't have congruent, styling to define their corporate identities. Others don't know who their target market is, and are building cars for a certain demographic only to have them purchased by completely different kinds of buyers. Other than a propensity of older fixed income singles and couples who initially snapped up the xB due to its frugal price point, economical running costs and flexible practicality, Scion isn't one of those car companies. They have a direct market and know who their customers are, and more often than not they're hip and urban people. But just the same Scion is in a bad fix. Consumers aren't buying their cars, not at least in the numbers that they ought to be. The basic premise of Scion's business model was to get young people into Toyota products, offering the automaker's reputation of durability and quality without the stodgy, often bland image. Scion taps into the idea that Generation Y (late teens to late 20s), the relative newcomers to driving, not only need cars, but need cool cars. Combining Japanese culture of design and trends with the tuner and sport compact world, Scion delivers a lineup of vehicles at prices that the masses can really afford. The first Scions to land were essentially range-topping domestic Japanese market cars based off of the Toyota Echo, and they proved to be quite popular. As a means of expressing one's self,

Profile reminds us of hot rods. The rest of the car... well, that's different. (Photo: Scion)

the concept of the car as a blank canvas, an automotive clean sheet, is brilliant, especially given that Scion offers dozens of accessories of all types to enhance their cars. This is a brand that for all intents and purposes should make hotcakes look like stale bread. The cars it sells are economical, affordable and cheap to run. They look different from the average subcompact or compact, and even though most people might not consider this aspect of their designs, they're quite practical too. But the thing is that dealers are having a hard time moving cars. Vehicle sales, in less than scientific terms, are in the toilet, despite the fact that the brand has expanded its dealer network significantly, and for 2008 two thirds of its product lineup is new, not to mention that small car sales are up due to rising fuel prices. What gives? Recently, Scion's VP Jack Hollis said that the brand would be expanding its product lineup in the future, and potential candidates for one of the slots could include a pickup, a roadster or a sports car of sorts. A not so subtle hint could very well be the Hako Coupe, which was shown in

Patterned roof gives the Hako an airier feel, but with a twist. (Photo: Scion)

New York just recently. The idea behind this bright orange concept is that it's what a box would look like if it were sporty. The concept of the box is particularly strong with Scion - the brand was built around the original xB (now out of production), which was little more than a four-wheeled box. Its successor, the new xB, is bigger and roomier, although it now has curved, rounded edges and is subsequently less box-like. Not that Scion has alienated its customers, but it wouldn't hurt the Toyota subsidiary to return to thinking back inside the box, not to mention bring back a smaller wagon-like vehicle. The Hako Concept is actually about 2.0 inches shorter than the current Yaris Liftback, and some 0.8 inches smaller than the smallest 2008 model year Scion, the xD. Styling is a big part of the Hako. Unlike the xB, which was designed to be a box, pure, minimalist and simple, the Hako was conceived to create a reaction, and not unlike Chrysler's PT Cruiser when it first debuted, it reverses the typical engineering belief that form follows function.

Orange driver's seat is the hot seat. Cabin looks like a gaming room. (Photo: Scion)

What makes the Hako so unusual is its combination of shapes; there's almost no congruency to it. It has a (relatively) long hood and short overhangs like a sports car, but its nose is tall and blunt. Bulldog, anyone? Then it has pronounced fender flares with integrated headlamps, a pontoon look similar in concept to the Mazda RX-8. And if that weren't enough of a curve ball, there's the trademark Scion box part of the design. The combination of a perfectly vertical windshield, with a low profile height and thick pillars, reinforces the box part of the message, but also brings something new to the automotive scene - from the side it looks like a custom hot rod. True to its tuner side, the Hako is filled with aesthetic components, such as the extra-thin side view mirrors and the large diameter deep-dish alloy wheels. Scion also thinks that youthful people like gadgets. I'd be willing to reckon that anyone in their 20s or 30s who could afford to buy a new car, the people that blur the end of Generation X and start of Generation Y,

Joystick used to control the screens. A neat twist. (Photo: Scion)

would be on the up and up when it comes to electronic gear; items like your iPod, your laptop, your Bluetooth-equipped cellphone. The Hako Coupe embraces this, and actually pushes the use of cameras and displays to new levels. Because so much of the vital information can be displayed on screens, why bother having a curvy shaped dashboard when simple straight-up screens will do? The Hako seats four in two benches; the driver's is orange and the rest are black. The front passenger is separated from the driver by a molded arm rest console that houses a trackball for controlling the audio system, nav and other goodies. The whole cabin is upholstered in easy-to-clean neoprene and rubber surfaces, and features storage space for gizmos and gadgets, plus magazines. While the layout of the cabin is improbable, this screen system is plausible sometime down the road. As a styling exercise, the Hako Coupe is certainly different. Nothing on the floor in Manhattan's Jacob K. Javits Convention Center looked anything remotely like it. But is this what young consumers really want - a modern day, hot-rod inspired vehicle? Scion says that it will be taking auto show goers' feedback into consideration in determining what its plans for future vehicles might be. And although I happen to think the Hako is sort of cool looking, most of the show goers didn't like it. There are plenty of different vehicle types for Scion to experiment with, so expect to see many more concepts from this interesting new brand in the coming months and years.

