tag:blogger.com,1999:blog-71885155810657125592024-02-20T22:59:09.943-08:00THE BEST CARS REVIEW SITESTHE BEST CARS REVIEW SITES IN INDONESIA,USED CARS REVIEWSHidayathttp://www.blogger.com/profile/17656736560462323170noreply@blogger.comBlogger7125tag:blogger.com,1999:blog-7188515581065712559.post-90888388059720063492010-04-12T19:56:00.000-07:002010-04-12T20:00:41.260-07:00Volvo S60 Review<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrjYr-y0i78KQBAo6YoTHrwbJwZYMacqYj_9ZWJnIqdg2r9_FG0R2fNewYiohhLSjKDhkIF0myayZKG4Cp03fp94Cu91saew6ixnn51pfxLkC6EDXuV-snmMwwMCqjh6laJjth7achQ0g/s1600/Volvo-S60-Concept-Interior-1-lg.jpg"><img style="float: left; margin: 0pt 10px 10px 0pt; cursor: pointer; width: 200px; height: 150px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrjYr-y0i78KQBAo6YoTHrwbJwZYMacqYj_9ZWJnIqdg2r9_FG0R2fNewYiohhLSjKDhkIF0myayZKG4Cp03fp94Cu91saew6ixnn51pfxLkC6EDXuV-snmMwwMCqjh6laJjth7achQ0g/s200/Volvo-S60-Concept-Interior-1-lg.jpg" alt="" id="BLOGGER_PHOTO_ID_5459451437869662258" border="0" /></a>Redesigned for 2011, the Volvo S60 maintains its standing as the looker in the family, but we like what Volvo's done under the S60's skin even more.When it debuted nearly 10 years ago, the Volvo S60, with its muscular fenders and sweeping roof line, gave the rather staid Swedish company some spice it previously lacked on its<br /><span class="fullpost">menu. But it's been due for a revamping for a few years now, so for 2011 the Volvo S60 gets a makeover that maintains this midsize sedan's glamour standing in the lineup.<br /><br />Based on a shortened S80 platform, the new S60 remains on the small side of the midsize car spectrum. However, it's 1 inch longer overall, 2 inches wider and has a 2.3-inch-longer wheelbase than before. Inside, you'll find Volvo's understated but classy design aesthetic that includes the trademark "floating" center stack control panel. Under the skin, the 2011 S60 promises a more engaging drive thanks to quicker steering and a choice of suspension options that include a more firmly calibrated sport version dubbed "Dynamic" as well as Volvo's adaptive "Four C" setup.<br /><br />The company known for building safe cars hasn't forgotten its roots; as such the 2011 S60 will boast Volvo's latest bit of safety technology called Pedestrian Detection with full auto brake. This system has the ability to detect pedestrians over 31 inches tall and can apply full braking power even if you take no action. At lower speeds (around 21 mph or less) it can bring the car to a full stop, while at higher speeds it slows the S60 to lessen the severity of a potential impact. You can, of course, take back control of the situation by steering around the danger.<br /><br />Set to debut this fall, the 2011 Volvo S60 will initially only be available in top-of-the-line "T6" form, meaning it will sport a 300-horsepower turbocharged inline-6 engine and all-wheel drive. Later in the model year, a front-wheel-drive version of the T6 will become available, as will the T5 trim, with the brand's familiar turbocharged inline-5 making 227 hp. A six-speed automatic transmission will be standard across the board.<br /></span>Hidayathttp://www.blogger.com/profile/17656736560462323170noreply@blogger.com1tag:blogger.com,1999:blog-7188515581065712559.post-29147806160753061122010-04-12T19:54:00.000-07:002010-04-12T19:56:33.272-07:00Audi R8 Spyder<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiuQqtH3aJMvYKqjM9zIQEl4wQ-2t7nsGxmBNTd5WM1wCGZfabJzct4DIFwALSI28-BQUyOejHgiRyQ6YmPbdYHWujZ5X5JyoaLjEOjtDhXay96_y_jDLYRUxNF4UC56ysGZYgZb38JjsQ/s1600/testdrivemanual.2011r8actf34audifd5001.img.jpg"><img style="float: left; margin: 0pt 10px 10px 0pt; cursor: pointer; width: 200px; height: 126px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiuQqtH3aJMvYKqjM9zIQEl4wQ-2t7nsGxmBNTd5WM1wCGZfabJzct4DIFwALSI28-BQUyOejHgiRyQ6YmPbdYHWujZ5X5JyoaLjEOjtDhXay96_y_jDLYRUxNF4UC56ysGZYgZb38JjsQ/s200/testdrivemanual.2011r8actf34audifd5001.img.jpg" alt="" id="BLOGGER_PHOTO_ID_5459450454600334242" border="0" /></a>The R8 has been a phenomenal success for Audi, simultaneously raising the company's profile and allowing it to compete in the rarefied air of the supercar segment for the first time. Certainly in<br /><span class="fullpost">its latest V10 guise, the coupe's Porsche-like top speed of 194 mph — not to mention rapierlike handling — gives Audi sporting credentials it had not previously enjoyed.<br /><br />But in the end, it won't be the 10 pistons, 525 horsepower or even the scant 4 seconds that it takes to accelerate to 60 mph that will sell the new convertible version of Audi's supercar. Mere numbers, technical specification or performance data, no matter how impressive, fail to capture what is required for the Spyder to reach the pinnacle of exotic car lust.