2009 Nissan Murano "A more aggressive version"

Introduction

It's a balancing act that would test a Cirque du Soleil performer: the task of redesigning a popular vehicle without diluting its appeal by making it too different. Such was the challenge Nissan faced when it decided to revamp its popular Murano midsize crossover SUV as an early 2009 model year release.

The first-generation Murano (it debuted back in 2004) was known for its sporty styling and sharp handling. For that first quality, not much changed for the new 2009 Nissan Murano. At a glance, especially in profile, one might have trouble discerning the new model from its predecessor. The same kicked-up beltline and triangular rearmost side windows remain, as does the general silhouette. The face is more aggressive, however, with its rather strange grille that incorporates squinty headlights. The tail retains the unique back window design (that's thankfully a bit bigger) but takes on new, more horizontal taillights.

It's also more of the same in regards to handling ability. Part of the old Murano's handling credentials came about as it shared some lineage with Nissan's athletic Altima sedan. The 2009 Murano continues that trend, though it's now related to the latest-generation Altima that recently debuted. Meanwhile, the peppy 3.5-liter "VQ Series" V6, already highly regarded, gains 25 horsepower for a total of 265, while the continuously variable automatic transmission (CVT) -- one of the old model's more disappointing qualities -- has been tweaked for sharper response.

What we notice the most on the 2009 Nissan Murano is the much nicer cabin. Inside, higher-quality materials and an upscale ambience replace the mediocre quality and avant-garde look of the previous interior. New features like a hard-drive-based navigation system and a dedicated iPod interface are also part of the redesign. One thing that didn't change, however, is the lack of a third-row seat. No doubt, Nissan's designers felt pressure to add one, as it's offered on most other competing models. But in a (logical) show of defiance, Nissan felt a third row would be rather small and take up valuable cargo space, especially considering that the Murano is on the smaller side of the midsize crossover segment to begin with.

If you're interested in this type of vehicle, you'll find that there are more choices than ever this year. There are larger models to think about, such as the Mazda CX-9 and Toyota Highlander. But the most direct rival to this Nissan is Mazda's CX-7, as its fun-to-drive factor rates even higher than the Murano's. However, the CX-7 does give up some practicality due to its relatively meager maximum cargo space, and some may find its turbocharged four-cylinder a little too head-snapping for comfort. Other similar choices include the Ford Edge, the Mitsubishi Outlander V6, the Pontiac Torrent GXP and the Toyota RAV4 V6. These models typically offer more cargo space or passenger capacity, but they don't offer the same level of athleticism, interior refinement or flair that Nissan's star performer does.

Not surprisingly, this was pretty much what the first Murano was all about, too. But with a nicer interior and an overall increase in refinement and ability, it seems that Nissan did indeed find a balance that would please even the crew from Cirque du Soleil.

Body Styles, Trim Levels, and Options

The 2009 Nissan Murano is a five-passenger, midsize crossover SUV that comes in three trim levels: S, SL and LE. Buyers have a choice of front- or all-wheel drive.

The S comes with 18-inch alloy wheels, full power accessories, dual-zone automatic climate control, tilt/telescoping steering wheel, split/folding rear seat, a trip computer and a six-speaker sound system with a six-CD changer and auxiliary audio jack. The SL adds privacy glass, a power driver seat, a power return feature for the rear seats (if lowered, they return to their upright position at the touch of a button) and a leather-wrapped steering wheel with auxiliary audio controls. The top-shelf LE has 20-inch alloy wheels, a power liftgate, rain-sensing wipers, heated side mirrors, roof rails, automatic xenon headlights, leather upholstery, heated seats (front and rear), a power passenger seat and a pop-up cargo area organizer. An upgraded Bose audio system, iPod integration, satellite radio, keyless ignition/entry, an auto-dimming rearview mirror, a rearview camera and Bluetooth connectivity are also standard for the LE.

Many of the LE's luxury features are optional for the SL trim via various packages. Other options include a dual-panel sunroof, a hard-drive-based navigation system with digital music capability, and a rear-seat entertainment system.

Powertrains and Performance

All Muranos are powered by a 3.5-liter V6 that makes 265 hp and 248 pound-feet of torque. A continuously variable transmission sends the power to either the front or all four wheels. The S and SL are available as either front-wheel or all-wheel drive while the LE is AWD only. In our testing of an LE, the Murano scampered to 60 mph in 8 seconds flat. Fuel economy estimates for the 2009 Murano with AWD stand at 18 mpg city and 23 mpg highway.

Safety

Antilock disc brakes with brake assist, stability control, active front head restraints, side- and side curtain airbags are standard across the board.

