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Ferrari 599 GTBCadillac CTS Coupe First Drive 2011
Our equation for calculating the desirability of a two-door coupe based on a sedan platform is pretty simple: Does the two-door version offer enough additional visual appeal to offset the loss in practicality that is the inevitable result of the loss of two doors, rear-seat space and trunk capacity? This is the basic question we sought to answer in our first opportunity to drive the 2011 Cadillac CTS Coupe.
But first, let us give you a couple examples of how this math works, one on each end of the practicality-versus-beauty scale.
Despite using many of the same building blocks, there's a world of difference between the desirability of an Audi A4 sedan and an Audi A5 coupe. Safe to say that in the minds and eyes of those around our office, the A5's beauty more than offsets its loss of capacity.
Once upon a time, when two-door versions of sedans were more commonplace, there were both four-door and two-door versions of the Dodge Aries K-car. Now, the decision between those two might be just as easy as between the Audis, but the result would be different.
You Look...Fabulous!
Unless you happen to be viewing the coupe from the front, there's no mistaking it for the sedan with which it shares almost all of its mechanical systems. Sure, it shares a certain Cadillac-style angularity, but the coupe is a shocking thing to behold on the road. In the grand scheme of things, the greater the differentiation between the sedan and the coupe, the better. And to the eyes of most on our staff, the coupe is unusually handsome.
It does not follow the basic silhouette of the classic coupe — that smooth-and-sexy style executed so nicely on the A5 and the BMW 3 Series coupes. It looks, well, it must be said, like a hatchback of sorts. The angle of the backlight and trunk lid is so similar that from several paces away, it's not obvious that the CTS Coupe even has a trunk in the conventional sense.
The arrangement means that the rear flanks of the coupe cover an unusual amount of square footage. Some love it; some dislike it intensely, but everyone can agree that it's going to look its best when wearing very, very large wheels. Our pre-production test car wore the optional 19-inch wheels that come with the Summer Tire package. We wouldn't go any smaller. The base-level car wears 18s.
And for a brand that's still climbing out of the doldrums of its recent history, polarizing, unconventional styling isn't a bad thing. Then again, unconventional styling can be much less, um, attractive. We're looking directly at you, BMW 6 Series coupe.
We're buying wholeheartedly the shapes of the CTS Coupe's rear, yes, even the showy, chrome-rimmed exhaust outlets in the rear bumper cover. And we flat love the vertical taillights with their sharp peaks and the thorny-looking center brake light/spoiler. To offset all these vertical emphasis, Cadillac gave the coupe a wider rear track than the sedan (by about an inch).
Another uncommonly attractive detail is the inset touchpads that replace the sedan's conventional door handles. They allow for an uninterrupted flow along the car's flank, and their angular shape nicely suits this origami car.
For us, then, the CTS Coupe scores high on the design side of the coupe-vs.-sedan equation. And because it's American (built in Lansing, Michigan, it is), you can refer to it as a "coop," and not the pretentious European "coo-pay."
But first, let us give you a couple examples of how this math works, one on each end of the practicality-versus-beauty scale.
Despite using many of the same building blocks, there's a world of difference between the desirability of an Audi A4 sedan and an Audi A5 coupe. Safe to say that in the minds and eyes of those around our office, the A5's beauty more than offsets its loss of capacity.
Once upon a time, when two-door versions of sedans were more commonplace, there were both four-door and two-door versions of the Dodge Aries K-car. Now, the decision between those two might be just as easy as between the Audis, but the result would be different.You Look...Fabulous!
Unless you happen to be viewing the coupe from the front, there's no mistaking it for the sedan with which it shares almost all of its mechanical systems. Sure, it shares a certain Cadillac-style angularity, but the coupe is a shocking thing to behold on the road. In the grand scheme of things, the greater the differentiation between the sedan and the coupe, the better. And to the eyes of most on our staff, the coupe is unusually handsome.
It does not follow the basic silhouette of the classic coupe — that smooth-and-sexy style executed so nicely on the A5 and the BMW 3 Series coupes. It looks, well, it must be said, like a hatchback of sorts. The angle of the backlight and trunk lid is so similar that from several paces away, it's not obvious that the CTS Coupe even has a trunk in the conventional sense.
The arrangement means that the rear flanks of the coupe cover an unusual amount of square footage. Some love it; some dislike it intensely, but everyone can agree that it's going to look its best when wearing very, very large wheels. Our pre-production test car wore the optional 19-inch wheels that come with the Summer Tire package. We wouldn't go any smaller. The base-level car wears 18s.And for a brand that's still climbing out of the doldrums of its recent history, polarizing, unconventional styling isn't a bad thing. Then again, unconventional styling can be much less, um, attractive. We're looking directly at you, BMW 6 Series coupe.
