BMW 3 Series Coupe

Since the earliest days of the company, BMW Coupes have been elegant expressions of individual style and passion for driving. By the 1930's, a coupe was widely appreciated as a special automobile for people who regarded automobiles as much more than convenient transportation. The BMW 327 Coupe, introduced in 1938, was widely regarded as a truly outstanding example of that viewpoint and remains a legend to this day.

With totally new looks and thrilling performance, the all-new BMW Coupe once again sets the benchmark for elegant design, luxury and value. In true BMW tradition, it also establishes new standards of performance and driving dynamics with the introduction of an exceptional engine: the first inline six-cylinder engine with twin-turbochargers, high precision fuel injection, and an all-aluminum crankcase.

The performance potential of the new 300 horsepower turbocharged engine ensures that the 335i Coupe delivers a significant improvement in performance while maintaining the efficiency for which the BMW 3 Series is renowned. The 335i Coupe will be joined in the U.S. by the 230 horsepower 328i Coupe.

An additional dimension of driving dynamics with the benefit of outstanding traction is available in the 328xi, the first time BMW's xDrive all-wheel drive has been offered on a 3 Series Coupe. BMW xDrive is the most sophisticated and responsive all-wheel drive system on the market. It has proven its merits, in terms of agility and safety, in the ten BMW models currently offered with xDrive in the U.S.

In addition to the standard six-speed manual transmission, both models will be offered with an available six-speed STEPTRONIC automatic transmission. Designed for responsiveness, the new automatic enhances driving dynamics without sacrificing fuel efficiency.

The distinctive character of the newest BMW Coupe, internally-designated E92, is recognizable from the very first glance.

Over and above the basic shape of the car and its classic lines, the graphic design of the headlights, the detail of the taillights, the interior and even the exterior mirrors were specifically created for the new Coupe. These unique design elements reflect the special character of this elegant and sporty new car. The driver who chooses a Coupe wants a car with elegant looks as well as driving dynamics. With all this in mind, BMW engineers and designers set out to create a unique yet unmistakable blend of design, features and - most importantly - driving pleasure.

Designed to reflect the performance and elegance in the tradition of BMW Coupes The new Coupe is unquestionably a BMW 3 Series. Yet despite its close technical ties to the Sedan and Sports Wagon, it is unique in its design details. A genuine BMW from every angle, the Coupe is an individualist through and through.
Complete review visit : http://www.theautochannel.com/news/2006/08/11/018058.html

BMW 3-Series Convertible

Few other automobiles stir emotions quite like a convertible. Whether it's the feeling of freedom created by top-down driving or their seductive shapes, convertibles have long been regarded by many car enthusiasts and casual onlookers alike as providing a one-of-a-kind exhilarating driving experience.

As proof of their special lure, late last year Neiman-Marcus sold 50 specially equipped BMW M6 Convertibles featured in the retailer's Christmas catalog in one minute, 32 seconds.

The new BMW 3 Series Convertibles provide a new dimension to that experience with the introduction of a retractable hardtop. Made of lightweight steel and operated by a hydraulic system, the three-piece roof opens in just 22 seconds - takes only one second more to close - and folds smoothly into the rear compartment of BMW's newest convertibles. The three-element steel roof structure ensures lower noise levels even at high speeds, enhances safety, creates a more luxurious and comfortable cabin and helps stiffen the chassis to provide precise handling.

The roof opens automatically in a flowing motion as each of the three elements rests above the other to create a compact package.

The rear lid opens rearward and once the roof has been opened or closed and the hardtop is locked, the driver is able to open the trunklid in the usual manner. The trunklid also comes with a soft-close feature that draws the lid down gently and automatically.

The roof and luggage compartments are separated from one another by a partition that swivels when the roof is closed to provide maximum luggage capacity. Another convenient feature is that the roof can open by remote control when the car is equipped with the Comfort Access option . Like the roof controls within the interior, the remote control button must be kept pressed down for safety during the entire opening process because movement of the roof elements is interrupted whenever the button is released.

