Sports Cars, Fast Cars, Cool Cars, Exotic Hot Cars Pictures Specs #remote #car #starter

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Sports Cars – Fast Cars – Exotic Cars

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Tips to prevent car theft, safe driving tips, how to save fuel, how to choose the right car, how to keep your old car running like new, hot cars, and more.

To own a beautiful sports car is everybody’s dream, glamorous and thrilling they usually come with a heavy price tag to match, with most models starting in the upper tens of thousands, the coveted, luxury sports cars can surpass a million.

McLaren Super Sports Car – The new McLaren super sports car – MacLaren MP4-12C.

Ford Mustang 2010 – New muscular, sculptured exterior design for the popular sports car.

E85 Viper World Speed Record – New world record for a street car in the standing mile.

2009 Dodge Challenger Video – Detailed video of the brand new super sports car.

2009 Corvette Coupe Video – Detailed video of the Corvette and a nice Porsche Panamera Ride

Audi R8 GT3 Video – The new race sports car from Audi. And the Audi R8 FSI Quattro

Lamborghini Murcielago Video – The glorious Lamborghini Murcielago sports car.

Drag Race with Sports Cars – Drag race between Corvette ZR1, Ferrari 599 GTB, Porsche 911 GT2 and Nissan GT-R.

Tesla Sports Car – Test drive video of the Tesla Roadster electric sports car. George Clooney Has A Tesla . too.

Car Crash Video – An amazing race car crash caught on video. Formula One Car Crash Video

Many more cars and new features coming soon. Stay safe – Don’t drink and drive!

Nissan Altima Reviews – Nissan Altima Price, Photos, and Specs – Car and Driver #nissan #altima #review, #nissan #altima, #nissan #altima #price, #nissan #altima #specs, #nissan #altima #photos


Nissan Altima

Nissan Altima

Swimming against the crossover tide.

2017 Nissan Altima Nissan Altima 2017 3.0 1.0 5.0

No doubt about it—if you think the roads and parking lots are filling up with tall, view-blocking crossovers and SUVs, your eyes aren’t deceiving you. The four-door mid-size sedan, once the dominant form of family transport, has lost favor. Call it a sedan recession.

Nissan wants no part of that for its fifth-generation Altima —even if the sales surge of its own Murano. Pathfinder. and Rogue crossover SUVs is contributing to the sedan slide. The Altima is still the bestselling product in Nissan’s lineup, and so far this year, it’s just ahead of the Honda Accord for second-place sales honors in that segment (the Toyota Camry remains number one).

Energetic Flow

The fifth-gen Altima was all-new in 2013. so this update leaves the sedan’s bones largely untouched. The big change is the move to “Energetic Flow” styling, which consists of a more muscular front fascia, Nissan’s “V-motion” grille (which looks like a grille overhanging another grille), and boomerang-shaped headlights and taillights.

The likely theory being that if crossovers are selling like hotcakes, then adding some Murano visuals to the Altima should spur sales of the sedan. It doesn’t stop there: Energetic Flow design is now found on the newly excited surfaces of the smaller and soberer Sentra and on the more expressive and expansive Maxima.

In the cabin, the 2016 Altima’s refresh centers on expanding available technology, as well as hushing unwanted noise with added sound insulation and an acoustic laminated windshield. The Altima’s already pleasing interior gets a Murano-inspired center stack and console, but otherwise the materials, textures, and colors from the previous model continue. Particularly welcome are the Altima’s well-padded door armrests and form-fitting “zero gravity” front buckets—cloth-covered in our SV test car—that seem to comfortably accommodate a wide spectrum of posteriors.

Rear passengers don’t get the form fitting “Zero Gravity” seats, but ingress and egress into the Altima’s aft quarters is easy at least. Rear-seat headroom and legroom, while not as generous as that in the Volkswagen Passat. are mid-size-sedan appropriate. Six-footers can ride in back without asking the front-seat occupants to scoot their chairs forward. Fold-down rear seatbacks add cargo space for long items, expanding the 15-cubic-foot trunk, which otherwise is average for the segment.

All but the base Altima come with a 5.0-inch touchscreen for infotainment. The system has handy knobs for volume and tuning flanking the screen, plus a few virtual buttons on the display and hard buttons alongside. Even better is the 7.0-inch unit that was in our test car—it comes with the navigation package, which is a $580 option on the mid-level SV and range-topping SL. The larger screen gives easier access to all of the mobile apps available in the NissanConnect system. For those buyers who want the latest in connected tech, the lack of Android Auto and Apple CarPlay is a glaring omission, although Apple users can access their phone’s voice recognition through the vehicle, a function called Siri Eyes Free. Still, with a market bursting with 8.0-, 9.0-, and even 12.0-inch screens, the Altima’s seem small.

