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2008 Subaru Impreza WRX – First Drive Review – Auto Reviews – Car and Driver
January 4, 2012 | 
Author WRX fans might not love the styling of the new Impreza, but Subaru says there is method behind the apparent madness—the company wants to tone down the current car’s import-tuner image and appeal to a wider audience through more conservative and mature looks, better interior quality, and improved packaging.
We had an opportunity in Japan to drive the 2008 WRX. Although the Japanese-market car has a smaller (and more powerful) engine, the rest of it is virtually identical to the WRX that goes on sale in the U.S. the first of September. It will be available as a four-door sedan and five-door hatchback, which replaces the outgoing wagon that accounted for about 25 percent of American sales. Read the rest of this entry »
Mazda MPV – First Drive Review – Auto Reviews – Car and Driver
"The world doesn’t need a me-too minivan from Mazda."
This astute bit of analysis came from Mazda’s own Martin Leach, managing director of product planning and design. Who could disagree? Since Chrysler launched the
and Plymouth Voyager in 1983, the world’s cleverest carmakers–and most of the unclever ones, too–have done the minivan thing over and over, producing more variations than Mozart. How could Japan’s sixth-largest carmaker, ranked way down in 14th place on the world’s list, come up with something new and compelling?
Well, okay, maybe compelling is too much to ask in this category of soccer-mom shuttles. But could a small outfit, this late in the game, create a Mozart quality variation on the now-familiar theme?
After a day’s drive in several pilot-production samples, we think the answer is yes. Instead of trying to be all things to all people, the new Mazda MPV (for "multipurpose vehicle") puts its emphasis on lean exterior dimensions and ingenious interior design, resulting in an agile hauler that surprises with its capacity. It looks good, too.
Whereas the mainstream mini vans evolve along bigger-is-better lines– grew 14 inches during its redesign, to 201.2 inches overall, roughly the norm for full-size minis–Mazda shunned bulk. The MPV is 187.0 inches long, just a fraction longer than a short-wheelbase Caravan. At 72.1 inches wide, it’s roughly four inches narrower than most of the big guys, too. It’s a smaller box–and one that cant carry four-by-eight plywood lying flat.
But it hauls like a bigger box because the designers found new ways to put room in useful places. The key decision was the location of the temporary-use spare tire; it’s amidships, as is the
‘s, only Mazda placed it under the floor where it drops to the ground when needed without unloading (you will need access to a screw head under the floor mat just behind the passenger-side front seat). This placement allows the third-row bench to do the same trick it does in the Odyssey: fold into a basin, leaving a perfectly flat floor (left). When the third seat is up, the empty basin serves to enlarge the cargo space to 17.2 cubic feet, nearly four cubic feet more than in the short Caravan.
The MPV is a fresh design built in Hiroshima on an all-new platform. It’s a front-engine, front-drive layout with a strut suspension in front, a torsion-beam axle in back, and coil springs all around. A four-wheel-drive version is scheduled for Japan, but Mazda doubts U.S. demand would justify importing it.
Only one powertrain is planned for now, a version of Ford’s 2.5-liter Duratec V-6 rated at 170 horse-power (160 hp in California and other LEV states) and coupled to a Ford four-speed automatic. The U.S. drivetrain, Mazda’s Leach says, was a currency hedge as much it was a product decision. "The yen exchange was 90 to the dollar [which made Japanese-built cars very expensive here]. We needed to source part of the car in dollars."
Prices start at $20,475 for the least-expensive DX and rise to $26,030 for the top-of-the-line ES with leather seats.
Mazda, in its own quiet way, has been building a reputation for style. The Miata, for example, went from girl-next-door cute to almond-eyed alluring in its 1999 makeover. The Protege’s classy looks deny its budget price, and the Millenia is still sexy after all these years (notice we haven’t mentioned the 626). Now the detailed sculpting of the basic-box MPV shows just how artistic Mazda’s design team is. The five-pointed grille is similar in shape to the Odyssey’s but much more forceful, serving as a focus for the hood’s bold sculpturing. The hatch door curves just right to keep the rear glass nearly vertical, thereby preserving hauling space yet allowing the rear pillars to sweep forward for a sleek profile. Subtle creases that run the full length of the body sides and around the wheel openings make sharp breaks between light and shadow. The MPV is still a box–that’s a minivan given–but it looks crisp and precise.
Article source: http://www.caranddriver.com/reviews/car/archive/mazda_mpv-first_drive_review
Exclusive interview with Pastor Maldonado: Hamilton deprived me of points finish
Pastor Maldonado spoke to Autoblog UK about his race and Lewis Hamilton’s overtaking manoeuvre.
You’re probably one of the more disappointed drivers here today.
Pastor Maldonado: Yes, but there are also positives. The race went well for the team and me. In the end, we were unable to finish the race because of Hamilton, but that’s the way it goes in Monaco.
In Barcelona, you were lacking speed, but here things went really well.
