2011 Jeep Compass

The 2011 Compass is a 4-door, 5-passenger sport-utility, available in 4 trims, ranging from the FWD to the Limited 4X4.

Upon introduction, the FWD is equipped with a standard 2.0-liter, I4, 158-horsepower engine that achieves 23-mpg in the city and 29-mpg on the highway. A 5-speed manual transmission with overdrive is standard, and a variable speed automatic transmission with overdrive is optional. The Limited 4X4 is equipped with a standard 2.4-liter, I4, 172-horsepower engine that achieves 21-mpg in the city and 26-mpg on the highway. A variable speed automatic transmission with overdrive is standard. 
If Jeep's lineup of SUVs were footwear, most of the models would be hiking boots. Yet the Jeep Compass has always been more like a pair of flip-flops—you could wear them on a trail, but in doing so you'd probably slip in the mud and stub your toe. This year, though, the Compass is toughening up. It's now officially "Trail Rated"—if you pony up for the Freedom Drive II off-road package. It's the same grouping of parts that have been available on the Compass's chassis mate, Jeep Patriot, for years. No, don't expect Freedom Drive II to get you through a hardcore trail the way the legendary Rubicon could. But now—thanks to a 1-inch-higher ride height, 17-inch all-terrain tires, skid plates, tow hooks, 4WD Lock mode, Hill Descent Control and a continuously variable transaxle (CVT) with a lowered first-gear ratio—a Compass with Freedom Drive II can traverse surprisingly difficult terrain.

Aside from the boost in off-road prowess, all 2011 Compasses benefit from a freshened nose reminiscent of the hot new 2011 Jeep Grand Cherokee's. And inside, the slabs of hard plastic that defined the previous Compass's interior are gone. And to keep noise levels down, engineers recalibrated the engines as well as the CVT to operate at more acoustically pleasing rpm levels.

Read more: 2011 Jeep Compass Test Drive - Jeep Compass Review - Popular Mechanics

Tech Tidbit: The Freedom Drive II Compass doesn't come with a separate gearbox (a traditional four-wheel-drive transfer case) to provide a distinct low-range gear reduction the way a Jeep Grand Cherokee or Wrangler does. Instead, the Compass's CVT has a clutch pack that diverts torque to the rear axle, and unique CVT programming to simulate a total "geared" reduction of 19:1. That ratio comes from multiplying the lowest forward ratio in the CVT (2.34:1) by the final drive of 8.14:1. For comparison, a Wrangler with an automatic transmission has a total reduction (or crawl ratio) of 31.7:1 when you multiply the first gear in the transmission by the low-range ratio in the transfer case by the axle ratio. What it all means is that despite the Compass's new ruggedness for 2011, a Wrangler could crawl up a trail nearly twice as slowly, offering the driver more torque and control.

Driving Character: We spent a full day with a Freedom Drive II–equipped Jeep Compass 70th Anniversary model on the red rocks of Moab, Utah. We hit the Fins and Things Trail, following a convoy of more capable Grand Cherokees and Wranglers. On a moderate trail like this, those bigger Jeeps could easily walk over or slowly crawl down just about anything the trail threw at them. But the Compass (and its driver) had to work for it. Before many of the difficult sections, we buried the throttle to create enough torque to crest an obstacle. And at a few points, we had to back down and take a running start, sawing the steering wheel and letting the traction-control system fight to limit the wheelspin. The downhill sections required a bit less footwork, as the Compass's hill-descent control slowed us well.

The Compass completed the trail with no close calls or mechanical snafus. On a run like that, the Compass's limited off-road capability requires the driver to be more engaged and focused. And sometimes that can be a more rewarding experience than effortlessly cruising that same terrain in a more capable 4WD.

Favorite Detail: The Freedom Drive II system requires you to pull on a little chrome lever to engage locked 4WD. It's actually more of a partial "lock" since the system can unlock the torque split if it senses binding. (That center clutch does not allow for the front and rear axles to rotate at different speeds.) But we still like that it's a more substantial procedure than pressing a plastic button on the dash.

Driver's Grievance: The recalibration of the engine management system and CVT has made the Compass quieter on the road. This Jeep, though, needs more power under the hood. We'd like to see a smaller version of Chrysler's new 3.6-liter V6 installed in the future. The trouble is, our 70th Anniversary Compass costs more than $30,000. A larger engine probably would mean an even more expensive Compass.

The Bottom Line: The new 2011 Compass is much improved and capable enough for backcountry excursions. But the changes have created a Compass that's quite similar to the Jeep Patriot—they share just about everything except the sheet metal. Does Jeep really need both of them? We suspect not.

