Mercedes-Benz S 250 CDI, the most ecological in history

To understand the four-cylinder engine mounted under the hood of S must first be conducted and other engine versions installed on Mercedes-Benz limousine. Said and done, now can you explain why it is so good S 250 CDI.
Mercedes-Benz S 250 CDI, the cross S in history

No other car produced by Mercedes-Benz currently does not require so much knowledge about the range of the part than the S 250 CDI. If you have not led yet another motor mounted on the class S, then this car will disappoint you, most likely from the moment they sign on roof reading. After 2.7 million cars sold and a history of the model started in 1954 Ponton, the largest Mercedes-Benz sedan has received this year a four-cylinder diesel engine. There's never before was not powered by engines with fewer than six cylinders.
Fifth generation S-Class W221 internal baptized was launched in 2006 and his best year was 2008, when they were sold a record number of over 90,000 units. 2009 came to celebrate the economic crisis and a fall of almost 50% of 2009 sales figures. In 2010 the numbers began to increase but fragile because the world already waiting for the model that seems to be, once again, revolutionary for the luxury class. Ignorant could hurry and not notice that even this step of mounting a four-cylinder engine under the hood of S is one of the border. No other class builder of luxury cars does not offer engines with less than six cylinders.
S-Class has always been a revolutionary machine that, through its Mercedes-Benz has launched features that have proved crucial to the future, secure and dynamic future generations of machines. I talked about the past so many times now S is very close future, and he again promises to be revolutionary. We have nine-speed automatic gearbox first in the world. The first of the glass panoramic sunroof will become clear at the touch of a button. And you might have first navigation system, audio and entertainment that will not obey gestures driver presses a button or its touchscreen. And certainly this new box of nine steps will be bundled in four-cylinder powertrain beneath the sign 250 CDI diesel.
Yes, the figures are for the Commercials. S 250 CDI is currently the slowest S-Class from 0 to 100 km / h. He does this by half in 8.2 seconds, 1.3 seconds slower than the S model sold in Romania, the V6 diesel of 258 hp. How much is a euro to 74.896 S 250 CDI in the base price, it is cheaper by about 8,000 euro than the CDI, which makes faster by 1.3 seconds but cost you more in taxes and fuel . Faster 1.1 seconds is 350 BlueTEC, petrol with 306 bhp, but more expensive by about 5,000 euros.
Do not speed, and number of cylinders Any extra under the hood are magical ingredients of this S-Class And you will realize just after you drive as many engines available on the bestiality S. aside behind the AMG's, absolute refinement of 600, superb versions 500, 350 gasoline models accuracy or diesel, or eco madness behind 400 Hybrid, S has to be viewed in terms of common denominator that makes all these options perfect limousine. There should be a quiet, impressively comfortable, relaxing and safe driving. 250 CDI is a blasphemy to the Germans? A marketing mistake? No. It's just another S-Class.

When you say 250 CDI scare people. Some finger-pointing, some even comment without having ever even drove a few meters S. All believe that they will perish in the first overcome if the car behind does not write at least 350. And to think that the S 250 CDI engine actually does not even have 2.2 liter 2143 cc but more precisely, to see if the dynamics of paranoia.

Pull a breath, rinse your eyes and take heed. S 250 CDI engine has maximum torque of 500 Nm. That is as much as 320 CDI engine had some years ago. The couple is fully available from 1,600 rpm and that it's a four-cylinder engine this means that the S 250 CDI CDI S is the lightest in history. It has a curb weight of 1895 kilograms, compared to the 1920's 350 CDI. For those who tremble at the thought of 204 hp 250 CDI's just say that. Torque of 500 Nm is enough to move safely and majesty of a classic this version of the basic S. Torque 120 Nm higher at 350 CDI is almost completely void of the lower curb weight of 175 kg to 250 CDI V6 diesel's.

For those who do not care departures from standstill, acceleration 0-100 km / h of 8.2 seconds will not be a problem. However I find it embarrassing to go to the creak of wheels at a traffic light with a S-Class is like making a Ferrari off-road. It is not. Four-cylinder engine is very quiet until 2,000 rpm. At idle the engine is not heard in the cockpit, just outside of where a trained ear will recognize the presence of small differences in sound engine than a V6. Inside the engine noise makes its presence felt only after 2000 rpm and more than 3,000 model will have critics and her reason for joy - the sound is clearly a small displacement engine.

However the moments when you exceed 3,000 rpm are very rare if your driving style is typical of a luxury sedan. PLUS 7G-Tronic box is set to change gears very quickly how E (a new Mercedes-Benz comfort boxes) so you'll know not how to get to 60 km / h in sixth stage. If you watch the tachometer needle will see that steps are automatically exchanged between 1200-1500 rpm.

Dynamic differences between the 250 CDI there so if it runs and 350 CDI under cruise-saloon. You will notice less obvious presence in the engine high speed regimes, Unreal Any extra not so fast. There is a reverse of the medal, this time a pleasant one. Because the car is easier on the front due to more compact engine, handling this version of S is among the best in history. The car feels very light, obviously helped a lot of direction impeccable, yet the turns and lane changes will immediately feel the difference in weight between 250 and 350. The first is more fun to drive, easier to drive and feels more compact and closer to the driver.

Most used in extra Romania, 30-60 km / h 80-120 km / h, S 250 CDI is a very correct car and often during acceleration will forget that you are the first ever motor S four-cylinder under the hood. Just the sound of high speed engine of regime you will remember, so benefits are correct.

Consumption is a very high quality of this release. The city can manage an average of 10 liters per 100 kilometers compared to 12-13 of the 350 version. Official papers announcing an urban consumption of 7.1 but frankly I think we need a very calm mind and body trained really hard to get less. After I drove the car still think in an average city / highway 8 liters / 100 kilometers which you can still get this S 250 CDI.

After driving the first and 500 of this life I thought nothing could be better for this body. S 350 CDI always shown me otherwise, and S 400 Mercedes-Benz Hybrid that can build cars to start an era but at times be annoying. S 420 CDI died because it is trend or animal but the couple do not you never forget. S 600 is a work of art and the S 63 AMG is the car you want to anyone. S 65 AMG is too much and can confirm that those who fail to leave the place efficiently when the throttle too much tread. Plus it is fun to play behind you at 130 km / h at a kick-down ...

