Seen from the view outside, Honda Fit leaves a pleasant impression with its short length. It belongs to the group of cars which comes with small wheels and tires and surprisingly look fine. Honda Fit is just 13.5 feet in length and 5.5 feet wide, which enables it to squeeze into a crowded parking space. Furthermore, it frees drivers from U-turn hassle as it can do it with ease. The large windows on Fit and roofline is equal to 5 feet off the ground which adds an open feel.

The visibility for both the driver and passenger comes convenient as people inside can sit up on set which are designed higher than those in a regular car. People who are not blessed with tall stature will also be thankful for this car design as it has low floor height. On one hand, tall items or passengers will also be in comfort with the innovative rear seat cushion which can be mobilized upward, exposing the second-row floor for large items that can be left to stand upright.

Honda Fit is also geared with standards features like and telescoping steering wheel, front, front side and side curtain airbags., tilt, power door locks and windows, power door locks and windows and grocery bag hooks in the cargo area. To ensure safety, Honda Fit equipped its system with anti-lock braking system (ABS) anti-lock braking system (ABS).

The Honda Fit has been recognized by the American Council for an Energy Efficient Economy as one of the Greenest Vehicles of 2010. In line with this, Honda Fit’s fuel economy, EPA city/highway driving is between 27-28/33-35 mpg. The Fit also snatched the award and has been recognized as the 2010 Best Residual Award for the Entry Compact Car Segment by ALG. Finally, FYI, Honda Fit  has been included among the 10Best Cars courtesy of Car and Driver magazine and they have been in the list fourth year in a row.

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The Accord was designed not only to collect passing glances. It excites the senses through its sharp lines and powerful stance.

On the outside, the Accord’s modern design is a work of art. It comes as a 4-door sedan and 2-door coupe. Wide-opening doors invite you to step inside. Not to mention the one-touch power moonroof makes things more convenient.

In terms of power, the Honda Accord has 3.5-liter, 24-valve SOHC i-VTEC V-6 engine generates 271 horsepower and makes use of variable cylinder management (VCM) technology which activates the engine’s cylinders as needed, providing both brisk acceleration and fuel efficiency. It also has quick-shifting 5-speed manual transmission.

Along with its outstanding design and power, Honda didn’t fail to incorporate comfort and luxury with this car’s interior. It fits the need of your family with its spacious interior, following the original plan— “bigger is better”. The seats are covered with leather and the driver’s seat has 10-way power adjustment including power lumbar support.

The 2010 Honda Accord did some upgrades including Bluetooth HandsFreeLink, Honda Satellite-Linked Navigation System with voice recognition, steering wheel-mounted controls and new rear-seat ventilation ducts on Accord Sedan EX and EX-L models for more-direct rear passenger airflow.

This car really knows how to care for the environment. As a nature advocate, Fusion Hybrid’s EPA-estimated gas mileage is something to commend about, it could go over 700 miles between fillup. Aside from that, it has eco-friendly seat fabrics made from 85 percent post-industrial materials.

2010 Ford Fusion Hybrid is also known as the most fuel-efficient mid-size sedan in America. The 2.5L Duratec I-4 engine delivers higher power ratings of 175 horsepower and 172 lbs./ft. of torque. This also position Fusion on the top of its class in fuel economy with EPA-estimated 23 City/34 Hwy/27 Combined mpg.

In terms of the in-car entertainment, Ford’s Sync system features Sirius Travel Link showcasing sports, whether, traffic updates and movie times. Fusion is voice controlled which lets the driver to less minimal task and keeps distraction on the minor level.

This car really proves that performance and entertainment can be combined undoubtedly.

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The interior is beautiful, with a truly luxurious feel, and it is more compare to its current market competition. The exterior of CTS shows the mixture of uniform shapes and sharp angles. It is highlighted by a mesh grille and lower intake, a sculpted hood with engine bulge, 19-inch wheels, wider fenders, and quad tailpipes.

The CTS was able to merge enhancement, driving dynamics, comfort, and performance in a energizing, even exhilarating, way that gratify enthusiast drivers and luxury seekers simultaneously.

