2011 Jeep Grand Cherokee Overland 4x4 - Four Seasons Update

Our Four Seasons Jeep Grand Cherokee spent a month-long stay on the East Coast, where it spent much of its time as senior editor Joe Lorio's daily driver. He came away overall with a positive impression of the Jeep, echoing much of the past sentiments of those here at 120 East Liberty Street.

"Unless you're towing something really heavy, I can't see the need for the V-8 anymore, as the new six is plenty adequate," he said. Lorio praised the steering for its "natural and progressive effort," though he wished for more feedback. He was enamored of the Grand Cherokee's maneuverability. "The tight turning circle, which is one advantage the Jeep has over many transverse-engine crossovers, makes this vehicle easy to navigate around town." He was critical, however, of the way the fat pillars hinder the view out. "Outward visibility has declined precipitously compared to the earliest Grand Cherokee," he noted.

Speaking of the first Grand Cherokee, Mrs. Lorio owned one back in the day, so he put her behind the wheel of the new version to get her take. "She thought it felt taller, larger, and heavier. But at the same time, she found the handling still to be nimble and the powertrain a lot more responsive. And of course, compared to her '96, this interior is much nicer, particularly in Overland trim."

The Lorios ferried the Grand Cherokee to The Elegance at Hershey in Hershey, Pennsylvania, handing it off to Editor-in-chief Jean Jennings, so she could bring it back to Michigan. On the trip to Pennsylvania, Lorio once again found the Grand Cherokee to be "a pleasant highway cruiser." As was the case with our Four Seasons Chrysler Town & Country, the Sirius Backseat TV -- which has kid-friendly but adult-averse live streams from Disney Channel, Cartoon Network, and Nickelodeon -- proved to be a big hit with its intended audience.

After receiving the keys from Lorio, Jennings commented that the Grand Cherokee became almost invisible while parked next to the Bentley Mulsanne she had driven there. Go figure.

The Grand Cherokee is "a very versatile, livable, everyday companion," noted Lorio. "I'll miss it." Sorry Joe, but those of us in Ann Arbor can't get enough of the Grand Cherokee either.

Range Rover Evoque starts overhaul of Land Rover line

Land Rover's coming 2012 Range Rover Evoque is just start of an overhaul of the British brand's entire line.
Starting with Evoque, "over the next few years we'll be changing the entire lineup. Next year, a new Range Rover, then more models. A very, very active next four years," says Kim McCullough, Land Rover's U.S. marketing chief.
Evoque is Land Rover's first new vehicle since the 2008 LR2 and will be the smallest, lightest, most fuel-efficient -- and arguably most stylish -- Land Rover model. It's aimed to begin drawing an entirely new crowd for Land Rover, which India's Tata bought, along with Jaguar. from Ford in 2008.
Evoque, not due in showrooms until September or October, i's off to a good start. More than 70,000 people have requested information on it and 85% are new to Land Rover, says McCullough.
Range Rover models are the flagships; models tagged LR, or Land Rover, are less premium and cheaper. The four-door Range Rover Evoque hatchback, the company calls it a five-door, will start at $43,995 with shipping. A two-door hatch, called a coupe, is $44,995. The least-costly Land Rover is the LR2, $36,550.
Evoque's success, or lack of it, may be a harbinger of the fate of the new-generation Land Rover lineup. Expect significant marketing for Evoque, and attractive lease deals, to get fast traction.
But Land Rover perennially lands near the bottom on third-party quality surveys and will have to overcome that, too, to broaden its appeal.
"We've looked at repair data for the last four or five years and it shows that quality has improved significantly across the board, though it still ranks below the industry average," says Jesse Toprak, analyst at researcher TrueCar.com, so Evoque needs to hit the market just-so. "With a brand-new model, starting from scratch, there's no room for error."
Toprak figures Land Rover, thus, has been extraordinarily careful with Evoque and predicts "far fewer" problems than has been typical.
Land Rover says the U.S. is its biggest market, but it remains a bit player here. Its 32,000 sales last year are about what Kia sells here in a month. New York City is its biggest single market in the U.S. — an irony for vehicles famous for their off-road capabilities.
Evoque will take a different direction, however:
Evoque plays to a genteel strength: It lacks the low-range crawler gear of other Rovers and emphasizes high style and high-tech features.
"It's meant for mainly urban driving," Toprak says. "That's the right direction" to keep Land Rover healthy.
The Evoque's smaller size isn't necessarily playing to "green" or downsizing trends, McCullough says.
Rather, a growing number of affluent young people are starting families and want a vehicle Evoque's size with the Range Rover panache. "It's practical," she says.
Still, the new Rover fits what automakers see as a big move to well-furnished, premium small vehicles.
"From everything we're seeing, the compact side of the utility market is growing over the next few years," she says.
Evoques for the U.S. market will have a 240-horsepower turbocharged four-cylinder gasoline engine and standard all-wheel drive Mileage ratings are 19 miles per gallon in the city, 28 mpg highway and 23 combined. That's roughly 30% better than the next-best model, the LR2.

Mazda kreiert Sondermodell des MX-5

Karai ist japanisch und bedeutet übersetzt scharf. Und es ist der Beiname für ein neues Sondermodell des Mazda MX-5 Roadster Coupé, das sich mit auffälligem Look entsprechend feurig anpreist.

Wesentliches Erkennungsmerkmal ist die in Matllic-Grün lackierte Karosserie mit dazu kontrastierendem schwarzem Klappdach. Alle übrigen normalerweise silberfarbenen Fahrzeugteile innen und außen sind ebenfalls konsequent in Schwarz gehalten: von der Frontgrill- und Nebelscheinwerfereinfassung über die 17-Zoll-Räder bis hin zum Armaturenträger, den Lenkradapplikationen sowie den Außenspiegeln.