Last year’s port-injected, 2.5-liter four-cylinder returns with only minor changes, none affecting its performance. New engine mounts and a larger muffler help minimize engine drone, yet despite great-looking standard dual exhausts on all models, there’s no music coming out of them to quicken the pulse. In our testing, the 182-hp 2.5-liter’s 8.2-second zero-to-60-mph dash came up a bit short compared with the Chevrolet Malibu 1.5 LT (8.0), the Honda Accord Sport (7.6), the Mazda 6 i Touring (7.3), and the Toyota Camry SE (8.0). The 2.5’s mission is fuel economy, which improved to an EPA-estimated 27 mpg city and 39 mpg highway for 2016 thanks in part to aerodynamic tweaks and standard grille shutters. For more performance, Nissan still offers the 270-hp 3.5-liter V-6. Over two weeks of being subjected to our admittedly lead-footed editorial-staff evaluation, we averaged 26 mpg.

Xtronically Yours

The Altima’s continuously variable automatic transmission, a key component to the car’s fuel-economy strategy, isn’t the complete downer these slushboxes once were. Nissan got into the CVT game early, and the Altima’s Xtronic CVT employs the third generation of its D-step Shift Logic, which under most circumstances simulates the gearchanges that happen in a traditional automatic transmission (up to seven “ratios”). There are brief moments when there seems to be little correlation between engine speed and throttle position, but much less droning is experienced than with CVTs of yore. Mostly, engine revs are exactly where they need to be to develop the power for any given road load and/or driving situation, with little or no delay. Drop the hammer from rest at a stoplight and the engine builds revs fairly naturally—it doesn’t just go roaring to redline and stay there until you lift. You’ll have to opt for the sportier Altima SR if you want shift paddles to manually row through the simulated gears.

Overall, the Altima is quiet with little or no mechanical sounds or road or wind noise disturbing the peace. Its 36 decibels at idle is especially quiet for the class. But things get a tad grainy when cruising with light throttle around 50 mph as the engine drops to 1200 rpm under light load.

Inside Track

The 2016 refresh also includes new dampers and rear springs, which provide a pleasing-enough ride quality. Body motions are reasonably well controlled, and the Altima’s electrically assisted power steering is nicely weighted. Nissan has retuned the steering this year for quicker response. Despite relatively smallish 215/55R-17 tires on our SV test car, turn-in was crisp, aided in part by the standard pseudo torque-vectoring system that pulses the brake on the inside front wheel in corners to improve steering response. The Altima tracks true on-center with little need for constant corrections, although there could be a better sense of the steering weighting up in corners.

Skidpad grip with the SV’s fuel-economy-optimized tires was a middling 0.81 g—down from the last Altima 2.5 we tested in 2013. The brakes inspired confidence with crisp top-of-the-pedal response, although the 192-foot stopping distance we measured from 70 mph (with some fade) is worse than the performance of its rivals.

Safe Bet

Within the Altima lineup, think of the SV we tested as the sensible-shoes choice. It comes standard with most of the equipment buyers seem to want, such as aluminum wheels, a leather-wrapped steering wheel, a power driver’s seat with power lumbar adjustment, a touchscreen audio system with SiriusXM satellite radio, a backup camera, dual-zone automatic climate control, and remote engine start. It also includes rear cross-traffic alert and blind-spot monitoring, advanced safety features that cost extra or are not even available in some competing mid-size sedans. All the better to spot those increasing numbers of crossovers and SUVs, closing in fast.

Highs and Lows


Quiet, upscale-looking interior; better-than-average fuel economy; new safety tech; decent value; it s not a crossover.


Mid-pack performance, handling, and roominess; no Android Auto or Apple CarPlay; small touchscreen.

Model Research


VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $28,395 (base price: $26,295)

ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection

TRANSMISSION: continuously variable automatic

Wheelbase: 109.3 in
Length: 191.9 in
Width: 72.0 in Height: 57.8 in
Passenger volume: 101 cu ft
Cargo volume: 15 cu ft
Curb weight: 3272 lb

EPA city/highway driving: 27/39 mpg
C/D observed: 26 mpg

News and Reviews

Lexus CT Reviews – Lexus CT Price, Photos, and Specs – Car and Driver #lexus #ct #review, #lexus #ct, #lexus #ct #price, #lexus #ct #specs, #lexus #ct #photos


Lexus CT

Lexus CT

2016 Lexus CT200h

Coulda been a contender, if not for its Prius powertrain.