<br /><br />That missing piece is style, an attribute the coupe version of the R8 possesses to the point of waste. Park an R8 in any exotic sports car parking lot and the Audi will attract every bit as much adulation as a Lamborghini Gallardo or Ferrari 458 Italia. So, like the younger brother who has to follow in the footsteps of his team-captaining older sibling, the R8 Spyder has some mighty big shoes to fill.<br /><br />Performance<br /><br />Unlike the coupe, which was first introduced in its V8 guise, the Spyder is currently only available with Audi's 5.2-liter V10 (Audi says production at its Neckarsulm plant is limited, so why not build the most profitable model?). That means a spec sheet boasting 525 hp and 391 pound-feet of torque.<br /><br />The other specification in the power department that bears noticing is the 6,500-rpm peak for all that torque. That's unusually high, especially for such a large engine with such an undersquare design (the 3.3-inch bore is much smaller than the longish 3.7-inch stroke). Yet the Spyder, like the coupe, thrives on revs, the party not shutting down until the rev limiters kick in at 8,700 rpm (when the pistons are traveling at a very F1-like 26.9 meters per second).<br /><br />Hammer the throttle at 3,500 rpm and the Spyder responds with alacrity, if not quite outright enthusiasm. Downshift a gear or two so the revs are higher than 5,000 rpm and the R8 thunders forward as if all the hounds of hell have been simultaneously unleashed. The convertible warps ahead and the buzzing fury of those 10 pistons directly behind your ears is purely Wagnerian.<br /><br />Audi claims the Spyder accelerates to 100 km/h (62.1 mph) in just 4.1 seconds (we found the 77-pound-lighter coupe did it in 3.7 seconds). But even that number doesn't do the Spyder justice. Porsche's 911 Turbo, for instance, scoots to the same speed in an even more impressive 3.2 seconds, with much of that advantage attributed to Porsche's high-tech launch control system.<br /><br />That Porsche analogy also serves to highlight the R8's major weakness — namely its optional R tronic automatic transmission. Unlike the 911's PDK and the DSG trannies fitted to some other Audis that use dual clutches and seven speeds, the R tronic is an older design with only one clutch and six forward gears. Using but one clutch causes significant hesitation between gears, especially upshifts.<br /><br />The harshness is almost acceptable when you're just out to enjoy a drive, but creeping along in traffic with the R tronic in its automatic mode is truly annoying. Audi says that the reason the R8 doesn't enjoy the superior sophistication of a dual-clutch transmission is because it doesn't have a DSG box capable of handling the R8's torque, and developing an all-new transmission for about 2,500 units a year is prohibitively expensive. Let's hope it resolves that issue tout de suite.<br /><br />In other performance regards, the Spyder is exemplary. Despite the loss of the rigidity-enhancing roof, Audi's aluminum spaceframe chassis proves enormously rigid. Even riding on some seriously firm suspension, the Spyder exhibited not one iota of cowl shake. Said suspension uses Audi's new Magnetic Ride dampers. That means a wide range of suspension damping is available, though in the case of the R8, that range extends from the merely firm to the very stiff.<br /><br />Even during hard cornering, roll is minimal and grip is tenacious. The steering is extremely precise, thanks in part to the 85/15 rear/front torque split of the Quattro all-wheel-drive system. If traction is diminished out back, the system can send as much as 30 percent to the front wheels. Perhaps a racetrack could reveal some handling deficiency, but serious scofflawing along serpentine Mediterranean coastal roads failed to upset the Spyder.<br /><br />The R8 Spyder is also available with optional carbon-ceramic brakes and six-piston Brembo calipers all around that would seem to have enough power to stop an Indycar (steel discs with eight-piston calipers in front and four pistons in the rear are standard). Their sensitivity does require some acclimatization, but they are very controllable.<br /><br />Comfort<br /><br />Inside, the Spyder is very similar to the coupe, and the longer-legged might find the accommodations a little tight. The seats themselves, however, are very comfortable, quite adjustable and provide ample side bolstering.<br /><br />Fortified with magnesium bracing, the soft top is not only stable at speed but incredibly quiet as well. Indeed, at 80 mph, it is barely louder inside the Spyder's cabin than the coupe's, and it is quite easy to carry on a conversation at virtually any speed.<br /><br />Function<br /><br />Most of the Spyder's interior equipment is, again, similar to the coupe's. That means 465 watts of Bang & Olufsen goodness mated to 12 speakers. It's not quite up to the sonorific splendor that is the A8's B&O system, but it's more than enough for the R8's relatively small cabin.