Sunday, June 26, 2011

2011 Ford Taurus 4dr Sdn SE FWD BLACK



Ford's marketers and PR types have a tremendous job ahead of them: Educating the American consumer
on what company's new Taurus is all about. It's a Herculean task that amounts to nothing more than rebuilding a brand that was once broadly considered an icon – not just of the auto industry – but of American business at large.

Fortunately for the Blue Oval team, they may have an ace-in-the-hole. As we learned driving the 2011 Ford Taurus through Tennessee and North Carolina's Smoky Mountain roads, this new bull shows promise and takes the marque upscale like never before. But be under no illusions – this is a risky move. The Taurus name has never been extended upmarket like this before (let alone in such a waterlogged economy), and it isn't immediately clear who the model's competitors are – a detail that could prove problematic when trying to target customers.

The Chicago-built Taurus is no longer a logical Toyota Camry, Honda Accord and Chevrolet Malibu cross-shop – that's the Fusion's turf now. In size, technology, and aspirations, Ford is pushing its new sedan several of rungs up the ladder. Is it the right product for the right time? Perhaps of more immediate concern, is it carrying the right name and will Ford be able to overcome the Taurus brand's baggage and sell America on its virtues?
Further aiding to the Taurus' luxury car ride and quiet is a new rear suspension cradle to which the independent multi-link setup is mounted. Up front is a traditional MacPherson strut assembly with a stabilizer bar, and the result is a serene ride that is neither floaty nor overtly sporting. That crush-n-hush feeling was furthered by our test car's optional 255/45 19-inch Goodyear Eagle RS-A tires, which behaved predictably and went about their business with a minimum of fuss. Steering accuracy through the hydraulic rack-and-pinion setup was good, with appropriate weighting, solid on-center feel, but little in the way of actual feedback.

Admittedly, we encountered some pretty wretched weather on our evaluation drive, with strong rain and serious crosswinds that kept us from pushing our SEL hard on the challenging, unfamiliar roads for much of our drive. Under these inhospitable conditions, the Taurus tracked well, understeered safely and predictably when the radius of a corner tightened up on us a bit more than expected, and the four-wheel disc brakes with traction and stability control reigned everything in agreeably without terribly spongy pedal feel. Ford representatives did much to tout the Taurus' sporty handling, but while our tester never felt unwieldy, it didn't really shrink around us and "drive small," either. We'll have to wait for a second crack at the car in better weather to really put it through its paces, but for now, file this one under "wholly adept, but uninspiring."

Tallying it up:

Base Taurus SE models start at $25,995 ($25,170 plus $825 destination), while the mid-level SEL spec commands $27,170 + D&D. Our example stickered for a tidy $33,380 thanks to a power moonroof, heated "multi-contoured" leather seats and 19-inch alloys. That may strike some shoppers as a big pile of ducats, but one has to remember that this no longer an Accord or Malibu-sized family sedan. More natural comparisons can be drawn with the Toyota Avalon, Buick LaCrosse, and the rear- or all-wheel drive Chrysler 300, The Taurus betters all of them on price, content, interior quality and space (including a mafia-spec 20.1 cubic-foot trunk – just 0.5 cubes shy of a Crown Victoria's), and we'd argue that it's a more complete driver than all of them. But there's one last competitor that has us a bit worried.
As we tried to come to terms with the Taurus during our drive, we couldn't escape a few bars of a Talking Heads song. Specifically: "And you may find yourself behind the wheel of a large automobile... and you may ask yourself – well, how did I get here?" Similarly, in order to appreciate just how radical a departure this 2010 Taurus is, one has to appreciate where the model has been. This is not "same as it ever was" – not by a long shot. Allow us to recap:

Back when it was introduced in 1985 as a 1986 model, the original Taurus was nothing less than a watershed family car. Forward-thinking with advanced aerodynamics and a vehicle platform to match, it was a car the likes of which Detroit had never produced and mainstream America had never had the opportunity to buy. The surging Japanese imports sat up and took notice, as did U.S. consumers and the automotive press, both of which fell in love with the distinctive "jelly bean" sedan. Taurus was a smash hit both critically and in terms of sales, but unfortunately, America's warm cockles didn't last.
While the second-generation model (introduced for 1992) didn't do much to alter the love affair, subsequent models clouded the Taurus' brand identity and found Ford floundering about trying to determine what consumers wanted out of a mid-sized sedan. In the case of the guppy-mouthed 1996 model, that floundering bordered on literal, as the Jack Telnack designed third-generation Taurus drew ire for its fish-like avant-garde styling and form-over-function utility.
The long-serving 2000-2007 model year updo that followed corrected some of the third-generation Taurus' oversights (i.e. limited trunk space and rear seat headroom), but by then, the Japanese had plus-sized their own offerings and turned up the wicks on their powertrains, all but confining the Taurus to also-ran status. That model would wither away and retreat into fleet-only status in the U.S. in 2006, at which point, the Blue Oval decided to supplant the Taurus with two distinct models – the smaller Fusion and the full-size Five Hundred. The latter was high riding and particularly capacious, yet the ultimately milquetoast sedan didn't connect with consumers or pundits. Thinking that the model's lackluster market response might have had something to do with the unfamiliar name, Ford would in turn exhume the Taurus moniker and slap it on the rump of a tweaked Five Hundred for 2007. It was an expedient fix, and the market recognized this move for what it was.

To sum up how Taurus went from America's hope to America's rental lots, the Blue Oval took it from an ahead-of-its-time, streamlined mid-size flagship to an oddly ovoid and unloved design statement, to a behind-the-curve, emergency badge-engineered full-size car. Along the way, there have been an array of wagons, a couple of notable high-performance SHO variants (and one forgettable one), but there has never been a Taurus quite like this new model.
Impressive new duds

One thing becomes immediately clear from the moment you clap eyes on the new variant – despite being based on the same D3 platform as the outgoing Five Hundred/Taurus sleeping pill, this is a radically different and altogether more confident and cohesive design. Oh, some might take issue with the mildly fussy three-bar grille treatment, but to put it simply, this new Taurus is ripped. Check out the bold sheet metal creases at the beltline and in the rocker panels; the strong U-form chamfering in the hood that's echoed in the trunk lid; the piercing, assertive headlamps and the 427 Concept-like rump.


This is a big car with a sizeable rear overhang (at 202.9 inches overall – it's exactly seven inches larger than a Hyundai Genesis), and it could very easily have looked lumpen or slab-sided and larded-upon like its predecessor. Instead, the Taurus' appearance is crisp and assertive, very much the proverbial linebacker in a tailored suit. Even the door mirrors are compellingly and purposefully sculpted. While the new design looks handsome in every color we've seen, it truly stands out in shades like Ingot Silver and Gold Leaf; colors that yield greater definition than darker shades (Like our Tuxedo Black tester) that cover up some of the more inspired surface details.

Inside, the Taurus' modernization story continues, with a T-shaped double-hooded instrument panel that features a dramatic swept-back waterfall center console bisecting driver and passenger. All controls fall readily and logically to hand, the switchgear looks and feels good to the touch, and the ice blue backlit gauges are easy-to-read. Every 2010 Taurus steering wheel is wrapped in leather regardless of model trim, and the dashboard and door cap materials are well grained and have more give to the touch than anything in recent memory.
We could have done without the fake wood inlays, but as far as trim goes, they're a reasonable facsimile of dead tree and they don't detract from the cabin's premium ambience. The gear selector is gratuitously outsized for smaller hands, but its aesthetic keeps with the designers' wish to move the Taurus away from rental-car wallflower to broad-shouldered leading man. Whether you've stepped into an SE, SEL, or top-shelf Limited model, this is a solid, mature environment that's light years ahead of the 2009 model. Indeed, this Taurus possesses a better-executed cabin than we've seen in some luxury cars costing in excess of $10,000 more.

We can't leave our discussion of the interior without talking about some of the available niceties on this new Taurus. Judging by the presentations we sat through at the car's launch event, the Dearborn team is justifiably proud of the bumper crop of available technologies that they've crammed into their new baby. In light of its modest price point, the Taurus should be a shoo-in "Tech Car of the Year" candidate for the boys and gals over at CNET.

Not only can you get Ford's voice-activated navigation system with Sirius Travel Link (in our estimation, probably the best such system in the business – irrespective of price), but you can also get such luxury features as a gangbusters Sony Dolby 5.1 surround system with the usual connectivity options (aux, USB) plus Sirius satellite radio, Bluetooth and DVD audio, as well as a ten gig hard drive for music and image storage. There are available heated and cooled "Multi-Contoured" seats with "Active Motion" massaging, an optional power rear sunshade like on your neighbor's BMW, switchable ambient lighting, power memory pedals, and so on. And even if you don't plump for the nav system, if you opt for Sync, you can still get audible turn-by-turn directions using a paired Bluetooth phone. We tried this system and found it to be less satisfying to use than the full-on nav interface, but it's a welcome low-cost alternative and a nice safety net if you get lost.
Safety First

While the Taurus has plenty of creature comforts, there's also a raft of safety features available, including adaptive cruise control, a collision warning system that pre-charges the brakes, a blind spot information system and even cross-traffic alert to make sure the path is clear when backing out of parking spots. Our SEL tester wasn't equipped with these features, so we'll have to wait to pass judgment on their utility.
One noteworthy safety feature is Ford's new MyKey system that allows parents to alter the vehicle's performance parameters and set warnings to effectively mandate safer driving for the youngins. For instance, adults can use the system to lock out the traction-control defeat button (no smoky burnouts for Junior), impose a top speed of 80 mph (no street racing for Junior), lower the maximum volume of the stereo (no stoplight concerts for Junior), and it can even be programmed to activate the belt-minder chime incessantly and keep the stereo muted until the front seat occupants are buckled (no crash ejection seat for Junior). Kids may not like these features, but we're betting that a host of parents will. Aside from the big-mother safety features, the Taurus can also be fitted with conveniences like rain-sensing wipers, auto-high beam headlamps, and capless fuel filling.

