2011 Kia Sorento SX Review

SX MODEL SOLD EXCLUSIVELY WITH V6

The new model comes with a choice of a new 175-horsepower, 2.3-liter 4-cylinder engine, or a gutsy 3.5-liter V6. There are six trim levels to consider, from the base front wheel drive with the 2.3 engine, up to the SX model, with All-Wheel-Drive and the V6 – like our test car. 

Starting with the drivetrain, the 3.5-liter V6 puts out 276 horsepower and 248 ft-lbs of torque. And even though the AWD Sorento pushes two tons, acceleration is brisk. Power comes on smoothly, and the motor is willing to rev.  It’s also quiet and has both a refined feel and sound.

There is a green Eco light on the speedometer to let you know when you are driving in the most economical way. And if you are, it won’t be hard to hit the EPA-listed 19-mpg city number, although the 25-mpg highway number is a mile or two too optimistic. 

UPGRADED SUSPENSION KEY TO CHANGING SORENTO’S FEEL

A new 6-speed manumatic transmission works flawlessly in the normal Drive mode.  Manual shifts do come at a lazy pace, but this isn’t meant to be a sportscar. The AWD system does come in handy (especially in a Chicago snowstorm), and really adds a major degree of confidence when the traction is poor. Along with AWD, the Sorento also has a push button locking center differential for particularly sticky situations, which coupled with a rather generous 7.1-inch ground clearance makes this a great performer in the deep stuff.

Also aiding in the Sorento’s competence are all the electronic goodies like Traction Control, Electronic Stability Control, and the 4-wheel disc ABS brakes with Electronic Brake Distribution, and Brake Assist. And while the Sorento may not be rated for off-road Rubicon trail riding, it does have Hill Assist Control and a push button Downhill Brake Control for those times when you wish to leave the paved tarmac.

The ride quality is surprisingly good thanks to upgraded shocks. There’s plenty of suspension travel and damping to tackle pot-holes, and still offer a solid quiet ride. On the highway the only intrusion into the cabin comes from the tires. Steering is light and quick, and the Sorento has a tight turning circle. Cornering is surprisingly good with a 10mm lower ride height compared to the standard model resulting in body lean that is better than most vehicles in this class.

A NEAR-LUXURY INTERIOR

The cabin is quiet, with very little wind noise. The appointments look rich, with the standard heated leather seats that are both wide enough to be comfortable, yet bolstered enough to be supportive. The driver gets 8-way power seats with lumbar support, while the passenger seat is manual.

The center stack is dominated by the standard Navigation Screen that’s easy to operate and includes a back-up camera. The steering wheel puts the Infinity 10-speaker sound system, cruise control, and Bluetooth telephone controls at your fingertips, while dual zone heating and air controls are operated by large round dials and easy to use push buttons. At the base of the stack is a large storage bin with dual 12-volt outlets to plug in any accessories you have, plus there’s an iPod plug to run your MP3 player through the radio system, and store it right there. And while it’s hard to recall testing a car with a sound system that can be classified as being poor quality, this one stands out as being exceptionally good. 

The second row offers good comfort with supportive seats and reclining seatbacks for relaxed riding. The fold down armrest is equipped with dual cupholders. Legroom is good, and so is the headroom. The middle seat passenger will feel cramped, but it will work in a pinch.

CRAMPED 3RD ROW

The SX model has third row seating for two munchkins, however, you can only get to the third row seat from the passengers side. Of course it’s always safer to load the kids back there on the sidewalk side of the vehicle, but if you’re putting them into the car from your driveway, it’s a pain to have to walk around the car to do it.  There is, however, a fan control for the HVAC system back there and outlets for air flow. 

Cargo room with the third seat up is a minimal 9.1 cubic feet, with a few bags of groceries being the only thing you can put back there. But with the seats folded, you get a more spacious 37 cubic feet, and if you put all the seats down, 72 cubic feet are at your disposal. 

Styling is aggressive with a big grill and lower air intake, plus integrated fog lights.  Viewed from the side, the Sorento looks sleek, and has a rising beltline and tapered side windows to give the illusion of a sloping rear roof section.  But the roof doesn’t slope as much as it appears, so the Sorento retains the headroom for second and third row passengers.

