Tires - the main novelties of summer 2008

Despite constant temperature fatter, motorists could already afford to replace winter tires for the summer. Someone of them will not chase for the fashion and put the old wheel, but someone certainly interested in the latest innovations. And interest can be as careless, and well justified, it has a habit of summer tires wear out much faster than snow. Overall, the reason for the interest is not significant, far more important than the fact that in 2008 any demand likely will be granted. Even supporters of environmental annoying rai'n find a tyre, which is ecologically pure and that it can, if desired, be painted green and give it a name Greenpeace.

Let's begin, perhaps, with a curtsy to the category of tires for off-road vehicles. Still, their main season is just ending, so that podslastim zhelezkam pill and open the hit parade of their forces. Naturally, this is not a car, but a class roadsters, which are most relevant in the winter and spring. It is for them and Nokian Tyres company released a new summer tyre Hakka SUV. The main thrust of the tires - apparently not even with perfect asphalt highway which are a mixture of permanent pothole, gravel, sand and even places. The peculiarity of Hakka SUV is a new rubber mixture, double uplotnitelnom ring in the contact area on the disk, as well as protection from jams in the small stones slat tread. Among other things, the tyres and still has a very low rolling resistance, and allowing for a bit to save fuel.


Also chosen for a new season of the Fire and warned Bridgestone, which launched a new model Dueler A/T 695 specifically for the SUV. Innovation has traditionally referred improving water abstraction from the contact spot. Also won coupling properties, which, thanks to the new rubber mixture and an updated tread should noticeably improve. But no matter how hrabrilis SUV drivers, but with the advent of spring creeks their optimum time starts as quickly as are melting snowdrifts in the streets. So when the asphalt dries completely, then the time comes to fast cars, which tend to try and master of the wire industry.

Same meaningful summer season premiere-2008 can be considered a new work of art is the leader of the world tire industry, Goodyear company. The name of this tires Eagle F1 Asymmetric and, as you can guess from the title, is a direct descendant of premium Eagle F1 tires. Unlike predecessor, the Eagle F1 Asymmetric has increasingly used an asymmetrical pattern. Compared with the previous version of the tire is a high level of acoustic comfort, excellent handling both on dry or wet on the road. It has high-speed indexes W and Y (270 km / h and 300 km/h respectively), and is available in sizes ranging from 17 to 20 diameter. Shin Eagle F1 Asymmetric certainly will like the owners of fast cars and with a high degree of probability takes pleasure of management in all types of weather.

Goodyear followed for correctly located another novelty from the Finnish Nokian company, which agreed to go into production summer tires. This zeal became tires Nokian Hakka Z. This is a high-speed tire to operate in poor weather and road conditions, to be perfectly suitable for Russia. Generally Finns apparently deepened in the manufacture of tires for the heinous roads that clearly indicates their interest in the Russian buyer. In the tyres used the now well in the other tyre ruler Hakka technology river / creek, allowing contact to give a spot up to 43 litres of water per second. And with the rubber mixture Nordic Cool UHP Silica and curvature of the tire tread is not backtracking in different climatic conditions. Hakka Z comes with indexes speed W and Y.

Not obdelim emphasis, and the Japanese company Toyo, which is a supplier of tires for Japanese automakers. This year, their novelty is called DRB. The main feature of these traditional tires - low weight and good striking design. Focus on these tires fast sports cars. The Company is a novelty that was Toyo Proxes R1R model, which is positioned as tires for sedans. The main feature - arrow pattern, which means that in the rain at these tires, you will feel more confident. Broad spot contact improves manageability and attached tyre aggressive appearance.

The European branch of the company Dunlop, a member of Concern Goodyear in 2008 represents a tyre middle class SP Sport FastResponse. Shin is also now a fashionable asymmetrical pattern, has a good exchange rate stability and behaves quite confidently on the wet road. Dunlop SP Sport FastResponse is available in most popular sizes of 14 to 17 diameter and especially recommended for middle-class cars.

Other news from the same company are fancy names Dunlop Direzza Sport Z1 and SP Sport 600. First adapted for aggressive driving style. They are designed with a pattern of peripheral grooves Water, and the wide profile to increase the contact spot. Direzza Sport Z1 created just for sports cars, as we understand clearly give the title of tires.

As for the summer Dunlop SP Sport 600, then again, there is an asymmetrical pattern, seasoned with large shoulder blocks on the outside, which allows better control car overtaking. Tires Dunlop SP Sport 600 provide excellent handling and exchange rate stability at high speeds. Tires are designed and manufactured in Japan.

And finally do not forget about sverhmodnoy environmental hysteria, which is not indifferent, and left the company Dunlop, which is the summer season - 2008 introduced a novelty Dunlop Enasave97. These tires are really unique, as a 97% consist of natural materials, thus reducing wear when they release harmful substances splashes at 94%. As for the embezzlement oil reserves, then replace them for the production of hard expend synthetic and natural rubber, which allows a mixture shinnikam improve the deformation resistance. Tires Dunlop Enasave97 well cling to the road and have low rolling resistance.

Overall, this season is to draw attention to that. While many world leaders tire industry is not yet "shot" novelties this season, their products will still remain valid and will occupy a worthy place in the ratings sales. In the group leaders, without a doubt, is expected Michelin Primacy HP and Pilot Exalto PE2, Continental SportContact3 and EcoContact3, Yokohama Advan, as well as other famous tyre manufacturers. Keep in mind that the savings on tyre likely problems can haunt you on the road.

New Lotus Europa

The new Europa and SE variants have been designed and developed specifically for European customers.

Lotus Europa is now accessible to a wider audience with the entry-level car with a more accessible manner to Europe and the SE designed to meet those who are even more conscious of style and the poverty has increased performance levels. The Europa has a mid-mounted 2-litre turbo charged engine, tuned in the SE to a new calibration of 225 hp and 300 Nm of torque to deliver capabilities cruising effortlessly. Lotus Europa now offers increased levels of comfort over the Elise and Exige while improving the driving experience targeted you would expect from a Lotus.