We're buying wholeheartedly the shapes of the CTS Coupe's rear, yes, even the showy, chrome-rimmed exhaust outlets in the rear bumper cover. And we flat love the vertical taillights with their sharp peaks and the thorny-looking center brake light/spoiler. To offset all these vertical emphasis, Cadillac gave the coupe a wider rear track than the sedan (by about an inch).
Another uncommonly attractive detail is the inset touchpads that replace the sedan's conventional door handles. They allow for an uninterrupted flow along the car's flank, and their angular shape nicely suits this origami car.For us, then, the CTS Coupe scores high on the design side of the coupe-vs.-sedan equation. And because it's American (built in Lansing, Michigan, it is), you can refer to it as a "coop," and not the pretentious European "coo-pay."
Audi R8 V10 Spyder Priced for UK
Audi UK has announced prices for the R8 V10 Spyder. The topless German model with a fully automatic lightweight fabric roof is to retail for £111,955 OTR for the manual and £117,155 OTR for the robotic R tronic. Power still comes from the 5.2-litre naturally aspirated V10 engine putting out a solid 525PS. It is good for a sprint time of 4.1 seconds from 0 - 62mph and tops off at 197mph.
At the same time the company said that a British LM-spec R8 will compete in the FIA GT3 European Championship. The R8 LMS is based on the road-going coupe version, and two examples have been sold to the new racing outfit United Autosports. This is the first British team to run an Audi R8 LMS car.
It features a lightweight carbon fibre body and a race-spec gearbox. The interior has been completely stripped of its luxury trim. Having debuted in 2009 and going on to win 23 races, the R8 is now considered a bargain buy that has justified its £267,000 ‘list price'.
At the same time the company said that a British LM-spec R8 will compete in the FIA GT3 European Championship. The R8 LMS is based on the road-going coupe version, and two examples have been sold to the new racing outfit United Autosports. This is the first British team to run an Audi R8 LMS car.
It features a lightweight carbon fibre body and a race-spec gearbox. The interior has been completely stripped of its luxury trim. Having debuted in 2009 and going on to win 23 races, the R8 is now considered a bargain buy that has justified its £267,000 ‘list price'.
Senin, 25 Januari 2010
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Cadillac CTS 2008 pictureHUMMER H3 2010 REVIEW
2010 HUMMER H3 4dr SUV 4WD (3.7L 5cyl 5M)National Base Price
MSRP $33,390 Invoice $31,053
What's New for 2010
For 2010, the Hummer H3 sees only minimal changes the lower portion of the front bumper is now dark gray instead of silver, the 5.3-liter V8 adopts flexible-fuel capability and the H3X package is renamed the Appearance package.
2010 HUMMER H3 Vehicle Overview
Powertrains and Performance
All 2010 Hummer H3 models are equipped with full-time four-wheel drive and a two-speed transfer case. The standard engine is a 3.7-liter inline five-cylinder that generates 239 horsepower and 241 pound-feet of torque, backed by a standard five-speed manual transmission or optional four-speed automatic. Acceleration is lackluster thanks to the H3's nearly 5,000-pound weight, and the maximum towing capacity is rated at a modest 4,500 pounds. EPA estimated fuel economy checks in at 14 mpg city/18 mpg highway and 15 mpg combined with either transmission.
The Alpha model picks up the pace with a 5.3-liter V8 cranking out 300 horses and, more importantly, 320 lb-ft of mass-moving torque mated to a four-speed automatic transmission. Overall performance is noticeably improved, with 0-60 sprints in the 8-second range, and maximum towing capacity shoots up to 6,000 pounds. As expected, estimated fuel mileage suffers further, rating 13 mpg city/16 mpg highway and 14 mpg combined.
Interior Design and Special Features
The H3's cabin is handsome in a utilitarian kind of way, but a bit plain when compared to the Hummer H3's bold exterior design. The available leather seating livens things up a bit with a two-tone color scheme and contrasting piping. Build quality is acceptable, though most rivals offer finer appointments. Also, stereo and climate interfaces aren't as user-friendly as those found in other GM vehicles.
The seats are comfortable, though outward visibility is compromised for shorter drivers and passengers due to the H3's high beltline and low-profile window design. Rear-seat occupants have plenty of room to stretch out once inside, but ingress and egress through the smallish door openings can be a challenge, and taller individuals may find headroom somewhat tight. Cargo capacity lags behind some rivals, at just 63 cubic feet with the seats folded. The cargo-floor liftover is also quite high, but easily accessed though the side-hinged rear door.
Driving Impressions
The standard inline-5 generally manages to keep up with traffic when tooling around town, but the 2010 Hummer H3's near-5,000-pound mass causes it to strain when faced with steeper inclines and high-speed passing situations. The Alpha's burly V8 solves this problem, of course, and is accompanied by a muscular exhaust note and improved throttle response at all speeds.
