Description Of The Car

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.

1- 2005 Mercedes-Benz E Class E320 CDI

Manufacturers retail price: $49,075



Mercedes makes luxury cars and the E-Class is no exception. The diesel version may look the same as the regular model (in fact, the body is identical), but underneath youll find a more powerful engine (a 201 hp V6) with better fuel economy to boot. This isnt a sports car -- its a finely crafted luxury sedan. But youre still getting the kind of performance that can jet you along when youre in a hurry.



If theres a downside to this car, its that it cant be sold in several states (including New York and California) due to emission standards. Mercedes is hopeful that when a lower sulfur diesel fuel becomes available, the car will become available in all 50 states. Until then, the company will miss out on some major markets -- and a lot of driving fanatics will be missing out on this piece of machinery.



What sets it apart: The E320 CDIs engine catapults it from 0 to 60 in just 6.8 seconds, beating out the regular gas version of the same car.

2- 2005 Jeep Liberty CRD

Manufacturers retail price: $25,795



Heres an SUV that doesnt follow the rules. The Jeep Liberty combines high performance with powerful torque, while offering better fuel efficiency than most regular sedans. At first glance it may look like the Jeep Cherokee that you grew to love and admire, but this is actually a much more stylish replacement, boasting a larger chassis and more appealing lines. While the boxy frame of the jeep seems to be a thing of the past, the famous pulling power endures.

The 2005 version of the Liberty will also be available with the 2.8L CRD diesel engine. The draw of this version is that it gives the same or better power, without demanding constant refills of the tank. In fact, the diesel version boasts 25% better fuel efficiency, allowing you to go 480 miles on a single tank of gas.

What sets it apart: With a new independent coil spring front suspension, this jeep gives you the off-road handling of an SUV with the feel of a car.

3- 2004 Volkswagen Touareg TDI

Manufacturers retail price: Between $35,000 & $55,000



This is one of those smaller SUVs that doesnt look like a monster truck, so youll have some style and wont need a ladder to get in. The styling is a big feature of the SUV, as VW managed to move into a completely new class of car without departing from their bread and butter: cars that look and feel great. But youll still get the power of an SUV. The diesel model, running on a 5.0L V10 engine, offers 303 hp and more than 500 lb per foot of torque.

All this extra juice didnt require much sacrifice, and the Touareg still handles as a German car should. Youll get many of the advantages of an SUV, such as a ton of storage room, but if youre one of those people who buy an SUV simply to sit up high, this might not be the car for you. Unfortunately, unless you currently own one or know someone who is willing to sell, the 2006 Touareg models are not equipped with the diesel option.

What sets it apart: $35,000 might seem like a lot for a Volkswagen -- a carmaker that has built its reputation on cars for the people -- but the company seems to have broken new ground with one of the nicest SUV interiors around.

4- 2004 Ford F-250 Super Duty

Manufacturers retail price: Between $22,000 & $36,000



This is your traditional power truck. It uses its big diesel engine best when pulling serious loads. But the cab has the creature comforts of a car, making it available for after work duty as well. The combination of styling, comfort and truck power have helped make the Ford F-Series the best-selling truck series for the past 26 years. That kind of consumer satisfaction speaks for itself.

One reason that Ford has enjoyed such high consumer satisfaction with its F-Series is that its trucks virtually define power. The F-Series comes in three engine choices: two V8s and a V10, offering a range of horsepower between 260 and 325. But the diesel model, which is nothing new in the truck market, gives you that same power at reduced cost with better fuel efficiency.

What sets it apart: One comfort that sets this truck apart from the rest of the pack is something that comes standard on cars: individual passenger and driver reclining seats. Weve come a long way from the old bench seats that used to define trucks.

5- 2004 Volkswagen Passat TDI

Manufacturers retail price: Between $21,000 & $38,000



Heres a sleek-looking sedan thats worth a second look. The price varies based on the options and it might not be worth getting a Passat at $38,000. But at $21,000, its a hot ride. As with the Touareg, VW has aimed the Passat at a slightly older, more affluent market, leaving its other models to the younger set.

That marketing decision shows in the lines of this stylish car, which has the look of a new Audi. The interior matches a very defined exterior with a wide array of small luxuries, including leather seats, automatic climate control and a power sunroof.

But heres the real seller: The Passat TDIs engine goes 25% to 30% farther on a gallon using cheaper fuel than it would on a gasoline engine. But, like the Touareg, VW has eliminated the diesel option on the new 2006 Passat. So if you consider a diesel-powered Passat a must-have car, youre best bet is to ignore dealerships and scan the internet or car mags for a suitable vehicle.

What sets it apart: Given the fact that it is no longer in production, its truly a limited edition.

6- 2004 Volkswagen Turbo Diesel Golf TDI

Manufacturers retail price: Between $15,000 & $19,000



The price says it all. Youll save money each month on your car payments and youll keep more cash in your wallet each time you fill up. But the primary advantage of the Golf is that youll get these savings without feeling like you lost out on something. The interior is well styled and the engine has enough juice to appeal to performance-oriented drivers. Although 115 horses may not seem like much, they can push the car from 0 to 60 in a little over 11 seconds. The Golf offers comfortable seats, the premium handling that might remind you of more expensive German cars, and enough storage space to surprise you.



What sets it apart: With the increased fuel efficiency of diesel, this is an economy car that lives up to its name.

Resources:
www.msnbc.com
http://autos.msn.com
http://washingtontimes.com
www.westchestergov.com
http://tonto.eia.doe.gov
www.detnews.com
www.caranddriver.com
www.usatoday.com

A redesign of the Toyota Camry, which defines the American family sedan, will arrive in March, more than six months ahead of Toyotas typical schedule.



Toyota, Honda and other leading automakers usually redesign important vehicles every five years. The faster schedule gives Toyota another edge in its relentless drive to boost sales in the United States.



Not a rush job

This is not a hurry-up job, either. Toyota planned on a 4½-year cycle for the current Camry when engineers started work on the 2007-model redesign in 2002.

"To maintain the edge over our competition, there is an initiative to reduce development times," Jim Press, president of Toyota Motor Sales U.S.A. Inc., said at a press event here. "It plays out as a competitive advantage. Fresh bread is always easier to sell."

The Camry has been the best-selling car in America for four straight years and for eight of the last nine years. Given that the Camry is in the last year of its model cycle, yet with incentives that rarely crossed the $1,000 plateau, that win streak is formidable.

How big a seller is Camry? Toyota estimates that 5 million Camrys are in operation in America. Thats more Camrys buzzing around Americas roads than all the cars Hyundai Motor America still has running since it started business in 1986 - 4.3 million.

With a new Camry Hybrid also available this summer, Toyota expects incremental gains to boost annual Camry sales to about 450,000 units. Toyota sold 431,703 Camrys in 2005 - the most of any car in 20 years in the United States.

About 85 percent of Camry sales are sedans. The remainder are Solara coupes and convertibles.

While some automakers struggle to make money on family sedans, the Camry may be the biggest contributor to Toyotas U.S. bottom line, says Joe Phillippi, analyst with Auto Trends consultancy in Short Hills, N.J.

"Camry is the franchise," Phillippi says. "Standard volume is 75 percent of plant capacity. If Toyota is filling the plant, or running overtime, they make a hell of a lot of money at those volumes. Doing that allows them to subsidize development of niche vehicles like the FJ Cruiser."