2017 Lexus CT Lexus CT 2017 2.0 1.0 5.0

Overview: The CT200h is essentially Lexus’s take on the Toyota Prius. (Let’s all forget that the HS250h ever existed, shall we?) The CT has been around in its current form since 2010, meaning it still uses the previous-generation Prius’s basic platform and gasoline-electric powertrain. As the least expensive ticket into the Lexus lineup, this relatively sporty-looking hatch could be construed as a competitor to entry-level luxury cars such as the Mercedes-Benz CLA-class and the Audi A3 (the latter of which also offers a hybrid version. albeit one with a plug). But don’t be fooled by its rakish silhouette. The CT’s hybrid powertrain is focused on one thing and one thing only: fuel economy. It’s rated at a combined 42 mpg by the EPA, several mpg below the current Prius’s numbers but still well ahead of most other compact luxury cars. The CT also has the distinction of being one of the few remaining hatchbacks (we mean real hatchbacks, not those poseur higher-riding hatchbacks now called crossovers) to wear a luxury badge. With the trend toward crossovers stronger than ever, we wouldn’t be surprised if the next-generation CT, due within a year or so, gets more butch styling and a raised ride height to appeal to the multitude of shoppers who are enticed by the perception of ruggedness and practicality offered by an SUV.

What’s New: Since its launch six years ago, the only significant changes to the CT200h were made for the 2014 model year, when it received visual updates inside and out. It adopted the Lexus spindle grille design while the interior got a new steering wheel, shift knob, and infotainment technology. The optional F Sport package also received additional black trim, different wheels, and a mesh grille.

What We Like: The littlest Lexus is a sharp-looking thing, both inside and out. We like its hatchback proportions and exterior detailing, and the interior lives up to Lexus standards with its soft leather seats (hides are available only with certain option packages) and impressive fit and finish. It delivers on the fuel-economy front, too: We were able to average 36 mpg in mixed and sometimes aggressive driving without any hypermiling. The CT also handles reasonably well, with nicely weighted steering and a firm suspension that keeps body roll to a minimum, at least at lower speeds.

What We Don’t Like: You’ll be forced to get used to low-speed travel while driving the CT200h, because acceleration is downright lethargic. Getting to highway speeds is a struggle, as the CT takes more than 10 seconds to get up to 60 mph—that’s slower than nearly all of today’s economy cars, and even more sluggish than the latest Prius. the Two Eco, which performed the same task in 9.4 seconds. Because the CT is stuck with an older version of Toyota’s Hybrid Synergy Drive, it isn’t able to combine its gas and electric power sources as seamlessly as newer hybrids, and the four-cylinder drones noisily under hard acceleration. The decently tuned chassis is also let down by the vague feel of the brake pedal, and the mostly composed handling comes at the expense of ride quality, which verges on harsh when traversing rougher roads. For nearly $40,000 when fully loaded, we expect more refinement. And like most cars in this size class, the interior can feel pretty cramped.

Verdict: It could’ve been a satisfying hatch, but the hybrid powertrain is a letdown.

Model Research

Honda Pilot Reviews – Honda Pilot Price, Photos, and Specs – Car and Driver #honda #pilot #review, #honda #pilot, #honda #pilot #price, #honda #pilot #specs, #honda #pilot #photos


Honda Pilot

Honda Pilot

The family-value story.

2017 Honda Pilot Honda Pilot 2017 3.0 1.0 5.0

The new Honda Pilot rolls into the 2016 model year with a pricing spectrum that spans five trim levels and $16,425 from one end to the other, each step up tempting the prospective buyer with more goodies, right up to the fully loaded Elite model.

The big Honda clearly is aimed at folks whose motoring agendas include lots of hauling. It can tow—up to 5000 pounds with all-wheel drive, 3500 with front-drive. But more often than not, the payloads entail kids. We probably don’t really need to add that even though minivans are superior in almost all aspects of family hauling, Pilot prospects would rather donate their kids to science than be seen in something with those telltale sliding side doors.

There’s irony in this vehicular phobia, since the Pilot is a close cousin of Honda’s Odyssey minivan. structurally speaking. But image rules in this realm, and image is rarely rooted in rationality. Speaking of image, there are some within our walls who prefer the blockier looks of the previous generation to the slicker styling of the new. But slick is where the entire crossover segment is headed.

Our first test of the generation-three Pilot involved an Elite model, which includes everything in the vehicle’s extensive inventory of features. This time, we’re looking at one of the less expensive versions. If you draw your budgetary line at a Pilot EX, what do you get? What do you forego? Is there a performance sacrifice? And what do you save?

Quicker Sprints

Let’s start with performance. All Pilots are propelled by the same engine, a 3.5-liter V-6 rated for 280 horsepower and 262 lb-ft of torque. That displacement is familiar—the previous Pilot powerplant also was a 3.5 V-6—but the new engine essentially is the same as that used by the Acura MDX, and direct fuel injection gives it a 30-hp edge over its predecessor. This in a vehicle that’s substantially lighter, by as much as nearly 300 pounds, according to Honda. It’s also substantially quicker off the line.

