De Autos Car Tuning: December 2011

Saturday, December 31, 2011

2012 BMW 320d SE Cars Review

Information Specification Modification Image Review 2012 BMW 320d SE
A new BMW 3-series is a big deal. The default sports saloon accounts for one third of BMW’s sales so the Munich firm can’t afford to get it wrong. Read on for CAR's first drive review of the new BMW 3-series.

Bar the comedy glasses, the new BMW 3-series looks the same to me. What’s changed?

More than you’d imagine. Built on a new platform, the new 3-series (codenamed F30) is 93mm longer than the old E90, 50mm of which goes into the wheelbase to improve rear legroom by 15mm. Boot space is up by 20 litres and the track is wider too, by 37mm at the front, and 47mm at the rear. But despite this, the F30 is actually lighter than the old car, by up to 45kg depending on engine and spec.

What about those engines? Loads of tawny sixes we hope…

Anoraks will know that a bizarre E21 3-series didnâ€™t get a initial 6 until it had been on sale for a integrate of years, though given how inextricably related a 3-series has been to a six-pot over a past 3 and bit decades, itâ€™s bizarre to consider that a new automobile will launch with usually one engine make-up some-more than 4 cylinders: a 302bhp 335i.
Other engines will come later, though a initial lineup starts during Â£24,880 and comprises 4 diesels (115bhp 316d, 141bhp 318d, 161bhp 320d Efficient Dynamics, 181bhp 320d) and 3 petrols (181bhp 320i, 242bhp 328i and a 335i). The 320i and 328i are partial of a new operation of turbocharged 2.0 engines already filtering into a Z4 and 5-series, regulating approach injection and twin-scroll turbos to give a opening of a aged sixes and near-diesel economy.

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Cabin still as inviting as a subterranean holiday home in Chile?

Forget the old car’s slabby dash and Eastern Bloc dinginess, the new one is miles better. Bar the splashes of colour on Sport models, it’s fairly conservative, but the materials are far superior and road noise is noticably reduced. And every model gets iDrive and its own colour screen, plus cruise control, keyless start and Bluetooth. But with collision mitigation systems, BMW’s excellent head-up display and handling goodies like a big brake kit, adaptive dampers and variable-rate steering on the options list, it’s going to be easy to add £5-10k to the list price.
source:financeacar.co.uk,carmagazine.co.uk,rankingcar.com

Friday, December 30, 2011

2012 Honda Civic 2.2 i-DTEC review adn pictures

Informations Specifications Modifications Image Review Honda Civic 2.2 i-DTEC (2012)

What is it?

New 2012 Honda Civic. Now only available as a five door, but still looking slightly crazy and futuristic compared to other hatchbacks.

Technical highlights?

The big news suspension-wise is in the fluid-filled compliance bushes, which improve the ride quality. The torsion beam rear axle (it’s MacPherson struts, as you’d imagine, at the front) is also now stiffer than the previous generation Type-R’s.

What’s it like to drive?

Well the first thing to say is that – if you’re keen on the idea of a Civic - you should buy the 2.2-litre i-DTEC diesel. That might sound like sacrilege when you have the alternative option of an petrol engine with the letters VTEC in its name, but sadly the thrashy 148bhp 1.8-litre petrol is just too gutless to make driving it enjoyable. The diesel isn’t a corker in terms of refinement, but it will at least get you up a mild incline without multiple downshifts, and throttle response is good.

As you’d expect, a standard chassis Civic is not going to set the performance world on fire. Having said that, the ride is pleasingly supple without feeling wallowy (although it struggles slightly through bigger suspension movements at speed), the steering is engagingly direct and overall it feels nicely judged. The pedals are well spaced too and the manual gearshift is relatively close across the gate, so if you found yourself on a decent bit of road it certainly wouldn’t be horribly frustrating. Most importantly, it should ride well on British roads too.