That’s right. The car is improving step by step. I think the team have done a great job, especially here in Monaco. We need to continue in this direction. We must push on, and hopefully we will be even more competitive in the next race.
You must be satisfied with your own performance too.
Definitely. I didn’t make a single error over the whole weekend. The stupid thing is that we missed out on points today – both the team and myself. But that’s racing.
Wouldn’t it have been better perhaps to let Lewis go past and avoid a collision?
There wasn’t enough room for that. Lewis had already shown himself to be fairly optimistic when he made his move on Felipe, and it’s simply too difficult to overtake here if you are matched for pace. If you look at the race, you’ll see I was faster than Lewis after my last pit stop. It’s very difficult to overtake here. To do that, you need to be two to four seconds quicker.
Hamilton was penalised for the collision, but that doesn’t help you, does it?
No, because now the race is over.
Has Hamilton apologised to you?
No, and I won’t try to discuss the incident with him. That wouldn’t serve any purpose.
Source:
Best British Sportscar Poll
Article source: http://www.performance-car-guide.co.uk/best-british-sportscar-poll.html
Best British Sportscar Poll In an attempt to settle an age-old argument, classic car fans are being given the chance to vote on the best British sportscar of all time. A panel of experts has prepared a shortlist of 15 iconic cars which cover all of the great British marques and enthusiasts can vote on-line for their own favourite through Silverstone Classic’s official website.
As well as being firmly established as the world’s biggest classic racing festival, the annual Silverstone Classic also features one of the largest and most comprehensive collections of classic cars. This summer’s three-day event will see more than 120 UK car clubs displaying over 7000 cars including large numbers of those shortlisted on-line for the coveted ‘Best British Sportscar’ title.
The E-type Jaguar will be centre stage this year, with the Silverstone Classic having been chosen by all the major Jaguar clubs as the location for the legendary model’s official 50th birthday party. The aim for the event is to have 1000 E-types on display and then send them on to the Grand Prix circuit during Saturday to set a Guinness World Record for the greatest number of E-types in any parade. Cars from all over the world are already confirmed, including from North America and all over Europe.
But the E-type isn’t the only car – or Jaguar – shortlisted on the website for the ‘Best British Sportscar’ crown; it is joined on the shortlist by its XK120 predecessor. Triumph, though, has the most finalists with TR3, TR6 and Spitfire models all making the last 15. Also Austin Healy (‘Frogeye’ Sprite and 3000), Lotus (Seven and Elan) and MG (MGA and MGB) join Jaguar with two models on the final roster, which is completed with the AC Cobra, Aston Martin DB5, Morgan and the TVR Griffith.
To vote for their own favourite, enthusiasts just need to log onto www.SilverstoneClassic.com/vote&win and click on the appropriate box under their choice – all entrants being restricted to one vote. The poll closes on the 30th June and the result will be announced on 7th July with the overall winner being officially crowned during this year’s Silverstone Classic. 10 winning votes drawn at random will each receive a pair of weekend tickets to the event.
“Britain is well famous for its sportscars but no one ever agrees which one is the best. That’s a long-running debate we now want to put to rest and where better to settle the result than at the Silverstone Classic where so many fine examples of these much-loved models will be on show?” said Event Director, Nick Wigley
As well as the E-type Jaguar a number of different anniversaries are being marked by the relevant clubs – of which includes the 50th anniversary of the Porsche Club GB. More than 600 Porsches of all types will be there to mark this landmark date. Also hitting the half-century is the Austin Healey Club, which will have a major display of the ever-popular British sports cars of the 1950s and 1960s two of which, of course, have made the final shortlist.
It is very apparent that 1961 was a special year for the British motor industry as more 50th anniversaries are marked for the Mini Cooper, the MG Midget and Reliant Sports Cars. Celebrating 75 years will be displays of the classic BMW 328 sports car and the Allard marque, while the quintessentially British Morgan 4/4 also has a 75th birthday. The Cranfield section of the Morgan Sports Car Club (CRANMOG) will be there also with around 70 examples of the Malvern-built sports cars.
While Chevrolet celebrates 100 years, the far younger Jaguar XK8 marks a 15th anniversary. More extensive displays already confirmed will include 200 Mazda MX5s, 200 Lotus Sevens (another of the shortlisted finalists) and 120 cars from Club Lotus.
“Back in 2005 we had just 75 classic cars displayed on the infield; this year we will have well over 100 car clubs exhibiting more than 7000 of the world’s best automotive creations,” enthused Wigley. “Silverstone is a huge venue allowing us to accommodate a massive display of car culture and history – it’s a truly incredible sight that just gets bigger and bigger every year.”