What you don’t get with the lower trim levels—LX, EX, and EX-L—is the slick new nine-speed automatic transmission that comes with the Touring and Elite models. The LX, EX, and EX-L are equipped with a six-speed automatic. That’s one cog more than the previous Pilot, but the nine-speed does a better job of keeping the engine in the sweet spot of its power band. And it includes shift paddles, which aren’t part of the deal with the six-speed.

At the track, this front-drive EX model clocked a zero-to-60-mph time of 6.2 seconds, a whisker behind the all-wheel-drive Elite, even though the EX weighed 254 pounds less. (Blame the powerful V-6’s eagerness to spin the front tires during aggressive launches.) But all things being equal under the hood, the EX’s advantage in power-to-weight shows up as the drag race continues: It was a second quicker to 100 mph. Not that many owners are likely to push their Pilot to triple-digit speeds. But for those so inclined, we can report that the Pilot inspires confidence as speeds climb, right up to the governor-limited 112-mph top speed.

There’s confidence around bends, too. The new chassis is stiffer than its predecessor, spring rates are higher, and shock-absorber damping is firmer than that of the previous generation. This doesn’t make the Pilot a sports car; pushing hard in a set of switchbacks will still provoke moderate rock and roll, as well as abundant understeer. But as with exploring the Pilot’s top speed, the likelihood of owners testing its limits of adhesion is slight, particularly with kids onboard. And doubly so for those with kids prone to motion sickness.

Athough the steering could be quicker (3.2 turns lock-to-lock) and more informative at around-town speeds, the Pilot’s responses in emergency maneuvers are respectable by the standards for this class. Those maneuvers might not be quite as prompt in the lesser trim levels, a distinction we attribute to tires. Touring and Elite Pilots wear 245/50 tires on 20-inch wheels, whereas our EX test example was equipped with 245/60-18 tires. The setup produced a softer ride, at the expense of grip (0.75 g versus the Elite’s 0.80). Braking distances were almost identical for both vehicles and about average among three-row crossovers. This is not to say good. Let’s call it adequate.

More Dimension, More Room

As noted in our test of the Elite model, the new Pilot is bigger than its predecessor, dimensional increases that translate directly to the interior. There’s even enough room in the third row for a couple of adults to perch without too much whining, although getting three people of any size to ride back there for more than a few miles is likely to provoke civil war. (In the Elite trim level, second-row seating is a pair of captain’s chairs, reducing the potential passenger count to seven.) Nonetheless, this is a distinctly more comfortable Pilot generation, its increased roominess augmented by more soft-touch surfaces and a much more attractive dashboard layout.

Although the cabin’s appearance has been improved, we can’t say the same for its function, owing to Honda’s relentless commitment to a touch screen for all secondary controls, great and small. Adjusting audio volume or changing stations in a moving Pilot, for example, is a hunt-and-peck challenge, no matter how smooth the ride quality. At least the Pilot is exceptionally quiet at all speeds—parental units won’t have to raise their voices much to yell at their kids. EPA ratings for the front-wheel-drive Pilot are 19 mpg city and 27 mpg highway, up 1 mpg in the city and 2 mpg on the highway from the previous model. (Ratings are 1 mpg higher in the city with the nine-speed and 1 mpg lower all around with AWD.) We managed to beat the EX’s city rating, logging 20 mpg overall.

As noted, there are essentially five trim levels. But typical of Honda, the five are subdivided according to particular items of equipment. Thus, there are four different versions of the EX: 2WD and 4WD, with or without Honda Sensing (a package of collision-avoidance tech). There are no options or option packages. Each sub-category is treated as a separate model. At $34,330, our two-wheel-drive EX with Sensing was four rungs above the bottom of the Pilot pricing ladder, which begins with the two-wheel-drive LX at $30,895.

Honda Sensing includes automatic emergency braking, which will track the Pilot’s closing rate on traffic ahead (via camera and radar), decide whether the driver is paying attention, flash a warning, and apply the brakes if/when the driver fails to respond. It also includes adaptive cruise control, lane-departure warning, lane-keeping assist, and road-departure mitigation. The last two include system intervention to nudge the vehicle back to the middle of the road when it even thinks the Pilot is approaching an edge line. Its warning is a steering-wheel shudder that feels as though something might be coming undone in the front suspension—and is particularly annoying on two-lane back roads. The whole Sensing package adds a grand to the bottom line.

All-wheel drive, which is standard with the Elite, adds $1800. It’s available on all trim levels. Other fancy Elite standard features that are absent in the EX trim level: LED headlights, a panoramic power sunroof, an 8.0-inch touch screen with navigation and voice recognition, heated and ventilated leather power seats, a 540-watt 10-speaker premium audio system, a second-row DVD entertainment system, second-row heated leather captain’s chairs, and a power rear liftgate.