A seriously refined and comfy cruiser

If you've noticed that we have yet to touch on our actual driving impressions, that's because any thoughts of them almost get lost in the sea of options and tech that Taurus has on offer. It isn't because the car's dynamic behavior is unpleasant or disappointing, mind you – this Ford is, in fact, overwhelmingly competent. It's just that the car's actual performance abilities seem almost incidental to what is, for all intents and purposes, a luxury cruiser – an epic road-trip sedan. Like most of its potential competition, the Taurus is a machine that coddles occupants with vast equipment levels and a luxurious ride, not a sports sedan that goads one into clipping apexes en-route to the grocery store.
On our test run from Knoxville, Tennessee to Asheville, North Carolina, we drove what's anticipated to be the company's volume seller – a front-drive SEL. Although Ford's much talked-about 3.5-liter EcoBoost twin-turbo V6 is available on the all-wheel drive SHO, "normal" Taurus models are equipped with the Blue Oval's tried-and-true 3.5-liter normally aspirated V6, tuned here to dish out 263 horsepower (at 6,250 rpm) and 249 pound-feet of torque (at 4,500 rpm) on good ol' 87 octane. That motivation is channeled exclusively through a new six-speed automatic with manual gear selection available via a pair of wheel-mounted push-pull rockers (which look suspiciously like those of a BMW). No manual transmission is available.

Paired to our Taurus' porky 4,015-pound frame (optional all-wheel drive adds a further 200+ pounds), we found off-the-line and mid-range acceleration to be perfectly adequate and drama-free, with crisp, well-timed shifts. The manual rockers (pull to upshift, push to downshift) work quite well, but it was annoying that they are not enabled unless you first select the "M" (manual) detent on the gearshift selector. This is particularly inconvenient when a quick downshift-to-pass is called for. Leave the paddles alone and the EPA says you'll achieve 18 mpg city and 28 out on the freeway, figures that are par for the course for this size automobile.

Aural feedback of any sort is kept to a bare minimum – triple door seals, laminated side glass and all manner of sound deadeners conspire to suffocate all noises before they enter the cabin, delivering honest-to-goodness luxury car hush with hardly any drivetrain, wind, rain, and road noise. We prefer our rides with a bit more mechanical character in evidence, but we figure like-minded folks are in the minority when it comes to this class of vehicle, so the silence is just as well.





2011 Ford Taurus Limited 4dr Sdn Limited AWD


Features & Specifications *
closeMechanical

    3.5L V6 Duratec engine
    6-speed SelectShift automatic transmission -inc: paddle activation
    All-wheel drive
    Pwr steering

    4-wheel anti-lock disc brakes w/brake assist
    Easy Fuel capless refueling
    Dual chrome exhaust tips

closeExterior
    P255/45R19 all-season BSW tires
    19" chrome-clad aluminum wheels
    Compact spare tire
    Automatic wiper-activated halogen headlamps
    Remote perimeter lighting
    Supplemental park lamps

    Incandescent tail lamps -inc: chrome surround
    Chrome accent heated pwr mirrors -inc: memory, puddle lamps
    Solar tinted glass
    Fixed interval intermittent windshield wipers
    Body-color door handles

closeOther

    AM/FM stereo w/6-disc CD/MP3 changer -inc: additional IP center speaker & amplifier
    Satellite radio -inc: 6-month pre-paid subscription *N/A in AK or HI*

    SYNC voice-activated communications & entertainment system -inc: Bluetooth capability, steering wheel audio controls, USB port, audio input jack, 911 assist, vehicle health report, turn-by-turn navigation, real-time traffic

closeInterior

    Perforated-leather 10-way pwr front bucket seats -inc: driver seat memory
    60/40 split fold-flat rear seat w/adjustable head restraints -inc: fold down armrest w/cupholders
    Vinyl-wrapped front center console -inc: armrest, front covered cupholders/storage bin, removable trinket tray
    Front/rear carpeted floor mats -inc: LIMITED branded front floor mats
    Front sill plates w/bright metal insert
    Leather-wrapped tilt/telescoping steering wheel w/wood trim -inc: cruise & audio controls
    Instrumentation cluster -inc: message center w/trip computer, compass, outside temp
    Pwr windows w/driver one-touch up/down & front passenger controls -inc: driver/passenger global-open controls
    Delayed accessory lighting
    Pwr door locks
    Remote keyless entry w/SecuriCode entry keypad -inc: integrated key-head transmitter
    Universal garage door opener
    SecuriLock passive anti-theft system
    Perimeter anti-theft alarm
    Cruise control

    Dual-zone air conditioning w/automatic temp control, particulate air filter
    Rear seat heat ducts
    Rear window defroster
    Lockable glove box w/damped door
    (3) auxiliary pwr points
    Interior woodgrain trim
    Electrochromic rearview mirror w/microphone
    Sliding front sunvisors w/illuminated visor vanity mirrors
    Ambient lighting
    Front dome/map lamp
    Rear seat reading lamps
    Leather-wrapped shift knob w/chrome insert
    Front seatback map pockets
    Cargo net

closeSafety

    Brake & engine actuated traction control
    AdvanceTrac w/electronic stability control
    Dual-stage front air bags w/front passenger sensing system
    Front side-impact air bags
    Safety Canopy front/rear curtain airbags w/rollover sensor
    SOS Post-Crash Alert System
    Reverse sensing

    Rear view camera *Rearview mirror based. Displays through navigation system when 58N Navigation System is ordered*
    MyKey system -inc: top speed limiter, audio volume limiter, early low fuel warning, programmable speed alert chimes, BeltMinder w/audio mute
    Personal safety system -inc: safety belt pretensioners, load-limiting retractors, driver seat position sensing, crash severity sensing
    BeltMinder for driver/front passenger safety belts
    Lower anchors & tethers for children (LATCH) system on rear outboard seat locations
    Child safety rear door locks

closeEPA Fuel Economy & Specification
    Vehicle Name : Taurus
    Body Style : 4 Door Sedan
    Drivetrain : All Wheel Drive
    EPA Classification : Large Cars
    Passenger Capacity : 5
    Passenger Volume (ft3) : 102.2
    Base Curb Weight (lbs) : 4224
    Tons/yr of CO2 Emissions @ 15K mi/year : 9.3
    EPA Greenhouse Gas Score : 4
    Fuel Economy Est-Combined (MPG) : 20
    EPA Fuel Economy Est - City (MPG) : 17
    EPA Fuel Economy Est - Hwy (MPG) : 25
    Dead Weight Hitch - Max Trailer Wt. (lbs) : 1000
    Dead Weight Hitch - Max Tongue Wt. (lbs) : 100
    Wt Distributing Hitch - Max Trailer Wt. (lbs) : 1000
    Wt Distributing Hitch - Max Tongue Wt. (lbs) : 150
    Engine Order Code : 99W
    Engine Type : Gas V6
    Displacement : 3.5L/213
    Fuel System : SMPI
    SAE Net Horsepower @ RPM : 263 @ 6250
    SAE Net Torque @ RPM : 249 @ 4500
    Trans Order Code : 44J
    Trans Type : 6
    Trans Description Cont. : Automatic w/OD
    Trans Description Cont. Again : SelectShift
    First Gear Ratio (:1) : 4.48
    Second Gear Ratio (:1) : 2.87
    Third Gear Ratio (:1) : 1.84
    Fourth Gear Ratio (:1) : 1.41
    Fifth Gear Ratio (:1) : 1.00
    Sixth Gear Ratio (:1) : 0.74
    Reverse Ratio (:1) : 2.88
    Clutch Size (in)
    Final Drive Axle Ratio (:1) : 3.39
    Suspension Type - Front : Independent
    Suspension Type - Rear : Independent
    Suspension Type - Front (Cont.) : MacPherson Strut
    Suspension Type - Rear (Cont.) : Multi-Link

    Stabilizer Bar Diameter - Front (in) : 1.14
    Stabilizer Bar Diameter - Rear (in) : 0.83
    Front Tire Order Code : TBQ
    Rear Tire Order Code : TBQ
    Spare Tire Order Code
    Front Tire Size : P255/45VR19
    Rear Tire Size : P255/45VR19
    Spare Tire Size : Compact
    Spare Wheel Size (in) : Compact
    Front Wheel Material : Aluminum
    Rear Wheel Material : Aluminum
    Spare Wheel Material : Steel
    Steering Type : Pwr Rack & Pinion
    Steering Ratio (:1), Overall : 17.0
    Turning Diameter - Curb to Curb (ft) : 41.0
    Brake Type : Pwr
    Brake ABS System : 4-Wheel
    Disc - Front : Yes
    Disc - Rear : Yes
    Drum - Rear : No
    Rear Drum Diam x Width (in)
    Fuel Tank Capacity, Approx (gal) : 19.0
    Front Head Room (in) : 39.0
    Front Leg Room (in) : 41.9
    Front Shoulder Room (in) : 57.9
    Front Hip Room (in) : 56.3
    Second Head Room (in) : 37.8
    Second Leg Room (in) : 38.1
    Second Shoulder Room (in) : 56.9
    Second Hip Room (in) : 55.8
    Wheelbase (in) : 112.9
    Length, Overall (in) : 202.9
    Width, Max w/o mirrors (in) : 85.7
    Height, Overall (in) : 60.7
    Track Width, Front (in) : 65.3
    Track Width, Rear (in) : 65.5
    Liftover Height (in) : 30.4
    Trunk Volume (ft3) : 20.1