<br /><br />Too small, however, is the navigation system's LCD screen, whose diminutive size makes it difficult to see complex turns and junctions. Also on the tiny side is the Spyder's 3.5 cubic feet of cargo capacity up front (about enough space for two medium-size laptop bags). Trips for two are best reserved for tropical climes and it would help if both occupants were bikini-friendly.<br /><br />Design/Fit and Finish<br /><br />The Spyder, like all current Audis, truly surpasses the competition when it comes to the fit and finish inside the cabin. The leather seat coverings are of high quality, the instrument gauge design still pleasing and the switchgear easily operated, if a little too numerous. As for the actual build quality, the Spyder has the tightest gap between its stowable roof and the windshield frame of any convertible in recent memory.<br /><br />As for the Spyder's external beauty, you would have to go back to the launch of the original Lamborghini Countach for a more dramatic and universally positive response to a car. Judging from initial reactions to the Spyder, the nonstop ogling the R8 has received should continue unabated. But though the car is most obviously an R8 (indeed, the Spyder's derriere captures all the adoration for which the coupe version is already famous), there are noticeable differences.<br /><br />Of course the sloping roof is gone (replaced by a soft top and a tonneau cover), but equally noticeable is that the side blades that so dominate the coupe's side view are absent, replaced instead by great gulping air intakes. Even if they are a little more conventional, they are no less attractive. The tonneau cover, the other significant styling addition, looks equally aggressive, with numerous vents on its twin humps.<br /><br />Who Should Consider This Vehicle<br /><br />Obviously, anyone looking at R8 coupe ownership but enamored of al fresco driving will be a fan. But then, too, should anyone considering a Ferrari, Lamborghini or Porsche. The Audi offers most of the performance of the former two, the livability of the latter and panache equal to all three. And it's far less expensive than either Italian alternative.</span>Hidayathttp://www.blogger.com/profile/17656736560462323170noreply@blogger.com1tag:blogger.com,1999:blog-7188515581065712559.post-40098258287722879582010-04-12T19:52:00.000-07:002010-04-12T19:54:12.950-07:00Hyundai Tucson Review<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1Iqh_iqjoHO_JG21FM0wHp9890RT25Ivj6Jl-469oZ6uDIZN-qU2q9yQMWd9QbJoLoNBCHT9FbFx3NyTsKfGMICSzIR6CsNgaC1bFvg8LxaAk4QT1Rqt4Fti0Qos69JVtjMtxTKBOpBg/s1600/2010_hyundai_tucson_01.jpg"><img style="float: left; margin: 0pt 10px 10px 0pt; cursor: pointer; width: 200px; height: 134px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1Iqh_iqjoHO_JG21FM0wHp9890RT25Ivj6Jl-469oZ6uDIZN-qU2q9yQMWd9QbJoLoNBCHT9FbFx3NyTsKfGMICSzIR6CsNgaC1bFvg8LxaAk4QT1Rqt4Fti0Qos69JVtjMtxTKBOpBg/s200/2010_hyundai_tucson_01.jpg" alt="" id="BLOGGER_PHOTO_ID_5459449916990073714" border="0" /></a>With Ford, GM, Toyota and Honda pretty much dominating the U.S. car market, there are always hungry challengers striving to chip away at the top five carmaker’s tenable grasp. With a<br /><span class="fullpost">noticeable increase of market share, Hyundai has been on fire the past two years with top contenders such as the Genesis and Genesis Coupe. Fortifying their position and offering another solid vehicle into the crowded crossover market is the all-new 2010 Tucson.<br /><br />While the previous generation lagged behind competitors, the new Tucson received a much-needed redesign which gave it greater power, more style and a competent interior. The changes make it one of the best values in its class.<br /><br />The first generation Tucson (2005 – 2009) was bland and underpowered, the redesign gives it good-looking curves and a more powerful and efficient powertrain. The Tucson now has the power, fuel economy, and interior amenities to do battle with competitors such as the Honda CR-V, Chevrolet Equinox, Toyota RAV4, Ford Escape, and others.<br /><br />Best of all, the Tucson starts at $18,995, which makes it one of the more affordable crossovers in its class. In fact, only a few SUVs cost less — and none of these less expensive models come close to matching the Tucson’s frugal fuel economy. With its new 2.4-liter four-cylinder engine and 6-speed automatic transmission, the base model is expected to achieve 23 mpg in the city and 31 on the highway. Observed mileage during our week of testing was 22 mpg overall. Its highway fuel economy is surpassed only by the GMC Terrain/Chevy Equinox.