The Kia Sorento is much like its Hyundai Santa Fe cousin in that it’s loaded with features at a reasonable price. What makes the top line SX different from the well equipped EX is 18-inch wheels, roof rack rails, the Infinity Sound System, the NAV system with back-up camera and real time traffic, interior accent illuminations, auto dimming rearview mirror with Homelink, and leather trimmed and heated front seats. And there are a host of other amenities that come standard including a 10 year/100,000 mile powertrain warranty and 5 year/60,000 mile warranty on the rest of the car. 

THE VERDICT

Along with the added features, the 18-inch wheels and upgraded suspension make the Sorento SX more fun to drive, and when equipped with AWD it’s also perfectly suited to northern climates.

The test car was priced at $33,895, and the only option was the Panoramic Sunroof over the rear seats at a cost of $1,200.

Compared to the rest of the Sorento lineup the SX trim seems pricey, but option out an EX trim model with all the same goodies and you’re looking at paying roughly the same. And besides, with Kias already competitively-priced compared to rivals, even a high-zoot model comes off as a bargain.

Source : autoguide.com

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2011 Subaru Forester Review

It was one of the first, part of a triumvirate in fact, of small, Japanese car-based ‘crossover’ utilities that hit North American shores in the mid-1990s. But the Subaru Forester stood out, not only in being the most car-like, but also in providing the best utility and traction on slippery surfaces.

It proved to be quite the hit and generated a loyal fan base as well as a financial shot in the arm for the quirky Japanese brand.

The Forester was updated for 2003, later adding a sporty XT version with a turbocharged 2.5-liter boxer engine; that proved to be a surprising sleeper of a performance vehicle, able to embarrass a number of ‘bona fide’ sporty cars.  However, it was still a niche vehicle and its original competitors, the Toyota RAV4 and Honda CR-V, despite offering less utility, character and performance, continued to outsell it.

For 2009, the Forester was extensively re-designed, emerging as a more mainstream and lower priced offering. It proved a good move for Subaru, this third generation model more than doubling sales in the first year, but commercial success came at a price – it was far less distinctive than it’s predecessor.

But for the revamped sheetmetal, updated chassis, enhanced fully-independent suspension and symmetrical all-wheel drive system, engines were largely carried over – the 2009-10 Forester being powered by a variation of the same 2.5-liter horizontally opposed four cylinder found in the Impreza and Legacy. However, to give Subaru credit, unlike many smaller crossovers with AWD, both manual and automatic transmissions were available.

THIRD GENERATION BOXER ENGINE

Now into its third year, the current Forester is due for some updates, the biggest one being a new engine in normally aspirated X models. True to form, it’s a horizontally opposed ‘boxer’ unit, heck it’s even sized at 2.5-liters, but beyond that, there’s little in common with the EJ25 of old. It’s actually of slightly larger actual displacement (2498 cc, versus 2457), but sports a smaller bore and a longer stroke. According to Subaru engineers, this was primarily done to improve torque delivery at slightly lower rpm – the new engine is rated at 174 ft-lbs at 4100 rpm (versus 170 at 4800 rpm on the old motor).

Maximum horsepower remains at 170, though it’s now delivered at lower rpm as well (5800 revs, versus 6000). Other features include new dual overhead cam heads (the previous normally aspirated boxer had just a single camshaft on each), plus timing chains instead of belts for reduced maintenance. Subaru’s active valve control is also employed on the intake cams and a new intake manifold is designed to improve airflow and aid torque delivery.

As with last year’s rig, the 2011 Forester is available with a choice of five-speed manual gearbox, or four-speed automatic transmission. Although we didn’t get the chance to drive the manual during our recent winter evaluation, the combination of the third generation boxer engine and four-speed works rather well, though, given that many competitors now offer five or even six-speed autos in some cases, an extra cog or two would certainly benefit.

The new motor feels noticeably smoother, especially under part throttle, with better pickup in the mid rpm range than before. However, it’s still relatively noisy by modern four-cylinder standards, though Subie diehards will likely love it because of the fact.

Subaru claims that fuel economy is improved slightly – the new normally aspirated engine is rated at 21/27 mpg (city/highway) versus last year’s 20/27-mpg rating with the manual and 20/26-mpg rating with the automatic. In reality, the difference is barely noticeable, especially when driving in cold weather, not helped by that four-speed automatic. It’s one significant area where the Forester falls short of other competitors we’ve tested, including the CR-V and RAV4; which have posted equal or better mileage under similar test conditions.