2007 Audi B&B TT Edition R car wallpapers gallery

2007 Audi B&B TT Edition R car wallpapers gallery

2007 Audi Nothelle TT car wallpapers gallery

2007 Audi Nothelle TT car wallpapers gallery

v

2007 Audi S3 by MTM car wallpapers gallery

2007 Audi S3 by MTM car wallpapers gallery

2011 MINI Cooper S Countryman

2011 MINI Cooper S Countryman ALL4

Out driving, I noticed many people checking out the car. One MINI driver, after passing, slowed down and followed me for a bit. My wife added that this car definitely garnered the most attention of all the cars I’ve tested, which speaks to its attractive design and looks.
The new MINI Cooper S Countryman is a fun car to drive. The steering feels a little disconnected, but is still very responsive to inputs. I had the opportunity to drive it to the small Sierra town of Sutter Creek during a very rainy weekend and the ALL4 all-wheel drive system handled the inclement weather without making anyone nervous, despite the slick and curvy roads.

2011 MINI Cooper Countryman filled with cargo
With 181hp, the Countryman’s 1.6-liter turbo motor has plenty of power, most of which is available at higher rpms. When I needed to pass and floored the gas pedal, the motor whined loudly as power and turbo pressure grew. To speed up the process, I did drop the 6-speed transmission down a gear using the paddles on the steering wheel, or I could keep the MINI in Sport mode (button on the center stack behind the shifter), which seemed to maintain higher engine speeds for any given gear.
At normal highway speeds and around town, the engine is smooth and fairly quiet. Braking power is excellent from high speeds, but with little modulation at low speed and minimal pedal stroke bordering on being grabby. This may be due to the newness of the car: just over 1500 miles on the odometer. Because of the elevated stature of the Countryman, ground clearance is excellent and visibility is very good. Additionally, I discovered that parking this compact crossover is a breeze.
I do have to comment about the firm suspension. Endowed with performance run-flat tires on 18-inch rims, the ride is firm and not very forgiving. Hit a pothole and the whole car will bounce and resonate.
As with all MINIs, the center stack is dominated by a dinner-plate sized speedometer with a small LED display for radio and car settings. I could do without the large speedo (as the current speed can be displayed under the tachometer) and substitute larger, more legible buttons/switches and LED display. It’s definitely hard to reach down to make any adjustment without looking.
2011 MINI Cooper Countryman – very LARGE center-mounted speedometer
On the way back down from the mountains, we stopped at a feed store to pick up chicken feed and pine shavings. With a 50-pound bag of feed in the rear and two large blocks of pine shavings on the lowered rear seats, there wasn’t much space left to house anything else. Although MINI bills the Countryman as a crossover, there are quite a few hatchbacks with as much or more cargo capacity. Running longitudinally down the center of the car is an aluminum channel to which cup holders, eyeglass and cell phone holders attach. Cool idea, but as executed it eliminates space in the rear and the cell phone holder in front is under the center console, making it difficult to easily access. One blatant omission is Bluetooth as a standard feature, which is especially glaring now that cars at half this price have Bluetooth. Shame on MINI!
MINI Cooper Countryman interior MINI Cooper Countryman – 4 doors, 4 bucket seats Center rail cup holder and glass holder accessories

Like other MINIs, the Countryman brings on the fun without burning a lot of gas. During the weekend, I drove just over 350 miles and averaged 27 mpg, which is excellent for a 4WD vehicle. Overall, the Countryman is fun to drive and I would consider buying one, if it weren’t for the high price and limited storage.

2011 Chevrolet Traverse

 The 2011 Chevrolet Traverse offers heated cloth seats for the LT trim level, the USB port is moved to the upper instrument panel storage bin and two new exterior colors are added: White Diamond Tri-Coat and Steel Green Metallic.
 It isn't wrong to consider the Chevrolet Traverse a masterpiece. Its sleek exterior serves as a testament to the engineers who crafted our crossover into sheer beauty. Details like angular taillamps and the dual-port grill give Traverse a distinctive look, while a number of features help you out on the road.

Aside from the audio system's relocated USB input and the addition of heated cloth seats to the options list for LT models, the 2011 Chevrolet Traverse remains largely unchanged.