<br /><br />The 2010 Tucson comes with a 2.4-liter four-cylinder engine that makes 176 horsepower and 163 lb-ft of torque at 4000 rpm. This engine replaces the previous model’s 2.0-liter four-cylinder and optional V6 engines. Even though the new engine delivers more horsepower than the previous V6, it has better fuel economy. In fact, it provides nearly as much power as the Toyota RAV4’s 179-horsepower four-cylinder engine. We found the new engine is a champ and has no trouble in passing and merging maneuvers.<br />What we like:<br /><br /> * Almost perfect compact suburban get-it-done family mover<br /> * Most of the road noise stays outside<br /> * Sharp-dressed interior<br /> * Good fuel economy<br /> * Available XM Nav traffic with live updates<br /><br />What we didn’t like:<br /><br /> * Position and angle of display screen gets a lot of glare from sun<br /> * iPod interface and controls reset to default settings every time the ignition is turned on<br /> * To maximize fuel economy the automatic transmission up-shifts too early, which causes engine to fall out of power range and bog<br /> * Tight cargo hold limits “utility” function<br /><br />Ruling: it’s fuel-efficient, stylish and high-rent — but limited on utility<br /><br /></span>Hidayathttp://www.blogger.com/profile/17656736560462323170noreply@blogger.com1tag:blogger.com,1999:blog-7188515581065712559.post-68959118397759129552010-04-12T19:51:00.000-07:002010-04-12T19:52:49.703-07:00Land Rover<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgLKMH6n_u8GIa-wdRz2NhIwmyjT-522HtwAjl07RetkKSUswt1STN1kf78seRzN8Fo4JVrbIHsOXXKz6z2_gvId4mOg5YQx-Q3chPll_O6vvU9JgxE7ZCfUp5Fq-35033TJHTDNR6gPQE/s1600/LandRoverExperience_12.jpg"><img style="float: left; margin: 0pt 10px 10px 0pt; cursor: pointer; width: 200px; height: 133px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgLKMH6n_u8GIa-wdRz2NhIwmyjT-522HtwAjl07RetkKSUswt1STN1kf78seRzN8Fo4JVrbIHsOXXKz6z2_gvId4mOg5YQx-Q3chPll_O6vvU9JgxE7ZCfUp5Fq-35033TJHTDNR6gPQE/s200/LandRoverExperience_12.jpg" alt="" id="BLOGGER_PHOTO_ID_5459449505267828498" border="0" /></a>The 2010 Land Rover Range Rover is a 4-door, 5-passenger luxury sport-utility, available in two trims, the HSE and the Supercharged. The Range Rover Supercharged has a 6-speed Automatic<br /><span class="fullpost">transmission and a 5.0-liter, V8, 510-horsepower engine. The 2010 Range Rover is freshened for 2010 with two new, more powerful engines, and inside, the instrument panel is replaced by a -inch Thin Film Transistor (TFT) screen with virtual dials and information displays. Subtle exterior updates include new headlights with LED technology, grille, side vents, side LED indicators, fog lights, front bumper and new taillight clusters with LED indicators.<br /><br />Standard Engine:<br />5.0-liter, V8, 510-horsepower, engine that achieves 12-mpg in the city and 18-mpg on the highway. 6-speed automatic transmission.</span>Hidayathttp://www.blogger.com/profile/17656736560462323170noreply@blogger.com0tag:blogger.com,1999:blog-7188515581065712559.post-26497783710021643052010-04-12T19:48:00.000-07:002010-04-12T19:51:03.849-07:00Mercedes-Benz C350<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmbTpy0cOHzgoKs847-VO_w0GgKsy0-JCMF7H1i9VH9K3ixLrlEN253Vjda0nfpP0F3wwNTzYfYHzuwvVj-JLmq7TOd345v00qV5-JGu1Au-n9IUWBr3weKA8a27aSQF8e-FDK-HRVen8/s1600/C-CLAS9.jpg"><img style="float: left; margin: 0pt 10px 10px 0pt; cursor: pointer; width: 200px; height: 100px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmbTpy0cOHzgoKs847-VO_w0GgKsy0-JCMF7H1i9VH9K3ixLrlEN253Vjda0nfpP0F3wwNTzYfYHzuwvVj-JLmq7TOd345v00qV5-JGu1Au-n9IUWBr3weKA8a27aSQF8e-FDK-HRVen8/s200/C-CLAS9.jpg" alt="" id="BLOGGER_PHOTO_ID_5459449077617245778" border="0" /></a>As the middle child in the C-Class model line, the C350 fills the niche between the base model C300 and the mighty C63 AMG. Like any middle child, it’s easy for the C350 to be overlooked between its thrifty, cheaper sibling and its steroid-using big brother. Sibling<br /><span class="fullpost">rivalry aside, the C350 manages to stand out as a compelling option in the C-class lineup.<br /><br />All C350’s come standard with the “Sports Grille,” which looks significantly better than the standard C-class front end. A sporty front end really helps give the C350 a more modern look. The 2010 model makes previous generation C350’s look ancient. Optional 18-inch AMG wheels were included with the model we tested and they enhanced the sporty look of the car. Mercedes-Benz calls the C350 a sports sedan and it looks every bit the part.<br /><br />The interior matches the great exterior, but has a few quirks. High-quality materials are used throughout the great looking interior. Loose feeling HVAC knobs was the only flaw in a cabin filled with solid feeling controls. The model we tested did not have navigation, but still had a small color LCD screen for the radio. An easy to read speedometer features a monochrome LCD screen that displays gas mileage and other driver information.