About lancer
For this test we’ve rounded up the unusual suspects. They’re easy to spot — small, boxy mobiles costumed up to be extraordinarily conspicuous in broad daylight, little contrarians rebelling against the blurring sameness of ordinary cars.
They’re easy to spot, these rebels, but tricky to define, leading us to paraphrase the Supreme Court’s definition of obscenity: We know ‘em when we see ‘em.
Arguably, Chrysler’s PT Cruiser started it all in 2001. Read the rest of this entry »
Tips And Pointers For Passing Your DMV Test
The fact is that if you intend to drive, you have to first pass a driver’s test to get your licence. A two part test, with one being a written and the other being an actual on the read driving test with an evaluator sitting next to you in the passenger seat. Now you need to understand that the people who administer both the written and the driving test are very serious about what they do.
Now the secret to passing the written part is easy. That’s that you need to study it, and study it well. Now it does make it easier to remember if you can have someone drive you around town so you can see the actual rules in place. School zone speed limits, and other laws that you are going to find on your study booklet. There’s a heck of a lot to learn.
Now the actual driving part of the test of course requires a lot of practice too, but even then there’s a whole list of things that you can do, “and not do” to give you an edge. Things like making sure that your car is clean inside and out, and making sure that you aren’t chewing gum or even something as stupid as bringing along a drink, or listening to music.
Now one other sensible thing that you can do is to scout out a small rural town near where you live, and take your driving test at the DMV there. You see, you can take your test at any DMV in your state, so if you’re lucky enough to have a small town with uncrowned roads near by then go there and put in a little bit of practice. Also make sure to start out at the DMV office, and drive towards the busiest area to become familiar with them.
Now when it’s time to take your actual drivers test there are a few things that you will want to do and a few things that you definitely don’t want to do, and it all starts out before you even leave the parking lot. For instance be straight forward and business like, and don’t try to engage your evaluator in friendly conversation. It won’t do you a bit of good.
Simply get into your car, show them your proof of insurance, put on your seat belt, check your mirror, and wait for him or her to tell you to start the vehicle. Now as stated above, they will take you through some difficult areas, so if you make a small mistake along the way don’t panic. Just keep your cool, keep on driving, and complete your test.
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Possibly Audi’s most significant launch in what will prove to be a busy 2011 is the new Audi A6, a car that represents the German manufacturer’s serious assault on the market share of its arch rivals, BMW and Mercedes.
Aimed squarely at an executive audience the new A6 saloon (an estate version will come later in the year) comes loaded with options that will see the purchase price quickly move north of the f30,145 entry-level 2.0 TDI. Three other engines are available when the range reaches showrooms in April – the 3.0 TDI, A6 TDI quattro and the sole petrol version, the 3.0 TFSI quattro which tops the price range at f41,620. So, has Audi done enough to tempt buyers away from the opposition?
Gallery: The Audi A6 launch
Although at first sight the new A6 isn’t much of a departure from its predecessor, there are substantial improvements, primarily in the car’s engineering. The A6, weighing 80kg less than the old version, is now the lightest vehicle in its class through greater incorporation of aluminium into its construction; it’s also 12mm shorter but actually offers more leg and head room.
Looking for an Audi A6? Search with Autotrader
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Key features include the active lane assist which helps to keep the car within the white lines on the road; adaptive cruise control that regulates the speed and distance to the vehicle ahead; side assist that tells the driver through flashing lights on the wing mirrors of immediate dangers; parking assist which enables the A6 to take over manoeuvering while the driver only needs to operate the gas and brake; and the night vision assistant. This helps the driver to see people in the dark more easily through the thermal imaging camera in the front grille.
Inside the car and the gadgets and gizmos are abundant. Standard SE models come with climate control, satnav with 6.5-inch digital display and voice control (which slides into the dash when not in use), and a 180-watt soundsystem complete with 10 speakers. Wifi technology is included so you can connect devices to the internet while on the move. Move into S trim and buyers enjoy electric sports seats and 18-inch wheels. They can also upgrade to a Bang & Olufsen sound system and television.