The FJ Cruiser is a new Toyota SUV that is due in March.

Toyota says the price of the redesigned Camry will be similar to the price of the current model. The difficulty is that the new base model, the CE, comes with as many standard features as the outgoing mid-range LE trim level.

Some kind of price-up

"Knowing all we put into the car, plus increased raw material costs, well have to see some kind of price-up," says Jim Lentz, Toyota Division general manager. "Wed love to keep the pricing even, but I just dont see it."

The current Camrys base price is $19,025, including destination.

Press says Toyota is changing its idea of what a base model car entails. In the past, base model volume has been "negligible," Press says.

Rather than a stripped model that dealers advertise to lure people into the dealership, the base model will be a value leader. That may mean a higher base price, "but its better to offer that than a car that no one wants," he says.

Even though the Camry will not go on sale until March, Toyota will begin marketing the 2007 model in January.

Lentz predicts the Camry launch "will be the biggest launch Toyota has had in our nearly 50 years of existence."
source:autonews.com

FACTS AT A GLANCE

CAR: Hyundai Matrix 1.6 GSi
PRICES: £10,995 - on the road
INSURANCE GROUP: 7
CO2 EMISSIONS: 191g/km / E
PERFORMANCE: 0-60 mph 12s / Max Speed 106 mph
FUEL CONSUMPTION: (urban) 27.5 (extra urban) 42.8 (combined) 35.3mpg
STANDARD SAFETY FEATURES: ABS, twin front and side airbags. WILL IT FIT IN YOUR GARAGE: Length/Width/Heightmm 4025/1740/1625



You Might Well Ask. Its Hyundais First Mini MPV, Tested Here In 1.6-Litre Guise. How Does It Fare In A Fast Moving Market Sector? Andy Enright Reports

Whilst sales of long leather coats may have gone through the roof post The Matrix, the only long thing visible after the launch of the Hyundai Matrix were the faces of rival manufacturers product bosses. Hyundai had done it again. Theyd managed to bring a credible rival to a booming market sector late albeit at a bargain price. Whilst they tend to score nil points for trailblazing originality, you cant fault their technical merit.





The 1.6-litre GSi version of the Matrix represents the most affordable option of all, and therefore probably the most attractive model. How does it stack up?

It certainly has price on its side. Opening at just £10,995, the Matrix 1.6 undercuts many direct rivals and even finds itself pitched in with smaller cars like the Toyota Yaris Verso. In order to get a 1.

6-litre engine under the bonnet of a Renault Scenic, youll need to find another £3,000 and even Citroens popular Xsara Picasso would cost an extra £2,500. When you consider that many mini-MPVs are bought out of necessity rather than on any consideration of dynamic merit, the Matrix 1.6 suddenly looks as if its holding a handful of aces. Only models like the Kia Carens or the Chevrolet Tacuma offer a more aggressive value proposition.

Despite the nature of the market, the styling of the Matrix may well swing it for some. Designed by Pininfarina, its a neat job. Although you wouldnt identify it as the high point in the portfolio of a styling house that has brought us the Ferrari 355, the Alfa Romeo Duetto and the Peugeot 406 Coupe its nevertheless a distinctive effort. That rather odd window line is a novelty and acts as a neat signature touch.

It certainly makes an interesting visual hook, something that will make the Matrix easily identifiable in a crop of lookalike egg-shaped rivals.

"The Matrix 1.6 GSi suddenly looks as if its holding a handful of aces."

The front end is somewhat anonymous, looking all-too similar to a Premacy, a Space Star or any other Far Eastern mini-MPV that drifts aimlessly to mind. The rear is far sharper with some neatly bevelled planes that catch the light in interesting ways and would look great with a mica flip paint job. Inside, the Matrix continues the slightly left-field styling theme with centrally mounted instruments which, although angled toward the driver, require some effort to read quickly and the overall feel is of a number of good ideas stunted due to cost considerations. Nevertheless, the Matrix features a befuddling array of storage boxes, cubbies, shelves and pockets to the extent that finding a casually secreted key, card or banknote can be the work of several minutes.

The GSi trim level is notably generous and includes a standard CD player, air conditioning, alloy wheels and twin front and side airbags. All for £10,995. Beggars belief. Unlike many of the more smugly self-congratulatory offerings in the mini-MPV sector, the Matrix only boasts five seats, but this in itself is no great drawback.

The rear seats slide and with a 60/40 split can be folded double. Unfortunately they cant be removed, which limits the Matrixs ultimate carrying capacity, but even with the seats in place youll get more useable boot space than youll probably need. Although it looks tiny outside, with its diminutive wheels and miniaturised detailing, the Matrix is, in fact, bigger than a Renault Scenic inside. With a 2600mmm wheelbase and a width of 1740mm it s one of the biggest cars in the class.

Break out the tape measure and youll find your eyes arent deceiving you. The Matrix is just 4025mm long, which makes it a good 11 cm shorter than a Scenic and over a foot shorter than a Zafira. The driving position is good, and the wheel is pleasantly upright, unlike in many small MPVs which make steering feel like opening a lock gate. Likewise the driving position is pleasantly relaxed, and the pedals are well spaced.

The windscreen pillars dont contain any airbags and, as a consequence, are relatively slim, such that youll probably be more likely to avoid an accident on a bend or roundabout in the first instance. Should you need to stop, the brakes are well up to the task, although they require quite a stomp to get maximum effect. The 106bhp 1.6-litre engine isnt the cars best point, being rather thrashy when worked hard.

Unfortunately, that will mean most of the time when the Matrix is fully loaded. Fortunately the standard fit stereo isnt bad, so you may want to drown out the sound of cams, kids and companion with a few well-intentioned watts. Bear in mind that youll probably need to shift down into fourth or even third gear to effect any A-road overtaking manoeuvres as theres not a huge amount of torque on offer to drive the tall fifth gear. Still, should you wish to put the pedal to the metal, the Matrix 1.

6 will get to 60mph in an entirely reasonable 12 seconds and on to a top speed of 105mph. Fuel economy is a bonus, with 35.3mpg readily attainable. Being based on the Elantra platform, the Matrix rides well and makes all sorts of sense in town, as the turning circle is almost comically tiny and the steering is light and direct.

It may lack feedback, but if you want a drivers car for the family, youll need to fork out a heck of a lot more than £12,000 to get behind the wheel of a Vauxhall Zafira VXR. Truth be told, few prospective customers will place driver feedback anywhere near the top of their priority lists. In all of the areas that really matter, the Matrix 1.6 looks to have covered its bases very well.

In a way it takes a good deal of corporate faith to enter a market as obsessed with packaging miracles with none to speak of. The Matrix 1.6 singularly lacks the sort of showroom wow factor that the Vauxhall Zafiras Flex 7 seating system or the Fiat Multiplas three abreast arrangement can generate and do you know what? Its all the better because of it. Theres a refreshing honesty about the Matrix, a feeling of what you see is what you get.

The 1.6-litre version is perhaps the most compelling choice of the range, especially for price conscious customers, as with some of the more upmarket Matrix variants, customers are tempted by base model offerings from the European elite. Its also one of the few inexpensive cars that contrives never to feel cheap. Its well worth £11,000 of anyones money.

