Al-Azhar confirms: No talks with Vatican

Al-Azhar confirms: No talks with Vatican

Released on - Saturday,22 January , 2011 -09:36

Al-Masry Al-Youm -

Al-Azhar University spokesman Ambassador Mohammad Rifaa al-Tahtawi, confirmed earlier reports that the university suspended talks with the Vatican for an unspecified period of time.

The decision came in response to Catholic Pope Benedict XVI’s statements about minority persecution in Egypt.

In statements to Sawt Al-Arab network on Friday, al-Tahtawi said that the decision is very clear, since interference in Egypt’s domestic politics is strictly rejected.

In addition, Egypt’s Copts are protected as Egyptian citizens by the same laws that protect other Egyptian citizens, he said.

Al-Tahtawi added that Christians who lived in the East contributed to the building of civilization for 14 centuries during the time of Islamic conquests without needing protection. At that time, neither the United Nations nor great countries were there to protect the Christians.

Al-Azhar’s Islamic Research Council, headed by the institute’s sheikh and Dr. Ahmad al-Tayib, decided in an emergency meeting on Thursday to freeze interfaith dialogue with the Vatican.

Al-Azhar and the Vatican have a committee that meets twice a year to discuss matters relating to cooperation between the two.

Full Hybrids or Light Hybrids?

Full Hybrids or Light Hybrids?

The trendiest vehicles on the road today are hybrids, cars and trucks powered by drive-trains that use both internal combustion engines and electric motors for propulsion.
The two current strategies are “full hybrids“, which can operate under internal combustion power only, electric power only, or a combination of the two, and “light hybrids“, which use an electric motor to aid the internal combustion engine when necessary.
Toyota has the best-known full hybrid system, used in its Prius, Camry and Highlander Hybrids, and the Lexus RX400h and GS 400h, and licensed to several other manufacturers.
Honda has gone for a simpler light hybrid system for its Insight, Civic and Accord Hybrid models, although it is moving toward full hybrids. Other manufacturers are working on their own systems.

2009 Toyota Venza

2009 Toyota Venza

Toyota today launched an all-new utility vehicle for the 2009 model year the Venza. The Japanese automaker refers to the car as a “crossover sedan,” which seems like an effort to avoid the use of “station wagon” at all costs. Toyota came up with the designation because the Venza combines “comfort and fun-to-drive performance elements of a five-passenger sedan” with the “utility of an SUV.”

The crossover was designed specifically with the North American market in mind. The Venza will be sold here exclusively, and it was engineered at the Toyota Technical Center in Ann Arbor. The exterior was penned at the Toyota’s Calty design studios in Newport Beach.

Rather than styling the Venza to look like an SUV, the Venza was designed with a “sleek sedan concept” in mind, Toyota says. Nonetheless, it features a spacious interior providing room for five passengers and abundant cargo space behind the second row of seats.

Levers, one on each side of the rear cargo area, allow the 60/40 split rear seats to fold flat, providing additional storage space for extra long items. For added passenger comfort, the rear seats recline up to 14 degrees.

Power will be generated by an available 3.5-liter V6 that will produce 268 horsepower at 6,200 rpm and 246 pound-feet of torque at 4,700 rpm with a towing capability of 3,500 pounds. Standard power will come from an all-new 2.7-liter four-cylinder engine.

All Venza models are equipped with an array of standard features including auto dual zone air conditioning, AM/FM six-disc CD, tilt/telescopic steering wheel with audio controls, remote keyless entry, electrochromic rearview mirror with compass, a multi-information display, cruise control, optitron gauges, rear wiper, privacy glass, and much more. On V6 models Venza come standard with dual exhaust tips and is the first Toyota model to ride on standard 20-inch alloy wheels. Four-cylinder models come standard with 19-inch alloy wheels.

Venza will also offer an Automatic High Beam headlight system. When high beam headlights are in use sensors in the Automatic High Beam system will detect oncoming traffic and automatically switch the headlights to low-beam. When the Automatic High Beam sensors no longer detect oncoming traffic the system will switch the headlights back to high-beam mode.

Additional optional equipment will include a navigation system equipped with a JBL audio system, integrated satellite radio capability and Bluetooth technology; a premium JBL audio system with AM/FM six-disc CD changer, satellite radio capability and Bluetooth, rear seat entertainment system, a Smart Key System, back-up camera and a power rear door.

source: leftlanenews

2009 Ford F-150

2009 Ford F-150

Ford has heavily revised 2009 F-150 pickup truck, which is bigger and bolder than ever.The F-series pickup is far and away the most crucial vehicle in Ford’s lineup, selling hundreds of thousands more units each year than any other Ford vehicle. It has been the bestselling vehicle from any manufacturer for more than two decades.After some cracks Ford comes with a new 150.
The new 2009 F-150 is ready to challenge with the all-new Dodge Ram and last year’s new Chevy Silverado and Toyota Tundra. The 2009 Ford F-150 takes its styling cues from the F-series Super Duty pickup. “We learn from our customers,” says Patrick Schiavone, the F-series chief designer. They’ve told us that “a truck needs to be tough. You cannot make it too tough for me.” So, the new F-150 has a bigger grille, with chrome girders that are similar to those in the Super Duty. The big fender badge, according to Schiavone, “is meant to look like it’s milled from a solid piece of steel.” Grooves in the taillights that also run across the tailgate evoke 1960s and 1970s Ford trucks. The little flip at the top of the tailgate is there both to help aerodynamics and for looks.

