2010 Volkswagen Touareg Hybrid Review

Here are four sneak peeks in one: the Volkswagen Touareg in these pictures hides a new hybrid system that will be offered not only in a brand-new Touareg to be launched at the Frankfurt auto show in September, but also in the new Porsche Panamera and Cayenne and - mated to a smaller gasoline engine - in the Audi Q5.

VW's first hybrid might be late, but it's good. On the internal-combustion side is a 3.0-liter supercharged V-6 from the new Audi S4 that makes 333 hp and 325 lb-ft of torque. With the help of an AC motor powered by nickel-metal-hydride batteries, total system power is impressive, at about 370 hp and 405 lb-ft. The electric motor can propel the car unassisted for more than a mile and at speeds of up to 30 mph. Both motors apply force to the same driveshaft; a disengagement clutch allows the gasoline engine to be shut off at speeds of up to 90 mph, cutting highway fuel consumption. An eight-speed automatic transmission provides the broad range of ratios needed to achieve the Touareg's 26-mpg efficiency target and maintain a 7700-pound towing capacity.

IT'S A MEAN GREEN MACHINE: Despite weighing about 5300 pounds, this Touareg prototype bolts off the line, hitting 60 mph in just 6.8 seconds; expect the lighter Panamera to improve substantially on that performance. Our only criticism is a lack of progressive feel from the regenerative brakes, but we suspect Porsche in particular will have fixed that by the time this system makes its way into production.

2011 Volkswagen NMS

VW is replacing the Passat with a new mid-size sedan, presently known only as the, um, New Mid-size Sedan. A sketch released by the automaker suggests that the final product, due in 2011, will be more chiseled than current VWs, but the NMS is sized specifically for the U.S. market. Engine offerings will include both direct-injection gasoline and turbo-diesel models, mated to either a six-speed dual-clutch automatic or a six-speed manual. The NMS will be produced in Tennessee at VW's new factory, which is currently under construction.

2011 Volkswagen Jetta Arriving in late 2010 as a 2011 model, the sixth-generation Jetta is, for the first time, not a direct descendant of the Golf. The new, better-looking sedan will have a killer base price, made possible by reverting to a torsion-beam rear axle on the lowest trim levels.

2012 Volkswagen Polo The Volk from Wolfsburg want to bring us the tiny Polo in the form of a four-door sedan or as a slightly larger and taller version of the European Polo hatchback. Expect a 105-hp, 1.2-liter turbocharged I-4 and a base price of $13,000 to give the Honda Fit something to worry about.

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2010 Mitsubishi Lancer Sportback Starts at $19,910

Mitsubishi announced today that pricing for the 2010 Lancer Sportback will begin at $19,910 (including a $720 destination and handling fee) for a base GTS with a five-speed manual transmission, about $400 more than a similarly equipped Lancer GTS sedan.

The base Sportback GTS is equipped with Mitsubishi's 2.4-liter engine making 168 horsepower and 167 pound-feet of torque. Arming the GTS with Mitsubishi's six-speed CVT transmission with paddle shifters instead of the standard five-speed manual adds a $1000 premium.

Upgrading to Mitsubishi's 2.0-liter MIVEC turbocharged engine, which provides a more generous 237 hp and 253 lb-ft of torque, requires upgrading to the $28,310 (destination fee included) Ralliart trim. The Ralliart comes standard with all-wheel drive and a six-speed twin-clutch with paddle shifters sourced from the Evo.

The Lancer Sportback features extra cargo-carrying capacity via 60/40 split seats in the second row (which have one-touch auto-folding) and a lower cargo floor than the sedan (by three inches) that yields a maximum 52.7 inches of cargo space. The Sportback's roof can also accommodate a plug-in sport rack. All models have several standard safety features, including side, side-curtain, and driver side-mounted knee airbags, stability control, and an antitheft system with an immobilizer key.

Options include a 710-watt Rockford-Fosgate Premium Sound System with an in-dash CD changer and Sirius satellite radio, a hard disk-based navigation system, Recaro seats, and high-intensity discharge headlamps.

The 2010 Mitsubishi Lancer Sportback will arrive at dealerships on August 17.

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2009 Audi Q7 TDI luxury diesel crossover

The Q7's 3.0-liter TDI diesel V-6 is a winner. It's so quiet, so smooth, and so powerful. Well, so torquey, I guess I should say, since it has 406 lb-ft, compared with 266 lb-ft for the 3.6-liter gasoline V-6 offered in the base Q7. Cruising at 80 mph on the freeway is effortless, and if you gun it to 90 mph or higher while you're passing, it's as if the engine is not even exerting itself. The powertrain is also very smooth and refined at slower, around-town speeds. It's a very tractable engine, well-mated to its six-speed automatic. Audi estimates a 0-to-60-mph time of 8.5 seconds (not bad for a 5512-pound, 16.7-foot-long crossover) and a range of up to 600 miles in freeway driving, based on the highway EPA rating of 25 mpg and the 26.4-gallon fuel tank.