Summary

Matrix is Hyundai’s take on the popular Compact MPV sector. The strange Bertone styling means there’s plenty of interior space, it’s quite practical and, like all Hyundai models, there’s plenty of standard kit. The 1.6 feels a bit strained under pressure, the 1.8 and diesel are the ones to go for.

BMW, considered by some critics to be the best car manufacturer in the world, is jumping on the hybrid bandwagon with the Concept X3 EfficientDynamics. In contrast to the gasoline-electric hybrid vehicles from Toyota, Honda, and Ford, the X3 uses high-performance capacitors ("Super Caps") to store and supply electric energy to the vehicles well-packaged "Active Transmission."






The Active Transmission combines an electric motor with the functionality of a conventional six-speed automatic gearbox, and attaches directly to a BMW straight-six gasoline engine that employs jet-guided direct injection to further increase efficiency.

The hybrid package is said to be good for up to 440 lb-ft of torque, with 295 lb-ft coming from the 80-hp electric motor. BMW chairman Dr. Helmut Panke noted that "while this vehicle wont go into production in this form, it does provide a preview of possible future developments." Make that "probable," since BMW announced in the fall of 2005 that it was joining forces with General Motors and DaimlerChrysler to develop hybrids, a collaboration scheduled to bear product fruit in the 2008 model year.



If BMW does end up building the X3 hybrid, it would be cool (though likely spectacularly unsafe) to retain the badge-of-hybrid-honor side sill treatment, which shows off the copper red Super Caps themselves.

BMW says that the EfficientDynamics system would provide fuel savings of up to twenty percent. However, their press materials are quick to circumvent any full-blown commitment to monogamous hybrid research, vaguely offering that "the BMW Group is keeping other options open for the rapid development of other drive technologies through appropriate cooperation and joint ventures."

I have often said that I have no room in my soul for huge SUVs that can barely squeeze 15 miles from a gallon of gas (6.4 km/l). But I will admit that for the right vehicle, I might just be able to clear out a little corner... and the Isuzu Ascender has its own reserved parking space.

The Ascender combines jumbo-SUV room with mid-size SUV maneuverability. Though similar to GM-branded SUVs, it gets a longer warranty (3 yrs/50,000 miles) and lower starting price.

Walkaround

Isuzu Ascender has a solid, handsome appearance. The 5-Passenger models look best. The 7-Passenger version looks long and a bit out of proportion.



Ascender shares its architecture with the Chevrolet TrailBlazer and GMC Envoy. Styling details distinguish Ascender from the TrailBlazer and Envoy. Ascender gets a distinctive chromed grille that features the Isuzu badge on a bold horizontal beam intersected by a pair of vertical bars. Ascender also has a unique front bumper with fog lights, halogen headlamps, and special overfenders, protective door trim, and rear bumper. Its five-spoke wheels look like 10-spoke wheels because of the blacked-out center section of each of the spokes, which are arranged in a star-like formation.

In the Drivers Seat

2005 Isuzu 7-Passenger Ascender© Aaron Gold It may seem odd for Isuzu to stake their future on someone elses product, but check out the Ascender and youll see they made the right move. Trucks are what General Motors does best. The front seats are exceptionally comfortable and the view out is fantastic. The plastics and fabrics are thick and substantial feeling. All the controls, buttons, dials, etc. are easy to read and reach. The only thing that seems incongruous is the handbrake mounted between the seats—it looks out of place in a big truck.

Isuzu was kind enough to let me try both the 5 and 7 passenger versions. Ive always complained that most SUVs have tiny door openings that give lousy rear-seat access, so I really like the 7-seaters increased wheelbase (distance between the wheels) and nice big back doors. The rearmost seat is great for kids but a punishment for adults. It folds down for more cargo space, but even with all seven seats full the big Ascender has adequate luggage room. Just make sure your kids bring books or Game Boys, because a DVD entertainment system isnt offered. And take your maps: Theres no GPS navigation system either. OnStar is standard, with turn-by-turn directions from a live person available as part of a monthly subscription.

On the Road

If you prefer a smooth, floaty ride, then youll find that the Ascender drives like a dream. Both models are comfy, quiet and relaxed cruisers; the long-wheelbase model boasts a slightly more gentle ride. The trade-off is response: Ascenders weigh between 2 1/4 and 2 1/2 tons (2040-2270 kg), and youll feel it when you stomp on the brakes or swerve. Low-speed maneuverability is good, even with the long wheelbase; the turning circle is remarkably tight considering the trucks length, and its easy to park. The standard inline 6-cylinder engine puts out 275 hp. Thats V8 territory, friends. 7-pass Ascenders offer a 300-hp 5.3 liter V8 as an option; my test-truck was so equipped.

Its cylinder-deactivation feature cuts off fuel to 4 cylinders when power demands are low, such as highway cruising. It works seamlessly and probably explains why I saw similar fuel economy (13-15 MPG) in both Ascenders. Personally, I think the 7-pass gets along fine with the 6-cyl, but I know some would disagree. The automatic is wonderful, with imperceptably smooth shifts and near-instant kick-down. Rear-wheel-drive is standard; an electronically-controlled 4-wheel-drive system offers automatic engagement and a low range for down-and-dirty off-road work.

Summary

The Isuzu Ascender 5-Passenger SUV is among the best of the mid-size sport-utilities. Its standard inline six-cylinder engine is smooth and powerful. It rides and handles well. And its interior is convenient and versatile.

The 7-Passenger Ascender is less compelling. Built on a longer wheelbase, it lacks the responsive handling and rock-steady stability of the shorter 5-Passenger models and its increased weight diminishes its acceleration performance.

This is a high performance car. The 2.0 turbo charged engine is quite powerful. 6.7 seconds from 0 to 60 miles is pretty close. The optional DSG allows both automatic and manual shifting and it adds a lot of fun to drive. To a very large degree, the DSG softens up the time lag from the turbo charge.



The design is very detailed. The look is very European and is quite noble. Compare to the Japanese car, Audo A3 give you the feeling and performance and a lot of fun. People who test drive this car will like the car immediatelySuggestion: go with DSG



News

The A3 revises option-package features for 2007, but is otherwise unchanged for its third season in America. A sporty S3 with a tuned V6 making around 280 hp is expected during the 07 model year, says a reliable Detroit-based source. Its already available in Europe. An A3-based 4-passenger convertible is also said to be imminent, though its timing is unclear.
Audi is said to be working on a smaller "A1" hatchback to compete with the BMW Mini and other upscale subcompacts. A decision on U.S. sale is some years away, however, as is the car itself. Sources dont expect it before the end of the decade.


New For 2006 Audi A3

An all-wheel-drive V6 model joins Audis 2006 lineup of premium-compact 4-dr hatchbacks. The A3 shares some underskin design with the Jetta and Golf from Audi-parent Volkswagen. Its slightly smaller and less costly than Audis other premium compact car, the A4. The A3 offers two models. The 2.0 T has front-wheel drive and a 200-hp turbocharged 4-cyl engine. Added for 06 is the 3.2 quattro S-line. It has AWD and a 250-hp V6. The 2.0 T comes with a 6-speed manual transmission. Optional on the 2.0 T and mandatory for the 3.2 is Audis Direct Shift Gearbox, a sequential manual transmission (SMT). A3s come with ABS and traction/antiskid control. Also standard are front side airbags and curtain side airbags. Rear torso side airbags are optional. Leather upholstery, sport front seats, alloy cabin accents, and sport-tuned suspension are standard on the 3.2, optional on the 2.0 T. Both have split folding rear seatbacks. Options include a navigation system and Audis Open Sky System, a glass roof with a sliding glass sunroof over the front seats.