BRITAIN’S BEST SPORTSCAR – FINAL 15 SHORTLIST
British car Blizzard Bash pool party 1992
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2012 Audi A6 Drive: Audi A6 Review – Car and Driver
There was some disappointment in Germany when the was unveiled. The seventh generation of Audi’s executive sedan looks an awful lot like the previous A6, not to mention the smaller, less expensive A4. It is an all-new car, but it didn’t take the visual leap forward that some previous A6 generations or their predecessor, the 5000, did. The difference is in details such as the pronounced shoulder line, protruding door handles, and finessed shapes of the grille, headlights, and taillights.
The perception that this redesign relies solely on nuance changes as soon as you enter the car. Audi’s interiors have been best in class for years, but the new A6 raises the bar another very significant notch by integrating much of the interior from the
. The company is proud of the A6’s optional layered-oak trim, but we’re divided on it; check it out in person before ordering. The overall atmosphere and the attention to detail are simply unbeatable in this segment.
The instrument layout is dominated by a large screen between the tach and speedometer. It displays all kinds of information, including a feed from the thermal night-vision system on cars so equipped. A head-up display is optional for people who always want their information immediately available.
Really Good Six Speaking of engines, the top-of-the-line
is still powered by a supercharged 3.0-liter V-6 that produces 300 hp from 5250 rpm to its 6500-rpm redline and 325 lb-ft of torque from 2900 to 4500 rpm. Compared with the supercharged V-6 in the previous-generation A6, this engine is more efficient, owing to an electric power-steering pump and a new oil pump. The compact, Roots-type Eaton TVS supercharger is virtually inaudible, thanks to the work of Eaton’s and Audi’s own engineers.
On the road, this powerplant steps off forcefully and builds torque evenly and rapidly. It emits a pleasant, sonorous sound that is unusually sporty for a luxury sedan yet unobtrusive enough not to scare away the nonenthusiast buyer. In the Euro-spec car we drove, the intermediary between the six and the Quattro all-wheel-drive system is Audi’s DL501 seven-speed dual-clutch transmission. (We’ll actually get Audi’s eight-speed automatic with this engine.) It shifts quickly and helps deliver better fuel economy than a torque-converter automatic would, but the manual mode could use some work. If you select a gear that the box doesn’t anticipate, the shifts can get a little jerky. Moreover, the system won’t process multiple shifts at once, meaning you have to order them one gear at a time. And it upshifts by itself at redline, so if you hold off too long and pull the paddle right as the engine tops out, you may find yourself shifting up two gears instead of one—which happened to us more than once. You’re probably going to want to ignore the manual mode.
Drives How it Looks: Beautifully The A6 uses the latest version of Quattro, with a nominal front-to-rear power distribution of 40/60 percent. Add to that an optional sport differential that actually distributes torque instead of cutting it off like stability-control-based “torque vectoring” systems offered on cheaper cars, and the A6 is supremely capable. The electromechanical steering is nicely weighted, and its feel is vastly superior to that of the BMW 5-series, which has had most of its feeling snuffed out by a new electric booster.
The A6’s modular longitudinal platform places the front axle farther forward than in the old, nose-heavy A6s, making for far better weight distribution and greatly reducing the car’s tendency to understeer. The dynamic abilities of the new A6 also are enhanced by its lower weight. Audi managed to shave almost 300 pounds off the old car’s heft with extensive use of lightweight materials, mostly aluminum.
The A6 will stay on top of things even when the driver isn’t—perhaps because he’s lost in the sounds emanating from the top-notch, 1300-watt Bang & Olufsen stereo. The adaptive cruise control works from 0 to 155 mph, and it can bring the car to a full stop when necessary. A side assistant monitors the blind spots, lane assist acts on the steering system to keep you in your lane, a crash-sensing system will apply brake pressure even if you stay oblivious to looming disaster, and the night-vision system will highlight pedestrians in your path. Still, we’d prefer you just pay attention.
Passengers Limited to Two Computers Apiece Your passengers will appreciate the fact that the A6 is a wireless internet hot spot that can support up to eight computers—which seems utterly unnecessary. The nav system includes a Google Earth bird’s-eye view. You can operate it with the MMI controller, by voice, or with Audi’s touch pad that recognizes letters—even poorly written ones. Among our favorite features are the full-LED headlights. The light they emit is colder and brighter than xenon, and they are styled to add a cool menace to this executive sedan.
For the U.S., the A6 will be offered initially with only the V-6 and Quattro, but a front-drive model with the 211-hp, 2.0-liter turbocharged four-cylinder and Multitronic CVT will follow. Other markets will get a hybrid based on the four, but we’ve been told that model will not come to the States. Audi is likely to add the powerful and torquey 3.0 TDI to the portfolio later, and by the middle of 2012, we’ll see the S6, powered by the same turbocharged 4.0-liter V-8 that you’ll find under the hood of the entry-level
. That model is probably worth waiting for, but for the impatient or those with smaller budgets, the A6 3.0T is already pretty close to perfection.
Article source: http://www.caranddriver.com/reviews/car/11q1/2012_audi_a6-first_drive_review