The difference between the Subie and its rivals isn’t a big as the numbers would at first suggest, however, with the 31-mpg stats from the likes of Hyundai and GM only for front-drive models, while the Forester is AWD only.

GOOD HANDLING AND GRIP

In terms of overall dynamics, the Forester is one of the more lively compact crossovers, the steering is fairly linear and the little trucklet boasts good turn in. The all-independent suspension and chassis work well together, delivering a good blend of capable handling and decent ride comfort, even on bumpy roads. Grip is most definitely a strength of this vehicle – over heavily snow covered roads and a few trails we encountered, the Subie never got stuck, in contrast with Honda’s CR-V which has an AWD system that borders on hopeless.

Ground clearance (at 8.9 inches) is also surprisingly good for a crossover, enough to clear most ditches on mild off-road trails, though the Forester remains most content on tarmac and loose gravel roads. Braking is good too, the vented front and solid rear discs work well and even under slippery conditions, the electronic brake distribution and ABS system is one of the more effective we’ve encountered on small crossovers, not overtly aggressive, but active enough to prevent serious sliding under panic stops.

In terms of other changes for 2011, Subaru has reshuffled trim levels. The base 2.5 normally aspirated X remains, priced at $20,495, along with the $23,195 Premium and $26,495 Limited, but a new Touring model slots in above the Limited as the top of the line offering, priced at $27,995 (or an additional two grand more with the turbocharged 2.5 engine, which is carried over from last year).

Standard features on the Touring include HID headlights with automatic low beam adjustment, dual zone automatic climate control, rear back up camera and dash mounted screen, electroluminescent gauges, outside mirrors with integrated turn signals and silver roof rails. (XT models are also available as $26,995 Premium package rigs).

Other new features for 2011, include standard Bluetooth wireless communication on all Foresters bar the base 2.5X, an upgraded audio system for Premium package equipped models with six speakers, audio streaming, iPod compatibility and USB port among other things, an optional (and removable) TomTom navigation system on 2.5X Premium models with a 4.3-inch screen, and an automatic up/down driver’s side window as standard on all but the base 2.5X.

On the outside a new 17-inch wheel is fitted to the Premium package Forester, while the hot rod XT gets a new body colored rear roof spoiler.

In terms of overall fit and finish, the Forester is decent, with sound cabin ergonomics, though the base interior with its AM/FM stereo looks somewhat antiquated, especially compared with competitors like the Chevy Equinox and Hyundai Tucson.

THE VERDICT

Subaru has done rather well with the current generation Forester, even though its launch coincided with one of the worst recessions in recent memory. For 2011, the addition of a new engine on the X model, results in a vehicle that’s just that bit more civilized and useable in every day driving. And while it might not win any awards in the fuel economy category, the combination of standard symmetrical all-wheel drive, a good chassis and surprising amount of cargo space (69 cubic feet with the seats stowed), make it an attractive proposition, especially in view of the price.

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Mitsubishi Lancer Evolution SE Review

Over the course of our weeklong test, we drove the Evo around Los Angeles in traffic, on the open road in the Nevada desert, and on the track at Spring Mountain in the hopes of learning whether this hopped-up family sedan could truly be all things to all people. What we learned was this: everything good comes at a price.

SE TRIM LEVEL OFFERS BEST OF BOTH WORLDS

The Evo is available in three trim levels in the U.S. All three come with the same 291 horsepower turbocharged 2.0-liter 4-cylinder engine and AWD system. All three come with a wider body than the base lancer, and excellent Recaro front seats. The entry-level GSR provides a 5-speed manual transmission and not much else. The top-tier MR model adds the 6-speed SST Twin-Clutch transmission, bigger wheels, upgraded suspension, and boy-racer bodywork, including the trademark gigantic rear wing.

Our test car, the SE model, slots in between the two, combining the best performance bits from the MR package, including the transmission, with the GSR’s bodywork and interior plus a lower-profile “touring lip” spoiler. It truly is the best of both worlds in the Evo universe.

At first glance (and first drive), it seems that yes, the Evo just might be one of the few cars that can do it all. Five adults can fit somewhat comfortably. It’s properly quick, able to hit 60 in 4.6 seconds on the way to a 13.2 second ¼ mile at 103 mph. And its all-wheel drive system comes with different pre-programmed settings for Tarmac (pavement), Gravel, and Snow, which is great for those who live in northern climates or have rally racing aspirations. And the twin-clutch transmission shifts quickly and smoothly, but also works well as an automatic when cruising around urban Los Angeles streets or while stuck in traffic.