Introduction

Over the past couple of years, a lot of people have come to the realization that even though they like the practicality that a traditional SUV provides, they're not particularly fond of how unwieldy these lumbering, truck-based behemoths can be. If you're one of these people, we'd encourage you to check out the 2011 Chevrolet Traverse.
As a large crossover, the Traverse combines the people- and cargo-schlepping strengths of an SUV with the carlike ride and handling of a minivan. Granted, by choosing a crossover, you'll be giving up the heavy-duty towing capacity of those old-school sport-utes and the ultimate practicality of a minivan. Still, at the end of the day, the benefits offered by crossovers like the Traverse make them smart choices for many drivers.
While the Traverse is the least expensive of GM's three large crossovers built on the same underpinnings (the other two are the Buick Enclave and GMC Acadia), it's appealing in ways that go beyond the bottom line. Families will appreciate the roomy interior that offers comfortable seating for up to eight passengers; they'll also likely warm to the surprising number of upscale features found on the upper trim levels. Relatively decent fuel economy and high marks in government and insurance industry crash tests are also part of the deal.
The Traverse does have its faults, including less-than-optimal visibility and a third-row seat that's not quite as comfortable as the one in the Ford Flex. It's also no match for the Mazda CX-9 crossover in the handling department, nor does it offer as many advanced electronics as the new Ford Explorer. Just the same, folks in the market for a vehicle that offers the everyday usefulness of a traditional SUV or minivan without the associated downsides would do well to put the Traverse on their test-drive lists.

Body Styles, Trim Levels, and Options

The 2011 Chevrolet Traverse is a large crossover SUV available in LS, LT and LTZ trim levels. Standard equipment on the LS includes 17-inch steel wheels, eight-passenger seating, split-folding second- and third-row bench seats, a tilt-and-telescoping steering wheel, air-conditioning, full power accessories, OnStar and a six-speaker CD/MP3 player with an auxiliary audio jack and satellite radio.
The midrange LT trim level is actually comprised of a choice of two sub-trims: the well-equipped 1LT and the more upscale 2LT. The 1LT package offers 18-inch alloy wheels, heated sideview mirrors, an eight-way power driver seat, a trip computer, a leather-wrapped steering wheel and rear parking sensors. Select the 2LT package and you'll get all that plus tri-zone automatic climate control, a 10-speaker Bose system (with USB port), rear audio system controls, seven-passenger seating (featuring second-row captain's chairs), a power liftgate and a rearview camera integrated into the rearview mirror.
The Traverse LTZ ups the luxury ante with 20-inch wheels, leather upholstery, heated and ventilated power front seats (with driver memory settings), Bluetooth connectivity and remote ignition. Many of the standard features on upper trim levels can be added to the lower ones via option packages. Other highlights from the add-ons list include a trailer-towing package, a navigation system (with real-time traffic, a rearview camera and a USB port), dual sunroofs and a rear-seat DVD entertainment system (with USB port).

Powertrains and Performance

There is only one engine/transmission combination available for the Chevrolet Traverse -- a 3.6-liter V6 mated to a six-speed automatic with manual shift control.
In the LS and LT trims, the V6 produces 281 horsepower and 266 pound-feet of torque. In the more upmarket LTZ, output jumps to 288 hp and 270 lb-ft thanks to a dual-outlet exhaust. In our performance testing, a Traverse LT2 posted a sufficiently quick 0-60-mph time of 8.6 seconds.
EPA fuel economy estimates for the front-wheel-drive Traverse are 17 mpg city/24 mpg highway and 19 mpg combined. All-wheel-drive Traverse models are very close at 16/23/19 mpg. Properly equipped, the Traverse can tow up to 5,200 pounds.

Safety

Antilock disc brakes, traction and stability control, front seat side-impact airbags and side curtain airbags for all three rows are all standard on the 2011 Chevrolet Traverse, as is one year of GM's OnStar service, including turn-by-turn navigation and hands-free phone connectivity. In Edmunds brake testing, its Acadia twin came to a stop in 135 feet -- the Flex and CX-9 perform better.
In the government's new, more strenuous crash testing for 2011, the Traverse earned a top five-star rating for overall performance, with four out of five stars being given for front-impact protection and five stars for side-impact protection. The Traverse also aced the Insurance Institute for Highway Safety crash tests, where it got the highest rating of "Good" in both the frontal-offset and side-impact tests.

Interior Design and Special Features

While the 2011 Chevrolet Traverse has a number of good qualities, its interior is the real selling point. The design is attractive, with an eye-catching two-tone color scheme, brushed aluminum and chrome trim and simple, easy-to-read gauges. There are a few low-quality plastics used in spots, and the audio and climate controls use too many small and similar-looking buttons, but overall, the Traverse's passenger cabin gets good marks for both style and function.
Depending on which trim level you choose, the interior offers seating for either seven passengers with the second-row captain's chairs or eight with the 60/40-split-folding second-row bench seat. Either way, first- and second-row passengers enjoy comfortable accommodations. The third row is much more adult-friendly than the ones you'll find in most traditional SUVs, though the Ford Flex still bests the Chevy in this regard.
There's also plenty of room for stuff, including 24.4 cubic feet of cargo room behind the third-row seat. Fold both the second and third rows down and you get a nice flat load floor with room for 116.4 cubic feet of cargo.