Der Mazda MX-5 Karai basiert auf der höheren der beiden Ausstattungslinien namens "Sports-Line". Hier sind u.a. Bilstein-Sportfahrwerk, Klimaautomatik, Tempomat, Xenon-Scheinwerfer, Freisprechanlage und Bose-Soundsystem mit CD-Wechsler serienmäßig. Zusätzlich spendiert Mazda Recaro-Sportsitze in Leder/Alcantara, natürlich in schwarz und beheizbar.

Motorseitig steht wie in der Serie ausschließlich der Zweiliter-Benziner mit 160 PS Leistung und 188 Nm Drehmoment in Kombination mit manuellem 6-Gang-Getriebe zur Verfügung, der für 218 km/h gut ist und 7,8 Liter im Mittel verbraucht.

Die Sonderedition rollt Anfang August in den Handel, wird nur 165 Mal verkauft und kostet exakt 30.000 Euro, das sind 1.110 mehr als das Serienmodell. Den Preisvorteil beziffert Mazda auf 1.130 Euro - ein fiktiver Wert, weil außer den Sportsitzen (1.200 Euro) keine der Zugaben regulär bestellbar ist. Wer zuschlägt, erhält zu seinem kleinen Flitzer außerdem einen Chronographen von Sinn, dessen Ziffernblatt das grün-schwarze Farbdesign aufgreift.

BMW to offer six-cylinder 6 Series Coupe in America

As anticipated, BMW of North America will offer a six-cylinder version of the new 6 Series Coupe and most likely the 6 Series Convertible as well.
At the BMW press launch of the new 650i Convertible, BMW officials stated that a six-cylinder options for the 6 Series family is a normal step for the company, as seen with the 7 Series products, but a timeline was not provided at the moment.
The launch date for the new 6 Series Coupe was set for October 1 and according to Autoblog, a 640i Coupe model will be offered as well. The 640i Coupe uses the 3.0 liter N55 twin-scroll turbocharged engine which outputs 315 horsepower and 332 lb-ft of torque. The engine is mated to the 8-speed ZF transmission.

2010 BMW X1 Official Pictures

BMW’s new compact SUV, the X1 is finally revealed in full, but there is not much to get excited about because it looks exactly the same as the concept version shown before. that makes us wonder why BMW spent so much energy teasing this car in many different ways?!

Well, the answer is marketing! Every new car needs it but some of them just need it more! BMW X1 cannot rely on the way it looks to sell (it’s surprisingly ugly!), neither can it be proud of its great capabilities (it’s just a jacked up 1-series) so the company has to reflect on its reputed badge.

The car launches with a wide range of engines , mostly diesel, best of which develops 204 hp and will cost you around 34,000 euros. Whilst the most powerful petrol unit has 258 hp.

So 2010 BMW X1 is not very good value for the money. For ten grand less you can get a fully loaded Nissan Murano or Toyota RAV4, but again it’s all about the badge!

Electric cars to put charge in Bay area drivers?

The free charging station is at the AAA Auto Club office on Westshore Boulevard in Tampa. The station is part of a national network that officials hope will grow.
Tampa resident Rob Gross noticed the station while paying $3.73 a gallon to fill up his car at a nearby gas station.
"Hey if they can make the economics work where the cost of the car is affordable as well as the cost to recharge it, then it's great,'' Gross said.
Jessica Brady with AAA said more charging stations throughout the city will be opened in the future.
"These were installed as part of a grant from the Department of Energy,'' Brady said. "We're going to see about a hundred of them pop up in the Tampa area within the year. Some other locations include the St. Pete Times Forum, some local libraries, Hillsborough Community College.''
Meanwhile, Suncoast Electric Cars President Richard Nimphie is charged about the possibilities of electric cars. Nimphie said opening new statements eliminate a major obstacle in getting people to buy electric vehicles.
"Their number one concern is range anxiety,'' Nimphie said. "And even though we find that the average driver only drives 15-25 miles per day, the thought that there is a charging station available gives them that much more confidence that should they need it, they can do opportunistic charging."
Nimphie added this could be a major opportunity to change the way and what people drive.
Officials said other charging stations would be added in Temple Terrace and at Environmental Protection Commission offices. However, no timetable was issued for when those stations would open.

Audi Q3 vs Range Rover Evoque

 The Audi Q3 and Range Rover Evoque are two of the most eagerly awaited new models of 2011. Both are stylish and desirable, blending SUV looks with a sporty twist and compact dimensions.

To help you get to know both cars, we’ve put together a list of key facts for each – so you can quickly and easily compare one with the other.

You can also read our verdict on the Audi Q3 from our first drive (link). We’ve also had a sneak preview (link) of the Range Rover Evoque in action – and we'll publish a full first drive report on July 13.

The Audi Q3 vs the Range Rover Evoque
With these two big-hitters about to go into battle in UK showrooms, we've put them head-to-head right here. See how they compare.

2012 BMW M5 Touring Artistically Imagined

Now that we’ve seen what the new 2012 BMW M5 sports sedan looks like, it’s time for some talented hands to shape the Touring version that may or may not follow in the future as the Bavarian company has not yet revealed any plans for a high-performance station wagon model.
The renderings you see pictured below are the work of photoshop artist Wild Speed who combined the bodies of the F10 5-Series Touring and the new M5 sedan.
If it were to produced, the estate variant would be powered by the same 4.4-liter twin-turbocharged V8 engine with 560-horses found under the hood of the saloon model.