<br /><br />2010 Mercedes-Benz C350 interior2010 Mercedes-Benz C350 interiorMercedes-Benz C350 6-speed automatic and dual-climate control width=<br /><br />iPod integration was included in the C350 we tested, but it’s poorly executed. On the standard C350 the iPod music information is not displayed on color LCD display, but on the monochrome display built into the speedometer. iPod addicts should opt for the COMAND or Multimedia Package. Both options will display iPod track information on a 7-inch display. One ding against the Multimedia package is its laughable 6GB storage space for music. For $2,650 it would be nice if it had more storage space than a $25 dollar mp3 player. 64GB of high-speed solid state memory is priced well under $200 dollars these days and there is no excuse for such a small amount of included storage space.<br /><br />Driving Impressions<br /><br />The C350’s 3.5-liter V-6 puts out a respectable 268 horsepower and 258 lb-ft of torque. The engine is docile and quiet when cruising around town, but when you drop the hammer the engine has a masculine growl and plenty of freeway passing power. Gas mileage during our test was a respectable 24 MPG.<br /><br />What reins in the fun is the slow shifting 7-speed automatic transmission. There is a noticeable lag waiting for the transmission to downshift. Other than the slow downshifting, the 7-speed is smooth and features a comfort and sport setting.<br /><br />2010 Mercedes-Benz C350 Sport Sedan<br /><br />Mercedes-Benz for some bizarre reason has decided to not include a manual option for the C350. This is a huge disappointment and an odd choice for a model Mercedes calls a “sports sedan.” Drivers looking for a C-class with a manual are rare, but they will have a difficult decision to make. The price jump between the manual C300 and “SpeedShift plus” 7-speed equipped C63 AMG is huge. Why can’t the middle model have a manual?<br /><br />C-Class Sport sedans have firmer coil springs and shock absorbers than the C300 and it shows. The C350’s stiffer suspension is apparent on freeways that are less than perfect. The ride can be slightly bumpy on bad roads. On the upside there is not much body roll and on decent roads the C350 is smooth as glass. Despite the stiffer ride, potholes are absorbed with grace.<br /><br />Steering is well balanced, but slightly numb. The well isolated cabin does not transmit a lot of feedback to the driver. Further compounding the handling is the car beings to feel heavy when pushed in corners. Despite this, the Merc is composed and predictable in the corners.<br /><br />2010 Mercedes-Benz C350 Sport Sedan<br /><br />Many of the vehicles handling problems may possibly be fixed with the $1,500 Dynamic Handling Package. The C350 we tested did not have the package, but it adds speed-sensitive steering and driver-adjustable suspension. The speed-sensitive steering will likely improve the numb steering and the adjustable suspension would be a godsend on bumpy roads. The handling package includes the $1,020 18-inch wheels AMG wheels so it’s a no-brainer to choose the package if you are considering getting the AMG wheels.<br /><br />Braking is excellent, but the pedal is a little on the soft side. Even with the soft pedal, the brakes are easy to modulate. In addition to standard ABS, the C350 features Brake Assist. The feature will apply full braking power when the pedal is quickly applied. Mercedes-Benz claims that many drivers during an emergency stop do not apply the brakes hard enough during an emergency stop. This feature is designed to counteract this and allow the car to come to a safe stop.<br />Dale gives the C350 a "thumbs up!"<br /><br />Dale gives the C350 a "thumbs up!"<br /><br />There is plenty of head and leg room in the C350 and it’s a perfect match for taller drivers. Passenger room in the back seats is adequate, but could be better. Both front and back seats are comfortable and unlike German cars in the past, there are plenty cup holders fore and aft.<br /><br />The middle child C350 is a solid luxury car that looks and drives great. The small complaints we had could likely be corrected by choosing the right options when buying. The C350 is a good choice for potential C-class buyers looking for a little more power, but do not want the sporty all-out C63 AMG.