Nazman Auto

2010 Ford Mustang 3.7-Liter V6

zulazrin — Fri, 12 Feb 2010 20:17:45 +0000

It would be reasonable to expect that Ford might pass over the Mustang and instead devote more attention to its other models since it’s fresh off a comprehensive revamp for the 2010 model year. However, that’s not what is shaping up in the House That Henry Built.

For 2011, the Blue Oval is introducing a new 3.7-liter V6 Mustang that should give it the firepower and refinement needed to take on Chevrolet’s six-cylinder Camaro and Hyundai’s upstart Genesis Coupe. But it isn’t just the spanking all-aluminum powerplant and its 305 horsepower and 280 foot-pounds of torque that’s making the scene for the forthcoming model year. In addition to the Cleveland-sourced mill, there are a pair of fresh gearboxes, a new V6 performance package, and a host of nip/tucks to the interior and elsewhere.

Now, we could grouse on behalf of 2010 Mustang owners everywhere that these upgrades weren’t part of last year’s mid-life updo, but instead, we’ll just be happy that these advancements are arriving at all.

Despite being smaller than the outgoing 4.0-liter V6, the dual-overhead cam 3.7-liter’s horsepower and torque ratings represent massive improvements over the 2010 model (305 HP dismisses 210 HP and 280 lb-ft. plays 240 torques). In fact, that’s more horsepower than the 4.6-liter V8 Mustang made just a few years ago. While the 305-horse figure only allows the Mustang to pip the crosstown Camaro by a single all-important stallion in the pony car bragging wars, Ford says the powertrain will be good for 30 miles-per-gallon on the highway when paired with its new six-speed automatic, also one notch better than the Chevy.

That impressive fuel economy figure isn’t just the result of the new engine — a suite of new pieces have been developed in order to maximize performance, including a revised air intake, a pair of new six-speed transmissions (both automatic and manual), electric power steering, and even some aerodynamic tidying, including a revised front fascia, deeper front air dam, rear-wheel tire spats, different underbody shields, and a new rear decklid seal.

The 2010 Mustang Heart Transplant

Despite those incremental improvements, the centerpiece of the 2011 Mustang is obviously the 24-valve Duratec V6, and it includes Twin Independent Variable Camshaft Timing (Ti-VCT) and polished buckets and roller finger followers in the direct-acting mechanical bucket valvetrain, among other features. Ford officials promise that V6 buyers won’t miss the roar of the V8’s extra cylinders thanks to a retuned air intake and throaty standard dual exhaust. At the sneak-peek event for this new Mustang motor, Autoblog had the chance to hear the new engine fire up and rev — and it indeed sounds sporty and purposeful. To be fair, however, we only heard the powertrain briefly in an enclosed space (a large development garage on Ford’s Dearborn campus), so we’ll have to wait until it’s out in the open and we’re behind the wheel to really get a feel for the 3.7’s aural character. Other noteworthy features of the drivetrain include a deep-sump aluminum oil pan that enables less-frequent 10,000-mile oil change intervals and a 7,000-RPM redline.

On the transmission front, Ford has fitted a new six-speed 6R60 automatic with hill-start assist that allows for the 30 MPG highway bogey, as well as 19 MPG in the urban cycle (a 25 percent improvement over the 2010’s 16 mpg city / 24 mpg highway figures). Prefer to shift for yourself? Expect fuel economy to suffer an iota for your enjoyment, with numbers for the six-speed manual falling to 18/29 (2010 MY: 18/26).

Naturally, with an all-new powertrain and its differing weight properties, Ford’s engineers also had to turn their attention to the suspension. To that end, the 2011 V6 gets new damper and spring rates, a different rear lower control arm, and stiffer stabilizer bar bushings.

A More Electrifying Steer on 2010 Mustang?

We always get a bit nervous when vehicles move to electronic power steering. Such systems may improve performance by lowering parasitic drag on the engine, but they rarely do any favors for steering feel. Ford assures us that they’ve worked hard to build a robust “feedback loop” into the system, but again, we’ll have to wait and see for ourselves. In the meantime, we’ll remain curious about how effective Ford’s so-called Pull-Drift Compensation system is at accounting for road crowns and crosswinds, not to mention the amusingly named Active Nibble Control, which apparently helps to exorcise high-speed vibrations caused by wheel balance issues and warped brake rotors. And about those brakes — they’re bigger. 11.5-inches in front and 11.8-inchers out back have been borrowed from the GT’s parts bin, and there’s also a standard limited-slip differential to help get the V6 model’s newfound power to the ground.