DAILY DRIVING SHOWS EVO’S FLAWS

In order to fully evaluate the Evo’s potential as a daily-drivable performance car, we took a road trip 280 miles to Pahrump, Nevada, home of Spring Mountain Motorsports Ranch, a beautiful, private race track where we could run the Evo at ten-tenths in a safe environment. Almost immediately, problems arose.

First, the engine: As you’d expect, there’s plenty of turbo lag, which is fine, but when left in automatic (non-sport) mode, the ECU keeps the engine spinning quite a bit faster than we’re used to, producing an awful droning sound throughout the cabin. Worse, when stopped and idling, there’s a clearly audible “flutter” sound transmitted directly into the driver’s ear canal, which sounds like someone’s grinding a stiletto heel into a canary. Why the engine has to idle at 1500 rpm, we’ll never know. It’s not a very good sounding engine, this, until you reach about 5000 rpm and are rewarded with a turbo “whoosh” that lasts until the 7000 rpm redline.

A base Evo SE costs $34,550 with no additional options (our test car was so equipped). It’s clear to us that about $33,000 was spent on the drivetrain, with the remaining $1,550 invested in body and interior. The dash, while simple and straightforward, must have been styled by the same people who designed the back of my Mitsubishi television. It even looks like they used the same materials.

CHEAP INTERIOR, BRUTAL FUEL ECONOMY

With the exception of the steering wheel, shifter, and Recaro seats, everything else in the interior is ‘80s GM-grade awful. The radio is basic, doesn’t sound very good, and resets to FM mode even if left in Auxiliary mode at shutoff. That Auxiliary mode requires an RCA cable, not even a USB or headphone jack. What is this, 1987? Everything else is as analog as can be. The center tunnel surrounding the shifter and parking brake is so cheap that simply by pushing on it, it's possible to shift the entire tunnel about an inch to the right.

And then there’s the fuel economy: it sucks. You’d think that with a 2.0-liter engine, 25-30 mpg would be a no-brainer on an open freeway. Wrong. At a steady cruising speed of 80 mph on the way to Pahrump, in automatic mode, we averaged 15 mpg. Mitsubishi quotes the fuel capacity for the Evo at 14.5 gallons, which means if we ran the tank completely dry, we would have made it 217 miles.

Starting from full, we drove 130 miles before the fuel gauge started flashing “low” at us. Either the gauge is particularly conservative, or the tank is more like 12 gallons. Either way, when driving at a more brisk pace in the canyons or on the track, a full tank will only last about 80 miles.

The 280 mile drive from Los Angeles to Pahrump required two fuel stops. Furthermore, although the Evo has plenty of seating space for five, the trunk has barely enough luggage space for overnight bags for two. With our two backpacks and helmets, the trunk was completely full.

On a more positive note, the Evo’s excellent seats are not only supportive, but quite comfortable for a road trip. The adjustable Bilstein struts and Eibach springs, standard with the SE, are tuned for sporty driving but aren’t overly harsh except on the worst roads, and inspire confidence when taking freeway exit ramps at ridiculously high speed. The huge Brembo brakes scrub off speed as well as many exotics, great for sport driving as well as safety.

OK, so the Evo isn’t exactly ideal for a road trip, but what about its performance on the track?

A TRACK MASTER IF EVER THERE WAS ONE

The second we pulled out of pit exit onto Spring Mountain’s 3.4 mile, 24 turn road course, everything we didn’t like about the Evo was forgotten. On the track, the Evo is a rock star. It remains perfectly composed through every corner. Under hard braking and turn-in, the Evo is happy to rotate its back end into the apex, and mashing the gas early allows its AWD system to sort out where the power goes, enabling wonderful four-wheel drifts to turn exit.

Keeping the turbo spooled up is easy with the SST Transmission’s paddles, and there’s just the right amount of power to get you from corner to corner quickly. High-speed bends can be taken flat-out while the car puts up zero fuss, and last-minute braking becomes the norm after three or four laps. It’s a rare thing that a street car comes with more braking power than it needs, especially at this price point, and it took a full ten laps around Spring Mountain (that’s 35 miles of serious driving) to notice any fading at all.

