One of the scribes contracted by World Car Fans just wrapped up some seat time in the supercharged MTM Audi RTT, and says, despite the love-fest going on over the Audi R8, its MTM-massaged baby brother can give it more than a run for its money.
Focusing more on outright speed than competent handling, our tuner tour guide provides us a straight-forward account of the RTT's accelerative qualities, citing a 0-62 MPH time of 4.1 seconds, a half-second less than Audi's high-dollar mid-engine masterpiece. Beyond the blower, which brings output up to 415 HP and 368 lb.-ft. of torque, the RTT also benefits from an R8-inspired body kit (€2000), although surprisingly, MTM has left the stock suspension in its place – something they'll rectify with the right amount of cash.
With an entry fee of just under €73,000, it certainly isn't for the faint of heart. But then again, neither is its performance.
[Source: World Car Fans]
MTM Audi RTT: R8-beating, Bauhaus lunacy
Kia Cee'd SW 2.0 CRDi GS sprouts a load lugger in the shape of the SW-badged estate version
The Kia Cee’d is growing fast. In addition to the five-door hatchback already on sale, an exciting three-door model will reach UK showrooms later this year, and there’s a convertible due in 2008, too.
But if you’re in need of a practical holdall, the company has another variant to suit you. Called the SW, it’s the new Cee’d estate, and it hits British dealers in September.
Auto Express drove one of the first examples in Korea in Issue 962, and gave it the thumbs up. Now the newcomer has arrived in Europe, has it got what it takes to beat established load-luggers from Ford and Vauxhall?
Well, the SW is certainly distinctive. Designed in Germany and built in Slovakia, the new estate features a sleek tail with a neat cut through the rear windows, similar to those on Peugeot’s 407 SW. And with some chunky, silver-painted roof bars, it looks the part.
At 4.5 metres, the Cee’d SW is 235mm longer than the five-door. The extra length has been added behind the rear seats. So, although there’s no additional legroom in the back and only a little more headroom, luggage capacity measures 534 litres – nearly 200 litres more than the hatchback.
The seats split 60: 40 and fold completely flat, giving a maximum space of 1,664 litres, which beats the estate versions of the Ford Focus and Vauxhall Astra. But the SW isn’t simply big. The bootlid hinges have been positioned as far into the roof as possible, which makes the opening enormous.
Add in minimal wheelarch intrusion and a low loading lip, and it’s easy to get large items into the back. Even if you’re not carrying anything bulky, the SW is still brilliantly practical, as there are handy storage trays underneath the boot floor and lots of hooks. A big cargo net is included, and there’s a 12V power point, too.
Up front, the cabin is unchanged from the five-door’s, which means there’s a reach and rake-adjustable steering wheel, a well built, logically laid-out dashboard and a USB connection for an MP3 player on the centre console. From base S through LS to top GS trim, all models get air-conditioning as standard.
Three 1.6-litre engines – a 120bhp petrol, plus 89bhp and 113bhp diesels – will be available from September. Our test car had a 138bhp 2.0-litre oil burner that is likely to arrive in March. It provides punchy acceleration, is frugal and produces only 154g/km of CO2. Most buyers will be happy with the 113bhp 1.6-litre diesel, though.
However, the trade-off for this is good body control, and with accurate steering, the SW feels agile, if ultimately not that much fun. It’s a decent long-distance car, with supportive seats and hardly any road or engine noise making it into the cabin.
So has Kia got a winner on its hands? When you factor in a starting price of around £12,500 for the base S model and a seven-year warranty, the answer has to be yes. The SW is a spacious, practical and well thought-out estate car that’s a worthy addition to the Cee’d range.Rival: Ford Focus 2.0 ZetecThe Focus is more fun to drive and has a higher-quality interior than the Cee’d. But when you look more closely, the Ford isn’t quite such a tempting package – its load area is much smaller and the price around £2,000 higher.