Complete Review visit : http://www.theautochannel.com/news/2007/03/26/041361.html

Audi Q7 SUV Hybrid Concept

The Audi Q7 SUV Hybrid Concept is due to rollout as a production vehicle for the 2008 season. This high-performance luxury SUV combines the styling and performance of the standard Q7 SUV with hybrid technology garnering 13-percent better mileage.

The Audi Q7 SUV Hybrid also has more power and performance than the standard Q7 with 0 - 60 mph acceleration in only 6.8 seconds (standard Q7 is 7.3 seconds). The 32 Kw (43 hp) electric motor adds an additional 148 lb-ft of torque to the power of the 4.2 liter FSI V8 engine.

Besides the hybrid technology, one of the most environmentally friendly features of the Audi Q7 Hybrid is a set of solar panels embedded into its "Open Sky" sunroof. The solar panels provide power for the air conditioning system, so that when it's hottest outside, the sun's energy can be converted into a very cool inside. The air conditioning system on the Q7 hybrid has been switched over from hydraulic to electrical operation.

Audi Q7 SUV Hybrid Concept

The electric motor is positioned in-between the V8 engine and the six-speed Tiptronic automatic transmission's torque converter. Start-ups are quicker than the standard Q7 since the electric motor doubles as a starter. Lightweight nickel-metal hydride batteries are housed in the rear of the vehicle beneath the cargo floor and provide enough juice for 1.5 miles of all-electric operation. The battery pack is recharged by both regenerative braking and by the internal combustion engine, if needed.

A separating clutch is linked to the electric motor and allows the vehicle to operate in electric-only, gasoline-only or combination modes. As in the standard Q7, the hybrid's all-wheel drive is still the Torsen quattro system.

Similar to other hybrids, the Audi Q7 SUV Hybrid will shut off its gasoline engine while coasting or decelerating. Unlike the other hybrid models presently on the market, the Q7 Hybrid will shut down its gasoline engine when it has been idling for 3 seconds, saving more fuel.

With the introduction of the Q7 Hybrid, Audi is introducing a vehicle that provides the best of all worlds to SUV enthusiasts. Power, style and increased fuel economy is sure to make this vehicle a show-stopper when it hits showroom floors in the not too distant future.

Acura TL

Not satisfied with just being good-looking and well-equipped, The 2005 edition of the Acura TL bespeaks smoothness, inside and out.
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The interior is thoughtfully laid out, nice healthy analog knobs where needed, and buttons large enough not to miss. The navigation system is simply the most useful and (more important) easy to use. The seating is very comfortable fore and aft with good cargo space under the fully retracting trunk lid.
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Now that is how instruments should be illuminated! My theory is that some eager young design engineers keep showing automotive managers artists renderings of "cool and sexy" all-red instrument ilumination. On paper, maybe. In real live driving situations, you can have your blurry dashes. Besides, a red indicator should be indicating a problem.
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We had a gas with the 270-horsepower, 3.2-liter V6 which provided plenty of power at any engine speed. The automatic transmission is absolutely seamless; you'll have to concentrate to notice gear changes. The steering and handling are precise without being hyper-sensitive. It's all been carefully balanced. It is quite simply an effortless drive - winning plaudits equally from male and female drivers and passengers. Don't you dare think about sports sedans without including the Acuras.
Specs

