Description Of The Car

Chevrolet claims that the WTCC Ultra is ready to drive, and not in a quarter-throttle, 30-mph sort of way. It’s a fully functional concept that could be driven right from the show floor, though Paris, down the Autoroute, and onto the track at Le Mans. If a similar—but obviously less radical—vehicle sees production, it could show Europe that Americans can do hatchbacks as well as anyone. Ford’s Focus ST has done it and Dodge’s Hornet is set to do the same. Why not Chevrolet?




World premiere of the Chevrolet WTCC Ultra Concept

eneral Motors Europe made some great product launches at the 2006 Paris Motor Show, but perhaps none more anticipated than the spectacular Chevrolet WTCC Ultra Concept.

Directly derived from the World Touring Car Championship, this ready-to-drive racing car can get your adrenaline flowing and your mouth foaming just by looking at it. The PR folks say it "takes the Chevrolet design language to the extreme while embodying the brand´s spirit and race history".

It certainly is dramatic, sleek and muscular. Theres a nice contrast between the sharp lines and the more flowing surfaces. The car is also exceptionally aerodynamic thanks to a raked windshield, a completed body kit, a huge rear spoiler and equally massive front air intakes.

Modern lightweight materials have been used to keep the curb weight as low and the handling as good as possible, helped by a perfectly proportioned shape -- 4325mm long, 1905mm wide and 1570mm high. Body panels are finished in "Stealth Blue" and made of a glass fiber and carbon fiber laminate. Meanwhile, the various ground effects are made of pure carbon fiber fabric. Finally, polished aluminum is used for door handles and other fittings.

Oh and in case youre wondering, the WTCC Ultra Concept is powered by a 190 hp, 2.0-liter diesel engine. As for the interior, the only word for it is "out-of-this-world".

The WTCC Ultra was styled by 25-year-old Ewan Kingsbury, who works as a designer for GM Australia. The Ultras engine was built in South Korea, and the prototype was assembled in Japan. GM said development work on the concept was carried out in the U.K., Germany and Switzerland.

GM says the WTCC Ultra has a "bold, muscular exterior."

Well, this suv outclassed, outvalued and outperformed all others alike including the noisy CRV. All around is a great truck with no chronic troubles, good interior and exterior fit and finish, easy to use controls, peppy and nice quiet ride, sexy dash board, and lots of nick nack storage compartments for kids gadgets or your own.




The finishings are well put together, the dealership was still friendly when we went back, servicing is priced reasonably. Under hood easy to find fluid levels for self checking.

The only con about this vehicle is as I mentioned before, gas consumption is not what they claim (as all other manufacturers). Highway mileage is good.Dont fall victim to the Honda nameplate and badging, this vehicle falls short of NOTHING. (Wish they had a hybrid).

Santa Fe in Korea runs on diesel and has no acceleration. Santa Fe in US is great since it runs on gas. Dash board stuff like speedometer is somewhat hard to see. Vent on the door could be a bit colder than normal in the summer. Too small of a gas tank or fuel economy is not good. I can see the gas tank being emptied. Other than that, a great car. If I can go past five years on it, I will trade this in for another.

2006 Hyundai Santa Fe: Highlights

Santa Fe is the larger of Hyundais two compact SUVs. A redesigned version with midsize dimensions and seating for seven is due in mid 2006 as a 2007 model. The 06 offers base GLS and uplevel Limited models. Both have front-wheel drive or all-wheel drive without low-range gearing. GLS comes with a 170-hp V6 and a 4-speed automatic transmission. A 200-hp V6 with a 5-speed automatic is standard on Limited, optional on GLS. Both transmissions include a manual shift gate. Front side airbags and antilock 4-wheel disc brakes are standard on all models. Hyundais warranty is among the industrys longest: 5-years/60,000-mi. basic, 10/100,000 powertrain, 5/unlimited roadside assistance.

Interior Design and Special Features

Inside, the Hyundai Santa Fe offers reasonable accommodations for five and a 29.4-cubic-foot cargo bay; fold down the 60/40-split rear seats, and you get a generous 78 cubes. The cabin boasts a sharp two-tone color scheme and feels high in quality, as Hyundai has fitted it with low-gloss plastics and solid switchgear. The seats are comfortable, but legroom can be a bit tight for adults in back, and unlike the Equinox and CR-V, the Santa Fe doesnt offer fore/aft adjustment for its rear bench.

Safety

Four-wheel antilock disc brakes, traction control and side airbags (for front occupants) are standard on all models. In government crash tests, the Hyundai Santa Fe received four out of five stars for driver protection in frontal impacts and five stars for the front passenger. Side-impact testing resulted in a five-star rating for front- and rear-passenger protection. In frontal-offset crash testing conducted by the IIHS, the Santa Fe received a "Good" rating (the highest possible); in IIHS side-impact testing, it earned an "Acceptable" rating (the second highest).

Powertrains and Performance

The GLS model comes standard with a 2.7-liter V6 rated at 170 horsepower and 181 lb-ft of torque; its paired with a four-speed automatic transmission. Optional on the GLS and standard on the Limited is a 3.5-liter V6 good for 200 hp and 219 lb-ft of torque. This engine comes with a five-speed automatic. Both front-wheel-drive and all-wheel-drive models are available on this Hyundai SUV. Although the smaller V6 is rated for up to 26 mpg on the highway, the 3.5-liter turns in poor fuel numbers for a small SUV application -- just 16-17 mpg in the city and 21-22 on the highway.

Body Styles, Trim Levels and Options

The four-door Hyundai Santa Fe is sold in GLS and Limited trims. Standard equipment on the GLS includes side airbags; air conditioning; power windows, mirrors and locks; a CD player; 16-inch alloy wheels; a full-size spare tire; an auto-dimming rearview mirror; and foglights. Options on the GLS include a power sunroof and a Monsoon sound system with an in-dash CD changer. The Monsoon stereo comes standard on the high-line Limited, along with automatic climate control, a power driver seat, leather upholstery, heated seats and a trip computer.

Driving Impressions

The Hyundai Santa Fe offers good handling, particularly in the two-wheel-drive version. The front-drive Santa Fe proved to be more fun and more responsive than the heavier four-wheel-drive models. It doesnt feel top-heavy like some SUVs. The brakes are refreshingly responsive, even before the antilock brakes kick in.

The 2.7-liter V6 produces 170 horsepower and 181 pound-feet of torque. Those are good numbers. EPA-estimated City/Highway fuel economy is 19/25 mpg with front-wheel drive, 18/23 mpg with four-wheel drive.

The 3.5-liter V6 comes paired with a five-speed automatic transmission. It offers lots of throttle response once its going. Its a little lethargic off the line and the throttle response isnt linear, but the owner should be able to calibrate his or her foot to it. The 3.5-liter engine develops 200 horsepower and 219 pound-feet of torque. EPA-rated City/Highway fuel economy is 17/23 mpg. The front-wheel drive 3.5-liter Santa Fe, equipped with trailer brake, is rated to tow up to 3,300 pounds, enough to handle a small boat trailer.

Santa Fe models equipped with all-wheel drive use one of two different systems, depending on whether the 2.7-liter or 3.5-liter engine supplies the power.

We found the mechanical full-time four-wheel-drive system thats available with the 2.7-liter V6 capable for light off-road driving in Southern California. The system appears to do a good job of sending the torque where its needed, especially with the traction control (standard). This system is compact and clever and was developed by Austrian four-wheel-drive specialists Steyr-Daimler-Puch. The system combines proven engineering in innovative ways. A planetary differential inside the front transaxle splits the drive torque equally between the front wheels, and 60/40 between the front and rear axles. A viscous coupling between the front and rear axles overrides the differential if the wheels at either end begin to slip. This is a simple, purely mechanical system thats been around for decades, and it works very well with no attention whatever from the driver. All four wheels are driven all the time, with the coupling limiting the difference in speed between the front and rear axles. So if a front wheel starts to spin, torque is immediately re-directed to the rear, and vice versa.

Santa Fe 3.5-liter models come with a new and more sophisticated electronic system that Hyundai calls InterActive Torque Management (ITM). This system still requires no driver input. It drives only the front wheels most of the time, but monitors their traction with a computer, and distributes torque to the rear wheels only when necessary. The main advantage of ITM is optimized fuel economy with all-wheel-drive traction. A 3.5-liter Santa Fe with all-wheel drive gets an EPA rating of 17/23, comparable efficiency to the lighter front-wheel-drive version. The electronic ITM system available with the 3.5-liter V6 was developed by U.S. gearbox veteran Borg-Warner. It relies on a series of wet clutches mounted just ahead of the rear axle. A computer monitors wheel speed, throttle position and steering angle, and engages the clutches when necessary.

Favorite Features

Traction control, 4 wheel disc brakes with ABS, multiple air bags and very good crash test ratings. And my daughter thinks it looks "pretty sweet", with a great factory sound system and room for her friends. (Including her 64" boyfriend.) Adjustable (reclining) rear seats, stylish and practical.

Overall Review

This is one of the most under-rated SUVs around. The Ford Escape and Chevrolet Eqinox cannot and do not compare with the standard equipment, quality and handling of the Hyundai Santa Fe. With the 3.5 liter V-6 this is one HOT SUV! Dont be fooled by "tip-up" tests. The popular Chrysler mini-vans are just as as prone to roll-over. You simply will NOT find a better SUV for the price and besides it is loaded with front and side air-bags and the front crash ratings are as good, if not better, than any vehicle in the industry. Just drive one of these SUVs.............and then be totally seduced by the performance and price...........WOW!