2006 Audi A3 Review: Interior & Exterior

Dont feel alone if you have trouble telling apart an A3 from an A4 Avant; the shared trapezoidal grille and L-shaped taillights could confuse anyone. It might help to break out the ruler: the A3s 168.7-inch length, 69.5-inch width, 56-inch height, and 101.5-inch wheelbase are 11.9, 0.3, 0.2, and 2.8 less. In other words, its an A4 with a foot hacked off its butt.

Take that literally: nearly all of the A3s space penalties were concentrated on its caboose. Instead of the A4s spacious 27.8 cubic foot cargo hold, the A3 strands its owner with a far lower 12.4 - far from useless, but geez, a Corolla holds 13.5. Beaten by a compact sedan - thats gotta hurt.

But that means less hurting for back seat passengers (the sideways engine also helps), who enjoy an acceptably high-up seat with a firm cushion, nice leather, good room for feet, and marginally more room for legs than in the A4 (34.8 inches - livable). This being an Audi, everyone gets adjustable head restraints and 3-point belts with pre-tensioners; color me comfortable. As in the A4, the only real problem is the shin-banger hard plastic trays lining the backs of the front seats.

The fronts are still the best in the house - left more than right. Drivers in V6-powered A3s enjoy a seat that envelops them at the press of those power controls while passengers wrestle with Volkswagens dorky, stiff, Industrial Revolution-style crank knob for angle adjustment. Once set, though, its as firm and refreshing as any other.

Unless you must stare into the sun, think of skipping the Open Sky option. It looks pretty spiffy with two glass panes and all (the front one opens) but there were a few comments of a "low ceiling" among regular 510" guys, and the overly holey cover invites scalp-baking on a summers day. Its cool, but kind of a pain.

That goes for a lot of things. Like the air conditioner that makes you toggle through its 12 speeds (?!) with the "+" and "-" buttons (ditto for temperature: one degree at a time), has no Off button, and makes a racket on any of the top 9. Like the radio that forces you to scroll through presets by twirling a knob (thats clockwise for up, counterclockwise for down) and then pressing it each time. Want to pick a station manually? Enter another mode, twirl the knob over to highlight the virtual "up" button and pound your way there 0.2 MHz at a time. Sorry bub, only one knob in the house.

And because the navigation system wants a piece of it too, youd better brush up on your Etch-A-Sketch skills. Browsing the area northeast of you involves the following: press the knob to call up the menu, twirl it down (counterclockwise, remember) to select scanning mode, press down, twirl the knob several times to go north, press down again, and now twirl it several times to go east. You must then zoom in deeply to see any useful information, which takes a few more clicks and twists in a different menu. Sure, all youd have to do in an Acura is grab the joystick and tilt it 45 degrees, but hey, tedious drudgery builds character, right?

The A3 has plenty such character-building exercises, like spelling out every destination by twirling that wheel like a merry-go-round of an alphabet, finding and clicking on one letter at a time. Oh, and because the nearly useless steering wheel audio controls (roller knobs!) cant change presets, youll be constantly switching between the map and audio menus. The windows also slip into auto-down mode too easily, and its too easy to confuse the turn signals with the cruise controls (the driver you high-beamed is always the first to know).

When youre as dumb as the A3, it really helps to be good-looking, and boy are the A3s innards beautiful. Its almost a replica of the A4 - an interior to copy if there ever were one - with a somehow tasty juxtaposition of buttery leather, classy aluminum, and even plastic thats so good its almost otherworldly. The shapes are interesting, the instruments crisp, the digital fonts seductive. Audis still the only automaker that knows the secret of making a BOSE stereo sound decent (even if they havent learned the secret of playing MP3s), and the woman trapped inside the navigation system is pleasant, articulate, speaks street names for you, and was apparently educated right here in Southern California ("take the I-10"). Nearly everything the hand touches gives that firm, decisive feedback that makes you want to touch it again.

Hmm, a car that jerks around your left brain while sending pleasure pulses up your right? So its true: Audis really are emotional.

When its time to shed the emotions, just tumble down the back seats and the A3 turns into a workhorse with 55.6 cubic feet to spare - not too high by wagon standards (the seats dont form a flat floor) but more than up to the task of everyday life.

Safety

A full complement of front and side airbags is standard on the A3, including torso-protecting side-impact airbags for front passengers, and head-protecting, full-length side curtains. Torso side airbags for rear passengers are optional. Four-wheel disc brakes with ABS and stability control are standard.

Powertrains and Performance

The heart of the front-wheel-drive A3 2.0T is a 2.0-liter turbocharged four-cylinder engine capable of 200 horsepower and 207 pound-feet of torque. Its enough to shoot the A3 to 60 mph in just 7 seconds. A six-speed manual transmission is standard, while Audis six-speed sequential-shifting DSG (Direct-Shift Gearbox) is optional. Offering even more performance is the A3 3.2 quattro, which features Audis 250-hp 3.2-liter V6 and the DSG transmission as standard. Audi claims a 0-60 time of 5.9 seconds for the 3.2 quattro.

Driving Impressions

With 200 horsepower on tap, the 2006 Audi A3 2.0T is certainly no slouch on the road. The 2.0-liter four doesnt suffer from turbo lag, and the optional DSG tranny effectively reduces BMWs SMG, Toyotas SMT and Ferraris F1-style transmissions to second-tier status with its smooth and fast gearchanges. The 3.2 provides even stronger acceleration, and drivers enjoy the same ultra-responsive DSG experience. The electromechanical steering does a superb job of dampening unwanted road vibrations and kickback without marring feedback, and the well-tuned suspension keeps the car buttoned down in the turns, even as midcorner pavement imperfections try to knock it off line. In typical Audi fashion, the ride is comfortably firm, and handling is just as sporty as its larger siblings.

overall review

Fun little car, with more room than the average sports car. The 4-cyl., 2.0 ltr engine means good fuel economy, especially for a 3,300lb car, and the turbo gives you awesome power with even better fuel economy. Easily zips in and out of traffic, and easily accelerates to 60mph in 6.5 secs or less, especially when you use the DSG sports drive, which puts the tach at 3,000rpms the moment you step on the gas, opens the throttle response, and eliminates the turbo-lag you get in normal drive. The only downside to playing with this little feature is that it does kill your gas milage, which is still good compared to most other cars.

SUVs constitute a very important, if not the most important, segment in any major manufacturers lineup. And while recent years have seen ever evolving ideas concerning what an SUV can be -- mini-sized, gigantic-sized, hybridized - the bread and butter of any SUV lineup is still the midsize four-door.

GM knows a little something about this segment of the market. In fact, they invented it 17 years ago with the release of the S-10 Blazer. It may have had only two doors, but close enough.



Since then, its been a virtual SUV free-for-all, with nearly every automaker on the planet, Porsche and BMW included, generating their own version of the four-wheel-drive family truckster. Meanwhile, the General just seemed to sit back and watch like a proud father. Subsequent versions of the Blazer, along with its Jimmy and Bravada cousins, slipped into decay with cramped interiors, dated designs, and archaic underpinnings. Something had to be done, quickly.