As for the Q7 itself, well, it looks great inside and out, but it does have some compromises, most having to do with its size. Although it's more than 16 feet long, its tapering roofline impedes on room for both passengers and cargo. The third-row seat is very cramped and suitable only for children, what with its 29.2 inches of legroom and 35.6 inches of headroom. The Mercedes-Benz GL350 Bluetec, by comparison, offers 34.2 inches of third-row legroom and 38.2 inches of headroom.

The Benz weighs about a hundred pounds more than the Audi, but in this behemoth class, we'd call that a draw. Other dimensional comparisons between the GL and the Q7 continue in the Mercedes-Benz's favor: Whereas the Audi provides only 10.9 cubic feet of cargo space when the third-row seats are in use, the GL350 carves out 14.3 cubic feet. Cargo space when the third-row seats are folded---a common scenario for most owners, we'd guess---also slightly favors the Benz, at 43.8 cubic feet, over the Audi, at 42.0 cubic feet. With both the second- and third-row seats folded, the Mercedes measures 83.3 cubic feet and the Audi is 72.5.

Despite its mass, the Q7 feels pretty spritely on the road; I've found this to be true even in the gasoline V-6 model as well as the one powered by Audi's 4.2-liter V-8. On the downside, the ride is a bit harsh over rough pavement; Mercedes has the edge here, as well.

The Q7 is definitely a large vehicle, but it feels more manageable than the Mercedes-Benz GL550. Also, the seats and cabin envelop the driver to create a sporty atmosphere. The Mercedes puts the driver in a tall truck-like position that just emphasizes the vehicle's size.

The climate controls are far too complicated, requiring you to press an HVAC-specific button and then move your hand several inches to the MMI controller to complete the process on the infotainment screen. If you don't move fast enough, the climate settings disappear from the screen and you have to hunt for the appropriate button to start over. HVAC either needs to be fully separated from the MMI or completely integrated, but not some form of twisted, complex combination.

Base price (with destination): $51,725
Price as tested: $59,725

Options:
Premium plus $3,250
-Audi parking assist, navigation system, Bose surround sound
Panorama sunroof $1850
S-line package $1200
-20 in S-line wheels
Warm weather package $1150
-four-zone climate control, window shades
Towing package $550

Fuel economy:
(city/hwy/combined)
17 / 25 / 20 mpg

Engine:
Size: 3.0L V-6 DOHC TDI
Horsepower: 225 hp @ 3,750 rpm
Torque: 406 lb-ft @ 1,750 rpm

Transmission:
6-speed automatic w/ Tiptronic

Weight: 5512 lb

Wheels/Tires:
20" S-line wheels
275/45R20 all-season tires

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2010 Mercedes-Benz S400 Hybrid and Lexus LS600hL

For 2010, the Mercedes-Benz S-class gains its first-ever hybrid powertrain, a clear indication that its maker is shifting from a strict diesel approach to efficiency and finally acknowledging the worth of hybrids as an essential step on the path to electric propulsion. What's more, the Mercedes S400 Hybrid is the world's first production hybrid automobile using lithium-ion batteries (the Tesla Roadster is powered solely by Li-ion batteries). Hybrid propulsion systems aren't anything new, of course, but they're still rare in the luxury class, where the Lexus LS600hL has been standing alone for the past two years.

Mercedes and Lexus systems wouldn't be more different if they had been designed on different planets. The Lexus approach adds some $30,000 to the price of the sedan, not to mention nearly 600 pounds, compared with a conventional LS460L. Included for those extra dollars and pounds are a four-wheel-drive system, a 221-hp electric motor, nickel-metal-hydride batteries, and a 5.0-liter V-8. Loaded to the gills, the LS600hL is Lexus's flagship sedan, designed to offer V-12 performance with V-8 fuel economy.

Mercedes has taken a decidedly different route - one that adds less weight and complexity. Similar in design to Honda's Integrated Motor Assist hybrid powertrain, the Mercedes setup has a compact, ring-shaped electric motor sandwiched between the engine and a conventional automatic transmission. Like Lexus, Mercedes employs braking regeneration and engine shutdown at stoplights to curb consumption. Although the Lexus can propel itself a few feet at very low speeds with the engine off, that function is not available in the S400. Nor does Mercedes offer 4Matic four-wheel drive in this hybrid.