All these sites are magical because they are very comfortable around you in a special atmosphere, we matched so far by other limousines to competition. S 250 CDI is the most efficient and the world. It is the fastest, but it is proof that you do not need more. It is very comfortable, quiet and refined as a S 600 inside and if you drive it properly. Basically the S 250 CDI can help you buy another S brand new, fully equipped, fully equipped if you want and pay him under 100,000 euros. It does not alter the essential qualities of an S just proves that you do not need more than 204 hp and 500 Nm to the enjoyment of the most successful luxury sedan in history.

Audi A1 Clubsport Quattro - Showcar Worthersee Tour 2011

Surprise, surprise: the most powerful Audi A1 Audi RS1 is not, but the A1 Clubsport quattro, presented at the meeting at Worthersee VAG fans. A small bomb on wheels, 500 hp, with a look insane and, unfortunately, only small unicat.Fanii already waiting eagerly A1 mini hot-hatch version RS1, but at Worthersee Tour in 2011, the Germans give them a very pleasant surprise: showcar's Clubsport quattro Audi A1. A very aggressive concept that promises to inspire many tuners A1 and hopefully the future will borrow many elements flagship Audi RS1. The front is dominated by braided grid, which is not distorted by the registration plate and the Audi logo is very well highlighted.

The scales are large side bumper, while also benefiting the hood ventilation slots, decent but not so impressive. The front is taped and carbon fiber trim, headlights with black background and have a small "Eyelash" red to emphasize the car's very nervous.

Back Clubsport quattro Audi A1 is dominated by a huge spoiler on the tailgate, which makes an interesting couple of bumper diffuser. The center of the back is painted black, incorporating a very sporty form red lights.

It may seem strange lack of releases - but they were moved to the side, behind the door, having large oval exits. Also in the side, doors and wings were flattened, thus placing pemiţând brake ventilation slots behind the front wing.

One one 19-inch wheels unique design "Turbine", is finished in white and black, with red central part. Tires have very low heel size 255/35 ZR 19 and the front braking system is equipped with ceramic discs, ventilated and with six-piston calipers.

Clubsport quattro Audi A1's appearance is completed by the combination of White Glacier White body, ie High Gloss Black roof pillars and mirror housings. Furthermore, the ceiling is made of CFRP (carbon fiber reinforced polymer) for a lower center of gravity.

On a technical level, Clubsport quattro Audi A1 take the five-cylinder engine, 2.5 liters and equipped with turbo system, the Audi TT RS. However, if the roadster comes to a maximum power of 340 hp, if A1's showcar power was carried to a value of 503 bhp, while maximum torque reaches 660 Nm between 2,500 and 5,300 rpm obtained.

Obviously performance is exceptional, Clubsport quattro Audi A1 start announcing a 0-100 km / h in just 3.7 seconds, respectively 0-200 km / h in 10.9 seconds. Generous torque provides half 80-120 km / h in just 2.4 seconds in 4th gear, and the maximum speed was limited to 250 km / h, though the car would be achieved without problems 300 km / h.

With a mass of 1390 kg, a manual gearbox with six-speed transmission and quattro racing adjustable suspension, Clubsport quattro Audi A1 announces outstanding handling on the track, especially since the rear seats in place, the car benefits from reinforcing bar, which can be stored and the pilot and copilot headphones.

Interior is designed in a style relatively Spartan, dedicated to those who appreciate the full adrenaline. Thus, the wheel has a unique design, being clothed in Alcantara inserts and with CFRP. Levers behind the steering wheel have been replaced with buttons, ergonomically placed on it.


Cockpit Clubsport quattro Audi A1 is simply racing

The center console and door sides are finished in Alcantara both and the CFRP and the classical and gauges are categorized in a unique way, rev counter with reddish background. To emphasize the purist, maşinu is equipped with the MMI multimedia system, its place being taken by three small sports dials for oil pressure, turbo pressure and electrical system voltage.

Racing seats with four point fixing belts, were taken directly from the Audi R8 GT, having reinforced with CFRP housing, gear lever and the ear tip is made of aluminum, while the pedal steel is perforated. Overall, the atmosphere is a very successful sport.

Rear seats have been removed, Clubsport quattro Audi A1 with a reinforcing bar.

Even if Clubsport quattro Audi A1 remains at the stage of showcar unique meeting dedicated Worthersee Tour in 2011, the car will be "tested" in the virtual environment between 1 and 4 June in Need for Speed ​​World, where they can be "rented" free of enthusiasts.

MINI Countryman

MINI 4x4 first had to occur until next month, but pictures released on the Internet before they messed strategy within MINI. So the Bavarians are introducing the new MINI Countryman official. In the name it seems that the Germans chose the version with rural meanings, to the detriment Crossman. This model is not only the first MINI crossover, but also the first of the current lineup which has 5 doors far MINI maximum number exceeding four doors.

 We must not fall into the error to call this MINI SUV because it is rather an expanded version of Cooper and even four-wheel drive is offered as an option only for the Cooper S and Cooper D. versions should not underestimate wheel drive system It has its origins in the xDrive and, under normal conditions, acts on all four wheels. In special cases 100% power can be delivered to the rear axle.

Great win in this model space, however, four adults can travel comfortably now even over long distances. Optional, but without additional cost, can be ordered and a bench with three seats, but a little cramped. And the trunk is no longer restricted as much luggage for a vacation, having a decent 350-liter capacity and can even reach the record level for a MINI, the 1150-liter bench folded.

The same engines from the current range and is under the hood of Countryman, One basic version, with 1.6 engine under the hood of 89 hp and is the flagship Cooper S 1.6 Turbo 181 hp engine. All engines come standard with a manual transmission with 6 reports, but an automatic can opt for proper paddle just for gasoline.

As facilities, optional list of Countryman is not tight. This could also opt for alloy wheels in size from 16 inches to 19 inches, panoramic roof, adaptive headlights, audio and navigation systems last generation.The price of this model will revolve around $25,000 (?), so it will not be cheap.