Interior Design and Special Features

The difference between the 2009 Murano's cabin and its predecessor is like night and day. High-quality materials and excellent fit and finish make it easy to confuse this Nissan for an Infiniti. Although a third-row seat is not available, passengers in the second row will enjoy an abundance of leg- and headroom. Prepped for cargo, the Murano has 64 cubic feet available, a small figure for a midsize crossover SUV.

All the state-of-the-art electronics gizmos one could want are available, including a genuine iPod interface (which is one of the best we've used), a rear-seat DVD system (with a generous 9-inch screen) and a hard-drive-based navigation system with real-time traffic plus 9.3GB of memory allotted for music storage.

Driving Impressions

A re-engineered suspension with lightweight aluminum pieces and a new steering system make the 2009 Nissan Murano a willing and surprisingly communicative partner in daily driving. No doubt the combination of these chassis upgrades and a new predictive (not reactive) all-wheel-drive system (first introduced by the Nissan Rogue) contribute to the Murano's genuine agility and overall feel of predictability. And, contrary to what some might expect, the 20-inch wheels and tires standard on the LE trim don't degrade the ride either.

The 3.5-liter V6 provides plenty of power for almost all situations. Of special note is the revised CVT, which incorporates adaptive shift control software and boasts ratio changes 30 percent faster than before. As a result, the reactions of the CVT are so good that Nissan decided that it's unnecessary to offer a manual-shift mode with this CVT -- and we totally agree.

2010 Jaguar XFR "Ready to Compete With the Big Cats"

When Jaguar released the XF nearly a year ago, critics and buyers lauded the four-door luxury performance sedan as a huge step up for the Pouncing Cat. The Detroit NAIAS brings even more exciting news for the XF line with the introduction of the 2010 Jaguar XFR, and it looks promising to say the least.

The 2010 XFR has all the goods to compete in the high-end luxury performance sedan market with the likes of the Audi RS6, BMW M5 and Mercedes E63 AMG. XFR power, and there's plenty of it, comes from a supercharged 5.0 liter V8 outputting 510 bhp, even more power than the M5's V10.

From the outside the XFR beefs up the design language found on the XF and new XF Portfolio models with lots of fancy go-fast bits, though the total result is a mixed bag. We love the giant, snarling front intakes and the beautiful 20 inch chromed alloys hiding "R" brake calipers, and the quad-outlet exhaust pushed to the extreme corners of the rear splitter.



The circa-1995 Ford Mustang hood, with its unfocused power dome and silly air inlets, though, looks out of place on such a high-end car. Jaguar would have done well to give the 2010 XFR side skirts that didn't look like they came off a cheap plastic Honda Civic bodykit. The overall design has some great elements and should be a hit with fans of Jaguar's new direction, but it should have been excecuted more carefully.


No one will argue with the new XFR's spec sheet, though. In addition to a thoroughly badass motor, the big cat gets an active rear differential and an electronically regulated suspension system for pounding corners sans-bodyroll and still taking grandma to the grocery in coddling luxury.

The pedigree is clear: a near-stock 2010 XFR recently achieved a top speed of 225.675 mph at Bonneville on stock street tires, with little except an overboosted supercharger and some additional aerodynamic enhancements separating it from the XFR that will see a reported release date in the spring, with orders beginning this month. You'll have to be satisfied with a 155 mph governer on your XFR, though, unless you are the warranty-voiding type.

Chassis
Wheels	20-inch Nevis Alloy
Suspension	Computer Dynamic Adjusting Suspension
Drivetrain
Layout	Front Engine, RWD
Transmission	Automatic w/ Manual Shift
Differential	Active Rear Differential
Engine & Transmission
Displacement cu in (cc):	5.0 liters
Power bhp (kW) at RPM:	510 bhp
Torque lb-ft (Nm) at RPM:	461 lb-ft. (625 Nm)
Type:	AJ-V8 Gen III Supercharged
Performance
Acceleration 0-60 mph s:	4.7 seconds
Emissions	Meets EU Stage 5 and US ULEV II/Tier 2 Bin 5 emissions regulations.
Top Speed	155 mph (electronically limited)

2009 Bentley Continental GTC - Overall Specification

upon which it's based, if only slightly so. It has a longer rear deck to stow the top, which opens or closes in under 25 seconds.

As with the other Continentals, the standard car is powered by parent company VW's 6.0 liter W12 twin-turbo engine, good for 552 horsepower at 6,100 rpm and 479 lb-ft of torque at 1,600 rpm. Top speed is down slightly when compared to the coupe, and matches that of the sedan, at 195 mph.

This power is transferred to all four wheels via a six-speed automatic transmission and fuel economy, as estimated by the EPA, is 10 mpg in the city and 17 mpg on the highway.