It was 1969. And what an amazing year it was! The Beatles’ world renowned hit Come Together was at the top of the music charts along with Johnny Cash’s A Boy Named Sue, Neil Armstrong set foot on the moon, and the 1969 Chevy Chevelle SS, now a classic muscle car, was born. The Chevy Chevelle SS met the demands of muscle car enthusiasts for small cars with powerful motors. Its sporty fast-back body style which was first concocted in the redesign of the 1968 models gave it a touch of class as did the new design of the tail lights. Chevelles are mid-sized cars meeting the median between small sports cars and large family cars.



The 1969 Chevrolet Chevelle line was the first to have the SS 396 option available but it wasn’t perfect as it resulted the 396 became known for poor handling as it required stiffer springs and shocks than earlier models. Later in the year, the 396 option was replaced with a 402 cubic engine, supposedly due to emission standards. Even in light of the minor imperfections in its initial release, the Chevy Chevelle SS was an incredibly popular muscle car in its time and became one of the very best sellers of all times.

Limited edition Chevelles were a favorite amongst drag racers due to the powerful engine options, 427s, that could be special ordered. Limited edition Chevelles are few and far between in this day and age, but if you find one, they are worth a pretty penny. Classic car enthusiasts and speed demons alike admire these beauties.

Chevelles were first released in 1963 with a standard 327 cubic-inch V8, 300 horsepower engine. However, at that time the Pontiac GTO has a 389 that was unmatched. Chevrolet responded to the competition over the years by gradually increasing the power of their motors.
Chevy continued to produce Chevelles until 1973.

If you go to car shows where muscle cars are featured, you are sure to see 1969 Chevrolet Chevelle SS models because collectors absolutely love them. They are fast, high-performing cars as well as being practical size-wise which makes them pretty unique. The 1969 Chevrolet Chevelle SS is a car that is appealing to both classic car collectors and racers. Its got style, its got speed and its incredibly durable making it a muscle car classic that just about anyone would be honored to own.
source : articlecity.com

The right warranty will protect your investment and save you money. Let’s face it, warranty companies wouldn’t be in business unless they did save people money, and it is in the best interest of the warranty company or warranty broker to select the best warranty coverage that meets your particular needs and budget.

Choosing the right warranty has a lot to do with the make, model, age, and mileage of your vehicle, how many miles you drive a year, and how long you want to keep your vehicle. Another factor to consider, is does the vehicle still have some level of the original manufacturer’s warranty. Other personal factors also weigh heavily on the type of protection to purchase but the most important is how much money you want to pay out of your own pocket for repairs.

The first thing you need to do is determine how many miles you drive a year - the average driver will put about 15,000 miles per year on their vehicle. This is the base line for determining the coverage you will need. For example, if you drive 15,000 per year and want to protect your vehicle for five years you will need a minimum of 75,000 miles of coverage. If you are only going to keep your vehicle for three years then you would need a minimum of 45,000 miles.



These guidelines are offered as a general rule of thumb for different types of vehicles.

Leased Vehicles

If you are leasing a brand new vehicle right off the showroom floor, forget about purchasing an extended warranty. The factory warranty will give you enough coverage during the term of the lease and you won’t be saving any money.

If however you are leasing a pre-owned vehicle that has more than 36,000 miles and less than 50,000 and you don’t want to be paying extra for repairs, consider a bumper-to-bumper program for the length of the lease. To save money, and as minimum protection, look at a power train warranty. Just remember to buy the minimum coverage needed to meet the length of the lease.

If you are going to purchase the vehicle at the end of the lease, consider a wrap program or a bumper-to-bumper. You will save money if you buy it before the vehicle reaches 12,000 miles but you should buy it before it reaches 36,000 miles.

Low Mileage Vehicles — Up to 50,000 Miles

The best value is to purchase a wrap program or bumper-to-bumper policy before the vehicle reaches 12,000 miles. You can purchase a bumper-to-bumper at any time up to around 50,000 miles, but just remember the less miles a vehicle has when purchasing a warranty the less expensive the coverage is, so buy it sooner than later.

Do not consider a stated component policy or a power train policy. For the small additional price of a bumper-to-bumper policy you get much more coverage and benefits.

Mid Mileage Vehicles — Between 50,000 to 100,000 Miles

This is where a stated component policy is best suited. You will get a fair amount of coverage for the major components of your vehicle. Remember that if your vehicle has 75,000 miles and you drive 15,000 miles a year and you want to keep it for another three years look for at least 120,000 miles of coverage.

If you are pushing 100,000 miles, a power train policy is an inexpensive option.

High Mileage Vehicles — Over 100,000 Miles

Here is where it mainly depends on how long you want to keep your vehicle. Your coverage options will be limited, but you can still get a reasonably priced stated component policy, and this is where it really pays off. High mileage vehicles are going to have many more problems, and the more coverage you can get, the better you make out.

Power train policies are also a good bet to get more mileage and years of driving out of your vehicle.

Classics, Exotics, and Collector Cars

Think that 1956 Chevy or 1972 Triumph or your beloved Ferrari can’t be covered, think again. There are warranty companies and warranty brokers who specialize in classics, collectables, and exotics.

These policies typically cover any year, any mileage vehicle with no limitations. You’re not going to get bumper-to-bumper coverage but you will get fairly good coverage for major components like all essential engine, fuel system, transmission/transaxle, and front and rear drive components. Some policies also cover brake systems, suspension assemblies, steering systems, air conditioning, electrical systems, cooling systems, and emission components.
You will pay more than a normal warranty policy but then these cars are worth more.

The good:

Fabulous space, plenty of room inside (far better than Chrysler Voyager). Good height for driver above traffic. Rear seats move back a long way. Smooth motor that drives like a sedan. stylish looks.

Excellent sound system. Maintenance is cheap (classic Toyota reliability). We have hauled heavy trailers around without the motor missing a beat (in fact braking with the added weight is the main issue not engine power).

The bad:

Outside mirrors could be larger.Dash warning lights can not easily be seen with the sun on the dash (exspecially the park brake warning light)No rear backing mirror fitted to assist in parking.



SAFETY

Enhanced safety for all occupants is the major focus of the new Tarago range. All eight seats have head restraints and three-point seat belts in a reinforced purpose-built body shell. Any family buyer who does not order the Enhanced Safety Pack for just $1500 in the GLi and standard on the GLX should think again. It brings Vehicle Stability Control (VSC), Traction control (TRC), front side airbags, curtain airbags, drivers knee airbags, a Pre-Crash seat belt system and electronic brake assist (EBA) technology. When rivals can ask up to double the $1500 asking price for all these options (most VSC/ESP systems cost $700 on their own), the base GLis primary purpose seems to be a sticker price starting with a four to get you into the showroom. The entry-level Tarago GLi and its two airbags is a clear example where a lower price does not represent better value given its precious family cargo. All Taragos now have large disc brakes on all wheels (296 x 28mm ventilated fronts, 298 x 10mm solid rears), ABS and Electronic Brakeforce Distribution (EBD). The base GLi has a mechanical brake assist (BA) system.

EBD is vital when it can anticipate the big changes in loads, weight distribution and road surface which would normally have an unpredictable effect on braking in a peoplemover. Full marks for this vital feature!

The Electronic Brake Assist and VSC vehicle stability systems in the GLX and GLi Enhanced Safety Pack are linked to the Pre-Crash Seatbelt system. When either system senses that the driver is in trouble, it activates electric motors to pre-tension the front seat belts. It is a case of primary safety systems working to get you out of trouble while a secondary system prepares for the worst case scenario. Toyota claims that the new body offers extra side protection with energy absorbing materials in the pillars and roof rails. The front crumple zone also minimises pedestrian injuries through smooth, soft surfaces and careful placement of wipers and other fittings.

Toyota claims its radical Combimeter instrument panel is a safety feature when in practice, it is potentially one of the most distracting features offered in a passenger vehicle for some time.
The Porsche 911 prior to the most recent models was always criticized for its scattered array of dials. Toyota has adopted this cluttered horizontal Porsche layout then moved it towards the centre of the dash and buried the gauges at the bottom of a black hole that places them so far way they almost warrant a pair of binoculars!

Toyota might get away with it in dim Northern Hemisphere light but not in Australia.
While cruising into the extreme light generated by the Taragos panoramic front view, a simple speed check requires the driver to drop his or her eyes from the road, turn them towards the centre of the dash, wait vital seconds for their eyes to adjust and focus to see within the depths of the Combimeters black hole, then scan a jumbled mess of dials to locate the speedo!
The speedo calibrations are such that it will then take another extended time margin to confirm the actual speed. If you are wearing sunglasses, forget it.

One of these problems in isolation is one too many but in combination they are at best distracting and arguably dangerous. The layout is so bad that the transmission indicator is in front of the passenger and its actually quicker to take your eyes off the road totally and look at the lever itself.

The dinky little compartment ahead of the steering wheel where the gauges should be is simply not worth it especially when it not easily accessed. My passenger, after noticing she had a better view of most dials than I did, concluded she would not want to drive the Tarago before I had said anything.

The improvement at night, while marginal, suggests that the bright Aussie light has highlighted a problem not exposed elsewhere. As so many Taragos head to even brighter northern light conditions, buyers need to work out whether they can live with this.

Exterior

All three grades have body-coloured bumpers and door handles, dual multi-reflector headlights, rear spoiler, dual rear sliding doors and tinted side and rear glass all as standard features. The GLi has steel wheels with stylish wheelcaps, while the GLX and Ultima have alloy wheels. GLX and Ultima both have standard fit roof rails, and Ultima has the additional luxurious touch of an electronically operated sun-roof as standard.