The SE has Europa attractive, lightweight new wheels, which are shod with wider tires, high-performance, to increase the levels of adhesion. These new high-performance wheels are larger 17 "wheels at the front, and 18" wheels at the rear. New wheels of the House of high performance AP Racing four pot brakes and large (308 mm) diameter discs.

The SE interior has been maintained by Lotus Design with a new design that works in harmony with the premium to the forefront of white ice of the Geneva Show car. The interior is finished using 4 hides soft and lightweight, top-quality leather, to ensure that each area has a lush tactile feel. Lotus Europa interior is equipped with leather sport seats and comes standard with a high-quality stereo. The new entry-level Europa is at the cost of 27950 pounds sterling, with the range topping SE Europa available for £32995.

Via: newcarnet

2008 Peugeot 608

Peugeot is working on a replacement to the current 607. Peugeot 608 inspire the design of 908RC concept car shown at the Salon de l'Automobile in Paris 2006. The frontal shape of the 908 should give you some ideas for the new Peugeot 608. The 608 will be developed from the platform Citroën C6. It will begin this year at the Salon de l'Automobile in Paris.

The 607 is suffering from a lack of awareness and also to a lack of high-end engines. The new high-end french of the car will use a platform 407 lengthened, and should also have the same trip trains.

The 608 is slightly longer than the 607 but will remain below 5 m in length. The model will be an evolution of the 607 after several topics presented during recent concept cars. The first design of the next 608 is not accurate, but the side profile is representative of a subtle rapprochement between the 4-door coupe launched in the class Mercedes CLS model.

The petrol versions will be driven by an engine of 2.2 to 16 valves and 163bhp and V6 215bhp. A revised version of the 2.7 HDi V6 will also emerge, but with the increased power over the current 200bhp and a brand new V6 petrol. You can also expect a model of TI. Diesel engines are a 2.2 HDI biturbo delivering 170 horsepower, V6 HDI with a power of 207 hp. There is also a possibility that Peugeot will add a V8 engine under the hood of this car. The car will feature a six-speed automatic.

Source: topspeed

Ford Focus RS Concept

We have heard the confirmation of a Ford Focus RS model, and we saw the teaser pics floating around. But do we have the specs, we have something to do on the physical, a tyre wire, a steering wheel, nothing? Nope. We have this photograph. Over the teaser image of those who have already been published.

London Motor Show in July is the place to be if you want the full detail. Of course, some time before the FMC would then have provided technical specifications, as usual. But for the moment, we must rely on the crumbs thrown down from engineering insiders "at the table as the first Ford Focus RS will not be front-wheel drive but 4WD-driven. This fact alone is probably sufficient to make a Mazda3 MPS rival over a Subaru STI enemy. But wait, that's not all. It looks like we are going to come in at less than 300 hp - 280 bhp speculate on it! It's much, but still, the scene STI 300 horses on the back, with an additional 8 horses just in case.

TA obviously makes sense to approximately 320 bhp where 4WD should be used. Otherwise, you can paste the rear-wheel-motor engines. We hope that 4WD and magical, more than 300 horses from the 2.5-litre turbo, and there is still time to make the necessary changes before the RS hits the market.

Source: TopGear

2009 Toyota Corolla Review

Toyota Canada waited until Christmas to allow auto journalists to publish their driving impressions of the all-new 2009 Corolla, which is set to arrive in dealerships next February.

Built by Toyota Motor Manufacturing Canada (TMMC) in Cambridge, Ontario, the Corolla has now reached a significant milestone in Toyota's North American history. The year was 1966 when the Japanese compact made its debut this side of the Pacific. Over the last 20 years or so, more than 2 million Corollas have been manufactured in Canada - half of which were sold domestically.

The Corolla's 10th generation, available in CE, LE, S and XRS trim, gets a completely redesigned bodywork with sportier lines and a lower profile. It comes with a choice of two new 4-cylinder engines: a 1.8L unit (CE, LE and S models) producing 132 horsepower and 128 foot-pounds of torque through a 5-speed manual transmission or a 4-speed automatic, and a 2.4L mill (XRS models) generating 158 horsepower and 162 foot-pounds of torque via a 5-speed manual or automatic gearbox. Both powerplants use a double overhead camshaft (DOHC), 16 valves and a dual variable valve timing system with intelligence (VVT-i).

All models also come standard with a power-assisted rack-and-pinion steering -- a modern and cost-efficient solution that does away with the cumbersome, pump-controlled steering system and hydraulic ducts. This lighter setup also improves fuel economy, as the engine no longer has to drive the hydraulic pump. It's all attached to a tilt/telescopic steering wheel, a fairly rare feature among compact cars. Complete with a height-adjustable driver's seat, the new Corolla makes it easier to find a good driving position. Toyota must be commended in this regard.

On the safety front, ABS brakes with Emergency Brake Assist are standard across the lineup. However, the XRS is the only one to include four-wheel disc brakes; the others have to make do with classic, rear drum brakes. Likewise, Vehicle Stability Control (VSC) is basic stuff with the XRS model yet not even optional with all the other Corollas. Offering this potentially life-saving feature as part of the standard equipment would really make the Corolla a complete car in its class.

Inside, the layout has been carefully executed to offer even more functionality, a modern audio unit with MP3/WMA and satellite radio compatibility, an auxiliary input jack and numerous compartments, including door-integrated storage bins with specially-molded bottle receptacles. At the bottom of these bins is a drain hole to allow spills to flow out of the car. Clever, isn't it?

The dashboard is pleasantly styled and the center stack gracefully flows downward. The overall design is clean, purposeful and attractive. The controls are where you expect them to be; manipulating them is really easy and intuitive. The lone exception might be the engine start button - a trendy, retro-inspired function - which requires some getting used to. Much to my satisfaction, I found out that there were two glove boxes.

The introduction of the 2009 Corolla to Canadian auto journalists was made in October under full secrecy. What I mean is we were only allowed to do a few laps on a closed track next to TMMC. Toyota even forbade us to report our driving impressions... until today.