Standard equipment on the GTC includes twin HID headlights with washer jets, 19-inch wheels and tires, a tire pressure monitoring system, cruise control, keyless entry and ignition, rain-sensing windshield wipers and a choice of 16 colors for the body and five colors for the fabric top.

On the inside, one has a choice of 17 colors for the leather-appointed interior and matching carpets and seatbelts, eight color choices for the top's headliner, there are steering-column mounted shift paddles, a chrome wind deflector, a DVD navigation system, Sirius satellite radio, a six-CD changer in the glove compartment and voice dialing through the integrated Bluetooth system. The front seats feature memory and heat settings, as do the two rear seats, which are split with a center console. The trunk is power opening and closing. A ski-pass through in the rear seat.



Lumbar massage in the front seats is optional on both models, as is a rearview camera, a space-saver spare tire instead of the tire inflation and repair kit, five styles of 19-inch wheels and one 20-inch rim option.

A selection of steering wheels, interior trims and leather coverings round out the options.

Base Price: $197,500

Drivetrain: All-Wheel Drive

Curb Weight (lbs): 5456

City (MPG): 10

Hwy (MPG): 17

Horsepower: 552 @ 6100

Torque (lb-ft): 479 @ 1600

Wheelbase (in.): 108

Length (in.): 189

Width (in.): 75.4

Height (in.): 55.0

Latest 2010 Lincoln MKT "the comfort of a luxury sedan"

Developed under codename D472, the vehicle shares its platform with the Ford Flex, despite a considerably difference in appearance.

The standard features list is extensive: A six-speed automatic transmission with paddle shifters, rear view camera and eight-inch touch screen monitor, 20 GB music hard drive, Intelligent Access with push-button start, HID headlamps and a Vista glass sunroof are all standard.

Ford exec Mark Fields previously described the MKT concept as having "the comfort of a luxury sedan, the spaciousness and flexibility of a full-size utility, and the performance of a sporty roadster."

A 3.7-liter, 24-valve variation of the Duratec engine family is standard. Delivering an expected 268 horsepower at 6,500 rpm and 267 pound-feet of torque at 4,250 rpm, this engine has been tuned to provide smooth power delivery with minimal vibration and harshness.



Fuel-saving technologies include a two-speed fuel pump, Aggressive Deceleration Fuel Shut-Off (ADFSO), and optimized transmission and final drive gearing. Milage is estimated at 24 mpg, which Ford says is 4 mpg better than the MKT's nearest rivals, the Audi Q7 and Acura MDX.

For customers looking for more performance, the Lincoln MKT also offers a 3.5-liter twin-turbocharged EcoBoost V6. The engine provides the power of a normally-aspirated V8 with V6 fuel economy, according to the automaker. This motor delivers an estimated 355 horsepower at 5,700 rpm, while generating 350 pound-feet of torque at 3,500 rpm. Pressurized direct injection helps eliminate the "turbo lag" associated with earlier turbocharged engines.

Lincoln's MKT is equipped with a six-speed SelectShift automatic transmission, which offers the driver a choice between fully automatic operation and manual control. In addition, paddle shifters are integrated into the steering wheel. All-wheel-drive is optional in the Lincoln MKT with the 3.7-liter V6 and standard with the EcoBoost model.

With three rows of seating, the MKT's unique suspension system promises a comfortable ride for up to seven passengers. Key elements of Lincoln MKT suspension development and tuning included minimizing front end lift on acceleration, offering stable steering and handling characteristics, and maintaining a luxury-oriented ride.

A new rear suspension system features a one-to-one shock absorber leverage ratio. The resulting linear response gave engineers a stable base line for suspension tuning, allowing the team to "deliver a better balance between responsive handling and control as well as a smooth ride," Ford claims. The suspension design also improves rear isolation and enables the use of 20-inch wheels.



Lincoln MKT with EcoBoost features Electronic Power Assisted Steering (EPAS), which enables the optional self-steering Active Park Assist. This automatic parallel parking system employs ultrasonic sensors, as opposed to competing offerings that use cameras, which are more susceptible to dust and dirt. In addition to completing a parking maneuver quickly, Active Park Assist is also the first system to operate in uphill parking situations.

Other features include: Adaptive Cruise Control (ACC), which monitors traffic and adjusts speed accordingly; Push Button Start; the SecuriCode Keyless Entry Keypad integrated into the B-pillar; Adaptive Headlamps, which change direction based on steering angle; Automatic high beams; the EasyFuel Capless Fuel-Filler System; the MyKey driver preferences system, which allows parents or other concerned owners to restrict certain features; Blind Spot Information System; Reverse Camera System; SYNC; Cross Traffic Alert, which watches for vehicles during reversing; and the Collision Warning with Brake Support, which provides the driver with a "heads-up" display that flashes on the windshield when the system senses slower moving traffic ahead. If the driver doesn't respond, the system will pre-charge the brakes to prepare the vehicle for a more aggressive stop.

