2009 Cadillac CTS-V Review
Posted On Wednesday, June 11, 2008 at at 9:34 PM by aadi____________________________________________________________________
Cadillac is on a tear at the moment. First, we have the perennial best-selling Escaladewhich,despite stiff competition from overseas and domestic manufacturers, continues to be THE vehicle that comes to mind when we think of the premium luxury SUV market segment.Next, the confident American luxury automaker, sometimes maligned for a lack of technological advancement, releases the alternative-power Provoq concept at the 2008 edition of the Consumer Electronics Show. The Provoq already gets big points for being at the forefront of what Cadillac calls a movement to “petroleum-free luxury transportation”, but its styling, recalling the exciting Cien concept released in celebration of the marque's centennial in 2002, is what will capture the eye of the enthusiast. Still, the best was still yet to come.
In an effort to further capitalize on the runaway success of the latest generation CTS sports sedan, Cadillac unveiled the new CTS-V as an '09 model at the North American International Auto Show in Detroit on Sunday.Due to hit showrooms in late 2008, the 2nd generation CTS-V serves as the newest addition to Cadillac's now celebrated performance division, and whose sole purpose is to bring the manufacturer's “V” line to the level of BMW's “M" division, Audi's “RS" line and Mercedes-Benz's "AMG" products. So, how do you improve on a model that is already outselling it's proposed targets, and give it what's needed to do battle with the industry leaders from Germany? Well, like any sports-sedan manufacturer worth its salt, you start by adding more power. A LOT more. The 2009 CTS-V will come with a derivative of the LS9 V8 used to power GMs new flagship sports car, the Corvette ZR1. Officially called the LSA V8, it's fitted with a sixth gen Eaton supercharger and pumps out an estimated 550 horsepower and 550 lb–ft of torque. This is up one supercharger, two cylinders, almost 250 horsepower and 277 lb–ft, respectively over the, ahem, vanilla CTS. These figures also represent the high-water mark for Cadillac cars—never before have we seen these numbers on a Cadillac spec sheet this side of the 2001-02 Le Mans prototype racers. Not even 2006's supercharged XLR-V had the output to match the latest from Cadillac's performance division. Thanks to either GM's Tremec TR6060 six-speed manual or a six-speed Hydra-Matic automatic with column mounted paddle shifters,drivers should have no problem exploring the depth of power offered by the General's latest chest-thumping V8.
But why? Why does Cadillac, historically known for its luxury models, see the need for a foray into the hard hitting V8 sports sedan market? Clearly the crested wreath brand is making efforts to add sportiness to its image, that for the first time in the model's (albeit brief) history, GM has plans to market the CTS-V in Europe. This seems like a natural progression, given the fact that Cadillac has never been shy about revealing that the car has undergone extensive testing at the demanding Nurburgring North Circuit proving ground in Germany's picturesque Eiffel region. Perhaps even more importantly, this also means that Cadillac is prepared to take the fight right to the respective doorsteps of the big three German manufacturers, which have pretty much resided untouched atop the luxury sports-sedan market for many years. This will be the first time a North American automaker really gets a shot at German Bahnstormers such as BMW's M5 or the S6 from Audi, two vehicles that have always been noted for their refinement as well as their performance.
Also new to the 2009 model is what Cadillac calls Performance Traction Management. Don't be fooled; this is not simply a fancier name for Traction Control or Stability Management—in fact, it is an entirely new system that encompasses both. Instead of simply applying more brake pressure to a slipping wheel, such as the front inside right upon a full throttle exit from a sharp right hand bend, the system actually limits the torque dispersal to said wheel, allowing for the best possible launch, either from a stop or otherwise. This technology is borrowed from the CTS-V racing program that takes part in the SCCA Speed World series, and when one considers the success Team Cadillac has had there since its inception in 2004 (Manufacturers champion in 2005, 2006 and runner-up in its inaugural year), this feature is not something to be scoffed at. In fact, the only other manufacturer to use this system is Ferrari, and you don't need me to tell you the accolades that manufacturer has received with regards to the handling of its models.
The dynamic aides don't stop there, as Cadillac has also upped the ante with regards to the CTS-V's suspension system. Of most importance here is the inclusion of what Cadillac calls Magnetic Ride Control (MRC). The movement of the shock absorbers is now controlled by electro-magnets, allowing each wheel to literally sense the road and the driver's inputs and respond accordingly. How? Simply put, tiny iron particles are suspended within the suspension fluid, and upon sensing a magnetic pulse triggered by a network of sensors attached to each wheel, they form tight groups, providing stiffer damping in mere milliseconds. Add the stopping power of Brembo brakes (the front wheels receive six piston calipers while four are reserved for each back wheel) and the road-holding ability of the super-soft Michelin Pilot Sport 2 tires, and I don't know how anyone can mistake this car for anything less than a luxury performance sedan of the highest order.