Driving Impressions

While the 2011 Chevrolet Traverse rides more smoothly and handles better than most traditional SUVs, it won't exactly make you forget you're driving a plus-size vehicle.
Buyers looking at the top-of-the-line LTZ version should also bear in mind that its larger 20-inch wheels have a somewhat adverse effect on ride quality. The 3.6-liter V6 under the hood delivers wiling performance in a wide range of driving situations.

2011 Eagle Jaguar E-Type Speedster Lightweight

2011 Jaguar E-Type Lightweight Speedster by Eagle will debut in 2011 the Salon Prive, supercar Concours d'Elegance and luxury, held at Syon House in west London on June 22 to 24, 2011.

Powered by a 4.7L 6 cylinder engine makes 310-hp with maximum torque of 340 lb-ft at 3600 rpm. Mated with a 5-speed gearbox, E-Type Lightweight Speedster goes from 0 to 60 mph in less than 5 seconds with a top speed of 160 mph.

Machine connected to a five-speed manual transmission, which allows roadster to accelerate from 0-60 mph in fewer than 5 sec. Also, it can suppress a top speed of 160 mph (258 km / h).

E-Type Lightweight Speedster sports 16-inch tires on aluminum rims with a radius of stainless-steel, drilled and aluminum caliper disc brakes with vented 4-pot, double wishbones, adjustable shocks and stabilizer bars.

Jaguar E-Type Speedster

Eagle, makers of the exclusive Eagle E-Type, showcases the world's most exclusive hand built car - the E-Type Speedster Lightweight - an authentic Jaguar E-Type from the 1960s reworked with more muscular styling, fresh classic detailing, and the performance of a contemporary supercar.

This outstanding car makes its public debut at 2011 Salon Privé, the luxury supercar and Concours d'Elegance, taking place at Syon House in west London on 22nd-24th June, 2011.

Henry Pearman, the founder of Eagle, says of the new Speedster Lightweight: "The elements in this remarkable alchemy are an original Jaguar E-Type, thirty years of dedicated experience, and the absolute cream of our widely acclaimed engineering developments and upgrades."

Eagle has a global reputation as an E-Type specialist, and offers an unparalleled collection of magnificent E-Types for sale, ranging from the earliest original specification dealer launch examples through to fully developed cars.

Beneath the Speedster Lightweight's jaw-droppingly beautiful body, every component has been thoughtfully and skilfully reworked, improved and often lightened resulting in a handmade automotive masterpiece with a weight of just 1000kg. The technical tour de force is the original Lightweight E-Type based aluminium 4.7 litre fuel injected engine and aluminium drive train. While retaining an external appearance identical to the original, they enable the car to offer a power- to- weight ratio matching that of the very latest Porsche 911 Turbo.

Jaguar E-Type Speedster Lightweight Specification

Engine: 4.7 litre, aluminium in line 6 cylinder, longitudinal front mounted
Cylinder head: Aluminium twin cam big valve.
Max power: 310bhp @ 4800rpm
Max Torque: 340lb ft @ 3600rpm
Fuelling: Fuel injection with individual throttle bodies and ECU
Transmission: Aluminium 5 speed gearbox, aluminium Power Lock differential
Suspension: Independent wishbones, 6 high tech adjustable dampers, anti roll bars and rear
radius arms
Brakes: 315mm/280mm drilled and vented discs, Aluminium 4 pot calipers, servo assistance
Steering: Rack and pinion
Wheels: 6 x 16 front, 7.5 x 16 rear, aluminium rims with stainless steel spokes
Tyres: 225/55 x 16 front, 245/55 x 16 rear
Weight: 1008kg dry
0-60mph: under 5 seconds
Top speed: 160mph plus
Height: 1000mm
Length: 4260mm
Width: 1740mm

2012 Honda CR-Z Mugen concept

Honda has released the first pictures of the Mugen CR-Z, ahead of its debut at the Goodwood Festival of Speed​​.

After over 15 per cent increase in power over the machines 'phase 1' and with more than 50 kg less than the casing, overall performance is set to meet the original target of Mugen.

