2011 Mercedes-Benz S63 Exterior

The S63 AMG sports an aluminum and steel body with 19" light-alloy multispoke wheels in the front and back, shod with 255/40 tires in front, and 275/40 tires in the rear, and covered with a high-sheen finish. The S63 will feature LED turn signals in front, and in the back, 52 LEDS form a "C" on both tail lights. In front, the S63 will feature a more pronounced, arrow shaped radiatior grille, and "6.3 AMG" on the front wing, and newly redesigned exterior mirrors. In the rear, the S63 will have new AMG sport exhaust with two sets of double chromed tips. The S63 will also feature squared off front headlamps with LED lights in addition to the traditional lights.

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2011 Lincoln MKS information

The MKS is based on Ford's D3 platform, which is shared with the current Ford Taurus and other vehicles. The car is front-wheel drive with optional all-wheel drive. The MKS is powered by a 3.7 L Duratec V6 mated to a 6-speed automatic transmission. An optional EcoBoost 3.5 L twin-turbo, direct injection V6 is also available.

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2011 Ford Fiesta Popularity

In early 2009, total sales of the Fiesta since its launch 33 years earlier passed the 3,500,000 mark in Britain, making it the second most popular car ever sold there. It has been Britain's most popular new car in 1990, 1991, 1996, 1997, 1998 and 2009.

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2011 Audi R8 Tv SHOW

The television show Top Gear compared the Nissan GT-R to the R8, and remarked that the R8 was "simultaneously less impressive and yet somehow more involving". On the R8 they wrote that "it rewards driver input", calling it "fantastic in a way that will appeal more to true car enthusiasts", but also remarked that it was "much slower", and the GT-R was cheaper.On their test track, the car performed better than a Lamborghini Gallardo and an Aston Martin DB9.

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2011 Lexus IS F Review

Lexus IS-F

You'll have to look very closely to see the on-the-surface differences made to the refreshed 2011 Lexus IS F, which is slated to make its world debut at this month's 2010 Paris auto show. In fact the only revision to the IS F's exterior are newly fitted LED driving lights, supposedly added to make the Lexus easier to spot at high speeds (and not to follow the Audi-led trend).

Working within a tight budget, chief engineer Yukihiko Yaguchi tells us that he was basically happy with the car's exterior styling and that he placed far more importance on "taking the IS F to the next level in handling and ride quality." Good idea, because the IS F was certainly in need of some next level work in that area.

With its throaty exhaust note, the IS F is a beast, packing a 416 horsepower, 5.0-liter V-8 mated to an 8-speed, flappy-paddle gearbox. But pushed hard, the car's chassis would become unsettled, especially at the rear end.

That is not the case with the 2011 revision, which squats nicely in the corners and hangs on like an angry pit bull. Behind the wheel of a pre-production Australian-spec model at Fuji Speedway recently, we were more than impressed at the improvements that Yaguchi and his team have made to the car's high-speed cornering stability.

Although the powertrain and the car's 3800-lb curb weight remain the same, the suspension settings have been totally recalibrated. The combination of spring rate revisions and dampers, fitted with new high performance valves in addition to reinforced suspension member connectors and bushes, permit more front-end suspension stroke yet firm up the rear end. This generates greater traction and stability at high speeds. An unexpected byproduct of this revision is the car's more compliant ride, which Yaguchi says "was a bonus but something we aimed for." Adjustments to the steering power-assist mechanism made for more precise and accurate turn-in as well as greater feedback through the wheel.

The results are that the 2011 IS F can now be pushed even harder into corners; it stays more composed under heavy braking, at turn-in, and while experiencing changes of road camber and elevation. The IS F also exhibits less understeer and more rear wheel grip and stability. In fact, the rear end is now so tied down that a slight enhancement of front-end downforce might generate even greater all-round traction and stability. The new model laps the 2.8-mile Fuji Speedway in 2 minutes, 3.4 seconds -- nearly two seconds faster than its predecessor -- thanks to Yaguchi's subtle, yet substantial, modifications.

Lexus IS-F


Lexus IS-F


Online Car Buying Tip :
First and foremost, you need to examine your budget & have your own credit history ready.
Know your automobile needs are :haul heavy equipment? a sizeable family or head up a carpool? travel far or use the car rarely?
Then go to the manufacturers' Web sites to check out the cars and the available options.
Make sure you go to more than one pricing site to get the best idea of the average price (know the difference between MSRP & Sticker).
If you plan to trade in a car you already own, you want to know the price of your trade-in.
Read More car reviews in magazines and online helps on top of opinion from friends & relatives on the car.
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Land Rover Freelander SD4 Review

Land Rover Freelander SD4

What is it?
Land Rover seems to be on to a good thing with this, its latest version of the Freelander 2.
It's not enough to deliver better fuel economy and lower emissions these days. Buyers want more poke as well. The revised 2.2-litre turbodiesel in this model offers more power and torque than the old spec, at the same time meeting Euro 5 emissions standards and improving its CO2 and economy figures.