New 2009 Ford F-150 indeed looks much bigger, tougher, and more substantial, and it will certainly appeal to those who purchase trucks as a reflection of their perceived masculinity or lack thereof. The Crew Cab model is a whopping six inches longer than before.Ride height is up about an inch, too, in response to dealers, who are asked by many consumers to install lift kits in the current truck. The increased height, length, and squared-off body combine to make the truck appear even bigger and more imposing.
V-8 engines are standard; the current 4.2-liter V-6 will be dropped. There now will be two versions of the 4.6-liter Triton V-8; one with two valves per cylinder, which will still be saddled with a four-speed automatic, and one with three valves per cylinder. Both it and the 5.4-liter V-8 now are mated to a six-speed automatic transmission. None of the engines comes close to offering the level of horsepower that’s now available in the 5.7-liter V-8 in the new Toyota Tundra.

All models will be offered with a fold-out tailgate step, the better to climb up into this tall beast. A foldable bed extender made of plastic is more flexible than the tubular aluminum ones. Dual tracks along the top of the tall bedsides maximize tie-down possibilities. There is no cap for the fuel nozzle, a feature that will be introduced across the board for all Ford vehicles in the 2009 model year.
It will be interesting to see if the market will follow Ford down this bigger, tougher road, or whether the decrease in sales of full-size pickup trucks will continue as Americans become resigned to $3-per-gallon gasoline and adjust their transportation choices accordingly. One could argue that the last thing full-size, light-duty pickup trucks should be doing at this juncture is getting bigger, taller, and heavier. How about a right-size pickup that’s lower to the ground and still capable of towing and hauling?

2009 Dodge RAM

2009 Dodge RAM

The new flagship motor is a 5.7-liter HEMI V8 that produces 380 hp and 404 pound-feet of torque. The truck will also be available with a 4.7-liter V8 providing 310 horsepower and 330 pound-feet of torque, and a 3.7-liter V6 generating 215 horsepower and 235 pound-feet of torque.

An redesigned chassis made of high-strength steel incorporates an all-new, first-in-segment, multi-link coil spring rear suspension that improves ride and handling characteristics without reducing payload (up to an estimated 1,840 pounds) and towing capability (up to an estimated 9,100 pounds).

The truck features a drastically revamped interior, which reflects Chrysler’s growing commitment to interior quality, after years of disappointing cabins. It features six-ring instrumentation, redesigned controls, chrome accents, premium seating with improved bolsters and two-tone upholstery.

The all-new 2009 Dodge Ram is offered in regular cab, Quad Cab and crew cab, with three box lengths: 8-foot (regular cab), 6-foot-4-inches (regular cab and Quad Cab), and a new-for-2009 box length of 5-foot-7-inches (crew cab). Five trim levels are available, each with a unique appearance: ST, SLT, TRX, Sport, and the top-of-the-line Laramie.

Posted in Car News

Rising Star; 2009 Kia Borrego!

Rising Star; 2009 Kia Borrego!

At the Detroit Auto Show,Kia Motors America (KMA) today announced it will give its new midsize SUV the moniker of “Borrego“. The Kia Borrego will be manufactured in Korea and go on sale in North America in late spring or early summer of 2008 as a 2009 model.

Built with body-on-frame construction incorporating the latest in NVH engineering philosophy, Borrego will be Kia’s newest addition to its well-rounded full-line of vehicles that continually provide value, safety and a steadfast 10-year/100,000-mile warranty to consumers. Borrego will be available with either a V6 engine or the company’s first V8 offering, which will also boast Kia’s largest towing capacity to date.
Kia Motors America — the sales, marketing and distribution arm of Kia Motors Corporation in Seoul, South Korea — offers a complete line of vehicles through more than 630 dealers throughout the United States. For more information, including photography, visit www.kiamedia.com.

Posted in Car News by John on Jan 25th, 2008

FAQ about CARS)Car Allowance Rebate System)

FAQ about CARS (Car Allowance Rebate System)