2011 Chevrolet Camaro

The 2011 Camaro is a 2-door, 4-passenger sports car, or convertible sports car, available in 9 trims, ranging from the Coupe LS to the Convertible 2SS.

Upon introduction, the Coupe LS is equipped with a standard 3.6-liter, V6, 312-horsepower engine that achieves 17-mpg in the city and 28-mpg on the highway. A 6-speed manual transmission with overdrive is standard, and a 6-speed automatic transmission with overdrive is optional. The Convertible 2SS is equipped with a standard 6.2-liter, V8, 426-horsepower engine that achieves 16-mpg in the city and 24-mpg on the highway. A 6-speed manual transmission with overdrive is standard.

The 2011 Coupe LS is a carryover from 2010. The Convertible 2SS is all-new for 2011. 

The fifth generation Camaro is currently flying off the showroom floors and perspective buyers have a few model choices when it comes to decision time.

There are the LT and LS models with respectable V6 engines or the supped-up SS variant with a crowd-pleasing 6.2-liter V8. However, there is still one Camaro we have all been waiting for, and now GM is saying (again) that we will get it.

During the Frankfurt Motor Show, representatives from General Motors confirmed suspicions of the Camaro Z28 being built and sold sometime in late 2011. Not very convenient considering the Z28 was basically completed earlier this year but was put on hold when GMs financial health dropped to an all-time low.

Well now the great American automaker has climbed from the grips of bankruptcy and the Camaro Z28 project must be finished.

So here are the details we have gathered so far: it will use a 6.2-liter V8, similar to that of the SS version but this one is supercharged. Concrete power numbers are not final yet, but this engine also powers the newest Cadillac CTS-V, where it makes 556 horsepower and 551 pound-feet of torque.

Keep in mind, however, that the Z28 will be almost 300 pounds lighter than the CTS-V, so expect 0 to 60 times under four seconds and a top speed of 193 mph (with the manual transmission). Speaking of gearboxes, the Z28 will most likely be offered only in a full-manual six-speed option (due to the higher cost of the automatic).

The appearance of the 2011 Z28 will not stray far from the pictures that GM released sometime ago. Compared to the current Camaro models, the Z28 will get updated 20-inch wheels that are gunmetal in color and resemble those seen often in Formula One and Rolex car series races.

The Z28 gets a different mesh grille with updated badges and a bigger hood scoop to accommodate the new blown engine. Other body enhancements include a restyled rear bumper cover and a taller lip spoiler.

Expect pricing of the Z28 to exceed current SS models by at least $8,000, but not to grow anywhere near Corvette money. GM would like to keep the Camaro Z28 as its original pony car for the average-income car lover. If the General keeps his word and GM builds this thing, we believe it will become a workhorse and a collectors item for Camaro lovers everywhere.

2011 Audi R8

The 2011 R8 is a 2-door, 2-passenger sports coupe, or convertible, available in 8 trims, ranging from the 4.2 Coupe quattro to the 5.2 Spyder quattro Auto R tronic.

Upon introduction, the 4.2 Coupe quattro is equipped with a standard 4.2-liter, V8, 420-horsepower engine that achieves 11-mpg in the city and 20-mpg on the highway. A 6-speed manual transmission with overdrive is standard. The 5.2 Spyder quattro Auto R tronic is equipped with a standard 5.2-liter, V10, 525-horsepower engine that achieves 13-mpg in the city and 19-mpg on the highway. A 6-speed manual transmission is standard.

The 4.2 Coupe quattro has been redesigned for 2011. The 5.2 Spyder quattro Auto R tronic is all-new for 2011. 

The base 4.2 R8 has a 420 horsepower high-revving V8 engine and all-wheel-drive. It uses the mid-engine Lamborghini Gallardo platform and starts at $114,200, positioning it squarely against the BMW M6, Porsche 911, and Aston Martin Vantage.
The car features a choice of LED or Xenon headlamps surrounded by LED running lights and indicators. LEDs are also used in the engine bay to make the impressive V8 visible even at night.
Both a standard manual and an automated manual transmission are offered. Claimed zero to 62 mph time is 4.6 seconds, though this number is likely conservative.

Interior
The interior has a driver-oriented cockpit architecture, integrating the driver between the dashboard and the high center console. The instrument panel above the console is angled slightly towards the driver. The flat-bottomed steering wheel is a typical feature of the sportiest Audi models, and also enables comfortable sports car entry and exit.
The sports seats are trimmed as standard in a Leather/Alcantara combination, or optionally in full leather. Alternatively, the R8 can also be fitted with bucket seats, specially developed by quattro GmbH. There is plenty of room for the two occupants, with comfort levels well beyond the norm of high-performance sports cars. There is space behind the seats to stow large bags, or even two golf bags. The luggage compartment at the front has a capacity of 100 litres.
With numerous trim variants and applications in Piano finish or Carbon sigma, there are few limits to the range of customization options for the interior.

The drivetrain
At 7,800 rpm the 4.2-liter engine delivers 309 kW (420 bhp) of power output. Peak torque is 430 Newton-meters from 4.500 to 6,000 rpm. And no less than 90 per cent of this maximum torque is maintained consistently throughout a wide engine speed range from 3,500 all the way to 7,600 rpm. As a result of these qualities, the eight-cylinder power unit provides ample thrust in most driving situation.

The engine is a high-revving unit. The maximum engine speed is 8,250 rpm. Two transmissions are available: a manual 6-speed gearbox or optionally the Audi R tronic sequential-shift gearbox, with a joystick gear-shift on the center console and, most especially, the paddles mounted on the steering wheel. 'Shift by wire' technology provides for very fast gear-shifting and an outstanding power-to-weight ratio, allied to compact gearbox dimensions. The Sport mode, with its fast shifting, guarantees the absolute maximum in terms of driving fun. An automatic mode can also be selected.
The car is fitted with permanent four-wheel drive, which distributes the power variably to the front and rear axles by way of a viscous clutch. On the Audi R8 the legendary quattro system is adapted to the axle load distribution typical of mid-engined cars.