Let's start with the CE, LE and S models. The 1.8L engine/5-speed manual combo delivers decent performances. The powerplant is quiet and flexible, the shifts are smooth and the braking maneuvers, adequate. In tight cornering, though, the 15-inch tires of the base CE model let you know of their displeasure by grinding and screeching. As expected, the 16-inch tires of the LE and S models, not to mention the 17-inch units of the XRS, offered better road-holding and braking capacities. Speaking of braking, the rear disc brakes of the Corolla XRS are vividly felt through the brake pedal and the resulting decelerations are markedly quicker. Also, I noticed that the models equipped with 15-inch tires were a bit more affected by crosswinds.

Under acceleration, the 2.4L XRS model is obviously the fastest of the bunch, although torque steer is felt through the steering wheel when exiting a corner. Too bad. As for the 1.8L Corollas, they will no doubt be more fuel-efficient, especially with the manual transmission. I must remind you that the autobox includes just four gears with the smaller engine and five with the larger one.

Our brief lapping session revealed a Corolla that stays true to the Toyota tradition. Technical improvements, a more attractive styling and a friendly interior make up the recipe. As always, there's no extravaganza and no major revolution. After all, the idea is to appeal to as many consumers as possible. But as I'm writing this, and looking at the cold winter through my window, I can't help but wonder when will Toyota finally make heated seats available with its best-seller.

Source: auto123

2008 Acura RDX Review

The Acura RDX is all about sporty driving, which is why he uses a turbocharged four-cylinder engine to make its hearty 240 horsepower. This is the first turbocharged engine that produced Acura. It is 2.3 liters, and exited the Acura TSX, with numerous changes making an entirely different powerband.

Proving its commitment to the sport, the RDX utilizes a sequential five-speed automatic transmission with shift levers, an independent firm suspension turns, and patented Acura SH-AWD (Super Handling All Wheel Drive), which provides a more high power Outside the rear wheel under hard cornering, thus keeping the car online.

Proving its commitment to luxury, the RDX is trimmed in leather, fabric interior is not available, and it comes standard with other luxurious touches, such as a roof and power two climatic zones.

In short, the RDX is designed for drivers who do not want to compromise a turn for ride comfort (and therefore, the firm suspended), but want upscale accommodations. It is also someone who does not care about distinctive style or dramatic because the RDX resembles the Honda CR-V. Women, who are normally the Acura approach to the combination of a smooth ride and silky, with the performance, want to think twice about the RDX, given its firm suspension.

The RDX was launched as a 2007 model, and changes for 2008 include upgrades. The hands-free Bluetooth telephone interface comes standard on the 2008 models. Standard are a two-way position of the driver's seat memory and auto-dimming day / night rearview mirror. A new exterior color, polished metal Metallic, is available. If you are in Hawaii, lucky you, and now your RDX will have access to the navigation system of 1.7 million city and street names as well as access to AcuraLink Satellite Communication System with Real Time Traffic. The real-time traffic system now covers 76 major metropolitan areas with the addition of 32 more in 2008.

The Acura RDX is about one inch longer wheelbase than the Honda CR-V, the company non-small luxury sport utility vehicle, and two inches longer overall. The appearance of the two cars is quite similar that you can look at them and say that we expected to cost $ 10000 more than the other, in fact, some might think Honda is the most beautiful. The sculpture on the sides of RDX is free, and not dynamic, and less traditional than the CR-V, which appears to have some reason, at least.

The nose of the RDX is its most distinctive feature. The grille is large shallow vee, the Acura theme, but which is a subset black air with opposing angles, on horseback on the top of the bumper. It is the highest undisguised air, we can imagine. And under the bumper is another open air. The intermediary turbo under the hood needs a lot of air.

Behind the pillar C, there is a small window that you can not really discern because C is the mainstay in the dark and the window is stained dark. From the inside, it offers good visibility, no blind spots by looking over your shoulder.

The rear of the RDX resembles a Subaru Tribeca, a comment that, based on the opinion of most of Tribeca's Edsel-like tail, is something shy of a compliment. Between the rear lamps, sheet on the tailgate is molded in the shape of the vehicle, suggesting the new Acura symbol or theme. This sculpture around the great license plate indent, so that the proposal is quite subtle. You may have to look a long time, as we did, to see it.

Acura RDX The scoreboard waterfalls using colors, textures and levels. The top is wide and flat, black vinyl, there are three inches high titanium strip of plastic in the center core, broke through the screen, and bottom, it will become soft vinyl gray. The band at the top and plastic grained carefully raised crossed diagonal lines, a kind of diamond as a golf ball. So, there are three textures and three colors.

On the top center of the dashboard, tucked under the windshield, is a small digital display that shows the time of day, the radio station, adjusting temperature inside each side of the car , and where the vents are pointed. It is difficult to see in sunlight.

The navigation system is controlled by a big ugly knob in the center of the center stack. It grows in, up, down, left and right. Acura has an excellent reputation for its navigation systems. We found them among the best and easiest to use.

We found the back of a little blurry monitor, smoke in the night (what could be the smoke from fires backup), and often too dark to be useful, at dusk or covered days.

The perforated leather seats are comfortable, and the driver can perch in height to see in the short nose of the car. The 10-way power driver's seat has a dual function of memory for the post 2008, the passenger seat is manual. Both front seats are high and low heat. There's lumbar support, even if a wound still go back after four-hour drive with a lot of stress freeway stop-and-go.

The gauges are well lit at night, in blue and white. The tachometer is on the left, redline 6800, with an insert that shows turbocharger boost.

A high speed in the centre with a display of information in it, and on the right, a gauge of similar size, but contains only one indicator that the equipment is in the transmission, the higher the level of fuel. It would be nice if a temperature gauge that was in outer space, because, as it is, you may not know if the car is overheating to suspect it, and then checking the display of the Information inside the speedometer, scrolling to find other information.