On the Road: Good, but not as good as I expected

I'm a big fan of Honda's gasoline engines, and I had high hopes for their diesel. But after driving the Civic, I'm thinking I may have set my hopes a little too high. Let's talk about what the i-CTDi does well: It's very powerful, and the power comes on strong from about 1,500 RPM thanks to the variable-nozzle turbocharger. (Disclaimer: The Civic was loaned to me by Honeywell, which developed the i-CTDi's turbocharger. But that's not why I'm talking about it -- the turbo really is the best part of the engine.) For comparison, the Volkswagen Jetta TDI -- which has a variable-nozzle turbo made by Borg-Warner -- doesn't start to build up power until 2,500 RPM. A thousand RPM may not seem like much, but since most diesels -- including the Honda and the VW --only rev to 4,500 RPM or so, the early boost makes a big difference. Also impressive: Cold starting. Overnight temps were in the low teens Fahrenheit during my week with the Civic. Every morning I'd turn the key, wait for the glow plugs to cycle (4 or 5 seconds), then hit the start button, and it would fire right up. Once -- well, okay, twice -- I forgot to wait for the glow plugs and the engine still started right up, running roughly for a few seconds then settling down to a clattery idle.
Downsides: The i-CTDi is noisier than the European diesels I've driven; it sounded like I was being tailed by a Super Duty pickup. And the exhaust smell frequently wafted into the car, something that didn't happen with the Jetta TDI or the Mercedes Bluetec. (To be fair, those cars are US-emissions compliant; the Civic i-CTDi isn't.)

And the handling?

The new Civic rides compliantly – thanks to fluid-filled suspension bushes. It’s also planted through tighter corners thanks to a stiffer torsion beam at the rear, and rarely feels unruffled. Yet the ride can get slightly busy over high frequency undulations and broken tarmac. The overall feeling is smooth and refined, but drivers are insulated from the action and ultimately the experience lacks engagement.

Verdict

The new Civic makes a strong case for itself if you value something different from the obvious Euro-boxes. Ubiquity has dulled the impact of its predecessor, but there’s still an appealing package to be had in the new Civic. And the premium-feel shines through in this new model, particularly the upmarket cabin. Some of the innovations, including the magic rear seats are genuinely useful, too.
Detractors might bemoan a lack of fizz and slightly awkward styling, but in 2.2 diesel form, this Anglo-Jap concoction appeals in its own offbeat way. The oil-burner is priced at a heady £26,495 in the top-line EX GT guise tested though, which nudges BMW 318d territory. Being a bit more parsimonious on spec would certainly lessen the shock at trade-in time.
However, square a more mildly-specced oil-burning Civic up to a Golf 2.0 TDI and it makes a better case for itself – it’s a touch gruntier and there’s a more generous 90,000-mile warranty on offer. Ultimately though, fans of the current Civic expecting another exponential leap forward in design, might feel short-changed by this latest iteration.
source:evo.co.uk,about.com,carmagazine.co.uk

Thursday, December 29, 2011

2012 Volvo V60 Plug-in Hybrid

Information Modification Specification Image Review 2012 Volvo V60 Plug-in Hybrid
If you’ve been on the hunt for a vehicle with great gas mileage, you’re likely familiar with the fuel-sipping hybrid and diesel powerplants that will give you the most miles per gallon. Now, Volvo plans to combine both elements with the introduction of the V60 Plug-in Hybrid next week at the Geneva Motor Show. “The V60 Plug-In Hybrid is billed as the world's first diesel plug-in hybrid, packing a 2.4-liter five-cylinder turbodiesel coupled with a 70-hp electric motor on the rear axle,” says Autoblog. “The hybrid diesel wagon enables the driver to select from one of three modes of propulsion: Pure for electric drive, Hybrid for alternating propulsion and Power for an extra boost from both.”

Through-The Road Hybrid System
Volvo’s No Compromise ethos follows in the car’s specifications. Up front there’s a 2.4 liter, five-cylinder diesel engine married to a six-speed automatic gearbox. Producing 215 horsepower, it is supplemented by a 7 kilowatt electric motor, which enables the V60 Plug-in Hybrid to enter all-electric all-wheel drive mode when required.
Driving the rear wheels is a 50 kilowatt peak electric motor, making the V60 Plug-in Hybrid Wagon a through-the-road hybrid. Combined, the entire drivetrain system can produce an impressive 472 foot-pounds of torque, and, in power mode, accelerate the car from 0-62 mph in just 6.2 seconds.
All that torque comes in handy for towing too: Volvo claims the V60 Plug-in Hybrid Wagon can easily tow up to 1.9 tons, although fuel economy won’t be anywhere near the headline-grabbing 1.9 l/100km (124 mpg) it has achieved on the European test cycle.

ENGINE
This Volvo V60 will be priced lightly higher than a standard version, but the saving in fuel economy may outweigh the initial costs. In order to make the car as efficient as possible, Volvo has included a 2.4-liter inline 5-cylinder diesel motor that powers the front wheels of the car. This engine can produce 215hp and 440Nm of torque, giving the small car plenty of power. The major difference comes in the rear end, where an Electric Rear Axle Drive (ERAD) unit gives power to the rear wheels. An electric motor that makes 70hp is given its charge by a 12kWh lithium-ion battery pack. These two systems together combine to make 285hp and 660Nm of torque and a rather quick hybrid acceleration of 0-60mph in 6.9 seconds.