<br /><br />Pros<br /><br /> * Quiet and comfortable on the freeway<br /> * Standard “Sports Grille” looks great<br /> * Good gas mileage<br /><br />Cons<br /><br /> * Awkward iPod integration<br /> * Need to buy several options to fix flaws<br /> * Slightly numb steering</span>Hidayathttp://www.blogger.com/profile/17656736560462323170noreply@blogger.com0tag:blogger.com,1999:blog-7188515581065712559.post-1500592138398107982010-04-12T19:46:00.000-07:002010-04-12T19:48:26.159-07:00Ford Mustang<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhsiM5OmobMUZXkRYzgdQ9qfDNhk9K021Wkbsr0FSn1F3SQ604YSVFC7C8FnPfFN7xUbcHtdBFM8jfpxmcEg_iOUMcbSHp-eDZlIi5aZPeWwCEG65SO3ldirNO4o1DiEViZySTs6zvE2PI/s1600/2011.ford.mustang.20326784-300x189.jpg"><img style="float:left; margin:0 10px 10px 0;cursor:pointer; cursor:hand;width: 200px; height: 126px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhsiM5OmobMUZXkRYzgdQ9qfDNhk9K021Wkbsr0FSn1F3SQ604YSVFC7C8FnPfFN7xUbcHtdBFM8jfpxmcEg_iOUMcbSHp-eDZlIi5aZPeWwCEG65SO3ldirNO4o1DiEViZySTs6zvE2PI/s200/2011.ford.mustang.20326784-300x189.jpg" border="0" alt=""id="BLOGGER_PHOTO_ID_5459448317341280034" /></a>The revitalized 2011 Ford Mustang looks to be the best pony car on the market.<br />Pros<br />Powerful V6 and V8 engines, available Ford Sync system, good performance bang for the buck.<br /><span class="fullpost"><br />Cons<br />Near ubiquitous street presence, no telescoping steering wheel.<br />What's New for 2011<br /><br />Following up on interior and exterior revisions last year, the 2011 Ford Mustang receives all-new engines this year, including a 305-horsepower V6 and a 412-hp V8. They're backed up to new six-speed manual and automatic transmissions. Other changes include a switch to electric power steering (from hydraulic), larger brakes, revised suspension tuning, added noise insulation, additional body bracing for the GT convertible, blind-spot mirrors and Ford's MyKey system.<br /><br />2011 Ford Mustang Vehicle Overview<br /><br />Introduction<br /><br />Frankly, this isn't the Ford we used to know. With the venerable Mustang coming off a host of big changes just last year, including updated styling, a higher-quality interior and new features, we would have thought nothing would change for the 2011 Mustang. Old Ford would have declared this good enough and kicked back on the porch with a beer in hand. But today's Ford, the one that's been building impressive cars like the Flex and Fusion, has reloaded yet again, and for 2011 it's targeted the 2010 'Stang's primary weakness: powertrains.<br /><br />We'll start with the V6. No longer is it a woefully underachieving lump that hadn't changed much since the 1990s. The 2011 Ford Mustang's new 3.7-liter V6 now has all-aluminum construction, dual overhead camshafts and variable valve timing. It's enough to crank out 305 hp, or just 10 hp less than last year's V8. Torque is up by 40 pound-feet as well, to give you 280 lb-ft; that screeching sound you hear is a Mustang V6 actually doing a respectable burnout.<br /><br />Power is still sent to the rear wheels, of course, but this time it's channeled through either a six-speed manual transmission or a six-speed automatic. The extra gears help the Mustang V6 earn a laudable 31 mpg highway EPA fuel economy estimate. This year's V8 has been given a jolt of adrenaline as well. Bumped up in displacement to 5.0 liters, it has four valves per cylinder and dual overhead cams. Peak output is a rip-roaring 412 hp and 390 lb-ft of torque. Both transmissions for the V8-powered Mustang GT (manual and automatic) are similarly upgraded to six-speed units.<br /><br />Of course, there is still room for improvement. The Mustang is still rocking 1985 with its live-axle rear suspension, for instance, and we would be remiss if we didn't point out that these new engines have raised the Mustang's price by about a grand. Even so, it seems money very well spent. The Chevrolet Camaro still takes top honors for dramatic styling, and the Dodge Challenger is surprisingly lovable in an old-school muscle car sort of way. But if you're looking for the best all-around pony car of 2011, you need not look any further than the holistically improved 2011 Ford Mustang.<br /><br />For Pricing information, see our Pricing page.<br /><br />Body Styles, Trim Levels, and Options<br /><br />The 2011 Ford Mustang is available as a coupe or convertible. There are four trim levels: V6, V6 Premium, GT and GT Premium. The base V6 starts with 17-inch alloy wheels, a limited-slip rear differential, keyless entry, side spotter mirrors, cruise control, air-conditioning, full power accessories and a CD audio system with an auxiliary audio jack. The V6 Premium adds upgraded 17-inch wheels, leather upholstery, a power driver seat, Ford's Sync system, color-adjustable gauges, a leather-wrapped steering wheel, upgraded interior trim and a Shaker 500 stereo system.<br /><br />The V8-powered GT comes with the base V6's features plus 18-inch alloys, a rear spoiler and foglamps. The GT Premium is essentially a GT with different 18-inch wheels and the V6 Premium's roster of features.