Interior

All three grades feature front bucket seats with inboard arm rests, drivers seat 2-way cushion tilt, front and rear power windows, power exterior mirrors, and air-conditioning as standard. GLi and GLX are upholstered in a functional and attractive dark gray fabric. The second row seats features a 60:40 split fold seat back, to make getting into the third rows seats quick and easy.

The Ultima features bonus luxuries as standard including woodgrain look trim, leather seat trim, leather bound gear knob, and leather bound sports/prestige steering wheel. Heated front seats and climate control air-conditioning mean your driving environment is always perfectly attuned to your liking. .


ON THE ROAD

Quiet, smooth, undemanding (instruments aside) and characterless is how you would describe the Taragos demeanour -- exactly as you would want it if you are constantly ferrying a full load of passengers.

On the highway, there is a real sense of low resistance and effortless movement commensurate with a fuel gauge that doesnt move much over long distances. This has always been the Taragos strength and in this vital area it is better than ever, providing you have engaged the cruise control before the crazy instrument panel can ruin your day. The big seats and sprawling space really make a difference over long distances.

The suspension is firm for little body roll and the constant track advantages of the new rear axle are immediately apparent on smooth surfaces. There is a welcome absence of squirm or self-steering from suspension geometry changes, vital when the Tarago presents so much sheet metal to a crosswind.

While the engine is no powerhouse, it is more than adequate under typical 110km/h limits.
Although roadholding is strong, changing direction does evoke the typical front-drive feel of a lead-tipped arrow when the Tarago has been clearly set up for straight-line stability. It is not enough to cause alarm but will discourage most drivers from any heroics which is probably how it should be.

Away from the bitumen, the suspensions firm settings do not readily absorb larger potholes or corrugations. A little too much road shock gets through and generates a few rattles you would never expect -- basically it doesnt feel comfortable in these conditions and the quality feel starts to dissipate.

Where the Tarago once had a woollier feel on the bitumen and a more absorbent nature on dirt, the latest model is clearly set up for an absence of body roll and effortless long distance highway cruising. This may have been emphasized by the 55-series low-profile tyres and 17-inch rims on the test GLX. The Tarago is not alone in not being set up for local roads on low-profile tyres. For rural drivers where this could be an issue, the higher 65-series tyres and 16- inch rims on the GLi should absorb more of the low-speed road shock at the cost of some precision.

Overall:

Although the overall trim finish looks cheap it is very functional with excellent air con though out the entire vehicle.Great sounding factory sound system .Quiet to travel in unless wanting to overtake when the auto transmission seemed to drop one gear too many causing over reaving with no real speed increase(adjustments may have been needed on this vehicle).It would take a bit getting used to parking this van.The centre seat is a bit hard to return back to the rear seating position once moved forward to allow rear passenger out but over all i would still purchase this vehicle as the front wheel drive version of this vehicle should exceed the previous rear wheel drives reliability in petrol and diesel options.This vehicle tested was on hire for 1 week. 25000 km.

This is the last one and only car in production today which is built using the old style "body on frame" construction. This is why the car has such a quiet, smooth ride. In addition, there is data that shows that cars built like this, with a frame, are safer than those built without a frame - the frame provides some degree of additional structural integrity.



Plus, this cars reliability ratings are proven - this is one of the most reliable US cars made. If you want a car thats not bad at all in gas mileage (for its size), and you want a quiet, safe, and dependable car which can be had at great discount prices, then this is your car. Its all substance over style, although many, including myself, actually like the styling of this car.

News

Informants expect few changes for Crown Victoria and Grand Marquis until the end of the decade, when the vintage-1979 underpinnings may finally be retired for a clean-sheet design. Because Ford is strapped for cash, the replacements are expected to use either a reworked Mustang platform or a large-sedan architecture from Ford Australia.

New For 2006 Ford Crown Victoria

Fords big rear-wheel-drive sedan is a close cousin of the Mercury Grand Marquis. Crown Victoria offers Standard and LX models with a front bench seat and an LX Sport with front buckets and center console. A 4-speed automatic transmission mates to a 4.6-liter V8 with 224 hp in base form, 239 in LX Sport or with the Handling and Performance Package available for LX. ABS is standard for all, traction control optional. Curtain side airbags arent offered, but front side airbags are available for LX and LX Sport, which now come with a trip computer. New for 06 is an in-glass radio antenna to replace an exterior mast-type.

Interior Design and Special Features

If youve ridden in a taxi cab recently, you know that the Crown Victorias strength is not innovative interior design. For better or for worse, its basic, roomy and comfortable. A cavernous trunk of 20.6 cubic feet will swallow any luggage you might have. The Crown Vic can seat six passengers thanks to a column-mounted shifter and standard front bench seat.

Safety

Ford Crown Victoria models come with four-wheel antilock disc brakes and Electronic Brakeforce Distribution (EBD). Front-seat side airbags are available but only on the LX and LX Sport trim levels. The Crown Victoria has done well in National Highway Traffic Safety Administration crash tests; it earned five stars for driver and front-passenger protection and four stars in side-impact testing. The big Ford car also earned the top rating of "Good" in frontal-offset crash testing conducted by the IIHS. With a crash-severity sensor, safety belt pre-tensioners, dual-stage airbags and seat-position sensors, the Crown Vic offers most of modern safety innovations despite its older design.

Powertrains and Performance

Despite its size, the two-ton Ford Crown Victoria is no slouch in terms of acceleration thanks to its 4.6-liter V8 engine that pumps out 224 horsepower and 272 pound-feet of torque in base and LX models. This engine makes 239 hp and 287 lb-ft of torque in the LX Sport. The only transmission offered is a four-speed automatic.

Body Styles, Trim Levels and Options

Fords full-size Crown Victoria comes in three trim levels -- base, LX and LX Sport. The base model comes equipped with basics like air conditioning, a power driver seat and a cassette stereo. Upgrades like remote keyless entry and a CD player are available as options. Step up to the LX to get them standard, as well as an overhead console with compass, alloy wheels, automatic climate control and a trip computer. The LX Sport comes with a handling and performance package that includes performance tires, revised suspension components, dual exhaust and performance torque converter, as well as leather trim for the seats and a floor-mounted shift lever with console. Various options include power-adjustable pedals, traction control and a moonroof.

Driving Impressions

As you might expect, responsive handling is not the Crown Victorias forte. Various improvements over the years provide a comfortable ride, but theres no getting around the vehicles substantial weight and dimensions, or its old-tech underpinnings. If youre looking for nothing more than a family cruiser, the 2006 Ford Crown Victoria will suffice, but if a car with a somewhat involving driving experience is your desire, look elsewhere.

2006 Ford Crown Victoria Summary

The 2006 Ford Crown Victoria is a 4-door, up to 6-passenger family sedan, available in 3 trims, ranging from the Standard to the LX Sport.

Upon introduction, the Standard is equipped with a standard 4.6-liter, V8, 224-horsepower engine that achieves 17-mpg in the city and 25-mpg on the highway. The LX Sport is equipped with a standard 4.6-liter, V8, 239-horsepower engine that achieves 17-mpg in the city and 25-mpg on the highway. A 4-speed automatic transmission with overdrive is standard on both trims.

Prices

MSRP Price Range $24,510 - $30,830
Invoice Price Range $23,084 - $28,282

Standard Equipment
Standard

Powertrain
4.6-liter V8 224-horsepower engine, 4-speed automatic transmission

Safety
dual front airbags, antilock 4-wheel disc brakes, wiper-activated headlights, emergency inside trunklid release

Comfort and Convenience Features
air conditioning, power steering, tilt steering wheel, cruise control, cloth upholstery, front split bench seat, 8-way power driver seat, cupholders, column shifter, AM/FM/cassette, digital clock, power mirrors, power windows, power door locks, map lights, variable-intermittent wipers, visor mirrors, rear defogger, automatic headlights, floormats

Appearance and Miscellaneous
theft-deterrent system, 225/60R16 tires, wheel covers


LX adds to Standard:

Comfort and Convenience Features
automatic climate control, remote keyless entry, AM/FM/CD player, trip computer, compass

Appearance and Miscellaneous
alloy wheels


LX Sport adds to LX:

Powertrain
4.6-liter V8 239-horsepower engine, performance axle ratio

Comfort and Convenience Features
leather upholstery, front bucket seats w/power lumbar adjustment, 8-way power passenger seat, center console w/floorshifter, leather-wrapped steering wheel w/radio and climate controls, AM/FM/cassette/CD player, automatic day/night rearview mirror

Appearance and Miscellaneous
performance suspension, load-leveling suspension, full-size spare tire, 235/55HR17 tires

The new Lincoln MKX is loaded with comfort and convenience as a modern new choice in the luxury crossover utility vehicle (CUV) market.

Lincoln MKXs elegant design is combined with a sporty stance, powerful engine and quiet interior. It also boasts such technological advances as adaptive headlamps that move with the steering wheel, a panoramic glass roof, heated and cooled front seats, heated rear seats, 14-speaker THX II audio system and DVD-based navigation.




Lincoln MKX is a five-passenger CUV powered by a fuel-efficient 3.5-liter engine with a class-leading 6-speed transmission and fully independent suspension. On sale in late 2006, the new Lincoln MKX builds on the success of the Lincoln Zephyr in appealing to a new generation of luxury buyers and defining a modern vision for Lincoln.

"Lincoln MKX appeals to new luxury buyers who express their success through understated gestures," says Peter Horbury, executive director, North America Design. "Lincoln MKX achieves modern luxury with its confident stance, elegant shape and luxurious, comfortable interior."