As a testament to how easy it is to drive fast and keep the car facing forward on pavement, we will say this: This author has never, ever, in my whole history of driving cars on race tracks, spent so much time at full throttle or under full threshold braking.

Considering how easy it is to extract even more performance from the Evo using simple bolt-on parts and software, we’d have to say that the Evo is the perfect ‘beginner’ track car in stock form. As the driver’s skills improve, he could upgrade the car to suit his needs. Plus, on the track, things like interior build quality, styling, trunk space, and fuel range mean absolutely nothing.

We walked away from our track session sweating, smiling, and amazed at just how good the Evo is when pushed to its limits, and how high those limits actually are.

THE VERDICT

So, is the Evo perfect, as so many teenagers would have you believe? No, certainly not.

It’s track prowess and canyon carving ability, unfortunately, are overshadowed by dismal interior quality, poor fuel economy and range, and questionable styling. However, if we someday find ourselves with a spare $20,000 to spend on a private track membership at Spring Mountain, we’d sell our own souls to the Devil to put one in our trackside garage.

Source : autoguide.com

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BMW 1-Series Convertible 2012 Review

BMW announced several modifications to the 2012 BMW 1-Series Convertible that accentuate efficiency and premium quality. The unmistakable profile of the BMW 1-Series Convertible, which represents the purest expression of BMW DNA is now sharper than ever. The new design of the front fascia includes BMW’s innovative Air Curtain that counters turbulence near the wheel arches and so reduces the aerodynamic resistance of the vehicle. New exterior design accents have been incorporated into the headlight and tail light clusters. In the interior, new switches and controls have a more refined look and feel. The updated BMW 1-Series Convertible will go on sale in the Spring of 2011.

For drivers whose definition of Joy includes wind in the face and sunshine above, the BMW 1-Series Convertible continues the tradition established by the iconic BMW 2002 sport sedan. The essence of such driving purity – a responsive inline-6 engine perfectly positioned within a rear-drive chassis to provide balanced, sporty dynamics – is at the heart of this compact four-seat convertible. For the 2012 model year, two versions are available with inline-6 power: the 128i and the 135i.

Powered by a 3.0-liter, 230 horsepower inline-6 engine that generates 200 lb-ft of torque, the 128i Convertible features BMW’s Valvetronic throttle-less intake technology and aluminum/magnesium construction – core elements of BMW’s EfficientDynamics.

The 2012 BMW 135i features BMW’s newest, 3.0-liter inline-6 engine. Equipped with a single, twin-scroll turbocharger and BMW’s revolutionary Valvetronic throttle-less intake technology, the engine produces 300 horsepower and 300 lb-ft of torque. Refered to internally as the “N55″, the engine reaches peak torque at 1,200 rpm and maintains peak torque all the way to 5,000 rpm. With High Precision direct gasoline injectors, optimum performance and fuel efficiency are achieved with even faster engine response across the entire engine speed range. For the 135i Convertible, acceleration from 0-60 mph is accomplished with the standard 6-speed manual transmission in 5.4 seconds.

The 135i can be equipped with BMW’s 7-speed Double Clutch Transmission (DCT), as featured on the BMW Z4 Roadster. Equipped with DCT, the 135i Convertible will accomplish the 0-60 mph sprint in a scorching 5.3 seconds. A 6-speed Steptronic automatic remains o ptional on the 128i. So equipped, the 128i Convertible runs 0-60 mph in 7.0 seconds, or 6.4 seconds with the standard 6-speed manual transmission.

Innovative Aerodynamics: Air Curtains

Consistency between form and function is crucial to engineers at BMW who seek perfect balance of various aerodynamic factors in the wind tunnel. As a result, the new Air Curtain is BMW’s latest aerodynamic innovation. Introduced first on the BMW 1-Series M Coupe, the Air Curtain will now be a standard feature on the 128i Convertible. The Air Curtain improves air flow around the front wheel arches with the benefit of significantly reduced turbulence. The 128i Convertible can also be equipped with special Aero Wheels to further enhance the performance of the Air Curtain system.

This innovative feature consists of openings in the outer section of the lower front fascia that route high-pressure air through ducts at each front corner. The ducts are approximately 10 x 3 centimeters wide and are designed to channel air to openings at the front of each wheel arch, where it is discharged through a very narrow opening at high speed. The escaping air stream covers the side of the front wheels like a curtain, thereby reducing aerodynamically unfavorable turbulence around the rotating wheels.