2011 Ford Taurus 4dr Sdn SEL AWD DEEP RED

2011 Ford Taurus 4dr Sdn SEL AWD

Most Taurus models are front-wheel drive standard, with all-wheel drive optional. Standard power comes from Ford's 263-horsepower, 3.5-liter V6, coupled with a 6-speed automatic transmission. The high-performance variant that powers the Taurus SHO is a 3.5-liter, twin-turbocharged "EcoBoost" V6, which makes 365 horsepower and 350 ft-lb of torque. The engine's two small turbos permit it to make peak torque just above idle. The engine also has direct injection, which Ford claims delivers "the power of a V8 and the efficiency of a V6."
Taurus SHO includes SelectShift paddle shifters, which allow the driver to command the 6-speed automatic transmission's shifts for curves or mountain roads. Torque-sensing all-wheel-drive is standard on the SHO and it employs electromechanical clutches to send torque to the wheels with the most grip. Electronic power steering works with the sport-tuned suspension to handle the power and bring an agile feel.
The SHO gets a number of other performance features designed to help drivers get the most out of the driving experience. The electronic stability control comes with a "Sport Mode," and the SHO rides on Eagle F1 summer performance tires on painted wheels. Inside, the SHO gets "Miko Suede" seat inserts made from recycled materials, plus aluminum-trimmed pedals and aluminum trim throughout. Multi-contour heated-and-cooled seats are available, and there's also a 12-speaker Sony surround sound audio system.
The regular Taurus is offered in three trim levels: SE, SEL and Limited. SEL models get painted aluminum wheels and chrome exhaust tips; they also get supplemental parking lamps and heated exterior mirrors. The top-of-the-line Limited adds power leather seats, a reverse sensing system and a premium sound system that includes the Sync voice-driven interface for phones and portable music devices. Limited models also get showy 19-inch chromed aluminum wheels.
The Taurus is one of the top-rated vehicles in its class in crash tests and comes with a long list of safety features, including stability control, anti-lock brakes, front side airbags, side-curtain airbags, a Post-Crash Alert System and crash severity sensing.
Across the Taurus line, technology features are emphasized, with several features showcased. The Cross Traffic Alert and a Collision Warning system promise to aid safety, while Intelligent Access and a MyKey entry system allow parental control programmability. Sirius Travel Link, a set of features for the navigation system that brings live traffic information, weather forecasts, gas prices, and other info, is also available, as are adaptive cruise control and rain-sensing wipers.
2011 Ford Taurus 4dr Sdn SEL AWD

Transmission

Drivetrain: All Wheel Drive
Trans Order Code: 44J
Trans Type: 6
Trans Description Cont.: Automatic w/OD
Trans Description Cont. Again: SelectShift
First Gear Ratio (:1): 4.48
Second Gear Ratio (:1): 2.87
Third Gear Ratio (:1): 1.84
Fourth Gear Ratio (:1): 1.41
Fifth Gear Ratio (:1): 1.00
Sixth Gear Ratio (:1): 0.74
Reverse Ratio (:1): 2.88
Clutch Size: N/A
Final Drive Axle Ratio (:1): 2.77

Vehicle

EPA Classification: Large Cars
EPA Greenhouse Gas Score: 4

Interior Dimensions
Passenger Capacity: 5
Passenger Volume: 102.2
Front Head Room: 39.0
Front Leg Room: 41.9
Front Shoulder Room: 57.9
Front Hip Room: 56.3
Second Head Room: 37.8
Second Leg Room: 38.1
Second Shoulder Room: 56.9
Second Hip Room: 55.8

Weight Information

Base Curb Weight: 4224

Mileage

EPA Fuel Economy Est - Hwy: 25
Cruising Range - City: 323.00
EPA Fuel Economy Est - City: 17
Fuel Economy Est-Combined: 20
Cruising Range - Hwy: 475.00

Trailering

Dead Weight Hitch - Max Trailer Wt.: 1000
Dead Weight Hitch - Max Tongue Wt.: 100
Wt Distributing Hitch - Max Trailer Wt.: 1000
Wt Distributing Hitch - Max Tongue Wt.: 150

Engine

Engine Order Code: 99W
Engine Type: Gas V6
Displacement: 3.5L/213
Fuel System: SMPI
SAE Net Horsepower @ RPM: 263 @ 6250
SAE Net Torque @ RPM: 249 @ 4500

Electrical

Cold Cranking Amps @ 0° F (Primary): N/A
Maximum Alternator Capacity (amps): N/A

Cooling System

Total Cooling System Capacity: N/A

Suspension

Suspension Type - Front: Independent
Suspension Type - Rear: Independent
Suspension Type - Front (Cont.): MacPherson Strut
Suspension Type - Rear (Cont.): Multi-Link
Shock Absorber Diameter - Front: N/A
Shock Absorber Diameter - Rear: N/A
Stabilizer Bar Diameter - Front: 1.14
Stabilizer Bar Diameter - Rear: 0.83

Tires
Front Tire Order Code: TC5
Rear Tire Order Code: TC5
Spare Tire Order Code: N/A
Front Tire Size: P235/55R18
Rear Tire Size: P235/55R18
Spare Tire Size: Compact

Wheels
Front Wheel Size: 18 x -TBD-
Rear Wheel Size: 18 x -TBD-
Spare Wheel Size: Compact
Front Wheel Material: Aluminum
Rear Wheel Material: Aluminum
Spare Wheel Material: Steel

Steering
Steering Type: Pwr Rack & Pinion
Steering Ratio (:1), Overall: 17.0
Lock to Lock Turns (Steering): N/A
Turning Diameter - Curb to Curb: 41.0
Turning Diameter - Wall to Wall: N/A

Brakes
Brake Type: Pwr
Brake ABS System: 4-Wheel
Brake ABS System (Second Line): N/A
Disc - Front (Yes or ): Yes
Disc - Rear (Yes or ): Yes
Front Brake Rotor Diam x Thickness: N/A
Rear Brake Rotor Diam x Thickness: N/A
Drum - Rear (Yes or ): N/A
Rear Drum Diam x Width: N/A

Fuel Tank
Fuel Tank Capacity, Approx: 19.0
Aux Fuel Tank Capacity, Approx: N/A

Exterior Dimensions
Wheelbase: 112.9
Length, Overall: 202.9
Width, Max w/o mirrors: 85.7
Height, Overall: 60.7
Track Width, Front: 65.3
Track Width, Rear: 65.5
Min Ground Clearance: N/A
Liftover Height: 30.4

2011 Ford Taurus 4dr Sdn SE FWD



Back when it was introduced in 1985 as a 1986 model, the original Taurus was nothing less than a watershed family car. Forward-thinking with advanced aerodynamics and a vehicle platform to match, it was a car the likes of which Detroit had never produced and mainstream America had never had the opportunity to buy. The surging Japanese imports sat up and took notice, as did U.S. consumers and the automotive press, both of which fell in love with the distinctive "jelly bean" sedan. Taurus was a smash hit both critically and in terms of sales, but unfortunately, America's warm cockles didn't last.
While the second-generation model (introduced for 1992) didn't do much to alter the love affair, subsequent models clouded the Taurus' brand identity and found Ford floundering about trying to determine what consumers wanted out of a mid-sized sedan. In the case of the guppy-mouthed 1996 model, that floundering bordered on literal, as the Jack Telnack designed third-generation Taurus drew ire for its fish-like avant-garde styling and form-over-function utility.
The long-serving 2000-2007 model year updo that followed corrected some of the third-generation Taurus' oversights (i.e. limited trunk space and rear seat headroom), but by then, the Japanese had plus-sized their own offerings and turned up the wicks on their powertrains, all but confining the Taurus to also-ran status. That model would wither away and retreat into fleet-only status in the U.S. in 2006, at which point, the Blue Oval decided to supplant the Taurus with two distinct models – the smaller Fusion and the full-size Five Hundred. The latter was high riding and particularly capacious, yet the ultimately milquetoast sedan didn't connect with consumers or pundits. Thinking that the model's lackluster market response might have had something to do with the unfamiliar name, Ford would in turn exhume the Taurus moniker and slap it on the rump of a tweaked Five Hundred for 2007. It was an expedient fix, and the market recognized this move for what it was.
To sum up how Taurus went from America's hope to America's rental lots, the Blue Oval took it from an ahead-of-its-time, streamlined mid-size flagship to an oddly ovoid and unloved design statement, to a behind-the-curve, emergency badge-engineered full-size car. Along the way, there have been an array of wagons, a couple of notable high-performance SHO variants (and one forgettable one), but there has never been a Taurus quite like this new model.
Impressive new duds

One thing becomes immediately clear from the moment you clap eyes on the new variant – despite being based on the same D3 platform as the outgoing Five Hundred/Taurus sleeping pill, this is a radically different and altogether more confident and cohesive design. Oh, some might take issue with the mildly fussy three-bar grille treatment, but to put it simply, this new Taurus is ripped. Check out the bold sheet metal creases at the beltline and in the rocker panels; the strong U-form chamfering in the hood that's echoed in the trunk lid; the piercing, assertive headlamps and the 427 Concept-like rump.
This is a big car with a sizeable rear overhang (at 202.9 inches overall – it's exactly seven inches larger than a Hyundai Genesis), and it could very easily have looked lumpen or slab-sided and larded-upon like its predecessor. Instead, the Taurus' appearance is crisp and assertive, very much the proverbial linebacker in a tailored suit. Even the door mirrors are compellingly and purposefully sculpted. While the new design looks handsome in every color we've seen, it truly stands out in shades like Ingot Silver and Gold Leaf; colors that yield greater definition than darker shades (Like our Tuxedo Black tester) that cover up some of the more inspired surface details.