New 2010 Mustang – The Performance Model

What V6 Mustang are we most eager to drive? The new Performance Package model, which is scheduled to go on sale next August, as it promises to provide increased grip and go. For starters, the Perf Pack borrows the uprated front struts and rear shocks/springs from the V8 GT model, along with its thicker front and rear anti-roll bars and the rear lower control arms from the Shelby GT500. Also included is a 3.31 axle ratio for better acceleration, model-specific 19-inch alloys wrapped in Pirelli summer rubber, more lenient stability control programming with a dedicated sport mode, as well as a strut tower brace and the usual assortment of badges.

How will street spotters identify the new V6 Mustang? If the dual exhaust isn’t enough of a tip-off, you’ll probably have to check the glass. For 2011, all Mustangs get nifty integrated blind-spot mirrors — and if you peek inside the driver’s side window, you might catch a glimpse of the new-look instrument cluster which features a 160 MPH speedo and an 8,000-RPM tach.

How Much — and What’s Next?

Ford has yet to release any performance estimates or pricing, but despite the big jump in power and content, we don’t expect pricing to increase dramatically. Given that the augmented V6 nearly shades the current 4.6-liter V8’s horsepower figure (and the fact that the latter engine is comprehensively outgunned by the Camaro SS’ 6.2-liter engine’s 426 hp and 420 pound-feet of torque, it’s no surprise that a new V8 engine is rumored, and we fully expect to see it before this domestic auto show season is out.

The takeaway from all of this? For those who thought that the rekindled pony car wars reached a fever pitch this year with the advent of the refreshed Mustang, long-awaited Camaro and still-warm Dodge Challenger, well … we ain’t seen nothin’ yet.

Vauxhall Astra VXR

zulazrin — Sat, 23 Jan 2010 14:17:30 +0000

Our verdict

The Vauxhall Astra VXR is one of the maddest hot hatches. Driving it is a bit of a scrap, but one you’ll enjoy.

Comfort

Buckety semi-race seats clamp you in place, which is just what’s needed for the centrifuging of corners and the pummelling of the hard springs. Driving the VXR gently doesn’t bring much relief, either.

Performance

The 2.0 turbo makes a drastic 240bhp. In the lower gears it tends to get neutered by the traction control or spun away in a haze of tyre smoke, but point the steering straight in third and floor it and the results are spectacular. On a wide road this is a brilliant overtaker. You don’t really need six speeds in the gearbox, but they’re there anyway.

Cool

It’s a bit of a blue-collar hero this car, and has a BTCC record to envy. But that’s not the same as being cool.

Quality

The general feeling of well-being as you settle into an Astra cabin is about class standard. But the basic structure of the car feels better than that: solid and Germanic. VXR logos are plastered in so many places you’ll think you’ve got spots before your eyes.

Handling

The VXR clings on like mad and eats smooth corners for breakfast, dinner and tea. But if you’re trying to get the huge torque onto a bumpy or cambered road, hold the wheel tightly because this thing has a mind of its own.

Practicality

The three-door shell is shaped for looks, so boot access is more restricted, and the rear feels confined because of the small windows and the huge front seats.

Running costs

You’ll be chewing through a lot of tyres, but otherwise it’s a Vauxhall. Easy servicing, but not the depreciation-proof asset that the Golf GTI is.

Audi S3 Sportback

zulazrin — Sat, 16 Jan 2010 02:16:12 +0000

Momentum is also available at the dynamic pinnacle of the A3 family: The S3 is joined by the Audi S3 Sportback. It has the same immensely powerful engine under its hood: The 2.0 TFSI has an output of 195 kW (265 hp); its maximum torque of 350 Nm (258.15 lb-ft) is constantly available from 2,500 to 5,000 rpm. The turbocharged direct injection engine catapults the Audi S3 Sportback into the exclusive class of compact, fast sports cars.

In comparison with the A3, the two-liter engine in the S3 has been intensively further developed. The turbo, with its upsized turbine and compressor turbine wheel, builds up a relative charge pressure of up to 1.2 bar. A reengineered charge air cooler significantly lowers the temperature of the compressed air and thereby increases the air mass required for combustion.

Pistons with reinforced pins operate within this, the most powerful TFSI engine; reinforced, newly mounted connecting rods transmit the forces onto the crankshaft. The cylinder block has been stiffened, with its head being cast from a new, high-temperature alloy. The exhaust camshaft timing has been adapted to the increased output, whilst the high-pressure injectors have been provided with increased cross-sections. With all of its concentrated technology, the highperformance, turbocharged engine weighs just 152 kg (335.10 lb), less than comparable engines from direct competitors.

