Suzuki Grand Vitara
Standard Equipement:
Optional Equipment
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Sunday, March 30, 2008
Suzuki Grand Vitara
Suzuki Grand Vitara
Standard Equipement:
Optional Equipment
Tuesday, March 11, 2008
New Materia Car
With its striking looks and spacious interior the Materia offers style and practicality.
A split, folding, reclining and sliding rear seat means that the accommodation is flexible enough to meet all your needs – be it luggage space or more leg room for those rear seat passengers.
Standard equipment includes air conditioning, alloy wheels, CD Tuner with 6 speakers, rear parking sensors, electric mirrors and head turning looks.
Whatever your hobby, whatever the task, you'll be amazed at how the Materia swallows up luggage, golf bags, picnic baskets and even surf boards with ease.
A 1.5 litre engine guarantees lively performance with economy giving 39.2 mpg (manual transmission) on the Combined Cycle with a 0 – 62 mph acceleration time of 10.8 seconds.
With its striking looks and spacious interior the Materia offers style and practicality.
A split, folding, reclining and sliding rear seat means that the accommodation is flexible enough to meet all your needs – be it luggage space or more leg room for those rear seat passengers.
Standard equipment includes air conditioning, alloy wheels, CD Tuner with 6 speakers, rear parking sensors, electric mirrors and head turning looks.
Whatever your hobby, whatever the task, you'll be amazed at how the Materia swallows up luggage, golf bags, picnic baskets and even surf boards with ease.
A 1.5 litre engine guarantees lively performance with economy giving 39.2 mpg (manual transmission) on the Combined Cycle with a 0 – 62 mph acceleration time of 10.8 seconds.
New C3 Pluriel Car
Released in May 2003, the C3 Pluriel stands out with its inimitable exterior and interior styling and its panoramic roof. Like the C3 and C2, it sports a new dashboard with a modern and refined design that confirms the vehicle’s place at the top of the supermini segment. Furthermore, all versions of the C3 Pluriel now come with the unique dark-grey interior design scheme (Tramontane) for the upper parts of the vehicle, including the inside of the sunroof, the wood trim on the arches, and the upholstery on the windscreen pillar and cross-members. These additions help to enhance the stylish look of the passenger compartment.
New C4 Picasso Car
Following the successful launch of the Grand C4 Picasso (7-seater) visiospace, Citroën is continuing to extend its MPV range with the launch in first-quarter 2007 of its second visiospace, the uniquely styled C4 Picasso (5-seater).
As with its saloon models, the Marque has created a real range of MPVs with differentiated design and specifications. The range now includes the compact MPVs, Xsara Picasso, C4 Picasso and Grand C4 Picasso, together with the large MPV, the C8.
Citroën is the only manufacturer to market three compact MPVs, each with its distinctive personality and styling.
With its dynamic, assertive and unique styling, together with its dimensions (4.47 m long, 1.83 m wide and 1.66 m high), road performance, and innovative visiospace features, the C4 Picasso fits naturally into Citroën’s compact MPV range between the Xsara Picasso and the Grand C4 Picasso.
New 2008 Chrysler Sebring Car
New 2008 Chrysler 300C CRD Car
Wednesday, March 5, 2008
New 2006 Dodge Charger SRT8
Dan Knott, the surprisingly mild-mannered ringleader of DaimlerChrysler's chest-thumping Street and Racing Technology (SRT) Group, understands his job. It's to create limited-edition heart pounders for those customers who agree with the SRT philosophy that you can never have too much horsepower. SRT has successfully applied a healthy whack of power and visual pizzazz to everything from the lowliest Neon (SRT4) to the full-size Ram pickup and Viper supercar (both SRT10s).
Ramping up a hot-rod SRT Dodge Charger for sale this fall was a no-brainer. "People would question our sanity if we didn't do an SRT Charger," said Knott as he unveiled the eighth SRT model. Yes, Dan, they would. Be-cause if there is a car that needs some special attention, it is the Charger. Actually, the first thing the Charger needs is two doors, not four, judging by the buzz at the Detroit auto show, where it was revealed in January. The second thing it needs is a more graceful, more handsome, better-proportioned styling execution than the somewhat squinty-eyed, overfendered mass contrived to fit the platform of the fresh 300C upon which it was based.