POWERTRAIN
Engine Type
3.2-liter, SOHC VTEC V-6 Horsepower,
SAE Net 270 hp @ 6200 rpm Torque,
SAE Net 238 lbs-ft @ 5000 rpm Redline 6800 rpm Bore & Stroke
3.50 in x 3.39 in (89 mm x 86 mm)
Displacement 196 cu in (3210 cc)
Compression Ratio 11.0:1
Induction System Programmed Fuel Injection (PGM-FI)
Valvetrain Variable Valve Timing and Lift Electronic Control (VTECÔ),
4 valves-per-cylinder, belt-driven, single overhead camshaft
Engine Block Aluminum alloy with cast in iron cylinder liners
Cylinder Head Aluminum alloy
Emission Control Electronic Emission Control –
CARB LEV-2 ULEV/ EPA Tier 2-Bin 5
Ignition System Direct ignition system with knock control system
Alternator 130 amp. max Battery 12V,
maintenance free
Recommended Fuel Premium Unleaded, 91 Octane
Layout Transverse mounted, front engine, front-wheel-drive
Transmissions 5-speed automatic transmission with Sequential SportShift
and Grade Logic ControlorClose-ratio 6-speed manual transmission
with helical gear limited slip differential Ratios (:1)
Manual Transmission1st 3.9332nd 2.4783rd 1.7004th 1.2505th
0.9756th 0.770Reverse 4.008Final 3.285
Automatic Transmission1st 2.5632nd 1.5523rd 1.0214th
0.6665th 0.480Reverse 1.846Final 4.428


CHASSIS
Body Type All-steel unit body Front Suspension Independent double-wishbone
with coil springs and stabilizer bar
Rear Suspension Independent multi-link, double-wishbone with coil springs
and stabilizer bar
Shock Absorbers Gas-pressurized with Progressive Valve technology,
front and rear Stabilizer Bars
Automatic TransmissionFront: 1.0 in. diameter 0.18 in.
wall thickness (25.4 mm) x (4.5 mm) Rear: 0.67 in. diameter,
solid (17.0 mm)
Manual TransmissionFront: 1.07 in. diameter 0.20 in wall thickness
(27.2 mm) x (5.0 mm) Rear: 0.79 in. diameter, solid (20 mm)
Steering Type Torque-sensing, variable power-assisted rack-and-pinion
Steering Ratio 15.4:1
Steering Wheel Turns (lock to lock) 2.77
Turning Circle (curb to curb) 39.7 ft (12.1 m)
Wheels 17 x 8 JJ cast-aluminum alloy Tires P235/45R17 93W Bridgestone
Turanza All-Season235/45R17 93W Bridgestone Potentza High-Performance
(optional for models with 6-speed MT)
Braking System Dual-diagonal, power-assisted, 4-wheel disc brakes
with ABS Front Discs
Automatic transmissionVentilated, 11.4 in (300 mm) diameter;
1.1 in (28 mm) rotor thickness
Manual transmissionBrembo ventilated, 12.2 in (310 mm) diameter,
0.98 in (25 mm) rotor thickness
Rear Discs Solid, 11.1 in (282 mm) diameter; 0.35 in (9 mm)
rotor thickness
Total Swept Area Front: 242.4 sq in² (1564 cm2)
Rear: 169.9 sq in² (1096 cm2) Anti-lock Braking System (ABS)
3-channel system with 4 wheel speed sensors and electric/hydraulic
control Vehicle Stability Assist (VSA) system
Throttle control and brake control utilizing yaw, lateral g,
speed and steering sensors for traction control and stability enhancement
Traction Control System (TCS) Incorporated into VSA


CAPACITIES
Crankcase 4.2 US qt (4.0 L)
Cooling System A
utomatic Transmission8.6 US qt (8.1 L)
Manual Transmission8.3 US qt (7.9 L)
Fuel Tank 17.0 US gal (64.7 L)
Volume Passenger 97.9 cu ft
Cargo Cargo w/ Navigation System 12.5 cu ft 12.3 cu ft
Total w/ Navigation System 110.4 cu ft110.2 cu ft


FUEL ECONOMY EPA Fuel Mileage – City / Highway
Automatic Transmission20/28Manual Transmission20/30