SAFETY
In typical Volvo fashion, safety is a paramount concern. Many people in the industry are concerned about how large battery packs will react after collisions and Volvo has taken it under advisement during development. The battery pack in the V60 will be completely separated from the passenger compartment and encased by extra steel beams in the frame. If the battery were to be damaged in an accident special ducts have been incorporated into the structure to lead the gases out safely under the car. Other safety features including Collision Warning, Full Auto Brake, and City Safety will be standard on the new V60 and intend to keep occupants safe in all conditions.
source:topspeed.com,http://usnews.rankingsandreviews.com

Wednesday, December 28, 2011

2012 Hyundai Sonata Hybrid

Specification Modification Image Review 2012 Hyundai Sonata Hybrid
Whether it's the Elantra scrapping with the economy compacts or the Equus trading barbs with encrusted luxo-yachts, Hyundai seemingly has a fighter in every weight class. Among midsize sedans, the 2012 Hyundai Sonata is the Korean automaker's contender. In prior years, the Sonata was nothing more than a midpack player, but that all changed with last year's full redesign, in which the Sonata gained dramatic new styling, new engines and a revamped interior.
Under the hood is a choice of a powerful 2.4-liter four-cylinder or, in lieu of a V6, a turbocharged 2.0-liter four-cylinder. With 198 horsepower (200 in SE trim), the base engine will satisfy just about everybody, especially when it returns a very impressive 28 mpg combined when paired with the six-speed automatic transmission. Equally impressive is the turbo engine, which cranks out 274 hp yet still gets nearly identical fuel economy.
Inside, the Sonata is big enough that the EPA deems it a "large" car. Its total passenger volume puts it ahead of every class competitor except the Honda Accord, and its 16.4 cubic feet of trunk space is equally roomy. As is the case with all Hyundais, standard feature content is generous, and it comes at a price that's significantly less than most competitors. The Sonata also stands out in terms of design, as its cabin is attractive and fitted with upscale and easy-to-use controls. This year's model is also notable for the introduction of BlueLink, Hyundai's telematics system that's similar to General Motors' OnStar.
From just about every vantage point, the 2012 Hyundai Sonata presents a clear alternative to the traditional midsize safe bets. It's more dynamic on its feet and in appearance than the Accord or Toyota Camry, and holds the price advantage over solid picks like the Ford Fusion, Mazda 6 and Nissan Altima. Ironically, its toughest competition actually comes from the related Kia Optima, as it matches the Sonata in nearly every way but with a more athletic and striking package. Yet one thing's for sure -- the Sonata is now a true contender for the title belt.

INTERIOR

Hyundai significantly updated the Sonata's interior for the 2009 model year with better materials. Although the cabin was redesigned last year, materials quality was unchanged; it's still competitive but doesn't notably raise the bar for the class, which is already fairly high. Interior features include:

Standard satellite radio
Standard Blue Link telematics system
Standard Bluetooth connectivity
Standard auxiliary and iPod inputs
Available touch-screen navigation system

EXTERIOR

The Sonata's sloping roof shows glimpses of the Mercedes-Benz CLS-Class and Volkswagen CC, yet it's distinctive enough to stand out among direct competitors like the Camry and Accord. Exterior features include:

Standard 16-inch steel wheels
Available 17- and 18-inch alloy wheels
Wide chrome grille
Extensive chrome trim

ENGINE
The standard Sonata engine is a 2.4-liter four-cylinder that makes 198 hp and 184 pound-feet of torque. The dual-exhaust SE makes slightly more power at 200 hp and 186 lb-ft. A six-speed manual transmission is standard on the GLS, while a six-speed automatic is optional on that trim and standard on the SE and Limited. Sonatas sold in California-emission states can have PZEV emissions certification, though output drops slightly to 190 hp.
A powerful 2.0-liter turbocharged engine generating 274 hp and 269 lb-ft of torque is available on SE and Limited models. The six-speed automatic is standard.
In Edmunds performance testing, a 2.4-liter GLS Sonata with automatic transmission accelerated from zero to 60 mph in 8.2 seconds. The 2.0-liter turbo with automatic transmission is significantly quicker, making the same dash in 6.7 seconds. Both times are quick for the midsize sedan segment.
The Sonata's EPA fuel economy estimates are equally impressive. The 2.4-liter engine is rated at 24 mpg city/35 mpg highway and 28 combined, regardless of transmission. The 2.0-liter turbo, despite its significant boost in power, returns a very impressive 22/34/26 mpg.
source:edmund.com,cars.com