Source automobile.com

2009 Nissan Murano 3.5 LE AWD

The crossover utility vehicle is the newest and biggest trend, but it needs nointroduction. You've heard the song and dance enough - the roots, who was first, what it was, and so on so forth. What matters now, really, is how things have come along. And for that, we turn to one of the earlier entries, the Murano. You see, the Murano played a pretty instrumental part in leveraging the whole crossover movement into high gear. It proved that tall, spacious vehicles need not be boxy, and that the standard issue family hauler doesn't need to be boring. Without it, the car-like disposition that most new crossovers enjoy probably wouldn't be so prevalent. And, of course, there is also the matter of what the Murano did for Nissan. In 2002, when it debuted, it was quite literally a breath of fresh air within a brand that, other than the Altima which was introduced the year prior, suffered from a fairly timeworn product lineup. It was a microprocessor of modernity in a prehistoric world of ladder frame, live rear axles brutes.

For '09, the all-new Murano repeats, rather than reinvents. It is precisely the type of update you'd expect if Nissan were given a chance to go back and do it all over again, knowing what it experienced over the past five years. Instead of starting over from scratch it builds upon the foundation that the original model laid, polishing the rough edges and making a true effort to

Giant, spangly 20-inch wheels come standard on the LE. They look great. (Photo: Justin Couture, American Auto Press)

patch up all of its predecessor's shortcomings.

And what exactly were those shortcomings? Walk around a first-generation Murano and there are no short straws when it comes to design or content. It was a pretty serious threat to luxury brands who's buyers normally turn their noses up at non-premium nameplates like Nissan. Buyers' dislikes were consistent with any other Nissan of the era, and include dubious interior plastics and less than perfect fit and finish, which marred an otherwise excellent vehicle. Nissan addressed some of these issues as the outgoing Murano aged, and has especially done so with the new 2009 model.

Developmentally, the Murano follows the same path as the Altima, and for that matter the upcoming Maxima. Between the old and new models of the brand, they look similar, and mechanically, on paper at least, they are similar, yet there are improvements throughout. The chassis, for instance, is a generation newer and upgraded to the more rigid D-platform from the FF-L (like the Altima), which is more or less the same size -

Same size engine, but more power. The VQ is as good here as in any other application. (Photo: Justin Couture, American Auto Press)

fractionally longer, wider and taller, but with no more distance between the wheels than the outgoing crossover. A lighter, more advanced suspension system with a rear multi-link setup has been fitted, with more aluminum components, while the front wheels' direction is now dictated by a speed-sensitive rack that provides better feel and agility. Enhancements were made to the VQ35 engine to better performance (265 hp up from 240), refinement and real-world fuel economy (also, like the Altima).

Nissan has only ever offered the Murano with a CVT transmission, and there aren't any changes with the new model. What is surprising is what they've taken away, namely a manual mode. Apparently Nissan feels the algorithms of its new Adaptive Shift Control system, combined with the quicker acting actuators on the new CVT, are sufficient to render such an item pointless. I'm tempted to agree with Nissan's choice. In everyday driving, the CVT mates perfectly with the Murano's VQ engine, doing a very good job of mimicking engine braking and minimizing the rubber band effect, inherent with the CVT design, to unnoticeable levels. While I can say that I

CVT continues on as the only transmission choice, though it does so without a manual mode. (Photo: Justin Couture, American Auto Press)

personally didn't miss the manual mode, the added element of control that holding a given gear offers when going through corners, passing or towing is something buyers in this segment might be accustomed to.

The last step that the VQ's power takes before arriving to the Murano's rather big and spangly 20-inch alloy wheels is the standard all wheel drive system on LE models and optional on the base S and SL. In principle, this is essentially the same all wheel drive system as before, primarily sending the power to the front wheels with the wheels in back stepping in for work when extra grip is needed; the option to lock the power split at 50:50 is also the same. But there is a difference. The Murano's system has picked up a bit of an education along the way to the next generation, as it's now officially deemed intelligent. What makes it smarter is that it no longer waits for wheelspin before kicking in, making it feel more competent and sure-footed in slippery conditions.