Achieved 0-60mph in 6.6 seconds, and the team says it has passed the test version, thanks to increased power to 200bhp and 245Nm of torque.

The 1.5 i-VTEC engine developing 113bhp regularly, while bolting on the supercharger and cleaning Mugen IMA hybrid system for ft near 200bhp and 181 pounds, and dietitian Mugen been stripped out of the weight of 50kg is not necessary, to make the CR-Z is more agile. This hood is made of lightweight carbonfibre while Mugen alloy wheels.

Mugen also has improved handling and performance, fitting adjustable shocks and disc brakes are great, improve tracking and reduce weight. Mugen GP 17-inch alloy false are part of the exterior package that includes front and rear airdams, side skirts and rear wing.

2011 Hyundai Elantra Touring SE

You’re an old fart. Or at least you think like one. You want a simply designed car that’s easy to see out of, capable of toting a bunch of stuff, solidly constructed, and fun to drive. Meanwhile, cars keep going in the opposite direction, with sci-fi styling, shrunken windows, oversized and overcomplicated instrument panels, cramped rear seats, and marshmallow suspension tuning (e.g. the Honda Civic reviewed a few days ago). But before giving up hope you might want to check out the Hyundai Elantra Touring SE.

 What is the Elantra Touring? One clue: originally developed for the European market, it’s badged the i30 Estate in the UK. “Estate” is Brit speak for wagon. An i30 hatch is also offered over there, but hasn’t been imported. Compared to that car, the lengthier i30 Estate / Elantra Touring (106.3 vs. 104.3 wheelbase, 176.2 vs. 168.5 overall length) is a wagon. But, with the proportions of a hatchback and an upward curve abbreviating the rearmost window, it’s not a wagon to American eyes. Interior space is comparable to that of a compact crossover, but without the 65-plus-inch height of a crossover. Instead, with a roofline 59.8 inches above the pavement, the Elantra Touring pushes the upper limits of a conventional car. Of the cars offered in the U.S., the Scion xB and Toyota Matrix come closest to direct competition, but they’re shorter in length, taller in height, and don’t feel nearly as much like a conventional car from the driver’s seat. The Elantra Touring is in a size class by itself, which is both a strength (no direct competition) and a weakness (few people know to look for one).

Compounding the challenge: as a Euro-market car, the Elantra Touring was only loosely related to the 2007-2010 US-market Elantra sedan, and has little in common with the redesigned 2011. Trying to market two disparate cars using the same nameplate tends to result in one of them getting lost. Even up against the previous Elantra sedan, which itself failed to attract the attention of many American car buyers, the Elantra Touring struggled to break through. Now that the look-at-me 2011 Elantra has arrived, the Elantra Touring is hopelessly eclipsed, at least until it’s also redesigned. So it should come as no surprise that for each of the Elantra Tourings sold (about 1,500 a month), over ten sedans fly off the lot. And the ratio would be even higher if dealers had more sedans to sell.

Design is a factor. Though subtly attractive in SE trim from the rear three-quarter angle, just about any other perspective leaves the Elantra Touring looking somewhat homely, especially compared to the highly styled 2011 Elantra sedan. Styling for the next generation Elantra Touring, which has already been approved, will much more strongly resemble the new sedan. This should be good for sales, but if you prefer an exterior with absolutely no controversial aspects you should get the current Elantra Touring while you still can. Just be sure to get the SE trim, which includes 17-inch alloy wheels. The GLS, with its hub-capped 15s, appears hopelessly dowdy

Inside, the Elantra sedan is again more highly styled, with racy curves and novel switchgear, while the Elantra Touring’s simpler, more conventional design is easier to live with. The HVAC and audio controls are close at hand, large in size, and few in number. A USB connection and satellite radio are included, while Bluetooth is available as a $325 accessory. Aside from the somewhat flimsy lever for the adjustable lumbar, everything feels robust. The textured, padded upper doors and instrument panel are a nice touch. Too much black? Too bad—it’s the only interior color option. Best think of it as sporty and easy to keep clean.
If you want to pretend you’re piloting a rocketship, go elsewhere. The Elantra Touring’s driving position is high enough for excellent forward visibility but low enough that it still feels like a regular car. The windshield is more upright than that in the Elantra and the instrument panel is low and compact by current standards. The shifter resides in the conventional location rather than up on the instrument panel, as is often the case with tall hatches. Contrary to recent trends, the windows are tall. Consequently, the feel from the driver’s seat is very different from that in the Elantra, Focus, Civic, and so forth. I hope this driving position is retained with the upcoming redesign, but the odds aren’t good.