5.8 seconds from 0 to 100 km/h: Concentrated dynamics

The Audi S3 Sportback implements its dynamic potential in full. The sprint to 100 km/h (62.14 mph) takes just 5.8 seconds, with propulsion only being ended at 250 km/h (155.34 mph) by the electronic limiter. However, the high-tech four-cylinder consumes an average of only 8.5 liters of fuel per 100 km (27.67 mpg) – further proof of Audi’s successful efficiency strategy.

Like the S3, the Audi S3 Sportback is also a consistent driving machine. The six-speed manual transmission, which is also characterized by its high efficiency, is closely spaced with reduced shift travel.

It conducts the high-performance engine’s output to its quattro powertrain, which is fitted as standard in all of Audi’s S models. An electronically controlled, hydraulic multi-plate clutch, which is located in the rear end for better weight balance, distributes the torque as required, ensuring uncompromising grip and maximum driving safety. All of the powertrain’s components have been reinforced.

The A3’s already excellent chassis has been further refined in the Audi S3 Sportback. Aluminum swivel bearings and wishbones reduce the unsprung masses to attain even greater dynamics. Stiffer chassis bearings and the electromechanical steering’s sportier characteristic curve increase precision.

Alloy wheels with a diameter of 18 inches and 225/40 tires lead to high adhesion onto the road surface. A 17-inch brake system with sports brake pads ensures reliable deceleration; the black calipers at the front bear S3 emblems. The Audi S3 Sportback responds to all requirements with the lightning-fast, intuitive reflexes of an athlete. It reacts spontaneously to steering movements and remains stable, precise and almost entirely neutral at the handling limits.

Even sharper: The S3’s appearance

The new Audi S3 Sportback and the three-door S3 also appear even sharper. These two dynamic high-flyers can be recognized at first glance thanks to a range of sharp lines – on the roof spoiler and the side sills, for example.

The radiator grille is fitted with chrome-plated, vertical double bars, the bumper with a powerful spoiler lip. Chrome rings border the fog lamps. A platinum gray diffuser and two large, oval exhaust tailpipes sharpen up the rear end. Eleven paint finishes are available, including the S-specific colors Solar Orange, Imola Yellow and Sprint Blue, pearl effect.

Interior

In the interior, sports seats with cloth and leather covers welcome the driver and the passenger. In the Audi exclusive range from quattro GmbH, racing fans will find bucket seats (folding in the 3-door S3) and a leather-covered sports steering wheel with flattened rim at the bottom. Inlays in piano finish black, a black or silver roof lining plus aluminum pedals and door sill strips lend further highlights to the impression of noble sportiness. Seven color and cloth variants and three inlay variants are available. A deluxe automatic air conditioning system, an antitheft alarm system and xenon plus headlamps round off the lavish standard equipment.

Suzuki Swift Hybrid Plug-in Concept Car

zulazrin — Sat, 09 Jan 2010 04:51:55 +0000

The Suzuki Swift is a competent subcompact that the Japanese marque sells both in Japan and Europe. In Europe, the little Suzuki Swift hatchback is available with a solid 1.3-liter diesel dubbed DDIS. To make things even cleaner, Suzuki has announced that it will introduce a plug-in series hybrid version of the Swift at the upcoming Tokyo Motor Show, and the powertrain reminds us of nothing less than a smaller Chevrolet Volt.

The model, which is just a concept at this point, uses a 660 cc engine, probably sourced from a kei car. The engine charges the lithium-ion batteries, which are placed between the front seats – we suspect they extend into the middle of the rear seat as well. The batteries power a 54 kW motor that moves the front wheels.

suzuki swift concept car

Toyota Isis Platana 7-seater MPV Review

zulazrin — Tue, 05 Jan 2010 05:27:58 +0000

The Toyota Isis is a seven-seat large MPV manufactured by Kanto Auto Works under contract for Japanese automaker Toyota. It is sold only in Japan and was launched in September 2004. It features sliding doors and is available with either front or four-wheel drive and straight-4 1.8 and 2.0-litre gasoline engines. The Isis competes in Japan with the Honda Stream and the Nissan Lafesta.

Toyota Isis comes with Panoramic Door

The Isis uses a unique approach to the sliding doors in that the front passenger door and the rear passenger sliding door interlock together when closed, instead of having a door jamb that the doors attach to. Toyota calls this on the Japanese Wikipedia article “Panoramic Door”. This door system is used only on the passenger side. The doors on the drivers side attach with a conventional door jamb. The front passenger seat can be folded flat upon itself and then tilted forward to further provide passenger access. The doors also interlock into the top and bottom door openings so that both doors can be opened independently of each other. This door feature was first used by Toyota on the Toyota Raum. This door approach is also used on the USA-spec 2000-2006 Toyota Tundra Extra Cab. This type of door was first used on the Nissan Prairie in 1981.