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2008 Audi A4 2.0T Quattro Road Test
Posted On Tuesday, June 10, 2008 at at 8:50 AM by aadiInformational Disclaimer: This article is purely for educational purposes and does not give any intention for Rights violation.This is only to educate you guys about new Upcoming Cars .The author is a qualified professional and provides regular updates.Read Disclaimer for further reference.
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Audi A4 Specifications
- Base Price Range (A4 2.0T MSRP): $28,900 - $42,375
- Price as Tested (MSRP): $37,375
- Body Type: 4-door sedan
- Layout: front engine, AWD (std. FWD)
- Engine: 200 hp, 207 lb-ft of torque, 2.0L, 16-valve DOHC I-4, turbo
- Transmission: 6-spd manual (opt. CVT/6-spd auto)
- Brakes (front/rear): disc/disc, ABS, EBD, BA
- Dimensions (L/W/H/WB): 180.6 / 69.8 / 56.2 / 104.3 in
- Curb Weight: 3,549 lbs
- Tires: 235/45R17 (opt. 235/40R18)
- Cargo Volume (seats up): 13.4 cu-ft
- Fuel Economy (city/hwy): 20 / 31 mpg
- Observed Fuel Economy: 28 mpg
- Warranty (mo/mi): 48/50,000 comprehensive
- Competitors: Acura TL, BMW 3-Series, Cadillac CTS, Infiniti G35, Jaguar X-Type, Lexus IS, Lincoln MKZ, Mercedes-Benz C-Class, Saab 9-3, Volvo S40/S60
- Website: www.audiusa.com/
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s.-.a.-.n.-.j.-.a
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2009 Mazda 6 - First Drive Review
Posted On at at 8:20 AM by aadiInformational Disclaimer: This article is purely for educational purposes and does not give any intention for Rights violation.This is only to educate you guys about new Upcoming Cars .The author is a qualified professional and provides regular updates.Read Disclaimer for further reference.
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2009 Mazda 6 - First Drive Review
Supersize that? An undersize Mazda inches up to Accord parity.
Time to say bye-bye to the original Mazda 6, born as a 2003 model and, frankly, showing hair loss and plenty of wrinkles as it winds up its sixth year. In retrospect, it was hardly a contender, too undersized and roughly mannered to hold its place in the growing segment of family-size imported sedans as the Toyota Camry, the Honda Accord, and the Nissan Altima zoom-zoomed in sales.
So Mazda aimed higher with the new 6, way higher. If buyers want size, and surveys show they do, the 2009 model leapfrogs Camry dimensions to land a shade behind the bulked-up Accord, largest of the import group. North America now gets a unique body that is distinctly larger than Europe’s and Japan’s, up 6.9 inches in length, 2.3 in width from before.
If the customers want features, then the new 6 puts check marks in the right boxes there, too, with side and curtain airbags, stability control, traction control, anti-lock brakes, and tire-pressure monitoring on all models.
Gone is the wagon, leaving only the four-door sedan. Suffix i models have a much-revised four of 2.5 liters and 170 horsepower, standard with a six-speed manual, although most will be optioned up to the five-speed automatic. Suffix s versions pack the 60-degree, 3.7-liter V-6 of 272 horsepower that was all-new last year in the slick CX-9 crossover and is available only with a six-speed automatic.
Automatic i models cover 22 mpg city and 30 mpg highway by EPA reckoning, 17 and 25 for the s, a bit behind the class leaders, but the Mazdas are happy on regular gas.
As this mid-size class matures along with its customers—Mazda looks hopefully toward the 50-to-54-year-olds now—the machinery drifts inevitably toward practiced competence instead of passion, appliances for the road. The Camry has been there for years. The latest Accord comes close. The Altima, alone, still fits in sports clothes. Now comes a new Mazda 6 promising the most difficult of all straddles—refined manners and appointments overlaid on high-spirited reflexes.
After a few hours of driving early preproduction samples around Southern California, we think mission accomplished. Steering is light and alive, yet it grooves in on straight-ahead when the path calls for it. Slack has been zeroed out of brake-pedal motion. Ride is well controlled without being harsh, and noises, both road and wind, are dialed way back. Bottom line: The Mazda 6 was never like this. Think Mazda 7.
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s.-.a.-.n.-.j.-.a
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