How do I find out when my vehicle was manufactured?
The month and year of manufacture (e.g., 1-96 (January 1996)) appear on the safety standard certification label that is located on the frame or edge of the driver’s door in most vehicles.
Do I need to get a voucher or sign up for this program?
No. You do not need a voucher and you are not required to sign up or enroll in this program. Participating new car dealers will apply a credit, reducing the price you pay at the time of your purchase or lease, provided the vehicle you buy or lease and the vehicle you trade in meet the program requirements. The dealer will then obtain reimbursement from the government.
May I receive or use more than one credit under the CARS program?
No, the CARS Act specifies that not more than one credit may be issued to a single person, not more than one credit may be issued for joint registered owners of a single eligible trade-in vehicle, and that only one credit under this program may be applied toward the purchase or lease of any single new vehicle.
What is the amount of the credit?
The amount of the credit is $3,500 or $4,500, and generally depends on the type of vehicle you purchase and the difference in fuel economy between the purchased vehicle and the trade-in vehicle. Different requirements apply for work trucks.
What is the amount of the credit?
The amount of the credit is $3,500 or $4,500, and generally depends on the type of vehicle you purchase and the difference in fuel economy between the purchased vehicle and the trade-in vehicle. Different requirements apply for work trucks.
What is the value of the credit for the purchase or lease of a new van, pickup truck or SUV?
The value of the credit given for the purchase or lease of a category 1 or 2 truck also generally depends on the difference between the combined fuel economy of the vehicle that is traded in and that of the new vehicle that is purchased or leased. If the new vehicle is a category 1 truck that has a combined fuel economy value that is at least 2, but less than 5, miles per gallon higher than the traded-in vehicle, the credit is $3,500. If the new category 1 truck has a combined fuel economy value that is at least 5 miles per gallon higher than the traded-in vehicle, the credit is $4,500.
If both the new vehicle and the traded-in vehicle are category 2 trucks and the combined fuel economy value of the new vehicle is at least 1, but less than 2, miles per gallon higher than the combined fuel economy value of the traded in vehicle, the credit is $3,500. If both the new vehicle and the traded-in vehicle are category 2 trucks and the combined fuel economy of the new vehicle is at least 2 miles per gallon higher than that of the traded-in vehicle, the credit is $4,500. A $3,500 credit applies to the purchase or lease of a category 2 truck if the trade-in vehicle is a category 3 (work) truck that was manufactured not later than model year 2001, but not earlier than 25 years before the date of the trade in.
What rules apply to new work trucks?
A work truck, which is called a category 3 truck under the CARS Act, is subject to special rules. Work trucks are not rated for fuel economy by the EPA. Thus, the eligibility of work trucks for the program does not depend on combined fuel economy. Instead, work trucks may only be traded in under the program if they were manufactured not later than model year 2001 and not earlier than 25 years before the date of the trade in. In addition, work trucks may only be traded in for the purchase of a category 2 truck or another category 3 truck that is of similar size or smaller than the traded-in vehicle. Finally, the Act provides only for a $3,500 credit for trading in a work truck.
The CARS Act limits the amount of funds that can be used to provide credits for purchases or leases of work trucks. Only 7.5 percent of the funds appropriated for the program may be used for credits for work trucks. Once that limit is reached, NHTSA will stop making payments for these transactions. NHTSA will keep the public informed as to the funds that remain available for these credits.
Is the credit subject to being taxed as income to the consumers that participate in the program?
The CARS Act expressly provides that the credit is not income for the consumer.
Do I have to pay State or local sales tax on the amount of the CARS program credit?
The question of whether a consumer must pay State or local sales tax on the amount of the CARS program credit would depend on the sales tax law of each State or locality. Consumer should review the law of their respective States or consult a tax advisor to answer this question.
Can dealers charge me a fee for buying or leasing a vehicle under the CARS program?
While dealers can charge their normal types of fees, the CARS Act specifically prohibits dealers from charging a fee for purchasing or leasing a vehicle under the program.
What will I need to bring to the dealer in order to participate in the program?
You should bring documentation establishing the identity of the person who currently owns the vehicle, preferably the title of the vehicle, and documentary proof that the vehicle “has been continuously insured consistent with the applicable State law and registered to the same owner for a period of not less than 1 year immediately prior to the trade-in.” The final rule will specify what types of documentation would be acceptable.
Does the program apply if I want to lease a vehicle, or must I purchase a vehicle?
Under the program, you may purchase a new vehicle or lease a new vehicle, provided the lease period for the new vehicle is at least five years.
I don’t drive an American car but I would like to trade in my old car for a newer, more fuel efficient one. Is this program only for American cars?
No. You may trade in or buy a domestic or a foreign vehicle.
What new vehicles may be acquired under the CARS program?
The CARS Act applies to new vehicles. Thus, used vehicles do not qualify under the program.
The new vehicle must have a manufacturer’s suggested retail price of not more than $45,000. That price appears on the window sticker on new vehicles. The new vehicle must also achieve minimum combined fuel economy levels. For passenger automobiles, the new vehicle must have a combined fuel economy value of at least 22 miles per gallon. For category 1 trucks, the new vehicle must have a combined fuel economy value of at least 18 miles per gallon. For category 2 trucks, the new vehicle must have a combined fuel economy value of at least 15 miles per gallon. Category 3 trucks have no minimum fuel economy requirement; however, there are special requirements that apply to the purchase of category 3 vehicles.
As noted above, the CARS Act also requires that NHTSA make available on an Internet website a comprehensive list of new vehicles that meet the requirements of the program. Until that information is posted on the program’s website, consumers may determine whether a new vehicle meets the fuel economy requirements of the program in two ways. First, the combined fuel economy of a new vehicle will be posted under the heading “Combined Fuel Economy” on the window sticker (“Monroney label”) of a new vehicle. Second, you may also find the combined fuel economy value of a new vehicle by visiting http://www.fueleconomy.gov/cars and searching for their vehicle to find its combined fuel economy value. When searching that website, consumers will need to know their vehicle’s model year, make, model, engine size, and transmission type.
I just traded in my old car for a new vehicle last month. Can I go back to the dealer and apply for a credit?
If you purchased the vehicle before July 1 you are not eligible for credit. If you purchased the new vehicle on or after July 1, 2009 you may be eligible for credit. Please contact your dealer to see if you meet the eligibility requirements.
Does the program apply if I want to buy a used car?
No. The program does not apply to the purchase of used vehicles
What is the amount of the credit?
The amount of the credit is $3,500 or $4,500, and generally depends on the type of vehicle you purchase and the difference in fuel economy between the purchased vehicle and the trade-in vehicle. Different requirements apply for work trucks.
How do I know if my car or truck is an eligible trade-in vehicle?
There are several requirements (but you also have to meet certain conditions for the car or truck you wish to buy). Your dealer can help you determine whether you have an eligible trade in vehicle.
Your trade-in vehicle must have been manufactured less than 25 years before the date you trade it in have a “new” combined city/highway fuel economy of 18 miles per gallon or less
be in drivable condition
be continuously insured and registered to the same owner for the full year preceding the trade-in
The trade-in vehicle must have been manufactured not earlier than 25 years before the date of trade in and, in the case of a category 3 vehicle, must also have been manufactured not later than model year 2001
Note that work trucks (i.e., very large pickup trucks and cargo vans) have different requirements
How do I find out the combined city/highway fuel economy rating of my trade-in vehicle?
Go to http://www.fueleconomy.gov/feg/sbs.htm and click on the model year of your vehicle, the make, and then the model. Under the words “ESTIMATED NEW EPA MPG” in the red banner, there is a red number with the word “COMBINED” under it. That is the new combined city/highway fuel economy for your vehicle. You may then enter the make, model, and model year of a new vehicle you may want to buy and see its combined MPG for comparison.
What rules apply to new work trucks?
A work truck, which is called a category 3 truck under the CARS Act, is subject to special rules. Work trucks are not rated for fuel economy by the EPA. Thus, the eligibility of work trucks for the program does not depend on combined fuel economy. Instead, work trucks may only be traded in under the program if they were manufactured not later than model year 2001 and not earlier than 25 years before the date of the trade in. In addition, work trucks may only be traded in for the purchase of a category 2 truck or another category 3 truck that is of similar size or smaller than the traded-in vehicle. Finally, the Act provides only for a $3,500 credit for trading in a work truck.
The CARS Act limits the amount of funds that can be used to provide credits for purchases or leases of work trucks. Only 7.5 percent of the funds appropriated for the program may be used for credits for work trucks. Once that limit is reached, NHTSA will stop making payments for these transactions. NHTSA will keep the public informed as to the funds that remain available for these credits.
How do I know if my car or truck is an eligible trade-in vehicle?
There are several requirements (but you also have to meet certain conditions for the car or truck you wish to buy). Your dealer can help you determine whether you have an eligible trade in vehicle.
Your trade-in vehicle must have been manufactured less than 25 years before the date you trade it inhave a “new” combined city/highway fuel economy of 18 miles per gallon or lessbe in drivable condition
be continuously insured and registered to the same owner for the full year preceding the trade-in
The trade-in vehicle must have been manufactured not earlier than 25 years before the date of trade in and, in the case of a category 3 vehicle, must also have been manufactured not later than model year 2001
Note that work trucks (i.e., very large pickup trucks and cargo vans) have different requirements.
What is the Car Allowance Rebate System?
The Car Allowance Rebate System is a new program from the government that will help you pay for a new, more fuel efficient car or truck from a participating dealer when you trade in a less fuel efficient car or truck.