Well, hope has finally arrived in the form of the Chevrolet TrailBlazer, GMC Envoy, and Oldsmobile Bravada.These five-passenger SUVs from General Motors sport a radical new engine, completely redesigned suspension system, and individual design philosophies that give each model its own distinctive look. Debuting early this spring as 2002 models, theyre set to go head-to-head with Fords recently revamped Explorer and Mountaineer twins for domestic SUV bragging rights.

At the recent press introduction in Cabo San Lucas, Mexico, GM rolled out all three new models to showcase their reenergized presence in the midsize market. Product engineers and designers were candid about their desire to crush the competition. No big surprises there, but at least this time they have the goods to back up their fist-pumping assertions.

The drive route wound its way around the Baja peninsula utilizing the only paved road in Cabo. Long highway-like straights were interrupted by occasional twists and turns through low hills providing a good chance to test both high-speed comfort and low-speed maneuverability.
First up was Chevrolets TrailBlazer. Available in three different trim levels -- LS, LT, LTZ -- the TrailBlazer offers the widest range of options and price levels (actual figures are not yet available). Base LS models come well equipped with dual front and side airbags, A/C with dual zone control, four-wheel antilock disc brakes, a six-speaker AM/FM CD stereo system, and the Autotrac system on four-wheel-drive models. LT models add a power drivers seat with premium cloth, 16 x 7-inch polished sport wheels, keyless entry, the OnStar communications system, fog lamps, and an electrochromic rearview mirror with compass. Standard equipment on the top-of-the-line LTZ models includes power adjustable leather seating with memory, 17 x 7 aluminum sport wheels, automatic climate control with separate rear seat controls, premium stereo system with rear seat controls, rain sensing wipers, and a leather-wrapped steering wheel with satellite stereo and climate controls.

All these features are in addition to the all-new 4.2-liter, inline six-cylinder engine and four-speed automatic transmission that come standard in all three of GMs new sport-utes. Rated at 270 horsepower and 275 ft-lbs. of torque, the all-aluminum six boasts more power than most competitors V8s, while at the same time meeting NLEV (national low-emission vehicle) requirements and turning in roughly 16 mpg city and 21 mpg on the highway (official numbers havent been confirmed yet). As if that wasnt enough, a completely new suspension with double wishbones up front and a multi-link setup in the rear is also standard, along with premium Bilstein shocks and a remarkable new frame structure that sets new standards for rigidity in an SUV.

We rode in an LT version with a cloth interior and the optional 4.10 rear end gears. The new powerplant is noticeably smoother than its pushrod predecessor, providing abundant passing power at virtually any speed. Not-so-fond memories of the old 4.3-liter V6s wheezing and huffing in the upper rpm ranges were laid to rest as the new engine pulled impressively to the redline. Off-the-line torque is a little on the soft side when loaded with three adults, much like the 4.7-liter V8 in the Dodge Durango. We were also a little disappointed in the less than silky purr of the engine at full song, lamenting that it just didnt do justice to the engines refined feel through the pedal.

GM engineers used numerous high-tech displays to highlight the innovative new frame structure and redesigned suspension system used in all three of their new SUVs. While it all looked cool in the hotel courtyard, we were even more impressed with how it all came together out on the highway. Overall ride quality and road feel have been improved dramatically. The enhanced structural rigidity comes through in a reassuring manner, nothing harsh, just solid. The TrailBlazer was tight and rattle-free on the 60-mile stretch to Todos Santos, with only minimal road and wind noise. Our only complaint stems from the steering that felt a little too numb at dead center for our tastes.

On a short off-road course, the suspension really showed its mettle, sucking up the washboard terrain without ever bottoming out, and otherwise maintaining tight control in the rough conditions. Credit the high-end Bilstein shocks and front and rear coil springs for the precise control in the dirt.

Ergonomically, the TrailBlazer is light years ahead of last years four-door. The seats are soft but supportive, with a much-improved driving position. Gauges are clear, if not a little on the plain side, with an excellent view afforded through the four-spoke steering wheel. The climate controls were easy to use and the dual-zone feature did a great job of compensating for the tropical sun that radiated through the drivers window.

The longer wheelbase and wider track results in a noticeably larger interior cabin. Rear seat passengers are likely to notice the biggest difference, with the TrailBlazer sporting more hip and shoulder room than the Dodge Durango. Compared to the 2002 Explorer, the TrailBlazer has nearly identical leg and shoulder room in back, but one-ups the Ford in the head and hip room department.

The second leg of our journey found us behind the wheel of GMCs Envoy, the "professional grade" alternative of the group. GMC uses this marketing campaign to appeal to customers who want more than just the average SUV. To that end, the Envoy comes only in two well-appointed trim levels, the SLE and the SLT. Base SLE versions can be likened to mid-level TrailBlazers, with a deluxe cloth interior, dual-zone A/C, the OnStar communications system, and a six-speaker AM/FM CD stereo rounding out the feature highlights. SLT models carry all the bells and whistles available to the Envoy model including a driver information center, automatic climate control, leather seating, and a leather-wrapped steering wheel with satellite radio and climate controls just to name a few.

The most notable difference in feature content between the Envoy and the TrailBlazer is the Envoys optional Electronically Controlled Air Suspension (ECAS). The system replaces the coil springs in the rear suspension with air-filled rubber bladders for increased cabin isolation and load leveling capabilities. A frame-mounted compressor/electronic control unit uses individual sensors to monitor inflation levels in each of the two bladders. Unlike some systems currently on the market, the Envoys ECAS system can compensate for unequal load levels not only front to back, but side to side as well. As an added bonus, a 22-foot hose that can reach all four tires can be attached to the compressor unit to provide some extra lift should a tire go down.

Of course, the most notable overall difference between the TrailBlazer and the Envoy is the GMCs distinctive exterior design. Look for yourself to decide which one you like best, but we will tell you that the Envoys interior gets a few noticeable highlights that we thought set it apart from both the TrailBlazer and the Bravada.

Sit in the drivers seat and the first thing youll notice is the nickel-plated gauge surrounds that give the cluster a more defined look. That theme continues to the air vent bezels and shifter console that also wear the lustrous nickel plating. SLT-trimmed models add wood dash inserts that contrast nicely with the industrial-looking metallic accents to give the top-of-the-line Envoy a unique interior appearance.

Once you look past those Envoy-specific design cues, the GMC shares most of its interior design with its new GM brothers. Main climate and radio controls are straightforward and easily accessible, and the overhead console provides handy storage bins for sunglasses and garage door openers. Our test truck was endowed with the upgraded leather seating that we found quite comfortable throughout the longest leg of the trip. The power adjustable seats made finding a good seating position a snap, but the power lumbar adjuster could have used a greater range of adjustment.

Low rolling hills provided the opportunity to test the Envoy at speed through some moderately twisty sections of highway. The steering seemed a little tighter than the TrailBlazers, although the spec sheet lists their components as identical. Body roll was noticeable, but not excessive for a vehicle of this type. Ride quality and overall chassis refinement was again impressive. The firm, planted feel of the Envoy through the turns didnt exactly have us dreaming of turning laps at the Nurburgring, but compared to past Envoy models, this GMC was confidence inspiring to say the least.