The available Navigation Package includes an internal hard-drive for map and point-of-interest information storage, and THX II Certified 5.1 Surround Audio System with 14 speakers.

Base Price: $44,200

Drivetrain: Front Wheel Drive

Curb Weight (lbs): 4499

City (MPG): - TBD -

Hwy (MPG): - TBD -

Horsepower: 270 @ 6250

Torque (lb-ft): 270 @ 6250

Wheelbase (in.): 117.9

Length (in.): 207.6

Width (in.): 76.0

Height (in.): 67.4

Latest 2010 Cadillac SRX "Overall Reviews"

Car-based crossovers (CUV's) are America’s SUV escape pod of choice. Domesticated SUV’s from Nissan, Toyota, Honda, Ford and more have found favor, as have their upmarket homonyms. Although GM was late to the crossover party, the GMC Acadia and Saturn Outlook are (at least for the moment) highly competitive products. At the top end, Cadillac stands pat with its three-year-old SRX. For '07, Caddy’s attempted to re-invigorate their CUV with a new interior.

Yes, well, first impressions last. Here’s the long and tall of it: the SRX looks more like a station wagon than an SUV, albeit a very BIG station wagon. From the front, the SRX wears a surprisingly demure version of Caddy’s spizzarkle prow. From any other angle, the vehicle’s “Art and Science” creases work at cross-purposes to a distinctly disjointed multi-level assortment of window shapes. There are some strange details: fly-eyed headlights, boomerang taillight and the like. Overall, the genre-straddling SRX has a lot of generic GM about it. At best, it’s more distinctive than attractive.

And so to the interior.

The SRX’ center console benefits from a much needed makeover. The old console’s central feature— a large, featureless letter box (CD and DVD slot)— has disappeared. The display screen assumes its rightful place mid-dash, with an undersized analog clock above and two oversized rotary controls climate control buttons below. A chrome strip surrounds the pod and the new, intersecting gauges. A wood strip (complete with hidden dash cubby) bisects the cabin.

In general, the ’07 SRX’ fit, finish and softer, [partially] hand crafted materials are a cut above the previous model’s. In specific, details bedevil. The thin plastic door pockets still flex when you insert road supplies. The trim surrounding the vent rings reflects straight into the oversized side mirrors. The seat belt attaches to the seat instead of the B-pillar, eliminating adjustment and inviting decapitation for shorter drivers.

The SRX’ touch screen navigation system is a disaster. The screen graphics are crude. The voice prompts are unclear and imprecise, suggesting turns on roads that merely curved (once putting us on the Blue Ridge Parkway with no exit to our destination). In contrast, the [optional] Bose 5.1 Cabin Surround DVD-based digital audio system is a glorious device. Played through the SRX’ 10 speakers, Pink Floyd never sounded so hallucinogenic.

The SRX’ intrusive transmission tunnel renders the second row quad (not quint) compatible. Despite the Caddy’s considerable length, the SRX’ third row is best suited to pre-pubescent children who like to hide in cupboards. On the positive side, the process of getting into the way back is so tortuous they’ll probably fall asleep from exhaustion once they arrive. After detaching the headrests, the motorized third row chairs tumble and stow in a sloth-like 35 seconds. If you’re still awake, you’ve got enough space for several large boxes of lifestyle brochures.

Our $38k SRX holstered Caddy’s 260hp 3.6-liter V6 with a five-speed autobox (the ‘07 V8 gets six cogs). The double overhead cammed, multi-valved powerplant is smooth and responsive in waft mode, and throaty and powerful when stomped upon. Although the SRX motors to 60 mph from rest in a respectable 7.2 seconds, highway passing occurs at roughly the same pace as the folding rear seats. Plan ahead, leave early.

On long sweepers, Caddy’s crossover is a confident companion, absorbing undulations and responding to minor steering inputs with grace and something not unlike élan. But as soon as you up the pace and/or tighten the bends, the SRX’ light steering, soft rear suspension, high center of gravity and long wheelbase exact a poise penalty. The modestly shod, grip challenged SRX takes to small mountain roads like a country music fan to Judas Priest’s Painkiller. Although, it's a serene cruiser, the Caddy's dynamics aren't a patch on Infiniti FX-series.

