Description Of The Car

Ford Motor Company’s next generation of adaptive lighting takes “smart” headlamps to a new level. Beyond style and function, active safety is at the heart of this innovative system.

With a unique two-part optics package, Ford’s new Adaptive Front Lighting System (AFS), allows drivers to see better around curves in the road than they do with current cornering systems. AFS is among the advanced lighting technologies being unveiled on three Ford Motor Company concept vehicles at the 2006 North American International Auto Show.



The lighting system of one concept vehicle stands out in environmental innovation, featuring solar-powered headlamps and tail lamps. This patented, innovative system captures the sun light during the day and reuses it to power headlights at night.

A third concept vehicle incorporates the latest in lighting technology – head-intensity light emitting diodes (LEDs) in headlights – with a unique style, underscoring the design possibilities of headlights. The look and feel of these headlamps make one think of American cameras of the Fifties.

Meanwhile, AFS helps puts Ford at the forefront in nighttime driving safety, addressing one of the most dangerous driving conditions in the United States. In 2004, more than 20 percent of all fatal accidents occurred between midnight and 6 a.m. – a period that accounts for only 2.4 percent of daily traffic volume, according to the U.S. Federal Department of Transportation.
Even as the 2007 Lincoln Aviator features current cornering front lighting technology, Ford is working on the next generation of adaptive lighting.

Industry Breakthrough

AFS represents an industry breakthrough in front lighting technology. Current cornering – or swivel – systems are made up of one-piece modules that turn as a single unit with the vehicle as it approaches a curve. It works much like a flashlight, lighting the area where the beam is pointed. When the beam is moved, the first area is left dark.

In contrast, AFS incorporates two independent light sources: a high-output halogen projector for the main beam and a secondary row of light emitting diodes (LEDs) that illuminates almost instantaneously, distributes the light beam evenly and consumes less power than conventional lights.

“The way the optics in this system work together has not been seen before in the exterior lighting world,” said Mahendra Dassanayake, staff technical specialist, Optical Electronics. “Besides being a beautifully designed light, the system allows drivers to take corners and curves more safely – and consume less energy while doing so.”

How it Works

The AFS brain, sensing when the vehicle approaches a curve, directs the row of LEDs to switch on sequentially, increasing the amount of additional light around the bend. As the vehicle turns, the LEDs illuminate at a rate and intensity determined by the degree and speed of the turn.

Electronic sensors analyze inputs from the steering wheel and the vehicle speed to determine how and when to illuminate the LEDs. The LEDs automatically switch off when the road straightens out. Meanwhile, the main beam continues to illuminate the overall road.

“The result is more light, precisely placed,” said Dassanayake. “We’re not taking light from one spot on the road and moving it to another, as today’s cornering systems do. We’re adding light, making nighttime driving safer.”

Taking LEDs to the Next Level

Ford is among the first automakers to put high-intensity LEDs into production. Today, Ford uses LEDs in brake lights in nearly every current model. With AFS, Ford is showing how LEDs can be used in front lighting systems.

LEDs are the preferred technology for several reasons. While halogen bulbs take a fraction of a second to respond to an electrical input, LEDs respond almost instantly, giving valuable extra warning time to other drivers. LEDs are efficient, saving 200 watts of power and using up to 50 percent less electricity than halogen lights.

With leaner packaging than conventional lights, LEDs also create new possibilities for signature lighting, allowing more flexibility in design.

Lincoln’s Lighting Leadership

Ford Motor Company’s Lincoln division has a rich history as a leader in lighting technology. Form the bullet-shaped dual filament headlights on the 1927 Lincoln to the industry’s first of use of halogen headlamps on the 1979 Lincoln Versailles, Ford holds a long list of lighting patents.

Ford was the first automaker to introduce aerodynamic profile headlamps in the early 1980s, debuting in the Lincoln Mark VII. The switch from the then-standard box head beam provided better airflow around the headlight, improving fuel efficiency. Several years later, Ford became the first North American automaker to offer HID (high intensity discharge) headlamps when the technology were featured on the Lincoln Mark VIII.

Later, Ford introduced the first twin-beam faceted headlamp, placing the low and high beam function in the same cavity as opposed to using four beams. The company also introduced the industry’s first plastic projection lens lamp.
source : ford.com

The new xB is much better than the xD inside and out. I guess Id fork over the extra thousand or two to get the xB over the xD.

