2011 Mitsubishi GalEA Concept by Gábor Farkas

Mitsubishi GalEA was created by Gábor Farkas. The independent designer has now sent us yet another Mitsubishi study, this time for a replacement to the Galant sedan.The concept is named GalEA and is said to draw its inspiration from the previous, sharper-looking eighth generation Galant of the late 1990s, while sharing similar design cues with the smaller Concept CS.

Follow the jump to read Gábor’s description of the project and to get a closer look at the sporty Mitsubishi saloon in our high-res gallery and CGI videos.In a 180 degree turn, the designer re-imagined the Galant as a more distinct and aggressive looking four-door coupe model with a long hood, sloping roof, pillarless doors and a stumpy rear end.

Main dimensions

• length: 4745 mm (186.8 in)
• width: 1948 mm (79.7 in)
• height: 1343 mm (52.9 in)
• front track: 1722 mm (67.8 in)
• rear track: 1706 mm (67.2 in)
• wheelbase: 3070 mm (120.9 in)
• length/wheelbase ration: 1.55
• wheels: 205/40 R 18

New Sport Car Special Edition of Lexus IS 350C F

Lexus IS 350C F Sport Special Edition which will arrive at dealerships across the U.S. towards the end of February.Only a total of 175 exemplars will be produced, each of them featuring special elements like 19 inch dark graphite alloys wrapped in Michelin Pilot Sport tires, shock absorbers from Bilstein, lowered suspension springs, a sway bar that helps reduce body roll and Bi-Xenon High Intensity Headlamps with incorporated LEDs.

The limited run hardtop convertible comes in a choice of two new colors (Starfire Pearl or Obsidian), and features bi-Xenon headlights with LED daytime running lights, special exterior badging and 19-inch alloys in a dark graphite finish, wrapped around in 225/35 Michelin Pilot Sport tires. Heated and ventilated black-red leather sport seats with red stitching plus a new wood trim spice up the cabin.

The interior is padded with black and red leather surfaces, and both heated and cooled seats are standard. Navigation is also part of the Special Edition package, encompassing things like a rearview camera, Lexus Enform and the full host of XM infotainment features. Hit the jump for the official press blast.

Nissan Micra DIG-S Release

New car from Nissan with making a new step to reduce the CO2 emissions of its range, as the company is introducing a new version of the Micra which follows the downsizing trend.A direct injection unit with a supercharger – hence the car’s name: Direct Injection Gasoline-Supercharger (DIG-S) – the engine is the embodiment of Nissan’s PURE DRIVE strategy, delivering sparkling performance, frugal economy and exceptionally low emissions. It has been designed to meet and exceed the everyday driving demands of the modern world and is the ideal partner for Micra, Nissan’s small city car, so it is very high efficient.

The DIG-S is 1.2 liter three-cylinder turbocharged engine with 98PS (72 kW) and 95 or 115 g/km of CO2. It is mated to either manual or CVT version transmission. The top speed is 112 mph and the fuel economy reaches 68.9mpg.It is available in one body five-door body style, three trim levels – Visia, Acenta and Tekna – and with a choice of two petrol engines. As well as the DIG-S, there’s a normally aspirated version of the 1.2-litre engine, developing 59kW (80PS).The Nissan Micra DIG-S will be given its European debut at the 2011 Geneva Motor Show (March 3-13) with sales starting over the summer of 2011.

Maserati GranCabrio Sport 2012

Maserati GranCabrio Sport, This naturally aspirated engine produces in this configuration 331 kW (450 horsepower) and has 510 Nm at the peak of its rich, thick torque curve. Maserati’s Friction Reduction Program has made the Maserati GranCabrio Sport’s engine more reactive to the driver’s most-nuanced inputs, while reaching a 6% reduction in fuel consumption. This six-speed transmission is equipped with the super-fast MC Auto Shift software and has been developed for the Maserati GranCabrio Sport directly from the transmission in the Quattroporte Sport GT S.

The MC Auto Shift provides optimised gearshift response resulting in an even-greater engagement.The top speed of the Maserati GranCabrio Sport is 285 km/h.The new exterior’s  red Italian national colours, the Maserati GranCabrio Sport is characterised by a more-pronounced dynamic look. This look begins at the GranCabrio’s distinctive nose with a black grille and a Trident with red accents. The headlights now have a black look with white sidemarks, while front corner splitters and the redesigned side skirts are both body coloured, Maserati will use the 2011 Geneva Motor Show.