SRT to the rescue with the third-best possible fix: more horsepower and plenty of it. But straight-line acceleration is strictly old school. To SRT, performance begins with power and torque, continues with superior handling dynamics and ride quality, and ends in a hurry, with braking improvement in direct proportion to acceleration achievement.
The rear-wheel-drive Charger SRT8 ar-rives from finishing school with all of that and more. We've had the pleasure of sampling this 425-hp version of the regular V-8 Hemi, bored from 5.7 to 6.1 liters, in the Chrysler 300C SRT8. We loved it then, and can't imagine any other reaction this time around. The same 300C SRT8 specs apply to the Charger SRT8: 420 lb-ft of torque peaking at 4800 rpm, a healthy 10.3:1 compression ratio, and an electronically limited 6400-rpm redline. Same gas guzzler situation, too, of course. But we're talking super-limited volume, so move on.
The Charger SRT8's five-speed manu-matic transmission sends power to the upgraded differential and axles through a heavy-duty prop shaft. The only notable difference in the Charg-er SRT8's suspension versus that of the 300C SRT8's upgraded bushings and spring rates, specially tuned dampers, and larger diameter antiroll bars, according to Knott, is its more aggressive, "Dodge-like" tuning for a sportier ride and bad-boy demeanor on the track. ABS and ESP have been tuned in that same macho spirit, and the Charger SRT8 rides a half-inch lower than the Charger R/T.
Curb weight is estimated to be identical to the 300C SRT8's at 4160 pounds, about 130 pounds more than the Charger R/T, so it seems reasonable to expect virtually identical performance numbers, unless the Charger SRT8's shape gives it an aerodynamic edge over the 300C SRT8's estimated 0-to-60-mph time in the five-second range and its 165-mph estimated top speed. The Charger SRT8's hood scoops were wind-tunnel tuned to supply cool air to the engine compartment without inflicting lift.
Almost as beautiful as the big horsepower number is the exhilarating braking performance promised by the shining red, oversized, four-pot Brembos at each wheel, which Knott says will haul the Charger SRT8 down from 60 mph to a full stop in a mere 110 feet. Ducting that's integrated in the new front fascia for the vented discs was also wind-tunnel tested to help downforce.
A key component in the ride-and-handling equation will be the high-performance Goodyear F1 Supercar rubber-245/45YR-20 in front, and 255/45YR-20 in the rear-wrapping the Charger SRT8's unique, wildly carved five-spoke, twenty-inch, forged-aluminum wheels. It's a different wheel from the 300C SRT8's, but the rubber is the same. A four-season tire will be available as an option.
As for appearances, SRT's Charger brings some relief, with its aforementioned hood scoop, a honeycomb grille insert, a wisp of a spoiler hovering above the trunk, a deep front fascia that also includes an air dam to aid lift reduction, and those all-important dual 3.5-inch exhaust tips.
The interior will have Dodge SRT instrumentation and the sort of highly bolstered seats you'd expect in your demon Dodge.
Yes, it has four doors, and no, it's still no beauty. But if the SRT8 version of the Charger goes the way its Chrysler 300C SRT8 twin goes-and there's no reason it shouldn't-it will have gone quite a distance in restoring some performance credibility to a great name that once ruled America's streets.
SPECS
Price: $39,000 (est.)
Engine: 6.1L OHV V-8, 425 hp, 420 lb-ft
Drive: Rear-wheel
0-60 mph: 5.0 sec
Top speed: 165 mph
New 2005 Dodge Viper vs F-16 Viper
Ahead of us, the runway stretches seemingly into eternity, its physical dimensions masked by a shimmering heat haze. In the nearer distance, two giant red flags delineate the quarter- and half-mile posts of this makeshift drag strip. And to the right, as we stage on one of Luke Air Force Base's two runways, there's a menacing, flat gray F-16 Viper of the U.S. Air Force's 56th Fighter Wing. Cool or what?That's right: We're racing a $20 million fighter plane. The chosen weapon is a Dodge Viper Competition Coupe, the racing version of the V-10 supercar. Strapped in tight, open exhausts blaring, I'm waiting for the countdown from the Luke tower to race the fighter, which is going to blast off using its afterburner for added impetus. Me? I have 520 hp against 25,000 pounds of thrust. It's like sending out a peashooter against an Uzi.