<br /><br />Options on the base Mustang V6 include an exterior appearance package and an anti-theft system. The V6 Premium unlocks a slew of packages and options in addition to those available on the base model, including the Pony package and Mustang Club of America Special Edition (both consist of various exterior styling enhancements), the Comfort package (power passenger seat, heated front seats, auto-dimming rearview mirror) and the Electronics package (voice-activated navigation system with travel link, automatic climate control). Also available are remote start, a performance 3.31:1 rear-axle ratio, xenon headlamps, a glass roof, a tonneau cover for convertible models and a back-up camera (which requires the Electronics package). A V6 Performance package (late availability) gets you the suspension and brakes from the GT plus 19-inch wheels, summer tires and a recalibrated stability control system.<br /><br />The Mustang GT can be outfitted with a Brembo Brake package, which includes more powerful brakes, 19-inch wheels, summer tires and the recalibrated stability control system. Two performance axles (3.55:1 and 3.73:1) are also available. The GT Premium can be had with all the V6 Premium's and GT's options plus an array of 18-inch and 19-inch wheels, a California Special package (more exterior styling variations) and a more powerful Shaker 1000 sound system (not available with the Electronics package).<br /><br />For more Style information, see our Compare Styles page.<br /><br />Powertrains and Performance<br /><br />The Mustang V6 has a new 3.7-liter engine producing 305 hp and 280 lb-ft of torque. The Mustang GT has a new 5.0-liter V8 good for 412 hp and 390 lb-ft of torque. Both have a six-speed manual transmission as standard and a six-speed automatic as optional.<br /><br />In our performance testing, the GT went from zero to 60 mph in a very quick 4.8 seconds. Fuel economy isn't too shabby, either. The Mustang V6 coupe earns an estimate of 19 mpg city/31 mpg highway with the automatic transmission. With the manual, the highway estimate drops to 29 mpg. The GT has an 18/25 mpg rating with the automatic and 17/26 mpg with the manual.<br /><br />For more Performance Data, see our Specifications page.<br /><br />Safety<br /><br />Antilock four-wheel disc brakes, front-seat side airbags, side spotter mirrors and stability control are standard on all Mustangs. Also standard is Ford's MyKey system, which allows owners to set up driving restrictions for young drivers.<br /><br />In government crash tests, the 2011 Ford Mustang coupe and convertible earned a top five-star rating for its protection of occupants in frontal and side-impact collisions. In Insurance Institute for Highway Safety testing, the Mustang coupe earned a top score of "Good" in the frontal-offset test and "Acceptable" (the second highest of four ratings) in the side-impact tests. The convertible earned a Good rating for both tests.<br /><br />For more Safety information, see our Safety page.<br /><br />Interior Design and Special Features<br /><br />The Mustang's cabin retains its characteristic retro design while also boasting respectable materials quality. The result won't fool you into thinking you're driving a luxury coupe, but it's a notably nicer interior than we're used to seeing in a Mustang.<br /><br />The steering wheel doesn't telescope, but most drivers will still find seating to be comfortable. Major controls are simple to operate and the seats are comfortable. The optional Sync system provides useful voice-integration technology for music and Bluetooth functions. Both the Mustang coupe and the convertible offer seating for four; while average-size adults can fit in back, they'll be a bit cramped. Trunk capacity is a functional 12.3 cubic feet in the coupe and 9.7 in the convertible.<br /><br />For more Interior Features information, see our Specifications page.<br /><br />Driving Impressions<br /><br />In a word, wow. The engine upgrades for the 2011 Ford Mustang have revitalized the car's performance. The V6 model is no longer the butt of rental-fleet jokes, as it now quite quick, particularly when fitted to the slick-shifting manual transmission. The new six-speed automatic is a mixed bag; it upshifts early to maximize fuel economy and lacks shift paddles, but thankfully there's enough power from the V6 to keep the car feeling lively. The new 5.0-liter V8, meanwhile, really hauls the mail, cranking out thumping performance all the way to its 7,000-rpm limit. It sounds great while doing it, too.<br /><br />The 2011 Mustang's suspension has been retuned, and the car, particularly in GT guise, is tied-down and controlled. Compared to the Camaro and Challenger, the Mustang feels the most nimble, no doubt helped by its lower curb weight. The rear suspension is still a solid rear axle design, but Ford has done a pretty amazing job at minimizing the inherent ride-quality limitations that come along with it. The company has also done well with the 2011 Mustang's new electric-assist power steering, as it feels natural and responsive.