Although hardly noticeable on the relatively smooth highway road, the Envoys ECAS system really soaked up the rough stuff on the off-road course. The system almost does its job too well, leaving the driver wondering if the rear axle is still attached at times. The air system isnt really intended for hardcore off-road duty, but our brief stint in the sandy washes of Baja proved to us that the ECAS will likely become a sought-after option for anyone who lives in an area with less than perfect pavement.

The final leg of our Baja ride route was run in Oldsmobiles new Bravada. Before going into the details, it should be noted that on December 12, the day of our test drive, GM announced that it would phase out the entire line of Oldsmobile vehicles. Declining market share and some serious belt-tightening throughout General Motors were to blame. Although not exactly a surprise to most of the journalists and GM staffers who heard the news, the final blow struck an unusually deep chord with the handful of Oldsmobile staff members in attendance. Not because they didnt see it coming, but because they were there to promote what is one of the best products to come out of Oldsmobile in a long time.

For consumers, Oldsmobiles unfortunate demise may provide a unique opportunity to get your hands on an exceptional product for a screaming good deal. Theres no doubt that some buyers will simply ignore the Bravada as a lame-duck model in a soon-to-be-forgotten brand, but anyone with a little common sense should take a closer look and realize the potential value that exists.

The Bravada was developed to be the perfect complement for someone who already owns a touring sedan (preferably an Intrigue or Aurora), but wants the versatility and durability of a sport utility. With that in mind, the Bravadas design team envisioned the new sport utility as more of a luxury-touring vehicle for the highway than a serious off-road machine. The result is a sport-ute intended to coddle its passengers with upscale amenities, not brute force capabilities.

It comes in only one trim level, with nearly every available option offered in the TrailBlazer and Envoy as standard equipment. Major additional options include a full-time all-wheel-drive system exclusive to the Bravada, a Bose premium audio system, a power sunroof, and heated seats for the driver and passenger. The interior gets full leather seating and soft-touch materials on the door panels for a more refined overall look.



On the road, the Bravadas standard Electronically Controlled Air Suspension (ECAS) system delivers a supple ride yet doesnt make you feel like youre in a 20-foot Cadillac Coupe DeVille. Sharp curves are negotiated with admirable grace, but its certainly no Aurora. Like the TrailBlazer and the Envoy, the Bravada benefits immensely from the gutsy new 4.2-liter engine that delivers the kind of smooth, linear power that one would expect from a touring vehicle. Fit-and-finish on our early production example wasnt perfect, with a few gaps larger than we would have liked to have seen, but there were no glaring lapses in workmanship. A short off-road excursion proved that although it may have been designed for the street, it still possesses the capability to get dirty should the need arise. And with its exclusive all-wheel-drive system, the Bravada might just be the best choice for anybody who lives in a continually unforgiving environment.

Anyone worried about buying a Bravada in terms of future vehicle maintenance and support needs only to realize that it shares almost all of its major componentry with its Chevrolet and GMC cousins. Should future problems arise, finding someone to take care of your Bravada will most likely mean a trip to your local Chevrolet or GMC truck dealership - not exactly a daunting prospect. Resale value is another concern, but its not like youre going to be stuck trying to pawn off some unheard of make from Korea on somebody. Oldsmobile is the oldest automobile brand in the U.S., and it will be a long time before it fails to register with your average car buyer.

Deciding on which one of GMs new midsize SUVs you should buy is pretty much a matter of personal preference. Do you want the tough and rugged look of the TrailBlazer? Or is the more refined, slick-looking Envoy better suited to your tastes? Dont want to wade through endless options and trim level lists? The Bravada will take care of that chore.

Regardless of which one of these new SUVs appeals to you the most, rest assured that all three models offer class-leading power, an extremely capable suspension, spacious interiors, and enough options to measure up against just about any other SUV on the market.

Volkswagen Touareg 2 is available with all-new Lux, Lux Plus and Technologie option packages. These packages further enhance the Touareg 2 with additional upgrades including a ten speaker Dynaudio premium sound system, keyless access with a start/stop button, and Bi-Xenon headlights with AFS II, which help improve night time visibility and enhances the drivers ability to negotiate turns by allowing them to see into the curve.






Anyone who can afford to buy a $40K Touraeg can afford the gas so a diesel will be a hard sell. Not only that, but the sharp cuts in SUV prices b/c of fuel prices often offset the increased cost of fuel consumption during the life of a typical lease. I however will be the first one in line to buy a diesel Touareg because bleutec is very environmentally friendly and we all have to urgently reduce greenhouse gases if we want our children to have a liveable planet.

Volkswagen Touareg 2

Safety

New safety features include rollover sensors for the side curtain airbags, an automatic brake-drying feature for rainy weather and an enhanced electronic stability system with brake assist. On loose surfaces like gravel and snow, VW says the antilock brakes can decrease stopping distances by as much as 20 percent by intentionally locking up to push debris in front of the wheels.

Interior

Apart from a few equipment shuffles, the interior remains much the same. Volkswagen says the Touareg 2s seats have been redesigned, and a 12-way power drivers seat is now standard. A fully loaded version boasts heated leather seats, four-zone climate control, a navigation system and more.

Exterior

Up front, the Touareg 2 gets new scalloped headlights with pronounced bezels. The nose adopts Volkswagens familiar silver faceplate, which visually connects the grille to the lower air dam. Upscale touches include silver crossbars below the headlights, as well as side mirrors with integrated turn signals. The rear has darker taillights and a new roof spoiler.Seventeen-inch wheels are standard with the V-6, while the V-8 and diesel V-10 come with 19-inchers. A formidable off-roader, the Touareg 2 boasts enhanced suspension travel and up to 23 inches of water-fording capability with the optional air suspension. Features like Hill Rock Back Assist and Hill Descent Assist aim to make steep slopes more manageable.

Under the Hood

With a recent power upgrade thanks to VW’s 3.6-liter 280-horsepower V6 engine, the Touareg should be able to move its 5,000 lbs.-plus girth around more easily. It should also be able to stop better, thanks to VW’s ABS-plus feature, which adds slippage sensors to the brakes and, according to VW, results in a 20 percent reduction in braking distance on off road surfaces such as gravel. Also new for 2008 is a side curtain rollover sensor.


Additional standard features include Sirius Satellite Radio, park distance control, a power liftgate, a new instrument cluster and new silver metallic trim standard on the base model.

Building on the success of the Golf GTI ,Australia was chosen for the international release of the Polo GTI. A true hot hatch, power is supplied by a 1.8 turbo producing 110kW with 220Nm of torque. Keeping with GTI tradition there’s a red pinstripe honeycomb grille and 16” alloy wheels.



There are firmer springs and shock absorbers, a 2mm thicker front sway bar and the ride height is 15mm lower. The electro hydraulic steering is re-mapped to suit enthusiastic driving. To match its sports nature ESP (Electronic Stabilisation Program) and traction control are standard, plus low tyre pressure indicators. Adding to the sports appearance are red brake calipers, chrome dual exhaust tips and a rear spoiler. Inside there are heavily bolstered sports seats, alloy pedals and leather bound sports wheel. The GTI is only available as a three-door hatchback.



A plus for both models is the standard full size spare tyre.

ON THE ROAD

Performance

The base engine is a 1.2 petrol that delivers either 54- or 63bhp. It’s sweet and strong, although you need to plan overtaking moves early. There are 69- and 79bhp 1.4 turbodiesels and three 1.4 petrols, all of which are eager and frugal, plus 1.9 turbodiesels with 99- or 128bhp.

