HSV GTS Review
There are several road going family size four-door executive jets around these days; the E 63 AMG and BMW’s M5 come to mind. They both go like the clappers, but are also hugely expensive and the new M5 has not yet been released. That’s where the homegrown advantage comes into play. At well under half the price of its closest German rival, HSV’s 6.2-litre GTS makes all the right noises and perfect economic rationale.
Driving out of HSV’s press car facility, you need to watch the deep front apron as you gently angle the car over a fairly decent lip on the driveway. Once you’re through that obstacle, it only takes you a couple of gentle shifts to recalibrate your left foot with the clutch take up point before you remember that there’s a sum total of 325kW and a thunderous 550Nm of torque waiting to be unleashed. The temptation to drop down a cog and put the boot in for a quick squirt, just to see how she goes, is more than I can resist.
Again, I forgot to specify auto or manual when I booked the car for review, but was quietly hoping for the automatic, given the start/stop nature of city driving these days, particularly in Sydney.
That said momentary disappointment morphs into a big grin as I drop down a gear and give the GTS a right royal boot full, but just for a few seconds, you understand. The 6.2-litre V8 at full roar is one of the world’s great engine notes. Sounding more like a V8 supercar climbing up Mt Panorama at full tilt on race day, it’s pure aural bliss for any car enthusiast worth his salt. It doesn’t matter how hot the weather is either, you’ll want to lower the driver’s window and listen to this over and over again.
Holden Cruze Diesel
I was anticipating this drive for some time. What will the new kid on the block offer local punters keenly focused on price and the environment? The Cruze Diesel has the makings of surprising the market with all that and provides quality too.
First impressions sitting in the car was that it was quite basic in respect to the interior. But once I got myself comfortable, and drove around town a little, I got a real sense that this Korean built Cruze has what it takes to deliver the local market a value for money, economical, low cost and even environmentally friendly car that actually looks pretty damn good too.
Even though the new Cruze is built in Korea, improved build quality seen in recent models sourced from the Gunsan manufacturing facility by Holden are present in the new Cruze. Plus Holden plans to build the Cruze in Australia at Holden’s South Australian Elizabeth plant late in 2010, which will be a positive to their local economy.
I like a zippy car and have fallen in love with the low-end torque offered by the Holden Cruze CD Diesel.
The Cruze CD felt great while driving it around town. The best part was that the fuel gauge nearly stuck on full. This is a great feeling, especially with city driving.
Have I mentioned that I think this is great value for money?
It was really a fresh relief to see the fuel gauge hardly move, even more so with the latest fuel prices. I even thought there was a problem with the gauge – but no, the car was just very fuel-efficient.
Scion TC
The all-new 2011 Scion tC arrives after seven years with the original. This second-generation tC rides on a new platform, keeping the same length but offering a bit more room. A new engine brings 180 horsepower and 173 pounds-feet of torque, with a quickened pace: from 0 to 60 in 7.6 seconds with the manual transmission.
The 2.5-liter inline four-cylinder engine uses the latest lightweight technology, with Dual Variable Valve Timing with intelligence (VVT-i), roller rocker arms and a variable-induction intake manifold system that changes the length of the air-intake pipe to supply more torque on demand. Fuel mileage is improved by 3 mpg to an EPA-estimated 26 mpg in combined city and highway driving, and the emissions rating remains at ULEV II. Overall, there’s been a weight gain of about 100 pounds.
Both transmissions are new for 2011, with a 6-speed automatic and 6-speed manual replacing the antiquated 4-speed automatic and 5-speed manual. We preferred the manual gearbox because the automatic doesn’t offer a sport mode.
The styling has changed direction somewhat. In an apparent attempt to be edgy, the roofline is sharper at the A-pillar and C-pillar. And the nose of the new tC has more rounded shoulders with large wheel cutouts, a more current look.
Other improvements the 2011 tC has over the 2010 previous-generation model include bigger brakes and wheels, with 18-inch alloys standard, and electric power steering. There’s a reclining and flat-folding 60/40 rear seat, steering wheel with audio controls, and a 300-watt eight-speaker sound system borrowed from big sister Lexus.
Dodge Durango
Don’t be alarmed if you think the 2011 Dodge Durango looks a lot like a stretched Jeep Grand Cherokee with a crosshair grille, because that’s essentially what it is. While the underpinnings are largely shared, Dodge tells us that the Durango is more focused on hauling people—it has three rows to the Grand Cherokee’s two—than crawling over rocks. And so while Jeep boasts about off-road capability, Dodge will play up the crossovery-ness and on-road performance of the Durango.