Inside, the Taurus' modernization story continues, with a T-shaped double-hooded instrument panel that features a dramatic swept-back waterfall center console bisecting driver and passenger. All controls fall readily and logically to hand, the switchgear looks and feels good to the touch, and the ice blue backlit gauges are easy-to-read. Every 2010 Taurus steering wheel is wrapped in leather regardless of model trim, and the dashboard and door cap materials are well grained and have more give to the touch than anything in recent memory.
We could have done without the fake wood inlays, but as far as trim goes, they're a reasonable facsimile of dead tree and they don't detract from the cabin's premium ambience. The gear selector is gratuitously outsized for smaller hands, but its aesthetic keeps with the designers' wish to move the Taurus away from rental-car wallflower to broad-shouldered leading man. Whether you've stepped into an SE, SEL, or top-shelf Limited model, this is a solid, mature environment that's light years ahead of the 2009 model. Indeed, this Taurus possesses a better-executed cabin than we've seen in some luxury cars costing in excess of $10,000 more.

We can't leave our discussion of the interior without talking about some of the available niceties on this new Taurus. Judging by the presentations we sat through at the car's launch event, the Dearborn team is justifiably proud of the bumper crop of available technologies that they've crammed into their new baby. In light of its modest price point, the Taurus should be a shoo-in "Tech Car of the Year" candidate for the boys and gals over at CNET.

Not only can you get Ford's voice-activated navigation system with Sirius Travel Link (in our estimation, probably the best such system in the business – irrespective of price), but you can also get such luxury features as a gangbusters Sony Dolby 5.1 surround system with the usual connectivity options (aux, USB) plus Sirius satellite radio, Bluetooth and DVD audio, as well as a ten gig hard drive for music and image storage. There are available heated and cooled "Multi-Contoured" seats with "Active Motion" massaging, an optional power rear sunshade like on your neighbor's BMW, switchable ambient lighting, power memory pedals, and so on. And even if you don't plump for the nav system, if you opt for Sync, you can still get audible turn-by-turn directions using a paired Bluetooth phone. We tried this system and found it to be less satisfying to use than the full-on nav interface, but it's a welcome low-cost alternative and a nice safety net if you get lost.
Safety First

While the Taurus has plenty of creature comforts, there's also a raft of safety features available, including adaptive cruise control, a collision warning system that pre-charges the brakes, a blind spot information system and even cross-traffic alert to make sure the path is clear when backing out of parking spots. Our SEL tester wasn't equipped with these features, so we'll have to wait to pass judgment on their utility.
One noteworthy safety feature is Ford's new MyKey system that allows parents to alter the vehicle's performance parameters and set warnings to effectively mandate safer driving for the youngins. For instance, adults can use the system to lock out the traction-control defeat button (no smoky burnouts for Junior), impose a top speed of 80 mph (no street racing for Junior), lower the maximum volume of the stereo (no stoplight concerts for Junior), and it can even be programmed to activate the belt-minder chime incessantly and keep the stereo muted until the front seat occupants are buckled (no crash ejection seat for Junior). Kids may not like these features, but we're betting that a host of parents will. Aside from the big-mother safety features, the Taurus can also be fitted with conveniences like rain-sensing wipers, auto-high beam headlamps, and capless fuel filling.

A seriously refined and comfy cruiser

If you've noticed that we have yet to touch on our actual driving impressions, that's because any thoughts of them almost get lost in the sea of options and tech that Taurus has on offer. It isn't because the car's dynamic behavior is unpleasant or disappointing, mind you – this Ford is, in fact, overwhelmingly competent. It's just that the car's actual performance abilities seem almost incidental to what is, for all intents and purposes, a luxury cruiser – an epic road-trip sedan. Like most of its potential competition, the Taurus is a machine that coddles occupants with vast equipment levels and a luxurious ride, not a sports sedan that goads one into clipping apexes en-route to the grocery store.

2011 Ford Taurus SE FWD


 

Ford Taurus SE 4dr FWD Sedan

The Taurus is Ford's new flagship that offers full-size car interior dimensions, luxury car interior quietness, a top safety rating as well as advanced technology, to give it's owners confidence on the road.
The front-wheel or all-wheel drive Taurus is powered by a 263-hp 3.5-liter direct injection V6 engine and six-speed automatic transmission with the option of steering wheel mounted paddle shifters. The Taurus redesign also marks the return of the SHO performance model, powered by a twin-turbo version of the 3.5-liter V6, it produces 365-hp and channels that through standard all-wheel drive and a paddle-shifted six-speed automatic transmission. Standard safety features include electronic stability and traction control, four-wheel anti-lock brakes, six airbags, ignition disable and post-crash SOS alert. There are many kinds of technology features available such as Cross Traffic Alert, Collision Warning, MyKey parental features, SYNC, capless refueling, touch-pad keyless entry, adaptive cruise control, blind spot detection, rain-sensing wipers and intelligent keyless entry.
For 2011, three new colors have been added, and high definition (HD) radio has been added to the navigation system.
Ford's marketers and PR types have a tremendous job ahead of them: Educating the American consumer on what company's new Taurus is all about. It's a Herculean task that amounts to nothing more than rebuilding a brand that was once broadly considered an icon – not just of the auto industry – but of American business at large.

Fortunately for the Blue Oval team, they may have an ace-in-the-hole. As we learned driving the 2011 Ford Taurus  through Tennessee and North Carolina's Smoky Mountain roads, this new bull shows promise and takes the marque upscale like never before. But be under no illusions – this is a risky move. The Taurus name has never been extended upmarket like this before (let alone in such a waterlogged economy), and it isn't immediately clear who the model's competitors are – a detail that could prove problematic when trying to target customers.

The Chicago-built Taurus is no longer a logical Toyota Camry, Honda Accord and Chevrolet Malibu cross-shop – that's the Fusion's turf now. In size, technology, and aspirations, Ford is pushing its new sedan several of rungs up the ladder. Is it the right product for the right time? Perhaps of more immediate concern, is it carrying the right name and will Ford be able to overcome the Taurus brand's baggage and sell America on its virtues?
A big suit to fill?

As we tried to come to terms with the Taurus during our drive, we couldn't escape a few bars of a Talking Heads song. Specifically: "And you may find yourself behind the wheel of a large automobile... and you may ask yourself – well, how did I get here?" Similarly, in order to appreciate just how radical a departure this 2010 Taurus is, one has to appreciate where the model has been. This is not "same as it ever was" – not by a long shot. Allow us to recap:

Back when it was introduced in 1985 as a 1986 model, the original Taurus was nothing less than a watershed family car. Forward-thinking with advanced aerodynamics and a vehicle platform to match, it was a car the likes of which Detroit had never produced and mainstream America had never had the opportunity to buy. The surging Japanese imports sat up and took notice, as did U.S. consumers and the automotive press, both of which fell in love with the distinctive "jelly bean" sedan. Taurus was a smash hit both critically and in terms of sales, but unfortunately, America's warm cockles didn't last.
While the second-generation model (introduced for 1992) didn't do much to alter the love affair, subsequent models clouded the Taurus' brand identity and found Ford floundering about trying to determine what consumers wanted out of a mid-sized sedan. In the case of the guppy-mouthed 1996 model, that floundering bordered on literal, as the Jack Telnack designed third-generation Taurus drew ire for its fish-like avant-garde styling and form-over-function utility.

 

2011 Ford Taurus



 The 2011 Taurus is a 4-door, 5-passenger family sedan, available in 6 trims, ranging from the SE FWD to the SHO AWD.

Upon introduction, the SE FWD is equipped with a standard 3.5-liter, V6, 263-horsepower engine that achieves 18-mpg in the city and 28-mpg on the highway. The SHO AWD is equipped with a standard 3.5-liter, V6, 365-horsepower, turbo engine that achieves 17-mpg in the city and 25-mpg on the highway. A 6-speed automatic transmission with overdrive is standard on both trims. 

What's New for 2011

Only minor equipment changes are in store for the 2011 Ford Taurus. The Limited and SHO models gain a standard rearview camera, while Sync–equipped models receive a complimentary three-year subscription to the new Traffic, Directions and Information service. The optional navigation system now includes HD radio capability.