How do I know if a dealer is participating in the program?
The law requires dealers to be registered to participate in the program. We will be moving as quickly as possible to register interested dealers as soon as the registration process begins in the near future. As dealers are registered, we will list them on this website. We will continue to update this list during the life of the program. Meanwhile, you may wish to contact dealers in your area to ask whether they plan to participate in the program. The CARS Act requires that dealers be licensed by their respective state for the sale of new automobiles in order for them to participate in the program.
What happens to the vehicle I trade in?
The CARS Act requires that the trade-in vehicle be crushed or shredded so that it will not be resold for use in the United States or elsewhere as an automobile. The entity crushing or shredding the vehicles in this manner will be allowed to sell some parts of the vehicle prior to crushing or shredding it, but these parts cannot include the engine or the drive train.
How do I determine whether the vehicle I want to purchase or lease is a passenger automobile or a category 1, 2, or 3 truck?
The CARS Act divides the eligible vehicles into four groups: passenger automobiles; category 1 trucks; category 2 trucks; and category 3 trucks. NHTSA will soon publish a list of the vehicles that fall into these groups. For the present, we describe here the statutory definitions, give examples of types of vehicles that satisfy those definitions, and refer readers to the large table at the end of this notice.
The term “passenger automobile” and its definition are borrowed from the fuel economy statute. The definition excludes from that term (1) vehicles that NHTSA has determined are not manufactured primarily for transporting persons and (2) vehicles that are capable of off-highway operation. Vehicles not manufactured primarily for transporting persons include pickup trucks and certain vehicles that permit expanded use of the vehicle for cargo-carrying purposes. See 49 CFR 523.5(a). Under NHTSA’s regulations (49 CFR 523.5(b)), there are two groups of vehicles with capability of off-highway operation. The first includes vehicles that have 4-wheel drive and have at least four out of five specified physical characteristics relating to ground clearance. The second includes vehicles that are rated at more than 6,000 pounds gross vehicle weight and have at least four out of five specified physical characteristics relating to ground clearance, but do not have 4-wheel drive. Passenger automobiles are what are commonly known as passenger cars
A category 1 truck is a nonpassenger automobile. This category includes sport utility vehicles (SUVs), small and medium pickup trucks and small and medium passenger and cargo vans.
A category 2 truck is a large van or a large pickup truck, based upon the length of the wheelbase (more than 115 inches for pickup trucks and more than 124 inches for vans). Note: some pickup trucks and cargo vans exceeding these thresholds are treated as category 3 trucks instead of category 2 trucks.
A category 3 truck is a work truck and is rated between 8,500 and 10,000 pounds gross vehicle weight. This category includes very large pickup trucks (those with cargo beds 72 inches or more in length) and very large cargo vans.
By July 24, NHTSA will make available on an Internet website a comprehensive list of the trucks that fall into these categories and meet the requirements of the program.
source; cars.gov

WHAT IS SALVAGE TITLE or REBUILT TITLE

WHAT IS SALVAGE TITLE or REBUILT TITLE?