The info display can also show wheels receiving power with the SH-AWD, or Super Handling All-Wheel Drive. The system sends more power to the rear wheel from the outside when the car in a turn aggressive, which maintains the line, of course, is exactly the time that you do not want to look down to check the display. There is also a display instantaneous fuel, a bar from 0 to 50, but we did not find that it is almost readable.

The EPA mileage is rated 17/22 mpg city / highway, and we got 17.6 miles per gallon (on premium fuel), with an average of 34 mph run stop-and-go on the highway at 80 mph when we broke. The fuel has not changed much after that, with the most frequently around town driving.

The more fun you can have with an Acura RDX was driving through the corner like a sports car. He has really done a good job in this regard. The paddle-shifting transmission shifts smoothly and obeys your driveway.

This is the first turbocharged car Acura has ever made. Honda has been the technology leader with small engines for a long time and this 2.3-liter turbo is about as high-tech as they come. The turbocharger changes in the power characteristics quite a lot of the most peaky Acura TSX, although this is not the right engine. There are 260 lb.-ft. of torque, and no turbo lag, but when the transmission is in the walk, he started at the top and bottom while driving casually climb. Apparently, the turbo, it is confusing, something that we had seen in the past with Volkswagen 2.0T turbo. To stop it, use sport, or manual mode.

In manual mode, the transmission obeys your commands, except when you downshift to an engine speed as it deems is too high, or upshift that she thinks is too low. Then, at least, you said it was rejected by flashing your input; some systems indicate that the car is in the speed you have chosen, even if they do not change it.

In stop-and-go highway traffic, we found it difficult to accelerate smoothly. Acura invented drive-by-wire throttle, and, because many other cars with the electronic system have also trigger hair-reducers, we wonder if the system still has some way to go. In any case, it is not for the RDX great commuter car in heavy traffic.

A greater flaw that quick transmission lever is unstable or hiking. A front-seat passenger was told she could feel every bump, especially on the highway. We could feel them, too. It was like a jolt, over the highway ridges.

Of course, the firmness of the suspension enables the RDX to accomplish as a sports car around corners. Acura brags that corner off a BMW X3, which has been developed on the circuit of Nurburgring in Germany. So good for the RDX. But is it worth the trade-off, if the suspension can also provide a comfortable ride on the highway? Maybe. You decide.

We drove an RDX in California, then spent a week in another RDX in the Northwest, just in time for the snow and ice. We tested the ABS with a slam on the brakes down a steep slope with snow lasts at 20 miles per hour. The response was wonderful, it took a long time to get the judgement, perhaps 100 feet, but we were able to fly anywhere we wanted, without slipping, while our foot was in puree pedal (as we looked at 10 inches of snow slide off the roof and down on the bonnet). We must point out that the P235/55R18 Michelin Pilot tires are considered high-performance all-season, which means they are not made for this sort of thing; all seasons usually means three seasons.

Then we went to a parking lot of slush, and attempted to shut down the gas hard donuts, in order to test the stability control, called VSA. The RDX just turned its tight circles, 39.1 feet without slipping. Pretty amazing.

A few days later, melting snow was frozen in sheer, lumpy ice. We returned to the foundation of our steep hill. The city has set up barriers because the road was considered dangerous. We drove around the barrier and charged uphill, considering that it is our duty to New Car Test Drive readers. It was fascinating to feel the all-wheel-drive work, and look at the display on the dashboard with bars that indicate the four tires was to the couple, based on how it was slippery under each tire at any time. The RDX fought, and once came to a complete stop, not running, simply close the throttle, because he could not find grip. The RDX slid backwards downhill on ice, with mashed the brake pedal, the ABS does not seem to work, perhaps because it had begun to shift from a dead stop , the sensors did not know that it was slippery. The RDX found a dry patch in a wheel, and when the wheel bit and kept on the patch, the vehicle turned perpendicular to the road.

The two front wheels were in a dry place. We gave him a lot of gas, turn their backs, climbing and looked for places that are not so cold. All-wheel drive, which can send 70 percent of its torque to the rear wheels, struggled for traction, the sensors of his computer playing the throttle and brakes on and off with four wheels, the speed of the flashpoint, and we made the Top. Great stuff, especially with those high-performance wide profile tires.

In winter conditions like these, you can not beat a high-tech vehicle with all-wheel drive, antilock brakes, electronic stability control, six airbags and xenon headlamps. Not to mention heated seats and heated mirrors.

The Acura RDX is a crossover compact sport-utility built over athletic performance as comfortable cruising. The 2.3-liter turbo four-cylinder engine is to produce 240 horsepower, and it is not totally tame. The company aims to turn the suspension, and not to make many compromises. The RDX has some desirable button inside the cabin and the quality of engineering, but buyers should make sure the trip and the response time is good enough for their daily driving.
Source: newcartestdrive

Audi Q7 Remade in Diesel Monster

The race for power motors continues, and, not surprisingly, the German automobile manufacturer in the discipline set the tone. The last in the competition to the most powerful diesel car entered the serial company Audi, which is going to make crazy 500 - a strong option turbodizelny SUV Q7. The presentation is scheduled for the Paris Motor Show.

Before that the most powerful changed Q7 is equipped 4.2 - litre V8 petrol engine capacity of 350 hp and 440 Nm of torque. When weight under 3 tons, and although this power was sufficient, but apparently not allowed Q7 compete with the most dynamic representatives of the clan SUV. Now the situation has radically altered: 500 hp and 1000 Nm of torque, and perhaps even coupled with the enhanced reliability of diesel engines - a very interesting proposal! With such a motor Q7 able to dial 100 km/h in 5.5 seconds, while the maximum speed is limited at around 250 km/h. Were it not for electronic "Dog-collar, apparatus and could razognatsya to 270, but for the crew so cumbersome it is not safe.