Modern Lincoln Design

Lincoln MKXs confident exterior and luxurious, quiet interior signal Lincolns modern design vision.

The high beltline is defined by a stroke of chromed trim that caps broad shoulders, pronounced wheel lips and short overhangs that give Lincoln MKX its wide, athletic stance. A chromed cap on each side-view mirror adds the finishing touch.

Black rocker panels plant the vehicle to the ground, accentuating the standard 18-inch wheels and tires. Side marker lights cut into the simple, clean fascia and bend around to the side of the vehicle. Chrome-ringed fog lamps integrated into the lower fascia echo the chrome-tipped dual exhausts.

"The new Lincoln MKX crossover and Zephyr sedan give Lincoln strong products in two of the hottest luxury segments in the market," says Darryl Hazel, vice president, Marketing. "We want people to know Lincoln is giving buyers fresh luxury choices."

New Lincolns for New Luxury Customers

Todays luxury CUV buyers want the same style, refinement, fuel economy and carlike ride and handling that they experienced in luxury sedans. While they like the style of the CUV, they dont need all of the extra space and towing capability of traditional SUVs.



Luxury CUVs are popular because they combine the style and efficiency of luxury sedans with most of the capability and flexibility of larger utility vehicles," says Al Giombetti, vice president, Sales. "Lincoln MKX addresses the luxury car buyers demands with style, spirit, comfort and efficiency.

Lincoln MKX will advance Lincolns lineup, joining Zephyr in moving into new markets and reaching out to a new generation of Lincoln customers. Lincoln MKX further demonstrates how Lincoln will differentiate itself with design.

"Lincoln is the luxury of the future," says Horbury. "Peoples attitudes about luxury are shifting, and Lincoln is leading the charge. This is an opportunity for Lincoln to reclaim its rightful place in the American luxury market.

Quiet, Comfortable Interior

Lincolns modern identity is evident in Lincoln MKXs comfortable, elegant interior.
Lincoln MKX boasts the quietest Lincoln interior yet. In addition to conventional sound-absorbing techniques such as a thicker dash pad, laminated windshield and thicker side glass, Lincoln MKX blends unique materials for further reduction in road noise. A constrained-layer barrier is fused to the rear wheel houses, and sound-deadening material is welded behind exterior trim panels.

The interior design is defined by a sweeping instrument panel flowing into a clean, well-organized center stack. Wood and satin nickel accents are carried to the door panels. Interior controls are bathed in Lincolns cool-white light for a pleasing nighttime cabin experience.

Removable dividers in the center console let customers adapt their storage space for anything from laptop computers to handbags and CDs. The center console also features an available concealed power point – for four in total throughout the interior – and an MP3 audio jack. Phone and MP3 player cords can be neatly organized, as a slot molded into the console provides power-point access.

The interior is surprisingly spaciousness, defying the sleek exterior shape. Front seats have eight-way power adjustment, power lumbar for both driver and passenger, and available heated and cooled features. The second row is sure to make all occupants comfortable with available heated seats, impressive headroom and best-in-class legroom.

In addition, the 60/40-split second row features impressive reclining angles of up to 15 degrees. It also folds and pivots in one fluid movement, either by the seat-mounted lever or a unique Easy Fold™ remote switch accessible from the liftgate. Lincoln MKX offers 68.7 cubic feet of cargo volume with the rear seats folded.

DVD and THX Innovation

Lincolns newest available DVD-based navigation system features a 6.5-inch-wide screen and text-to-speech technology that recites travel directions in English, Spanish or French.

Rear passengers can enjoy the available DVD entertainment system with a drop-down 8-inch screen. The available THX II-Certified® surround-sound audio system has 14 speakers, including two subwoofers with 600 watts of power and a sophisticated processor that inputs bandwidth, peak audio levels and coverage uniformity. Lincoln MKX also features an optional integrated MP3-audio input jack and power point conveniently concealed in the center console. Lincoln also offers optional factory-installed SIRIUS satellite radio.

Lincoln MKX goes on sale in late 2006. It will be manufactured at Fords Oakville Assembly Complex in Ontario, Canada.

excellent car; great ride; great navigation system; but the price is awfully low for such a nice car; I would have payed 400K for such a nice car. If you looking for a good luxury car pick the S 600. EXCELLENT BUY








News

Mercedes ninth-generation flagship sedan is just starting out, so no radical change should occur in the near future.

Lineup
For 2007, three models of the S-Class are available: the S 450 (about $79,500), the S 500 (about $89,500), and the S 600 (starting at about $135,000). Each is distinguished mainly by their engines.

The S 450 packs a new 3-valve-per-cylinder 4.6-liter V8, bumped up from its previous displacement of 4.3 liters. The S 500 is powered by a completely new engine, the 5.5-liter V-8 that has gone back to a 4-valve-per-cylinder design. The top-of-the-line S 600 is powered by an upgraded version of the 6.0-liter 3-valve V-12 twin-turbo engine currently used in the $350,000 Maybach sedans rated at 510 horsepower.

The S 450 and the S 500 models offer similar levels of standard equipment, though the S 500 comes standard with leather. The S 600 adds Parktronic front and rear parking radar system, and the newly updated Distronic radar-controlled cruise control. The V8s come with the seven-speed automatic, while the V12 is equipped with a heavy-duty five-speed automatic.

Options include active headlamps, Active Body Control (standard on S 600), bi-xenon headlamps, Brake Assist Plus, cornering lamps, Distronic Plus, dynamic multicontour seats, with or without massage, Keyless Go, Linguatronic voice activation, hard-drive navigation system, Panorama glass roof, Park Assist, a Reverse camera that displays on the COMAND screen, ventilated seats with fans, and a surround-sound audio system with surround at each seat. Whew!

The new S-Class safety package is unequalled in the class, with all the usual brake and airbag technology upgraded. The Brake Assist feature has been improved to Brake Assist Plus status, and is fully integrated with Parktronic and Distronic, respectively the radar-controlled parking and distance-controlling cruise control systems. The system now has two forward-facing radar systems, and can apply the brakes at any speed from zero up to about 125 mph and bring the car to a full stop without driver input. The company says the new system can reduce rear-end collisions in stop-and-go traffic by up to 75 percent. An added wrinkle to the revised PreSafe system that closes the sunroof, closes windows and repositions the seat in the event of an impending collision is that the air chambers in the backs of the multicountour bucket seats inflate to add support to the upper body in case of a rear-ender. The Electronic Stability Program, or ESP, which was introduced to the world on the S-Class two generations ago, is back as standard equipment, with two new features: trailer stabilization, and tire-pressure monitoring.

Another new offering is the optional Night View Assist. It uses infrared, not thermal imaging as the Cadillacs older systems. Using infrared headlamps, a tiny camera picks up and projects clear, sharp images of whats ahead of the car. The picture is displayed in the space normally occupied by the speedometer and tachometer, which change to bar graphs underneath the night vision display when its activated. Unlike the thermal systems, the Mercedes system uses a sharper SIMOS display instead of a CCD, it does not depend on heat generated by engines or humans to create images, and can operate unaffected by temperature extremes. The system is a world first, and an exclusive S-Class option.

4Matic all-wheel drive is expected in the fourth quarter of 2006 for V8 models. A high-performance AMG model with a new 6.3-liter naturally aspirated V8 replacing the supercharged 5.5-liter V8 is expected to follow. And diesels may be available in 2007.

Interior Features

The new Mercedes S-Class boasts one of the most beautiful interior executions on the market today. Nothing in the interior of the outgoing car, absolutely nothing, was kept for this new S-Class. Every gauge, indicator, switch, lever, display and lamp has been changed.

The most striking change is in the COMAND system in the center of the dash that operates the radio, telephone, entertainment system, navigation system, and vehicle systems. Where the old system was sort of blue on gray, mounted low in the center stack of the console, the new system uses a large, deeply hooded and high-mounted 16:9 ratio full-color display screen, with a console-mounted knob that twists and pushes to change categories and change settings. Everything is done with the twist-and-push controller that operates like the BMW iDrive or Audi MMI systems, only better. Its far easier to use and understand, even without resorting to reading the manual, far more intuitive than the BMW and Audi systems or its predecessor. Select the vehicle systems and the display changes to a silhouette drawing of the car where you can customize 10 different settings to your preferences as easily as using a point-and-shoot camera.

Any item inside that was once black plastic with a white ideogram has been changed to a ridged matte silver button with a white-on-black ideogram above or below it that lights up when the lights go on to be visible in night driving. The drivers door panel is packed with controls for windows and mirrors, including a folding function, and in this case they fumbled. The switches that select the left or right mirror to be adjusted or folded are so tiny that the average driver will probably hit both at once until he or she is used to the change (they each light up with a red jewel to show you which side youre adjusting). The steering wheel has been redesigned to make the audio and other functions easier, with a pair of round controls in the spokes that can do up/down and left/right function selection and change, such as radio station, CD or MP3 track, volume, and muting.

Interior environment is controlled by a new switch panel at the center of the dash, with four vents and a new air conditioning system that is both vertically layered and capable of focused, medium, or diffuse air distribution throughout the car, with two zones in front and two in the ear, each with its own controls. Oh, and that thing that looks like a folded-up wood-grained, chrome-edged cellular telephone, on the console just behind the COMAND interface, is exactly that: a telephone dialer.

Another brand new wrinkle is a strip of ambient lighting in the cockpit that starts on the left door, goes all the way across the lower part of the dash, under the wood trim panel, and all the way back on the right door, creating a continuous ribbon of light that can be adjusted through five brightness levels by using the Vehicle portion of the COMAND system. A beautiful touch in a beautifully organized, visually exciting interior.