For model year 2007 on Japanese models only, G-BOOK, a subscription telematics service, is offered as an option.

How Isis Gets Its Name

The vehicle was named for Isis, a goddess in Ancient Egyptian religious beliefs, whose worship spread throughout the Greco-Roman world. She was worshipped as the ideal mother and wife, matron of nature and magic; friend of slaves, sinners, artisans, the downtrodden, as well as listening to the prayers of the wealthy, maidens, aristocrats and rulers. Isis is the Goddess of motherhood and fertility.

Toyota Isis

A PLATANA grade is offered that uses specially designed aerodynamic parts to highlight the stylish design.

Advanced Technologies Provide Comfortable and Safe Driving

The 2.0-liter D-4 engine with VVT-i and the 1.8-liter engine with VVT-i achieve both superior performance and excellent fuel efficiency. A Super CVT-i (on models with the 2.0-liter engine) provides excellent fuel efficiency and a quiet and highly responsive ride. Traction control enhances the responsiveness of accelerator operation. NAVI-AI-Shift control improves acceleration control while cornering based on navigation information.A seven-speed Sports Sequential Shiftmatic gives the feeling of a manual transmission car and enhances gear-shifting enjoyment. A Super ECT (on models with the 1.8-liter engine) provides smooth acceleration and excellent fuel efficiency. A high-rigidity body and suspension support a comfortable and safe ride. Steering-guided clearance sonar (a world first) A warning is provided to the driver when there is a risk of contact with an obstacle based on the steering wheel angle and data from dual sensors.

Spacious 7-seater Toyota Isis

Toyota Isis Platana Safety Features

Collision safety features include a GOA (Global Outstanding Assessment) collision-safety body that incorporates the concept of omni-directional compatibility, and a pedestrian-injury-lessening body structure.

In conjunction with the use of the Panorama Open Doors, door locks have been placed on the upper and lower part of the passenger side door, and the space in between has been reinforced. The area around the door opening has also been strengthened using reinforcing materials, thus ensuring a strength and rigidity equivalent to the center pillar used on the driver’s side.

Toyota Isis Dasboard

Environmental features of Isis

All vehicles achieve emission levels 50% lower than 2005 standards under the Ministry of Land, Infrastructure and Transport’s Approval System for Low-emission Vehicles, and fuel efficiency that exceeds by five percent the level called for by Japanese 2010 fuel efficiency standards (fuel efficiency standards specified by the Law Concerning the Rational Use of Energy). All vehicles qualify for incentives under the Japanese government’s Green Taxation System.

LCA (life-cycle assessment) has been implemented and emissions of CO2 and other atmospheric pollutants have been reduced, not just during the use stage but also over the entire life cycle of the vehicle, from manufacture through to disposal.

In order to increase the efficiency of dismantling of major components, improved dismantling labeling is used and the concept of design for recyclability (DFR), which incorporates an easy to dismantle structure, is adopted for body parts.

New Honda Hybrid (Honda Insight)

zulazrin — Tue, 29 Dec 2009 00:36:30 +0000

The new Honda Insight hybrid promises to revolutionize the hybrid market by making gas-electric cars affordable. But the five-door hatchback with a rock-bottom price isn’t the Prius killer Honda might have hoped for.

Honda isn’t saying exactly what the car unveiled today at the Detroit auto show will cost when it rolls into showrooms on April 22 (Earth Day) but it will undercut the Toyota Prius by several thousand dollars. That won’t be enough to knock a car that’s synonymous with hybrid technology from its pedestal, but the 2010 Insight poses the first credible threat to Toyota’s dominance of the hybrid market.

It’s widely expected to cost no more than $20,000, and Honda almost certainly will sell every one of the 100,000 Insights destined for North America this year. Analysts say as many as half those sales could be siphoned away from Toyota. The next-generation Prius will debut during the show.

“The Insight has the potential to put the Prius in a world of hurt,” says George Peterson, president of industry analysis firm AutoPacific.

But the Insight has more than a great price going for it. With its stellar fuel economy, snappy acceleration and clever interactive dashboard designed to help drivers maximize efficiency, the Insight is the world’s first fun hybrid.

The Insight hybrid features Honda’s Ecological Drive Assist System, an interactive dashboard display that offers real-time feedback on your driving style to help you maximize efficiency.