After taking a pass on the 2010 model year, the third-generation Durango appears thirteen years after the original model was introduced. Unlike the body-on-frame SUV it replaces, the 2011 Durango now sits on a unibody platform that it and the Grand Cherokee share with the Mercedes-Benz M- and GL-classes. The base engine will be Chrysler’s new 3.6-liter Pentastar V-6 while the 5.7-liter Hemi V-8 continues as the optional engine, just as with the Jeep. All-wheel drive will be optional, but Dodge won’t give specifics on what types of systems will be offered. We expect some sharing with the Grand Cherokee, with Jeep reserving for itself the more capable, off-road-oriented transfer cases. An optional air suspension also is likely for the Durango, especially given its claimed performance intentions and the availability of such a system on the GC. Towing capacity is quoted as 6200 pounds with the V-6 and 7400 pounds with the Hemi, which is down slightly from its truck-based predecessor. A trailer-sway-control system will be standard.
Toyota Sienna
It’s tough to put swagger in a minivan. Toyota Motor Corp. has tried to claim its all-new 2011 Toyota Sienna is cool, fun and the kind of vehicle young, hip parents want in their lives. But that’s simply not true. There’s nothing particularly cool about a minivan. Cool is Corvette, cool is cruising to a Tigers’ game on a summer night with the top down and 89X cranking on the stereo. There are no juice boxes in cool. Coolness is instantly removed when a person becomes a parent. This is a fact of life even Edna Garrett can agree with. But don’t let dumb marketing get in the way of a great minivan.
The new Sienna offers parents all of the luxury amenities they could ever want. It’s designed for function first but still pulls off style.
It might even make parenting a little easier — which is the entire purpose of minivans.
Minivans in general are the single most utilitarian people hauler around. For families, it allows siblings to be separated to just out-of-arm’s reach of each other and cuts down the “he’s touching me” comments to a minimum. More importantly, every person in this vehicle will be comfortable.
The front row bucket seats are nicer than most people’s living room furniture, and the second row captain’s chairs include foot rests — though for adults the front seats do get in the way. The third row is big enough for adults and access is easy. While some people may need the eight-passenger configuration, I prefer the seven-passenger version with the stylish second row seats. It makes getting to the third row easier and the seats were made for a long nap.
The Sienna comes with a slew of storage areas, including a 12-pack worth of cup holders on the eight-passenger model. (There are only 10 cup holders on the seven-passenger model.) But more importantly, there’s lots of space inside.
Nissan Maxima
Whether you choose the new 2011 2012 Nissan Maxima GXE, Maxima SE, or the Nissan Maxima GLE, you’ll be driving a car that is as sleek as it is sophisticated. What’s more, with a host of 2011 2012 Nissan Maxima accessories, and a popular Maxima body kit, this car is one of the most customizable members of the Nissan fleet. Make the 2011 2012 Nissan Maxima part of your life – bookmark this site and check all of the 2011 2012 Maxima info and Nissan Maxima specs we have to offer today.
There are other reasons to buy a 2011 2012 Nissan Maxima sedan, though, and these have to do with looks. On the outside, the Maxima gets its debonair style from camera-lens-style headlights, chrome-rimmed taillights, large rear-door windows, and a new grille and bumper fascia that is bold and beautiful.
Infiniti M
The Infiniti M Line takes Infiniti’s saloon range in Europe – which also includes the Infiniti G37 – to a higher new level, inside, outside and on the road, too. The Infiniti M combines rear-wheel-drive poise with impeccable luxury credentials in a 4945mm-long saloon with space to spare inside the best designed and finished cabin that Infiniti has ever offered. As flagship saloon for the brand, the Infiniti M Line also revels in the uniqueness that is Infiniti, from the flowing lines of the Essence concept car-inspired profile and the integrity of the natural materials used, to the pledge of an utterly hassle-free ownership experience.
Infiniti’s most technologically advanced and beautiful saloon yet, the third-generation Infiniti M will bring with it to Europe its unimpeachable reputation for quality among American luxury car-buyers. Every Infiniti M model will also arrive designed and equipped to succeed in some of the world’s toughest executive car markets, blending qualities that have made it a popular car in the US with the high-performance abilities needed to compete on European roads.