Air Curtain has a key role to play in the development of future aerodynamic innovations. An example of the air curtain principle was first presented in the concept study BMW Vision EfficientDynamics at the International Motor Show (IAA) in Frankfurt in 2009, and the developers of the BMW 1-Series M Coupe took on the pioneering task of applying this element to a production vehicle. To do so, they utilized the unique capabilities of the new full-scale “rolling road” Aerolab wind tunnel at the BMW Group’s new Aerodynamic Testing Center. Now it has been added to the 128i Convertible.

Distinctive BMW Convertible appearance

In a mere 22 seconds – even on the move at speeds up to 25 miles per hour – occupants of the BMW 1-Series Convertible can go from encapsulated comfort to top-down exhilaration. If conditions dictate, the electro-hydraulically-operated softtop can be raised within the same 22 seconds, producing a distinctive silhouette enhanced by long frameless doors. The characteristic features of the BMW kidney-shaped grill, front skirt, door sills and rear skirt are identical to those of the BMW 1-Series Coupe.

The standard softtop is available in either black or taupe cloth, but it is the optional Moonlight Black version which is unique to the BMW 1-Series Convertible. Interwoven with fine shiny metallic fibers, this distinctive top produces a shimmery metallic silver appearance in sunlight. The visual effect enhances the convertible’s exciting range of nine colors which includes an exclusive hue: Cashmere Silver Metallic.

A distinctive feature of the BMW 1-Series Convertible is the flared shoulder line which runs parallel to the road. This shoulder line flows from the hood past the A pillar to the trunk lid, forming a surface which encompasses the entire interior, giving the impression of a boat deck.

The view from the rear is influenced by the position of the softtop: with the top lowered, completely concealed in the tail, the look is flat and elegant; the appearance with the top up is broad shouldered. The trunk lid has an integrated spoiler chiseled into the rear end of the car to accentuate the short rear section. On the 135i, an additional lip spoiler provides greater downforce on the rear end at high speeds.

The individual sections within the L-shaped rear taillights give the vehicle a lower, sportier look. Horizontal lights integrated in the rear light clusters offer a homogeneous lighting effect with the help of light-emitting diodes (LEDs). This light design, as found on other BMW models, makes the BMW 1-Series Convertible stand out at night. Also, the Adaptive Brake Lights operating in two stages in relation to brake application force are yet another feature typical of BMW, with the additional benefit of extra safety on the road.

The standard (on the 135i) Adaptive Xenon Headlights (optional on the 128i), complete with integrated cornering lights, make driving in the dark safer than ever. The daytime running light function, in typical BMW style, uses the four corona rings around each headlight to enhance the visibility of the car under normal and “murky” light conditions.

Convertible interior features technology enhanced comfort, convenience

Two unique BMW 1-Series Convertible features provide increased driver and passenger comfort, thus improving the overall experience regardless of the top’s position. The optional Boston leather incorporates BMW’s Sun Reflective Technology where pigments worked into the upholstery mitigate the effect of the sun’s ultraviolet rays. Excessive heating of the seats and armrest is diminished, especially for darker interior colors. The overall effect can produce surface temperatures some 20 degrees Fahrenheit below a comparable “normal” leather interior.

The standard upholstery is sporty and comfortable Leatherette, which is also the covering on the optional Sport Package’s sport seats with enhanced side support (Boston leather can be selected for this package).

The climate-control system in the BMW 1-Series Convertible has an additional convertible mode (compared to the system in the BMW 1-Series Coupe) designed for open-roof conditions. The three standard modes; gentle, medium and intensive, react primarily to interior sensors, while the convertible mode reacts less to interior temperature and more to the exterior temperature and sunlight factors to establish the intensity of the ventilation. Turbulence in the roof-down cabin can be reduced by an available wind deflector which can be affixed to the sides of the vehicle with a few adjustments. The wind deflector allows for conversation at normal sound levels and the ability to enjoy the wide variety of audio and communication offerings which include SIRIUS satellite radio, HD radio, the optional Premium Sound system, and Bluetooth. For simple and straightforward connection of an MP3 player, an auxiliary input jack is standard and a USB port for direct control of an Apple iPod or iPhone media player is available as an option.