+ New Audi Q5 Shapes Up
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+ 2008 Mercedes-Benz C-Class: A Step In The Right Direction
+ It's Ferrari's new 'Scud' missile
+ 2007 BMW Alpina B7
+ Full Test: 2007 FPV Ford Falcon GT A Four-Door Mustang From Down Under
+ 2008 Porsche Cayenne S
+ 2007 Porsche 911 Carrera 4S Cabriolet
+ Fleet Update: 2007 Audi Q7 4.2
Car Review:Mercedes CLK 500 ISG
When it comes to boosting efficiency in petrol engines, Mercedes is playing catch-up. Premium rival Lexus already has hybrid cars, while BMW offers regenerative braking to improve fuel economy on several models.
But the three-pointed star is working hard to regain ground – and Auto Express has driven its latest development: a CLK 500 with ISG technology.
The initials stand for Integrated Starter/Generator, and in lay terms, the set-up is a stop-start system. A disc-shaped electric motor is added between the engine and automatic transmission, while a secondary battery is charged by regenerative braking and offers a power boost during hard acceleration. The main advantage is that this layout is smaller and lighter than a hybrid transmission.
For the driver, it means fuel economy is up 10 per cent from 24.8mpg to 27.3mpg, while CO2 output is estimated to drop by a similar proportion.
The stop-start technology cuts the engine when you come to a halt, and fires it up as soon as your right boot comes off the brake. By the time you are pressing the accelerator, it’s as if the V8 has been running all the time.
The powerplant also switches off if you shift the auto box into Park mode.
At least that’s how it’s supposed to work. But in the 30-degree heat of our urban drive in Germany, it didn’t. Despite having several opportunities to cut out as we stopped at traffic lights and junctions, it failed every time.
We thought the system wasn’t working properly, but later learned it was because we had turned the CLK’s air-conditioning on. Apparently, the car prioritises driver comfort over saving the planet. On a second run with the cooling system switched off, the ISG technology worked fine.
Arguably, the Mercedes stop/start isn’t as clever as it thinks it is. Yes, it can cut the engine to save fuel, but similar devices offered by rival manufacturers switch off when they realise you are coming to a halt. That means owners get every last mile from the fuel tank by freewheeling to a standstill. What’s more, bosses won’t offer the ISG technology until 2009.
Lexus RX Getting Bigger And Seven-seat RX coming
Bigger is better at Lexus. Our exclusive picture shows that the next RX will be larger than the current model – and it could even be offered as a seven-seater for the first time.
Despite this, the Japanese firm is likely to take a conservative approach to the newcomer’s styling. It will feature swept-back headlamps and the trademark Lexus grille, while the distinctive curved roof of the existing car will also be retained. Our spy shot (below) shows that the replacement’s underpinnings are already being fine-tuned in a test mule wearing the current SUV’s body.
At first glance, it looks like any other RX, but close inspection reveals that the rear lights no longer sit flush with the bodywork. That’s because the panels have been widened to account for the new platform’s bigger dimensions. This added size could pave the way for an optional third row of seats, which would put the Lexus up against BMW’s X5 when it arrives in dealers in 2009.
The new 4x4 likely to debut at that year’s Tokyo Motor Show because, although the biggest market for the RX is the US, the model will be the first SUV in Japan to wear a Lexus badge. The current generation is called the Toyota Harrier in its home market.
Recent Post:
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New Audi Q5 Shapes Up
Take a look at the best pictures yet of Audi’s Q5 compact SUV. The German firm’s engineers are putting the finishing touches to the model ahead of its unveiling at next year’s Geneva Motor Show.
A rival to the BMW X3, Land Rover Freelander and forthcoming Mercedes MLK, the Audi is based on the same platform as the A5 coupé and next-generation A4. These pictures reveal that the Q5 takes its styling inspiration from the bigger Q7.
Inside, there will be enough room to carry five adults in comfort, while the cabin is derived from the new A5. The Q5 will have limited off-road ability, and all models will feature a raised ride height and quattro four-wheel drive as standard. But with a chassis tuned for on-road handling, it will be sporty and fun to drive.