The new transmission shifter operates like the one in the new M-Class and R-Class SUVs: A tiny stalk on the right side of the column features up, down and in positions for Reverse, Neutral, Drive and Park modes, and all models come with three-mode shifting including Manual, Sport and Comfort shifting using the steering wheel paddles on the reverse side of the spokes, left for downshifts, right for upshifts. While we liked the new metallic interior panels very much, we didnt like the chrome tip on the shifter handle, because its bright chrome, and it glares like crazy on a sunny day, directly where the driver is looking. Wed prefer the matte metal finish.

The CD/DVD system loads behind a panel under the HVAC system, and contains a slot for loading a PCM/CIA memory card that will play up to 1500 songs through the 600-watt, 14-speaker sound system. The system is compatible with Apple iPod. And finally, after years and years of providing a small digital clock or analog that only the driver could see and use, theyve moved the clock to the epicenter of the instrument panel so that it can be seen by everyone in the car, and changed it to a classic analog design that looks like a fine wristwatch, with bright trim and bright hands.

Driving Impressions

Power (and money) have a lot to do with choosing among the new Mercedes S-Class models. The S 450 has 50 horsepower more than the old S420 had, and will do 0-60 mph in 6.0 seconds, according to Mercedes. Thats pretty darn quick. The S 500 comes with a 5.5-liter engine that has 80 horsepower more it did with the old 5.0-liter 3-valve V8, and it can sprint from 0-60 in 5.5 seconds. The biturbo V12, lifted from the Maybach and bumped to 510 horsepower and 610 foot-pounds of torque, will do the sprint in a staggering 4.5 seconds. And, remember, this is a huge, heavy, fully equipped luxury car.

Both transmissions upshift and downshift with the speed of a lightning bolt, with no hesitation whatever, regardless of shift mode. The transmission is designed to upshift at redline to protect the engine.

The Airmatic air suspension system has been retuned to give a far sportier and yet flatter ride than the previous S-Class could offer. The Adaptive Damping System shock absorbers and the steering effort and feel have also been retuned toward the sporty end of the spectrum with no dartiness, just a nice, progressive feel. The Automatic Body Control active suspension option cuts body roll at a rate 60-percent higher than the first version, and you can really feel it working when you throw the car into a fast, sweeping downhill curve like those we experienced on our Swiss-Italian test drive.

The new Brake Assist Plus brakes are, in a word, spectacular in their stopping power and stopping distance performance. With the new system, the brake lights go to full brightness and pulsate in the event of a panic or ABS stop.

We solved all of the mysteries of a brand-new car with a completely new switch layout and control system without looking in the owners manual. Its that easy to go from one of last years models to the 2007 S-Class, and we think that counts for a lot for the older portion of Mercedes-Benzs clientele with this car. It may be inordinately quick and fast on its feet for a big luxury car, but its also easy to use and easy to learn.

Its also quiet. Mercedes-Benz says they spent an inordinate amount of time and money using human volunteers on the quiet aspects of the car, and called in some of the experts from the Maybach ultra-luxury car team. There are 170 individual pieces of sound and noise control equipment in the new car, including a patented front floor panel that cuts both noise and vibration. At continuous cruising speeds up to 125 mph, the S-Class is very, very quiet.


The base price for a Mercedes-Benz S600 is $139,000, including everything we mentioned above and more standard including bi-xenon headlamps that turn in curves, front/side/head protection airbags. and a $3,000 gas guzzler tax. Add destination and this flagship cruises for $143,675.

Specifications (Mercedes-Benz SL 500 & SL 600, excluding AMG):

Base Price (estimated MSRP): $137,500 - $205,500
Body Type: 2-door convertible hardtop
Layout: Front engine, RWD
Engine (SL 500): 388-hp, 391 lb-ft, 5.5-L, 32-valve, DOHC V8
Engine (SL 600): 517-hp, 590 lb-ft, 5.5-L, 36-valve, SOHC V12 twin-turbo
Transmission (SL 500): 7-spd auto with manual mode
Transmission (SL 600): 5-spd auto with manual mode
Performance (0-100 km/h; SL 500): 5.4 seconds
Performance (0-100 km/h; SL 600): 4.5 seconds
Brakes (front/rear): disc/disc, ABS, EBD, BA
Cargo Cap (top up/down): 288 / 206 L (10.2 / 7.3 cu ft)
Fuel Economy (avg; SL 500): 12.2 L/100 km
Warranty (mo/km): 48/80,000 comprehensive - 60/120,000 powertrain
Direct Competitors: BMW 650i, Cadillac XLR, Ferrari 430 Spyder, Jaguar XK-Series, Lamborghini Gallardo Convertible, Lexus SC 430, Maserati Spyder, Porsche 911 Cabriolet

Overall review

This is the best luxury V12 for the money! It pampers you in every turn, night vision is cool. It looks and feels like somebody slashed the price of Maybach by half. Five Star for S600.

Whats New for the 2006 Volkswagen Phaeton ?



The 2006 Volkswagen Phaetons W12 engine gets a slight bump in output; its now rated at 444 horsepower. Other minor changes this year include Bluetooth cell phone connectivity and power height adjustment for outboard headrests.

One of the distinguishing features about the Phaeton is that it has two abnormally large VW logos, one on the front and one on the back. From looking at this machine, this masterwork, you get a feeling that these chrome-plated logos are tokens of pride, a two-part trophy for the lab-coats that designed the car. But as proud as they may be, its not the most convincing factor for those who have to purchase it; while the VW brand name is no shrinking violet, perhaps it may have been wiser to make the logos smaller.




With such big badges, the Phaeton comes across as a car that almost tries too hard to be discreet, as if it were trying to say to people, "Dont look at me, Im just a Volkswagen." Maybe this truly is the kind of car for those who wish to be deliberately inconspicuous, the type of plainly invisible vehicle that tax avoiders with offshore bank accounts in the Cayman Islands would buy.

But for all of that inflated last-generation Passat look about its classy exterior, youd never know what was inside the Phaeton; mostly no one would even bother to look inside. Its an oasis of perforated leather, accented by ribbons of glossy wood and glistening bits of chrome, the kind of high quality look, feel and execution that characterized Mercedes-Benz when it wasnt chasing profit margins. I believe the term is "over-engineered".

And you can feel that its a quality item too; the doors shut with a heavy, air-displacing whumph, gravitating towards the body with the kind of force that can snap stray limbs like twigs. It comes as no surprise either - even though the doors skins were made of aluminum like the fenders and decklid it doesnt quite balance out the sound-proofing, the carpeting, the electrics, a forests worth of wood and the two panes of glass that make up each window. And then theres my favorite bit, the draft-free ventilation system. The Phaeton does have a proper set of exposed vents on its dash, but rather theyre covered up by a retractable plinth of wood, and are only open for viewing when max ventilation is required.

Theres no doubt that the Phaeton is a full-size luxury sedan of the highest caliber. Like every other premium luxo-cruiser on the market, it delivers heaping amounts of power, faultless construction and enough luxury amenities to keep four passengers content even on the longest of trips. Theres a reason it costs as much as it does, and those with the means to buy it arent likely to be disappointed.

As for the back seat, the Phaeton isnt so much a lounge as it is spacious; theres a difference you know. Plunk down on the seats and voila, the head rests rise to the occasion; your feet are looked after too with deep carpeting and a pop-up ottoman that rises out of the floor. My test car featured a full rear bench, which means that the gazillion-way adjustable rear buckets werent fitted, but they were heated, and the two main seating positions had a massage function and adjustable lumbar support. Attention to detail is excellent; its even got tiny little roller blinds to cover up the little rear quarter windows. Mind you, even without the blinds in place, the Phaetons cabin is dark, like a traditional sitting room, and unlike its brother, the Audi A8, it does without any sort of mood lighting.

Another thing that caught my eye on this particular car was the license plate frame, which read Drivers Wanted, but in what context? Mechanically, the Phaeton is a brilliant example of engineering. It features a great big 4.2-liter V8 thats also offered in half the Audi range, along with a silky six-speed automatic gearbox and all-wheel drive, which makes it infallible to any climate. Additionally it has one of the worlds most rigid chassis, and it comes with six-piston Brembo calipers up front to haul you down from the high end of the speedometer, where it feels right at home.

The Phaeton also has an adjustable Airhook air suspension that makes driver and passengers feel like theyre riding on a magic carpet, no matter how bad the road gets, and does its part to eliminate body roll when the road starts to snake. But does this mean anything at all to you, the person behind the wheel? Im confident in saying that the Phaeton could hang with an S-Class or an A8 down a winding road, but why would you want to do that? For one, it would be a disorienting task as the car is remarkably detached and isolated from the road, with little communicated through that big, heated steering wheel.

Its suspension is adjustable for a sportier ride by firming the billows up, but for what reason, Im unsure; why would you want to make your ultra-luxury sedan ride as if rigor mortis had set in on the dampers? It is best to leave it in the softest mode and just waft along, letting the Phaeton put its best foot forward in cosseting you and your passengers. Besides, all the electronics and mechanical mastery in the world cant veil the fact that the Phaeton is as big and as heavy as a small moon, so theres no sense in pretending its a sports car. Treat it as an executive sedan, and youll be very pleased with the result.

Interior Design and Special Features:

Inside, the Phaetons luxurious cabin is trimmed in wood ranging from chestnut to eucalyptus, Italian leather, and chrome and brushed metal. Buyers can choose between a four-seat or five-seat configuration, with a wood-trimmed console resting between the rear seats on the four-passenger setup. An integrated vehicle management system uses a 7-inch color screen that incorporates the navigation system, onboard trip computer, stereo system and climate control system. It sounds complicated, but the Phaetons controls are actually much more straightforward than those of other high-dollar luxury sedans.