As the tower radios, "Viper two, ready?" my pulse elevates and my breathing deepens. The Comp Coupe has a trick carbon-carbon clutch, and it requires a deft touch to get the car off the line without lighting up the slick tires or bogging down. If I get this wrong, there's ridicule from the Dodge and USAF guys and humiliation in front of more than 100,000 people at the Luke Days air show. I tell the tower that I'm ready, but they don't hear. A second, plaintive "Viper two, ready?" and I reply in the affirmative again. No response. The tower isn't hearing me. Luckily, Corey "Slick" Hermesch, the F-16 pilot, is, and he calls in that we're ready to race.
Almost immediately, the tower starts the countdown. I dip the clutch, engage first gear, and plant the tach "needle" on the MoTec digital gauge cluster at four grand. On "Go!" I release the clutch and try to balance power versus grip as the fat rear slicks attempt to make out with the concrete. The Viper hooks up pretty well after a bit too much initial wheel spin, and pretty soon it's into second,
at which point the car snaps sideways-dammit!-and I have to correct and back off for an instant. Back on the power, it's time to bang the lever into third at just over 6000 rpm. The quarter-mile flag is approaching rapidly-very rapidly-and a glance to the right brings the plane into view for the first time since we lined up.
The Dodge launches much better than the F-16, so the car is marginally ahead through the quarter-mile, but thereafter it's toast. The Comp Coupe breaks the half-mile at more than 155 mph, but by that stage, Hermesch has left the ground, having held the F-16 on the deck at 224 mph (195 knots), somewhat beyond its normal rotational speed of 186 mph. It's not as if the Comp Coupe is slow: in pre-event testing, we managed 0 to 60 mph in 3.2 seconds, 0 to 100 mph in 6.3 seconds, and we hit 0 to 160 mph in 15 seconds on this run.
This was the last of four races that we had lined up at the air show held at Luke AFB, near Phoenix, Arizona. The plan was that on Saturday, Herb Helbig-spiritual keeper of the Viper flame and senior manager of vehicle synthesis, chassis, and quality at Chrysler's Street and Racing Technology-would race a 2006 Viper SRT10 Coupe against an F-16 flying in military power (nonafterburner) form, and I would take on the afterburner F-16 in the Comp Coupe. To give it more of a chance, the SRT guys had lightened the Comp Coupe by removing the antiroll bars, electric fan, and mufflers, among other modifications. The races would be repeated on Sunday.
The idea was originally concocted by Tony Estes, a past president of the Viper Club of America, and Cameron White, who were both honorary base commanders at the time. They thought the race would be a great way to raise money for the base's Morale, Welfare, and Recreation Fund, which helps ease the burden on families who have service personnel posted overseas for extended terms of duty. The first race was run in 2002 and repeated in 2003. Before we turned up at the 2005 event, the score stood at three-all.
New Chrysler 300
It's hard to know whether Chrysler's gamble of building an unashamedly old-fashioned, American-style sedan-big inside and out, rear-wheel drive, with the option of a honking V-8-will get buyers flocking into its showrooms, but the 300 is pretty sweet. Driving around Palm Springs in a 300C equipped with the bodacious 5.7-liter Hemi V-8 seemed appropriate, because this artificial oasis a couple of hours east of Los Angeles, with its endless golf courses and stylish mid-century architecture, reflects more of the optimism of the immediate postwar era than almost any other place in the United States. From the high-set driving position to the rumble of the V-8, the 300C is a throwback to the time when big was better, bigger was best, and no one had heard of Toyota.