Ride & handling

The Polo uses the same platform as the Skoda Fabia, but feels quite different. It rides well on most surfaces, but the soft suspension doesnt control body movement well, so the Polo lurches through corners and over larger bumps. The steering, with electronic power assistance, is light, but low on feedback.

Refinement

All models are reasonably refined. The diesel is rather noisy, but only when you’re accelerating hard. The big surprise is the quietness and smoothness of the three-cylinder 1.2 petrols. Wind noise is noticeable at motorway speeds and there’s some suspension thump over sudden surface changes.

IN THE CABIN

Behind the wheel

All models have two-way steering adjustment, but not all of them have seat-height movement. There’s plenty of space for the driver and the front passenger, and a reasonable view out. All of the controls and instruments are easy to read and sensibly laid out.


Space & practicality

The Polo copes adequately with four adults, but many rivals offer considerable extra cabin space. The boot is decently sized and well shaped, but the floor is not flush with the opening, which affects access. Three- or five-door models are available.

Equipment

The Polos equipment list looks miserly compared to most rivals. Entry-level E models have a CD player, but you have to step up to S to gain air-conditioning, alloy wheels and electric front windows and SE to add remote central locking and drivers seat height adjustment. Sport models include lowered suspension and fog lights.

Drive Impression


Both cars share the same high standard of fit and finish. This answers any questions about variable quality when cars are produced around the globe as the TDI is assembled in South Africa and the GTI in Spain.

From behind the wheel the TDI’s small seats have that typically Teutonic feel, being both firm and supportive. There’s plenty of adjustment from the tilt –reach steering wheel, and the cabin is roomy enough for four. The dash layout is simple and easy to use. But the grey trim - and there is a lot of it, can be a bit underwhelming.

On the move the 1.9 litre diesel is an enthusiastic performer and sounds almost like a petrol engine, barring the lower rev limit. Strong mid range torque and a quiet cabin, means you need to keep an eye on the speedo - it is deceptively quick. The TDI’s mid range urge only begins to taper off sharply in top gear. Even though the weighty steering isn’t very communicative, it’s direct and consistent. As cornering speeds increase the diesel adopts an understeering attitude, easily adjusted with the right foot, but the car does feel a little nose heavy.

Hopping into the GTI it’s obvious this is a car for the budget conscious enthusiast. Low set, deeply bolstered sports seats, alloy pedals and a leather sports wheel add a bit of flair. And the Titanium look dash trim alleviates the all pervading “greyness”. Stiffer suspension means a more jiggly ride quality, but not at the expense of comfort. The settings work well with the 110kW engine, giving the GTI an agile character with sharp turn in and impressive traction. Re-mapped steering software means there’s more feel, but with some numbness at dead ahead. Its wider tyres contributed to a little tramlining over rippled surfaces. A throatier exhaust note adds to the package, but it is never intrusive.

Both cars reinforce Volkswagen’s “machined from solid” character. For around town commuters or long distance travellers their quiet and comfortable cabins fit the bill. With rising fuel prices the Polo TDI may initiate a shift in small car buying habits. For those interested in hot hatches the GTI may not have the power of Peugeot’s Gti 180 or Renault’s Clio Sport, but it is keenly priced.

PRICE: £7,495 - £15,290

The Toyota Yaris 1.0 T2 Is The Most Cost Effective Way To Buy Into Toyotas Award-Winning Citycar Range. Andy Enright Checks It Out

If you live in the city and want the smartest city car available, how would you go about choosing? Obviously ease of parking, decent interior space and sassy styling are desirable, but there are other considerations. Security, an attractive insurance grouping, safety, economy and a low purchase price also have to be taken into account. If you dont intend to hammer up and down a motorway, this leads to one distinct class of car.

From the moment you see it - you fall in love with it. It has character and a cheeky face - its just a great, fun car!



We got our Silver Toyota Yaris 1.0 CDX brand new from a car dealership, managing to wangle a few thousand off the asking price. The CDX is the top of the range. It has a built in CD player, Air Conditioning, Sunroof, RDS Radio, five doors and just a fantastic drive.

As you step inside, the first thing you notice is one of the best little quirks of the car. Where is the dashboard? The dash is entirely electronic and is hidden in a futuristic pod in the centre of the front of the car. In front of the driver is just a flat panel - and for the first time moving off, it is quite an uneasy feeling - but once you see the dash in its unusual location, you will find it difficult to take your eyes off it! (Please do - the last thing you want to do is crash a new car!)The dashboard faces the driver, so you never strain to see it, and it cant be read by anyone else in the car due to a clever bit of lens alignment behind the screen. The display is deep within this pod - giving the illusion that it is somewhere underneath the bonnet! The 100% digital dashboard also includes very useful features such as a Programmable Odometer with A and B trips - so you can measure the length of two journeys. You can even toggle between MPH and KMH for driving abroad.

What the heck am I raving on about the dash for... Ahem... ill move on!

The drive is incredible. Its fantastically smooth, and corners excellently. The engine, depsite being just a one litre, responds immediately with an immense amount of power, you can easily leave other cars standing at the traffic lights! With a five gear transmission, you are never short of power and speed - it has ample ability on any type of road.

The ride is very confortable. The seats are well designed and cushion your body in the right places to create an incredibly comfortable ride, but at a practical driving position. You can, like in almost any car now, adjust the base, back and height. The amount you can see from the drivers seat is great. It is just at the right height to see all around you, and the mirrors are electrically powered, so you can easily move them from within the car both from the drivers seat.

The rear seats are as equally comfortable as the front, including the ability to move the entire bench seat backwards or forwards. This can be particularly useful for people gaining a larger boot, or extra leg room in the back, of which there is ample anyway!
The boot looks smallish, when you compare it to a huge saloon car, but for a super-mini, its perfectly fine. You can easily fit the weeks shopping in the back, or about two or three suitcases and extras on top if you are going on a journey.

The Air Handling of the car is excellent. The Air Conditioning included with the CDX model is incredibly useful on a very hot day and is fast to start up. As in a usual car, there are three dials, one to control the direction of the air, another to control the speed of the fan and another to control the temperature. Other features in the front include heated rear screen (with wiper) and the fantastic entertainment centre.

The entertainment centre is based around the rectanguar screen underneath the dash-pod. This screen contains the time, the temperature outside, and either the name of the radio station you are listening to, the CD track you have on or the fuel consumption, depending on which setting you have it on. While were on the subject of fuel consumption, I cant remember off the top of my head how economical it is - but take it from me that it can go a very very long way without ever filling up. Just recently, on a trip to London from Birmingham (about 100 miles or so) I went and came back, and still had some petrol left to potter around in for the next couple of days! As an optional extra, you can have a satellite navigation system built in to the car (rather than having a big ugly box), in which case, this is where the data comes up.The CD player does not have a changer in the boot, you feed the CD into the slot in the dashboard, and with just two speakers, a truly amazing sound quality comes out - and we have had this car for over a year now, and not once has a disc ever skipped - you can even listen to CD-R discs created on your PC.