EXTERIOR DIMENSIONS Wheelbase 107.9 in (2740 mm)
Track, front 62.1 in (1577 mm)
Track, rear 62.0 in (1576 mm)
Overall Length 189.3 in (4809 mm)
Overall Width 72.2 in (1835 mm)
Overall Height 56.7 in (1441 mm)
Minimum Ground Clearance 5.8 in (148.0 mm)
Non-Load 4.4 in (111 mm)
Full-Load Curb Weight
Automatic Transmission3575 lb (1621 kg)
Manual Transmission3482 lb (1580 kg)
w/ optional Acura Navigation System
w/ optional high performance tires
w/ optional Acura Navigation System
and high performance tires 3582 lb (1625 kg)N/AN/A 3489 lb (1583 kg)
3491 lb (1584 kg)3498 lb (1587 kg)
Weight Distribution (% front / rear)w/ optional
Acura Navigation Systemw/ optional high performance tiresw/
optional Acura Navigation System and high performance tires
Automatic Transmission 61.4/38.6 61.2/38.8N/AN/A
Manual Transmission60.0/40.059.9/40.160.0/40.059.8/40.2


INTERIOR DIMENSIONS
Front Head Room 38.7 in (984 mm)
Leg Room 42.8 in (1088 mm)
Hip Room 55.6 in (1412 mm)
Shoulder Room 58.3 in (1482 mm)
Rear Head Room 37.2 in (945 mm)
Leg Room 34.9 in (887 mm)
Hip Room 53.8 in (1367 mm)
Shoulder Room 55.7 in (1414 mm)

WARRANTIES
Vehicle 4-year / 50,000-mile limited warranty Outer Body Rust-Through
5-year / unlimited-mile limited warranty Acura Total Luxury Care (TLC)
with roadside assistance 4-year / 50,000-mile

Acura RL

SPECIFICATIONS
MODEL: Acura RL
ENGINE: 3.5-liter V6
HORSEPOWER/TORQUE: 300 hp @ 6,200 rpm/260 lb.-ft. @ 5,000 rpm
TRANSMISSION: 5-speed automatic with sequential sport shift
WHEELBASE: 110.2 in.
LENGTH x WIDTH x HEIGHT: 193.6 x 72.7 x 57.1 in.
TIRES: P245/50R17 all-season
TRUNK: 13.1 cu. ft.
ECONOMY: 18 mpg city/26 mpg highway
PRICE: $49,470


Acura may have been one of the first Japanese luxury car nameplates, but it has never gained the reputation for super-luxury that the Lexus LS or Infiniti Q have. Yet, with a smaller 3.5-liter V6 engine compared to the V8 engines of the competition, the Acura RL doesn't lack for performance or luxury.

The RL's first impression is a neat one. There's no key, as is the fashion with many cars these days. Just keep the key fob with you and sensors in the car will recognize it and unlock the doors when you approach. You also don't need a key to fire up the engine, nor is there one of those annoying "engine start" buttons. You turn the ignition switch as you would if you had a key, but there isn't one.

The 3.5-literSOHC V6 engine is quiet, yet it offers a load of power. Delivering 300 horsepower, there's nothing this engine can't do. It can get you to illegal speeds quickly, and can get you through any winding road you choose to look for.

Power reaches the wheels through a 5-speed automatic transmission with a sequential shifter. With the sequential shifter, you can use either the shift lever or paddles located behind the steering wheel. The right one's for upshifts, the left for downshifts. I shifted to manual mode for a nice trip on a favorite winding road that is best with a manual. I didn't tell my wife. When we reached the end of the section, I mentioned that I was shifting manually. She admitted she didn't notice, which is a compliment since my shifting normally isn't the smoothest around. The paddles are also quicker than pushing or pulling the lever.

The RL has permanent all-wheel drive, much like the Lexus GS. This doesn't make the RL an off-road car, but the AWD system aids in handling and can make driving on snow or wet roads that much easier. The AWD eliminates any tire chirp on hard acceleration, but I'll trade the chirp for security.