The control console for the entertainment and climate-control functions is integrated smoothly and harmoniously into the dashboard through its soft radii and flowing surfaces. With the optional navigation system, the iDrive controller is integrated in the center console, following BMW’s characteristic philosophy of full driver control at all times. Galvanized pearl gloss surfaces adorn the interior door handles, the glove compartment handle, the radio’s rotary knobs, the knobs of the automatic climate control system, the iDrive controller, and the ornamental trim strips featured on the sport steering wheel.

Spacious trunk supplemented by folding seat backs and storage bag

An active couple can carry their gear, regardless of the season, thanks to the generous trunk space offered by the BMW 1-Series Convertible. Two golf bags will fit in the trunk of the BMW 1-Series Convertible – even with the top down! Lowering the soft top produces a storage space that is 8 cubic-feet, which does not include the optional large storage bag that extends into the passenger compartment and can accommodate two snow boards or a golf bag without soiling the upholstery. A zippered opening allows access into the storage bag from within the passenger compartment.

High-tech suspension with newly-developed differential

In typical BMW configuration, the BMW 1-Series Convertible transmits power to the rear wheels exclusively. This concept – engine at the front, drive wheels at the rear – guarantees optimum traction, near-perfect weight distribution front-to-rear, excellent directional stability, and predictable handling.

The BMW 1-Series Convertible has a sophisticated suspension system with an aluminum double-pivot front suspension and a five-link fully independent rear suspension in lightweight steel. BMW’s Dynamic Stability Control (DSC) also includes a Dynamic Traction Control (DTC) function that provides electronic intervention to prevent loss of vehicle control, but at a higher threshold before activation. This allows the driver to experience more spirited driving on dry roads and offers more flexibility when driving in more challenging conditions such as in snow. If the driver desires, both DSC and DTC can be disabled entirely. Optional Active Steering – a variable ratio steering system exclusive to BMW – is available on the 135i Convertible. In addition to its duties as a safety system, the DSC system on the 135i Convertible is programmed specifically to enhance performance-oriented driving.

The rear differential on the BMW 1-Series comes from a new generation of final drives optimized for running smoothness and fuel efficiency. Featuring double-helical ball bearings for the first time, the differential runs at an even lower operating temperature reached more quickly than before thanks to the reduction of fluid required in the differential. Electronic rear brake management is always used to simulate a differential lock for stronger acceleration in turns and low-traction conditions.

The front suspension on the BMW 1-Series is also built to a unique standard in its competitive group. The double-pivot spring and strut front suspension with its anti-roll bar, is made largely of aluminum and offers an optimum combination of stiffness and low weight. The stable track control arms and thrust rods, as well as near-perfect wheel positioning, make an important contribution to the car’s driving dynamics.

M-inspired design for the M Sport Package

Model year 2009 saw the introduction of a new M Sport Package, which is standard on the 135i and optional on the 128i. Features of the M Sport Package include an Aero kit for reduced lift at speed (standard on 135i), an increased top speed limiter, better brake cooling, and enhanced aesthetics while the Sports Suspension offers higher traction and reduced body roll with unique wheels and performance tires. Unfortunately, the M Sport Package deletes the Air Curtain feature.

On the 135i Convertible, the Sports Suspension also includes a high-performance brake system incorporating 6-piston fixed calipers on the front and 2-piston calipers at the rear. Additionally, the M Sport Package for both models includes BMW Individual high-gloss Shadowline exterior trim, sport seats, and M branded trim components including driver footrest, gearshift knob (for manual transmission), and door sills. Finally, LeMans Blue Metallic exterior paint is available exclusively when the M Sport Package is ordered.

Safety equipment maximized for convertible design

The four standard airbags in the 2012 BMW 1-Series Convertible are designed for the optimum protection of the car’s occupants. The advanced frontal airbags are activated in stages relative to impact severity while the side airbags integrated into the sides of the front seat backrests reduce the risk of injury at chest, hip and head levels in side impact situations. The BMW 1-Series Convertible also comes with crash-optimized seats with active headrests designed to reduce the risk of neck injury in an impact from the rear.

All seats within the BMW 1-Series Convertible are fitted with three-point inertia-reel seat belts and headrests, with the front seat belts fastened on to the frames of the driver’s and front passenger’s seats, keeping the belt in an optimum position around the occupant’s hips regardless of seat height or fore-aft placement.