Outwardly new version differs from the ordinary "relatives" - the front bumper appeared in two "vents" air decorated in the style S-line. The Grid is now covered with chrome radiator, and 20 - inch wheels on the sports rubber. Although the car remained full power, test it in the roadless does not seem prudent: painted in the body color scales on the lower perimeter and the wheels are clearly not everything, except asphalt. But you can easily make the long march-throws in the distance, the benefit of fuel consumption with a new propulsion unit at about 11.5 litres per 100 km! And environmental performance brought to the level of "Euro-5", which will be introduced in Europe in 2010, and before Russia comes even later. True, in relation to the supply of the domestic market is not yet clear. The quality of diesel sold at our filling stations, in the view of many experts, leaves much to be desired, and it can become an obstacle in the way of 500 - a strong Q7 in Russia. While that car will be its buyer in Russia, there is no doubt.

It is difficult to pick up a competitor for such buses: like a Volkswagen Touareg is in the gamma with 10 - cylinder pretty, but it is much weaker - 313 hp and 750 Nm. Yes, and the status of the Q7 quite different. Here is an updated version expected Porsche Cayenne with 500 - powerful petrol engine, which will be presented to all in the same Paris - were already worthy competitor. And with the new BMW X5 is not going to fall behind - rumor that bavartsy preparing a similar diesel unit. One can only wait Paris.

Volkswagen Tiguan is the Best SUV

Europe toughest jury has made its choice. This year, the coveted trophy Auto 1 in the category of "Off-Roaders SUV and" goes to the Volkswagen Tiguan. More than 40 million readers of the Auto Bild Group, as well as trade experts were called in the past few months, in order to choose the best vehicles among 74 new models. Last night, Dr Ulrich Hackenberg, Volkswagen member of the Executive Committee for Development, has accepted this prestigious award at the 78 th Geneva Motor Show.

"This award is the culmination of a series of international successes for Tiguan since its launch on the market. The Tiguan represents an important element in Volkswagen's global growth strategy. I view this trophy, and not least, as confirmation that we are on track with our products, "said Dr Ulrich Hackenberg front of an audience of more than 500 people at Halle de La Sécheron.

The granting of the 17th "Auto 1 of Europe" award was preceded by an unparalleled voting process. Firstly, some 40 million readers of 26 European issues Auto Bild voted for their nationals respective winners. switzerland The vote, for its part, gave clear preference to the Tiguan. Readers were also asked to name their favorites in six different categories of vehicles. The three cars in the best position in each category were then put through their paces at the test site near Rome to determine the winner in each class. At this stage of the competition, the jury was composed of race-car drivers, technicians and editors . Tiguan won the contest on points, significantly outperformed the competition.

It was only the latest in a long series of successes for Tiguan. In November 2007, the Volkswagen SUV was awarded the "Auto Trophy" after receiving the "Golden Steering Wheel" prices only a few weeks earlier.
Source: 4wheelsblog

2008 Chevrolet HHR Review

The Chevrolet HHR is a car-based retro-wagon which celebrates its heritage with Chevy inspired by the 1949 Suburban iconic style. HHR stands for Heritage High Roof, a reference to top up or roof panels Suburbans cars that have inspired the design of the HHR.

Based on the same platform as the Chevrolet Cobalt, the HHR was first launched as a 2006 model. The HHR competes most closely with the Chrysler PT Cruiser, but also with Honda Element, Ford Escape, Jeep Liberty.

For 2008, the HHR is a new lineup, high-performance SS model.

We found the Chevrolet HHR fun to drive. This is not a sports car, but it is agile and we were pleased to its acceleration. The HHR feels more responsive than its power, torque, transmission and the numbers suggest. Moreover, it is decent fuel economy.

The HHR Group Van features smooth, windowless side panels and rear doors without handles. The doors open rear cargo via a button on the dashboard. While it is more spartan and the procedure provides for only two seats, the group offers the best example of the small Suburban heritage.

The HHR SS is the most fun to drive, the early launch of the line and offering to rough handling. On an autocross circuit, we were treated as a sports car.

The HHR interior is not as functional as we would like, however. And the basis Draperie left wishing we would have ordered leather as an option.

The Chevrolet HHR remains relatively unchanged for 2007 with the exception of a slightly more powerful engine and a few new colour options. New exterior color options for 2007 include Imperial Blue Metallic and Golden Teal Metallic, a new option is interior color Ebony.

The 2008 Chevrolet HHR is available in three distinctly different configurations: HHR, HHR Panel, and the new HHR SS. It comes in several trim levels, including the base LS and LT two grades. The standard engine is a 2.2 litre four-cylinder, while a 2.4 liter engine is optional. Each comes with a five-speed manual or an optional four-speed automatic. The SS comes with a high performance 2.0-litre turbocharged engine.

The LS($16515) comes with cloth upholstery, air conditioning, power windows and locks, and a substantial level of standard features and equipment. The LT ($17,175) adds an MP3 player with a jack for an iPod, eight ways to adjust the driver's seat, and satin chrome trim.

The 2LT package($2395) adds the Ecotec 2.4-litre engine, antilock brakes, traction control, fog lights, a 260-watt Pioneer sound system with seven speakers, 17-inch aluminum sport, listening and the suspension of bright chrome trim.

The HHR 2LT Group($20,850) comes with the package satin chrome exterior, sports suspension, 17-inch painted aluminum wheels. The Pioneer sound system is optional. The basic HHR LS($16,820) is equipped with the same five-passenger LS.

Safety features include optional front and rear side curtain airbags ($395). ABS series of the 2LT and is optional for the LS and 1LT (400 dollars). Electronic stability control Stabilitrak is now the norm in the entire range of models HHR.

We like the style retrospective treatment proposed by the HHR across the range of models. The closest relative to the Chevrolet HHR is the Chrysler PT Cruiser. They do not look anything alike, but both are four-cylinder cars on the side of the retro design equation. Both respective fill a need in their camps.

The nose rounded the HHR is not different from the Chevrolet SSR, which also reflects the brand truck heritage. The HHR defenses are well defined with flat side housing contrast favourably with the openings of the vehicle many curves, surfaces sculpted contemporary. Bumpers front and rear fog lamps are integrated into the fascia flawless, with integrated running boards provide a nostalgic touch. The ras glass all around, including the windshield is pretty, like lighthouses surrounded by body panels to the old school way. The tail light treatment consists of two round lenses stacked vertically on each side. The large, a prominent chrome grille is, (except on the model SS), and seems a bit like the 1949 Suburban.