As well as the new technological advances, Audi has developed new efficiencies for the A6; electromechanical steering is introduced as standard along with automatic start-stop, both of which help with fuel economy while fuel consumption throughout the range has fallen by up to 19 per cent, even as performance and torque figures have risen.
The most efficient engine is the 2.0 TDI, which uses an average of 4.9 litres of fuel per 100km and emits 129g Co2 per km. Integrated into the driver information system is the efficiency programme which details the contribution each technological component is making to fuel efficiency and even gives tips for fuel-efficient gear shifting. Adaptive air suspension is available as an option, allowing the driver to set the damping to dynamic, comfort or auto which lowers the body on the road for improved stability and lower fuel consumption.
So, with all these new bells and whistles, what is it actually like to drive? Our test drives were mostly focused on the 3.0 TFSI quattro and the 2.0 TDI, the latter being the model that Audi expects will make up 75% of its sales in the UK. The TFSI, while rapid – and it ate up motorway miles with ease – was perhaps the most disappointing. The car provides plenty of comfort and luxury but as a driving experience it was strangely detached; even playing with the drive select system made little difference.
However, the diesel version was much more fun. The manual gearbox immediately gave a more engaged drive. Body control and handling was impressive on twisty Sicilian mountain roads which also helped to demonstrate the notable acceleration and torque characteristics of the 175bhp powerplant. Steering was sharp and accurate – a real highlight of the car on the hairpins that filled one of our routes. Road noise was minimal even at speed while the ride just oozed comfort. As the entry-level model, the 2.0 TDI has much to shout about and we can see why Audi is pinning its hopes on it with regard to sales volumes.
The new A6 has certainly moved up a notch and offers buyers huge amounts of comfort and luxury, both important considerations for this market segment and existing customers can be expected to snap them up. Where perhaps Audi may suffer is in winning over a new audience for the higher spec models and releasing them from the clutches of their German rivals but this is still an executive range worthy of serious consideration.
Gallery: The Audi A6 launch
Related links
New Audi A6 range launched
Audi unveils all-new A6
Audi pins 2011 sportscar hopes on new coupe
Looking for an Audi A6? Search with Autotrader
Order your car brochures and book test drives here
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Until Dutch specialty carmaker Spyker took the plunge and bought Saab from General Motors, there was a good chance this car would never have been built. True, the new 9-5 had been seen on the auto-show circuit, but had GM failed to find a buyer for Saab and completed the liquidation of the company, this sedan would have remained stillborn. That would have been a pity, because this is the best Saab for some time and, ironically, the best one developed under GM’s 20-year ownership.
The basis of the 2011 9-5 is GM’s Epsilon platform that also underpins the . Compared with the previous-generation car, now in its 13th year, the latest 9-5 is 6.8 inches longer, at 197.2 inches overall, and 3.0 inches wider, at 73.5 inches. It rides on a 5.3-inch-longer wheelbase of 111.7 inches. Dimensionally, it’s bigger than the Audi A6, Volvo S80, and BMW 5-series.
The car will be available in the United States with two engines. At launch, we’ll see the 9-5 Aero with the turbocharged 2.8-liter V-6 that’s also fitted to the
, making 300 hp and 295 lb-ft of torque. This engine drives all four wheels through a paddle-shifted six-speed automatic transmission and Saab’s XWD all-wheel-drive system. XWD uses a Haldex clutch pack with a standard rear electronic limited-slip differential. In September, Saab will offer a 2.0T model powered by a direct-injection version of the 2.0-liter four-cylinder engine that’s used in the 9-3. It will make 220 hp and 258 lb-ft of torque in this guise. The 2.0T will be available with front-wheel drive, mated to a standard six-speed manual or optional six-speed automatic transmission. All-wheel drive in the 2.0T will be available in other markets but is not yet confirmed for the U.S.
Different Models, Different Suspensions
The two models use slightly different suspensions. The Aero has GM’s so-called
that essentially decouples the steering knuckle from the strut, increasing the longitudinal stiffness and reducing torque steer. The 2.0 turbo, however, has a conventional front strut layout. At the back, there’s a so-called H-arm multilink suspension that Saab says gives better ride comfort and noise, vibration, and harshness characteristics than the simpler four-link setup fitted to European-market models equipped with small-capacity diesel engines. Base Aero models have 18-inch wheels and tires, but cool 19s are available for $750.