Honda spent more than two years developing the car, which draws its name from the funky two-seater Insight hybrid that was the first gas-electric vehicle sold in America when it was introduced in 1999. The car never quite caught on, and Honda could only watch as the Prius outsold Honda’s hybrids by four to one. Honda discontinued the Insight in 2006 and pulled the plug on the Accord hybrid the following year.

Tired of watching from the sidelines as Toyota dominated the field, the company decided the best way to close the gap was to make hybrids as cheap as they are efficient. “We want to open up the market to consumers who might not have considered hybrids in the past because of price considerations,” says company spokesman Sage Marie, noting that although the Prius starts at $22,000, they often go for several thousand more than that when you can find one.

The new Insight builds on the Integrated Motor Assist technology underpinning the Civic hybrid, which remains in Honda’s lineup and is slightly larger than the Insight. It sandwiches a 13-horsepower electric motor between the 88-horsepower four-cylinder engine and the continuously variable transmission. The combination delivers 98 horsepower and enough torque to let you accelerate away from a traffic light with a grin.

Honda’s system isn’t quite as fuel efficient as Toyota’s Hybrid Synergy Drive, but with an estimated 40 mpg in the city and 43 on the highway, it’s pretty close to the EPA’s figures for the 2009 Prius. The compact size and lower cost of Honda’s technology offers other advantages though. While smaller than the Prius, the Insight offers almost as much interior room and actually has more cargo room, thanks to a smaller electronic control unit and more efficient 5.75-amphere-hour, 100-volt, nickel-metal hydride battery under the rear seat.

The Insight builds on the Integrated Motor Assist technology underpinning the Civic hybrid, and mates an 88-horsepower four-cylinder engine to a 13-horsepower electric motor driven by a nickel-metal hydride battery.

The interior has lots of clever touches — an iPod holder, storage compartments that can be reconfigured about a bazillion ways and, in a stroke of genius, a storage slot under the cargo floor for the retractable cargo cover. Options include a navi system, Bluetooth and iPod integration, though including those will probably bump the price above 20 grand. But the coolest gadget comes standard in every model — the interactive Ecological Drive Assist System.

Eco Assist uses a dashboard display and speedometer backlighting that effectively turn hypermiling — the fine art of maximizing fuel efficiency– into a videogame that coaches you on your driving style. There’s also an Econ Mode that decreases throttle sensitivity, reduces air-conditioning demand and pulls a few other under-hood tricks to maximize fuel efficiency.

During a day behind the wheel last month, we managed an impressive 42.4 mpg without even trying. When we pushed the Econ Mode button and used Eco Assist to mind our hypermiling P’s and Q’s, the Insight returned an amazing 65.6 mpg. That’s on par with the best figures we’ve seen from the Prius.

The irony is the Insight is the first hybrid with the driving dynamics that might encourage you to ignore your inner environmentalist and just have fun. While we didn’t drag race a Prius, our seat-of-the-pants impression is the Insight has snappier acceleration, not to mention more responsive steering, better brakes and superior handling. The fully loaded EX version even offers shift paddles mounted on the steering wheel. The Insight isn’t as sporty as, say, a Civic Si, but it’s by no means a dull car.

Honda has packed a lot into the Insight’s small and inexpensive package, and industry analysts say it may well usher in the “new era of affordability” for hybrids that company CEO Takeo Fukui promised last fall. Toyota and Hyundai already have plans to offer gas-electric models in the Insight’s price range, industry watchers say, and it’s only a matter of time before other automakers follow suit.

“Honda may set a new benchmark for others to shoot for with regard to cost, packaging and content,” says Joe Langley, an auto industry analyst with CSM Worldwide. “We should start to see prices come down. This is the first step.”

Renault Megane GT

zulazrin — Thu, 24 Dec 2009 08:49:18 +0000

It seems Renault never tires of making sporty versions of their hatchbacks, and it seems we never tire of reporting on them. Mégane buyers looking for something a little spicy, but not quite as scorching as the Renaultsport versions, now have another choice: the Mégane GT.

Whereas the latest Renaultsport Mégane packs 230 chevaux, the GT offers either the turbo 2-liter with 165 hp or Renault-Nissan’s latest 2-liter dCi diesel with 150. Compared with its more plebian stablemates, the GT version gets a sporty body kit including revised front end, side skirts, more pronounced wheels arches and rear lip spoiler. Also part of the package are twin chrome-tipped exhausts exiting close to the center with a chrome plate, lowered ride height, chrome around the front grille, honeycomb filling the front airdam and 17″ rims.