The chassis
The chassis features forged aluminum double wishbones at the front and rear. At the front they are triangulated, while at the rear the top one is triangulated and the bottom one is a triangulated wishbone with a track rod. This provides for optimum wheel control, and is a geometry which has proved itself to be the ideal solution in delivering agility, maximum steering precision and precisely defined self-steering characteristics.
Direct, hydraulic rack-and-pinion steering provides optimum feedback to assist the driver.
The spring and damper set-up is stiff in order to deliver maximum driving dynamics, while still providing a quite astonishing level of ride comfort. This is particularly true when the 'Audi magnetic ride' adaptive damper system is chosen as an alternative to the standard gas-filled shock absorbers.
Instead of the conventional damper fluid, a magnetorheological fluid is used -- in other words, a fluid whose viscosity can be influenced by an electromagnetic field. This effect enables the damping characteristic to be influenced electronically at will and instantaneously, by applying a voltage to the electromagnets.
Audi magnetic ride uses this property to deliver the correct damping forces in every driving situation. A computer determines the prevailing driving situation in a matter of milliseconds. Drivers can choose from two driving programs depending on whether they want to drive in a highly sporty style -- with the magnetorheological fluid adjusted to a low viscosity -- or with the emphasis more on ride comfort.
The Audi R8 is fitted with 6-arm 18-inch wheels as standard, and can optionally be ordered with 19-inch wheels. The 235/40 size tires at the front and up to 285/35 at the rear provide the necessary road-holding. The mid-engined sports car's long wheelbase and extremely low center of gravity ensure that it always retains maximum stability.

Equipment and trim
Xenon plus lights, LED rear lights and daytime running lights, 18-inch aluminium wheels, an audio system with 7-inch monitor, an anti-theft alarm and Leather/Alcantara interior trim are just some of the items on the extensive list of standard features.
The range of optional extras includes a Bang & Olufsen sound system, featuring an output of 465 watts and 12 specially designed speakers. A microphone-based vehicle noise compensation system adjusts audio levels to changing road conditions and speeds.
The acoustic parking system and a rear-view camera help the driver to maneuver into even the tightest of spaces. The radio/navigation system plus, featuring a large-format color monitor and MMI keypad, combines extensive functionality with extreme user-friendliness.
A total of eight exterior colors are available, from Ibis White to Phantom Black, pearl effect.

Craftsmanship
The Audi R8 is being built on a small-lot production line in a specially constructed new block at the Audi plant in Neckarsulm. The entire production process -- from the bodyshell construction to final assembly -- is organized in the same way as a craft workshop. Small teams of specialists accompany every step of production, ensuring that every one of the maximum of 15 cars per day built is up to quality standards.

2011 Dodge Challenger

The 2011 Challenger is a 2-door, 5-passenger sports coupe, or sports car, available in 3 trims, ranging from SE to the SRT8.

Upon introduction, the SE is equipped with a standard 3.6-liter, V6, 305-horsepower, flexible fuel engine that achieves 18-mpg in the city and 27-mpg on the highway. A 5-speed automatic transmission with overdrive is standard. The SRT8 is equipped with a standard 6.4-liter, V8, 470-horsepower engine that achieves 14-mpg in the city and 23-mpg on the highway. A 6-speed manual transmission with overdrive is standard.

The 2011 Challenger is a carryover from 2010.

The 2011 Dodge Challenger gets more powerful engines and suspension revisions to keep it running with the Chevrolet Camaro and Ford Mustang. Base models of the 2011 Challenger exchange a 250-horsepower V-6 for Chrysler’s new corporate Pentastar V-6. With 305 horsepower, it’s the hottest version of the Pentastar – so far. At the top of the lineup, the high-performance model gets a larger-displacement Hemi V-8 with 475 horsepower -- a 50-horse increase – and a longer name: the 2011 Dodge Challenger SRT8 392. In the middle, the 2011 Challenger R/T’s “regular” Hemi gains a nominal 7 horsepower. Unchanged is the 2011 Challenger’s role as the largest and heaviest mount among these classic American rear-wheel-drive sport coupes -- a standing that makes it the roomiest pony car, but also the least agile.

Should you buy the 2011 Dodge Challenger or wait for the 2012 Dodge Challenger? Buy the revised 2011 Challenger. The 2012 Challenger isn’t likely to get additional features worth holding off for. And the 2011 Challenger has all the key upgrades that’ll see this car through to its next possible redesign, which wouldn’t come before model-year 2014.

Styling: The 2011 Dodge Challenger’s styling isn’t altered, staying true to the model-year 2008 revival of this MoPar muscle car. The long-hood, short-deck shape, wide grille flanked by round headlamps, graceful roofline, and full-width tail lamps continue to honor the 1970 Challenger two-door coupe.
The 2011 Dodge Challenger’s interior is updated, but not as extensively or as elegantly as that of several other 2011 Chrysler, Dodge, and Jeep models. Revisions to the 2011 Challenger’s cabin are highlighted by a new steering wheel with more ergonomically integrated controls for the audio and cruise control systems and other functions. The dashboard instrumentation gets new faces, and assorted trim is regrained or softer to the touch.
The 2011 Dodge Challenger continues as essentially a two-door coupe adaptation of the Dodge Charger full-size four-door sedan. The Challenger’s 116-inch wheelbase is 4 inches shorter than the Charger’s. Wheelbase is the distance between the front and rear axles and a determinate of passenger space, so the Challenger has less rear-seat legroom than the Charger. Challenger’s body length is some 3 inches shorter than the Charger’s, too, though the coupe is actually wider and just as heavy.
Note that the 2011 Dodge Charger and the closely related 2011 Chrysler 300 sedan are restyled and re-engineered for model-year 2011, though the basic understructure they share with the Challenger is carried over. Note also that the 2011 Charger continues available with both rear-wheel drive and all-season-traction-enhancing all-wheel drive. The 2011 Challenger remains purely rear-wheel drive, which is the preferred formula for performance driving because it better distributes the weight of the drivetrain front-to-rear and doesn’t require the front tires to both steer the car and provide propulsion.
The 2011 Challenger’s roots in a full-size sedan mean it’s again a somewhat paunchy pony that’s significantly larger than the Mustang and Camaro. The payoff is the roomiest rear seat in the class. In fact, Challenger is the only one of the three that has seating positions for five passengers instead of four. The 2011 Challenger, however, is also the only one to offer just a coupe body style; both the 2011 Camaro and 2011 Mustang are available as convertibles. On the upside, Challenger and Camaro have four-wheel independent suspensions; the Mustang uses a less-sophisticated sold-rear-axle suspension.
The Challenger continues in three trim levels: the 2011 Dodge Challenger SE V-6-powered base model, the 2011 Challenger R/T V-8 model, and the maximum-performance 2011 Challenger SRT8 392.