The EX isn’t exactly stark, with a standard features inventory that includes the 8.0-inch touch screen (minus navigation), seven-speaker audio with HondaLink infotainment, Pandora interface, fog lights, Honda’s passenger-side Lane Watch camera, remote engine start, and, in this test unit, the Honda Sensing package. So as always, it gets to be a question of what a prospective buyer considers essential in a family vehicle. Can you and your family be happy without a giant sunroof or navigation? Obviously, that one’s your call.

Highs and Lows


Brisk acceleration, lots of room, versatile stowage, quiet at all speeds.

Ford Cars: 2016 Ford Prices, Reviews, Specs #market #value #of #my #car

#new car values

2016 Ford Cars

Perhaps best known for icons like the F-Series truck line and Mustang sports car, Ford has more recently made a major push to down-size its vehicles with cars like the Focus and Fiesta. Smaller engines are also part of the mix with new EcoBoost technology using both direct-injection and turbocharging. The Blue Oval is also trending away from SUVs and towards crossovers, like the Explorer, Esape, Edge and Flex. Hybridsand electric vehicles are also catching on at Ford with the C-Max, Focus EV and Fusion hybrids all gaining popularity.

New Car Finder

The iconic muscle car has been totally redesigned for the new model year and here s how well it performs.

Muscle car wars are alive and well in 2015. But what s the best bang for your buck? The Chevrolet Camaro SS 1LE vs Dodge Challenger HEMI 392 Scat Pack Shaker vs Ford Mustang GT?

We take Ford’s new powerful, posh and expensive Explorer Platinum on the great American road trip to see if either are worth it in 2015.

Which car is the better affordable sports car?

Dodge Grand Caravan Reviews – Dodge Grand Caravan Price, Photos, and Specs – Car and Driver #dodge #grand #caravan #review, #dodge #grand #caravan, #dodge #grand #caravan #price, #dodge #grand #caravan #specs, #dodge #grand #caravan #photos


Dodge Grand Caravan

Dodge Grand Caravan

2016 Dodge Grand Caravan

Van shoppers on a budget, take note. All others, look elsewhere.

2017 Dodge Grand Caravan Dodge Grand Caravan 2017 3.0 1.0 5.0

Overview: The sleek new Chrysler Pacifica may be getting all the attention lately, but its maker, Fiat Chrysler Automobiles, isn’t quite ready yet to put all its minivan eggs in one basket. And so the Dodge brand is hanging on to its own minivan offering, the Grand Caravan —mechanical twin to the Pacifica’s predecessor, the now defunct Town Country minivan—for at least another year. Last redesigned for 2008, the Grand Caravan is getting old, and it is now being positioned as a budget minivan alternative with a low, low starting price of $24,590. The Grand Caravan’s top trim level costs only $33,490. At that price point, the Pacifica is just getting started, and a well-equipped version of the new Chrysler can take you all the way to $50,000.

What’s New: Not much has changed since Dodge dropped the then-new Pentastar V-6 engine into the 2011 Grand Caravan. Since then, a new entry-level American Value Package (AVP) trim brought the starting price down for 2012, and a new, sinister-looking Blacktop appearance package arrived for 2014. (On 2016 models, it’s priced from $395 to $695.) A few other equipment packages brought more features, including power sliding doors and a power liftgate, down to the midpack SE and SXT trim levels.

What We Like: Practicality reigns supreme in the Grand Caravan, as it should in a minivan. Chrysler’s Stow ’n Go seating system, which allows you to fold both the second- and third-row seats into compartments in the floor, remains a laudable innovation. No other minivan competitor (other than the Pacifica, of course) offers fold-flat second-row seats, and the compartments that swallow the folded seats provide a useful amount of underfloor storage space when the seats are erected and in use.

The driving experience remains solid, with the 3.6-liter V-6 delivering mostly smooth and strong power through its standard six-speed automatic transmission. The steering is nicely weighted and the handling is secure, even if the R/T model ’s supposedly “performance tuned” chassis doesn’t quite live up to its sporty billing—not that one expects sportiness to be a priority in a minivan.

What We Don’t Like: Everything about the Grand Caravan looks and feels old. With its blocky exterior styling, it looks dowdy next to the stylish and sleek Pacifica. Despite some updates over the years, the cheap plastics found throughout the interior remind us of Chrysler in its pre-bankruptcy days. The Stow ’n Go seats, while handy, also compromise comfort, since the small chairs skimp on padding so that they can fit into the underfloor compartments.

It’s no surprise that the dated Grand Caravan’s technology offerings are decidedly subpar. A central touchscreen isn’t even available on the AVP or SE models, and the 6.5-inch Uconnect screen, optional on the SXT and standard on the R/T, is old-school and less seamless in use than newer versions of the touchscreen system. Tech-savvy little ones in the back seats will be left fighting for USB ports to charge their devices; the Grand Caravan offers a maximum of only two USB charging ports in the back, while the Pacifica can be had with up to five ports spread across the three rows of seats. A few active-safety features are offered, namely blind-spot monitoring and rear cross-traffic alert, but only on the top R/T model. The Grand Caravan does not offer the lane-departure warning, adaptive cruise control, and forward-collision warning systems available on most other minivans.