Off road, c’mon, get real. The SRX is about as rugged as your average string quartet. Towing? You can schlep anything you like as long as it’s under 2000 pounds. The SRX six’ fuel economy clocks in at 15/22mpg. That may be about par for the course for its competitors, but it’s still a pretty frightening stat for a company desperately seeking sales in a world of escalating gas prices.

It’s hard to say why the SRX has failed to capture the imagination of American SUV refugees. Cabin quality (or lack thereof) was certainly a problem— which the automaker’s now rectified. The lack of a sustained and coherent marketing campaign also kept Caddy's CUV off the import buyer’s radar. And the vehicle’s bland looks did it no favors.

Ultimately, it’s the latter that torpedoed the SRX. Caddies need charisma. The SRX rides, handles and cossets beautifully; it walks the walk, but it doesn’t talk the talk. In fact, the SRX proves that automotive beauty must be skin deep.

2010 Bentley Azure T legendary “B with wings”

Based on Azure model, the Bentley Azure T offers a wide palette of discrete properties of the body, which pronounce even more the power and announce some potential in sport performance. Through the key elements that describe it, our attention is drown by the 20 inches aroid rims that are made from two pieces and 5 spokes also the air scoops “Le Mans” placed on the front wings.

Other standard characteristic from Azure are available such as standard option like the radiator grid, the lower grid painted in dark colors, the tank cover “Jewel” and side mirrors in the same color as the body.
Just like Bentley Brooklands, Azure T approaches the legendary “B with wings”. For the concept of the car we have to thank the artist F. Gordon Crosby, this emblem was mounted for the first time on the Bentley cars on the 8 liters engine in 1930.

With the exterior lines that reveal visual elements just like the Bentley Mk.6 from 1946, Azure was welcome with enthusiasm in 2005 in Los Angeles. Now with the preparing for the launch of Azure T in Los Angeles, Raul Pires, the director of the design department of the body from Bentley Motors a notice:
” The proportions of Azure have offer us a base idea to create the new Azure T. The bold wings on the rear and her “top model” body have inspired our designers to reinterpret the convertible Bentley.

Exceptional lines of the rims go together with the trunk line that sows us that this one is smaller and younger, but makes room to a round dash board and is in a hors shoe form. This elegant form is a smile for the first Bentley built at Crewe, The Mk 6 model, and the main effect is a discreet illusion of the power and performance that lies in the body of Azure T.

The subtlest chrome elements pronounce the fluid lines of Bentley Azure T, and also include the frame of the lights, the exhaust end and the fine vanillin’s that are over the car.

Bentley invest time and effort to transform the hood of Bentley Azure T a hood that has it looks but it is also functional. It’s made from 3 layers of calico, the hood it is hydraulic opened, with a simple touch of a button. The roof, when is acted, elegant rearrange itself in 25 seconds also with a simple touch of a button. Being stored in a independent zone, the roof dos not change the space of the trunk, trunk that is design to hold 2 equipment of golf and a hand bag.

2010 Bentley Azure T Technical Specifications

Drivetrain
Transmission	6-speed ZF automatic gearbox with semi-automatic and sports functions
Layout	Front Engine, RWD
Steering	Speed sensitive, hydraulic power assisted, rack and pinion steering system
Engine
Engine Type	Twin Turbocharged V8
Displacement	6.76 liters
Horsepower	500 bhp / 507 PS / 373 kW @ 4,200 rpm
Torque	738 lb ft / 1,000 Nm @ 3,200 rpm
Compression Ratio	7.8:1
Exterior
Curb Weight	5699 lbs
Length	5410 mm (212.60 in)
Width	2125 mm (83.66 in)
Height	1492 mm (58.74 in)
Wheelbase	3116 mm (122.68 in)
Performance
Acceleration 0-60 mph	5.2 seconds
Top Speed	179 mph/288 km/h
Fuel Capacity	96.0 litres (25.3 US gallons)

2010 Mercury Milan Hybrid Latest Reviews and Specs

2010 Mercury Milan Hybrid - Click above for high-res gallery

At the LA Auto Show in November, Ford unveiled the updated 2010 Fusion and its hybrid stablemate to considerable fanfare. When we got the chance to drive the Fusion a month later we came away impressed, although some of you found the new, larger three-bar grille even more obnoxious than the original. Since visual appeal is highly subjective, it's fortunate that Ford hasn't killed off the Mercury brand just yet. For a relatively minimal investment, Ford can offer the same mechanical package in a more understated wrapper and the result is this: the 2010 Mercury Milan Hybrid.

Under the skin and between the axles, it's indistinguishable from its Fusion counterpart. But up front, it's an entirely different story. The Milan is equipped with the standard vertical bar grille shared by the rest of the Mercury line-up, but there's more to making a Mercury than a bit of rhinoplasty and a new set of badges. Make the jump to find out what they are.