Under the bonnet, the Q5 will be offered with 2.0-litre turbo and 3.2-litre V6 petrol engines, plus 2.0-litre and 3.0 litre TDI diesels. There is also the chance Audi will make a high-performance 4.2-litre V8-powered model.
When the Q5 goes on sale in mid-2008, the range will start from around £30,000.
It isn’t the only new Audi SUV on the way – our spies have snapped a Q7 flagship, too. This has a 500bhp 6.0-litre V12 TDI diesel, an aggressive nose with deep air intakes and should cover the 0-60mph sprint in 5.5 seconds.
The model will be revealed at the Frankfurt show next month.
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Volvo V50 D5 SE Sport Mildly Revised Load Lugger Looks Better, But Does It Load Better?
Sporty, stylish and practical – the new Volvo V50 is as versatile as a Swiss army knife. But can it cut through the competition on UK roads?
The Swedish brand has revised its smallest estate range with the addition of two new engines. Alongside a fresh entry-level 2.0-litre petrol unit, there’s now the option of the potent D5 diesel powerplant for the first time.
Cosmetic revisions are limited, and only true Volvo fans will spot the wider grille, plus the revamped light covers and bumper at the front. It’s much the same story at the back, where new lamp clusters featuring LED bulbs are the only obvious difference.
None of this is bad news, though, because the V50 has always been a handsome estate. Unfortunately, it’s never been a particularly big one – and, disappointingly, the modest 417-litre boot capacity is the same as on the previous model. At least it expands to a more useful 1,307 litres with the rear seats folded down.
Opt for the SE Sport trim of the car we drove, and you get large 18-inch wheels and a full bodykit to help set your V50 apart from lesser variants. The cabin also features leather upholstery and some of the most comfortable seats on the market.
Inside, storage is improved, thanks to large door bins, while solid build quality and superior materials reinforce the V50’s premium feel.
Our test car also had the advanced Blind Spot Information System (BLIS). At £650 it’s not cheap, but the clever set-up alerts the driver to objects in the over-the-shoulder blind spot.
Rear-facing digital cameras mounted in the door mirrors monitor the areas where your vision is restricted, and flash warning lights positioned on the A-pillars if it’s unsafe to change lanes. The same system is available in the XC90, and although it takes some getting used to, it eases some of the strain of motorway driving.
In comparison, the D5 engine is a familiar piece of technology that has been tried and tested in cars across the Volvo model range. The power output has been reduced for the V50, although it still produces 178bhp and 350Nm of torque – which is enough to propel the revised load-lugger from 0-62mph in 7.9 seconds.
Thanks largely to its five-cylinder configuration, the oil-burner also has a distinctive growl – but under full throttle the noise is all too noticeable. Once cruising, refinement improves, making the Volvo a relaxed motorway cruiser.
Sport models like ours come fitted with a chassis package designed to improve handling – although as the V50 shares underpinnings with the Ford Focus, it’s stable and sure-footed anyway. Unfortunately, the steering feels a little numb. Still, the Volvo is composed in bends, and despite its large 18-inch alloy wheels, the V50’s ride is impressive. Combine this with the brand’s smooth Geartronic automatic transmission, and the estate is a soothing car to drive.
Although lower-spec variants argu-ably make more sense than the top-of-the-range SE Sport, the revised V50 is a desirable family car. Overall, it’s a solid alternative to contenders from the likes of Honda, Saab and BMW.
But it’s not cheap. If you want your Volvo with as much equipment as the option-laden model here, you will have to spend £30,240! It’s not difficult to find cheaper alternatives with more tempting prices.
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+ 2008 Porsche Cayenne S
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[source:http://www.autoexpress.co.uk/carreviews/firstdrives/209707/volvo_v50.html]
BMW X5 GETS IT RIGHT: Luxury SUV a big improvement from earlier generation
The X5 has clearly been touched by an angel. There's no earthly explanation for a vehicle making such an immense improvement from one generation to the next.