Verdict: Gets the minivan job done for families on a budget—and that’s about it.

Model Research


VEHICLE TYPE: front-engine, front-wheel-drive, 7-passenger, 4-door van

BASE PRICES: American Value Package, $24,590;
SE, $27,090;
SE Plus, $28,190;
SXT, $30,290; SXT Plus, $31,390;
R/T, $33,490

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection

TRANSMISSION: 6-speed automatic with manual shifting mode

Wheelbase: 121.2 in
Length: 203.7 in
Width: 78.7 in Height: 69.0 in
Passenger volume: 164 cu ft
Cargo volume: 31 cu ft
Curb weight (C/D est): 4550-4700 lb

EPA city/highway driving: 17/25 mpg

News and Reviews

Lexus GS Reviews – Lexus GS Price, Photos, and Specs – Car and Driver #lexus #gs #review, #lexus #gs, #lexus #gs #price, #lexus #gs #specs, #lexus #gs #photos


Lexus GS

Lexus GS

Less power for less money.

2017 Lexus GS Lexus GS 2017 3.0 1.0 5.0

When the Lexus GS arrived in the early 1990s—the original Giugiaro-designed one—its mission was to challenge the reigning mid-size luxury sedans from Audi, BMW, Jaguar, and Mercedes-Benz. Accordingly equipped with a choice of V-6 or V-8 engines, the second-generation model made such a convincing case that it won 10Best Cars accolades for three years running (1998 through 2000 ). It has been some time, though, since we could rank the GS at the top of the field. The current, fourth-generation GS is in its fifth year of production and finds itself squaring off against a Mercedes-Benz E-class and a Jaguar XF that were new in 2016, an Audi A6 that was facelifted last year, and an all-new 2017 BMW 5-series.

Lexus isn’t standing still, though. For its 2016 midlife refresh. Lexus added the value-priced base model tested here with a turbocharged 2.0-liter four-cylinder engine that makes 241 horsepower and 258 lb-ft of torque. That engine gives the newest GS variant a direct match for the 500-cc-per-cylinder fours that most of the European brands now have in equivalent models. The tail badge says GS200t, although the marketers call it the GS Turbo because, well, because Lexus marketers never had a turbo before, and it comes at a starting price that leaves some breathing room below $50,000, something you won’t find if you shop mid-size premium sedans at the German stores.

Green t

In turbo 2.0-liter rear-drive form, the GS’s direct alternatives narrow to the BMW, the Mercedes-Benz, and the Cadillac CTS. The base Audi A6 and the Volvo S90 are front-wheel drive, and the Jaguar XF’s four-cylinder is a 180-hp turbo-diesel. The Cadillac’s turbocharged four is the outlier here, leading the pack with 268 horsepower, while the others cluster near 240.

With the only available transmission being a paddle-shifted eight-speed automatic, the GS200t zipped from zero to 60 mph in 6.6 seconds at the test track. We saw 60 mph in 6.5 seconds in the 2017 Mercedes-Benz E300 with 4MATIC, while the CTS 2.0T did it in 6.2 and the A6 2.0T Quattro in 6.1. The BMW 528i needed only 5.9 seconds. but it’s being replaced for 2017. Note that the Benz and the Audi were all-wheel-drive cars, an option Lexus reserves for the six-cylinder GS350.

While it’s clearly not the quickest, the Lexus doesn’t feel inordinately slow. As long as the boost is up, it’s torquey enough to feel peppy moving its 3869 pounds in routine driving situations. Only at higher speeds does the drivetrain falter—and then only when you need to accelerate quickly. It takes a moment for the eight-speed to find the right gear and tap into the engine’s powerband, requiring that the driver plan ahead for a two-lane passing maneuver. This is not atypical for sedans this large with a 2.0-liter turbo four-cylinder. The payoff is improved fuel economy: We measured 24 mpg in our testing, below its EPA combined rating of 26 mpg but much better than the 19 and 20 mpg we’ve measured in tests of the GS350.

Where this car excels is in its easygoing demeanor. The GS200t glides along, unperturbed by pavement irregularities, yet it remains composed on a challenging road. Aside from a little body roll, its chassis measures up in this field, returning a solid 0.86 g on the skidpad. The GS also stopped from 70 mph in 173 feet, a good but not outstanding performance for this class.

For those seeking to amp up the driving fun, Lexus offers an F Sport version of the GS Turbo. It brings a tauter suspension and a lot of other features but adds $7670 to the price, which puts it within $1000 of the $55,785 sticker on a GS350 F Sport with the stronger 311-hp V-6.