If you go to accessories, apparently a nav system with DVD capability will be avaliable, as well. Hopefully, itll have Bluetooth, too. That would make the Scions so much more appealing to the tech nerd in me.





If it has Bluetooth, then even better. Thatd spur me to shove pictures of the Scions in my parents face until either of the cars gro on them. XD Yes, theyre so appealing that Id be willing to give up the Prius.

The all-new xB is powered by a 2.4-liter dual-overhead-cam four-cylinder engine with Variable Valve Timing with intelligence (VVT-i) which produces 158 horsepower, 55 more than the previous generation. The xB features either a five-speed manual transmission or a four-speed automatic with sequential shifting, a first for automatic four-speeds in the Scion line-up.

Aside from a new engine, the xB is based on a new platform. It has a four-inch longer wheelbase than the old xB and is also three inches wider, while the overall length grows by a foot. The result is a better ride and a substantial increase in cargo volume behind the rear seats from 21 to 29 cubic feet.

Despite its increase in size, the upcoming xB still has the iconic boxy look that has proven so popular. Somehow Scion designers have managed to update this box with more rounded corners. Noticeably at the front where the deep bumpers are so well integrated into the front fenders that they help make the box look even boxier. The roof is one of the flattest roofs seen in a long time. Yet it adds to the character, especially where it drops almost vertically down to the large C-pillar. One advantage of this commercial look is a large tailgate that makes it easier to get bikes and surfboards into the back.

The interior is accentuated with an unusual instrument cluster that features four round gauges overlapping each other in a horizontal pod mounted up high on the dashboard just to the right of the steering wheel. Its not quite in the center as in other models but is slightly slanted toward the drivers line of vision.

The shifter, linked to either a five-speed manual or a sequential-shift four speed automatic, is mounted high up so it easily falls to hand. The new xB sports 16-inch wheels, an inch bigger than those on the current xB.

In addition to the electronic gadgetry, the t2b boasts a surprisingly roomy cabin, an impression aided by the wraparound windshield and fixed moonroof panels, as well as the upside-down trapezoid shape of the interior. Cabin flourishes include specially contoured seats, zippered storage compartments (including one in the steering wheel), and a unique floor, where the carpet pokes through long, rubberized slots like perfectly manicured hedges in a row. The concept is built on an all-new platform and is powered by a 2.4-liter four-cylinder engine mated to a four-speed automatic. It sits on twenty-inch polished aluminum wheels.

XB models with a manual transmission will have an MSRP of $15,650, an increase of $1,620 or 11.5 percent. The MSRP for automatic transmission models will be $16,600, an increase of $1,770 or 11.9 percent. The new xB will reach Scion dealers in early May.

This SUV is the best in the Japanese market as we all can see for the main reason that only Mitsubishi can give a very long warranty unequalled by the competition or the best three Japanese car companies.

For that logic, I choose Mitsubishi Endeavor to buy because why throw your hard earned money, for a vehicle that would last 3 or 4 years and forced tobuy another so-so vehicle. It is a very competitive car market and only the best will stand up for their product and that is in black and white! Competitors should not envy Mitsubishi by writing bad reviews, but stand up for their products.

Great Warrenty also! It has a 10 year and 100,000 mile warrenty. It drives very smooth, and the seats are comfortable. It handles very well in all the different kinds of weather. I cant say enough on this SUV, I love it.



New for 2006

The 2006 Mitsubishi Endeavor receives an exterior update with a new chrome grille, a restyled rear bumper and a rear bumper extension. The interior is fitted with chrome accents to the instrument panel controls, a bright silver metallic finish on the door levers, and a new beige color trim is added. Standard equipment includes MP3 playback capability and ABS with electronic brake-force distribution. Platinum Pearl is added as a new exterior color.

Interior Design and Special Features

A large center console dominates the interior, giving the Endeavor a slightly different look than most other sport-utes. In keeping with the exteriors bold and unique design, sporty faux metallic trim is used throughout the cabin. A small screen placed atop the dash provides vital radio, compass and climate information, but it doesnt support an optional navigation system. Like most other sport-utes in its class, the Mitsubishi Endeavor uses a flip-up rear hatch along with a separate lift-glass for added convenience. Cargo capacity maxes out at 75 cubic feet, less than the Pilot, Murano or Explorer.