Off the road, the junior Hummer comes into its element and can overcome just about any terrain you encounter, owing to 9 inches of ground clearance, ample wheel travel, standard skid plates and impressive approach and departure angles. Given this off-road capability, the H3 performs admirably on pavement, with decent stability at speed. The ride is surprisingly smooth and belies the H3's tough-truck nature.
For 2010, the Hummer H3 sees only minimal changes the lower portion of the front bumper is now dark gray instead of silver, the 5.3-liter V8 adopts flexible-fuel capability and the H3X package is renamed the Appearance package.
2010 HUMMER H3 Vehicle Overview
Powertrains and Performance
All 2010 Hummer H3 models are equipped with full-time four-wheel drive and a two-speed transfer case. The standard engine is a 3.7-liter inline five-cylinder that generates 239 horsepower and 241 pound-feet of torque, backed by a standard five-speed manual transmission or optional four-speed automatic. Acceleration is lackluster thanks to the H3's nearly 5,000-pound weight, and the maximum towing capacity is rated at a modest 4,500 pounds. EPA estimated fuel economy checks in at 14 mpg city/18 mpg highway and 15 mpg combined with either transmission.
The Alpha model picks up the pace with a 5.3-liter V8 cranking out 300 horses and, more importantly, 320 lb-ft of mass-moving torque mated to a four-speed automatic transmission. Overall performance is noticeably improved, with 0-60 sprints in the 8-second range, and maximum towing capacity shoots up to 6,000 pounds. As expected, estimated fuel mileage suffers further, rating 13 mpg city/16 mpg highway and 14 mpg combined.
Interior Design and Special FeaturesThe H3's cabin is handsome in a utilitarian kind of way, but a bit plain when compared to the Hummer H3's bold exterior design. The available leather seating livens things up a bit with a two-tone color scheme and contrasting piping. Build quality is acceptable, though most rivals offer finer appointments. Also, stereo and climate interfaces aren't as user-friendly as those found in other GM vehicles.
The seats are comfortable, though outward visibility is compromised for shorter drivers and passengers due to the H3's high beltline and low-profile window design. Rear-seat occupants have plenty of room to stretch out once inside, but ingress and egress through the smallish door openings can be a challenge, and taller individuals may find headroom somewhat tight. Cargo capacity lags behind some rivals, at just 63 cubic feet with the seats folded. The cargo-floor liftover is also quite high, but easily accessed though the side-hinged rear door.
Driving ImpressionsThe standard inline-5 generally manages to keep up with traffic when tooling around town, but the 2010 Hummer H3's near-5,000-pound mass causes it to strain when faced with steeper inclines and high-speed passing situations. The Alpha's burly V8 solves this problem, of course, and is accompanied by a muscular exhaust note and improved throttle response at all speeds.
Off the road, the junior Hummer comes into its element and can overcome just about any terrain you encounter, owing to 9 inches of ground clearance, ample wheel travel, standard skid plates and impressive approach and departure angles. Given this off-road capability, the H3 performs admirably on pavement, with decent stability at speed. The ride is surprisingly smooth and belies the H3's tough-truck nature.
GMC Yukon Hybrid Review 2010
MSRP: From $ 51,185Powertrains and Performance
The 2010 GMC Yukon Hybrid is available with rear-wheel or four-wheel drive. Both models utilize a 6.0-liter V8 engine coupled to a pair of 60-kilowatt electric motors located inside what GM calls an electrically variable transmission. Together, they produce 332 horsepower and 367 pound-feet of torque. The system can accelerate the Yukon up to speeds of approximately 25 mph using electricity only, while the V8's cylinder-deactivation system helps reduce fuel consumption at higher speeds. Regenerative braking replenishes the batteries by capturing energy normally lost when you come to a stop.
Fuel economy ratings stand at 21 mpg city/22 mpg highway and 22 mpg combined for rear-wheel-drive Yukon Hybrids, with 4WD versions earning identical numbers except combined, which is just 1 mpg less. Maximum towing capacity for a properly equipped 4WD model is 6,000 pounds.
Driving Impressions
It's not a stretch to say that driving the 2010 GMC Yukon Hybrid feels like being behind the wheel of a 5,600-pound Prius. There's the same eerie quiet when accelerating and braking, as the gas engine shuts off to let the electric motors do their thing. Although it's a tad strange, the result is a quiet cabin, while transitions between gas and electric modes, and eight- and four-cylinder mode, are either undetectable or easy to ignore.
Although the Hybrid is the most powerful Yukon available, it's also the heaviest, so don't expect particularly brisk acceleration. Also, the transmission isn't what we'd call responsive; there can be a notable delay when you ask for full power. Handling is about what you'd expect -- safe but ponderous. Most crossovers are notably more carlike from behind the wheel. The Yukon's cabin remains fairly quiet at speed, though, and the ride is relatively smooth for a truck-based SUV.
Kamis, 21 Januari 2010
Rabu, 20 Januari 2010
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