Instead of promising performance similar to an S-class with a larger engine, Mercedes chose to introduce its hybrid model as a more environmentally conscious way of traveling in luxury. The S400 Hybrid should cost about the same as the $90,225 V-8-powered S550 when it goes on sale in the United States this September. It uses the European-market S350 as a starting point, so behind the three-pointed star lurks a six-cylinder engine. The 3.5-liter V-6 produces 275 hp, the same as the base V-8 did in 2006, the last time an S-class was available to U.S. customers with a six-cylinder. And that V-8 didn't benefit from an additional electric motor.

The V-6 is similar to the 3.5-liter unit found in other Mercedes cars and crossovers, but this version has different pistons and cylinder heads. It also runs on the Atkinson cycle, a common hybrid approach. The Atkinson cycle uses late-closing intake valves to stretch the expansion (power) stroke for increased efficiency. The one sacrifice is some loss of torque, especially at low rpm.

And that's where hybridization comes in. The electric motor in the S400 contributes up to 118 lb-ft of torque, more than making up for the Atkinson sacrifice. In fact, total system power is quoted at 295 hp and 284 lb-ft, topping the 268 hp and 258 lb-ft ratings in a C-class fitted with the 3.5-liter V-6.

As a result, the S400 Hybrid, Mercedes says, reaches 60 mph in about seven seconds, but it can't come close to matching the sports-car-like S550, which takes only 5.4 seconds. The payoff in fuel economy, though, is substantial. Mercedes estimates that the S400 will achieve 23 mpg in the city and 33 mpg on the highway. The latter figure sounds optimistic to us, but even if the S400 earns an EPA combined 25-mpg rating, that's a fuel savings of nearly 50 percent over the V-8. And, let's face it, how many luxury sedan owners really need all of a V-8's prodigious thrust?

Lexus would say all of them - and to that end, the LS600hL loses none of the performance of the nonhybrid LS. Total system output is a robust 438 hp, sufficient to slingshot the LS to 60 mph in 5.5 seconds, according to Lexus. That's only 0.1 second slower than the nonhybrid version, but the more expensive Lexus achieves a combined 21 mpg in EPA tests, beating the all-wheel-drive LS460 by 3 mpg.

The Lexus suffers in one area that the Mercedes doesn't - cargo capacity. The large nickel-metal-hydride batteries and the extra air-conditioning system needed to keep them cool reduce trunk space from 18.0 cubic feet to only 11.7. Mercedes was able to locate its smaller and more energy dense Li-ion battery pack, which consists of thirty-five cylindrical cells supplied by the French firm Saft, in the engine compartment, leaving the S-class's 16.3-cubic-foot trunk intact.

On the road, the Lexus somehow manages to be lithe and nimble; it's an uncommonly responsive supersedan despite its supertanker weight. It combines an ultrabrisk throttle response with very strong brakes and a reassuring blend of grip and traction, although it's let down by a somewhat detached chassis, androgynous steering, and a ride that seems to vary almost at random between brittle and cushy.

The biggest benefit of the Lexus hybrid system is its smoothness. The two electric motors and two planetary gearsets allow the big V-8 to loaf except during hard acceleration. Flat-out, the LS600hL might not be any faster than the regular LS, but it doles out power far more effortlessly.

The Mercedes, by comparison, feels like a normal V-6-powered S-class. The Benz and the Lexus behave so differently that you realize this isn't a battle of which car is the better sedan, it's a clash between two philosophies. The Lexus was admirably early to market, but suddenly it seems that Benz's more elegant system reaps nearly the same benefits.

Indeed, rumor has it that this hybrid system will be standard equipment across the board on the next-generation S-class set to debut in late 2012. Mercedes also has a two-mode hybrid system coming this December in the ML450, and we're confident that Lexus has a few more hybrid tricks up its sleeve. So, which is it going to be? Will we see more luxury hybrids with straightforward powertrains, or will the Lexus model prevail? The answer isn't completely clear, but there is one thing you can bet on: hybrids are here to stay.