Still Searching

Lexus designers seem to be grasping for ways to make their infotainment controls distinctive, without much success in making them functional. There’s a clumsy touchpad in the NX crossover. while in some older designs such as this GS, Lexus still employs a vague and inconsistent floating controller on the center console that continues to frustrate. It’s like a poorly made version of the joysticks on the portable Sony PlayStation and demands too much attention to be a viable control option while driving—this is a case where Lexus would do well to follow some competitors who have replaced or augmented their similarly awkward remote controllers with touchscreen activation. The 12.3-inch multimedia screen that comes as part of the $1730 Navigation package, though, is well organized and gorgeous, and it offers split-screen viewing.

The infotainment story is disheartening, because the GS has an otherwise cordial cabin. The heated and ventilated perforated leather seats are supportive, the brushed-metal accents look classy, and the tight fits and surface finishes measure up to class standards. Our test car had some textured black trim that looked a little cheap on close examination but also avoided the problems posed by the widely used shiny piano-black alternative that emphasizes fingerprints and looks good only in the showroom. Lexus offers optional aluminum and open-pore wood trim, but they’re not quite as handsome as those found in Volvo and Mercedes cabins.

The now familiar GS’s 192.1-inch overall length is the shortest in the field, but the packaging works out well, yielding a competitive 98 cubic feet of interior space. The 18-cubic-foot trunk spanks its competition, which averages around 14, but the rear seats don’t fold to expand the cargo hold. Rear-seat legroom can feel tight for adults over six-feet tall, and the center tunnel is tall and wide. The front center console can be opened only if its lid is slid rearward on its track, which makes the rear center position even less useful—if you’re traveling any distance with a fifth occupant, one of them had better be a child.

For Lexus, this turbo engine makes a lot of sense. The powerplant already existed in the brand’s portfolio (it also is found in the IS200t and the NX200t ), and it improves fuel economy in a mid-size sedan. Besides, BMW and Mercedes are doing it, too, and you know how that goes. But, to customers, the GS Turbo’s most attractive feature might be that sub-$50,000 sticker. There are fancier and faster choices in the segment, but the GS200t is a solid, pleasant package at an accessible price.

Highs and Lows


Balanced chassis, smooth ride, sub-$50K price.

FIAT Cars: 2016 FIAT Prices, Reviews, Specs #hyundai #car

#fiat cars

2016 FIAT Cars

Reintroduced back into the North American marketplace in 2011, Fiat offers four models built on the same theme. The 500 three door hatchback and 500c convertible slot in somewhere between a city car and subcompact while the 500 Abarth and 500c Abarth feature a serious dose of performance thanks to the 160 hp 1.4 L turbocharged engine. This year a four-door five-passenger much larger 500L joins the Fiat line-up.

New Car Finder

The Abarth s many flaws are easily forgiven

The Fiat 500X is a fashion forward cousin to the Jeep Renegade and the newest contender in the subcompact crossover segment. But does all that add up to a product worth paying for?

Who says convertibles are only for sports cars? The Fiat 500c is a drop-top without the seriousness of one.

Fiat inflated its retro-styled Cinquecento small car to create the 500L. It’s a crossover-like vehicle with a spacious cabin and unmistakable styling, but is that all this vehicle has to offer or is there more to the story?

It is the 1960s all over again. Cooper MINIs and 500 Abarths are roaming the streets like a pair of unrefined European hooligans. If you are a car enthusiast originally from across the Pond, the names John Cooper and Carlo Abarth are probably well known. But on our shores, only those with strong cases of

The family-sized 500L brings Fiat funkiness to a larger package, but does the 500L go too far in its quest to be different?

FIAT Cars: 2016 FIAT Prices, Reviews, Specs #car #sale #websites

#fiat cars

2016 FIAT Cars

Reintroduced back into the North American marketplace in 2011, Fiat offers four models built on the same theme. The 500 three door hatchback and 500c convertible slot in somewhere between a city car and subcompact while the 500 Abarth and 500c Abarth feature a serious dose of performance thanks to the 160 hp 1.4 L turbocharged engine. This year a four-door five-passenger much larger 500L joins the Fiat line-up.

New Car Finder

The Abarth s many flaws are easily forgiven

The Fiat 500X is a fashion forward cousin to the Jeep Renegade and the newest contender in the subcompact crossover segment. But does all that add up to a product worth paying for?

Who says convertibles are only for sports cars? The Fiat 500c is a drop-top without the seriousness of one.

Fiat inflated its retro-styled Cinquecento small car to create the 500L. It’s a crossover-like vehicle with a spacious cabin and unmistakable styling, but is that all this vehicle has to offer or is there more to the story?