Bumpers front and back are molded into a composite material and integrated into the framework of their respective fascia. The Chevrolet HHR offers a more traditional look than other vehicles in its entirety competitive. It offers a lot of space and functionality without being boxy. When viewed from afar, the HHR looks larger than it really is. Examined closely, it is compact. And you have to sit down at this time of the entry and exit of it when it came out.

The HHR Group characteristics of steel inserts in place of the side windows and doors cargo in place of conventional rear doors. The cargo open wide the doors allowing access freight on both sides of the vehicle, as well as to lift the rear door. The cargo doors are smooth and have no outside handles, they are open via a dashboard button or the keyless entry fob. The large continuous area created by the window and rear cargo door panels are ideal for business logos, advertising or customization. Side visibility is obviously limited due to the strong side without windows, we must rely primarily on mirrors for the safeguarding of maneuvers. The softness, no windows on the sides of the Committee to give him a cleaner, retro hot rod expect more than standard models. The lack of security for windows adds content inside.

The HHR sits SS 6 mm lower than it stable mates, but sports extended front and rear fascias that give it the appearance of riding much lower. The new front fascia features a design of air dam with integrated fog lights, and the chrome grille surround comes with mesh-style upper and lower grille inserts. The new rear fascia gives a simple cut exhaust tip light. New rocker moldings accentuated resemble steps. To the rear, the rear wing is mounted above the rear glass. Body-color door handles, mirror caps and license plates rear surround, with SS badging on the front doors and rear lift gate further differentiate the SS its stable mates.

Inside, the Chevrolet HHR provides most of the time, functional and comfortable surroundings. Included are durable, easy to clean surfaces cargo, a front passenger seat that folds flat for more cargo space, 60/40 split / fold-flat second-row, and a multi-position cargo package tray at the rear Assure that the security of cargo. Find a comfortable seating position may require some effort, the problem seems to be with the contour of the case. Speaking of the head, there is not much of it, despite the high roof. Unless the seat being is at its lowest, you find your mind head brushes lining windshield and the head is low for taller drivers. In addition, the locking knob door is positioned so that it interferes with the conduct and resting his left arm on the window sill, a classic and nostalgic pose.

Cubby storage is limited. There is a practical flip-up compartment on top of the dashboard and a small glove box. The rear offers a cupholder and small pockets door. The front passenger seat has a net storage watertight.

Side windows are controlled by the console buttons located just in front of the gear lever, which makes them difficult to operate with ease, and place them on the door would be much better.

Second row passengers get their legs, but not in high doses especially behind taller drivers; children will undoubtedly be more comfortable.

The 2.4 litre engine is effective. He gets an EPA-rated 22/28 mpg city/highway with an automatic transmission, manual 20/28 mpg with the help of Premium gas. Premium fuel is recommended but not required for the 2.4-litre. During one week in the 2LT, we averaged 23.4 miles per gallon, as indicated by the numerical data on the dashboard. Who comprised mainly around town driving, highway about 120 miles with a full load of passengers and the cruise control set at 70. The HHR was slightly better than the freeway mileage at the rate it has been light around the city on foot.

The best fuel economy comes from the base of the 2.2-litre engine, which is an EPA-rated 22/30 mpg city/highway with an automatic, 21/30 mpg with the manual, all on regular gas.

The 2LT has a sport-tuned suspension with 17-inch aluminum, as well as anti-lock brakes. There is no harshness to the ride around the city, or on highway bosses for that matter. The HHR is agile, but the suspension shows its limits when driven like a sports car. Chevrolet says it put a lot of time in the calibration of the rack with power steering assist, and it looks like he feels just right, around the city.

Brakes are 11.65-inch discs in front, 10-inch rear drums, and have a mere touch. Electronic-distribution of the braking force, which adjusts the electronic braking, so that the rear wheels do not lock, is not available.

We also conducted a Chevrolet HHR 2LT Group with Preferred Equipment Group and, as expected, found its mirror the performance of the standard five passenger models.

The HHR SS has a 260-hp, 2.0-litre turbo Ecotec intermediate and F23 coupled with a 5-speed manual or Swedish Hydra-Matic 4T45 available 4-speed automatic. The SS rides on the performance Michelin Pilot Sport rubber, mounted on forged 18-inch polished alloy wheels, and the Nurburgring FE5-tuned sport suspension delivered 0.86 g of grip in the tests (with manual transmission). The suspension includes stabilizer bars, spring rates and shock tuning, which were all designed to complement the powertrain turbocharged.

A couple of unique features have been incorporated into the 2008 HHR SS to instill more fun and excitement of driving: Launch Assist No Lift and Shift. Pushing the button Traction Control, once to shut it down, and pushing for a second time in some of the SS Competition Mode, which sets up automatically in the control of the launch at the stop and advances to the next competition mode launch vehicle. This function default traction control back whenever the ignition is switched off. Launch Control behave differently depending on the type of transmission: With a manual transmission, the No Lift Maj. just play on, just call the accelerator, clutch release quietly but quickly, depress the clutch pedal again when it is time to move but not off the throttle, which holds turbo boost pressure at about 1500 psi, which allows a change of speed to take off without the accelerator. It is not at first sight, but it functions more effectively while the tires are screaming. The operation is the same with the automatic transmission, but the torque is used instead: accomplished by holding ground while the brake for the accelerator. The regimes of the engine at about 4100 rpm, then release the brake with the same result early launch. Both features help control wheel spin.

We have conducted a Sunburst Orange Metallic SS II with manual gearbox and Brembo brakes and Tarnished Silver Metallic SS with an automatic transmission in and around Phoenix, as well as an autocross course and the road course at Firebird International Raceway.