Mechanical: The horsepower war is alive and well in Detroit, with all three domestic-brand pony cars getting more of it for model-year 2011. The 2011 Mustang leads the charge with an all-new engine lineup, but the 2011 Dodge Challenger isn’t far behind.
The 2011 Dodge Challenger SE now packs Chrysler’s new 3.6-liter V-6 dubbed the “Pentastar” in honor of the company’s five-pointed logo. Debuting in the all-new 2011 Jeep Grand Cherokee and spreading to a total of 13 Chrysler, Dodge, and Jeep models, the Pentastar is an advanced dual-overhead cam design with variable valve timing. In most other applications it rates around 280 horsepower, but in the 2011 Challenger SE it puts out 305 horsepower and 268 pound-feet of torque. That’s 55 horsepower and 18 pound-feet better than the 3.5-liter V-6 used in the previous Challenger SE.
The 2011 Challenger badly needed the Pentastar to remain competitive with the 2011 Mustang, which has a new 3.7-liter V-6 with 305 horsepower and 280 pound-feet of torque, and the 2011 Camaro’s V-6, newly fortified to 312 horsepower and 278 pound-feet. Unlike Mustang and Camaro, however, which offer manual transmissions with their V-6 engines, the 2011 Challenger SE is available only with a five-speed automatic transmission. Challenger’s automatic is a good one, with an easily accessed floor-lever gate that provides manual-type gear control. But whether the V-6 Challenger’s automatic-only edict is based on marketing, engineering, or cost efficiency hardly matters. It dims the SE’s luster a bit in an automotive segment in which more than a token number of buyers demand availability of a manual transmission.
No such worries with the other members of the 2011 Challenger lineup. The 2011 Dodge Challenger R/T retains its 5.7-liter Hemi V-8, which remains at 376 horsepower and 410 pound-feet of torque when mated with the six-speed manual transmission and 372 horsepower and 400 pound-feet when hooked to the five-speed automatic. The Hemi is named for combustion-chamber ceilings that are hemispherical rather than flat or angled. The shift lever on Challenger’s manual transmission is topped with a 1970s-style pistol-grip handle. As the power numbers would indicate, Challenger R/Ts are fast cars, though, frankly, only with the manual transmission does this two-ton coupe feel like a bona fide muscle machine.
The 2011 Challenger SRT8 392 also is available with both the six-speed manual and five-speed automatic and it’s a beast with either. In fact, it’s more of a beast for model-year 2011 thanks to a revised Hemi V-8 of 6.4-liters versus 6.1. The 6.4-liter displacement translates to 392 cubic inches and triggers the addition of the “392” suffix to what had been simply the SRT8. The 392-cubic-inch size holds an historic place in MoPar history, being the displacement of the 1957 Hemi V-8 that went on to great success on road and track.
The 2011 Challenger SRT8 392’s displacement increase and other updates result in a stout 470 horsepower and 470 pound-feet of torque. That’s 45 additional horsepower and 50 more pound-feet of torque than the SRT8’s 6.1-liter V-8. To complement its new muscle, the 2011 Challenger SRT 392 also gets stiffer shock absorbers, recalibrated suspension geometry, and quicker steering ratios; Dodge claims improvements in the car’s balance, corning agility, and steering responsiveness.
The 470-horsepower punch of the bigger Hemi gives the 2011 Dodge Challenger SRT 392 bragging rights over some competitors. The 2011 Chevrolet Camaro SS has a 6.2-liter V-8 that rates 426 horsepower and 420 pound-feet of torque with manual transmission and 400/410 with the six-speed automatic transmission. The 2011 Ford Mustang GT’s 5.0-liter V-8 has 412 horsepower and 390 pound-feet of torque. However, with base prices in the $31,000-$35,000 range, the Camaro SS and Mustang GT coupes are perhaps more properly competitors for the Challenger R/T, which starts at $30,495.
Still, the 2011 Dodge Challenger SRT 392’s base price of $44,380 is some $6,000 shy of the $49,495 2011 Mustang Shelby GT500 coupe, which has a supercharged 5.4 V-8 of 550 horsepower and 510 pound-feet of torque. And the bow-tie brigade is loading up to unleash the 2012 Chevrolet Camaro Z28 coupe. It’ll likely use a supercharged 6.2-liter V-8 with at least 556 horsepower and 551 pound-feet of torque and have base price around $49,500.
Note that when used with the automatic transmission, both the 5.7- and 6.4-liter Hemi V-8s employ a multi-displacement system that saves gas by automatically shutting down four cylinders in low-power-demand situations, then nearly instantly resorting all eight when necessary. This feature is new for model-year 2011 on the SRT8’s engine.

Features: The 2011 Dodge Challenger continues with an admirable range of features that can tailor one to your budget-watching needs or create a rather luxurious grand-touring coupe.
Every 2011 Challenger again has four-wheel disc brakes with antilock management for better control in emergency stops, traction control to limit tire slip during takeoffs, and antiskid stability control to mitigate sideways slides. Head-protecting curtain side airbags for both seating rows are also standard, as are a manual tilt/telescope steering wheel, power driver’s seat, and a split rear seatback that folds to create a cargo-passage from the trunk.
All 2011 Challengers again come with alloy wheels; sizes are unchanged, with 17s standard on the SE, 18s standard on the R/T and optional on the SE, and 20s standard on the SRT8 392 and optional on the R/T.
Returning 2011 Challenger options, depending on the trim level, include a power sunroof, remote engine start for automatic-transmission models, leather upholstery, heated front seats and mirrors, and xenon headlamps. Also available again will be a voice-activated navigation system with real-time traffic information and Chrysler’s Uconnect multimedia system that includes USB iPod interface and steering-wheel audio controls.
The 2011 Dodge Challenger SRT 392 comes with xenon headlamps, functional hood scoops, leather upholstery, special sport bucket front seats, and dashboard readouts that track 0-60-mph acceleration times, lateral G-forces, and other lead-foot data. Dodge also is offering the 2011 SRT8 392 Inaugural Edition, a special model whose production is limited to 1,492 cars. The Inaugural Edition rides on exclusive 20-inch wheels and tires and gives buyers a choice of a white exterior with blue stripes running the length of the car or a blue exterior with white stripes. The seats are finished in white leather with blue stripes and stitching.