Safety

Antilock brakes and traction control are standard on all models, as are front-seat side airbags and a tire-pressure monitoring system. A stability control system is optional on 4WD Limited models. Side curtain airbags are not available. The Mitsubishi Endeavor scored well in IIHS frontal-offset crash testing, earning the top mark of "Good." In government crash tests, it earned a perfect five stars for driver protection in frontal impacts and four stars for the front passenger. The Endeavor scored five stars across the board for side-impact protection.

Powertrains and Performance

All Mitsubishi Endeavor models come with a 3.8-liter V6 coupled to a four-speed automatic transmission. Output is rated at 225 horsepower and a substantial 250 lb-ft of torque. Although many vehicles in this class offer more horsepower, the Endeavors ample torque gives it an equally powerful feel. Two-wheel-drive models are front-wheel drive, and all-wheel-drive models utilize a full-time system with a viscous center differential. Fuel economy estimates are 17 mpg city and 22-23 highway.

Driving Impressions

The Mitsubishi Endeavor feels stable underway yet handles well in corners, benefits of its car-based structure. The rack-and-pinion steering is responsive. It turns in nicely for corners. Theres some body lean, but its free of the tippy feeling that used to plague SUVs. You have to drive it pretty hard before understeer sets in. Endeavor uses an independent suspension and 17-inch wheels with Bridgestone Terranza 235/65R17 road tires.

Weve driven the Endeavor over all kinds of surfaces, and it has a nice ride. Its smoother than most truck-based SUVs and comparable to some of the car-based SUVs. The only bump in the Endeavors otherwise comfortable ride appeared in the sharp ridges, those pitches upward that you feel in the pit of your stomach.

The unit-body chassis appears to be very strong. Mitsubishi says virtually every inch of it is either reinforced, corrugated, triangulated or doubled up. The longitudinal rails are octagonally shaped for strength, with no welded beads, and there are five lateral crossmembers.

Put it in Drive and the four-speed automatic transmission does a decent job. It also features a manual Sportronic mode, which allows the driver to change gears; put it in the manual mode and it only shifts when the driver shifts it. We prefer that over the manual modes on many automatics that wont hesitate to override the driver when it doesnt like the drivers decisions. Shifting manually is awkward, however; because of the size of the center armrest/console, you have to cock your elbow in the air to grab the lever, which puts an awkward angle on your wrist and hinders manual shifting.

The engines drive-by-wire throttle system is very responsive. Mitsubishi says the 0 to 60 mph time for a 2WD LS is 9.5 seconds, which is reasonable but sets no records. The all-wheel-drive Limited we drove was 300 pounds heavier than the front-wheel-drive LS. The 3.8-liter V6 is rated at 225 horsepower and 250 pound-feet of torque, the latter at 3750 rpm. We felt the need for more torque in second gear, where the transmission wouldnt shift down for sharp acceleration. At the other end of the power curve we had the opposite transmission problem: too much shifting down. Peak power comes at 5000 rpm and redline isnt until 6000.

We also spent some miles in a front-wheel-drive Endeavor, on steeper and rougher roads that included gravel and loose dirt over asphalt. We were less impressed with its handling; it understeered, torque steered, and was sprung more softly. We would suggest choosing an all-wheel drive Endeavor unless you live in a place thats always flat and dry, and you never leave the pavement.


Body Styles, Trim Levels and Options

The Mitsubishi Endeavor offers two trim levels: LS and Limited. The LS comes with standard features like 17-inch alloy wheels; air conditioning; power windows, locks and mirrors; remote keyless entry; air conditioning; a 140-watt CD stereo; a full-size spare tire; and towing preparation. The Limited adds items like a power driver seat, a 315-watt stereo with an in-dash six-disc CD changer and an automatic climate control system with separate rear controls. Available options include a sunroof, leather seating, heated front seats and a rear-seat DVD entertainment system (which unfortunately isnt available in conjunction with the sunroof). A navigation system is not available.

Prices start in mid-$20,000s

With a starting price of more than $25,000, the Endeavor obviously isnt bargain-basement priced.

But theres a nice complement of standard features including remote keyless entry, roof rails, privacy glass, minimum 140-watt audio system with CD player and the V6, even on the base LS model. Theres a midrange XLS trim level, too, and the top-of-the-line Limited adds standard leather seat surfaces.

Note that sunroof and full-size spare tire are options, even on the Limited.