The model applies the same sort of treatment from the Laguna GT to the sportier hatchback, available in three-door or five and priced to sell. The gas-powered version will hit sixty in 8.3 on the way to a top speed of 137 and returning 36.7 mpg, while the diesel takes 8.7 seconds, tops out at 130 and gives you an impressive 51.4 mpg.

All around the Mégane GT seems to present a well-rounded package with quirky French styling that almost makes us want to move across the pond. Almost, but not quite.

Having firmly established its Renaultsport models as some of the finest hot hatches around, Renault has now applied some of their unique performance and styling DNA to its Mégane hatchback models with the launch of a new GT range, to fit between the regular and Renaultsport versions.

Realising that some of its customers may not require the complete performance package of a Mégane Renaultsport yet still hanker after a more dynamic drive and sportier looks, Renault’s new three- and five-door GT range offers both without a hefty price tag. The new GT range sits between the Dynamique and Renaultsport models with prices starting at £16,170 for the Sport Hatch GT 2.0 Turbo 165.

The GT range was first introduced by Renault on the Laguna range last year and a similarly thorough make-over as applied then has now been given to Mégane. Befitting a model with the GT badge, this new sporty Mégane range has a distinctly sporting air, with full sport bodykit with front, side and rear spoilers, plus twin chrome sports exhaust and 10mm lower and stiffened suspension. Giving the car an even more menacing look, particularly at the front, as well as ensuring that the new range is easily distinguishable from other Méganes, the GT features a chrome effect front grille and prominent honeycomb-style air dam. At the rear, a GT badge appears on the chrome effect plate between the twin exhaust pipes, both of which confirm the car’s sporting credentials.

The sporting theme continues on the inside with front sport seats, leather sport steering wheel and silver/grey seat belts. The Mégane GT features an extensive equipment list including 17″ ‘Jarsalle’ alloys, automatic headlamps and windscreen wipers, electric heated door mirrors, electric front and rear windows, ESP with ASR traction and CSV understeer control.

Power for the new GT range comes via either the proven 2.0 Turbo 165 engine or the latest Renault-Nissan Alliance developed diesel engine – the 2.0 dCi 150, both of which are now reserved only for the GT range and the luxurious top-of-the-range Hatch Privilège. The two-litre turbo 165hp petrol dispatches 0-62mph in 8.3 seconds before going onto a top speed of 137mph, with impressive fuel economy of 36.7mpg on a combined cycle. Customers seeking similar power but fewer visits to the pumps can opt for the new flagship 2.0 dCi 150 6-speed which delivers maximum torque of 340Nm@2000rpm, 0-62mph in 8.7 seconds, top speed of 130mph and 51.4mpg.

Honda Edix-FRV

zulazrin — Mon, 21 Dec 2009 01:45:26 +0000

The Honda FR-V (Honda Edix in Japan) is a six-seater compact MPV introduced by Honda in 2004. Alongside the Fiat Multipla, it is currently the only compact minivan with a 3+3 seating configuration available on the European market.

Engines

The FR-V is available with three gasoline and one Honda diesel-powered engine.

1.7 i-VTEC – 125 hp (93 kW) at 6300 rpm and 154 N·m (114 lb·ft) 4800 rpm
1.8 i-VTEC – 138 hp (103 kW)
2.0 i-VTEC – 150 hp (112 kW) at 6500 rpm and 192 N·m (142 lb·ft) at 4000 rpm
2.2 i-CTDi – 140 hp (104 kW) at 4000 rpm and 340 N·m (251 lb·ft) at 2000 rpm

The 1.7 i-VTEC and 2.0 i-VTEC were replaced in spring 2007 by a new 1.8 i-VTEC from the Civic compact hatchback. At the same time some minor cosmetic changes were made (carbon effect interior, light cluster, and darker front grill).

With average annual sales of 2,700 units in UK, it’s no wonder that Honda has decided to take out the FR-V. The Japanese automaker said that the last examples of the six-seater compact minivan are due to roll off the production line at the firm’s Suzuka plant in Japan this August.

attempted to communicate with Honda’s European office to find out whether or not this decision concerns only the UK or if Honda plans to discontinue the FR-V in other markets also, but we have yet to receive an answer.
In the UK, Honda said that it sold a total of 13,531 FR-Vs since the family car first went on sale in 2004.The FR-V is also sold in Japan as the Edix.

“The FR-V has been very successful in its niche market, but the MPV sector is a very mature one and downsizing has become the dominant trend more recently,” said Tom Gardner, Head of Marketing for Honda UK. “With cars like Jazz and Insight, we can serve this emerging market very well.”