At the front, the Milan's new nose is a bit more rounded than its predecessor, with the area surrounding the grille now standing out a bit from the bumper and flowing smoothly into the hood. Instead of the power dome found on the Fusion, the Milan has two chamfered edges that extend back to the base of the A-pillars. The new headlights actually appear closer to those found on the previous Fusion, with a taller, narrower stacked appearance compared to the 2009 Milan. At the rear, the shape of the tail-lights is basically the same, although the details of the cluster design are changed. The back bumper is more smoothly integrated, with less visual offset from the rest of the body.



Even with the major refresh for the 2010 model year, the basic profile of the Milan and Fusion hasn't really changed, but that isn't necessarily a bad thing. Because Americans have largely forsaken coupe and wagon body styles for cars over the past two decades, the Milan, like most other mainstream cars, is now only available in a four-door sedan.



The profile may not be the most exciting in the world, but it's clean and handsome. The proportions of the three-box shape and the relatively low roof profile give a sporty overall effect. Unfortunately, the same roof-line that keeps the Milan from looking top-heavy also means that, when equipped with the optional sliding sun-roof, rear seat head-room is significantly degraded for six-footers and up. However, leg-room remains plentiful in the back as well as the front.



In the command position, the Milan has the same interior as the Fusion -- again, a good thing in our experience. Even on the pre-production example we sampled, everything was tightly screwed together with nice soft-touch materials and logically laid out controls. The front seats are very comfortable and supportive, covered in fabric made from 100% post-industrial recycled materials. Unlike many other cars in its class, the Milan's front seat lower cushions aren't excessively short and provide decent thigh support.



The steering wheel has a pleasantly thick leather-wrapped rim with switches for the audio system, cruise control, voice commands and the SmartGauge setup. We kept the SmartGauge in the hyper-miler special "Empower" mode most of the week because of two additional bits of information it shows in addition to the usual battery power flow and instantaneous mileage. One is the EV window, which appears on the power output gauge. Mounted to the left of the battery power flow, the gauge shows the total drivetrain power output and also shows a floating green window representing the power range where the car can operate in EV mode. If the current output is above this window, backing off the gas pedal can bring the power level down and when you get into the designated window, the engine shuts off. To the left of the power gauge is the accessory power gauge, which reflects the amount of power being consumed by accessories such as the headlights, heat and the window defogger.


Our first exposure to the Fusion Hybrid two months ago was in the spiritual home of the hybrid: Hollywood, CA. So. Cal. is the ideal environment for gas-electric vehicles and EVs, with its temperate weather and lots of stop-and-go driving. Back home in Michigan it's a very different situation. On the West Coast, it's not an unreasonable prospect to drive around the majority of the time without having to use such auxiliary systems as heat, window defoggers, wipers and even headlights. Someone serious about extracting every last ounce of power from a gallon of gas could do so comfortably in California.



This is not the case when temperatures dip down to 10 degrees. When the windows are frosted over and just breathing fogs the inside of the glass, there's no option outside of running the heat. When that happens on a cold dark morning, that accessory power gauge starts to climb and EV mode is all but impossible to achieve until the engine warms up. As a result, matching the 43 mpg we got driving in Hollywood is impossible. Once the engine and interior heat up, however, it's not hard to get the engine to shut off at cruising speeds up to 47 mph. Over a week of mostly city driving, we averaged a still impressive 29.4 mpg with the Milan -- about 2.4 mpg more than we got in similar conditions with the Camry hybrid a couple of weeks before -- but a far cry from our earlier result.

Compared to the Toyota, the Milan also has an extra 1.4 cu-ft of trunk space to net 12 cu-ft. The Milan also has excellent dynamic capabilities for a mainstream mid-size sedan. Even with the low rolling resistance tires on the hybrid, the car never feels squirrelly like the Honda Civic hybrid and the steering of the Milan is well weighted and provides good feedback.



The day after our tester arrived, four inches of fresh snow blanketed our Michigan outpost, so we went to a nearby empty parking lot to sample the electronic stability control. The Continental-supplied brake system performed admirably in the fresh snow, allowing the Milan to track wherever the wheel was pointed with the combination of engine and brake control seamlessly adjusting the torque at each corner. There was no annoying beeping (do you hear that Toyota?) or kick-back in the steering. The flashing warning lamp was the only indication that the ESC was active.

Overall, Ford's hybrid system is more than just an admirable effort. It has the smoothest operation of any of the systems that have passed through the AutoblogGreen Garage, and drivers will have a hard time detecting the transitions between the engine running and the switch to EV mode. Cruising on the highway with the radio off, the Milan is remarkably free of wind or road noise and Ford offers a choice of flashy or subdued faces on an excellent mid-size hybrid sedan, so what's not to like? Aside from wishing an automaker would offer a station wagon this size, we really have only one complaint, the price.