Now, when it comes to securtity, the car does not have an alarm. This may put people off, but the car comes fitted as standard with a powerful immobiliser, where the key contains a special chip that enables and disables the engine, so there is no way of moving that car in any way without the key, and it also includes central locking. We bought, as a precaution, a handbrake lock. You can get one for about £20 from Halfords and it easily fits the Yaris, by covering the handbrake and clamping the gear stick.

The look of the car is still fresh and unique. I like it in Silver. I believe this is the standard colour, but it really looks the best with this. And, as the CDX is the top of the range, it has body coloured bumpers, which is an added bonus, as some of the lower models with the grey plastic dont look half as sharp! The car is still looked at in public - as it is unmistakable. It has a cheeky and friendly face which, as strange as this might sound people, reflects the cars personality. It is a great little car that is bags of fun to drive. You will literally want to go everywhere in it!
As ive said before, weve had it for over a year now, and the only time it has ever been in to a service bay was its first 1 year check up. Not once has it failed to start, or had any kind of trouble - it is one of the most reliable cars on the road.

Every person I know that has one, adores it, and everyone else I know desperately wants it. If you are looking for a car - there is no faulting this one - you will be so pleased with it - you will never ever look at another car again!

FACTS AT A GLANCE
CAR: Toyota Yaris 1.0 T2
PRICE: £7,295 on the road
INSURANCE GROUP: 2E CO2
EMISSIONS: 137g/km
PERFORMANCE: [1.0] 0-60mph 14.1s / Max Speed 96mph
FUEL CONSUMPTION: [1.0] (Euro average) 50.4mpg
STANDARD SAFETY FEATURES: Driver and passenger airbags, ABS, EBD WILL IT FIT IN YOUR GARAGE?: Length/Width/Height" 142/65/59"

Nevertheless, for around £7,000 in petrol form, with ABS and electronic brakeforce distribution as standard, its a lot of car, plus its covered by the companys comprehensive three-year warranty. If you want a credible runabout thats small enough to squeeze through the smallest gap but big enough inside to swallow a family of four, the Yaris 1.0 T2 may just fit the bill.

Nissan says it designed the 2007 Sentra to "serve as a 24-hour mobile knapsack, a home base for people who are anything but homebodies." Now we just need to know if Nissans knapsack drives well enough to be a 24/7 companion for enthusiasts on a budget.

Nissans Sentra is bigger, roomier, and more luxurious than ever before. The 2007 model marks some big changes for the popular model, changes that are sure to delight Nissan fans everywhere.



Once again, Nissan is putting into practice with its all new Sentra model something that has succeeded for them in the past: push the model up market. As it first did with the Maxima and later with the Altima, Nissan has now promoted the Sentra to make room for the pending introduction of the subcompact Versa. With the all new model, Sentra fans will find a better equipped, more polished model then any other car that has ever worn the Sentra nameplate. Intrigued? You should be: the car simply goes where no Sentra has gone before: up market.
Over the years, plenty of automakers have taken a popular selling model and elevated it one notch.

Why? For a few reasons: to capitalize on demand for the model – a more luxurious version typically carries more profits with it then the base model. Instead of losing customers to another model [or worse, another make] when they are ready to trade up, why not move up the model instead? Another reason: the introduction of a newer, but smaller model in the line up. For Nissan, the latter reason holds especially true as the subcompact Versa, a car built to compete against the likes of Scion enters the Nissan line up at about the same time.

The new Sentra is much more roomier than the previous model. In fact, it could be mistaken for a midsize car as it packs in an additional 10 cubic feet of interior space. Other surprises found with the 2007 Sentra include a center console/shifter and dual folding high back rear seats to maximize carrying potential. Importantly, front and side impact air bags are now standard and a whole host of options not previously available with the model can now be had. These options include: smart key accessibility, Bluetooth wireless, a sound system to die for.

Best of all, fuel mileage is exceptionally good. Mating a 2.0L I4 to a six speed manny tranny yields EPA estimated fuel results of 29 city/36 highway. These figures are likely to be at or near the top for any car in its category.

Yes, the Nissan Sentra is a pleasant surprise, one that the Nissan company hopes that you will notice. For people looking for a bargain basement model, the Sentra no longer qualifies. Instead, the tiny Versa takes over and it will deliver two things that Nissan knows you will love: exceptionally high gas mileage and an affordable price starting around $12,000. Look for well equipped Sentras to retail for around $18,000.


What Special about it ?

With strong new entries from Mazda, Honda and Kia ruling the economy sedan segment, Nissans aged Sentra has fallen behind in performance, comfort and style. But not to worry, this completely revamped, and larger, 2007 Nissan Sentra will go on sale in late October 2006, followed by a new SE-R model in early 2007.

"I think the 2007 Sentra will change the way people think about Nissan in this segment," John Weiner, director of product planning for Nissan cars, told us. "It has a level of refinement people havent seen before."

After seating ourselves in the Sentra, were inclined to agree. Materials quality has improved, and the stage cars tan leather and light faux wood accents had the feel of a Scandinavian furniture store. Features like a keyless startup system, Bluetooth and an MP3 player hookup will be available, and thanks to the cars longish 105.7-inch wheelbase, a 6-inch increase over the current generation, theres finally some legroom for rear-seat passengers. The trunk is large at 13 cubic feet.

Unlike the independent rear suspensions used in the Mazda 3 and Honda Civic, Nissan chose to stick with a less sophisticated torsion-beam setup on the 07 Sentra. We think this could be a liability, but VP of Product Planning Jack Collins says, "We can deliver the handling performance we need with this suspension and keep the car more affordable."

Braking hardware is a similarly basic front disc/rear drum design, though the discs are vented and both ABS and EBD are available. The steering is electric.

More interesting are the drivetrain options. The standard all-aluminum 2.0-liter inline four-cylinder sends an estimated 135 horsepower and 140 pound-feet of torque to the front wheels. Nothing remarkable in this segment, but the engine is paired with a standard six-speed manual gearbox, a rare feature on an entry-level economy sedan.

Based on positive feedback from Murano SUV owners, Nissan will also offer a continuously variable transmission (CVT) instead of a conventional automatic. With the CVT, Nissan estimates the 2007 Sentra will get 29 mpg in the city, 26 mpg on the highway.

Prices will start around $15,000 and side-impact curtain airbags and air conditioning will be standard.

Powerful and economical new engines are on the way for the Volkswagen Golf from the end of April.

The innovative 1.4-litre TSI engine uses a combination of turbocharging and supercharging. It is being offered in two states of tune - with either 138bhp or an impressive 168bhp.

A new 168bhp 2.0-litre turbodiesel is also being introduced. All engines will appear in other Volkswagen model ranges, and will appear in sister brands Audi, Seat and Skoda.



The 168bhp TSI engine gives the Golf a 0-62mph time of 7.9sec and a top speed of 137mph

Compared with a conventional engine offering the same output, the TSI powerplant is 20 per cent more efficient, with a combined fuel consumption of 38.2mpg for the 168bhp version.

The 168bhp diesel is a development of the existing 138bhp 2.0-litre TDI, which will continue to be offered. Its more than a second swifter to 62mph, with a time of 8.2sec, and 11mph faster overall at 137mph. Fuel consumption increases 4mpg to 35.8mpg.

Both of the newcomers will be available in GT trim, which is revamped to look more like a GTI hot hatch, with lowered suspension and twin exhaust pipes.

Prices start at £18,095 for the petrol and £19,095 for the diesel