New Mercedes-Benz C200

zulazrin — Sat, 19 Dec 2009 07:09:17 +0000

The new C-Class comes with two faces, the Elegance having a more conventional front mask, made up of the familiar-looking Mercedes grille, topped with the iconic three-pointed star mounted on the bonnet immediately behind the grille. The Avantgarde looks more aggressive, with a large three-pointed star mounted to the grille itself, and minus the star on the bonnet, the slot being taken by a Mercedes-Benz badge. The body shape and design is absolutely new, but many of the Mercedes-Benz DNA and design cues are retained.

Inside, the trimmings are in-line with what customers would expect in a Mercedes-Benz; leather seats, high quality, two-tone soft-touch plastic trim, with some wood inlays tastefully placed to give it a touch of class. The front driver and passenger seats have electric controls and the controls are like in the E-Class, in the form of a seat profile, and located on the driver and passenger doors. Dual zone air-conditioning is standard, so you can have the air-conditioning freezing cold on one side, and hot air blowing out the other, if you so wish.

A very user-friendly blue tooth connection can pair up your phone with the car, making the interior of the car a huge ‘hands free’ kit. Audio and the blue tooth can be controlled using a toggle mechanism called the Comand Control system (no spelling error here). Driver and passenger airbags, and front-to-rear side curtain bags cover both sides of the cabin.

The design lines of the new C-Class leans more towards the young crowd, with a more aggressive demeanor. More conservative types can go for the Elegance, while the Avantgarde will appeal more to the sporty types. At the front end, Bi-Xenon lights will give a better view at night, and these come with headlight washers. Also standard are fog lights which light up when the car is negotiating a corner. A rain sensor turns on the wipers automatically, and varies the speed according to the amount of rain hitting the front windscreen.

As far as performance goes, the 1.8 litre supercharged engine now delivers 184 horsepower, and 250Nm of torque available from 2,800 to 5,000 rpm. Mated to a 5-speed automatic gearbox (with a manual shift option), the C200 scoots to 100 km/h in a little over 9 seconds with the air-conditioner on,(versus a claimed time of 8.6 seconds) and has a top speed of 239 km/h.

On the Avantgarde variant, an Agility Control shock absorber system senses the road condition through the movement of the front shock absorbers and adjusts the rear shock absorber damping force to compensate for any dips or bumps, thus softening the ride shocks. The effect is a more comfortable ride over rough roads. Similarly, when the car is traveling fast over winding roads, the agility control system also modifies the damping forces on the shock absorbers to give the C200 improved handling. In a nutshell, you might say that the system gives you the best of both worlds in terms of handling and comfort.

On a media drive from Petaling Jaya to Cameron Highlands, during which we were able to put the C200 through its paces, we found that the ride comfort over the rough ‘B’ roads was excellent, and on the Simpang Pulai to Cameron Highlands, we had fun going through the sweeping bends and parabolic corners. The C200 performed flawlessly, although there were a couple of instances where the ESP (Electronic Stability Programme) stepped in to cut back on the throttle when we went into a corner a little beyond what the ESP was programmed to accept as ‘normal’.

In terms of safety, the C200 comes equipped with driver and passenger airbags, and curtain airbags stretching from the front to the rear of the cabin on both sides. As a matter of course, ABS, EBD, and BA are all part of the standard equipment.

Generally, we are of the opinion that the C200 is a great car that lives up to the reputation of the three-pointed star, and will find a place in the hearts (and pocketbooks) of not only the Mercedes-Benz loyalists, but also amongst the young and up-coming executives. It is a car that offers a good combination of class, comfort, and performance, and all-rounder of sorts!

Toyota Prius 2010

zulazrin — Thu, 17 Dec 2009 11:09:17 +0000

Since the debut of the second-generation Toyota Prius in 2003, the quintessential gas-electric hybrid has risen from a niche product to become Toyota’s third-best-selling model in the United States. The car inspires a cult-like devotion from its drivers. Satisfaction rates, consistently at about 98 percent, are unparalleled.

The third-generation 2010 Toyota Prius, officially unveiled at the Detroit auto show in January 2009, went on sale in April. The updated Prius is bigger and more powerful. The engine grew from 1.5 liters to 1.8 liters—giving a boost in horsepower from 110 to 160, and thereby reducing zero-to-60 time by a full second. In addition, the body is about four inches longer and about an inch wider. Despite the added power and size, the 2010 Toyota Prius becomes the only vehicle available today to offer 50 miles per gallon in combined city/highway driving.