<br /><br /></span>Hidayathttp://www.blogger.com/profile/17656736560462323170noreply@blogger.com0tag:blogger.com,1999:blog-7188515581065712559.post-40859856023303329552010-04-12T19:44:00.000-07:002010-04-12T19:46:17.407-07:00Toyota in the Hot Seat<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhk0liSmDgm__g9_BFhXGtLjFEvtqAxtQw-9aBnUFyfktwIpvDRbNotbbFuRbeQe2L4kfm-U1G4lRC5_ZxKnjW9ENgoaoEF2j5fjDLIYl-OiKfU3nw_ywEbWqzkank_1rMqLM98EQ6fDDM/s1600/toyoda_inaba_congressional_hearing.jpg"><img style="float: left; margin: 0pt 10px 10px 0pt; cursor: pointer; width: 200px; height: 107px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhk0liSmDgm__g9_BFhXGtLjFEvtqAxtQw-9aBnUFyfktwIpvDRbNotbbFuRbeQe2L4kfm-U1G4lRC5_ZxKnjW9ENgoaoEF2j5fjDLIYl-OiKfU3nw_ywEbWqzkank_1rMqLM98EQ6fDDM/s200/toyoda_inaba_congressional_hearing.jpg" alt="" id="BLOGGER_PHOTO_ID_5459447822447689314" border="0" /></a>After an exchange of pleasantries that included praise from committee members for his willingness to step into a lion’s den, Toyota President and Chief Executive Officer Akio Toyoda, and<br /><span class="fullpost">Yoshimi Inaba, president and chief executive officer, Toyota Motor North America, drew heavy fire from both Democrats and Republicans for the company’s slowness in dealing with safety defects in its autos and trucks that led to deaths and eventually the massive recalls.<br /><br />“I’m deeply sorry for any accident that Toyota drivers have experienced,” the grandson of the founder of the Japanese auto giant told the House Oversight and Government Reform Committee. He suggested his company’s “priorities became confused” in a quest for growth over the past decade at the expense of safety concerns.<br /><br />Toyoda told the panel he was “absolutely confident” there was no problem with the electronics of Toyota vehicles and repeated the company’s stance that sudden accelerations were caused by either a sticking gas pedal or a misplaced floor mat. Some outside experts have suggested electronics may be at the root of the problems.<br /><br />In addition, Toyoda said the company is making changes so brake pedals can override a sudden acceleration and bring a runaway vehicle to a safe stop.<br /><br />Florida Republican John Mica held up a document showing Toyota celebrating $100 million in savings by avoiding a broad safety recall, saying they make this a “very embarrassing day” for the company.<br /><br />The document being referenced is the July 2009 internal Toyota memo that listed the issue as a “win” for Toyota. The document says Toyota was able to save $100 million by negotiating a more limited recall with the government in 2007 over floor mats.<br /><br />Representative Paul Kanjorski, D-Pa, said “injuries and the damages suffered by innocent Americans … who like myself have grown up in an atmosphere that we had a great deal of faith in something that was stamped ‘Made in Japan.’”<br /><br />Currently there are three US congressional investigations concerning incidents of sudden unintended acceleration blamed for more than 30 US deaths and tied to the recall of more than eight million Toyota vehicles worldwide.<br /><br />Lawmakers and some drivers who survived crashes they blamed on the defects have charged the Japanese auto giant with ignoring complaints and incorrectly blaming accidents on floor mats that jam accelerators or on sticky pedals, while ignoring the possibility of software or electronic problems.<br /><br />Toyoda pledged his company would change the way it handles consumer complaints, including seeking greater input from drivers and outside safety experts when considering recalls. Toyota managers will also drive cars under investigation to experience potential problems first hand, he said.<br /><br />Toyoda read from prepared remarks that had been released the day before.<br /><br />“My name is on every car. You have my personal commitment that Toyota will work vigorously and unceasingly to restore the trust of our customers,” he said. He delivered his short remarks clearly in somewhat accented English. However, when the questioning session began, he switched to Japanese with the help of a translator.<br /><br />On Tuesday, Toyota’s top US executive, James Lentz, told another House panel the company’s moves to pull some 8.5 million vehicles off the road — six million in the United States — had “not totally” addressed the problem.<br /><br />Lentz said the company had found no evidence of an electronics problem being to blame but, under heavy fire from angrily skeptical US lawmakers, admitted Toyota had not completely ruled that possibility out<br /><br /></span>Hidayathttp://www.blogger.com/profile/17656736560462323170noreply@blogger.com0