The Elantra Touring SE’s heated leather front seats, though not luxurious, are comfortable. A hard to find feature at any price: headrests with a fore-aft adjustment. The rear seat is comfortably high off the floor and includes significantly more legroom than the average compact hatch. Cargo? The Elantra Touring holds about as much as the average compact crossover and significantly more than the average compact hatch, though the specs (65.3 cubic feet vs. 45 or so, with the rear seat folded) might overstate the practical difference. Sadly, the front passenger seat does not fold forward. This would have improved an already highly functional package.

The only engine option remains the 138 horsepower 2.0-liter four-cylinder that powered the Elantra from 2004 through 2010. This mill feels spirited at low speeds, revs smoothly enough, and growls pleasantly while doing so, but even aided by a manual transmission lacks punch at the high end when saddled with 3,080 pounds. Hyundai’s new 2.4-liter four with 176 to 200 horsepower would be a welcome upgrade, but won’t happen before the redesign, if ever. The lighter (by about 260 pounds) 2011 Elantra sedan gets by with a 148-horsepower 1.8-liter. Could be worse: the most powerful engine offered in the UK is a 124-horsepower 1.6.
The Elantra Touring SE’s firm shifter, while not as precise or as slick as the best, feels better, even much better, than those in other Hyundais. Credit the standard short-throw linkage supplied by B&M and some TLC from Hyundai’s engineers. The main problem: it only gives you five gears to choose from (and the automatic has only four). With a sixth gear, the engine wouldn’t have to spin well over 3,000 rpm on the highway. Between the old engine and ratio-challenged gearbox, the EPA ratings are only 23/31, compared to 24/35 for the slightly heavier Sonata sedan and 29/40 for the Elantra sedan. I observed high 20s and low 30s on the trip computer in casual suburban driving, but suspect this was optimistic.

True to its European roots, steering in the Elantra Touring is also firmer than that in the typical Hyundai. The system’s feel isn’t as tight or precise as in a Mazda3 or Mitsubishi Lancer, but (unlike in the Elantra sedan) heft builds naturally as the wheel is turned and the car changes direction readily. The stability control intervenes sooner than it ought to, but not too aggressively. This nanny can be turned off safely—the car progressively understeers as it approaches its limits.
The Elantra Touring’s ride can become busy, even jostling over especially bad pavement, but remains smooth most of the time. Even over the rough stuff the car isn’t knocked off its line. Body motions are much better controlled than in the Elantra sedab and noise levels are fairly low (though the engine, spinning at 3,500 rpm, starts to intrude at 80 on the highway).

Lost in evaluating each of these aspects separately: though not an outstanding performer in any particular area, Elantra Touring SE is simply fun to drive. The primary controls aren’t the most nuanced, but they share a direct, firm, natural feel, and the systems they’re connected to react with a refreshing immediacy. Among non-turbocharged compact hatches, only the Mazda3 and (perhaps) the Mitsubishi Lancer are more enjoyable.
The Elantra Touring SE lists for $20,340 (including $95 for floormats). Aside from the $800 automatic transmission (not recommended) and $325 Bluetooth accessory there are no significant options. Similarly equipment a Mazda3 and it lists for about $3,600 more. Even after adjusting for feature differences (the Mazda has automatic climate control, and power driver seat, and so forth) using TrueDelta’scar priece comparison tool and the gap remains over $2,000. A Toyota Matrix S is about $2,400 more before adjusting for feature differences, and about $3,800 more afterwards. A Mitsubishi Lancer Sportback GTS? $3,100 more before the adjustment, $1,700 afterwards. A Kia Forte EX, on the other hand, is very close in price.

2011 Hyundai Elantra Touring GLS

Acceleration and Power

The one place the 2011 Hyundai Elantra Touring seems to stumble is its powerplant.  The Elantra Touring comes with a 2.0-liter four-cylinder engine that makes 138 horsepower. Reviewers say that's not enough power, particularly when the Elantra Touring is weighed down by people or cargo. A five-speed manual is standard and a four-speed automatic transmission is available for $800 more in the SE and $1,200 more in the GLS.  Most reviewers recommend the manual, which they say helps drivers make the most of the Elantra Touring's power; they also note that it's a very easy manual to operate.
With the manual transmission, the Elantra Touring gets an EPA-estimated 23/31 mpg city/highway fuel economy. With the automatic, the Elantra Touring gets 23/30 mpg city/highway.

A compact with a sporting heart and plenty of space.

It’s not an overstatement to suggest that the new 2011 Elantra Touring is destined to become your favourite way to get around. Impressive interior space combines with European styling, fit and finish to deliver practicality in a perfect package.