The first X5, which went on sale seven years ago, was a truck. It bore a BMW badge but offered little of the nimble handling and eager response that marks the Bavarian brand's cars.
The new X5, despite growing significantly larger and heavier, has a light-footed feel and curve-carving handling that belie its size.
Prices for the 2007 X5 start at $45,900 for a 265-horsepower 3.0si model powered by a 3.0-liter straight-six engine. The 4.8-liter V8 350-horsepower 4.8i has a $54,500 base price. All-wheel-drive is standard.
I tested a well-equipped X5 4.8i with a $71,245 sticker price. All prices exclude destination charges.
The X5 4.8i competes with luxury SUVs like the Audi Q7, Cadillac SRX, Lexus GX 470 and Mercedes-Benz M-class.
Despite the lack of some common features and its high price, the X5 holds its own with those tough competitors. The BMW's handling, looks and sophistication overcome its shortcomings.
The new X.5 is 7.4 inches longer, 2.3 inches wider and 2.0 inches taller than the model it replaces, but it looks smaller and sportier, thanks to its flowing lines and short overhangs.
The curvaceous hood and front fenders are particularly attractive. Oddly, though, the hood projects in front of the headlights where the metal curves down to the grille, giving the X5 a slightly bucktoothed look.
A minor overbite can be very appealing combined with high cheekbones and flowing hair, but it looks a bit out of place on a 5,335-pound SUV.
Passenger and cargo room increase from the first X5. Front-seat room is generous, and the rear leg and head room improve. I did not test an X5 with the optional third-row seat, but I'd be very surprised if it were comfortable for anyone older than 3.
The video screen for movies, on the other hand, delights children but is less than perfect for adults. Nearly every vehicle with a rear-seat entertainment system uses a screen that folds away -- into the roof or the center console -- when it's not in use, but the BMW's screen is fixed in place, standing at the rear of the console/armrest between the front seats.
That makes the system seem like a poorly integrated afterthought and guarantees that drivers and passengers will occasionally bump into the delicate screen.
At 21.9 cubic feet, the X5's cargo bay is useable, but considerably smaller than five-passenger versions of the Q7, SRX, GX 470 and ML 500.
The interior of the X5 I tested was attractive and modern, wrapped in black leather, warm brown wood and trimmed with understated matte chrome.
The fits between a couple of chrome trim pieces and the dashboard were slightly misaligned, however, and the iDrive system BMW uses to reduce the number of buttons for navigation, climate, audio and other systems is still over-complicated, despite refinements in the years since the feature debuted. There was also a grave lack of useful rear cupholders.
I was surprised the X5 I drove did not come with a power tailgate. The convenience feature has become routine in minivans and SUVs with prices less than half that of the BMW .
The X5 has plenty of other sophisticated features, though. They include a very effective optional sport-tuned suspension that includes road-sensing shock absorbers and adaptive roll bars.
The net result is an SUV with a comfortable boulevard ride over bumpy roads and the ability to dig in and hug curves in active driving. The X5 is the first BMW since 1961 without struts for its front suspension, replacing that venerable layout with a double-wishbone multilink design.
The speed-sensitive steering is precise and responsive, providing good feedback and on-center feel.
The X5's fuel economy -- 15 m.p.g. city/21 highway for the '07, 14/19 m.p.g. for '08 under the EPA's revised test program -- is better than V8 all-wheel-drive models of the Audi Q7, Lexus GX 470 and Mercedes ML 500, but not quite as good as the Cadillac SRX.
The 4.8-liter V8 provides excellent acceleration and the six-speed automatic transmission is smooth and precise.
The transmission's sport mode allows the engine to rev quickly all the way to the redline and shifts so quickly that the optional manual mode seems superfluous.
The X5 features BMW's latest attempt to reinvent the shifter, an appealing console-mounted lever that looks and feels like a computer game's joystick.
So press "play" and enjoy the best BMW SUVyet.
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[source:http://www.freep.com/apps/pbcs.dll/article?AID=/20070726/COL14/707260409/1015/BUSINESS02]