A salvage title is an automobile title with a notation that the vehicle has been damaged in excess of approximately 70% of its pre-accident market value. The exact percentage depends on the insurance provider and any applicable laws and regulations. This notation gets applied to a title when an insurance company pays a total-loss claim on a vehicle, but then sells the vehicle at an auction center. If the vehicle is kept by its owner through a buy-back program, then the vehicle will retain a clean title. A properly restored vehicle is still safely drivable even if it is technically considered a total loss by an insurance company, particularly with older vehicles where even minor cosmetic damage would cost more to fix than the vehicle’s pre-accident market value.
A “rebuilt vehicle” is a salvage vehicle that has been repaired and restored to operation. These vehicles are often damaged before they are rebuilt and new parts are typically used during reconstruction. In most states, an inspection of the vehicle is required before the vehicle is allowed to return to the road, to prove that it is road worthy.
There is no specific formula in most states that specifies when a vehicle is deemed salvage; this is typically decided on a case by case basis. Once the auto is involved in an accident, the insurance company then offers the vehicle back to the owner as an insurance buyback or the car is sold to insurance auction centers, such as IAAI or Copart. With an insurance buyback the owner is responsible for getting the repairs made and having the car inspected by the highway patrol or a state regulated inspection facility. At this point, the car still has a clean title, no matter of the degree of the damage done, because it was never owned by the insurance company. If the auto is not a buyback, it is towed to a salvage auction where it will be sold to an auto recycler or a rebuilder, and given a salvage title. A rebuilder can sell the car as-is or fix the car and resell it as a rebuilt salvage titled car.
Having a “Salvage” or “Junk” title only applies to the United States and Canada. All vehicles imported or exported to other countries will automatically obtain a “Clean” title, even if they have been involved in an accident.
Some companies in the United States, such as Carfax, sell title reports to prospective car buyers which, among other things, reveal these title statuses. The information, however, might be far from being complete because of the inability of these companies to check accident records in 23 states and because not all accidents get reported to the authorities (particularly when there are no injuries). In 2007, Carfax settled a nationwide class-action lawsuit and the company will now include prominent warnings that its reports may not be complete.
Industry standards followed by and noted in print by the National Automobile Dealers Association (N.A.D.A.) Appraisal Guides, Kelley Blue Book Market Report Official Guide, the International Society of Automotive Appraisers (I.S.A.A.) and additional automotive business entities within the United States of America, all devalue a motor vehicle that is in possession of a “Salvage Title”, by 20% – 50% of the normal, fair market retail value of the vehicle without a “Salvage Title”. The percentage variance increases with the younger age of the vehicle at issue and the retail value of that vehicle. Any vehicle that is more than 10 years old carries the 20% minimum devaluation to the fair market value of the vehicle. Once a vehicle is branded with a “salvage or junk” title of ownership, this type of tarnished history stays with the unit, even if the branded title is “washed clean” in another state to be free of the designation “salvage or junk”.
source: wikipedia.com

2008 Kia Rondo Review

Two engines are available on 2008 models, including a 2.4L inline-four that produces 162 hp through a four-speed automatic transmission with a manual Steptronic mode. My EX tester, however, had the available 2.7L V6 and five-speed auto Steptronic, with 182 hp. It's peppy enough to allow safe passing on two-lane highways, but I was quite impressed at how smooth and quiet it was.
The EX V6 offers premium options like heated leather front seats, a power sliding and tilting sunroof and Infinity AM/FM/CD/MP3 audio system.
The EPA rates fuel consumption on both the four- and six-cylinder 2008 models at 18.5/26 mpg. According to the handy onboard trip computer my tester was equipped with, I managed to achieve 19.3 mpg combined on a short 160 mile test route.

GOOD DRIVING DYNAMICS

A fully independent suspension layout with 17-inch alloy wheels wrapped in Michelin rubber serves the somewhat tall hatchback figure very well, minimizing body roll in corners to where it doesn't feel like it will topple over. The EX handles surprisingly well in fact, soaking up extra large speed humps, uneven sewer grates, potholes and rail crossings I encountered. The leather-wrapped steering wheel felt a bit tacky for my tastes, but the power rack and pinion system is light with a good on-center feel. It produces quality feedback although I would have liked a bit more room from lock-to-lock for those tighter cornering and parking situations.

WELL DESIGNED INTERIOR

Inside, all important controls are within easy reach and where you'd expect them to be. Cruise and redundant audio controls can be found on the steering wheel. Different shades of plastic dominate the interior panels and dashboard, however, the fit and finish is surprisingly good. Very little wind and engine noise can be heard from the drivers seat. Although upholstered in leather, I found the front seats a bit too wide and lacking side bolstering for the rump and shoulders.
The second row offers substantial legroom and folds flat in two stages (three if you secure the adjustable head rests properly in their dedicated slots) for a 50/50 split. The third row is a bit more cramped for average-size adults, but also folds flat (in one step) to create a gigantic cargo area that's accessible through the huge rear lift-up hatch door. Behind the first row with everything folded down, the Rondo has a whopping total cargo space of 74 cubic feet. By contrast, a Mazda5 has just 30 cubic feet of cargo area.

2010 Mitsubishi Lancer Evolution SE Review

Over the course of our weeklong test, we drove the Evo around Los Angeles in traffic, on the open road in the Nevada desert, and on the track at Spring Mountain in the hopes of learning whether this hopped-up family sedan could truly be all things to all people. What we learned was this: everything good comes at a price.

SE TRIM LEVEL OFFERS BEST OF BOTH WORLDS

The Evo is available in three trim levels in the U.S. All three come with the same 291 horsepower turbocharged 2.0-liter 4-cylinder engine and AWD system. All three come with a wider body than the base lancer, and excellent Recaro front seats. The entry-level GSR provides a 5-speed manual transmission and not much else. The top-tier MR model adds the 6-speed SST Twin-Clutch transmission, bigger wheels, upgraded suspension, and boy-racer bodywork, including the trademark gigantic rear wing.

Our test car, the SE model, slots in between the two, combining the best performance bits from the MR package, including the transmission, with the GSR’s bodywork and interior plus a lower-profile “touring lip” spoiler. It truly is the best of both worlds in the Evo universe.

At first glance (and first drive), it seems that yes, the Evo just might be one of the few cars that can do it all. Five adults can fit somewhat comfortably. It’s properly quick, able to hit 60 in 4.6 seconds on the way to a 13.2 second ¼ mile at 103 mph. And its all-wheel drive system comes with different pre-programmed settings for Tarmac (pavement), Gravel, and Snow, which is great for those who live in northern climates or have rally racing aspirations. And the twin-clutch transmission shifts quickly and smoothly, but also works well as an automatic when cruising around urban Los Angeles streets or while stuck in traffic.