Mazda's Next Rotary May Use Frikkin' Laser Beams

To keep the rotary engine alive into the second decade of this millenium, Mazda is reportedly taking an appropriately futuristic tactic: replacing the spark plugs with laser beams. Just try to wrap your head around how cool that sounds.
According to a report by Autocar, in order to meet future European emission standards, Mazda needs to reduce the size of the hole in the combustion chamber where the spark plug sits, and one “absolutely possible” way to pull it off would be to use lasers to ignite the fuel/air mixture. Lasers could allow for a leaner fuel-air mixture, and also allow greater control over timing; size isn’t a problem anymore, either, as new technology allows high-powered lasers to be only 0.43 inches long and 0.35 inches wide.
Granted, we could see price being an issue (we imagine tiny lasers are probably pricier than spark plugs), but it sounds totally worth the added cost if it means a) keeping the rotary engine going, and b) Mazda drivers will be able to brag about having laser-powered combustion. It’s 2011; isn’t it time we had lasers under our hoods? [via Autocar]

BMW M3 CRT Photo Gallery

BMW revealed the production version of their lightweight M3 sedan just before the 24 Hours of Nürburgring last weekend. Dubbed the BMW M3 CRT (for Carbon Racing Technology), the new sedan uses carbon fiber reinforced plastic extensively in order to drop the car’s weight down to 100 pounds lighter than the regular M3 sedan. Combine that with a 450 horsepower 4.4 liter V8 pulled from the M3 GTS, and you have a BMW sedan with a power-to-weight ratio of 7.7 pounds/horsepower. Actually, you won’t have it if you live in the United States, since none of the 67 examples will make it over here. Damn it.
Press Release:
Intelligent Lightweight Design Paves the Way for Even Higher Performance. Introducing The Limited Production BMW M3 CRT.
24.06.2011
Carbon Racing Technology: BMW M GmbH factory produces a limited-edition high-performance sports car based on the BMW M3 Sedan – Innovative use of carbon-fiber reinforced plastic minimizes weight – Weight-to-power ratio: 3.5 kilograms per horsepower.
Munich/Nürburg, June 24th, 2011…BMW M GmbH used the M Night Event in the lead-up to the Nürburgring 24-hour race to unveil a spectacular new addition to its model range. The BMW M3 CRT (Carbon Racing Technology) embodies a concentrated blend of state-of-the-art development expertise – inspired directly by motorsport – in the areas of drive system, chassis technology and intelligent lightweight design. It also represents the worldwide debut of a new production process for carbon-fiber reinforced plastic (CFRP) components in the automotive industry. This process allows CFRP to be introduced widely in the construction of the high-performance BMW M3 Sedan-based sports car created by the BMW M GmbH factory. And that helps it achieve a weight-to-power ratio of 3.5 kilograms per horsepower (7.7 lbs/hp). A V8 engine with customary M high-revving characteristics and maximum output of 331 kW/450 hp accelerates the BMW M3 CRT from 0 to 100 km/h in just 4.4 seconds. The BMW M3 CRT will be produced by the BMW M GmbH factory in a limited run of 67 units. Due to the very limited worldwide volume, the BMW M3 CRT will not be homologated for sale in the USA.
Following in the tire tracks of the BMW M3 GTS – of which 135 examples were produced – this is the second small-series, high-performance M3 off-shoot to be bred for the race track but registered for the road. The exclusive character of the Sedan is emphasized by special lightweight design components manufactured as part of an innovative production process. The hood of the BMW M3 CRT and the bucket seats for the driver and front passenger are made from a cellular carbon honeycomb, which is produced in a globally unique process pioneered for the manufacture of body components for the BMW i3 and BMW i8 models.
Innovative manufacturing process for lightweight CFRP components.
These new models – due to enter volume production in 2013 and equipped with innovative electric and BMW ActiveHybrid drive system technology – will feature a body consisting entirely of CFRP in the passenger cell area. In a new development, the production process introduced for this purpose enables the cuttings left behind in the construction of the body to be reprocessed. The basic material (made up of carbon fiber thread) can now be woven into CFRP mats of any size before being impregnated with synthetic resin and hardened in a similar way to the material used in the body of the BMW i3 and BMW i8. For the BMW M3 CRT this allows the creation of a hood made from two CFRP moldings encasing an aramid honeycomb structure. This construction imbues the hood with the strength of a conventional steel equivalent, but at roughly a quarter of its weight. The weight saving over the aluminum hood of the standard BMW M3 Sedan is around 50 percent.
The material produced through this innovative manufacturing technology is also used for the car’s bucket seats. Here, the CFRP layers are wrapped around a recycled-paper honeycomb, with a carbon layer made using conventional production technology added to visible areas. CFRP is also used to make both the rear spoiler of the BMW M3 CRT and an air-channeling element integrated into its front fascia.
This innovative manufacturing process opens up considerable potential for increased use of CFRP in series-produced cars as a means of lowering weight. The BMW Group is leading the way in this area of automotive construction, while BMW M GmbH can call on extensive racing expertise when it comes to intelligent lightweight design. The BMW M3 CRT is the latest in a fine tradition of highly exclusive high-performance sports cars optimized with the help of lightweight design. This lineage stretches back to the BMW 3.0 CSL of the 1970s and reached another high point in 2002 with the BMW M3 CSL. BMW M GmbH also broke new ground with the use of CFRP in series-produced vehicles; like the BMW M6 produced up to 2010, the current BMW M3 Coupe comes as standard with a roof made from carbon-fiber reinforced plastic.
Significant weight reduction despite generous standard equipment.
The low-weight construction of the BMW M3 CRT is enhanced by sound-proofing configured specially for the new variant and a sports exhaust system with an extremely lightweight titanium muffler. Also unique to the CRT are the two individual rear seats, which take their cues from the lateral support-enhancing contours of the front seats.
Included in the standard specification of the BMW M3 CRT are the M double-clutch transmission with Drivelogic, Navigation system Professional, BMW Individual High End audio system, a light, exterior mirror and luggage area package, an alarm system and Park Distance Control with sensors at the front and rear of the car. Despite this extremely generous selection of standard kit, its DIN unladen weight of 1,580 kg (3485 lbs) undercuts that of the standard BMW M3 Sedan by around 45 kg (100 lbs). When you take into account the equipment on board the weight saving is more like 70 kg (154 lbs). Added to which, cleverly reducing the load at the front of the car raises the proportion of the car’s weight over the rear axle to 48.4 percent, which has an extremely positive effect on agility.
High-revving V8 engine with extra power; M DCT Drivelogic.
Under the CFRP hood of the BMW M3 CRT lies a variant of the V8 engine developed exclusively for the BMW M3 with further increased displacement, output and maximum torque. The high-revving unit provides the linear power delivery you expect from an M car and a highly responsive performance profile honed by the demands of the race track. Tuned for the BMW M3 GTS, the eight-cylinder engine develops 331 kW/450 hp from its 4,360 cc displacement. Maximum output is reached at 8,300 rpm, and the driver will find peak torque of 440 Newton meters (325 lbs-ft) on tap at 3,750 rpm. Helping to give the engine its intoxicating performance is wizardry derived directly from motorsport, including a bedplate crankcase construction in a special aluminum-silicon alloy, individual throttle butterflies, a knock control system with ion current technology and a dynamically-optimized wet sump oil supply.
Transferring the engine’s power to the rear wheels is the M double clutch transmission (DCT) with Drivelogic developed for the BMW M3. The seven-speed M DCT Drivelogic unit also works according to a principle developed in motorsport, allowing an uninterrupted flow of power through gear changes to deliver extremely dynamic acceleration. Its shift characteristics have been tuned specially for the engine powering the BMW M3 CRT. Shift paddles on the steering wheel allow the driver to change gear manually with optimum ergonomics. And a Launch Control function is on hand to generate maximum acceleration off the start line.
Special chassis construction with race-bred technology.
Expertise from race competition also makes its presence felt in the chassis technology of the BMW M3 CRT. The BMW M3 Sedan’s front and rear axle construction has been enhanced by a rigid rear axle subframe and coilover suspension whose dampers are individually adjustable in their compression and rebound. The 6 piston, fixed-caliper high-performance brakes of the BMW M3 CRT boast a low-weight compound construction. The vented brake discs measure 378 x 32 millimeters at the front axle and 380 x 28 millimeters at the rear. The new M3 variant also uses Stahlflex stainless steel brake lines and special brake pads.
The specially tuned DSC (Dynamic Stability Control) system – including ABS and M Dynamic Mode (MDM) – responds to both the greater dynamic potential of the BMW M3 CRT and its optimized axle load distribution. Meanwhile, the 245/35 R 19 front tires and 265/35 R 19 rears (fitted on 19-inch M light-alloy wheels in Y-spoke design) ensure the engine’s acceleration and braking power is transferred to the road with maximum impact. The electronic engine management of the BMW M3 CRT caps its top speed at 290 km/h (180 mph).
The exclusive Frozen Polar Silver metallic exterior paint shade in combination with Melbourne Red metallic applications and special treatment for the BMW kidney grille also help to set the BMW M3 CRT apart from the standard M3. Inside, the Sedan comes with likewise exclusive door sill strips, door panels and trim strips in aluminum grain structure. Completing the distinctive ambience inside the high-performance Sedan are the Alcantara-covered M steering wheel, which has an M Drive button allowing the driver to call up his preferred set-up instantly, and special Sakhir Orange and Black bi-color covers for the front and individual rear seats.