Powertrains and Performance:

The Phaeton is available with two engine options: a 4.2-liter V8 that delivers 335 horsepower or a 6.0-liter W12 that makes an impressive 444 hp. The V8 engine comes mated to a six-speed automatic transmission with manual-shift capability, while the W12 receives a five-speed automatic that also offers manual shifting. Both cars are electronically limited to a top speed of 135 mph. All-wheel drive is standard on all Phaetons.

Driving Impressions:

Fine-tuning the ride for the Phaeton is an air suspension that includes continuous damping control, which allows the vehicle to automatically adapt to the road surfaces and driving conditions without the drivers input. The competent suspension, along with the standard all-wheel-drive system and eager engine, makes for an entertaining ride, but the cars excessive weight keeps it from delivering the athletic feel of its competitors.

Pros: Awesome, sturdy, safe, comfortable, quiet and smooth feel driving down higway and great in bad weath

Powerful engine lineup, superb interior craftsmanship, standard all-wheel drive, more passenger room and simpler interior controls than competitors.

Cons: Seats dont fold down, no roof rack for bike, skis etc... Nav doesnt display side roads. No satalit

Excessive weight impedes handling, poor fuel economy, premium price for a non-premium brand.

Best Car i have ever driven...Awesome Feel!Awesome in snow...Get lots of attention...Chics dig it!120 feels like 60 on interstateService people treat you like gold...
Blows away A8Dont let sales people fool you... you can lease base v8 with little down for $875. Cant beat it.. do your homework!

Alfas claim of a 0-100 kph (0 to 62 mph) acceleration time under 4.2 seconds is utterly believable. But the even bigger news, delivered by Alfa Romeo Executive Vice President Antonio Baravalle himself, was confirmation that the 8C will in fact be coming to the United States. When we asked Mr. Baravalle when we could expect the Competizione to hit US shores, he enthused, "You can order this car after the show," but went on to explain that US deliveries wont occur until early 2008 - about 20 months from now, but leapfrogging Alfas reported late 2009 "full line" return by almost two years. Only 500 examples of the 8C Compitizione are scheduled to be built for worldwide consumption, so if you want one, be ready to put your order in early, wait patiently, and expect to pay something north of $200 grand.




The production version of the Alfa Romeo 8C Competizione makes its debut in a couple of weeks at the Paris auto show, but thanks to Spanish site km77.com, photos and details are out on the web for all to see.The car is driven by a Maserati-sourced aluminum 4.7L V8 making 450 horsepower and 347 lb-ft of twist. A six-speed gearbox with paddle shifters channels power to the rear wheels and can also be operated in full automatic mode. Like the engine, the cars suspension is also a refugee from Maserati.


Interiors: personality and technology


The car’s distinctive look comes from extensive use of composite materials on the facia and interior panels. This is a technical choice but also reinforces the car’s spirit and emphasises its personality. The same thinking lies behind the adoption of anatomical seats made out of carbon fibre that can be adjusted and customised on the basis of the driver’s physical characteristics (a facility previously reserved for racing cars).

The carefully-crafted and detailed finish naturally allows the car to be customised to the driver’s taste and a choice of different interior environments is available.

Suspension, wheels and braking system

In the very best Alfa Romeo tradition, the engineering is directly derived from the race track. The suspension on the new model is no exception, with a double wishbone layout, forged aluminium axle carrier and arms and extra strut for toe-in control.

The braking system offers perforated, ventilated discs with aluminium brake callipers to ensure prompt, effective braking even with heavy use. To ensure the car stays glued to the road, it is fitted with 20” tyres specially developed to ensure outstanding performance: 245/35 at the front and 285/35 at the rear, fitted on perforated rims in fluid moulded aluminium to ensure lightness and maximum brake ventilation efficiency.

To ensure the car is entertaining and safe in any driving condition, the 8C Competizione comes with the latest Alfa Romeo VDC, an advanced stability and traction control system to ensure the driver feels at one with his car.

Transmission, robotised gearbox and self-locking differential

The engineers used a layout familiar from other Alfa Romeo cars on the 8C Competizione: the transaxle architecture with gearbox at the rear that is an acknowledged asset of Alfa Romeo cars. This layout allows outstanding dynamic performance while also offering the active safety for which Alfa Romeo cars are fabled.

The engine-gearbox unit is designed in accordance with a transaxle configuration that ensures the weight distribution is very effective for vehicle handling. Due to the small axial engine size and the integration with frame components from the drawing board, the entire power unit can be housed well back to ensure the required sporty configuration.

The 6–speed gearbox with computerised speed selection by means of levers behind the steering wheel is designed to ensure ultra-slick gear shifts and may be used in Manual-Normal; Manual-Sport; Automatic-Normal; Automatic-Sport and Ice modes. The self-locking differential allows acceleration and stability to be managed with extraordinary efficiency in all situations.

8 cylinder 4.7 engine: Italian ‘belcanto’

The engine is the beating heart of any Alfa Romeo. In this case it takes the form of a brand new 90° V 8 cylinder unit with a cylinder capacity of 4691 cc that was designed with one aim in mind: to ensure extraordinary performance while still offering a smooth drive and being usable in all circumstances, from the track to city traffic.

The top engine performance figures may be summarised as a maximum power output of 450 bhp at 7000 rpm, a peak torque of 470 Nm at 4750 rpm and a top speed of 7500 rpm.
The layout of internal fluid movements and the cylinder head cooling system is designed to achieve high duct permeability and effective intake load cooling to maximise volumetric efficiency and engine performance.

Harmonisation of the intake and exhaust geometry together with the introduction of continuous variable valve timing on the intake camshafts and optimisation of the combustion chamber and engine calibration means that 80% of torque is available from 2000 rpm.

In sporty driving conditions over mixed routes, the power unit offers impressively short response times due to the high permeability of the intake duct and the low inertia of the flywheel-twin plate clutch system.

A crankshaft with counterweights at 90°, fully balanced through careful selection of connecting rods and pistons, ensures the engine runs with low vibration levels.

News

British customers buying Alfa’s new supercar will deal straight with the factory in Italy to tailor their car to their precise needs.

Alfa confirmed at the Paris Motor Show that the 8C Competizione will cost around £100,000.

Buyers will be able to choose any colour and trim combination they desire, when sales start in autumn 2007. ‘These cars will be totally bespoke and we will only build 500 of them,’ said a spokesman. ‘No two will be the same.’

The production-ready 8C is virtually unchanged from the concept car of the same name that wowed the crowds at the Frankfurt Motor Show three years ago.

It is powered by a Maserati-derived 4.7-litre V8 with 450bhp and 346lb ft of pulling power for breakneck performance; Alfa revealed at the show that the 8C can top 180mph and sprint to 62mph in less than 4.2sec.

The engine features variable valve timing while the exhaust has been tuned to produce an enticing sound. The car’s body is made of lightweight carbonfibre, while the interior features carbonfibre seats and paddles for the six-speed gearbox.

The 8C sits on 20in wheels and will have the latest version of Alfa’s VDC stability and traction control system.

Although Alfa Romeo has shown a Spyder soft-top version of the 8C, the spokesman said there were no plans to build it. However, if demand outstrips supply for the first 500 coupes, the open car could be built.

Jeep Wrangler Unlimited is a Wrangler with a ten-inch-longer wheelbase and five extra inches of rear overhang, so it has more room inside and a better on-road ride but is slightly less nimble off-road.

Hey, where are you going? Theres more to the story than that. We havent told you about the extra underhood sound insulation yet!




First Glance

There is just no mistaking a Jeep Wrangler. Todays design still mimics the famous World War II vehicle that GIs traveled in as they fought the enemy in Europe. Back then, it was a Willys. Today, its a product from a German-owned company called DaimlerChrysler, which has said Jeep is extremely important if the company is to rebound from its long slumber. Our tested Wrangler Unlimited was canary yellow with a black ragtop and plastic windows for all but the front two doors, which now have crank-up glass windows. The headlights are once again round and the grille features those famous Jeep slots. The Jeep Wrangler sits high off the ground with a variety of skid plates protecting parts on its underside. A full-size spare tire is on a rear door, where it partially blocks the view to the rear and invites maximum damage to the vehicle should it back into something. But worst of all, the reason I would never buy or own a Jeep, is the location of the composite gas tank rearward of the rear axle, only inches from the rear bumper. This location invites rupture in rear-end accidents, and lessons learned from the infamous Ford Pinto and GM "saddlebag" gas tanks havent yet been translated into a safe location for the gas tank in a Jeep.
They are obvious, however, when it comes time to carry stuff, as the cargo area is twice as large as the standard Wranglers. Towing capacity goes up 1500 pounds, to 3500, although payload is only 800 pounds. Even with no cargo, four guys could push the 800-pound threshold, but why are you driving around with three guys, anyway? Go pick up a couple chicks and a keg, bro.