American cars used to look distinctive, drive distinctively, and offer more for less. Sometime between the late 1960s and now, the ineptness (and arrogance) of the domestic auto industry, an oil crisis that was manna to import automakers, and changing consumer tastes led the major domestic automakers to build ersatz import cars rather than American ones.
The 300, though, actually looks like an American car. At 196.8 inches long and 74.1 inches wide, it's large enough to make the Mercedes-Benz E500 we brought along for comparative purposes seem like a waif. The 300 looks very distinctive on the road, glamorous even, with its baby Bentley proportions, lead-sled chop top, and showy details. If there's any American car that's going to appeal to the rap pack, this is it. In fact, 50 Cent already has shot a video with a 300C, tricked out with the 22-inch wheels that seem to be a prerequisite for hip-hop acceptability.
The confident exterior is matched by a stylish interior. Chrysler has made a quantum improvement in the quality of the bits you touch, even if they aren't always up to Lexus standards. In many cases, the materials are better than those used by the Japanese competition, with soft-touch surfaces as opposed to hard plastics, for instance. The design is very attractive, with great-looking gauges and chrome accents everywhere, and the tortoiseshell finish on the C's steering wheel, shifter, and door handles is delightful. Just like the outside, the interior is massive-similar in size to the BMW 745i, believe it or not. Headroom, shoulder room, and legroom are not only superior to mid-size cars' but are comparable to those of short-wheelbase luxury cars such as the Jaguar XJ8 and the Infiniti Q45.
When it comes to trim, the base 300 ($23,595) has cloth upholstery, a power driver's seat, and a tilt/telescoping steering wheel; leather is standard on the 300 Touring ($27,395). The 300 Limited ($29,890) adds heated seats, a power passenger seat, dual-zone climate control, and one-touch front windows. The 300C ($32,995) gets a power tilt/ telescoping steering wheel, rain-sensing wipers, and a 288-watt stereo as standard. Options include a navigation system, power-adjustable pedals, xenon headlamps, a 380-watt sound system, and a power sunroof.
The big news for people who enjoy driving is that the 300 is rear- (or all-) wheel drive. Chrysler has spent years telling people about the traction advantages of its front-wheel-drive cars, but now the company has reversed course and is spinning the virtues of traction and stability control systems like crazy. (Traction control and ESP are optional on the base 300 and standard on the other models.)
New 2005 Chrysler Town amp Country - IntelliChoice
The realities of teenagers and clients are getting in the way of your mid-life crisis plans. You need something roomy and safe. But you're not dead yet, so you want a little driving excitement and flair in a car that's not going to cost you your collection of Thriller-era Michael Jackson-worn gloves.
We examined three of the newest and best full-size family cars under $30,000 through our speed-obsessed lenses. We tested well-optioned cars: the Chrysler 300 Touring, the Ford Five Hundred Limited, and the Toyota Avalon Touring. The Chrysler and the Toyota Touring packages were mid-level offerings for the models, while the Limited was the top trim option currently offered on the Five Hundred. Despite that, the Ford sported the least expensive as-tested price at $27,390 as delivered, with only front-side and side-curtain air bags chosen as options. The Chrysler came in next at $28,865, which included a power moonroof and Sirius Satellite Radio. Our Avalon wore a $30,669 sticker price and was optioned with an anti-theft system, a power moonroof, a six-disc in-dash CD changer, and carpeted floor and trunk mats. Factor in the incentives currently offered on domestic cars, though, and the transaction prices of the Chrysler and Ford models undercut the Toyota even more. Overall, we found the Chrysler and Ford entrants much improved since their most recent marque predecessors (the LHS and the Crown Victoria, respectively), but they're not yet on even ground with the Toyota from a quality standpoint.
From the OutsideThe exterior of the Chrysler is the most interesting of the bunch, and based on the sales success of the car, we're not the only ones who think it looks cool. We chose the 300's V-8-engined brother--the 300C--as our Automobile of the Year for 2005, and the extroverted looks and presence of the car influenced our choice. Styling-wise, the 300 makes the most confident and bold statement of this group, and we appreciate that.