Honda CR-V compact SUV a top seller

The five-seat Honda CR-V sport utility vehicle is well-mannered and easy to drive, comfortable to get into and attractive without being flashy. Best of all, it keeps earning awards.
Three months ago, for example, the CR-V was named top crossover/compact SUV in dependability by J.D. Power and Associates. The dependability study surveyed recent owner-reported problems with 3-year-old vehicles.
The CR-V is a recommended buy of Consumer Reports magazine, where its predicted reliability is "better" than average.

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And, through the first five months of this year, the CR-V is the second best-selling SUV in the United States, with sales up 35 percent from the year-ago period and topping 95,400. Only the Ford Escape has more SUV sales this year.
For 2011, the CR-V formula remains the same and relatively simple. There's one engine -- a four cylinder -- and one transmission -- an automatic. There are just a handful of trim levels and few options because many features, including all safety items, are standard.
Buyers can't get a V-6 in the CR-V as they can in the Ford Escape. They can't get a third row of seats as they can in the Toyota RAV4. And they cannot find a 2011 CR-V with manual transmission.
Starting MSRP, including destination charge is $22,705 for the base, 2011 CR-V with two-wheel drive, 180-horsepower, four-cylinder engine and automatic transmission.
This base model includes standard remote entry, chrome-colored grille and window trim, heat-rejecting window glass, floor mats, a rear seat that folds down and out of the way in three pieces and other items that can be extras on other vehicles. The lowest-priced 2011 CR-V with four-wheel drive is $23,955.
In comparison, the base 2011 Chevrolet Equinox comes with 182-horsepower, four-cylinder engine, automatic transmission and two-wheel drive starts at $23,805. The lowest starting retail price for a 2011 Equinox with four-wheel drive is $25,555. The 2011 Toyota RAV4, starts at $23,285. A base RAV4 has two-wheel drive, 179-horsepower, four-cylinder engine, automatic transmission and two-wheel drive. A 2011 four-wheel drive RAV4 has an MSRP, including destination charge, of $24,685.
The CR-V has a typical sport utility shape and is styled without an overtly masculine look, though it doesn't look like a cute sport "ute," either.
Entering via one of the four passenger doors is not cumbersome, with passengers tending to set themselves on the seat cushions without having to climb up or lower themselves.
Rear-seat passengers get decent views out because rear seat cushions are up a bit, theater-style, from the front seats. Rear seats go fore and aft on tracks, too, and the rear floor is nicely flat.
The driver has a tilt and telescoping steering wheel plus seat controls to get comfortable, and the high ride height gives good views out over cars and through other SUVs' windows.
Steering had a mainstream feel in the test CR-V 4WD EX-L, and the turning circle of 37.8 feet made for comfortable U-turns.
The 2.4-liter, double overhead cam four cylinder engine has Honda's i-VTEC system for valve control to get the most performance and mileage out of the gasoline.
And on flat roads and in city traffic, the CR-V performed admirably. But on highway uphill climbs and when I suddenly floored the accelerator, I could hear the engine buzzing hard and the power came on steadily, not immediately. Torque peaks at 161 foot-pounds at 4,400 rpm, so it's not a forceful feel of thrust in the CR-V.
But the five-speed automatic shifted smoothly. Note there is no manumatic shift-for-yourself mechanism in the CR-V.
I got 21.6 miles per gallon in 65 percent city driving and 35 percent highway, with a range of some 320 miles on a single tank of regular. But this was less than the combined 23-mpg rating of the federal government for the 2011 CR-V, which includes 21 mpg in city driving and 27 mpg on the highway and a range of 350 miles.
And there are many other small-to-compact SUVs that have higher government ratings. As examples, the 2011 Equinox is rated at 22/32 mpg, while the 2011 RAV4 is rated at 22/28 mpg.
I liked the size of the CR-V, which maneuvered well into compact parking spots.
Road noise can be fatiguing. I heard every manhole cover that the 17-inch tires rode over. I didn't notice much wind noise, however.
Passengers and I felt many road bumps, too, mostly as mild to moderate vibrations. On potholed, uneven roads, the CR-V's firm suspension kept the vehicle buttoned down, but there was some side-to-side jostling of passengers in the seats as the vehicle's tires moved through the dips and bumps.
Controls were within easy reach inside the CR-V, and fit and finish inside and out on the test vehicle was excellent. The CR-V still has a retractable middle tray between the front seats, but the top-of-the-line EX-L comes with a more regular center console that still offers good room for purses.
Flat cargo space measures 35.7 cubic feet with the back seats in use and grows to 72.9 cubic feet with the rear seats moved out of the way. These are larger than the cargo space in the Ford Escape but less than the RAV4 with two rows of seats.
Both two- and four-wheel drive models of the 2011 CR-V are rated four out of five stars in overall crash testing by the federal government after earning four out of five stars in frontal and side crash protection. This is better than the three out of five stars in overall crash testing that the 2011 Toyota RAV4 received.