On the Road

In the boonies, this vehicle offers almost everything an adventurer could want to get to and back from some secret location. But the most offroad adventure many folks undertake is a dirt road to a vacation cabin. For many, its running through a flower bed. We mostly drive on paved roads, and around town, the Jeep Wrangler is awful. Its ride is harsh, although improved from some earlier models; its steering is jerky; accelerator touchy; entry and exit worse than a sports car. Its ragtop removal is complicated. The owners manual devotes about 15 pages to explaining how to lower the top. Frankly, I gave up. It had to stay up or down, and since rain was a possibility, it stayed up. In that position, it flapped its protest at highway speeds. Noise intrusion was extreme - from wind, from offroad tires, from lack of sound deadening insulation. Tractor-trailers sounded as if they drove through the Jeep. Fuel mileage from the 4-liter, inline six-cylinder is a weak 16 city and 19 highway. The quick steering and inability to hold center made control of the Jeep difficult at all times; crosswinds made it a nightmare. And numerous stickers in the Jeep warned me this has a "high rollover hazard". On the road experience? As bad as it gets.

source : automobilemag.com

Just placed an order for a 2007. Im not concerned about the mechanism for dropping the top - Mercedes has been doing it for years so Im sure its just as good as MB. The head rest molds your head like youre on a roller coaster...very comforting! Im impressed with the body. Very solid and I feel safe. Good MPG for such a heavy car.


New for 2006

The all-new 2006 Volvo C70 features a power retractable three-section steel hardtop with a glass rear window that stows in the trunk to create a four-seat convertible. The C70 is powered by a 218-horsepower 2.5-liter 5-cylinder engine with a light-pressure turbocharger that produces 236 lb-ft of torque. A six-speed manual transmission is standard and a 5-speed Geartronic automatic is optional.



Interior Design and Special Features

The Volvo C70 can transform from a coupe to a top-down convertible. When the retraction process is started, the three-piece roof folds backward and is stacked and stored inside the trunk -- the dual-hinged trunk opens and closes automatically for the roof panels. With the top lowered, the C70s trunk has a scant 6 cubic feet of volume left over for luggage or other items. A divider located inside the trunk allows one to assess how much can be loaded with the top down. Top up, the C70 can carry 12.8 cubic feet worth of gear. In the cabin, a new locking feature allows certain storage compartments to be locked with the key from the glove compartment when leaving the car with a parking attendant.

Safety

Antilock brakes, traction control and stability control are standard. Front occupants benefit from standard side airbags and special door-mounted, head-protecting side curtain airbags. Rollover bars mounted behind the seats automatically deploy to help ensure the safety of occupants in the case of a rollover accident.

Powertrains and Performance

For power, the C70 relies on a turbocharged, 2.5-liter, inline five-cylinder engine. It develops 218 horsepower and 236 lb-ft of torque. Power is sent to the front wheels through a standard six-speed manual transmission. A five-speed automatic is optional.

Body Styles, Trim Levels and Options

The 2006 Volvo C70 is a two-door, four-passenger convertible. Only one trim level, T5, is currently offered. The C70 T5 comes standard with features like 17-inch wheels, keyless entry, heated outside mirrors, automatic dual-zone climate control, an auto-dimming rearview mirror, power front seats, a driver memory function and an in-dash CD changer. Three option packages are available to expand the C70s content. The Premium Package adds full leather seating, HomeLink and a compass while the Climate Package includes rain-sensing wipers, headlamp washers and heated front seats. Audiophiles will enjoy the optional Dynaudio Package; it equips the C70 with high-output amplifiers, 12 speakers and two subwoofers. Eighteen-inch wheels, bi-HID headlights and a navigation system are the C70s remaining stand-alone options.

Driving Impressions

In many ways, the Volvo C70 is a hybrid. No, not a gas-electric hybrid, but a blend of the power and handling of the S60 and smaller S40. Its built on the S40 platform, and uses the same wheelbase but the S60s wider track, for more stable cornering. But it needs that width between the wheels, to carry the extra weight. Because of the strengthening of the chassis, and the retractable hood mechanism, the C70 weighs 3772 pounds, which is 468 more than the S40 and 201 more than the larger S60.

Naturally this weight adversely affects the acceleration, handling and braking, although not the ride. The C70 uses the same well-proven turbocharged five-cylinder engine thats been powering Volvos for some time. Its 2.4 liters with dual overhead cams and variable camshaft timing, tuned to the same 218 horsepower and 236 pound-feet of torque as the S40; thats 10 horsepower more than the base S60, so the acceleration is about the same as the S60 sedan. Volvo estimates 0 to 60 at 7.6 seconds with the six-speed manual gearbox, and 8.0 seconds with the five-speed automatic. Eight seconds is considered by some to be roughly the dividing line between quick and average performance.

Like the S40, the C70 seems to be made for high-speed cruising. The acceleration isnt neck-snapping, but the top speed is a mind-boggling 150 mph, and electronically limited at that. The car is very smooth and steady at freeway-plus speeds. And with the steel top, theres no ragtop racket at high speed.

The C70 is front-wheel drive, and not yet available with Volvos superb all-wheel-drive system. The dream-machine C70 would have the 300-horsepower engine and AWD of the S60R. Volvo has no immediate plans for production of such a vehicle, but its still early. (And such a car would, of course, be more expensive.)

Our test model was equipped with the standard six-speed, and we think its the better choice, partly because the C70 feels so much like a sports car, and partly because the six-speed allows snappier acceleration. Its such a good gearbox, smooth and tight, repeatedly praised in other places on this site. If its good enough for the high-performance S60R, its great in the C70.
We put about 60 more curvy miles on a C70 with the optional five-speed automatic, and its a fine, crisp transmission. If you dont like the work that a manual transmission requires, youll have no problem with the automatic. And for those who want a little extra control at times, the automatic features a satisfying and obedient Auto-stick mode.

Our driving route on the Hawaiian island of Maui included a 52-mile stretch with some 600 curves; thats right, six hundred. We drove quickly, keeping in mind the safety of others of course, with repeated spurts of acceleration followed by sharp braking. There was no indication that the vented 11.8-inch front and 11-inch rear discs got hot (unlike the rental car we later used on that same road).

The C70 doesnt feel heavy when you flick it around in the curves. The rack-and-pinion steering is power-assisted and electro-hydraulic, and provides a solid feel. We wouldnt call it light or nimble, but turning the C70 doesnt require a lot of effort. It simply gives good feedback through the healthy leather-wrapped steering wheel. Solid as a Swede.

The same could be said of the ride. The stiffening of the chassis is clearly apparent, especially when compared to a C70 convertible we drove two years ago, whose shaking on rough roads was disappointing, to say the least. The Maui roads were pretty rough, and the C70 handled them nearly as smoothly as the S60 sedan would have.

The C70 requires premium fuel, and Volvo says it will get 20 city and 29 highway miles per gallon.

Scant Trunk Room

Little trunk space is to be found, especially with the retractable hardtop in its lowered position. A small amount of soft luggage or a few duffle bags thus are recommended for trips.

However, trunk space isnt much of an issue for many owners of convertibles, which arent considered primary cars and are used as second or third family autos. And you can always toss cargo in the back seat.

Trunk room aside, the new Volvo C70 T5 has the versatility to be used as a primary car, offering top-down driving kicks and all-weather versatility.


Overall Review:

The hardtop is certainly cool, needless to say. But besides that, what is good for a 4 seat convertible? Should it be a sedan with an open top, or a roadster with extra seats? In my opinion, most of those looking for a 4 seat convertible are conservative sedan minded but want a little fun of halfway sporty look. When you claim "2 cars in 1", you need to deliver something can serve as a sedan. I am driving an S80, a wonderful car.

I would love to have the same mechanics but with a little sporty look shell, not too aggressive, and a hard convertible top. C70 is not like that. Actually the old C70 was even closer to the function of a sedan. The major shortage is the storage room. Volvo did dig some storage under the trunk, but this is far from enough and at the cost of spare tire. Unless this is your third car after a sedan and an SUV, I dont see this car could serve as a every day car. Even it is only for a romantic ride, wont you like to do a little shopping on the way? In my opinion, Volvo should allow their C70 grow a little longer, approaching Sebrings size, and create more storage room. I also think the lack of wood trim is rather cheap look.

The test drive was really satisfying, as usual with Volvo. Though I really love to have that hardtop, the lack of storage room and the cheap interior look made me hesitant to replace my S80. Volvo should better get more new ideas since BMW, Lexas, and MB are comming soon to bite on Volvos nose. Those tigers have both sporty roadsters and sedan like 4 seats, while Volvo doesnt have a real roadster. How does volvo seperate from them next year?

2006 Volvo C70 Summary

The 2006 Volvo C70 is a 2-door, 4-passenger convertible, available in one trim only, the T5. Upon introduction, the C70 is equipped with a standard 2.5-liter, I5, 218-horsepower, turbo engine.

A 6-speed manual transmission with overdrive is standard, and a 5-speed automatic transmission is optional.

The 2006 Volvo C70 is all-new for 2006

Test drived Mazda-Tribute(v4 and v6), Saturn vue(v4&v6), and Hyundai(v4 & v6), compared with Ford escape a well. Overall feeling: the Hyundai Tucson (v4&v6) is a new modern and advanced SUV, and the other three seems 10 years older even they all 2006 brand new cars.


Tucson cargo is the best of all easy to fold down, easy to clean, flat flat., the dash board is cool and looks to the future, perfect details inside, not lose to Honda (I drive a Honda 2002 Cvic for four years). under the hood, the engine and mechanics are beautiful not as mess as the others. Regarding the driving experience, V4 is not as weak as I thought for the high way entry and accelaration in the local.5 years warranty is way better than 3 years of the others.



Very impressed by the overall quality & performance. Only driven 500 miles, but enjoy the many amenities this car offers at such a good price. The MSRP is a couple thousand less than a Toyoyta RAV4 4cyl. with similar eqpt., but Hyundai allows biigger discounts, plus that great 5/10 year warranty. A few minor gripes are: The drivers seat is a bit too high & forward for anyone 5 10" or larger: the metal finish on the dash looks cheap compared to the rest of the interior ( Hyundai should take a hint from the expensive looking brished silver on Toyota dashes) & I would prefer an 8 way power driver seat rather than the auto/manual transmission.
Hyundai has come a long way these past 5 yrs. & it is a company that will give Toyota & Honda stiff competiiton in the very near future. The new Sonata is very comparable to the Accord & Camry for less money.Good job Hyundai !