Introduction

Whether it's actors or athletes, everybody loves a good comeback story. When it was introduced in 1986, the original Taurus helped revolutionize the midsize family sedan segment. But then years of neglect caused the Taurus' star to dim. Now a comeback is in order, as Ford redesigned the Taurus just last year to make buyers take notice once again.
The 2011 Ford Taurus continues to be a full-size sedan, leaving the midsize category to the Fusion. Its styling is hardly the revolutionary concept that the original Taurus was, but it's nevertheless attractive and more interesting than the previous model. On the inside you'll find a handsome design and top-quality materials. Perhaps most appealing is the generous passenger room and a trunk that's bigger than nearly everything else on the market.
While the Taurus makes for a comfortable family vehicle, those looking for some extra muscle can consider the SHO version. Powered by a twin-turbo V6 known as the EcoBoost, this engine sends 365 horsepower to all four wheels, yet returns the same fuel economy as the normally aspirated 263-hp V6. The SHO is a worthy competitor to Chrysler's Hemi V8-powered 300C and Lincoln's MKS, but given its hefty price, you'd be wise to check out luxury sport sedans as well.
As for the more common regular Taurus, it competes with both full-size family sedans and entry-level luxury cars depending on trim level. Base models compare favorably with the Honda Accord, Hyundai Azera and Toyota Avalon, but the top-of-the-line Limited doesn't strike us as a particularly good bargain when pitted against the more luxurious and refined Hyundai Genesis.
Even so, we still think pretty highly of the 2011 Ford Taurus. Other than a couple interior design missteps and the SHO variant's hefty price, the Taurus is largely vice-free. With its roomy, comfortable interior and full complement of cutting-edge convenience and safety features, the new Taurus looks to be an American nameplate poised to make a dramatic comeback.

Body Styles, Trim Levels, and Options

The 2011 Ford Taurus is a full-size sedan that seats five people. It is available in SE, SEL, Limited and SHO trim levels. Standard equipment on the SE includes 17-inch alloy wheels, automatic headlights, keyless entry with an access keypad, cruise control, a six-way power driver seat (manual recline), a 60/40-split-folding rear seat, a tilt-and-telescoping steering column, steering-wheel audio controls and a six-speaker stereo with CD/MP3 player and an auxiliary audio jack.
The SEL adds 18-inch wheels, automatic transmission paddle shifters, heated mirrors, dual-zone automatic climate control, an auto-dimming rearview mirror, upgraded cloth upholstery, a leather-wrapped steering wheel and satellite radio. Options on the SEL include 19-inch wheels, rear parking sensors, a rearview camera, a power passenger seat, ambient lighting, leather upholstery and the hands-free Sync system, which allows you to control compatible cell phones and MP3 players with simple voice commands. All Sync-equipped models also get a complimentary three-year subscription to the new Traffic, Directions and Information service.
These items are standard on the Taurus Limited, which also gets eight-way power front seats with power lumbar and driver memory functions, a wood-trimmed steering wheel and an upgraded stereo with a six-disc CD/MP3 player.
The Taurus SHO adds a more powerful engine, a sport-tuned suspension, xenon headlamps, an auto-dimming exterior driver mirror (optional on Limited), a rear spoiler, keyless ignition/entry (optional on SEL and Limited), upgraded leather upholstery and faux-suede upholstery inserts. The SHO Performance package adds performance brake pads, recalibrated steering, a different final-drive ratio, stability control defeat, summer tires and 20-inch wheels. Those wheels are also a stand-alone option.
The SEL can be optioned with heated front seats, while the Limited and SHO can be equipped with a blind-spot warning system, automatic wipers, automatic high beams, keyless ignition/entry, adaptive cruise control, heated and cooled front seats, heated rear seats, power rear window shade and a navigation system with voice controls, touchscreen, Sirius Travel Link (real-time traffic, weather and other information), a single-CD player, DVD audio and digital music storage. All Taurus models but the base SE can be optioned with a sunroof, "multicontour" seats with active bolsters and a 12-speaker Sony sound system.

Powertrains and Performance

The 2011 Taurus is powered by a standard 3.5-liter V6 engine that produces 263 hp and 249 pound-feet of torque. A six-speed automatic transmission is standard. On all trims except the SE, the transmission features manual shift control and downshift rev-matching capability. Front-wheel drive is standard with this engine and all-wheel drive is available on SEL and Limited trim levels. Fuel economy with front-wheel drive is an EPA-estimated 18 mpg city/28 mpg highway and 22 mpg combined. All-wheel drive drops it to 17/25/20.
The Taurus SHO features a 3.5-liter twin-turbocharged V6 making 365 hp and 350 lb-ft of torque. A six-speed automatic with shift paddles is standard. Every SHO is all-wheel drive. Despite its impressive output, estimated fuel economy is the same as the regular all-wheel-drive Taurus.

Safety

Every 2011 Ford Taurus comes standard with antilock disc brakes, stability and traction control, front side airbags and side curtain airbags. Optional safety features include a blind-spot warning system, pre-collision warning system, a cross-traffic warning system (when reversing) and rear parking sensors. A rearview camera is standard on Limited and SHO models and optional on the SEL.
In the government's new, more strenuous crash testing for 2011, the Taurus earned an overall rating of four stars out of a possible five, with four stars for overall frontal crash protection and five stars for overall side crash protection.It also got the best rating of "Good" in the Insurance Institute for Highway Safety's frontal-offset, side and roof strength tests.

Interior Design and Special Features

Inside, the 2011 Ford Taurus offers a cabin that's surprisingly upscale, though some hard plastics on the center console detract from this effect. The interior also gets high marks for comfort, especially the adult-friendly backseat. The rear seatbacks can also be folded down for rare occasions where the cavernous trunk's 20.1 cubic feet of cargo room isn't sufficient. Unfortunately, the car's high beltline, thick pillars and tall center console can make the cabin seem a bit confining.
The Taurus' control layout is quite functional overall, despite the abundance of buttons for the climate control and audio systems, and the deep-set gauges that can be hard to read. Models equipped with the Sync system allow the driver to access a wide variety of functions on their compatible cell phone or MP3 player with voice commands, all without ever taking their eyes off the road or hands off the steering wheel. The three-year complimentary subscription to Sync's new Traffic, Directions and Information service also allows the driver to call up info ranging from real-time traffic reports to personalized info like news headlines and sports scores the same way.

Driving Impressions

Whether cruising down the interstate or battling cross-town traffic on surface streets, the 2011 Ford Taurus remains unexpectedly quiet thanks to fine-tuned aerodynamics and strategically placed sound insulation. Ride quality is equally good, even with the SHO model's stiffer suspension. Handling feels stable and secure, though the lack of steering feel and its substantial proportions keep the car from feeling particularly sporty even in SHO trim.
The standard V6 engine provides decent acceleration for everyday driving. Pony up for the turbocharged Taurus SHO and you'll get significantly more oomph without a drop in fuel economy.

Thursday, June 23, 2011

2011 Nissan GT-R

 Nissan, you’re killing us. So far only the lucky few have driven the ever-so-hot 2011 Nissan GT-R that doesn’t go on sale in the U.S. until June—and now the Japanese automaker is teasing us with something better.
Our test numbers have the GT-R scorching the asphalt from 0 to 60 mph in 3.3 seconds and passing the quarter-mile mark in 11.5 seconds at 124 mph. With numbers like that, the car obviously is in dire need of a higher-performance version.
Indeed, one of our spy photographers has snapped what we think and hope is a prototype for a GT-R Spec V as it was being unloaded from a truck at Nissan’s Nürburgring workshop, and then as it was put through its paces.
This does not appear to be an ordinary GT-R (not that ordinary should ever precede the noun GT-R), as the test car reveals subtle differences. We admit we expected more differentiation, but these spy shots only show a revised front splitter with additional air intake slits, presumably to cool the brakes after a heady stop. We recorded braking from 70 mph in 145 feet, and skidpad runs of 0.99 g with the regular GT-R, so we can only imagine the need for greater stopping power on the Spec V. The prototype appears to up the ante with an upgraded ceramic composite braking system. Gone are the gold Brembo brake calipers of the first GT-R prototypes. The tester here also sports new six-spoke wheels.
The expectation is the Spec V will come in at least 200 pounds lighter than the 3908-pound curb weight of the 2009 GT-R. Look for more carbon-fiber body panels, including the rear wing that is covered in camouflage here.
The Spec V will undoubtedly cost a pretty penny more than the $70,475 base car, but we’ll be shocked if the price breaks the six-figure barrier. The rumor mill has the Spec V endowed with as much as 550 horsepower compared with 480 hp with the conventional GT-R—a number that should all but guarantee that the Spec V will leave even more exotic sheetmetal in its wake than the regular GT-R.
Now three years old, the highly-acclaimed Nissan GT-R receives minor tweaks for 2011, but maintains its supercar allure and abilities. While the base trim has been discontinued, the Nissan GT-R Premium receives a mild refresh. Also, a number of previously optional features are now standard. Not surprisingly, reviewers are impressed Autoblog  writes, "The illustrious Nissan GT-R is, quite possibly, one of our favorite cars currently in production."
Still, the 2011 Nissan GT-R isn't without its faults. In addition to a useless back seat, it garners mixed reviews for its looks. Plus, some purists cringe at the fact that the Nissan GT-R doesn't come equipped with a traditional manual transmission. But taken as a whole, these are minor issues.
Given the GT-R’s 2011 upgrades, shoppers should expect a slightly steeper sticker price. The 2010 model starts at $80,790. However, the 2011 Nissan GT-R will carry a starting price of $84,060. But considering that the 2011 Nissan GT-R’s performance capabilities rival higher-priced exotics from Ferrari and Lamborghini, it’s still a steal.