Copyright 2011 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.

2012 BMW M5 vs. E60 M5

Earlier today, BMW took the wraps off the new M5 sedan. The super sporty premium sedan sits at the top of 5 Series lineup and brings several new innovations and a revised engine.
The F10 BMW M5 builds atop the safer and more stylish design of the new 5 Series. The design language is easier on the eye than the previous E60 generation and the M5 enhances its aggressiveness to the M-specific levels.
The F10 M5 delivers what one expects from an M car: aggressiveness, sportiness and elegance. The front spoiler takes the M5 a step further than the 5 Series models with the popular M-package, three large air intakes, blacked out grille and discreet rear spoiler located on the boot lid serves to optimize the car’s aerodynamics.

2012 BMW M5 will output 560 horsepower at 6,000 rpm and 501 lb-ft of torque (680 Nm) at 1,500 rpm. The new F10 M5 will run to 62 mph (100 km/h) in 4.4 seconds. To reach 124 mph (200 km/h), the new M5 needs about 13 seconds.
Same as the old E60 M5, the M-Drivers-Package brings the top speed to 190 mph (305km/h).
The engine is mated to a 7-speed M Double Clutch Transmission Drivelogic. A manual option is offered for US customers.
E60 M5 was built on the controversial 5 Series designed by late BMW designer Davide Arcangeli, under the direction of ex-BMW Chief Designer, Chris Bangle. The bodystyle was controversial due to its unusual proportions. The eyebrow of the front headlights was also frowned upon by car magazines for taking away the aggressive look of its predecessors.

The E60 M5 was introduced in 2005, same as the new one, in a concept form first. It was the world’s first production sedan to feature a V10 petrol engine. The 4,999 cc V10 S85 engine was redlining at 8250 rpm, and developing a peak output of 500 horsepower and 520 Nm (380 lb-ft) of torque. The BMW M5, along with the E63/64 BMW M6, were designed to use the new Getrag SMG III single-clutch seven speed semi-automatic transmission. BMW announced in October 2006 that a 6-speed conventional manual transmission would be available in North America, this became the base transmission in these markets while SMG III is an option.
From 2002 until 2010, unofficial reports state that around 19,500 M5 sedans were built at the Dingolfing plant in Germany.
As always, BMWBLOG gives you a photo comparison of the old and new models.

Road Test: Audi RS 3 Sportback

There is a question as to why Audi has bothered to let the media loose in its latest member of the RS performance line, this time applied to the familiar A3 hatchback. The initial RS 3 production run calls for only 500 cars, of which just 50 are coming to the UK, and all have long been sold.

The reason is simple – the RS 3 is a potent symbol of Audi progress. As the brand’s UK director Jeremy Hicks says, where once Audi could only afford to have one RS model in its range, now it is relaxed about offering three – and the RS 3 sits confidently alongside its RS 5 and TT RS siblings. This is a car that shows where Audi is confidently heading.

It’s also a car pitched as a spiritual successor to the original Audi quattro of the 1980s, both in its creation by quattro GMBH and the installation of a five-cylinder turbo petrol engine. Even the press launch was staged on the same Austrian mountain roads where the first quattro was presented to Audi’s board in 1978.

This is the first Audi compact car to wear the RS badge, and is significantly different to the stock A3. At its heart is the turbocharged five cylinder direct-injected TFSi petrol engine first seen in the TT RS.

It offers 335bhp and 332lbft of torque, which makes this car quick – very quick. Five seconds in it will be well past 60mph and going on to make use of that badge all proper performance cars wear – an electronic governor, keeping it from exceeding 155mph.

Yet it will also return 31mpg, which in a car of this potency is impressive. Several elements combine to make this possible – a trick oil pump that delivers fluid only when required, energy regeneration under deceleration but notably weight-saving measures.

It’a all about special alloys and beyond – the engine block is made of a vermicular graphite, while the front wings are moulded from carbon fibre-reinforced polymer (CFRP). Audi is fast gaining a reputation for its lightweight technology, which definitely was a factor in its latest – and tenth – Le Mans 24-hour win within days of the RS 3 launch.