Besides the paddles behind the wheel, the RL had audio controls on the left of the steering wheel and cruise control switches on the right. There's also an information switch inset on the right, as well as the switch for voice controls.

In the center of the dash is the navigation screen. This also gives information on the audio - what station you're listening to, what the CD is, what the tune is on XM satellite radio. If you don't hit the "okay, I promise not to be distracted" button, the screen goes black and is less of a distraction.

All the screen functions are controlled by a master joy knob on the console, similar to BMW's I Drive. Maybe I'm becoming more used to these master joy knobs, but the RL's seemed more intuitive than some others I've used. It had to be intuitive, there was no owner's manual in the car. As a luxury car should have, the Acura RL has a tasteful dash, with white numbers on black backgrounds for the instruments, and red pointers. At night there is a faint blue light that is much less annoying than Volkswagen's more garish blue instrument lighting. There is tasteful wood trim on the dash console that added a feeling of luxury.

Seats were perforated leather and the front seats were heated. The HVAC system was automatic and dual zone. Rear seats offered very good leg room and excellent comfort. The RL has a rather long 110-inch wheelbase that is used to create the leg room in the rear. The rear side windows have manual shades to eliminate sun glare (or gain privacy if you're a movie star). There's a shade for the rear window as well that is controlled from the dash.

Among the other features I found useful were the turn signal lights on the outside rear mirrors. There are assist handles over all four doors to aid in entry. And under the hood all the dipsticks and fillers are clearly marked.

While the Acura RL hasn't gained a super-luxury reputation, I feel it's still among the best. It's also smaller and sprightlier, or at least it feels so. It's also less expensive, and that's a good thing.

Original Site : http://www.theautochannel.com/

Acura RL

Acura TSX

One must make rapid adjustments in this business. After a week driving the Honda Ridgeline pickup and acclimating to its size I traded it in for a strikingly red (Milano Red they call it) Acura TSX. My first impression was how tiny the rear-view mirrors are. Oh yea, this is a little car not a big trailer-hauler. And, look at that; a stubby little shifter with a six-speed pattern imprinted on its brass-colored, perhaps nickel, leather-wrapped knob. We’re going to enjoy this one.

The Japanese-built TSX, first introduced as a 2004 model, is Acura’s entry into the small sport sedan market, competing with BMW 3-Series, Audi A-4, Mercedes C-class and Lexus IS. And a good competitor it is. Based on the European Accord platform it’s smaller and much more agile than the US Accord. At around, $30,000 this 5-passenger, front-wheel-drive sport sedan with amazing standard content is a real contender in its class.

After getting the seat and mirrors right I scooted onto the Jefferies Expressway around the corner from the press car pick-up place near downtown Detroit. The entrance ramp is long and straight so I opened her up. I was just barely out of third gear and I was merging with light traffic at over 70 mph. The engine is amazingly smooth and effortless. What a hoot! I love a quick little sport sedan – especially in red.

That great 2.4-liter 4-cylinder engine is a willing revver. Red line on the tach is 7,100 rpm but the rev limiter doesn’t kick in until 7,400. And, here’s my first criticism: what’s up with that rev limiter? Most cars feel like they’re running out of gas when the limiter kicks in - sort of a gentle loss of power. This Acura feels like someone jerked the hand brake, throwing me forward harshly. On the positive side, it feels great at those higher rpms – smooth and easy - to motor along on the freeway keeping the revs up to 4- or 5-grand. The iVTEC™ engine management system, featuring Variable Valve Timing and Lift Electronic Control, makes for a broad power range. The system works with dual cam profiles on a single shaft. For 2006 Acura increased the horsepower substantially to 205. That doesn’t sound like a big jump from the previous 200-horsepower but there is a new SAE standard for measuring horsepower and I’m assured that the increase is substantial. While less than awesome, the thrust is plenty gratifying for this performance enthusiast and Tune-up is recommended at 100,000 miles whether it needs it or not.