The Specs

Mercedes-Benz S400 Hybrid
On sale: September
Price: $90,000 (est.)
Engine: 3.5L V-6/electric hybrid, 295 hp (combined), 284 lb-ft (combined)
Battery: Lithium-ion, 0.8 kW-h
Drive: Rear-wheel

Lexus LS600hL
On sale: Now
Price: $106,035
Engine: 5.0L V-8/electric hybrid, 438 hp (combined), 385 lb-ft
Battery: Nickel-metal hydride, 1.9 kW-h
Drive: 4-wheel

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2010 Toyota Prius hybrid hatchback

What the Prius is, is a roomy, comfortable car that gets great gas mileage. And it isn't even all that bad to drive as far as front-wheel-drive, four-cylinder, mid-size cars go. Sure, there are some nerdy quirks, such as the weird texturing on the hard plastic dash and an awkwardly designed shifter. But for a base price of $22,750, the Prius is a perfectly reasonable option.

The newest Prius is a riff on the Prius formula, but subtle improvements alter the driving experience. Steering feel is much tighter than in the previous model, and you don't feel like you're going to roll the car when you go around a bend, even on our car's skinny fifteen-inch tires. (215/44VR-17 Michelin Pilot HX MXM4 tires are optional.) Yes, the eco-friendly tires still squeal if you try a left-hander with any inclination of acceleration, but it feels far less vague than its predecessor.

Base price (with destination): $22,750
Price as tested: $26,750 (Prius 4 model)

Options:
Carpet floor mats & cargo mat $200

Fuel economy:
(city/hwy/combined)
51 / 48 / 50 mpg

Engine:
Size: 1.8L DOHC 4-cylinder
Horsepower: 98 hp @ 5200 rpm/80 hp from electric motor
Torque: 105 lb-ft @ 4000 rpm/153 lb-ft from electric motor

Transmission:
Hybrid synergy drive system CVT

Weight: 3042 lb

Wheels/Tires:
15" steel wheels with covers
P195/65R15 Yokohama Avid S35 all-season tires

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2009 Nissan Cube Krom Review

The first thing I noticed was how shiny this Krom edition of the Cube looked in mid-evening setting sun, especially the grille. Kinda cool. The second thing I noticed was the metallic-look seat upholstery, which looked good and seemed like it would wear well. The Krom is the top-spec version of the Cube and is clearly Nissan's attempt to circumvent the aftermarket by offering a street-savvy Cube rather than having people spend the money elsewhere to dress up a base model. In that sense, Nissan is taking a page from Scion, which offers all manner of dealer-installed wheels, grilles, and other exterior and interior trim for the xB, the original Japanese box on wheels. If you like all the shiny bits, have at it. If you're looking for a cheaper Cube, there are three models, more modest in appearance and much more modestly priced, below the Krom.

Nissan Cube Krom, Kia Forte Koup - the kool thing these days is to retire traditional spelling in favor of hipster verbiage. This is the third Cube (or, perhaps, Küb?) that Nissan has sent us over the past month, and I've enjoyed experiencing all of them.

This particular model comes tricked out with a ground effects package, a spoiler, and chrome wheels, naturally. It plays tricks on your eyes with its badgeless grille, convincing you it's some kind of teddy-bear/bulldog mix with bulging, growly eyes. It wants to play fetch - in this case, for friends or groceries - and gets plenty of looks while doing so.

After I spent a good portion of the weekend in a ZipCar Scion xB, the Cube's strengths as a wow-it's-bigger-in-here-than-it-looks! city car became apparent. Although the Cube is not fast by any means, its optional CVT (continuously variable transmission) operates smoothly to make the most of the modest four-cylinder engine. Steering feel is very light, especially at low speeds, but it still helps you deftly glide through tight spots in traffic.

The Cube is a vehicle to inspire strong declarations and to stir emotion. Why? It presents a different and unfamiliar vehicle experience sure to befuddle shoppers of mainstream vehicles. And it will polarize opinion.

It's like walking into a cardboard box! It's like a big rollerskate! The seats are like couches! It's a hipster with tires! (OK, no one said that.) It's a lot of fun for commuting and around town but probably not the best for a cross-country drive. The Cube will probably not appeal to everyone, but those who like it will end up loving it.

How different is the chic, limited-edition Krom model from a normal Cube 1.8SL? Not different enough, it seems-Nissan's test car haulers accidentally sent us a fully tricked-out 1.8SL instead of the Krom we actually requested.

Then, the actual Krom arrived. A slight mishap, but it goes to serve a point--does a big, shiny grille really make all that much of a difference on a car like this? Not in the least. People, ranging from art fair hipsters to burly train engineers, react to this car, but mostly because the Cube is shaped like--well, a cube. Passersby point at the boxy stature and bicker over the bubbly windows, but few seem to notice the Krom's trick front fascia.

It's entirely possible to get all of the Cube's endearing qualities-and a few extra goodies-for the same price as a Krom. For $19,340, you get a similar 1.8SL model equipped with the Rockford Fosgate sound system, Bluetooth, interior décor package, park assist, and foglamps. Sadly, you can't get the Krom's sweet woven seat fabric on lower trims.