The Aero gets electronically controlled shocks as standard with three driver-selectable modes: comfort, intelligent, and sport. (The system is optional on the 2.0T.) The comfort setting has lighter steering effort than sport, a less aggressive throttle map and shift points, and softer damping. In the intelligent setting, the damping stiffens to the same level as sport under hard cornering but reverts to the softest setting in a straight line. Really aggressive driving in the intelligent mode firms up the steering, but the shift points and the throttle map remain unchanged. In the sport mode, a driver can also mix and match settings using the onboard computer.
Retro Cues, Not Retro Design
According to chief designer Simon Padian, certain elements of the 9-5 hark back to old Saabs, but it’s not a retro design. Inspiration, he says, also comes from the
of 2006. “The wraparound windshield, the hockey-stick rear side glass, the concave C-pillar that goes back to the 99, and the clean body side that sticks to Scandinavian design philosophy are traditional Saab cues,” he says. We like the exterior design—it’s striking and very different from its competitors in the $40,000-plus luxury-car market.
Inside, too, the 9-5 is quite simple and unadorned. Unfortunately, all the interiors on the cars we drove were dark—there is a lighter color available—giving an overwhelmingly dour ambience that’s barely leavened by a multitude of alloy accents around the doors, shift lever, and center stack. The design is very functional, however, and Saab pays homage to its past with an engine-start button that is situated behind the shift lever on the center console. Rear-seat riders will love the amount of legroom, which makes a 5-series seem positively parsimonious.
The Aero model gets plenty of standard features, including xenon headlamps, dual-zone climate control, power front seats, leather seating trim, front and rear park assist, a nine-speaker Harman/Kardon audio system, and Bluetooth hands-free phone connectivity. Options on the $49,990 Aero include an 11-speaker, surround-sound audio system ($995); a Technology package that features a lane-departure gizmo and a head-up display ($825); an excellent navigation system with an eight-inch screen ($2395); and a rear-seat DVD entertainment system packaged with rear-seat climate controls ($2130). There’s also a cargo management system that employs a U-shaped rail in the trunk that costs $250, but we couldn’t see any real advantage of this. Fully loaded, an Aero gets into the mid-$50,000 bracket. According to Saab staff, the 2.0-liter turbo will start at less than $40,000.
Quick, but Not the Quickest
We drove both models, although our time in the 2.0T was brief. The Aero’s V-6 is reasonably fast but lags behind class champs such as the Infiniti M37, BMW 535i, and Audi A6 3.0T, with a claimed 0-to-62-mph time of 6.9 seconds. Part of the blame rests on the car’s weight, 4365 pounds according to Saab. The engine is smooth and quiet and has decent low-speed urge, and the six-speed automatic is as refined as the engine. Saab expects Aero EPA mileage numbers of 17 mpg in the city and 27 mpg on the highway.
Driving at speed in a straight line, we find the 9-5 rides elegantly with the shocks in comfort mode. In sport, the ride becomes quite firm, but the benefit is much better body control in the corners, as well as steering feel that’s much more positive. The 9-5 has a safe, competent chassis but lacks the communication and fluidity of the best cars in its class. We actually preferred the 2.0T, because it feels a little lighter on its feet and more engaging. Even though it gives up 80 hp to the 2.8, the peak torque of 258 lb-ft is only 37 fewer than the bigger engine, and it weighs less, especially when unencumbered by all-wheel drive. Saab claims the front-wheel-drive 2.0T is a second slower in the 0-to-62-mph sprint, but it feels almost as eager on the road as its burlier stablemate.
The 2011 9-5 is a very competent luxury sedan that looks good, drives decently, and offers a lot of room for its occupants. The clean interior design is certainly different from the class norm, and the car is priced below its German rivals—although perhaps not by as much as one might expect. The 2.0T is actually more likable than the Aero, if only because it manages to make more from less. Which, perhaps, is the way a Saab should be.
Article source: http://www.caranddriver.com/reviews/car/10q2/2011_saab_9-5-first_drive_review