The HHR SS handled everything thrown at it exceeds fashion. It literally cooks the line, stopped on a dime, and deals as well as many sports cars, at a bargain price. Ultimately, analysis? Go to the manual transmission and Brembo brakes, and the GM Performance Seat.

The Ecotec 2.4 litres (an update just under the 2LT package) is a versatile and impressive engine. It is a four-cylinder aluminum, 16-valve, electronic fuel injection and variable valve timing, which delivers 175 horsepower and 165 lb.-ft. of torque at 5000 rpm. The peak torque at such a high figure suggests that the low rpm pulling power might be low, but rather it is not. We drive up to a strong, slow hill every day, and the HHR connected to the hill, as a tractor without moving downwards or research by the automatic transmission. This high load driving at low speeds, which is what many drivers demand.

Reports of transmission have much to do with the effective delivery of power. Curiously, there is nothing in the reports of the HHR four-speed automatic, it is worth mentioning that make this hill so easily. All we can say is that the power of the HHR 2LT is excellent.

We have no complaints with the four-speed automatic. The remote control includes automatic start, and the escalation in a car on grilled icy morning after the house for a cozy morning coffee is a nice luxury. We appreciated the way the auto could be easily manually downshifted, even if it does not have a separate manual mode. And we liked the way she held second gear down the same steep hill slowly.

The acceleration was equally impressive. On the highway, the foot on the floor, and the HHR 2LT really scoots, which makes it very amusing. The 2.4 litre engine is quiet, thanks in part to specially rolled steel in the firewall.

The 2.4 litre engine is effective. He gets an EPA-rated 22/28 mpg city/highway with an automatic transmission, manual 20/28 mpg with the help of Premium gas. Premium fuel is recommended but not required for the 2.4-litre. During one week in the 2LT, we averaged 23.4 miles per gallon, as indicated by the numerical data on the dashboard. Who comprised mainly around town driving, highway about 120 miles with a full load of passengers and the cruise control set at 70. The HHR was slightly better than the freeway mileage at the rate it has been light around the city on foot.

The best fuel economy comes from the base of the 2.2-litre engine, which is an EPA-rated 22/30 mpg city/highway with an automatic, 21/30 mpg with the manual, all on regular gas.

The 2LT has a sport-tuned suspension with 17-inch aluminum, as well as anti-lock brakes. There is no harshness to the ride around the city, or on highway bosses for that matter. The HHR is agile, but the suspension shows its limits when driven like a sports car. Chevrolet says it put a lot of time in the calibration of the rack with power steering assist, and it looks like he feels just right, around the city.

Brakes are 11.65-inch discs in front, 10-inch rear drums, and have a mere touch. Electronic-distribution of the braking force, which adjusts the electronic braking, so that the rear wheels do not lock, is not available.

We also conducted a Chevrolet HHR 2LT Group with Preferred Equipment Group and, as expected, found its mirror the performance of the standard five passenger models.

The HHR SS has a 260-hp, 2.0-litre turbo Ecotec intermediate and F23 coupled with a 5-speed manual or Swedish Hydra-Matic 4T45 available 4-speed automatic. The SS rides on the performance Michelin Pilot Sport rubber, mounted on forged 18-inch polished alloy wheels, and the Nurburgring FE5-tuned sport suspension delivered 0.86 g of grip in the tests (with manual transmission). The suspension includes stabilizer bars, spring rates and shock tuning, which were all designed to complement the powertrain turbocharged.

A couple of unique features have been incorporated into the 2008 HHR SS to instill more fun and excitement of driving: Launch Assist No Lift and Shift. Pushing the button Traction Control, once to shut it down, and pushing for a second time in some of the SS Competition Mode, which sets up automatically in the control of the launch at the stop and advances to the next competition mode launch vehicle. This function default traction control back whenever the ignition is switched off. Launch Control behave differently depending on the type of transmission: With a manual transmission, the No Lift Maj. just play on, just call the accelerator, clutch release quietly but quickly, depress the clutch pedal again when it is time to move but not off the throttle, which holds turbo boost pressure at about 1500 psi, which allows a change of speed to take off without the accelerator. It is not at first sight, but it functions more effectively while the tires are screaming. The operation is the same with the automatic transmission, but the torque is used instead: accomplished by holding ground while the brake for the accelerator. The regimes of the engine at about 4100 rpm, then release the brake with the same result early launch. Both features help control wheel spin.

We have conducted a Sunburst Orange Metallic SS II with manual gearbox and Brembo brakes and Tarnished Silver Metallic SS with an automatic transmission in and around Phoenix, as well as an autocross course and the road course at Firebird International Raceway.

The HHR SS handled everything thrown at it exceeds fashion. It literally cooks the line, stopped on a dime, and deals as well as many sports cars, at a bargain price. Ultimately, analysis? Go to the manual transmission and Brembo brakes, and the GM Performance Seat.
Source: newcartestdrive

Peugeot 308 Review

The 307 has been a great seller for Peugeot, and not because people have fallen in love with it, but because it did its job well. It is spacious, generally reliable, with a good choice of engines and a variety of body styles. It was a good value and, unlike some of its rivals, there was nothing frightening or on the ostentatious style.

The 308 is built using the same formula, but it is longer and wider, which makes it more spacious. The first to arrive is the sedan, which comes with two subtly different rear bumper, and two more subtly different fronts. They can not, however, hide the fact that visually it's just a modest evolution of the 307, which are described in detail in our preview and analysis of the new car.

If it looks familiar and unexciting largely from the outside, the interior is pleasantly neat, clean, simple and, most ergonomically sound. Opt for one of the two-tone options; simple black is available, but it does not do justice to the elegant simplicity of the style of the cabin.

There are five trim levels - Urban, S, Sport, SE and GT - and, so far, six drivers. The three species - developed jointly with BMW - are a 95bhp VTi 1.4-liter, a 120bhp 1.6 VTi and a turbo version 1.6, the THP, which produces 150bhp. The three HDi diesel engines are 90 and 110bhp versions of familiar group PSA of 1.6-litre unit, and 2.0 producing 136bhp. The most powerful is the only diesel 308 with a speed of six-speed manual, the others all five gears. Peugeot provides that 60% of sales from the United Kingdom are diesel engines.