There will almost certainly be a Cube in my family's future, but given the price and content, I highly doubt it will be Kromed.

I know it's nitpicky, but this Cube Krom surely has the most sensitive car alarm on the planet! If it belonged to a consumer, he or she would promptly take it back to the dealership, where it would (I assume) be easily fixed. Before visiting the local Nissan dealer, say, tomorrow morning, this Krom's owner (based on my experience with the car) would be rudely awoken--twice--in the middle of the night. During breakfast, the car alarm would be triggered two more times, seemingly for no reason. Once at the dealership, the alarm would go off again when someone closed the door of a nearby Versa. And again when a Harley-Davidson bike passed by on the street. And again when a Nissan GT-R was started ... I hope for the sanity of Cube buyers that this was a unique problem.

Perhaps the Krom's anger biased me, but I'm really not a fan of the chrome, badgeless grille; I much prefer the simpler black grille on more basic Cubes. The bright chrome wheels are a bit much for me, too, even though they're smallish sixteen-inchers. The ginghamlike seat upholstery, however, is extremely cool and works well in this spacious interior. I even like the silly shag-carpet dash patch, even though it's merely Velcro'd in place. Myriad other ridiculous items could also be Velcro'd to the dash, if an owner so chose.

I prefer a six-speed manual to this vehicle's continuously variable transmission, but this CVT generally seems to work quite well. I did note, however, that it tends to bog excessively if you're rolling at about 5 mph and then floor it, which can be very annoying if you're trying to keep up with traffic.

One note of clarification, Joe: It's arguable that the Scion xB was the "original Japanese box on wheels." The first-generation Cube, circa 1998, actually predates the Toyota bB (the progenitor of the xB). The first bB, though, was boxier than the first-gen Nissan. [Note from Joe DeMatio: Point taken. But I was referring to the U.S. market, not the Japanese home market!]

I haven't yet decided whether the Krom is the coolest Cube or simply the goofiest. Because, let's face it, a Cube of any stripe is pretty quirky-looking (but not in a bad way), and when you adorn it with all manner of chrome (or is that krom?), it becomes even more so. Then again, isn't that the point? Anyone who's buying a Cube isn't afraid of being noticed. It's not exactly a car that blends in with traffic, so why not buy the most extroverted one on the lot?

Of course, once you're inside the Cube, you notice other things, like the cool magenta mood lighting low in the cockpit, the rippled headliner, and the piece of shag rug on the dash (?!). Yep, the Cube is definitely cut from a different cloth than your average, every-day entry-level car.

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2009 Nissan Altima Coupe

Based on this coupe’s voluptuous looks, you expect it to drive like a bargain-basement Infiniti G37. In fact, it’s much more similar to the Pontiac G6 coupe and the Toyota Camry Solara. That makes sense given that the Altima is, like those cars, a variant of a front-wheel-drive sedan, and not a de-contented hot rod built on Nissan’s venerable FM platform.

That said, it’s still rather disappointing to find out that such a good-looking car drives so plainly. The steering is lifeless and vague. The driveline reminds me a bit of its cousin, but that’s not quite a compliment. Like the G37, the manual transmission is balky, with a clutch that’s difficult to modulate. The 3.5-liter V-6 provides a familiar cacophony as it grinds and howls its way to redline. But whereas the G37’s bigger V-6 at least rewards all that racket with strong performance, the Altima never really feels like it’s packing its rated 270 hp. There was a time when the VQ engines were far and away the most powerful on the market, but nowadays many competitors provide similar performance with a lot less noise, vibration, and harshness.

I understand Nissan’s quandary. The company wanted to capitalize off the halo of its G37, which enjoys near cult status among young people, without undermining sales of the more expensive car. The Altima coupe probably makes sense in four-cylinder form for folks simply looking for a dose of G-coupe style at a reasonable price. But our loaded tester is nothing short of a con job, costing nearly as much as a base G37 while providing none of the driving experience.

I’ll second the notion that this car makes a lot more sense as a four-banger. The Altima coupe looks pretty good inside and out, but there is absolutely no performance to back up the rather attractive curves. Although 270 hp looks good on paper, the front-wheel-drive layout, rather soft springs, and excessive body roll make anything more aggressive than commuting futile. And for this $33,000 sticker, you’re well into Mustang/Challenger/Z-car territory, yet those cars offer more power and rear-drive as well as good looks.