The new motor is available in two states of tune: TD4, which has 148bhp and comes with a manual gearbox (an auto is a £1515 option), or the SD4, tested here, which has 187bhp and is available with the six-speed automatic transmission only.

In this range-topping HSE trim, it will set you back an eye-watering £35,510. At that price, Land Rover will need to have improved the Freelander’s interior feel, fit and finish. For the most part that’s been achieved.

What's it like?
It’s a lot more Range Rover-like in there, in terms of dashboard architecture, and most of the materials used are of a higher quality than before (HSE brings swish leather, which adds to the luxury).
Some of the bits you actually touch – switchgear for the heater controls and the stereo – remain oddly chunky and plasticky, mind you, so this still feels like a cabin built for hard use more than plush cruising.

On the road, th new motor pulls strongly from low revs, while the six-speed auto shifts smoothly and avoids clumsy moments.

The powertrain isn’t exactly quiet, though; BMW’s X3 xDrive20d, the SD4’s rival on price and performance, would be a bit more refined through the rev range. Once you’re up to speed, though, the Freelander’s engine fades into the background; it’s a decent motorway cruiser.

The chassis set-up feels little changed – which is to say that it’s comfortable and composed, albeit with steering that’s quite aggressive around the straight ahead. And the Freelander’s trump card – its class-leading off-road ability – is still at the core of the package.

Should I buy one?

This is a worthy upgrade, then. It does feel like a refresh more than an entire new model generation, but even that should be enough to keep the Freelander at the sharp end of plenty of shortlists.

Land Rover Freelander SD4


Land Rover Freelander SD4

Online Car Buying Tip :
First and foremost, you need to examine your budget & have your own credit history ready.
Know your automobile needs are :haul heavy equipment? a sizeable family or head up a carpool? travel far or use the car rarely?
Then go to the manufacturers' Web sites to check out the cars and the available options.
Make sure you go to more than one pricing site to get the best idea of the average price (know the difference between MSRP & Sticker).
If you plan to trade in a car you already own, you want to know the price of your trade-in.
Read More car reviews in magazines and online helps on top of opinion from friends & relatives on the car.
Review Source

Citroen C4 HDi 150 Review

Citro‰n C4 HDi 150


What is it?

You're looking at the new Citroen C4, France's latest rival for the VW Golf and Ford Focus. It will be launched at the Paris show in a couple of weeks' time and is due to reach the UK market in January 2011. Citroen bosses say the C4 is their third offering in a promised wave of new models that began, after an overhaul of the company's objectives, with the C5 in 2008 and the C3 in 2009.

The C4, which uses the middle edition of PSA's three new platforms on which almost everything new will be based, has MacPherson strut front suspension and a twist-beam set-up at the rear. It is around 5cm longer than the outgoing car (at 4.33 metres) and also a couple of centimetres longer and wider, but thanks to a stringent weight-saving campaign it is no heavier – a decent achievement, given that the C4 has already achieved a five-star NCAP rating for crash safety.

The new C4 comes with an engine line-up of four four-cylinder diesels ranging from 91 to 148bhp, including a special low-emissions 'e' version of the staple 110bhp engine that undercuts the previous model's emissions by "up to 15 per cent". Three four-cylinder petrol units, ranging from 94 to 153bhp, will also be offered. The lower-output C4 engines get five-speed manual gearboxes; the upper-end models get six-speeders.

The new ultra-low-emissions 110 diesel and the top-spec 153bhp petrol unit are both offered with PSA's love-it-or-hate-it six-speed automated manual, a transmission they confusingly describe as "clutchless". There's also a conventional four-speed auto available with the 118bhp petrol engine.

What's it like?

It's pretty conventional, really. The shape is neat and competent, with long styling lines on the sides to emphasise its length, a clever clamshell bonnet and the familiar incorporation of the Citroen chevron badge into the leading edge of the bonnet.

Despite being a bit bigger, it also manages to look more compact than the outgoing car. But in this crowded market sector there's nothing special or memorable about its looks; it's almost as if Citroen has made the C4 a 'non-halo' car to make room for the forthcoming bob-tailed DS4 high-rider, which will also be at Paris.

The interior is conventionally comfortable, with nicely chosen materials and a three-dial fascia with better standard equipment than many rivals, and lots of options. Interior room is similar to that of the previous car, which set a good standard in the class.