Prices start at £12595 for the urban areas and 1.4 VTi rise to £20045 for the 2.0-litre diesel in GT trim. When the three-door joins the range, the price of admission will be £11995 for 1.4 VTi.

So, the change is from 307 to 308 worth it? The new car is significantly better than the one it replaces? Yes. The 308 is a way to engage in Peugeot 307 was not. Like the 306, the new car is friendly, relaxed and pleasant surprise, while the 307 has left most drivers cold.

The reliability of 307 is inadequate, and as many Peugeots of the past decade, it lacked the strength and nobility of sentiment that more and more expected of small family cars. You do not have to drive a golf experience who feel premium - the Ford Focus, Opel Astra, the Honda Civic and Nissan Note all have.

Only time will tell whether Peugeot 308 is actually more durable than the 307, but it definitely feels good facts. We have conducted four 308s, and they were all free of rattles, shakes and self-destructive tendencies.

The cabin has much more a sense of high quality, even at low specification versions. The plastic is soft, and only good quality leather and carpets are used.

Six engines are available in the first, we conducted four, and we are pleased to recommend three of them. Our favorite is the remarkable performance 110bhp 1.6-litre diesel. It is strong, the will, quite refined, and £750 cheaper than diesel 2.0 in the same spec. It is also more economical 8.7mpg, while only 10 mph slower being at the upper end and 1.2 second slower to 62 mph. What you save on the engine, you can have audio on an upgrade.

There is nothing wrong with the 2, 0 diesel, which is lazy, but safe, and happy to crack when you ask it to. But the 1.6 is so well adapted to the car that you do not need as much additional capacity of the engine.

The 308 is faster to 62 mph is the 2.0-litre diesel, 10.1 seconds, but the highest top speed is 133 mph clocked by the petrol engine turbocharged 1.6, which is another fine piece of kit: ready and quick, if sometimes deterred by Raide climbs. The non-turbo version is less satisfied with the work of hauling around a relatively large, heavy car. It is noisy when pushed hard, and sometimes find it difficult to keep the momentum up hills.

As a director is assisted rack hydroelectric. The heaviest engine, the 2.0 diesel, is accompanied by a beefed-up power steering pump, which was able to give the same car that direction than the rest of the range. And it is very good: the car goes where you point it, and precisely forward, and gives you enough feedback to let you know what happens when the wheels meet the road. The suspension is also adjusted to take account of different engines weight.

We would urge you to avoid the 17 "wheels fitted as standard on the Sport models. Take the lead They feel uncomfortable when you are switching between left and right in a way he has not with the 16 and 15 inchers.

It is not helped by the steering wheel, the large diameter which dictates the position that erases much of the guidance offered by the seat and the steering wheel. The hand brake, it looks a bit gimmicky, but considers fair, and does not take a lot of space, leaving room for a cup holders and armrest between the driver and front passenger.

The ride quality is very good, absorbing all the bumps, but the worst, while keeping the car stable through the corners. He does not have the sharpness of sports hatchbacks, and it is very good with family and fleet buyers who make up the majority of the 308 clients.

Euro NCAP crash test results of 308 gives five stars out of five for adult occupant protection, four out of five for child protection, and three out of four for the protection of pedestrians. This is the same pattern as the Citroen C4, VW Golf and Toyota Auris, and better than the Honda Civic, Opel Astra, Seat Leon and Mazda 3.

The 308 comes with a minimum of six and, in some cases, nine airbags, and the three rear seats have Isofix child seat mounting points.

Even the most basic Peugeot 308s brakes with antilock brake distribution and brake assist. Stability Control is standard on all sports, SE and GT.

One problem that appears the first time you take a coin is that the A-pillars each side of the windshield are just where you do not want to be: in your line of sight. The problem is far from unique, but it is disappointing to note that Peugeot has not taken the opportunity to reverse the trend.

Only the GT model has an alarm as standard, but all come with 308s dead.

The body of the 308 is very well designed to conceal how it is inside. There are no more front elbow 35mm and 28mm rear knee room for more space than the 307, with the seats being carefully shaped. They are also very comfortable.

The boot is a good size: 430 litres up to the parcel shelf, or 1398 litres with the rear seats folded. The parcel shelf itself has a thin compartment built into it, big enough for a couple of Gameboys or tennis rackets. The hinged lid is doubling, so it can be opened from inside or outside.

Refreshing, Peugeot is not in a style MPV cubbyhole frenzy. Instead, you get a useful front door pockets, two cupholders, a curry hook in the passenger footwell before and not much else. The glove box is a little gimmicky, with mouldings to house your sunglasses and mobile phone; fine if your sunglasses and mobile phones are the right size and shape, but a waste of space if they do not.

All models come with electrically operated front windows and mirrors, and a single CD player. S models gain front foglights, air conditioning, and body color mirrors and door handles. Sport adds rear power windows, front armrests, a cargo net in the trunk, a leather steering wheel, body colored rub strips, an MP3-compatible audio system, and a grid of 17-wheelers. Plush SE specification includes a fragrance diffuser, ambient lighting, a long glass roof, lights and wipers automatic climate control, 16-inch alloy and another rear bumper. GT means carpets, half-leather seats, the glass roof, pressure sensors tyres, rear parking sensors, headlamp washers, directional headlamps, Bluetooth hands-free kit, 18 "alloy wheels and a screen color.

Options include an impressive complete multimedia system called TPN4, featuring sat nav, a phone and a hard drive of 30 GB to store up to 180 hours of MP3 music files.

All hatchbacks french have a reputation to lose a lot of value very quickly, but Peugeot is in the right direction with 308. It is generally estimated to be around £800 more than a 307 after three years or 60000 km, and better than rivals such as the Renault Megane and Ford Focus. This is a way short of the VW Golf, but then a Golf will be more expensive to buy and run.

Source: channel4