2010 Nissan GT-R Review:



Being an automotive journalist is like being a male porn star. We're little more than Piloti-shoed buffers between the reader and the objects of their lust, and really, no one cares about us. Still, you only get one chance to make an initial impression, so my first review here on Autoblog had to be big. As luck/fate would have it, I got a phone call a few weeks back that went a little something like this: "How'd you like to drive the first 2010 Nissan GT-R on the West Coast, before the buff books get it?" Needless to say, the answer was obvious. But what to do with the brand-new R35, one of the most heavily and relentlessly covered car-stories of the past year? This takes us right back to that porno metaphor: How do I give the people what they want?
We hatched a plan – take the uber-Nissan down to San Diego and pay a visit to Comic Con! A story about 400-pound guys in Batman suits drooling all over the new GT-R practically writes itself, so we contacted various video game companies to see if they would let us drive the GT-R right onto the convention center floor. Perfect! Our stunt would be like lowering a nude, greased-up Megan Fox into a frat house. What could possibly go wrong? Without getting into the epic fail of that last bit, it didn't happen. What you're left with then is yet another review of a Nissan GT-R where some "pounding at 11/10s" wannabe hamfists Godzilla through envy-inducing, tight, twisty Southern California canyons.
My task then would be to answer the following: There's endless talk about whether or not the Nissan GT-R has a soul. Yes, we all know it's supercar quick and hypercar capable. And yes, Japan's most recent foray into the segment can utterly dominate and humiliate most British, Italian and German machines – all costing two, three or five times as much – and give like-minded American all-stars a run for their ACR/ZR1 money. But is the GT-R anything more than a numb supercomputer, mindlessly parsing bits of data and then spitting out traction and velocity? Are its capabilities a credit to Nissan's mechanical engineers, or its electrical wonks? To put it another, more Comic-Conny way, is there a ghost in Nissan's machine?
First and foremost, we should cover what's new for 2010. The big news is bye-bye launch control. We found the GT-R's penchant for grenading transmissions humorous (from a distance), but alas, farewell. However... maybe it's still there? Maybe Nissan was only telling people launch control had been deleted? We found a very deserted stretch of road, put the transmission and suspension into R mode, turned the VDC all the way off, planted our left foot on the brake pedal and pushed the throttle with our right. Instead of the tach zinging up to 4,500 rpm, fuel cutoff happens right around 2,000 rpm. Launch control is deader than last Thanksgiving's turkey. That's not very soulful.
That said, the Transmission Control Module (TCM) has been reprogrammed. Not only can the six-speed dual-clutch gearbox shift faster (when in R), but the chances of a customer having to shell out $20,000 for a new cogswapper is greatly reduced. The 2010 GT-R also sports five more horsepower, bringing the total to 485, while torque output remains unchanged at 434 lb-ft. Rumors still persist that since each GT-R engine is hand-built, power levels vary and some engines churn out as much as 520 hp, if not more. Let's chalk this up to some engines running 100 octane and others dealing with California's crapola 91 high-test. Bottom line, the power feels freakishly adequate.
The suspension's been retuned and the Bilsteins are a new design, while the brakes (somehow) have been revamped and fitted with more rigid lines and fresh pads. Our Premium GT-R tester arrived with dark, "near-black" wheels and when coated in Super Silver (like this car) you get a polished front bumper (there's also a new hue called Pearl White). More power, faster shifts, better handling, stouter brakes, blacker wheels and a transmission that's much less likely to eat itself? That sounds fantastic. Soulful, even.

2010 NISSAN ARMADA REVIEW



The 2010 Nissan Armada relic a solidified full-size SUV incoming its ordinal assemblage of production, but newer rivals from Toyota and GM merit near looks as well. All 2010 Nissan Armadas are supercharged by a 5.6-liter V8 engine that produces 317 H.P. and 385 lb-ft of torque, and is matched to a 5-speed semiautomatic transmission.
2010 Nissan Armada Overview:
The 2010 Nissan Armada is a super SUV offered in SE, Titanium and Platinum cut levels with accepted eight-person way capacity. The humble take SE comes well-equipped with 18-inch wheels, side-step rails, lateral parking assist, dual-zone semiautomatic status control, lateral status controls, an eight-way noesis utility seat, a lean curb rotate and power-adjustable pedals.
2010 Nissan Armada Price:
Nissan has declared pricing and info on its 2010 Nissan Armanda full-size SUV that goes on understanding in the U.S. in mid-May. Prices for the 2010 Nissan models hit been ordered at $37,210 and $42,810 for the Armada 4×2 SE and 4×4 SE respectively, $42,140 and $44,940 for the Titanium Edition 4×2 and 4×4 respectively patch the Platinum Edition is priced at $49,390 and $52,190 for the 4×2 and 4×4 models respectively.

2010 Nissan Sentra

One of Nissan’s oldest trucks, the satellite has been substantially regarded by machine reviewers for years. But its rivalry is apace getting on with meliorate aptitude and comfort. And as small and more economical are decent the preferences of today, perhaps a container titled satellite strength be in requirement of a makeover. Regardless, the satellite is coercive and strong, and crapper appendage meet most whatever duty that’s asked of it. And isn’t that ground be acquire trucks, anyway?

Improvements from the 2009 Nissan Titan
For 2010, Nissan additional unchangeability control, lateral airbags and mantle airbags as accepted features for every cut levels. Other options and cut levels rest the aforementioned from 2009.
The satellite comes with two-wheel intend or four-wheel drive. The engine is a 5.6-liter V8 that gets 317 H.P. and 385 pound-feet of torque. It comes armored accepted with a five-speed semiautomatic transmission. It also has a tow-haul fashion for the sending that crapper be enabled for player onerous loads.
The four-wheel intend 2010 Nissan satellite gets 12 miles per congius in the municipality and 17 on the highway; the two-wheel intend gets meet slightly meliorate mileage.
The Nissan satellite is a beatific truck. Auto reviewers are hurried to feature this. But there are plentitude of options discover there in the big-truck marketplace. Whether you’re hunting at Ford or Chevy, Nissan has whatever competition. You strength be healthy to intend more options elsewhere or configure your pushcart in a assorted way, but if you’re hunting to only intend a pushcart and pull equipment the satellite strength be correct for you.

2011 Nissan Sentra



The 2011 Sentra is a 4-door, 5-passenger family sedan, available in 6 trims, ranging from the 2.0 to the SE-R Spec-V.

Upon introduction, the 2.0 is equipped with a standard 2.0-liter, I4, 140-horsepower engine that achieves 24-mpg in the city and 31-mpg on the highway. A 6-speed manual transmission with overdrive is standard, and a variable speed automatic transmission with overdrive is optional. The SE-R Spec-V is equipped with a standard 2.5-liter, I4, 200-horsepower engine that achieves 21-mpg in the city and 28-mpg on the highway. A 6-speed manual transmission with overdrive is standard. 

What's New for 2011

The 2011 Nissan Sentra sees only minor updates. Fuel economy has been slightly improved while safety has been enhanced, as antilock brakes and stability control are now standard across the board. A spoiler in the style of the SE-R is available for the 2.0 (with CVT), 2.0 S and 2.0 SL.

Introduction

The 2011 Nissan Sentra makes its case as a reasonable choice for a shopper in the market for a small sedan. Thanks to high fuel economy, spacious seating and plenty of features, the Sentra gets high marks in the areas that matter to most people. Nissan also offers the SE-R and SE-R Spec V trim levels for those seeking bigger thrills. Taken as a whole, however, the Sentra isn't the most inspired car in its class.
Under the hood, the Sentra is pretty competitive. Most Sentra models come with a 2.0-liter four-cylinder making 140 horsepower while still getting up to 34 mpg on the highway. The high-performance SE-R model offers 177 hp from a larger 2.5-liter engine, while the SE-R Spec V takes this engine's output right up to 200 hp.
But the Sentra falls to midpack when its handling abilities are considered. The lower-level models of the Sentra just aren't particularly fun to drive, and there's no payoff in terms of ride quality either, as the suspension isn't very compliant over rough surfaces.
Even the top-shelf Sentra SE-R Spec V trails the pack of high-performance cars with which it tries to compete, since its rear torsion-beam suspension puts it at a disadvantage compared to more lithe competitors that use independent rear suspension and offer similar power.
Overall, the 2011 Nissan Sentra is worth considering for the right price. But it's more practical than desirable. We'd suggest considering alternatives like the Honda Civic, Kia Forte and Mazda 3, all of which offer similar or better driving excitement while still retaining plenty of practicality. In a segment that's increasingly about being fun as well as being smart, the Sentra wilts next to the charms of its rivals.