Toyota achieved this level of fuel efficiency by keeping the vehicle’s weight down, maintaining the best aerodynamics of any production vehicle in the world, and re-engineering the powertrain to extend the range of all-electric gas-free driving. (Despite rumors over the past year, the new Prius does not offer plug-in capabilities and continues to use nickel metal hydride batteries, rather than switching to lithium ion batteries.)

Prius Exterior

Toyota added a slightly sportier feel and more aggressive stance to the 2010 Prius—perhaps to disarm criticism that the Prius looks like a corrective appliance on wheels. The logo shifts from the hood to the top of the point of the grille. The crease in the doors has shifted lower, but a more pronounced angle is added above the door handles. The overall effect is to make the 2010 Prius stand taller—not as rounded and squat—as its predecessor.

The distinct space-age shape of the Prius is still apparent: a deliberate effort by Toyota to maintain the Prius’s essential and iconic appearance. Its large, diamond-cut headlamps and snub-nose front-end are the starting point for the Prius’s quasi-flying saucer appearance. The angled hood seamlessly flows into the windshield, then to a flowing roofline that is sleek and low. Short overhangs and a sawed-off rear section finish off the hybrid’s futuristic hatchback character.

Of course, beauty is subjective, so the Prius continues to receive mixed reviews on outward show. There are many who think the Prius looks gimmicky, if not entirely ugly. But for many hybrid owners, the distinctive look of the Prius sends a message, which declares that we must take steps to reduce our voracious thirst for oil—with all its negative consequences in terms of the environment and geo-politics. For this camp, the Prius is like a middle-finger-on-wheels aimed at Hummers, Suburbans, Escalades, and the like.

In 2006, the toy and game-maker Hasbro added a game token in the shape of the Toyota Prius to the “here and now” version of Monopoly. In other words, the Prius is an official icon of our times.

Bells and Whistles

The previous Prius had loads of gizmos—including keyless entry, joystick shifter, high-tech energy monitor, and a rear-view camera system. Toyota throws even more technology at the new model.

For the first time, the Prius offers a moonroof and heated seats. The sliding glass moonroof, packaged with a slick-looking solar panel, provides power to a new ventilation system that doesn’t require help from the gas engine. Not only does the AC system keep the interior air temperature from heating up when the vehicle is parked (thus reducing the time/energy needed to cool things down), the system can be operated remotely to heat or cool the cabin before getting into the car. (That’s a neat trick even if the rooftop solar panels don’t produce enough energy to power the wheels.)

Three driving modes are now available: Power, Economy and EV. Power improves throttle response; economy reduces throttle response for better gas mileage; and with a flip of the dashboard EV button, the car can go about one mile at low speeds without using any gasoline.

An optional radar system using advanced millimeter waves enables “Lane Keep Assist” to help the driver stay safely within the lane, and the “Pre-Collision System” retracts seatbelts and applies the brakes in certain conditions when a crash is unavoidable. Intelligent parking offers settings to help guide the Prius into parking spaces. A backup monitor, which provides a view of rear obstacles when reverse is engaged, is available with an optional voice-activated navigation system.

The new touch sensor system on the steering wheel helps keep the driver’s eyes on the road. Images of the switches and their positions are shown on the instrument panel directly in front.

See Toyota’s list of Prius option packages.

Prius Interior

The past success of the Toyota Prius has been its ability to combine great fuel efficiency and utter practicality. Five adults can fit comfortably, with more than 16 cubic feet of cargo room left over in back. The 60/40 split rear seats also can be folded flat, creating a surprisingly large cargo space for hauling groceries, strollers, large boxes, and gardening supplies—all at the same time.

Short and tall drivers should feel equally comfortable behind the wheel. The back seat is roomy, beating the Toyota Camry by a few inches and providing a little more legroom than the Civic Hybrid—and a lot more than found in the Honda Insight. The Honda hybrids are cheaper by a few thousand dollars.

Interior storage spaces are abundant and flexible. The sound system is adequate, but not groundbreaking compared to other cars in this class. The stereo’s most-used functions are easy to see, read and use. Many of the Prius’s standard features are either optional or unavailable on comparably priced competitive vehicles.

The 2010 Ford Fusion Hybrid challenges the Prius on refinement, and according to some reviewers, offers a better driving experience. Some Prius drivers complain that the hatchback design limits the visibility through the rear window. They refer to this drawback as the “Prius blind spot.”

You have to take a test drive to see how it feels to you. The new generation’s rear view has improved a bit, even if the backseat headrests and spoiler continue to partially obstruct the view. Hatchback visibility makes some people crazy and is a non-issue for others. Take a test drive to see what you think.

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