The engine is matched to a seven-speed S tronic double clutch transmission while of course quattro all-wheel-drive is standard. The chassis plays a vital part too – the car sits 25mm lower than a stock A3, while its 19-inch wheels are placed wider apart than those of the A3. It has a very direct steering rack while stopping is taken care of by big vented brakes.

All of which adds up to a seriouly potent machine, but what perhaps is less obvious is the smoothness of everything. Little on the road can come close to this car in terms of performance – overtaking slower traffic for example is an almost criminally easy process completed in moments, but everything happens in such a silky, seemingly unhurried manner that belies the grunt this car has.

Quite simply, it’s a performance car you can very much live with every day. Okay it looks special with its big alloy wheels, its flared arches and sill extensions, the roof spoiler, twin elliptical exhausts and its discreet RS badges, but it doesn’t look outrageous.

Naturally if you ar eone of the lucky 50 prospective RS 3 owners you get a nice selection of toys thrown in, the electronic climate control, DVD-based sat nav, parking sensors and the like. But what you get most is a feeling of supreme quality alongside supreme performance.

The RS 3 is a sutaible standard-bearer of the quattro heritage – it’s just a pity that so few of us will get to experience it. Will there be a second production run? It’s by no means certain apparently…

Key specification:

Model Tested: Audi RS 3 Sportback

On Sale: July

Price: £39,930

Engine: 2480cc 5-cyl turbo petrol

Power (bhp): 335

Torque (lb/ft): 332

0-62mph (sec): 4.6

Top speed (mph): 155 (electronically limited)

Fuel economy (combined, mpg): 31.0

CO2 emissions (g/km): 212

Key rivals: BMW 1 Series M coupe, Mercedes C63 AMG

Test date: June 2011

Project Kahn Tweak the Audi A5 Convertible

The latest car that got the attention of the British tuning specialists at Project Kahn is the Audi A5 Convertible, after the coupe received the treatment earlier this year. However, unlike its fixed-roof sibling, the convertible has received an enhancement package that targets only the styling aspect of the car.

Visually, the Audi A5 convertible sports an GT aerodynamic styling package, consisting of a front and rear vented bumpers in an R8 look with mesh inserts, rear spoiler and a stainless steel sports quad exhaust system.

The roof of the car is made from a fabric that offers superior sound and weather proofing, without however compromising space.

Providing the visual and physical connection to the road are the 21-inch RSX matt black lightweight wheels wrapped in performance tires. The handling has also been improved thanks to a lowered suspension.

The tuners at Project Kahn have also paid attention to the vehicle’s interior that comes complete with quilted leather interior in perforated nappa. In addition, billet steel door mirrors, front and lower bumper lip in billet steel finish, rear bumper diffuser surround in billet steel finish, heated and electric front seats, auto dimming rear view mirror, Kahn aluminum pedals and dials, red calipers, cruise control, Audi parking system, and privacy tinted glass, have also been added.

2012 Fiat 500C: Spiffy top makes a truly smart car

Surprisingly few people noticed the flock of Fiat 500 Cabriolets buzzing through Manhattan's SoHo district during the car's media introduction this month. Blame it on the car-averse, seen-it-all nature of most New Yorkers. But take the cute 500 to any other American town and it'll stick out like a fire hydrant in the middle of the Antarctic. It's way out of its element, but you might end up wanting one.


Fiat thinks the 500 can lure a new generation of singles and young couples who lapped up Volkswagen New Beetles and Mini Coopers. After a 27-year absence, Fiat has barely carved a name here — the first of four Massachusetts dealers opened in March — but this stubby car has a good chance. While mammoth crossovers and SUVs pack our roads, Americans have always found a soft spot for European hatchbacks with mildly zany personalities, no matter the price of gas.

And before anyone gets smart on me, know that Fiat isn't repeating the American failure of the ForTwo microcar. Despite being less than 12 feet long and as wide as my arm span, the 500 sports another cylinder, two more seatbelts, and the actual semblance of an automobile.

Click photo for larger version.

The 500 Cabriolet is identical to the new hardtop, save for a spiffy, folding curtain that slides along the side rails like the original 1957 "Cinquecento." This design keeps the pillars and roof structure intact so the body doesn't flex and rattle. With the top back and the windows lowered, the Fiat looks like a slim handbag with big grab handles. So it's a safe idea not to bring the 500C within 500 feet of Fenway Park, or else you'll find a bunch of drunks pitching it off the curb.

The electric top has preset stop points; two easy buttons above the rear view mirror let the driver open the roof as much or as little as desired. Where Porsche Boxster drivers panic and pull over for dark clouds, Fiat owners can seal the roof in seconds at up to 60 mph. Through the foggy, rain-soaked Taconic Parkway north of the city — and the patchy, unpredictable storms hitting the Northeast all May — this proved to be an incredible advantage no other convertible can match.

Click photo for larger version.

A folding deflector screen on the edge of the windshield — like the fancy metal flap on the Mercedes E Cabriolet — minimizes buffeting at higher speeds, and the thick, lined fabric quiets the interior without exposing any of the top's bars and hinges. The only hard time you'll have is seeing out back with the roof fully retracted, since the glass rear window has to fold accordion-style behind the seats.

That Fiat has nearly perfected this power top speaks volumes about the car's value for its $20,000 base price. Bluetooth, rear parking sensors, trip computer, power windows, heated mirrors, and locks come standard. My Pop trim was fitted with 15-inch alloy wheels, red checkered body graphics, and a Bose audio system with satellite radio for $22,149 with destination. Sure, it's a big price for a small car, but if that's your game, I've got an ugly Nissan Versa hatch with your name on it.

While one of the lightest new vehicles on sale, the 500 packs the weight where it counts. Pillars are thick and doors slam with a reassuring "thump." A driver's knee airbag, as well as side curtain airbags, come standard. All the switchgear — and the five-speed manual shifter — feels substantial. Unfortunately, the fuel-efficient manual (rated at 30 mpg city, 38 mpg highway) isn't available on the more expensive Lounge trim, which comes with a six-speed automatic and a draining 27/32 EPA rating.