2006 Mitsubishi Endeavor Summary

The 2006 Mitsubishi Endeavor is a 4-door, 5-passenger sport-utility, available in 4 trims, ranging from the LS FWD to the Limited AWD.

Upon introduction, the LS FWD is equipped with a standard 3.8-liter, V6, 225-horsepower engine that achieves 17-mpg in the city and 23-mpg on the highway. The Limited AWD is equipped with a standard 3.8-liter, V6, 225-horsepower engine that achieves 17-mpg in the city and 21-mpg on the highway. A 4-speed automatic transmission with overdrive is standard on both trims.

This big, open-top, four-seater Renault concept, called the Nepta, may not have a production future, but its front-end styling and rear-drive platform are pointers to what the French firm has waiting in the wings.








The Paris show car’s nose hints at the look of the next-generation Laguna, due out next year, while the rear-wheel-drive chassis – a novelty for any non-two-seater Renault – suggests that Renault is investigating platform-sharing with Nissan’s Infiniti range. Infiniti is Nissan’s upmarket American division and its mechanical and dynamics know-how could help Renault finally break into the elusive executive-car sector.

The Renault Nepta concept four-seat sport convertible promises to be one of the shows stars. It showcases one of the benefits the French automaker got from its alliance with Nissan -- the ability to meld French design flair with a big powerful engine and a rear-wheel-drive platform from Nissans parts bin.

The refined and sporty Nepta features a twin-turbo, direct-injection version of Nissans topflight 3.5-liter V6 that produces a whopping 420 horsepower. Mated to a seven-speed automatic transmission, the engine propels the Nepta to 60 m.p.h. in less than 7 seconds.

Renault also will show the replacement for its 13-year-old Twingo city car. The tiny and inexpensive Twingo sparked Europes infatuation with chic minicars when it debuted, but new models like the Smart ForTwo have overshadowed it in recent years.

Inside, the seats are fixed and the steering wheel and pedals can be adjusted. Rear passengers are cosseted from turbulence by transparent air deflectors positioned between the front and rear seats.

The LED headlamps are made up of three assemblies: daytime running lights, dipped and main beam headlamps and cornering lights. The motor-driven gull wing doors open to reveal both the interior and the engine and the centrally positioned door hinges are covered by a polished aluminium panel representing a shooting star that runs the full length of the bonnet.

The dashboard appears to be suspended and theres a centrally-mounted, rotary gear shift, while the stalk switches and steering wheel-mounted control paddles are designed to match the form of the drivers hands. The two bench seats are fixed, but the position of the steering wheel and pedals can be adjusted by a motor-driven mechanism to adapt it to the drivers physique.

Access to the cabin is via huge doors which are driven by electric motors. Inside, the model features soft leather, DVD screens and a floating central dial stack. Despite its massive girth, the Nepta is no slouch - the turbocharged 3.5-litre V6 is said to propel the big drop-top from 0-60mph in less than five seconds.

The new naturally aspirated AMG E-class gets more horsepower but loses some torque.



With the introduction of the 2007 E63 AMG, the tuning division’s 6.2-liter naturally aspirated V-8 will replace the supercharged V-8 in the now-defunct E55. The new AMG motor has a dramatically different character from the torque monster it replaces. Although it generates 34 more horsepower if you wind it up to 6800 rpm, it has only 465 pound-feet of torque — that’s down 51 compared to the previous engine. More telling is that the E55 delivered 516 pound-feet from a low 2650 rpm, but the E63 doesn’t hit its torque peak until 5200 rpm. It’s destined to be a screamer.



In addition to the optional urine-dependent Bluetec diesel, the 2007 E-class, which goes on sale with a mild face-lift in July 06, got two new meaty gasoline engines. The normally aspirated, AMG-tuned, 514-hp, 6.3-liter V-8 is the top choice for the horsepower hungry, while the new S-class donated its 388-hp, 5.5-liter V-8 for those who like ample power without that diesel aftertaste. For 07, Mercedes-Benz also endows the mid-sizer with standard crash-anticipating safety features and an optional lighting system that will make many other cars headlights seem like gas lanterns. Mercedes also claims to have retuned the cars chassis and improved its steering.