The Milan hybrid starts at $27,500 and our test example totaled out at $33,735, including the nav system, up-level Sony audio, moon-roof, blind spot detection and rear camera. The navigation and telematics is easily the best we've tried from any automaker, but the base price of the hybrid is certainly steep and clearly a function of Ford being reluctant to sell the car at a loss in these difficult times. It's about $1,000 more than a Camry hybrid, although it comes standard with 17-inch aluminum wheels, fog-lights and satellite radio, which combined add $1,500 to the Toyota.

Ford recently crossed the 60,000 hybrid sales threshold, which means that the company's eligibility for federal tax credits is soon being phased out. If you pick up a Fusion or Milan before the end of March 2009, the IRS will give you $3,400 back, after which the credit is cut in half for the next six months. After October it goes to just $850 and in April 2010 it's gone altogether. Toyotas and Hondas are no longer eligible for those tax credits.



As good as the 2010 Mercury Milan hybrid is, it makes the case that Ford VP Derrick Kuzak outlined last year when announcing EcoBoost. When the cost of various fuel saving technologies is factored in, the payback period for hybrids are by far the longest, with diesels being shorter and then technology like EcoBoost being the shortest. If it were our money, the Fusion/Milan we want would be powered by the combination of a 1.6L EcoBoost four with dual-clutch transmission and start/stop that we saw in the Lincoln Concept C at this year's Detroit Auto Show. That powertrain would virtually match the 40-mpg fuel consumption potential of this hybrid at a considerably lower cost and no reduction in trunk space. Ford could probably offer that car in the low $20k range, virtually matching the VW Jetta TDI in price. But that car doesn't exist. Yet.

2009 Porsche 911 Turbo with Sport Chrono Package Turbo

Corralled in the engine bay are 125 extra horses for a total of 480 from the 3.6-liter flat six-cylinder. Torque is rated at 460 pound-feet from a low 1,950 to 5,000 rpm. The Sport Chrono Package Turbo, which offers an overboost function, further raises the torque to 505 pound-feet at the touch of a button.

Responsible for the extra firepower are twin turbochargers featuring Variable Turbine Geometry. Acceleration from zero to 60 miles per hour is achieved in just 3.8 seconds for the manual six-speed transmission and 3.5 seconds for the optional Tiptronic S five-speed automatic. The top speed is 193 mph.

When you go fast, you may also need to stop fast, so Porsche equips the 911 Turbo with six-piston brakes up front and four-piston brakes out back, all with aluminum-fixed calipers and ventilated discs. For more stopping power, the Porsche Ceramic Composite Brake system is optional.

Porsche Active Suspension Management, with normal and sport settings, is standard.

A spoiler rises out of the rear body work to reduce lift at high speeds.

The convertible's drag coefficient is remarkably low at just 0.31.

Two-tone 19-inch alloy wheels show the world the 911 Turbo means business.

Like other 911 convertibles, the soft-top roof can be lowered in just 20 seconds at the touch of a button. A standard detachable wind deflector reduces turbulence and noise in the passenger compartment at high speeds, while a lightweight aluminum hard-top is an option.

Many interior amenities come standard including automatic climate control, an on-board computer, HomeLink system and 12-speaker Bose surround-sound audio system.

Convertible Turbo
Base Price: $140,700
Drivetrain: All Wheel Drive
Curb Weight (lbs): 3494
City (MPG): 15
Hwy (MPG): 24
Hwy (MPG): 23
Horsepower: 480 @ 6000
Torque (lb-ft): 480 @ 1950-5000
Torque (lb-ft): 505 @ 2100-4000
Wheelbase (in.): 92.5
Length (in.): 176.3
Width (in.): 72.9
Height (in.): 51.2

2009 Porche Cayman with New Boxer Engine

The 2009 Porsche Cayman is just another example of the attention to detail that makes a Porsche a Porsche. Not content to make some of the most complete and balanced sports cars on the market, Stuttgart continually leads sports car innovation, and the exciting though familiar 2009 Porsche Cayman is no different.

Unveiled at the 2008 Los Angeles Auto Show, the Cayman displays minor exterior clues that this is indeed a new Porsche, but it seems that like the 911, Porsche intends to keep the Cayman's styling instantly recognizable and relatively constant.

New head and tail lights incorporating tasteful rows of small LED lamps as well as bi-xenon headlight technology are the most easily distinguishable features of the new Cayman's exterior, though if you look closely you will find a whole host of very minor changes. The real story, of course, is what's inside. The 2009 Porsche Cayman engine, transmission and drivetrain all receive new and very significant upgrades.