Premium fuel is recommended and the EPA estimates are 22 mpg city and 30 highway for the six-speed stick; 22/31 for the automatic. The engine is certified as LEV2 (low-emissions vehicle) by the California Air Resources Board. The fuel tank holds 17.1 gallons. Our test car weighed 3268 pounds. Coefficient of drag is an amazingly slick 0.27 partly achieved through unusual attention to undercarriage design as well as a smooth shape above. Through two tanks of fuel this week, including some spirited driving, we were consistently in the 28- to 30-mpg range.

ABS and Vehicle Stability Assist (adjusts brake pressure and power to the wheels) keeps us from getting into trouble with overconfidence. The system can be disengaged if you’re looking for some extra fun slipping and sliding.

Honda is very good at designing a lot of usable space into a small package and the TSX is a good example. Smaller than an Accord and larger than a Civic the TSX has plenty of passenger space. It feels roomier inside than the 3-Series BMW but I’ve not compared the measurements. Cargo volume is 13 cubic feet.

Our test car is equipped with the navigation system. Browsing around without reading the book I could manage most functions. With an 8-inch screen the map is easy to read. I don’t tend to use these navigation systems much unless I’m in unfamiliar territory and as a low-tech kind of guy I’m not all that intrigued by them. Colleagues who know about these things say the Acura’s navigation system is one of the best.

A few days into my week with the TSX we had occasion chase some orphan cars around Ann Arbor, which means a nice back road run with some twisty bits, through the little burg of Hell, along an end moraine left behind by the glaciers. (The orphan cars were doing a bit of a road trip in preparation for the Orphan Car Show at the Hudson dealership in Ypsilanti.) That route, Patterson Lake Road, has been badly neglected by Livingston County leaving it lumpy and bumpy and pocked. The TSX demonstrated its prowess by dancing over those rough spots with poise and perfect control. The damping of the suspension is just right to maximize sporty handling characteristics without a hint of harshness. The torque-sensitive, variable power assisted steering has a precise feel. The drive-by-wire throttle senses changes in driver input and adjusts itself for just the right resistance. The race-inspired, double wish bone independent suspension front and rear kept those Michelins firmly planted in spite of our pushing it hard.

Warranty is 4 years/50,000 miles on the vehicle, 6 years/70,000 miles on the powertrain and 5 years/unlimited miles on rust-through.

Since its introduction as a 2004 model the Acura TSX has been one of Car & Driver magazine’s 10 Best Sport Sedan. NHTSA has awarded the TSX a 5-Star rating (the best) for safety and the IIHS named it a Best Pick in frontal impact tests.

I’m impressed with the pricing of the TSX. The base price is $27,890, and it matters not whether one wants the sophisticated 5-speed automatic with manual mode, or the close-ratio, short-throw 6-speed stick. For that price the cars has more content than anything else in its class, we might say “full-zoot.” It comes with soft, perforated leather seats, moonroof, power everything, heated seats, dual exhaust, 8-way power drivers seat, 4-way front passenger seat, premium sound system with Bluetooth compatibility, XM Satellite-ready, auxiliary jack for iPod or other MP3 player, 17-inch aluminum alloy wheels shod with low-profile 50-series all-season Michelins, and more smart air bags than a Senate hearing. Add 2-grand to the price for the optional navigation system with 8-inch screen and voice recognition that will handle 650 commands. There are a few options one might add, but I’m not sure what more one might want or need. I might go for the $4,300 boy racer option called A-Spec which involves lots of performance enhancements, some of which may compromise every-day roadability.

I’m not sure how many Acura dealers there are but there are none closer than 60 miles to my mid Michigan location.

Sadly, I have to turn the TSX in this afternoon, so I’ll make the best of my drive back to Detroit – probably through Hell again। I’m picking up the award-winning Civic SI, another handling and performing icon from Honda. So I’ll have driven through Hell and back for Honda today, and mighty pleased to do so.