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The Legends race car is the most successful turnkey competition car in history—more than 5000 of them have been sold for about $15,000 apiece since 1992. The allure of the Legends car is obvious, beginning with the fact that these 1080-pound, 122-hp short-trackers on 73.0-inch wheelbases are more fun than a hat full of ferrets.
Ah, dignity. It’s the one thing that Legends cars lack, shrouded as they are in 518-scale fiberglass replica bodies of old coupes from the ‘30s. It’s like Shriner racing.
Enter the Thunder Roadster, brought to you by Humpy Wheeler, director of Lowe’s Motor Speedway in Charlotte, North Carolina, and his company 600 Racing, maker of the Legends car as well as the Bandoleros used by junior racers. The roadster is a stretched-wheelbase (96.0 inches) version of the Legends cars, wrapped in nostalgia fiberglass that looks for all the world like J.C. Agajanian’s Indy winning “Ole Calhoun,” driven in 1963 by Parnelli Jones.
“Any kids brought up in my time,” says Wheeler, “when they thought of a race car, that’s what a race car looked like.”
In 1997, Wheeler got the itch to build an open-wheel racer. He commissioned a sketch by Detroit designer Randy Wittine, who took his inspiration from an A.J. Watson Indy car. With sketch in hand, Wheeler located a Watson roadster and had a mold pulled from it. Then he located the blueprints from Ole Calhoun, the basic architecture of which—tube frame with a box-chassis “square tube” floorpan— formed the skeleton of what would be the Thunder Roadster.
As the design progressed, with a full cage, steel bumpers, and tube-steel nerf bars on the side pods, the Thunder Roadster moved ever closer to the Wittine design. Not that there was much styling going on—mostly sawing and adding onto the fiberglass buck. “The styling was done on toilet paper’ Wheeler says.

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Jaguar garnered experience from within the Ford world as well as from aluminum suppliers Alcan and Alcoa to come up with a production system that is suit able for XJ volumes and uses as much existing tooling and equipment as possible. The new body shell is made from aluminum pressings, extrusions, and castings riveted and bonded together with epoxy adhesive. Welding is kept to a minimum. The outer pressed-aluminum panels are bolted to the hull for ease of repair.

The resulting structure is 60 percent stiffer than its predecessor, Jaguar says. Relative to the current short-wheelbase car, the new XJ is 2.4 inches longer and 2.7 inches wider, but has a wheelbase that is 6.4 inches longer. That is translated into rear-seat legroom, which is now generous, although those who found the enclosing “cockpit” arrangement of the front seats a tight fit will see little change. The trunk is bigger but not remarkably so; it is longer but still shallow. At least the lid hinges have been repositioned outside the load area

For headroom to match the increased legroom, the new XJ had to grow 4.3 inches taller, and this was what gave the designers their biggest challenge. Work on what was known as project X350 was started by the late Geoff Lawson but completed under the direction of the current Jaguar design chief, Ian Callum. The extra height is disguised by the domed roof, raised beltline, more rakish windshield, and wedgy, cab-forward stance. See old and new alongside one another, and they are very different, but the new XJ is still unmistakable as a Jaguar. In some respects, father is imitating son here, for there is a close resemblance to the X-type.

There’s no revolution inside. The interior features the expected blend of leather and wood; an LCD screen dominates the dashboard as the focal point of the supplementary controls. And there’s no iDrive or equivalent. In a sideswipe at the BMW 745, chief program engineer David Scholes says: “You don’t have to be a computer expert to operate the new XJ.”

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Most new models put on weight. The makers justify these weight gains by pinning it on customers who consistently demand more and more features, electronic equipment, and safety devices. Jaguar’s new XJ sedan, is the slim-line exception. It is more spacious and luxurious than any X that has gone before, but versions of it can be lighter than its baby brother, the X-type.

The diet that has enabled the biggest cat to lose 440 pounds is aluminum. Jaguar isn’t the first to make a premium sedan in aluminum; Audi did it six years ago with the A8. But Audi’s was primarily an engineering exercise, and the A8 did not turn out to have a particularly low curb weight. In its new, second generation (see page 70), the all-wheel-drive A8 is actually heavier than the current Jaguar XJ.

Bob Dover, vice-president in charge of Jaguar, Aston Martin, and Land Rover for Ford’s Premier Automotive Group, says:

“People buy benefits, not technology.” In the Jaguar XJ, which should sell for a base price of about $60,000, the advantages are clear: higher performance, lower fuel consumption, or both.

The aluminum Jaguar grew out of necessity. Although the XJ has many virtues, packaging isn’t one of them. It is significant that the EPA, which classifies cars by passenger-cabin volume, includes the current XJ as a “compact,” along with the Chevy Cavalier, the Daewoo Lanos— and the Jaguar X-type. Buyers, swayed by emotion and carried along by Jaguar’s style and driving quality, came to wonder why their car provided so little space inside and in the trunk.