2009 Cayman Performance: A New Boxer Engine, Much More

The 2009 Porsche Cayman S receives an all-new direct injection 3.4 liter flat 6 powerplant benefitting from upgrades that first made their way into Porsche 911 engines. Because the sophisticated direct injection system can much more closely monitor how much fuel is making its way inside the combustion chamber, the Cayman 2.9 liter engine and the 3.4 liter Cayman S motor not only enjoy significant horsepower gains but bumps in fuel economy as well.

It was not so long ago that a Porsche sports car model with an automatic transmission would be laughable to any serious Porsche fan or enthusiast. Cayman models for 2009 receive a version of the Porsche Doppelkupplungsgetriebe (PDK) transmission first introduced in 911 models.As is the case with dual clutch automanuals from Audi and Ferrari, the PDK uses two alternatively engaging clutches to minimize shift times and transmission wear, actually allowing the Cayman to accelerate faster than even the most skilled driver. Most who buy a Cayman for spirited driving over cruising might still opt for the true 6 speed manual, even though the PDK gains an extra gear.

The 2009 Cayman and Cayman S models will be showing up in dealerships early next year. Cayman and Cayman S base price information to be announced soon.

2009 Porsche Cayman Specifications

Chassis
Brakes	Pre-Loading
Wheels	19 inch
Drivetrain
Layout	Mid-Engine, RWD
Transmission	6 Speed Manual or 7 Speed Porsche PDK DSG
Differential	New Standard Limited Slip
Engine
Type:	6 Cylinder Horizontally Opposed "Boxer"
Engine & Transmission
Displacement cu in (cc):	3.4 liters
Power bhp (kW) at RPM:	320 bhp
Exterior
Body Type	2 Door, 2 Seat Coupe
Interior
Audio	CDR-30 CD radio
Navigation	Porsche Communication Management (PCM) 3.0 complete with hard disc navigation
Connectivity	iPod®, USB stick, or Bluetooth
Performance
Acceleration (0-100 km/h)	4.9 seconds

2009 Acura Tsx - F1-style paddle-shifted "Sequential Sportshift"

Essentially a redecorated and slightly tweaked version of the European-market Honda Accord, the new 2009 TSX grows slightly larger in every way possible. Compared to the outgoing TSX, the wheelbase grows 1.3 inches, overall length is up 2.4 inches and width swells 3.0 inches (over a 2.6-inch-wider track). Acura claims all this results in more room inside while facilitating better handling and ride quality. All we know for sure is that this TSX will cast a bigger shadow than the first one.



What isn't bigger is the engine. Honda's 2.4-liter i-VTEC DOHC four returns as the TSX's sole power plant. When lashed to a six-speed manual transaxle it will be rated at 201 horsepower and 172 pound-feet of peak torque. That's down four ponies from the 205-hp rating the engine carries in the 2008 TSX, but up 8 lb-ft of torque. Acura claims that the better midrange oomph means the 2009 model should launch harder, with better responsiveness through corners.

Since Acura specified these ratings are for the manual transmission, the assumption here is that TSXs equipped with the F1-style paddle-shifted "Sequential Sportshift" five-speed automatic will have slightly different specs.

Acura is pegging the mileage ratings for the manual tranny at 20 city, 28 highway and 23 combined. For the automatic those numbers go up to 21, 30 and 24 respectively.

Underneath, Honda's traditional Accord suspension package remains in place with double wishbones up front and a multilink independent system in the back. That ought to satisfy the purists. To that Acura has added new "dual-mode" suspension dampers which, it claims, adjust compression and damping characteristics "to suit the vehicle speed, cornering forces and road surface."



The interior is thick with luxury features including standard leather seating surfaces, steering-wheel-mounted controls, satin-metal trim, power operation of both the driver and front passenger seats, dual-zone climate controls and HomeLink. Bluetooth connectivity is included with the seven-speaker CD sound system and also includes a USB to pump tunes in from an iPod or flash memory.

Up beyond the standard spec stands the "Technology Package" that includes a navigation system with voice recognition control, real-time traffic and weather updates through the AcuraLink satellite communication system.

Safety-wise, Acura says the 2009 TSX's more sophisticated structure will do a better job of distributing crash energy than before and there are six airbags aboard to cushion occupants. In fact, the greatest danger in some accidents may be suffocation.

Ignore that, um, aggressive grille for a moment and the TSX's new, more angular body is attractively muscular. Throw in that slices-dices-makes-Lyonnaise-potatoes grille, however, and it looks like Acura is outsourcing some styling tasks to KitchenAid.