2012 Ford Territory Australian the Spy Shots

The new Ford Territory has been made to the Australian market.The Ford Territory has served Ford Australia VERY well in it’s first 6 years of sales,  Cue spy shots.There’s also some indication that buyers will be able to opt for an inline six-cylinder gasoline mill if the oil burner doesn’t quite suit their wallets. At this point, it’s unclear whether Australian buyers will get to play with the new MyFord Touch system that American buyers have been jockeying with in products like the 2011 Ford Edge.

Exterior of Ford Territory, at the front uses an all-new tri-plane front-end architecture. The new trapezoid-shaped main grille is one of the new Ford Territory’s most noticeable updates. New slim-line headlights with projector beam technology are another stand-out feature of the new Ford Territory’s frontal styling. The high-series Titanium variant takes this a step further with the introduction of LED (Light-Emitting Diode) position lamps integrated into its redesigned front bumper. At the bottom of Territory’s new face is a U-formed lower chin skid plate.

In interior of Ford Territory is displaying sporty and sophisticated. In an Australian Ford-first, the new Territory will be available with Ford’s advanced eight-inch colour touch screen – a technology milestone for an Australian-built Ford vehicle. This stylish and simple-to-use feature will be fitted to the Territory TS and Titanium models as standard equipment. The Ford Territory TX will be fitted with a 5.8-inch monochromatic display screen.

BMW I8 with No Turbo Diesel

BMW supercar is being developed under the name i8, which is not powered by a diesel-electric hybrid like the concept of Vision EifficientDynamics.I8 BMW should be introduced in 2013 and is powered by a gasoline engine.The recently announced “i” sub-brand of BMW supercar i8 launch in 2013, but will come with a petrol engine instead.BMW introduced the Vision EfficientDynamics Concept with a 3-cylinder turbodiesel engine rear/mid-mounted. The diesel engine was said to be aided by a second electric motor residing between the turbodiesel engine and the 6-Speed DCT gearbox. The 1.5-liter 3-cylinder turbodiesel engine outputs 163 horsepower and 214 lb-ft. of torque. The rear-mounted electric motor produces 33 horsepower continuously(51 hp peak) and maximum torque of 214 lb-ft. The synchronous electric motor placed at the front axle constantly outputs 80 horsepower. Extra power of 112 hp is available for 30 seconds and for 10 seconds, 139 horsepower. Total torque: 162 lb-ft.

2012 Lamborghini Aventador LP-700 Official Trailer

The U.S. trademark registered the nameLamborghini Aventador, leading to doubts about whether it would be the official name of Lamborghini Jota.On the based on what was seen 2012 Lamborghini Aventador LP700-4 seems to have taken over many of its styling cues from the Lamborghini Reventon.
2012 Lamborghini Aventador LP700-4 will be a whopping 230kg (507 lbs) lighter than a Murcielago LP640-4 coupe at 1.575 kg (3.472 lbs) and have 60 more ponies from its brand new 6.5-liter V12 engine that delivers 700HP at 8,250 rpm and a maximum torque of 690 Nm (479.4 lb-ft) at 5,500 rpm for a 0-100 km/h (62 mph) sprint time of 2.9 seconds and a top speed of 350 km/h (217 mph).

2011 Opel Zafira Tourer The Concept Car

Opel Zafira concept Tourer makes its world premiere at the Geneva Motor Show 2011 (3-13 March).The concept car combines maximum flexibility in premium feel, which is a blend of functionality and luxury. Opel Zafira Tourer concept is the “living room on wheels”, and a light, airy and high-class quality interior that offers ample space for rear seat passengers.


The 2011 Opel Zafira Tourer Concept is a panoramic windscreen, which is really the glass roof along the roof to the interior air. Inside 2011 Opel Zafira Tourer Concept is a room for seven passengers with the concept of building Flex7 seating concept, developed by Opel Zafira first. There are many configurations, including a lounge mode that places four spacious business class menu.

Underneath the bonnet of the Zafira Tourer Concept is a 1.4-litre turbocharged four-cylinder engine, offering 103kW of power and 200Nm of torque – an engine also seen in the Chevrolet Cruze and Chevrolet Volt.

Aston Martin Virage Release at 2011 Geneva Auto Show

Aston Martin was release a new model, that is  Aston Martin Virage  and will make debut at 2011 Geneva Auto Show.The Virage has two body styles: a two-door coupe and a soft-top convertible. Aston Martin said in coupe form, the Virage is available as a 2+2 or 2+0 as an option.