Click photo for larger version.

The two-tone seats, with their circular headrests, are less fun to sit in than to look at. Even with a height adjustment for the driver, the seating position is too tall, and there is little side bolstering and no lumbar support. Hard plastics and the placement of window switches on the dash mar the attractive interior, and while some drivers may get confused with the concentric gauges (the tach is placed within the speedometer), it's a far more livable style than the Mini's Salvador Dali-inspired cockpit.

But the 500 is also unlike the Mini where it really counts: performance. There's only 101 horsepower and 98 lb.-ft. under the Fiat's belt, and while this is acceptable around the city, it's a gear-changing prayer on the highway and on winding back roads. Any incline, no matter how slight, strains this 1.4-liter motor, so quite often it's best to run in fourth gear and forget fuel economy. The skinny tires and slow steering don't match the Fiat's dart-like profile, either. A sportier Abarth version with about 170 horsepower is due next year. But all the 500 needs to feel safer on faster roads is about 30 more ponies.

Look for the 500 Cabriolet — and more Fiat dealers — to arrive in June.

Audi R8 GT Spyder Unleashed

Last May, Audi unveiled what became the fastest Audi ever, the R8 GT. With power increased up to 552 hp and around 220 pounds dropped, the amazing sports car managed to do the 0 to 60 mph sprint in 3.6 seconds and reached a top speed of 199 mph.
A year later, the German company unveiled the convertible version of this car, the Audi R8 GT Spyder, a car that takes open-top driving to another level. The high-performance cabriolet is powered by Audi’s 5.2-liter V-10 FSI engine which, mated to a six-speed R tronic transmission delivers 560 hp (412 kW) and peak torque of 540 Nm, enough to take the car from stand to 62 mph in 3.8 seconds and up to a top speed of 197 mph.
Of course, the power output increase would not be good enough for the extra performance, so the German engineers managed to make the model 188 lb lighter than the R8 Spyder 5.2 FSI quattro. Ultra-light magnesium was used for the engine frame, while CFRP (carbon fiber-reinforced polymer) was used for the soft top’s cover and the side panels.
Compared to the other convertible R8, the GT version features several styling elements to differentiate it, such as the front splitter with a dual flip, red GT badges, dark LED tail lights and several parts painted in contrasting titanium gray paint. The soft top brings nothing new, which means it opens or closes in 19 seconds at speeds of up to 31 mph.
While efforts were made to keep the chassis’ weight down, almost nothing was touched at the interior, the Audi R8 GT Spyder featuring all the goodies the German carmaker has to offer: Fine Nappa leather, premium Bang & Olufsen sound system, automatic air conditioning or navigation. And of course, for the more picky customers there are also some even more exclusive options, like carbon-fiber chassis bucket seats or CFRP inserts.
The German manufacturer announced that the Audi R8 GT Spyder will be produced at the company’s Neckarsulm plant, with only 333 units scheduled to be sold at a starting price of a little more than 200,000 Euros (around $300,000).

2011 Range Rover Sport: A Commanding View From the Inside

Today we'll climb aboard the new 2011 Range Rover Sport and look at all the luxury interior features.
Make no mistake, the Range Rover Sport Supercharged is aimed at well-heeled urbanites. It is designed for those who want a vehicle that has the ability to get them to their destination safely through the worst weather and do it while traveling in luxury. It will take the family from Denver to Aspen in the dead of winter and get them there comfortably and safely.
On the inside, the dashboard, instrument panel, seats and door panels were all redesigned and upgraded in 2010. Most of the switches on the old model have been transferred to the 5-inch touch screen interface so there are fewer switches overall and the center stack is cleaner and easy to read and use.
The interior is what you would expect from the British carmaker, beautifully crafted with excellent fit and finish. Quality materials wrap every surface, including the fine leather on all the seats. The Anigre wood trim looks like something out of a British state room. Seats are heated both front and back as is the front windshield, outside mirrors, and windshield washer nozzles. All make for a quick thaw after spending a day on the slopes. The one thing missing is a heated steering wheel.

On the way home, the driver and passengers are greeted with a commanding view of the scenery and the road. It may be one of the best features on the Range Rover Sport. Rear passengers feel like they are riding in a luxury coach with elevated stadium-style seating. The view gives the driver a sense of having complete control over any driving situation that could arise.
Its a little surprising that the Range Rover Sport doesn't come with cooled seats and a power liftgate in the back. Although there is a center console cooled box to keep drinks cold on a long trip. It can be a bit of a stretch and a tug to get the liftgate down. The rear hatch window does open separately though allowing smaller items to be loaded into the rear without lifting the whole tailgate.
Rear seat passengers get plenty of leg room with easy ingress and egress thanks to the four corner electronic air suspension. The slab-sided body offers extra cargo space behind the second row but for a vehicle that leads its class on several counts, the Range Rover Sport rates only average in cargo capacity with 71 cubic feet. Its sloping rear window can also hamper the loading of bulky items into the rear.
Overall the 2011 Range Rover Sport is a veritable house of luxury, and offers about as much pampered refinement as you will find in any luxury SUV. It is truly an exceedingly comfortable place to while away the miles.
Tomorrow we'll come back and take a look at all the options and features on the Range Rover Sport.

2011 Volvo S60 T6: Quick Drive

Life behind the wheel of a 2011 Volvo S60 T6 is good, so good in fact it's hard to find any major issues with it.  Recently, Volvo was kind enough to toss me the key fob to their latest mid-sized offering for a week and let me put it though the paces of typical everyday life.  From rush hour commutes and quick sprints for Chinese take-out, to a three hour countryside drive; the S60 passed each test with high marks.  My initial expectation was a predictable blend of comfort and safety, but to my surprise Volvo has added an extra dash of performance.
The graceful contoured lines of the current generation S60 continues the design progression past the trademarked boxy profile of Volvos past.  Though an inch longer than the previous model, the latest S60 appears more compact giving the impression of a more manageable sized car in tighter situations.  A distinct forward pitch in the car's profile gives the S60 a slightly aggressive stance, however the car feels very level, well balanced and exhibits minimal body roll. Volvo succeeds in delivering a sporty ride without sacrificing comfort, a character trait most likely attributed to the Dynamic chassis setup which comes standard.