The 5-door Elantra Touring represents a new standard in cars that offer exceptionally good value. You’ll enjoy comfortable seating for five, plus generous cargo room. And for times when you need to carry more stuff than people, the rear seatbacks fold down, creating immense cargo space.

And while it’s rare to find a vehicle that uses space efficiently while ensuring a sporty drive, the Elantra Touring is just that. It’s compact and nimble, with an exceptional level of go-power at your disposal. It’s a package that simply gets it right.

If you’re ready to experience a compact that changes the face of the category, put the safe, reliable, spirited 2011 Elantra Touring (L, GL, GLS or GLS with Sport Package) on your radar.

2011 Hyundai Elantra Touring

 

 Details: Hyundai Elantra Touring

The 2011 Hyundai Elantra Touring is available in two models: GLS and SE. New for 2011, all Elantra Touring models add one-touch triple turn signal stalks which make lane changes easier. Elantra Touring models also add a headlight welcome function which turns on the headlights when the owner pushes the unlock button on the keyless entry fob.
GLS models also come standard with Electronic Stability Control and a 172-watt stereo system with an integrated USB port for external MP3 devices. A Popular Equipment Package adds roof rails, a power driver’s seat and steering wheel mounted audio controls among other things.
SE models add standard heated and leather seats, a B&M Racing sport shifter for the manual transmission, a sunroof and 17-inch alloy wheels.
Both models come standard with a five-speed manual transmission. A four-speed automatic is optional.

 Introduction

Honestly, we're not sure why hatchbacks have never been all that popular here in the U.S. This is especially true when you consider the pleasing combination of sporty handling and everyday practicality that cars like the 2011 Hyundai Elantra Touring have to offer. Though it's considered a compact hatchback, the Elantra Touring actually feels bigger than that official designation implies. The interior offers comfortable seating for four adults and a good amount of cargo room, qualities that make it an attractive alternative to compact SUVs for small families or empty-nesters.
The Elantra Touring is not an Elantra sedan with a really big cargo area. Designed in Europe, the Touring looks more athletic, with smoother flowing shapes than the sedan. Under the sheet metal, you'll find more responsive steering and handling that provides a sportier driving experience. The cabin is also different in that it lacks the sedan's relatively upscale feel, though it's still pleasing in most respects.
If you are shopping for a hatchback, there are a few other choices to consider. If you're interested in a little sportier driving experience, we'd suggest taking the Mazda 3 hatchback out for a spin. If fuel economy is a priority, the 40-plus-mpg diesel-powered Volkswagen Jetta TDI Sportwagen is a great pick. And if it's standout styling you're after, consider the Kia Soul and Nissan Cube. But while each of these models may excel in one or two areas, the 2011 Hyundai Elantra Touring offers most of those good qualities in one affordable package. It's a fine choice for a wide range of American buyers -- if only they can get past that whole "hatchback" thing.

Body Styles, Trim Levels, and Options

The 2011 Hyundai Elantra Touring is a four-door hatchback available in two trim levels. The base GLS includes 15-inch steel wheels, air-conditioning, full power accessories, heated side mirrors, a tilt steering wheel, cloth upholstery, 60/40-split rear seats, keyless entry with new "welcome" mode, a cooled glovebox and a six-speaker stereo (with CD/MP3 player, auxiliary/USB audio jacks and satellite radio). Opting for the Popular package adds roof rails, foglights, a tilt-and-telescoping steering wheel with audio controls, a trip computer, upgraded cloth upholstery, driver seat height and lumbar adjustments and a retractable cargo cover.
The SE trim level includes all of the features of the GLS and Popular package and adds 17-inch alloy wheels, a sunroof, leather upholstery, a leather-wrapped steering wheel, heated front seats and, on manual-transmission models, a sport shifter. Stand-alone options for both GLS and SE trim levels include a rear spoiler and Bluetooth.

Powertrains and Performance

The 2011 Hyundai Elantra Touring is powered by a 2.0-liter inline four-cylinder engine with an output of 138 horsepower and 136 pound-feet of torque. A five-speed manual transmission is standard issue, with a four-speed automatic available as an option. In Edmunds performance testing, a manual-shift Elantra Touring reached 60 mph from a standstill in 8.7 seconds, a respectable showing.
The EPA estimates fuel economy at 23 mpg city/31 mpg highway and 26 mpg for combined driving with a manual transmission, while automatic-transmission models get nearly identical mileage at 23/30/26 mpg.