Prices for the 2011 Dodge Challenger don’t increase significantly over those of the 2010 Challenger, despite the additional horsepower. Base-price range for the 2011 Challenger is
$25,495-$44,875. (Base prices in this review include the manufacturer’s destination fee; Dodge’s fee for the 2011 Challenger is $825.)
The 2011 Dodge Challenger SE starts at $25,495 not including options. The 2011 Challenger SE with the Rallye package is priced at $27,495. The Rallye package includes 18-inch wheels, a trunk-lid spoiler, a leather-wrapped gearshift knob, and assorted chromed trim add-ons.
The 2011 Dodge Challenger R/T’s base price is $30,495. The 2011 Dodge Challenger SRT8 392 has a base price of $44,380. The five-speed automatic adds $995 to the R/T and SRT8 392.
The 2010 R/T model is again available with an assortment of options packages that include such items as the 20-inch wheels, functional hood scoop, upgraded audio systems, heated front seats, and various 1970s-style cosmetic touches, such as retro striping and Challenger script. For example, the 2011 Challenger R/T Classic starts at $33,795; it includes the retro trim, plus heated front seats, upgraded audio, and the Super Track Pak Group that adds a quicker steering, upgraded brakes, and 20-inch performance-tread tires.
Also available is the limited-edition 2011 Challenger R/T Green With Envy model. It wears special exterior paint reminiscent of 1970s Dodge colors such as “Sublime” and “Green Go.” Priced at $35,785, the 2011 R/T Green With Envy includes special body stripes, Dark Slate Nappa leather upholstery, and five-spoke alloys patterned after classic Halibrand wheels of the 1960s.
The 2011 Challenger SRT8 392 is also available as a Green With Envy model priced at $44,875.
Among key options for the 2011 Dodge Challenger, all but the base SE model are available with a choice of two navigation-system options, both with a 6.5-inch dashboard touchscreen. The main differences is that the $1,045 unit does not include voice recognition and the $1775 unit does.

Though it received two new engine choices, visually the 2011 Dodge Challenger is virtually indistinguishable from the 2010 model and, except for perhaps additional cosmetic trim options, it’s not likely to change any time soon. Sources indicate the Challenger will remain in its current form until at least model-year 2014.
Go retro and you grab the nostalgia crowd, but what do you do for an encore? How does an automaker advance a design that depends on heritage styling?
One way is to follow the Mustang example. Ford went retro with the 2005 Mustang, which used the 1969-1970 Mustang as a styling blueprint. When Ford updated the look of the 2010 Mustang, it applied a logical evolution that preserved the car’s heritage feel. Dodge would almost certainly be compelled to do the same assume the Challenger continues for another generation. It must be sensitive to the basic premise that this is a modern take on a 1970s classic.
Interestingly, Chevy took a different approach when it revived the Camaro for model-year 2010. It used the 1969 Camaro as inspiration for numerous styling details but not as a styling template. The result is a thoroughly up-to-date look less anchored to the past than the Challenger.
Depending on how sales of the updated 2011 Dodge Challenger shake out, the automaker’s corporate overseers, Italy’s Fiat Group, could well decide to let the vehicle fade away at the end of its current run and perhaps replace its slot in the lineup with a more modern-looking sports coupe in the same price range. A reincarnated Dodge Viper is reportedly coming for model-year 2012. It’s said to be based on the Alfa Romeo 8C Competizione, an exotic-class European coupe. A future Challenger replacement could likewise be based on an existing model in the Alfa or Fiat global portfolio.

2011 Hyundai Elantra

The 2011 Elantra is a 4-door, 5-passenger family sedan, available in 3 trims, ranging from the GLS M/T to the Limited.

Upon introduction, both trims are equipped with a standard 1.8-liter, I4, 148-horsepower engine that achieves 29-mpg in the city and 40-mpg on the highway. A 6-speed manual transmission with overdrive is standard on the GLS M/T. A 6-speed automatic transmission with overdrive is standard on the Limited.

The 2011 Elantra is redesigned for 2011.

For the latest model year Hyundai has essentially started from scratch with its fifth-generation Elantra. This new compact sedan features a new engine, transmissions, body and interior, and is set to be the most competitive and impressive model yet.

The most apparent change at first glance is of course the dramatic restyling of the vehicle, which now wears familiar lines and style from the rest of Hyundai's freshest products. Inside, occupants will likely have a similar experience with more modern and higher quality materials and more appealing designs.

Hyundai has also switched from three models to just two: GLS (base) and Limited (top-of-the-line). Both models feature the same new 1.8-liter four-cylinder that reports to duty with 148 horsepower and 131 lb-ft of torque. that means this latest Elantra uses a smaller engine (1.8-liters vs 2.0-liters), has more power (old was 138 horsepower and 138 lb-ft), and still manages to increase fuel economy as well.

The all-new Elantra is rated at 29 city, 40 highway with either its six-speed manual or six-speed automatic transmissions. It is worth noting, however, the manual transmission is not available on the Limited trim level.

Differences between the GLS and Limited start with the basics, such as standard 15-inch wheels on the GLS, and 17-inch wheels on the Limited. The Limited also comes standard with an automatic transmission.

Other standard features on the Limited include solar control glass, a windshield shade band, fog lamps, air conditioning, one-touch driver's window up, telescoping steering wheel, leather seats, sliding center armrest, Bluetooth, cruise control, steering-wheel-mounted radio controls, dual illuminated vanity mirrors, heated front and rear seats, leather-wrapped steering wheel and shift knob and an illuminated ignition.

Many of the features listed as standard on the Limited are available on the GLS, excluding notable such as leather seats and other surfaces.