Not only do I advocate ordering your Altima coupe with a four-cylinder, I’d also recommend the CVT in place of the manual transmission. Again, when you take out any sporting pretentions, the car is much more palatable. The same goes for the transmission. I can’t really drive this manual smoothly, and there’s not enough performance to justify the clunky shifts. My past experience with an Altima powered by the smooth four-cylinder/CVT combo was quite good.

Long on style, short on substance. The Altima coupe is the sort of car you wish you could like more, but there just isn’t enough oomph to justify anything but a base car, perhaps with some options like a better stereo or leather seats. If you’re set on a front-drive coupe, look to the Honda Accord if you enjoy driving even a little bit. If you’re looking for a genuine performance car, it’s worth the extra money to buy a 370Z.

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Mitsubishi GTO Review

The Mitsubishi GTO is a sports grand tourer built by Japanese automaker Mitsubishi Motors between 1990 and 2001, although in most export markets it was rebadged as a Mitsubishi 3000GT. It was also sold by Chrysler in North America as a Dodge Stealth captive import from the 1991 to 1996 model years with only minor detail/appearance differences. It took its name from the Galant GTO, a two-door hardtop coupé sold by the company in the early 1970s.

Overview
Following the successful showing of the Mitsubishi HSX concept car at the 1989 Tokyo Motor Show,[1] Mitsubishi developed the new GTO as a technically advanced sports coupe to compete with the Mazda RX-7, Nissan 300ZX and Skyline GT-R, and the Toyota Supra. They resurrected the GTO name, and the car went on to serve as Mitsubishi’s flagship for the remainder of the decade. However, despite the cachet of the badge at home, it was known as the Mitsubishi 3000GT outside Japan; the company was concerned that connoisseurs would object to the evocative nameplate from the highly regarded Ferrari 250 GTO and Pontiac GTO being used on a Japanese vehicle. However, regardless of its badge or eventual target market, every car was built on the same production line at Mitsubishi’s plant in Nagoya, Japan.

A Dodge Stealth was initially to be used as a pace car for the 1991 Indianapolis 500 race. The United Auto Workers (UAW), however, did not like the idea of a Japanese-manufactured car being a pace car for the race, and a prototype Dodge Viper was substituted.

1990–1993
The first generation incorporated many of Mitsubishi’s contemporary performance-enhancing technologies, such as full time all wheel drive, four wheel steering, active aerodynamics featuring automatically-adjusting front and rear spoilers, a tuneable exhaust and electronically controlled suspension (ECS). Visually, the cars featured pop-up headlights and noticeable “caps” on the hood to accommodate the ECS controllers at the top of the strut turrets.

1994–1996
Second generation models are identified by a revised front bumper to accommodate projector beam headlights and small, round projector fog lights. Bigger wheel/tire combinations were also offered. The base and SL model received 16″ wheels in silver or chrome with 225/55 tires, while the VR4 now had 18″ chrome wheels with 245/40 tires. the caps on the hood were eliminated, and the side air vents and rear bumpers were modified. The interior was redesigned with dual air bags and revised air conditioning refrigerant. The engines in all models received a slight boost in torque. To complement this, the VR-4 now included a six-speed Getrag manual transmission.

As the price of the cars increased, many of the “gadgets” on the car were discontinued. The tunable exhaust was phased out as early as 1994, the ECS disappeared after the 1995 model year, and the active aerodynamics in 1996. Finally, Chrysler ceased sales of the Dodge Stealth captive import, and for the remainder of its life only Mitsubishi-badged versions were available.

In 1995 and 1996, special edition retractable hardtop convertible models of the 3000GT SL and VR-4 were sold in the USA. Customized by ASC in California, these cars had retractable hardtops which could be opened or closed at the touch of a button. It was the first of its kind in America since the 1957–59 Ford Skyliner, and although it was abandoned after two years because of slow sales (1618 units), it presaged a market which would eventually mature the following year with the Mercedes SLK.

1997–2001
The SOHC 12v engine, previously only available in the base model Stealth, was added to the Mitsubishi range after the Dodge version was discontinued. Slower sales in the American sports car market led to a planned facelift for 1997 being abandoned in favor of minor cosmetic adjustments, including a new front bumper and hoop wing. In 1999 the car received a partial exterior makeover, including new front bumper, headlamps, turn signals, sail panels, and a large wing for the 1999 VR-4 to distinguish it from previous models. Production for the Japanese domestic market finally ceased in 2000, with the last two cars sold the following year.