DAILY DRIVING SHOWS EVO’S FLAWS

In order to fully evaluate the Evo’s potential as a daily-drivable performance car, we took a road trip 280 miles to Pahrump, Nevada, home of Spring Mountain Motorsports Ranch, a beautiful, private race track where we could run the Evo at ten-tenths in a safe environment. Almost immediately, problems arose.

First, the engine: As you’d expect, there’s plenty of turbo lag, which is fine, but when left in automatic (non-sport) mode, the ECU keeps the engine spinning quite a bit faster than we’re used to, producing an awful droning sound throughout the cabin. Worse, when stopped and idling, there’s a clearly audible “flutter” sound transmitted directly into the driver’s ear canal, which sounds like someone’s grinding a stiletto heel into a canary. Why the engine has to idle at 1500 rpm, we’ll never know. It’s not a very good sounding engine, this, until you reach about 5000 rpm and are rewarded with a turbo “whoosh” that lasts until the 7000 rpm redline.

A base Evo SE costs $34,550 with no additional options (our test car was so equipped). It’s clear to us that about $33,000 was spent on the drivetrain, with the remaining $1,550 invested in body and interior. The dash, while simple and straightforward, must have been styled by the same people who designed the back of my Mitsubishi television. It even looks like they used the same materials.

CHEAP INTERIOR, BRUTAL FUEL ECONOMY

With the exception of the steering wheel, shifter, and Recaro seats, everything else in the interior is ‘80s GM-grade awful. The radio is basic, doesn’t sound very good, and resets to FM mode even if left in Auxiliary mode at shutoff. That Auxiliary mode requires an RCA cable, not even a USB or headphone jack. What is this, 1987? Everything else is as analog as can be. The center tunnel surrounding the shifter and parking brake is so cheap that simply by pushing on it, it's possible to shift the entire tunnel about an inch to the right.

And then there’s the fuel economy: it sucks. You’d think that with a 2.0-liter engine, 25-30 mpg would be a no-brainer on an open freeway. Wrong. At a steady cruising speed of 80 mph on the way to Pahrump, in automatic mode, we averaged 15 mpg. Mitsubishi quotes the fuel capacity for the Evo at 14.5 gallons, which means if we ran the tank completely dry, we would have made it 217 miles.

Starting from full, we drove 130 miles before the fuel gauge started flashing “low” at us. Either the gauge is particularly conservative, or the tank is more like 12 gallons. Either way, when driving at a more brisk pace in the canyons or on the track, a full tank will only last about 80 miles.

The 280 mile drive from Los Angeles to Pahrump required two fuel stops. Furthermore, although the Evo has plenty of seating space for five, the trunk has barely enough luggage space for overnight bags for two. With our two backpacks and helmets, the trunk was completely full.

On a more positive note, the Evo’s excellent seats are not only supportive, but quite comfortable for a road trip. The adjustable Bilstein struts and Eibach springs, standard with the SE, are tuned for sporty driving but aren’t overly harsh except on the worst roads, and inspire confidence when taking freeway exit ramps at ridiculously high speed. The huge Brembo brakes scrub off speed as well as many exotics, great for sport driving as well as safety.

OK, so the Evo isn’t exactly ideal for a road trip, but what about its performance on the track?

A TRACK MASTER IF EVER THERE WAS ONE

The second we pulled out of pit exit onto Spring Mountain’s 3.4 mile, 24 turn road course, everything we didn’t like about the Evo was forgotten. On the track, the Evo is a rock star. It remains perfectly composed through every corner. Under hard braking and turn-in, the Evo is happy to rotate its back end into the apex, and mashing the gas early allows its AWD system to sort out where the power goes, enabling wonderful four-wheel drifts to turn exit.

Keeping the turbo spooled up is easy with the SST Transmission’s paddles, and there’s just the right amount of power to get you from corner to corner quickly. High-speed bends can be taken flat-out while the car puts up zero fuss, and last-minute braking becomes the norm after three or four laps. It’s a rare thing that a street car comes with more braking power than it needs, especially at this price point, and it took a full ten laps around Spring Mountain (that’s 35 miles of serious driving) to notice any fading at all.

As a testament to how easy it is to drive fast and keep the car facing forward on pavement, we will say this: This author has never, ever, in my whole history of driving cars on race tracks, spent so much time at full throttle or under full threshold braking.

Considering how easy it is to extract even more performance from the Evo using simple bolt-on parts and software, we’d have to say that the Evo is the perfect ‘beginner’ track car in stock form. As the driver’s skills improve, he could upgrade the car to suit his needs. Plus, on the track, things like interior build quality, styling, trunk space, and fuel range mean absolutely nothing.

We walked away from our track session sweating, smiling, and amazed at just how good the Evo is when pushed to its limits, and how high those limits actually are.

THE VERDICT

So, is the Evo perfect, as so many teenagers would have you believe? No, certainly not.

It’s track prowess and canyon carving ability, unfortunately, are overshadowed by dismal interior quality, poor fuel economy and range, and questionable styling. However, if we someday find ourselves with a spare $20,000 to spend on a private track membership at Spring Mountain, we’d sell our own souls to the Devil to put one in our trackside garage.

2011 Dodge Grand Caravan Review

 2011 Dodge Grand Caravan Review

The major players in the minivan segment are re-doubling their efforts for 2011. Honda, Nissan and Toyota have brand-new offerings in the Odyssey, Quest and Sienna, and Dodge couldn’t let that go unchallenged.

Coinciding with the largest model update in recent memory – six all-new or heavily revised vehicles introduced at the same time – the 2011 Dodge Grand Caravan gets significant updates to make it more competitive. And not just on a price-tag basis either. The company says it’s committed to making its products as desirable as the Japanese, but still priced the way customers expect – i.e. inexpensive.