Interior detail of the four door coupe doesn't disappoint, another example of the exceptional build quality we've come to expect from the Swedish car maker.  The combination of high grade materials and precise construction convey a comfortable and refined feel.  Seating appointments are well trimmed in exotic grained leather and make time sitting in traffic much more bearable - dare I say enjoyable.  The front driver and passenger seats are equipped with Volvo's trademarked Whiplash Protection System and include three levels of heated comfort for colder months.  Communication, entertainment and navigation interfaces are all displayed on well-placed dash mounted LCD screen located at the top of the center stack.  I found the dual view feature backup camera very useful when backing into tighter than normal parking spots.  Thoughtful controls for clever features, like the retractable rear passenger headrests, are all kept within a short reach.  Overall, the S60 is a very driver friendly car with intuitive controls and multiple modes of feedback.



Under the hood, the transverse-mounted turbocharged 3.0 liter mill provides a healthy amount of power.  As tested, the S60 tipped the scales at just over 3800 pounds but with 300 hp and a relatively short 109-inch wheelbase, the stout little four door squirts through traffic with ease.  Power delivery is crisp and steering feedback is sharp and free from any noticeable torque steer, a perfect pairing in a very predictable and capable all-wheel drive chassis.  The turbocharged in-line six pushes the car from a dead stop to 60 mph in brief five and a half seconds and tops triple digit speeds in a just over thirteen. Performance numbers like these not only puts the S60 T6 on par with comparable BMW, Audi, and Mercedes models, but also serves as a shot over the bow of the German automakers, illustrating how the 2011 Volvo brings more to the game than just safety.


My Vibrant Copper Metallic test mule was equipped with every safety option possible including Collision Warning, Lane Departure Warning and Pedestrian Detection.  Continuing with their track record of ground breaking innovations, Volvo's Pedestrian Detection is a feature that combines a radar sensor and windshield mounted camera to detect foot traffic in the vehicle's path.  An audible alarm paired with a flashing red heads up indicator alerts the driver of a possible pedestrian collision.  If the driver doesn't respond, the Full Auto Brake feature kicks in applying the brakes with full force.  Although I wasn't able to find any volunteers to test the detection system, I trust it works as well as countless other revolutionary safety devices born from Volvo test labs.

Volvo S60 T5 R-Design

Volvo war in den letzten Jahren ein wenig auf Imagesuche. Lange Zeit nannte selbst jedes Kind „Volvo“, wenn es um die sicherste Automarke ging.

Durch das Gleichziehen der Konkurrenz – untermauert noch durch den Euro-NCAP-Crashtest - musste Volvo sein Image um andere Qualitäten erweitern.

Dies gelang mit der Hinwendung zu dynamischeren Formen plus einem sportlichen Touch in Sachen Motoren und Fahrwerke. Aktuellstes und wohl auch gelungenstes Beispiel: Der smarte Mittelklassler S60 samt seinem Kombi-Derivat V60.

Nun setzt Volvo mit dem „R-Design“ noch eins drauf, gewissermaßen ein „rollendes R“ (Volvo heißt ja: „Ich rolle“). Die Sport-Variante basiert dabei auf dem „Kinetic“, also der ersten der drei gehobenen Ausstattungsstufen – darüber folgen noch „Momentum“ und „Summum“.

Markante R-Designmerkmale

Außen erkennt man das „R-Design“ an der tiefergezogenen Front- und Heckschürze, einer Heckspoilerlippe, Außenspiegeln in mattem Chromdesign und einem Doppel-Auspuffrohr. Ebenfalls Erkennungsmerkmale: Der mit Klavierlack überzogene Kühlergrill und die 18-Zoll-Leichtmetallfelgen mit jeweils fünf Speichen.

Innen findet man Sportsitze sowie zweifarbige Leder- und Textilpolster mit Kontrastnähten. Lenkrad, Schalthebel, Pedale und Fußmatten besitzen ihr eigenes „R-Design“, die Instrumente sind blau unterlegt.

Zum Optik-Pep gibt es auch handfeste Ware: Etwa ein um 15 Millimeter tiefergelegtes Sportfahrwerk mit um 15 Prozent strafferen Federn, adaptierte Stoßdämpfer, dickere Stabilisatoren sowie eine direktere Lenkung.

Bei allen S60-Modellen serienmäßig: ESP, „City Safety System“ (leitet, wenn der Fahrer nicht aufpasst, bei Geschwindigkeiten bis 30 km/h eine Notbremsung ein), sämtliche E-Helfer und sechs Airbags.

Nach wie vor voll da in Sachen Sicherheit

Ganz wollte man die Sicherheits-Tradition somit nicht abschütteln, gegen Aufpreis gibt es dazu noch fast alle derzeit am Markt befindlichen Assistenzsysteme – vom aktiven Abstandsregelsystem über Spurhalte- und „Toter-Winkel“-Assistent bis hin zu Fußgänger-Kollisions- und Müdigkeitswarner.

Standardmäßig kommt der S60 „R-Design“ in einem schön knalligen Rot daher, er kann jedoch auch in sieben weiteren Farben bestellt werden. Sämtliche Motorvarianten stehen zur Auswahl. Sprich: Benziner zwischen 150 und 304 PS sowie Dieselmotoren von 115 bis 215 PS.

Wir wählten mit dem 240 PS starken S60 T5 (entgegen dem Namen kein Fünf-, sondern ein Vierzylinder) nicht gerade die goldene Mitte, aber ein Aggregat, das dem sportlichen Design voll gerecht wird.