It is the 1960s all over again. Cooper MINIs and 500 Abarths are roaming the streets like a pair of unrefined European hooligans. If you are a car enthusiast originally from across the Pond, the names John Cooper and Carlo Abarth are probably well known. But on our shores, only those with strong cases of

The family-sized 500L brings Fiat funkiness to a larger package, but does the 500L go too far in its quest to be different?

New and Used Nissan Leaf: Prices, Photos, Reviews, Specs – The Car Connection #cheapest #car #rental

#leaf car

Nissan Leaf

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Model Years and Variations:

Nissan now offers the Leaf in three trim levels. The budget-conscious Leaf S skips several items that were standard on all 2011 and 2012 models, including LED headlights, alloy wheels, and navigation. Above that, there is the mid-grade Leaf SV and then the range-topping Leaf SL.

The Leaf is by far the best-selling electric car ever, but it competes with various different vehicles that plug in–both other battery-electric cars and also plug-in hybrids, which use a gasoline engine to supplement their limited battery range. Those range from this year’s all-new Chevrolet Volt range-extended electric car to the more expensive but much more capable Tesla Model S all-electric luxury sport sedan.

The big change for 2016 in the Leaf was the addition of a larger 30-kilowatt-hour battery pack, which gave the Leaf a class-leading range of 107 miles. The base Leaf S model continues with the old 24-kWh pack, and a range of 84 miles, at a lower price. The bigger battery means that the Leaf offers more electric range than any other plug-in car except those from Tesla, starting at $70,000.

There have been essentially two versions of the Nissan Leaf since its launch as a 2011 model. The 2011 and 2012 models were built in Japan, with prices suffering from the expensive Japanese yen as a result. When Nissan moved Leaf production for North America to Tennessee, it made several important changes–and cut the price considerably. The company added a new base-level Leaf S model and made dozens of smaller changes to features and equipment in response to feedback from vocal and enthusiastic early owners.

The latest Leaf models start under $30,000, which means that for California buyers, the effective price after a $2,500 state purchase rebate and a $7,500 Federal income-tax credit can be below $20,000. Hawaii offers a $4,500 purchase rebate, Georgia offers a $5,000 income-tax credit, and there are a plethora of other state, local, and regional incentives as well. Those include the ability to travel with just a single occupant in the carpool lane on the crowded freeways of California.

Until 2016, all Leafs used a 24-kilowatt-hour lithium-ion battery pack built into the car’s floorpan to power an 80-kilowatt (107-horsepower) electric motor that drives the front wheels. The compact Leaf offers enough interior room to deem it a midsize car, and its weight of well over 3,000 pounds is clearly more in line with the larger category. Like all electric cars, which can develop peak torque from 0 rpm, it is brisk off the line. Acceleration from zero to 60 mph is in the 10-second range, and top speed is limited to roughly 90 mph.

Electric range for the 24-kWh Leaf is rated by the EPA at 84 miles, but that number is not directly comparable to range ratings from previous years, as the states of battery charge–whether to 80 percent (for longer battery life) or 100 percent (for maximum range)–were not consistent among the years. Gentle driving can produce real-world range up to 15 percent higher. Owners quickly learn, however, that range can vary from 65 to 100 miles depending on speed, outside temperature, and how much use is made of the Leaf’s heater in cold weather.

Significant changes to the Leaf for 2013 included downsizing and relocating the battery charger from the load bay into the engine compartment, which expanded cargo capacity. Equally important to everyday usage was an optional 6.6-kilowatt charger (later made standard on all but the base Leaf S) that cut charging time for a fully depleted battery from seven hours to about four, using a 240-volt Level 2 charging station. (That power is the same kind used for electric stoves and clothes driers.) All Leafs come with a 110-volt charging cord for use with standard household current, but most do not rely solely on it because it takes up to 20 hours to charge a fully depleted pack.

Most Leafs can also “quick-charge” up to 80 percent of their battery capacity within 30 minutes at special “DC quick charging” charging stations that work on the Japanese CHAdeMO standard. Those stations are still rare, but are being rolled out in regions–Oregon and Washington, parts of Texas–that are working aggressively to adopt electric cars.

All Leaf models except the base S include the ability to pre-heat or pre-cool the car while it’s still plugged in, to reduce battery energy use. They can be controlled for this purpose through a website or smartphone app. The Leaf’s pale grey, coarse, velvety upholstery material is made from recycled plastic bottles and home appliances; a black interior and leather seats are options as well.

The Leaf remains more expensive to buy than a comparably sized gas-powered hatch. Its financial advantage lies in operation costs, which are significantly lower than burning fuel. Even with fluctuation of electricity prices from region to region, the Leaf wins; the national average price per kilowatt-hour is around 12 cents, meaning it costs on average 3 cents per mile. That’s compared to 16 cents per mile in a gas-powered car running at 25 mpg on $4/gallon fuel.