Dodge started with essentially the same box as before, but spent time tweaking the nose, headlights, lower fascia and fog lights to better mimic the cross-hair grille migrating to the rest of the line. The rear has a reshaped tailgate with new taillights, bumper and tailgate. It also gets a roof rack that hides the crossbars (like the Subaru Outback) to cut down on wind resistance if you don’t need them, while fresh 16- and 17-inch wheels add a little aggression.

VASTLY IMPROVED INTERIOR

If the exterior reflects Dodge’s attempt at beefing up its brand, the interior is where you might be fooled into thinking you’re driving something significantly more expensive. The efforts taken to improve the cabin quality are striking, and the level of detail should be applauded. To cut down on future squeaks, the dashboard is a one-piece mould, not seven or nine parts bolted together as before. The overall design and individual controls have been seriously improved, both in their appearance and feel. Buttons click precisely. Trays move in and out on high-quality ball bearings. In some cases, this isn’t just matching the Japanese, this is moving beyond them.

Moving farther back, the exclusive second-row Stow ‘n Go seats that fold into the floor have been improved too, being larger and more comfortable for heavier people, and now only need one hand to operate. The third-row is essentially unchanged, but there wasn’t much wrong with it anyway.

Keeping kids busy and occupied can be done with all of the usual video and audio options. The Swivel ‘n Go option – with rotating second-row chairs and a stowable card table – was euthanized for 2011 with only a 20 per cent take rate since introduced in 2008.

One gripe comes from the optional uConnect Bluetooth handsfree system, which has a difficult time matching the names in your phonebook to the one you’re asking to dial. And the Garmin-based navigation system looks dated compared to others. It doesn’t offer a significant upgrade to justify the added expense compared to an aftermarket Garmin unit.

NEW V6 SHARED ACROSS ALL MODELS

Under the hood, Dodge has made its most significant effort at winning over the buying public by replacing its tired 3.3-, 3.5- and 4.0-liter V6 motors with a modern 3.6-liter Pentastar V6. The first in a new family of engines, it produces 283-hp and 260 ft-lbs of torque. That’s a significant boost, especially over the wheezy 3.3. The lone transmission is a six-speed automatic, and drive is strictly to the front wheels. Acceleration is strong and unstressed, although that was only with two people aboard. No official fuel economy numbers have been announced yet.

Thankfully, Dodge paid attention to how the Grand Caravan handles too. The motion-sickness inducing bounce and jounce is gone, and what’s left is a seriously capable vehicle for its size. Roll is reduced, shock rates are increased, and the whole geometry is adjusted for better response, especially through the steering rack. Much more composed.

The brakes do an adequate job of slowing down the 4,500-lb box, with no drama when emergency stops are called for. And the GC comes with tons of standard safety systems if you do manage to overcook it, from ABS with brake assist, to traction and stability control. Should the worst happen, there are front, side and side-curtain airbags to lessen the chances of injury. Other passive systems include blind-spot monitoring and rear-cross-path detection to alert drivers to objects or vehicles when backing out of a parking spot.

NEW TRIM LEVELS AND PRICING

Dodge has reshuffled its models for 2011, with the $24,995 Express replacing the old SE. It comes standard with tri-zone climate control, power windows/mirrors/locks, and other usual amenities. Upgrade to the $26,830 Mainstreet, and you get a bunch of upgraded convenience features, 16-inch aluminum wheels and body-colored accents. The $29,530 Crew steps on the Chrysler Town & Country’s toes with leather steering wheel, power everything, and enlarged center console, an upgraded radio with a 30GB hard drive, extra chrome and 17-inch wheels.

Finally, the $31,430 R/T is the enthusiast’s choice. It adds even tighter suspension, more aggressive body addenda and unique 17-inch wheels. The interior is black-on-black leather with red stitching and details. While it’s not terribly affordable, kudos to Dodge for at least offering an opportunity for men to take some enjoyment schlepping the kids to school.

The new trim levels don’t match up exactly to the old ones meaning it’s hard to compare pricing directly, but you’re looking at spending roughly $1,500 compared to a 2010 model. Regardless of the content offered, that’s a reasonable jump considering the extensive level of improvements and the powerful V6 that's standard on even base models.

THE VERDICT

If Dodge is able to turn around its image as quickly as it turned around these improvements, they’ll do very nicely. There’s finally a reason to consider a Grand Caravan besides the best dollar-to-pound ratio.

2011 Mercedes-Benz GLK350 4MATIC Review

2011 Mercedes-Benz GLK350 4MATIC Review

 The Mercedes-Benz GLK350 4MATIC arrived in the midsize luxury SUV market with such charisma and style that it completely caught the competition off guard. Value priced starting at $35,500 for 2011; it seems incredible Mercedes-Benz can make something so refined and sell it for such a sensible price.

The GLK350 4MATIC offers a fresh take on what defines a luxury SUV. It looks striking as we take it for a highway spin to see how much everyday driving excitement an SUV can muster. Our destination is wine country in Niagara-on-the-lake, Ontario, Canada. 

POWER AND DRIVABILITY

Power comes in the form of a 3.5-liter 24-valve V6 engine. Quiet and smooth, it produces a total of 268 horsepower at 6000 rpm and 258 ft-lbs of torque from 2400 rpm.
Mated to the 7G-TRONIC 7-speed automatic transmission, 0-60 mph flashes past in a rather quick 6.5 seconds with top speed limited at 130 mph.

Fuel economy is a chink in the GLK’s armor, however, with a rating of just 16-mpg city and 21-mpg highway.