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Ferrari 355 GTS Replica V6 3.0ltr Review

Original car is a Toyota MR2.
The other Ferrari replicas in the UK have 4 cylinders, either an often troublesome turbo or the standard 2.0 4 cylinder engine, this doesn’t really sound the business!
This Ferrari replica has a V6 3.0ltr engine recently installed by Paul Woods and is the first 355 Replica in the UK to get the V6 treatment!
This is a stock 3ltr V6 mid engine sports car and would be very easy to turbo or mod further if you wanted.

Bad points:
Alloy wheels could do with a polish maybe get the alloys polished ready for the summer, one alloy needs a slight scuff repair.
Front bumper needs a re-spray as it has a scratch

So this car was bought in August 2006 by with 12 months MOT and has rarely been on the road since.
Previously over £20k was invested in her, originally a 1997 MR2 T-Bar import, I paid £500 top get it up to Scotland and since then;

I have invested over £200 in all original badges all round the car.
£50 for replacement 355 dials (Speedo/revs etc) which have a red backlight
£900 number plate
£2500 for a professional engine conversion so the 2.0 ltr engine removed and a 3.0 litre V6 was installed. November 2006.
£350 for stainless steel magnex exhaust. November 2006
£200 stereo installed with connector for full ipod charge/control. November 2006

Now she sounds, looks and actually moves like a supercar.
The roof is a T-Bar so the glass roof panels come off and go behind the seats, put the windows down and enjoy those summer days!
Interior cream/black leather.

3vz-fe 3.0 V6 engine swap included;
Engine degreased
Gearbox degreased and painted
Cam belts changed
Timing Belt changed
All engine fluids changed
Head gaskets changed
New clutch
New flywheel
Engine bay was sprayed red.

Insurance is very cheap on these, it goes on a special insurance policy as its a replica so fully comp is around £300, you do NOT gain/get or lose no claims on these policies.
After the V6 was installed the insurance went up £46 for the year. This car could easily be your daily runner.
If you try and insure a normal V6 3.0ltr and you could well pay £000’s more per year, this car gets a special insurance policy so can save you money every year.

Other info:
This car sits very low!!
Always kept in a garage under cover.

A fraction of the price of the real deal with none of the servicing costs and the advantage of being a daily driver if you so wish.

No canvassers.

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2010 Honda Insight EX Navi Review

This Honda Insight lists for about $5000 more than our similarly equipped Four Seasons Fit. The extra money nets you a continuously variable transmission rather than the Fit’s 5-speed manual or automatic transmission, two inches more in length (the cars have identical width and track), nicer floor mats, and, oh yeah, Honda’s Integrated Motor Assist Technology. The hybrid scores a whopping 12 mpg better in the city and 8 mpg better on the highway. And yet, it drives very similar to the Fit, not surprising since they share many suspension components. In fact, the most noticeable difference on the road is not due to the Insight’s electric motor but rather to its transmission. The CVT eliminates the engine drone that afflicts the Fit at highway speeds. Around town though, it makes the Insight feel more sluggish, and doesn’t offer the precision of Honda’s excellent manual shifter.

Honestly, if I were in the market for a small Honda, I’d pass over both these offerings and get a Civic, even if it meant scrimping on options. The Fit offers great interior versatility, and the Insight has exceptional mileage, but the Civic is the best all-around car, especially for those who do more than occasional highway driving.

Want to know how Honda was able to undercut Toyota in the hybrid pricing war? Take a quick look inside the Insight’s cabin. Apart from some upscale fabric on the seats, much of the materials – dash panels, door trim, and all – seem as if they’re pulled directly from the Fit.

Also, the powertrain is nowhere as sophisticated as that in the Prius, but the Insight is still quite efficient. On a brief jaunt to Dexter, Michigan, I was able to keep my fuel consumption in the 40-mpg range, and the nifty three-dimensional speedometer glowed green or aqua whenever my driving was earth-friendly.

I’m a bit perplexed by the combustion engine itself. I thought a vintage Honda moped was following me for a while, until I popped the hood. That slow ‘tick-tick-tick’ was coming from the Insight’s 1.3-liter I-4, which has a surprisingly low idle speed.

Later, I managed to gain some rear-seat time in the Insight – although I wish I hadn’t. The rakish roofline eliminates virtually all headroom for a 5′10″ gentleman like myself. And the simplistic rear axle, borrowed from the Fit, produces a harsh ride, sending my cranium into the headliner over every speed bump.

This car has one purpose and one purpose only: to be a cheap hybrid. Not a high-tech hybrid. Not an innovative hybrid. Not a Prius-beater. Not a Ford Fusion Hybrid-beater. Not a technological showcase for Honda. Not a mileage champion, although it is certainly capable of providing decent mileage. Anyone who expects the Insight to be any of these things will be disappointed. There’s nothing special here, folks: it’s just a cheap little hatchback, well-engineered and decently packaged, priced to sell to people who have felt locked out of the hybrid game. It is not for Susan Sarandon to drive to the Oscars.