As those who've driven the old Murano should be able to imagine, then, the new version drives very much like the outgoing one,

All wheel drive system builds upon the last model's foundations. (Photo: Justin Couture, American Auto Press)

but better. The D-Platform is vastly more rigid than the FF-L. Those suspension changes make the Murano feel more upscale and surprisingly Lexus-like. The steering is light and fairly accurate, while the suspension has been tweaked to be a little less firm, but no less capable at curing body roll; meaning you're free to drive it as if it were an Altima. The Murano is also vastly more refined when it comes to noise abatement. Wind noise is absent and road noise, despite its very wide Toyo tires, is minimal. The CVT also pitches in; for much of the rev range the engine's melodic thrum is absent, but flex your ankle and the VQ can be (distantly) heard. And you could do much worse than the Murano if you're looking for a fuel-efficient crossover. It's rated at 18 mpg in the city and 23 on the highway, which bests the smaller V6-powered Escape and just about every one of its direct, non-hybrid competitors.

With the exception of the Rogue, which has been, in essence, designed to look like a baby Murano, Nissan's midsize crossover looks unique whether viewing the details up close or taken in from a distance. The design has lost

Console draws heavily from the Infiniti lineup - no bad thing. (Photo: Justin Couture, American Auto Press)

some of its shock value with the entry of some equally curious crossovers (Mazda's CX-7 comes to mind), but the new Murano does an excellent job at staving off boring or stale design. The biggest difference, of course, is up front. The shapes remain the same, including the beveling on the hood, the rounded edges and so on, but the components are very different. The cheese grater grille has been replaced by one that now resembles another kitchen appliance, a slicing, dicing mandolin. And the headlamps now spread out horizontally with three individual bulbs. Again, the rest of the Murano looks more or less the same, but all of the trademark styling cues are enhanced with their individual volumes cranked up.

Step inside and you'd be forgiven for thinking it was an Infiniti. The styling of the dash certainly says so, as it's moved away from the 350Z-style podded instrument cluster to a more conventional shaped package. The biggest evidence is, however, the console, which seems to have been plucked straight from the luxury brand's parts pin, with the big central touchscreen display and the trademark wheel and button array. The rest of the cabin is comprised of equal doses of quality and luxury. The leather trim is soft and supple,

Cabin makes a giant step forward in terms of quality. You have to see it to believe it. (Photo: Justin Couture, American Auto Press)

and just about everywhere your fingers can reach find padded, soft-touch plastics with tight panel gaps. My personal favorite item is the glossy plinth of wood that houses the console. It's one of the most convincing applications of fake timber, outlined with thin slivers of chrome. It's nicer in here than just about any other crossover I can think of, walloping a lot of premium-brand vehicles like the Lexus RX, Lincoln MKX and Acura MDX, to name a few.

If you like toys, the Murano has plenty of ‘em. Proximity sensing Intelligent key with Push Button Start is standard on the LE, and depending on what model you've selected and what options you've ticked off, such luxuries as a power tailgate, heated rear seats and a giant panoramic sunroof can be had. Because of the sunroof's design, Nissan wasn't able to hang its optional DVD player from the roof, so you have to choose between the two. I happen to like the airy nature the skylight adds to the cabin, so it gets my nod. It's available on SL and LE models as an option. Speaking of electronics, Muranos are also iPod / USB literate, and with the Hard Drive Nav and Music Box Package on the SL and LE models it also comes with a built-in hard drive for storing your tunes, not to mention a PCMCIA card reader. Even more important for some, the rear seatbacks have an effortless power raising function, putting them back in their upright

Slightly less cargo space, but the rear seats fold themselves up automatically, and they recline. (Photo: Justin Couture, American Auto Press)

position after being folded flat.

If anything, the one area that hasn't been improved upon is that cargo bay. Its overall volume is actually slightly down compared to the outgoing model. Considering the raked hatch and the rounded backside it isn't off by much, however, and Nissan has made the most of the space by adding a flip-up cargo divider as seen in the Rogue. Much the same goes for the room. As it's on the same wheelbase the cabin doesn't enjoy any greater passenger volume, but it is more inviting and more comfortable.

I tend to find crossover vehicles, on the whole, a bit on the silly side. In essence, the Murano really is a tall-statured Altima station wagon, not an SUV, but that didn't stop me from enjoying my time with it. You see, the Murano is pretty much everything that you could ask for in a modern crossover, and maybe a few things you wouldn't have thought to ask for. Pricing starts at around $26k, with a fully loaded one such as my tester almost breaching the $40,000 barrier. That puts the Murano in the same league as the Lexus RX and some of the other premium branded vehicles, but as far as I can see it's definitely worth it. Being the early bird can be a very good thing.