Body Styles, Trim Levels, and Options

The 2011 Nissan Sentra is offered in six different trim levels: four variants based on the 2.0-liter engine (base, S, SR and SL) and two high-performance versions (SE-R and SE-R Spec V).
The base-model Sentra starts with 15-inch steel wheels, power windows and locks, air-conditioning, a tilt-adjustable steering wheel, 60/40-split-folding rear seats and a four-speaker audio system with a CD player and auxiliary audio jack. The Sentra 2.0 S adds 16-inch steel wheels, a height-adjustable driver seat, cruise control, keyless entry and a six-speaker audio system with an iPod interface.
The 2.0 SR is similar but borrows some styling cues from its high-performance line mates, offering sport fascias front and rear, rocker sill extensions, foglamps, a rear spoiler and 16-inch wheels. Going with the SL gets you 16-inch alloy wheels, a leather-wrapped steering wheel, keyless ignition/entry, Bluetooth, and a premium Rockford Fosgate audio system with satellite radio, a USB audio input and a color display. Most of the SL's upgrades are offered on the 2.0 S and 2.0 SR as options. Other options abound for the SL, many of them bundled into packages. Highlights include a sunroof, leather upholstery, heated front seats and a navigation system.
The Sentra SE-R trim level is equipped similarly to the 2.0 SR but also includes 17-inch alloy wheels, more performance-minded suspension tuning, an aero-style body kit, cloth sport seats, the SL's color-display stereo and gauges to register not only oil pressure but also g-forces during cornering. The SE-R Upgrade package adds most of the SL's standard and optional features.
The SE-R Spec V further enhances the SE-R's sporting nature by adding higher-performance tires, an even firmer suspension with a lower ride height, larger front brakes and sportier interior trim. One drawback to the added performance of the Spec V is a structural reinforcement brace between the rear shock towers that prevents the rear seats from folding. Also available on the Spec V is an optional feature upgrade package that includes a mechanical limited-slip front differential.

Powertrains and Performance

Nissan Sentra 2.0 models come with a 2.0-liter four-cylinder that generates 140 hp and 147 pound-feet torque. The Sentra SE-R has a 2.5-liter engine that produces 177 hp and 172 lb-ft of torque; the Spec V bumps this to 200 hp and 180 lb-ft. In our testing, the Spec V sprinted to 60 mph in 6.7 seconds, a quick time for its class.
The 2.0 Sentra base model features a six-speed manual transmission standard, with an option to upgrade to a continuously variable transmission (CVT). The CVT comes standard on the 2.0 S, 2.0 SR, 2.0 SL and SE-R, with the SE-R offering shift paddles. The Spec V is only offered with a close-ratio six-speed manual.
The 2.0 Sentra models with CVT are notably frugal, achieving an EPA-estimated 27 mpg city/34 mpg highway and 30 mpg in combined driving; the manual transmission drops fuel economy noticeably to 24/31/27 mpg. The SE-R isn't too far behind, though, at 24/30/26. The Spec V checks in with a still respectable 21/28/24 mpg.

Safety

The 2011 Nissan Sentra comes standard with antilock brakes, stability control, front-seat side airbags, full-length side curtain airbags and active front head restraints. The higher-performing SE-R models come with four-wheel disc brakes, while the others have rear drums.
In government crash testing, the Nissan Sentra earned a perfect five-star rating for front passenger protection in frontal and side-impact crashes. Four stars were given for rear-seat side-impact protection. The Insurance Institute for Highway Safety awarded the Sentra its highest score of "Good" for both frontal-offset and side impacts.

Interior Design and Special Features

Inside, the Sentra is recognizably a Nissan product, with the company's trademark orange backlighting for the instruments, sporty gauges and slick-looking but easy-to-use controls. Materials quality is decent, but with just a 5-inch screen, the optional navigation system has a pretty tiny monitor.
The front seats are surprisingly spacious, comfortably accommodating taller adults. Smaller drivers, however, might feel confined due to the Sentra's high dashboard and beltline. The non-telescoping steering wheel doesn't help driver comfort either. Rear headroom and hiproom are decent, but rear legroom is a bit on the tight side.
The Sentra 2.0 models offer 60/40-split rear seating and 13.1 cubic feet of cargo room. The SE-R, however, uses a brace behind the rear seats as a chassis-strengthening measure, limiting the usefulness of its fold-down configuration.

Driving Impressions

Overall, the 2011 Nissan Sentra gets the job done on the road. Power from the 2.0-liter engine is adequate, but the CVT leads to an irritating drone from the engine during acceleration. On smooth tarmac the ride is suitable, but when things get rough, the Sentra's suspension lets in a noticeable amount of harshness. Handling is unremarkable on 2.0 models.
The SE-R Spec V does indeed have sharper handling, and its 200 hp is not inadequate performance by any means. But compared to other sport compacts in its class, even the Spec V isn't especially fun to drive. Part of the problem is the manual transmission's balky shift action, which feels awkward and imprecise relative to that of the Honda Civic Si.

2011 Audi TT



The 2011 TT is a 2-door, up to 4-passenger luxury sports coupe, or luxury convertible, available in two trims, the 2.0T Prem Plus Coupe quattro S tronic and the 2.0T Prem Plus Roadster quattro S tronic.

Upon introduction, both trims are equipped with a standard 2.0-liter, I4, 211-horsepower, turbo engine that achieves 22-mpg in the city and 31-mpg on the highway. A 6-speed automatic transmission with overdrive is standard. 

Lyra, who always wanted to drive Audi's TT, brought high expectations to the little convertible. Peter, never particularly impressed with the roadster's styling, had few expectations. The end result: Lyra was disappointed, while Peter loved the car. Go figure.
Appearance: The squat roadster sits on 18-inch tires and has a wide stance that recalls Audi's R8 supercar, which we loved. The TT's design, however, is simple, with fender flares and a backward-sweeping body crease as its only sheet-metal flourishes. The black grille, which got tweaked for 2011, is trimmed in chrome, and Audi's signature LED "eyeliner" lights are sharp.
Performance: Here's what we agreed on: The 6-speed S tronic dual-clutch automatic shifted flawlessly. We always prefer a manual transmission, but this automatic was almost as fun. For a small roadster, the TT absorbs bumps well and has a firm, composed ride. There's also an auto-deployed spoiler and, of course, Audi's quattro all-wheel-drive system. The 2-liter, 211-horsepower 4-cylinder is more than enough power (0-60 in 5.6 seconds) for the small car, which has an exhaust note that is subtle and throaty. Here's what we didn't agree on: Lyra was let down by the "significant" turbo lag; Peter felt it was only "slight." The steering was a "bit too light" for Lyra's taste, while Peter thought it gave just the right amount of feedback.
Interior: We may have disagreed on the car's performance, but we are unified on the well-appointed interior. The Nappa leather seats are well-bolstered and comfortable. Our tester had bright red seats that contrasted beautifully with the rich black exterior. The instrument gauges are simple and uncluttered yet easy to read. The flat-bottom steering wheel might take some getting used to for some. Peter drove the TT to Miami and he had enough head- and legroom. Impressive. And he arrived in South Florida not feeling like a pretzel. Another surprise: The TT's trunk, even with the folding soft top, actually had enough room for the bags he and his wife took on their weekend getaway. That's impressive for a small convertible. A few nits: The storage panel behind seats felt a bit plasticky considering the rest of the interior; the driver's floor mat was flimsy and popped easily off its anchor. We both spent time popping it back on.
Protection: Front, head/thorax and knee airbags plus side intrusion protection and roll bars.
Profile: The roadster looks slick with top up or down.
Seats: Bright red seats and interior trim scream "sports car."

First Drive: 2012 Audi R8 GT



Wörthersee, Austria • As a halo car, the R8 has done a lot for the Audi brand. With striking styling, all-wheel drive and a choice of V8 or V10 engines, the R8 can legitimately be considered a supercar, especially in the case of the 525-horsepower V10-powered 5.2 model, which sat at the very top of Audi’s pyramid — until now. You see, there’s a new kid in town and it’s called the Audi R8 GT. Designed for very demanding customers who occasionally attend track days or club level competitive driving events, the R8 GT has been crafted by the engineers at Quattro GmbH, Audi’s performance division, and their blueprints called for less weight and more power.
The GT version of the R8 gets a thinner windshield, the rear window and engine compartment bulkhead are made from polycarbonate, the engine cover is made of carbon fibre, as opposed to aluminium, and the matte carbon fibre composite fixed wing is mounted to the body with two bars, saving 1.2 kilograms of weight compared with the pop-up spoiler of other R8s. But that’s not all. The exhaust system is both thinner and lighter, the engine subframe is made of magnesium and they even went as far as shaving the carpets … The end result is that the R8 GT weighs 1,525 kg and is thus 100 kg lighter than the R8 5.2 model.
By revising the engine management software, the output of the 5.2-litre V10 has been increased to 560 horsepower, the exact same figure as the Lamborghini Gallardo. However, Lamborghini can still claim to have a more powerful car with its Gallardo Superleggera model, which has 10 more hp and is also lighter. These details become important as Audi and Lamborghini are both part of the Volkswagen Group and these subtle differences become key for the marketing and public relations divisions of their respective brands, but it probably won’t mean much to anybody else. The R8 GT also gets revised suspensions with conventional coil-over springs and different geometry in order to provide more negative camber front and rear.
Fire up the V10 and it comes to life with a deep and low growl that seems louder in the GT than in the R8 5.2. Get moving on the autobahn and the engine sound turns to a loud shriek above 5,000 rpm all the way to its 8,700-rpm redline as the car is hurled forward with a strong and very addictive surge of power. In terms of shear performance, this car is absolutely stellar, with the possible exception of its single-clutch R Tronic gearbox, which does shift gears faster than any driver could with a manual gearbox but is not as outstanding as Audi’s faster and seamless double-clutch S Tronic gearbox. On that front, Audi engineers are working on adapting the double-clutch gearbox for future R8s, but this may not happen for one or two years.
On the secondary roads of Germany and Austria between Munich and Wörthersee, the R8 GT felt more direct and precise in fast corners and showed less understeer than the R8 5.2, owing in part to its lower weight and to the modified calibration of its quattro all-wheel-drive system, which sends only 15% of the available power to the front wheels in normal driving conditions, with 85% being delivered to the rear wheels, giving this car a more rear-drive character. The internally vented and drilled brake discs of carbon fibre ceramic are both extremely powerful and easy to modulate, which is not the case with all ceramic brake disc systems.
Inside the cabin, the R8 GT is appointed with white gauges featuring red GT logos, aluminium and carbon fibre trim parts and a fabulous Alcantara steering wheel with shifter paddles. Despite its more radical character, the R8 GT still features air conditioning, navigation and a killer sound system. In Europe, it is also possible to order the R8 GT with a race option package including a roll cage, racing seats, four-point racing seat belts, a fire extinguisher mounted in the passenger footwell and two battery kill switches, but this option will not be available in Canada.
Exclusivity is assured as Audi will only build 333 R8 GTs for the world market, with 25 of those cars sold to Canadian customers for a price of $228,000, some $55,000 more than the V10-powered R8 5.2. Sorry to crush readers’ hopes, but, as can be expected, all cars are already spoken for. However, Audi has announced that production is now starting on a limited run of 333 R8 GT Spyders with a fold-down soft-top for those who want to combine supercar levels of performance with open-air motoring.