When it comes to safety, Hyundai doesn't hold back any content for the Limited, with both sharing the same features, including: vehicle stability management, electronic stability control and traction control system, anti-lock brakes, brake assist, tire pressure monitoring system, six standard airbags, daytime running lights, automatic headlights and an anti-theft system with panic button.
For those looking to add a little extra, Hyundai has a few packages to choose from: GLS M/T Popular Equipment Package, GLS Preferred Equipment Package and GLS Navigation package round out the choices for the base model.

The Popular Equipment Package adds air conditioning, cruise control, telescopic wheel, solar glass, windshield band and 16-inch steel wheels for $1,250.
The Preferred Equipment Package adds 16-inch alloy wheels, steering wheel audio controls, Bluetooth, cloth inserts for the doors, a sliding center armrest, illuminated vanity mirrors and an illuminated ignition for $550.

The Navigation Package, which requires the Preferred Package, add a 7-inch screen and navigation system, a rearview camera, a 360-watt stereo with external amplifier and automatic headlamps.
Should you start with the already well-equipped Limited, the only available package is the Limited Premium Package, which adds everything found in the GLS Navigation Package, plus proximity key entry with electronic push-button start and an immobilizer for an additional $2,000.

Nissan Titan Crew Cab 2010

The Nissan Titan is a full-size pickup with lots of power, ample capabilities and a level of refinement that adds to its appeal. There are two body styles: The King Cab has rearward-opening rear doors. The Crew Cab is a conventional four-door configuration and offers a choice of short or long cargo beds. The only engine choice is a very powerful 5.6-liter V8 that makes 317 horsepower; it is matched to a five-speed automatic transmission. The Titan is available with two-wheel or four-wheel drive and has a maximum towing capacity of 9,500 pounds.

On the outside the Titan has a rugged, purposeful look. Inside, you'll find an attractive, user-friendly interior. There's room for a family of five or four burly fishermen. Titans range from utilitarian models with crank windows to leather-lined cabs befitting a luxury SUV. You really can have it just about any way you want it.

The strong V8 engine gets the done. Fuel economy is EPA-rated at 13 mpg City, 18 mpg Highway with two-wheel drive. This is a truck for true truckers. If you have no need for its stout capabilities to haul or tow heavy and/or big things, you may be better off with something smaller and more efficient. However, if the Titan's robustness and its ability to deal with tough jobs and heavy loads, such as pulling a toy box full of dirt bikes and sand buggies, is just what you need, then the Titan will certainly deliver while cradling you in comfort and convenience every mile of the way.
For 2010, Titan receives some upgrades. On the safety side, side-impact airbags, side-curtain airbags, Vehicle Dynamic Control with Traction Control, and Active Brake Limited Slip are now standard on all models. There have also been changes and additions to the available options and packages which, basically, make it easier and less expensive to equip the Titan with the features most buyers want in order to suit individual preferences.
In short, if you need a full-size pickup with power to perform and deal with heavy loads, and with plenty of room inside, and you'd also like the comfort and convenience of the Titan's level of refinement, then it definitely should be on your shopping list.

Model Lineup

The 2010 Nissan Titan comes in a dozen versions, sorted by cab style, cargo-bed length, two-wheel or four-wheel drive, and trim level.
The King Cab, with its rearward-opening doors, is available in XE, SE and PRO-4X trim levels. The Crew Cab, with its full four-door configuration, is available in XE, SE, PRO-4X and LE trim levels. The PRO-4X models are available only with four-wheel drive; all the others offer a choice of two- or four-wheel drive. King Cab versions have a cargo bed that measures 79.1 inches long. Crew Cab models offer a cargo bed of 67.3 inches (a little less than six feet). Crew Cab SE is available with a long bed that measures 87.0 inches.

Nissan King Cab XE ($26,320) comes with cloth seating for six, active front head restraints, full instrumentation, cruise control, split fold-up rear seats, 18-inch wheels. Crew Cab XE ($28,870) also gets power windows and door locks. The XE Popular Equipment Package for King Cab ($1,090) and Crew Cab ($1,140) adds alloy wheels, overhead center console, cruise control with steering wheel-mounted controls, remote keyless entry, Class IV hitch receiver and seven-pin wiring harness, along with pre-wiring for a trailer brake controller. Options include a bed extender ($260), splashguards ($115), rear bumper step assist ($225), under-seat storage ($150), auto-dimming mirror ($230).
Titan SE King Cab ($28,320) and Crew Cab ($30,520) upgrade with alloy wheels, chrome bumpers, upholstery and seating upgrades, a CD changer, power mirrors, tailgate assist, sliding rear window, and conveniences such as remote keyless entry and illuminated visor mirrors. Crew Cab SE is available with a longer cargo bed ($450). Four-wheel drive ($2850) is optional.

Options for Titan SE: The SE Value Truck Package ($1,350) includes front captain's chairs, eight-way power driver's seat, fog lights, Bluetooth, floor mats, leather-wrapped steering wheel and shift knob, steering wheel-mounted audio controls, auto-dimming rearview mirror with compass, rear sonar system, and other features. The SE Popular Equipment Package ($1,100) features interior trim upgrades. The SE Premium Utility Package ($1,910) includes a Rockford Fosgate audio system with six-CD changer and eight speakers, XM Satellite Radio, power-adjustable pedals, HomeLink garage-door opener, dual power and heated extendable tow mirrors, and a lot of utility features, including the Utili-track Bed Channel system, spray-on bedliner, lockable bedside storage, front tow hooks, a lower axle ratio for better pulling power, and other worthwhile items. The SE Utility Package ($950) includes the cargo-bed-related items from the Premium Utility Package.

Titan PRO-4X King Cab ($34,050) and Crew Cab $36,420) come standard with four-wheel drive and larger, more aggressive tires, off-road suspension tuning, 3.36:1 axle gears, electronic locking rear differential, skid plates, two-tone cloth upholstery, body-color bumpers, unique upholstery and instruments, and double sun visors. The PRO-4X is similar to the SE in level of trim. Options include the Premium Utility Package ($1,560) and a Leather Package ($2,230) that includes leather upholstery, heated front seats and memory for the driver's seat, pedals and outside mirrors.