The Five Hundred and the Avalon have inoffensive (read: boring) appearances that may make them popular with less-adventurous buyers. We find their conservative approaches largely uninspiring, however. The Avalon had a bit of coolness to its jagged rear-end lines and graphite-colored wheels, but our interest peaked there. Ford has begun offering meaner grille inserts for the Five Hundred to help add some flavor to the over-rounded shape, but it still falls short of distinction in our eyes.
Looking InAll of these cars feature ample interior and cargo space for four adults and a good chunk of their gear. Each car seats five, but quarters might be a bit too tight for three full-size folks in the back seat during longer trips. All three sedans boast similarly roomy measurements for head and leg room in the front and rear seats; the back seats in each car could qualify as approved make-out territory for high schoolers, no doubt to the chagrin of their parents.The 300's cool exterior styling unfortunately causes the inside to have some shortcomings. Even with the large sunroof and competitively sized cabin, the interior often feels dark and small as a result of its smallish windows and consequently limited visibility, especially through the short rear window. The darkness can't hide the Chrysler's poor-fitting trim pieces and mediocre materials less attractive than those in the other cars. A perfect example is the down-market center-stack trim piece, which is covered with a chintzy (compared with the Ford and the Toyota) interpretation of Cyclone fencing. The seats, however, are probably the weakest part of the Chrysler's interior, as they are covered in an unattractive and slippery vinyl-like surface and felt a bit over-firm during lengthy drives.
Monday, March 3, 2008
New Alfa Sportwagon Car
Alfa Sportwagon condenses all the best qualities of the Alfa 156 into a new concept: the sporting station wagon. Lots of space that can be organized rationally, together with engines offering tremendous performance and great driving pleasure. And one look is enough to see that the Sportwagon’s style is beyond dispute.
Driving pleasure in total safety. This is the essence of driving according to Alfa Romeo. A unique sensation perfectly encapsulated in the new Alfa 156, a car which makes driving sheer pleasure, in total safety and comfort. A car as beautiful to look at as it is to drive. The impact of the new Alfa 156 hits all five senses. Sight, drawn in by the Giugiaro-designed elegant, sporty contours. Hearing, ready to react to the unmistakable resonance of an Alfa engine. Touch, in the encounter with fabrics and materials which create new sensations every time.
And the scent of speed and the taste of the unbeatable flavour of performance with total control. All that is missing is your sixth sense, to make the new Alfa 156 an even more unique experience. The unmistakable touch of Italian style, the most sophisticated mechanicals, engines beyond compare, painstaking research into all the materials and the utmost attention to detail: the Alfa 156 is all of this and more. Because Alfa Romeo represents the definitive combination of driving pleasure and safety.
Right from the start the new Alfa 156 conveys its unique personality with seductively elegant styling and a consummate sense of balance. The result is a car which will captivate with a racier, stylised front, with its new radiator and the line of the bonnet highlighting the lighting cluster which combines sophistication and power for trouble-free night driving.
The bumper blends in seamlessly with the rest of the car, gracefully underlining its compact perfection. The aesthetics that continue, through the new 15", 16" and 17" alloy wheel, towards the rear. The tail of the car, with its spacious boot, highlights the historic Alfa Romeo emblem: symbol of motoring and design excellence which over the years has become an art form applied to the highest levels of technology, styling and driving safety.
Sixteen body colors. Three, including the classic Alfa Red, are pastel shades, eleven are metallic colors including the new Moonlight Blue, Stromboli Gray and Brooklands Green, and two iridescent colors: Cloud Blue and Cloud White.
Alfa GT
A perfect balance of passion and rationality, emotion and safety, style and versatility: Alfa GT, the coupé that offers maximum driving pleasure with all the elegance and comfort of a saloon with exceptionally generous interior space. A car that makes dreams come true. Engines that deploy superlative automotive technology to deliver searing performance, fuel economy and unparalleled flexibility, also in city traffic. Internal trim featuring high prestige materials with the hallmark of elegance and livability. A compact, aggressive styling that embodies all of Alfa Romeo's unmatched sporting tradition.
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