Tuesday, June 21, 2011

2011 Mazda MX-5 Miata Sport snowy


The 2011 MX-5 Miata is a 2-door, 2-passenger convertible sports car, available in 6 trims, ranging from the Sport to the Special Edition Power Retractable HT.

Upon introduction, the Sport is equipped with a standard 2.0-liter, I4, 167-horsepower engine that achieves 22-mpg in the city and 28-mpg on the highway. A 5-speed manual transmission with overdrive is standard. The Special Edition Power Retractable HT is equipped with a standard 2.0-liter, I4, 167-horsepower engine that achieves 21-mpg in the city and 28-mpg on the highway. A 6-speed manual transmission with overdrive is standard.

The 2011 MX-5 Miata is a carryover from 2010. 

  • Stability control only offered in priciest model, and only with an expensive option bundle
  • Automatic transmission adds significantly to the price
  •  
The Mazda MX-5 Miata was the car that kicked off the modern-day roadster craze back in 1989, and it remains one of my favorite two-seaters. New for 2007 is an optional power-operated retractable hardtop. Does the metal roof make the Miata any more (or less) loveable? We took the Miata on a long trip through New York State to find out, with Mother Nature giving us ample opportunity to find out just how weatherproof the hardtop Miata really is. Base price $21,280, price as tested $29,795, EPA fuel economy 22-25 MPG city, 30 MPG highway.
"We've certainly put this little car through hell, haven't we?" my wife Robin said as we drove through the suburbs of Manhattan. "Sailed" might be a better description; New York was getting one of the heaviest rainstorms on record and the Hudson Parkway, known for flooding, was starting to look more like the Hudson River. We were nearing the end of a 10-day 1,500-mile trip through New York State in the MX-5 Miata. Less than 50 of those miles were driven with the top down; most of our trip was cold, rainy and snowy It turned out to be a lousy trip for a convertible but a great test of the Miata's power retractable hardtop roof, a new-for-2007 $1,870 option. Despite the almost uniformly crappy weather, the Mazda MX-5 Miata proved itself, once again, to be the ideal touring companion -- even with the top up.

2011 Mazda MX-5 MIATA


Introduction

For more than two decades now, the Mazda Miata has been thrilling sports car purists with its elemental charms. The first Miata called to mind the British roadsters of the 1960s, except the Mazda also boasted a stiff chassis, reliable electrics, an engine that didn't mark its territory with oil and a soft top that was easy to operate and wouldn't try your patience and bust your nails.
Now in its third generation, the Miata continues to offer more of the same, with lively handling, communicative steering, a happy-to-rev power plant and an affordable price. The 2011 Mazda MX-5 Miata doesn't change one whit compared to last year's model. We see absolutely nothing wrong with this and doubt anyone else does either.
Though the 167-horsepower output of the MX-5 Miata's four-cylinder engine might seem  meager in a world of 270-hp family sedans, it doesn't have to move nearly as much weight as a sedan, since a base-model Miata weighs only about 2,500 pounds. And should you opt for the power-retractable-hardtop model, you're only taking on another 70 pounds for the additional weather protection, noise insulation and parking security. Whether you choose a base Miata or a loaded one, you'll find that a hugely entertaining driving experience, a generous roster of features and daily comfort are all standard fare.
As you can probably tell, we think rather highly of the 2011 Mazda Miata. In fact, the modern Miata has no real competition, as would-be rivals such as the Pontiac Solstice/Saturn Sky twins and the Honda S2000 are history and high-end roadsters such as the BMW Z4 and Porsche Boxster are in another economic realm.
The Mazda's closest rival would be the Mini Cooper convertible, which isn't as capable in terms of handling but is still fun to drive and offers the bonus of a pair of very small backseats. One might also consider the Ford Mustang V6 convertible, which now offers a powerful engine and respectable handling, though not the compact dimensions and point-and-shoot dynamic of the Mazda.
Considering this, it seems that the story is the same even after 20 years. Car shoppers looking for a fun, zippy and affordable roadster need look no further than their friendly neighborhood Mazda dealer.

Body Styles, Trim Levels, and Options

The 2011 Mazda MX-5 Miata is a two-seat roadster that is offered in three trim levels: base Sport, well-equipped Touring and premium Grand Touring. All come standard with a manually operated soft top, while the top two trims can be had with a power-retractable hardtop (PRHT).
In Sport trim, standard features include 16-inch cast-aluminum wheels, a black vinyl convertible top with a glass rear window, air-conditioning, cloth seats, a six-speaker sound system with a CD/MP3 player and an auxiliary audio jack, a height-adjustable driver seat, a leather-wrapped steering wheel and power windows and mirrors.
The Touring model adds 17-inch alloy wheels, a shock tower brace for the front suspension, foglights, cruise control, power door locks, keyless entry, an auto-dimming rearview mirror, a trip computer, a six-CD changer, steering-wheel-mounted audio controls and a leather-wrapped shift knob. The Grand Touring steps up with the choice of a black or beige cloth top, automatic climate control, leather upholstery, heated seats, a seven-speaker Bose audio system and silver interior accents. The PRHT models are identically equipped.
Most options are grouped in packages. Sport models can be equipped with the Convenience package that includes most of the Touring upgrades (this package is included in Miatas with automatic transmissions). Touring and Grand Touring models can enhance the Miata's already nimble handling with the Suspension package (only available with a manual transmission), which includes a sport-tuned suspension with Bilstein shocks and a limited-slip differential. The Grand Touring qualifies for the Premium package that features stability control, keyless ignition/entry, xenon headlights, Bluetooth and satellite radio. An Appearance package adds a different front spoiler and extended rocker sills.
Also available this year is the limited-production Miata Special Edition. It's essentially a Grand Touring PRHT with the Premium package and, if it's a manual transmission, the Suspension package. The Miata Special Edition also includes unique exterior and interior colors.

Powertrains and Performance

The 2011 Mazda Miata is powered by 2.0-liter inline-4 engine that produces 167 hp (158 with the automatic transmission) and 140 pound-feet of torque. Sport models come standard with a five-speed manual transmission, while Touring and Grand Touring models come with a six-speed manual transmission. All models have the option of a six-speed automatic with shift paddles on the steering wheel.
In testing a Miata with a five-speed manual transmission, we found the car could sprint from a standstill to 60 mph in a reasonably quick 6.9 seconds. Fuel economy is also impressive at an EPA-estimated 22 mpg city/28 mpg highway and 24 mpg in combined driving for the five-speed manual. The six-speed manual and automatic sacrifice only 1 mpg in city mileage.

Safety

Antilock disc brakes and side airbags are standard. Stability control is available as an option on the Grand Touring model only, however.

Interior Design and Special Features

Sitting behind the wheel of a 2011 Mazda Miata, you'll get the feeling that you're wearing the car, rather than sitting in it. The fit is snug for average-sized adults, but not cramped. Taller drivers, however, have found that the seat runs out of rearward travel, although there's loads more room than in previous-generation Miatas. As always, this Miata features simple, legible gauges along with well-placed, user-friendly controls.
The manual convertible top's operation is as simple as it gets -- push a button, pull a lever and toss the top over your shoulder. Dropping the top takes only a few seconds and raising it is just as easy. With practice, some longer- and stronger-limbed drivers can raise the roof without even leaving the seat. The power-retractable hardtop takes a bit longer to transform from coupe to roadster, but the added convenience, noise isolation and security make it a good choice as a daily driver.
One of the biggest drawbacks for small convertibles is a lack of trunk space, and the Miata is no exception. The 5.3 cubic feet of trunk space is barely enough for a weekend getaway and golf bags take quite a bit of wrestling to stow -- if they fit at all. Points are also deducted for the disappointing top-down stereo performance. Even the upgraded Bose system suffers from poorly aimed speakers that fail to envelop the occupants.

Driving Impressions

One of the Miata's greatest attributes continues to be its ability to bound from corner to corner on a tight and winding road. This ability is due in no small part to a suspension and steering feel that are as communicative as a political pundit in an election year. The seat-of-the-pants feel and feedback from the wheel give the Miata the goods to satisfy nearly any driving enthusiast, though some horsepower junkies may yearn for more under-hood punch.
Still, the free-revving four-cylinder always seems eager to play and the short-throw manual gearbox is as good as it gets. Drivers with less sporting intentions should still find the 2011 Mazda MX-5 Miata easy to live with and comfortable for long stints in either top-up or top-down mode.