A faster, less torquey solution

As Inside Line has noted in its review of the ML63 AMG, the new 6.2 is a marvel of an engine. Its lighter, more powerful, cleaner, just as fuel-efficient and, arguably, more durable than the 5.5 it replaces. Its also the first engine in a Mercedes-Benz passenger car to be developed completely by AMG, which fully exercised its motorsport expertise when developing the V8s unique architecture.

In its state of tune for U.S.-bound E63 sedans and wagons, the 6,208cc four-valve DOHC V8 puts out 507 horsepower at 6,800 rpm compared to the E55s 5,439cc three-valve SOHC supercharged V8s rating of 469 hp at 6,100 rpm. Well and good. The newer car should be more powerful. Torque? The bigger V8 twists out 465 pound-feet of torque at 5,200 rpm compared to the (whats this?) 516 lb-ft of torque from the outgoing V8. The E55s torque also peaked earlier, at 2,650 rpm. Sounds like a step backward.

However, there was good reason for the reduction in torque. This allowed Mercedes to fit its new, sophisticated seven-speed automatic in place of the old five-speed. Though the new gearbox is far more efficient than the five-speed, and though it was not built to handle the massive torque of the supercharged engine, its limit of 542 lb-ft, say Mercedes engineers, gives it the required durability to handle the 6.2s far-from-paltry crank twist.

Even better, the loss of torque has had no impact on the cars performance. Lets turn to the factory for this conclusion, which says the 6.2 can launch the E63 sedan from zero to 60 mph in 4.3 seconds. (Thats a worthy accomplishment for a 4,035-pound four-door — and its also probably a conservative figure. Certainly the 514-hp European-spec car we drove in Germany felt much quicker.) To compare, the E55, according to factory numbers, takes 4.5 seconds to achieve the same speed. Race is over; the E63 is quicker. (Just to save you the trouble of looking it up, the similarly sized BMW M5 makes the dash from zero to 60 in 4.5 seconds.) Credit the E63s more efficient seven-speed transmission, improved aerodynamics and, surprisingly in this day of the bloated automobile, a moderate overall weight gain of just 45 pounds compared to the E55 sedan.

We tried a few surreptitious stabs at the low 4s on a narrow side road with all the traction control systems switched completely off, and succeeded only in reaching the limits of adhesion (located just this side of the land of crashes) before we could count off the seconds, scaring ourselves and irking a local farmer tending his hops. Well wait for our experts and a test track to wring the real numbers out of the 2007 Mercedes-Benz E63 AMG, but note for the record that anyones skills will have to be on full alert to get the most out of this potent beauty.

More technology, not much more money

Available as a sedan or wagon, the E63 is expected to retail for about the same price as current E55s, around $83,000, despite the fair amount of new and revised components being introduced across the E-Class line, which in the U.S. consists of the E320 Bluetec sedan, E350 sedan and seven-passenger wagon, E550 sedan and the E63 sedan and wagon.

Befitting their stature at the top of the line, the AMG models benefit from more aggressive running gear, bigger brakes and specific tuning for the Airmatic suspension, and a new seven-speed automatic transmission. The E63 sits on larger 18-inch alloys, 8.5 inches wide up front and 9 inches out back, wrapped by 245/40 and 265/35 ZR-rated tires (Pirelli P Zeros on our test car). We wouldnt mind seeing 19s on this car, both for aesthetic and dynamic reasons.
The bigger brakes consist of front 14.2-inch vented, perforated and partially composite discs gripped by six-piston fixed calipers and 13-inch vented and perforated discs in the rear, clamped by four-piston fixed calipers.

Our autobahn runs demonstrated how valuable these big binders are, hauling the heavy sedan down from high speeds time and again with no sign of fade. We also liked the feel from the new electronically controlled hydraulic system, which has eliminated the abruptness that compromised the response of some recent Mercedes brakes.

Though AMG tuned the Airmatic suspension for more aggressive driving, the system still delivers good ride comfort when in comfort mode. Push the adjustable shock button for full sport, and the chassis stiffens to sharpen up the handling, but not at the expense of a harsh ride. Bottom line: There is no other adjustable suspension around that can handle so many kinds of road surfaces and dynamic situations without exposing a weakness.

In fact, perhaps the only shortcoming in the entire vehicle is the seven-speeds lack of a throttle blip when it downshifts. Its possible to accomplish the matching of revs manually by the age-old method of whacking the gas pedal as the tranny makes the move between gears, but we expect that such an advanced gearbox should be able to do it for you.