Also, the driver’s pedals move back automatically with a predetermined amount of deformation in the event of a frontal collision so that the risk of driver foot injury is reduced. And last but not least, the rear seats come standard with LATCH attachments for child seats. The 2012 BMW 1-Series Convertible is equipped with a roll-over sensor, which continually monitors the vertical and horizontal movements of the vehicle. As soon as the sensors register the danger of the vehicle rolling over, two roll bars are extended in fractions of a second from their storage areas behind the rear headrests. Simultaneously, the front-seat-belt tensioners are activated. Further roll-over protection is offered by the optimized stability of the A pillar and windshield frame.

Source : automild.com

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2011 Ford F-450, an AW Drivers Log

INTERACTIVE EDITOR DALE JEWETT: This Ford F-450 Super Duty is about as big as it gets before you need to carry a CDL.

I took this truck and lived with it for several days for two reasons:

1. I like pickups--that's part of my Iowa roots.

2. It was looking a bit forlorn in the garage.

I was prepared for a bruising ride and plenty of slop in the steering, my preconceptions of a really heavy-duty truck. I couldn't have been more wrong.

It wouldn't be my first choice as a city dweller, but I could easily live with this truck as my daily driver, especially in a rural setting. Step rails on the side and grab handles on the A- and B-pillars make it easy to get in and out. Even when the truck is unloaded, the ride is comfortable, with hardly any hint of the expected rear-axle sidestep when rolling over bumps and potholes.

Given the truck's ground clearance, the pole handle and step built into the tailgate were a big help for getting in and out of the bed. And the factory-applied bed liner looked and felt plenty robust. I was glad to have the truck on the night I picked up a new snow thrower to handle the Michigan winter (electric start!).

This truck's main purpose is hauling, either a full bed or a nice fifth-wheel trailer. The new Power Stroke diesel engine pairs nicely with the six-speed automatic. No, I didn't tow with this truck--but I want to!

EDITORIAL INTERN JAKE LINGEMAN: Big Fast. That's what I'm calling this vehicle. Man, it's big, and jeez, it's fast. Put your foot down on the highway, and it will blow past almost anything else on the road. More than 700 lb-ft of torque! Enough to peel the pavement back like an area rug.

The ride isn't terrible, either. I thought the heavy-duty GMC we had was really bouncy, unloaded. This Ford doesn't seem as tightly sprung.

It will tow 16,000 pounds; that's enough for a small cruise ship or three large cars. It'll carry about 5,000 pounds more in the bed, good for about two cubic yards of rock, more than enough for a residential landscaping job.

That's how you have to think about these heavy-duty trucks, as a crew foreman.

Speaking of foremen, the instrument clusters in these full-size Fords are packed with technology for the job site. They have the tool-tag feature, which lets users put RFID tags on their tools so they won't misplace them. You can access files on an office computer right from the dash. And one truck in the fleet can be designated “Crew Chief” and can track the locations of the others.

When it comes to big trucks, I think our preferences are in our genes. I'm a Ford man myself, not sure why; the F-Series trucks seem to appeal to me more than others. I have friends, who are probably more familiar with trucks than I am, who swear by Chevy. Then there are the Ram guys.

Pickup trucks are so powerful and luxurious (and expensive) today that it really comes down to buyer preference. Ford men will take the F-450, Dodge guys can have the Ram, and Chevy guys take the Silverado. I'd guess most don't even cross-shop. All good trucks, all near the $50,000-to-$60,000 range. Pick your flavor and hitch up that Caterpillar!

2011 Ford F-450 4X4 DRW Crew Cab Lariat Styleside

Base Price: $58,370

As Tested: $63,655

Drivetrain: 6.7-liter turbodiesel V8; 4WD, six-speed automatic

Output: 390 hp @ 2,800 rpm, 735 lb-ft @ 1,600 rpm

Curb Weight: 8,170 lb

Options: Lariat Ultimate package, including power sliding moonroof, navigation system with satellite radio, memory group, remote-start system, rearview camera, tailgate step, heated seats ($3,995); spray-in bedliner ($450); fifth-wheel hitch prep ($370); all-terrain tires ($150); upfitter switches ($125); cable lock ($120); heavy-duty alternator ($75)

Source : autoweek.com

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