Safety

Passengers are well protected as the Hyundai Tucson comes standard with seat-mounted side-impact airbags for front occupants and side curtain airbags for both front- and rear-seat occupants. Four-wheel antilock disc brakes are also standard on all Tucsons, along with a traction and stability control system. This Hyundai SUV achieved a five-star sweep in all NHTSA crash tests, earning perfect marks for its front- and side-impact protection.

Two engines

Both a four-cylinder and a V6 are offered in the Tucson.

Buyers of a Tucson with the 140-horsepower 2.0-liter inline 4-cylinder can choose between a 5-speed manual transmission and a 4-speed automatic. This engine, with maximum torque of just 136 lb-ft at 4500 rpm, is in the base GL trim level of Tucson only and is the same engine used in Hyundais Tiburon and Elantra cars.

Tucson buyers who move up to the 173-horsepower 2.7-liter double overhead cam V6 cant get a manual. Only the 4-speed automatic with a Shiftronic shift-it-yourself mechanism is offered in the GLS and LX trim levels. Maximum torque from this V6 is 178 lb-ft at 4000 rpm.
A 4-cylinder Tucson wasnt available for testing. Hyundai officials expect the 4-cylinder to contribute to just 30 percent of all Tucsons sold.

But the V6 performed well in the test Tucsons. The vehicles didnt lag when I passed others on highways, and the engine worked well moving the more than mid-line, 3,500-pound Tucson GLS up hilly, two-lane roads.

Still, the 173 horses and 178 lb-ft of torque from this V6 are only 13 and 16 more, respectively, than the 160 horsepower and 162 lb-ft that the CR-Vs 2.4-liter 4-cylinder powerplant puts out.

Interior

Theres nothing cheap or spartan about the interior of the Hyundai Tucson, although it wont be mistaken for a luxury vehicle. Trim accents are matte black in the GL, bright metallic in GLS and Limited. The GLS comes with brightly colored cloth seats that some people find too gaudy, while others like the pattern as it brightens up the interior.

Big radio and climate controls are mounted reasonably high for easy reach, as is the shift lever. The instrument pod contains three gauges with a decent-sized speedometer in the center and a smaller tachometer and fuel gauge off to the sides.

Big storage pockets in each of the four doors contain an indent for a large cup, plus room for several maps or whatever. In addition there are a couple of cupholders in the center console. Its also nice to see a proper parking brake lever in the center instead of a pedal-operated parking brake. There are no fewer than three 12-volt power outlets; apart from the usual one at the front there is one in the rear cargo area and one at the back of the center console for use by the rear seat passengers.

Thanks again to Tucsons long wheelbase, ingress to and egress from the rear seats is good. Once inside, rear-seat passengers will find adequate head and leg room for all but the tallest people. The rear seatback splits 60/40 to fold down with the push of single lever for more cargo space; you dont even have to remove the headrests. The front passenger seat folds flat also, providing room for long objects or a convenient desk for a lone driver.

A reasonable amount of rear luggage space can be hidden by a solid rear cargo cover/parcel shelf. A large washable rubber mat covers a hidden under-floor storage area. The mat also helps protect the flooring, as well as providing a non-slip surface. There are six tie-downs at the side for securing cargo in addition to three grocery bag hooks.

Driving Impressions

Based on the same platform that underpins the Elantra, the 2006 Hyundai Tucson returns a smooth ride quality and generally handles more like a sedan than an SUV. The standard four-cylinder is quite weak, so the decent-performing V6 is a must. Shifts from the automatic transmission can be a bit lazy, but the Shiftronic manual mode allows drivers to work through the gears themselves when desired.

Can do some off-roading, too

Both four-cylinder and V6 Tucsons are available in two- and four-wheel drive.
Four-wheel-drive Tucsons come with a Borg Warner torque management system that monitors wheel traction, among other things.

Normally, 99 percent of the engine power goes to the front wheels, but if slippage is detected, up to 50 percent of the power can be sent automatically to the back. This 50-50 arrangement can be locked into place with the push of a button on the dashboard, too.

The test Tucsons four-wheel drive kept me going on muddy, off-road trails deep in an Oregon forest. The dirt road was wet, with squishy mud here and there, and the trail had a washboard surface in places. But my companion and I felt mostly slight vibrations — nothing more — as we ventured deeper into the woods. The vehicle never had to stress itself to get through.


Pros

Roomy, smooth ride, great interior, lovely exterior, WAY too underated for its class. Dont mind the MPG at all, if that was my ONLY concern, I would have gotten a hybrid from another dealer instead. Love EVERYTHING about this little SUV. No pressure sales and an AWESOME warranty that surpasses Honda and Toyota that is ALL INCLUSIVE with the price! The STANDARD safety features are a BIG PLUS - even with the low end model!

Cons:

I love everything about it.

Overall Review

a good 1st try for hyundia, great safety features. not the best in its class, its somewhere in the middle of the road. like alot of cars today, it has no soul. with a few improvements, the tucson can be a very good small suv, its just not there yet. id give ford a look, american cars are underrated, im going back to american the next time.

Keen to expand its image and appeal onward and upward Subaru’s latest addition - the Liberty 3.0R - packs impressive mechanical punch while reinforcing the marque’s reputation for excellent build quality. Now targeting markets long considered a stronghold of the Europeans, Subaru intend to attract buyers away from some established premium brands.

Space & practicality

Front head and leg room is good, but passengers in the rear will feel cramped if those up front take full advantage of the available space. There are plenty of storage bins and hidey holes throughout the cabin and a decent size boot. The lack of a split-folding rear seat is a disappointment with only a ski hatch to take care of longer items.



Comfort

Trimmed in leather the 8-way adjustable power front seats provide good comfort, (although the cushion’s padding can start to feel a bit thin on longer trips), while generous side bolsters help keep the driver in place along twisting roads. The rear seat is well shaped, a centre armrest making things comfortable for two, but leg room is definitely at a premium.

Ergonomics

Well laid out and easy to use, the dashboard and switchgear are an excellent example of good design. Buyers expecting a plethora of switches and buttons for their money will be disappointed. In the Liberty’s case less is more.

Easy to use audio and heater controls populate the centre dash while large permanently lit gauges keep tabs on your progress. The tilt adjustable steering wheel moves through a wide range to suit most driving positions.

Liberty’s large glasshouse means all-round vision is very good, making manoeuvring and parking easy. Combined with the ivory leather trim the cabin has a light and airy feel.


Safety

Scoring five stars in ANCAP testing the 3.0R comes with an extensive list of safety features including – four-wheel disc brakes with ABS and EBD (Electronic Brakeforce Distribution), dual front airbags, dual front side airbags, full length curtain airbags, front seatbelts with pre-tensioners and load limiters and seatbelt warning lights for all seats. Add to this the capability of the all-wheel-drive chassis with VDC (Vehicle Dynamics Control) and the Liberty is an impressive package.

Build quality & finishQuality fit and finish is another Subaru strongpoint, especially important as it competes against brands at the luxury end of the market. Tight panel gaps with blemish free paint outside, nicely finished, well matched materials inside. But a word of warning, the light coloured leather marks easily.

Security

At the top of its class for security the Liberty rates 93.5 out of a possible 120. The standard inclusion of DataDot theft protection, advanced engine immobiliser and a single barrel lock in the driver’s door all help towards keeping the car in your possession.

On the road
FuelRequiring a diet of 95RON PULP the Liberty’s fuel economy puts it on a par with similarly sized opposition. One advantage of the five-speed transmission is a taller top gear meaning less engine revs at highway speeds, reduced noise and better fuel efficiency.

Performance

Just as all-wheel drive is part of Subaru’s DNA, so are horizontally opposed engines, and the 180kW six-cylinder is a standout. Revving easily and smoothly towards its redline the engine has a raspy engine note similar to a certain German manufacturer’s flat six. While it doesn’t lack low end performance the engine really gets into its stride above 3000rpm, with the slick shifting five-speed auto’s ratios well matched to the torquey engine. Whether in full automatic or manual mode the transmission has a seamless quality - even when “kicking down.” Only when accelerating at highway speeds in fifth does the engine feel like it has lost some of its edge.

Ride

Buyers expecting a plush, luxurious ride might be disappointed. Under most conditions the suspension gives enough compliance to be comfortable but the 3.0R has a definite sporting character and sharp edged bumps can send a shudder through the cabin.

Handling & steering

Like most all-wheel-drive chassis the Liberty exhibits mild understeer through the tighter bends. Relaying a stream of information back to the driver the car’s high levels of grip and taut agile nature make it a competent all-rounder. Low grip situations are the cars forte, the all-paw traction giving added security.

There is noticeable steering rack shake across poorly surfaced corners, but the steering provides plenty of feedback, although it does feel light just off centre.

Braking

During our testing the Liberty proved one of the best in the category with its consistently powerful braking performance. The excellent brakes are aided by a firm pedal which gives the impression your foot is directly connected to the brake pads.

Smoothness & quietness

Wrapping its slick drive-train in a taut, rattle free body makes for a comfortable driving environment. Overall it strikes a good balance between sports and comfort being especially quiet on the highway.

Summary

The new 3.0R is an important addition to the Liberty range. In Subaru’s typical fashion it offers a blend of performance, handling, comfort and build quality that will put the opposition on notice.