The Titan LE Crew Cab ($36,420) features leather power seats, a Rockford Fosgate sound system with XM radio, dual-zone climate control, power-adjustable pedals, woodgrain trim, Bluetooth, double overhead consoles, 20-inch wheels, fog lamps, and chrome power folding heated mirrors. Titan LE Crew Cab is available with four-wheel drive ($39,120). Options include a Technology Package ($2,000), which includes a power moonroof and navigation; the LE Max Utility Package ($500), which adds towing and utility enhancements; DVD entertainment ($1,000).
Safety features include frontal airbags, side-impact airbags, side-curtain airbags, Vehicle Dynamic Control with Traction Control, and Active Brake Limited Slip.

Walkaround

Everything about the appearance of the Nissan Titan is big and bold, from the expanse of chrome on the bumper and grille to the creased fenders. It fills up its space on the road and you won't mistake it for something else. This is a big, brawny truck and looks it.
The Titan also delivers a high level of function. Maximum payload tops 2,000 pounds on certain versions. Vehicles with tow or Utility packages can be rated to tow up to 9,500 pounds. Available towing features include extendable dual-element mirrors, a transmission temperature gauge, lower axle ratio, and other items. Also available is a cargo track retention system (bed sides and floor). An innovative storage box in the rear fender is ideal for wet tow straps, chains or tie-down straps. The locking tailgate is damped and assisted for easy open and close. This truck has been built for work.
King Cab versions have a cargo bed that measures 79.1 inches long (almost seven feet). Crew Cab models offer a shorter cargo bed, due to their longer body length, of 67.3 inches, which is a little less than six feet. The Crew Cab SE trim level is the only one available with a choice of a longer cargo bed that measures 87.0 inches, which is slightly over seven feet. However, the longer cargo bed comes with a wheelbase that is also about 20 inches longer, at 159.5 inches compared to 139.8 inches for the Crew Cab with the shorter bed, and that longer wheelbase could definitely hinder maneuverability in tighter spots.

The Nissan Titan cabin serves very well for truck duty, yet with comfort and convenience. It's refined and is in every way a nice place to be for traveling, whether it's to the job site or towing the boat to the lake.
Dash and door panels are easy to wipe off plastic yet do not give the impression of cost-cutting in materials. The instrument layout provides complete information and has a coherent, sophisticated look. On PRO-4X models the gauges are white-faced and sporty. LE models have enough wood-like acreage to fit in a luxury utility. The Titan can be equipped with a six-person bench seat interior or with captain's chairs in front for a five-seat capacity. Our only complaint, and it's a little one, is the tilt-and-telescoping steering column adjustment that is spring-loaded and requires you to tilt-and-telescope the wheel with one hand while the other holds the release.
You sit high and comfortable in the Titan, not squeezed but not loosely floating about. Visibility is excellent to all corners, although shorter drivers may not like the large base on the windshield pillar. The view rearward is very good, especially with the tow mirrors. An optional rear-view camera is available and we found it eased trailer hitching.
The center dash section has controls for audio, climate, navigation, and switching duty (tow mode, VDC-Off, differential lock, etc.) with an integrated look. It looks good and easily provides plenty of space for things like the dual-zone climate control on LE models.
All controls are logical and sensibly arranged, although traditional pickup truck buyers who go for six seats will have to adapt to wipers and shifter on the same side of the wheel. With deep bins in the center console and smaller ones along the sides, big door and seatback pockets, and generous cup holders, you'll find a place to put virtually anything.
Entry and exit is simple. Running boards are available if you value deportment above ground clearance, but we often find running boards more in the way than helpful.
The rear doors on King Cabs swing almost 170 degrees for easy access and there's room back there for six-footers on short-to-moderate-length trips. Crew Cab rear seats are downright spacious and eclipsed only by the Toyota Tundra CrewMax.
You won't see any of the noise-reduction materials inside (unless you're under the dash installing a brake controller with the tow-package pigtail), but if you've ever been in an earlier (pre-2008) Titan you will notice the current models are much quieter and smoother.

Driving Impressions

The Nissan Titan has been recognized for its stout drivetrain. It comes standard with the big V8 and a five-speed automatic transmission. Although it doesn't have as much horsepower as GM's larger V8 choices or Dodge's Hemi, it's great on torque. We think a Titan will outrun many pickups and deliver competitive mileage to similar configurations; only the Tundra's 5.7-liter/six-speed automatic and GM's 6.2-liter/six-speed automatic combinations challenge it. The exhaust keeps the V8 rumble so adored by truck buyers while eliminating the drone that could wear on long highway trips.
The fuel economy is not great, but then, this is a big, strong truck. The EPA ratings are 13 mpg City, 18 mpg Highway with two-wheel drive and 12/17 with four-wheel drive. If you want a vehicle with this level of capability, it will deliver this level of fuel economy.
We found the transmission responds smoothly and crisply as conditions dictate. A proper gated floor shift allows direct access to any gear without pressing any buttons, and a comfortable grip and good location adjacent to the driver's leg encourages one to use it.
Four-wheel drive and low range are electrically shifted by a rotary dash knob. The electric-locking rear differential (PRO-4X only) is more effective in severe terrain than the all-wheel electronic traction control of regular 4WD Titans and most competitors. There is no automatic 4WD setting for on-road use, but if the electronic traction aids and common sense aren't enough perhaps you should be in 4WD high range.
Pickup trucks aren't held in high regard for ride comfort or handling prowess yet they have made strides in both. The longer wheelbase only betters cruising comfort but even the short-wheelbase Titans will generate no complaints, at least not from anyone who knows what a ton of payload means. Off-road biased suspension tuning with lots of travel, shocks built specifically for it, and large tires on the PRO-4X contribute to ride softness without giving up control, while the 20-inch wheel/tire combo on LE models offers crisper turn-in for cornering but transmits bumps more.
The brakes have significant swept area, a prime indicator of braking capacity, and the Titan has performed well in braking performance tests.

The 2010 Nissan Titan boasts a robust powertrain with responsive acceleration, good brakes, a comfortable cabin and plenty of feature choices. But pickups are all about carrying or towing stuff and the Titan will get those jobs done, with payload ratings that reach above 2,000 pounds, and good towing performance. Source:yahoo.com