Safety

All 2011 Hyundai Elantra Touring models include antilock disc brakes with brake assist, traction and stability control, front-seat side airbags, side curtain airbags and front-seat active head restraints.
In government crash testing, the Elantra Touring received a perfect five stars (out of five) for frontal collision protection and four stars in side collisions.

Interior Design and Special Features

The 2011 Hyundai Elantra Touring's cabin is just about what you'd expect from a midrange model. In other words, it's a good bit nicer than the carmaker's entry-level Accent sedan but not nearly as polished as the top-of-the-line Genesis. While there's nothing all that remarkable about the interior design, the quiet atmosphere and strategically placed soft-touch materials give it an advantage over some comparable models. On the whole, the Touring's gauges and controls are intuitive and well-placed, the lone exception being the cheap-feeling button for the available Bluetooth interface that's located above the rearview mirror.
The interior's real strength is space. There's enough head- and legroom in both front and back seats to give even larger adults a chance to get comfortable. Likewise, there's plenty of cargo room, including 24 cubic feet with the rear seats up and a healthy 65 cubic feet with them folded down, a number that bests some small crossover SUVs.

Driving Impressions

Though the specs sheet for the 2011 Hyundai Elantra Touring says its 2.0-liter four-cylinder makes just 138 hp, it actually feels a good bit livelier. Acceleration is relatively brisk, though the engine does sound a bit strained as the revs climb. The overall driving experience is equally surprising. Around town, the Elantra Touring gets the job done thanks to its quiet cabin, compliant suspension and tight turning radius. On winding canyon roads, the steering is rather light, but otherwise the Touring is actually a pretty capable handler, which is no doubt a result of its European roots.

BMW 760i

E65/E66 Automatic Platform is the basis for the year 2002 until now BMW-7 series. It replaced the BMW E38 2002. E65 is the designation of nucleotide version of the little wheel cars, and E66 is the identification of the long wheel base version.

The arrival of this model is to announce a new styling era for BMW, the work of graphic designer chief Chris Bangle, with bold visual cues that are not prime in vista without controversy mentioned from E38 community. The E66 E65 seems to get favors after arriving in color, and seems to be the gatekeeper for styling clews future BMW models yet to come. The "Bangle-butt" rear styling has been especially controversial, and soften in the Restyling 2005.

The most important origination contained in the 7 is also the most controversial one : the iDrive organisation. While able to grapple a lot of functions — on-board telematics, including Global Positioning System navigation, Internet accession and the new BMW Assist scheme (for exigencies), as well as climate and stereo functions — iDrive has a steep learning curve. Basic adjustments can be made rather easily.

2011 Aston Martin V12 Zagato

Aston Martin has revealed the new V12 Zagato concept of endurance racers. The car will make an official debut at the Villa D'Este Concours in Italy.

"The language of Zagato design is the perfect complement to our design and engineering expertise. After 50 years of two companies associated with one another partnership has produced a few cars in the world's most iconic.", commented Dr Ulrich Bez, CEO of Aston Martin. "Of course, fifty years ago the Italian design house is widely regarded as a leader with a new design but now and supported by our independence, Aston Martin has its own capability in-house design so that this new venture with Zagato more collaborative than it might be was in the past ",. he added.

"Our job is to create a concept that is the natural successor to iconic cars that have gone before. Matching the technology of the age with the traditional skills necessary to deliver such orders and exclusive sports cars will lead to run a very limited way to Zagatos V12", . Mr Bez fisnished.

2011 Hamann BMW 5 Series Touring F11

Hamann Motorsport presenting their program on the F10 BMW 5 Series last year. Now the German tuner released their package for the real version of the BMW 5 Series.

The sporty makeover is available in several versions for the 5 Series Touring. This bodykit includes a front spoiler lip for normal Touring, one extra for vehicles with M-tech package and front skirt with four integrated LED daytime running lights and larger air holes. Sportily designed side skirts continue right through to the back of the modified appearance.

A rear skirt with diffuser-insert to exhaust four exhaust system, rear spoiler and roof spoiler ensures extra push downward. In addition, several sets of 20 and 21 inch wheels are available. In addition, the car can be lowered by 35mm.

To emphasize the sporty character of the interior received upgrades as well. This includes a ten-part carbon set decorative matt titanium gray, is also available in other colors, including an airbag sport steering wheel and aluminum pedals complete with footrests, and velours floor mats with the logo. On request, leather workshops in-house to adorn the back of the head with Hamann's signature.

2005 Audi A4 3.2 Quattro car specification and first look review

2005 Audi A4 3.2 Quattro car specification and first look review