This Insight isn’t perfect, but it’s a big step forward from the previous car especially in terms of packaging. It’s comfortable, roomy, and rides pretty well. Engine NVH is disappointing, though, and is surprisingly rough on startup which, as Rusty noted, happens pretty much whenever commencing forward motion. The distinct lack of steering feel is very un-Honda-like and a huge let down.

The interior has excellent ergonomics, good fit, and cubbies galore. The seats are a little flat but fairly comfortable. Too bad about the cheap seat fabric, though. It feels especially bargain-basement on the center console where a soft-touch plastic would have been a better choice. The lighting around the digital speedometer is really cool. Not only does it look great, it’s informative-running the spectrum between bright green to deep blue depending on how frugal your driving is. It’s a great way of keeping the mpg-obsessed hybrid driver’s eyes on the road rather than looking down at the gauges.

Color me disappointed. As a Honda devotee (possessing two cars, one jet ski, one disassembled motorcycle by this brand) I expected a serious Prius fighter here. Size and exterior appearance are appropriate for these thin-wallet times. However, while the 40mpg or so I observed is impressive and both the acceleration and braking are acceptably smooth and strong, I tripped over countless gaffes of execution. The view through the Insight’s near-horizontal rear window is distorted and blocked by body framing, especially that annoying horizontal bar. When entering the rear seat, adults will either bang their head or scrunch their neck; tall folks get both forms of punishment. The center-rear position is worthless from a comfort standpoint except for very short trips. The ride is rocky over Michigan-grade (poorer than poor) surfaces. And the steering has no sense of straight ahead combined with heavy friction which forces you to keep applying corrections to maintain lane position on the highway. Note to Honda’s Insight design and development team: get back to work and don’t quit until you do better.

Base price (with destination):	$23,100
Price as tested:	$23,770
Options:
None
Fuel economy:	40 / 43 / 41 mpg (city/hwy/combined)
Engine:
Size:	1.3L SOHC 4-cylinder
Horsepower:	98 hp @ 5800 rpm
Torque:	123 lb-ft @ 1000 rpm
Electric Motor:
Horsepower:	13 hp @ 1500 rpm
Torque:	123 lb-ft @ 1000 rpm
Transmission:	Continuously Variable Transmission
Weight:	2734 lb
Wheels/Tires:	15 x 5.5-in aluminum wheels
	P175/65 R15 all-season tires

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2009 Volkswagen Jetta Tdi Review

The 2009 Volkswagen Jetta TDI has traveled only about 1000 miles since its last update, but we’ve still been enjoying the company of this innocuous torque-monster. The original-equipment Bridgestone all-season tires recently replaced the Continental winter shoes that ably pulled us through a snowy Midwest winter, inspiring executive editor Joe DeMatio to scribble: “The Jetta should make a good road-trip car for summer travel, what with its comfortable cabin and huge trunk. With 16,000 miles, it’s holding up pretty well. The interior is wearing fine, the car itself feels quite solid.”

Not completely solid are the slightly spongy brakes that we previously noted. They haven’t gotten any better or worse, but we’ll definitely have the binders inspected when the car goes in for service in a couple thousand miles.

In the meantime, friend of the magazine Traci Ringwelski has driven the Jetta a fair amount, commuting to various volunteering engagements in metro Detroit.

“The stick shift is smooth and well-placed,” she wrote, “although it is a little light and could benefit from a more solid feel when changing gears. The lack of power in low gears can be annoying around town, too, but the amazing fuel economy is easy to get used to.

“The seats are comfortable and easily adjustable,” Ringwelski continued, “and these heated seats set the standard. Also, the steering wheel has a nice grippy feel to it and is the perfect thickness.”

Our new road test coordinator, Mike Ofiara, succinctly summarized our general consensus after his first drive in the TDI: “The 2009 Volkswagen Jetta is a good car. And for about $23K, it’s a great car.”

Base Price:	$23,090
As Tested:	$23,090
Options:	None
EPA Fuel Economy:	30/41/34 mpg (city/highway/combined)
Powertrain:
Engine:	SOHC 16-valve turbo-diesel I-4
Power:	140 hp @ 4000 rpm
Torque:	236 lb-ft @ 1750 rpm
Transmission:	6-speed manual
Drive:	Front-wheel
Tires:	Continental ContiWinterContact
Tire size:	205/55HR-16
Weight:	3230 lb

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