The new Infiniti M Line has been able to call on key Infiniti strengths in order to satisfy more demanding drivers. These include lightweight componentry, adaptive technology, race-bred engine design, sophisticated chassis design with almost perfect weight distribution and proven double-wishbone suspension with the availability in some models of Infiniti’s acclaimed sports handling technology, 4-Wheel Active Steering (4WAS). To the benefit of looks, ride and cabin room, the M also benefits from one of the longest wheelbases in the class.
The new Infiniti M has its first outing – in the metal – at an unveiling in Beverly Hills, California, prior to US sales commencing in the spring of 2010. An earlier debut, in August this year, was as a “virtual” car created in 3D by video mapping – presaging a trend for “firsts” that the new Infiniti M Line is well placed to expand upon.
Hyundai ix20
Hyundai will kick off an intensive period of product launches by unveiling two important new models at the 2010 Paris Motor Show.
First of these exciting new models is Hyundai’s new B-segment MPV, named ix20. The Hyundai ix20 is the second European model to adopt Hyundai’s new ‘fluidic sculpture’ design language which helps differentiate it from the boxy ‘minivan’ image typically associated with the segment.
On sale from mid November 2010 in the UK, Hyundai ix20 is expected to attract young families with its excellent all-round package: class-leading fuel economy and low CO2 emissions; the latest in active and passive safety technologies; and the company’s groundbreaking Five Year Triple Care warranty.
Mercedes-Benz CLS-Class
Another distinguishing feature comes in the form of the full LED headlamps, which are the world’s first to offer all of the dynamic light functions using LED technology. This innovation boasts an impressive design – inside they are divided into three arrow-shaped layers from top to bottom: the upper layer contains an LED indicator, beneath which is a striking LED side light offers LED low beam functions. The side light can also be seen when the high beam is activated, thereby creating a unique night-time design. The lowest level of the headlamp houses the main beam and nightview functions. A total of 71 LED’s provide an unmistakable appearance as well as a significantly enhanced view of the road compared with previous systems.
The typical Mercedes-Benz CLS-Class outline, with its elegantly long proportions, is the dominating attribute of the new model. The effect of the dynamic, athletic form has been enhanced with a new interplay of lines and surfaces. A unique “dropping line”, which begins above the front wheel-wells and slopes downward towards the rear, represents a new interpretation of a renowned design hallmark of historic Mercedes sports cars.
A distinctive and muscular sports car-like shoulder line above the rear axle highlights the athletic character of the 2012 CLS. The flared wheel arches resemble the powerful thighs of a feline predator waiting to pounce.
The side profile is rounded off with wide wrap-around tail lights featuring LED technology – a linking element to the rear of the vehicle. The shape is emphasized by the broad shoulder line, which is clearly visible from behind and supports the flat roof. A wide metal insert adds a further visual highlight at the rear.
Dacia Duster
Renault’s Romanian subsidiary Dacia has unveiled the production Duster model, an affordable and rugged 4×4 vehicle that will be manufactured the European, Turkish and Maghreb markets and will go on sale in Spring 2010.
The Dacia Duster will be marketed in 4×2 and 4×4 versions in the European, Turkish and Maghreb markets. It will be produced at the brand’s Pitesti plant in Romania, with sales beginning in Spring 2010.
It will gradually become available across the world, badged as either a Renault or a Dacia, following the example of Logan and Sandero.
The Dacia Duster will offer a choice of economical engines with low fuel consumption and CO2 emissions. The 4×2 diesel versions of Dacia Duster will emit less than 140g CO2/km, making them eligible for the Dacia eco² signature, while the 4×4 diesel versions will emit less than 150g CO2/km.
The Duster project was aimed at responding to the need for an affordable, comfortable and rugged 4×4. The Renault group decided to develop an all-terrain vehicle aimed initially at emerging markets. The needs of European customers were also taken into account from the project outset.
Design
At first glance, Dacia Duster is clearly a 4×4. Its front end exudes a sense of ruggedness, with its imposing chrome grille and sump guard also pointing to its clear 4×4 credentials.
Seen in profile, its high ground clearance, wide wheel arches and body protection are an open invitation to take on even the toughest surfaces.
Today’s all-terrain vehicles are often synonymous with bulk, a preconception which Dacia Duster sweeps aside.
Being 4.31 metres long and 1.82 metres wide, Dacia Duster is very compact, making it as at home in built-up areas as it is when taken off the beaten track.
Although it clearly demonstrates that it belongs to the world of all-terrain motoring, Dacia Duster boasts attractive, yet not ostentatious lines.