4MATIC Permanent All-Wheel Drive is standard on the GLK350. So too is ESP (Electronic Stability Program), ABS and ASR (Acceleration Skid Control). New for 2011 is the option to de-select AWD and choose a rear-wheel drive only model, which will save you $2,000.

Handling over the twisties and city streets is first-rate, due in part to the standard Agility Control suspension. Designed to adjust suspension settings automatically to match road and driving conditions, it works flawlessly behind the scenes making necessary changes in milliseconds. Agility Control steering works in harmony to provide maximum driving pleasure and confidence.

I experience this first-hand as we take the opportunity to explore several of Niagara’s more challenging back roads and wine routes. And while SUVs are traditionally intended to deliver excellent off-road capability, the Mercedes-Benz GLK350 also offers enough swagger when the muddy roads become pavement and bravura takes precedent over brawn.

DESIGNED WITH STATUS IN MIND

A stout prow and steep rear quarter blend seamlessly with strong character lines flowing front to back. Angled wheel arches add appeal while at the same time making it easy to see where you are on the road. Standard equipment includes 20-inch twin 5-spoke alloy wheels and aluminum roof rails.

The 2011 Mercedes-Benz GLK350 sits high off the road. A two-bar chrome grille highlights the three-pointed star logo, announcing your presence long before you arrive. Tall windows provide excellent outward visibility. Large side mirrors are tapered to improve airflow and show clearly what’s behind. Satin metal finish roof rails round out a remarkably well-executed exterior design. 

Inside, passenger car dimensions provide a relaxed interior for 4 or 5 with plenty of rear cargo space. In total, there's 23.3 cu.-ft. behind the rear seats, which expands to 54.7 cu.-ft. with the second row folded flat. Seats are positioned high in the cabin for increased visibility and safety. Superbly comfortable, they offer 8-way power adjustment and 3-position memory for both front seat occupants.

Multiple cupholders, dual-zone climate control and our optional panoramic sliding glass sunroof add to the experience. Power window controls provide the added convenience of one-touch up/down. Spilt-fold rear seating with cargo cover is standard.

A 3-spoke sport steering wheel features tilt and telescope adjustment. Built in controls include stereo adjustment, telephone and a wide range of information options including fuel economy, tire pressure and more. 

Large round white on black gauges dominate the driver’s dash layout. In a nod to the past, a key fob engages the engine (no push button?). The center dash features dual-zone climate control, AM/FM/CD/MP3 player and navigation where equipped. Our vehicle highlights piano black trim and soft gray leather.

THE VERDICT

The small to midsize SUV and crossover market is crammed full with excellent vehicles all vying for a piece of the action. The evolutionary design and execution of the Mercedes-Benz GLK350 4MATIC is sure to position it as one of the main contenders. Though it won’t start a revolution, it certainly crosses the line between expensive taste and working with a budget.

from autoguide.com

BMW 3-SERIES

2011 BMW 3-SERIES (328I, 335I, 328XI, 335XI)

BMW’s 3-Series has become a legend in its own time because of its sporting dynamics, trim proportions and reasonably affordable price. BMW has modestly upgraded its E90 3-Series — which is BMW-speak for the fifth generation of a lineup that dates back to the late-1970s — now with a new engine option, revisions to the exterior and an upgraded iDrive system.

You’ll have to look closely to spot the exterior changes over earlier versions, as they’re limited to a new kidney grille, front bumper and headlamps, as well as L-shaped tail lamps with a larger trunk lid out back. Inside, only a revised iDrive and a new starter button mark the facelift from its predecessor, which debuted in 2006.

Three inline six-cylinder, 3.0-liter engine options are available for the U.S. market, starting at the bottom end with the 328i’s 230-horsepower motor before climbing to the turbocharged 300-horsepower unit in the 335i and ending, at the top of the lineup, with the 335d’s 265-horsepower turbodiesel. Despite their on-paper similarities, each engine is vastly different.

The base 328i’s engine puts out 200 lb-ft. of torque from 2,750 rpm and it mates to a choice of six-speed manual or automatic transmissions. Available with rear- or BMW’s xDrive all-wheel-drive, the 328i sedan is also offered in coupe, wagon and convertible (RWD-only) variants.

First introduced in 2007, the 335i’s turbo-six produces an impressive 300 lb-ft. of torque from just 1,400 rpm. It is also offered with either an automatic or manual transmissions and all-wheel-drive, but unlike the 328i, the turbocharged model isn’t offered in wagon form in the U.S.

328i xDrive and 335i xDrive features a rear-wheel-bias designed to preserve the unique feel of a rear-wheel-drive car, but allowing for extra traction in slippery conditions.

The new 3-Series diesel-powered model is known as the 335d Sedan, and is the first diesel engine offered in a BMW sedan in the U.S. since the ill-fated 524td of the mid-1980s. With a mountain of torque — 425 lb-ft. on tap from just 1,750 rpm — BMW didn’t have a standard manual transmission that would hold up, so the German automaker offers only a six-speed automatic. The 335d also features 265 horsepower, and accelerates from zero-to-60 in just six seconds.

BMW’s controversial iDrive system makes its appearance in the 3-Series, though only with the optional navigation system. Thoroughly revised from earlier systems, it takes advantage of a faster processor and higher-resolution screen, as well as a simplified menu system.

The 335i and 335d add to the 328i fully-power front seats with memory, an upgraded audio system and Xenon headlamps.

Major options on all models include the Premium Package, which adds leather upholstery, Bluetooth and BMW Assist emergency and concierge service, among other items and the Sport Package, which features adjustable sports seats, a revised steering wheel and, on non-xDrive models only, a lowered and stiffened sport suspension.

Other available options include paddle shifters with the automatic transmission, adaptive cruise control, HD radio and Active Steering, which adjusts to road speeds for lighter effort at urban speeds.