Notably absent is the outgoing C4's fixed steering wheel boss, which carried most of the car's key switches and was a real USP (Citroen explains the loss by claiming it has saved 3.5kg in weight). The new layout is intuitive and works well enough; the company has seen the need to spice it up a bit with gimmicks like choices of instrument light colouring and a choice of tones for the turn indicator click. This shows the direction of its concerns.

Better news on the road. Our test car was a 148bhp HDi diesel whose strong, torquey performance, allied with low noise and vibration, immediately made itself apparent.

Our test car also had a fluent six-speed manual gearbox whose long-legged top was an especially good cruising gear. Citroen says it has made exceptional efforts with seat comfort and noise suppression, and the success of this is clear as soon as you begin to drive.

Allied to these achievements is the smooth ride for which the non-sports versions of the outgoing car were also known, plus enhanced quietness over bumps. Road and mechanical noise are low, focusing some attention on the car's wind noise, which is moderate for the class.

Should I buy one?
The C4 is a modern, refined and comfortable driving machine – albeit with nothing truly special to lift it away from the many C-segment cars that also fit this description.

Choosing it first probably comes down to three things: whether you're a Citroen enthusiast, whether it's a purchase from a local dealer you trust, or whether the deal is sharper than any you can do with a rival. If you do choose a C4 you'll be getting a good, albeit undistinguished, new car.
Price: £21,995 (est); Top speed: 129mph; 0-62mph: 8.6sec; Economy 56.5mpg; CO2: 127g/km; Kerb weight: 1320kg; Power: 148bhp at 3750rpm; Torque: 251lb ft at 2000-2750rpm; Gearbox: Six-speed manual

Citro‰n C4 HDi 150


Citro‰n C4 HDi 150


Online Car Buying Tip :
First and foremost, you need to examine your budget & have your own credit history ready.
Know your automobile needs are :haul heavy equipment? a sizeable family or head up a carpool? travel far or use the car rarely?
Then go to the manufacturers' Web sites to check out the cars and the available options.
Make sure you go to more than one pricing site to get the best idea of the average price (know the difference between MSRP & Sticker).
If you plan to trade in a car you already own, you want to know the price of your trade-in.
Read More car reviews in magazines and online helps on top of opinion from friends & relatives on the car.
Review Source

Peugeot RCZ 200 THP review

Peugeot RCZ 200 THP

What is it?
It’s the flagship 197bhp Peugeot RCZ, now on sale in the UK costing a not inconsiderable £25,050. It’s a very handsome thing on the road, even if the front end does have rather a lot in common with the standard 308 CC.

Technical highlights?
The engine is the obvious one here, so for a change I’d like to talk about the gearbox. Instead of the ponderous, sloppy shift and long, long gearing of the RCZ 156 we drove recently, the 200 has a newly developed six-speed manual gearbox, and it’s really rather good. Nice crisp, short throw lever and well judged gearing.

What’s it like to drive?
The damping is particularly impressive – it’s a much tauter car than you might expect, yet still manages to round off bumps rather nicely. The chassis is stiff, the wide track helps minimise bodyroll and around corners its incisive enough to be entertaining. If the roads are wet then understeer will build and it’s here you’ll discover that the RCZ’s tail doesn’t really want to get involved in the cornering process. Even with the traction control turned off (incidentally, it can be fully disabled) the RCZ is a more inert than we’d hoped.



But it is very quick and composed across the ground and although the steering isn’t as sharp as the suspension, neither is it hopelessly disconnected. In fact the whole car feels pretty together.

How does it compare?
The Audi TT is the obvious rival here, and the RCZ runs into a few difficulties. It’s not that it’s slower or worse to drive than the £26,475 Audi, because the French coupe is competitive in both areas. But the interior ergonomics let it down. The seats are flat, unsupportive and too high, the switchgear on the centre console can’t be reached unless you lean forward and the build quality isn’t quite there.

I’d also like to throw another rival into the mix – the Renaultsport Megane 250. No, not quite as dramatic to look at, but cheaper (£24,160), faster, and better to drive.

Anything else I need to know?
It’s not a hatchback, so practicality is limited. On the plus side the boot is big – far more generously proportioned than the rear seats, in fact.

Peugeot RCZ 200 THP


Peugeot RCZ 200 THP

Online Car Buying Tip :
First and foremost, you need to examine your budget & have your own credit history ready.
Know your automobile needs are :haul heavy equipment? a sizeable family or head up a carpool? travel far or use the car rarely?
Then go to the manufacturers' Web sites to check out the cars and the available options.
Make sure you go to more than one pricing site to get the best idea of the average price (know the difference between MSRP & Sticker).
If you plan to trade in a car you already own, you want to know the price of your trade-in.
Read More car reviews in magazines and online helps on top of opinion from friends & relatives on the car.
Review Source