Meeting that criticism while main-taming the style for what would be the seventh-generation XJ inevitably meant a bigger car, one that threatened to become heavier than a Mercedes S-class. That would mean more power and so on. The way to break this cycle of obesity was to think radical. An aluminum body could be 40 percent lighter than one of the same size and type in welded, pressed steel.

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Hard to believe, but no longer is a mere 349 horsepower de rigueur for a Mercedes E55 AMG. The company has decided nothing less than the supercharged V-8 of the ridiculously powerful SL55 AMG will do the job of intimidating the Teutonic heavy-metal opposition.

Just five years ago, about 350 horses established you as a credible tarmac- burning player. The BMW MS raised the bar to 394, only to be recently overtaken by the twin-turbo Audi RS 6 with 450. Now it’s Mercedes’ turn to scorch the rankings.

This most powerful E55 AMG ever, gets 34 percent more power and an extra 32 percent of pound-feet over the old, naturally aspirated, once seriously fast E55. It’s enough grunt to qualify this E55 as the quickest production sedan in the world. It is estimated to rip up to 60 mph in 4.5 seconds, 0.1 second ahead of Audi’s claim for the RS 6 and 0.2 second quicker than the M5. And the rate of forward motion doesn’t slacken as the estimated 10.5 seconds to 100 mph suggests. All this with an automatic transmission, although you can shift gears manually using buttons behind the steering wheel. And get this: Assisted by an IHI belt-driven screw supercharger that spins at 23,000 rpm to a maximum pressure of 11.6 psi, the 5.4-liter V-8 produces a monstrous 516 pound-feet of Comp T/As, then loosen up the rear end and let ‘er fly.

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Before the Mountaineer arrived in 1996 as a ‘97 model, Mercury had zip on the SUV shelf. Executives there complained that not having one was costing the division customers on the showroom floor. So Ford relented and gave its neglected upmarket cousin an Explorer fitted with Mercury badges, a comblike chrome grille, and restyled bumpers. It was a sure thing, right? How were people to resist those alluring add-ons?

Somehow they did, and Mercury dealers saw their long-awaited Mountaineer sell at a snail’s pace compared with the Explorer.

So when FoMoCo redesigned the Explorer and Mountaineer for 2002, it got more serious about differentiating the two. Instead of just rebadging an Explorer, Mercury designers actually did some work. The Mountaineer got a stylishly bold and machined look, compared with the Explorer’s conservative and, by then, well- known appearance. Finally, the two looked different.

There were differences under the skin, too. Both received unique shock valving and tires, and the Mountaineer got sole use of a full-time all- wheel-drive system. And each received a different interior, with the Mercury’s reflecting its futuristic exterior with lots of aluminum like trim and white-face gauges.

Differences aside, there’s no denying the vehicles’ strong relationship—they still share chassis, powertrains, and just about every other major component. They also share major improvements over their predecessors, including a fully boxed frame, an independent rear suspension, three-row seating, rack-and- pinion steering, a new V-8 engine, and a five-speed automatic transmission.

The Mountaineer had everything an Explorer has, plus an all-wheel-drive system with no low range, an ideal feature to test during a Michigan winter. We liked the techno-styling, and we were curious to see if we’d still like it after 40,000 miles.

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The standard Bose® Surround Sound System transforms the Sport Seats of your 911 Turbo into from-row concert seats. Created expressly for the car’s unique acoustics, this system offers amazing sound reproduction, regardless of driving conditions.

The Bose approach to acoustic design mirrors the makers’ philosophy,

“First, engineer each component to the highest standards of performance, then integrate them in such a way that the whole becomes greater than the sum of its parts”.

Thousands of measurements from every conceivable angle were used to determine the precise placement of each component to counter road, wind and engine noise.

A total of 13 individual speakers, enhanced by individual front and rear channels, creates a panorama of sound that duplicates the quality of live music.

The system is powered by a seven-channel digital amplifier and active equalization that match the sound to the cabin’s acoustics. A fiber-optic network beneath the dashboard integrates 5×25-waff linear amps and a single 100-watt switching unit with sparkling signal quality, while a second switching amp in the active subwoofer offers an additional 100 watts of power.

Low-range and mid-range speakers harmonize with Neodymium tweeters to flood the cockpit with deep, rich bass and sparkling high-range notes.

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