The Virage’s mid-mounted 5.9-liter V12 makes 490 horsepower. It is linked to a six-speed automatic transmission. It accelerates from zero to 62 mph in 4.6 seconds and has a top speed of 186 mph. The EPA has not yet provided a fuel-economy rating on the Virage.The cabin gets a full leather treatment, with sports seats and walnut trim. Standard equipment includes cruise control, satellite navigation, Bluetooth, a premium audio system and iPod integration.

Power for the Aston Martin Virage and the drop-top Virage Volante comes from a 6.0L V12 making 490-hp with a maximum torque of 420 lb-ft. The engine is mated 6-speed Touchtronic II automatic transmission mounted on the transaxle helping with a 50:50 weight balance. The models also feature a newly developed Adaptive Damping System (ADS) that ‘reads’ the road to provide the best road holding, adapting to various conditions. Both come standard with Carbon Ceramic Matrix (CCM) brakes.

2011 Chevrolet Corvette Grand Sport

Combinations of performance and efficiency of any Sports car of  was release from Chevrolet Corvette Grand Sport.The Grand Sport has the wider wheels and fenders of the Z06, along with beefed-up brakes and a more-premium suspension. It also has a dry-sump engine (manual-transmission versions) to go along with a bunch of smaller changes.

Grand Sport, this low-rent interior was another sore point, especially big, unsupportive seats that looked as if they were full of bread. 1.06 g to hit very fast, open car dedicated to the roll-over chintzy and there is more daunting for inspiration. Car seats are a disgrace to this level, and their continued use, after years of criticism makes us wonder whether GM is close to keep alive the contract.

The Grand Sport is visually distinguished from the standard Corvette by the Z06’s wider (by 3.3 inches) bodywork, along with unique fender vents and wheels (18-inchers up front, 19s at the rear). The borrowed Z06 brakes are good for a stellar 150-foot stop from 70 to 0 mph in this car, and they offer solid pedal feel and good modulation.

2011 Novitec Rosso Ferrari 458 Italia

Novitec Rosso have basic knowledge of engines and a new model. He implement  skill to  added and upgrade Ferrari 458 Italia a with new carbon fiber, without the air box, high performance exhaust system made of a superalloy Inconel nickel-chromium-based, which weighs 21 kg (46 kg) less as a sport exhaust manifolds, sport catalysts and rear silencer with the shock of sound, which can activate the button on the steering wheel to Ferrari 458 Italia. 

Novitec Rosso is handling the 4.5-liter V8 engine gets an extra 39 horsepower by means of intake adjustments, ECU mapping and by adding a high-performance lightweight exhaust system. Not only the power, but the torque as well has gone up, from 540 Nm to 569 Nm at 5,400 rpm (398 to 419.7 lb-ft of torque).The Novitec Rosso conversion also adds a modified suspension with front lift system that lowers the car by 35 millimeters and carbon fiber aerodynamic components including a front spoiler, rear wing and rear diffuser.

It’s get result a acme speed of 330 kilometers per hour (199 miles per hour), 5 kilometers per hour more than the criterion auto. No details have been extended yet about the sprint by 0 to 62 miles per hour (100km/h), but it should be slenderly faster than the regular exemplary.

New Viper Designed to Lure Vette and Porsche Buyers

According to Ralph Gilles, Chrysler Group design chief, the next generation Dodge Viper will be drop dead gorgeous – the car’s look being inspired by “a naked woman on a beach,” he declared at a recent Detroit press conference.

However, the new car, to be launched next year as a 2013 model, will have a different mission than its predecessors. Rather than being a brutish, all-out muscle type sports car, relying on cubic inches and brawn to get the job done, it will be conceived to go head to head with the likes of the Corvette and Porsche 911, with features designed to woo drivers away from those iconic machines.

That will probably also mean targeting younger buyers. According to Rebecca Lindland, an auto industry analyst with IHS, “Dodge needs to do more to make the Viper an aspiration to consumers and the redesign gives them a chance to “make it a renaissance of that vehicle. There are not a lot of younger people, and by younger I mean under 45, who [currently]  aspire to own a Corvette or a Viper.”

Perhaps, but given the Fiat influence, now might be the perfect opportunity for Chrysler [and Dodge division] to really knock one out of the park and deliver a car with broader appeal, yet one that doesn’t sacrifice its core raison d’etre.

Although Gilles didn’t give any specifics regarding the 2013 Viper, he recently instructed his design staff to take a ‘breather’ after styling 16 vehicles since 2009. The reason? A chance for them to get creative again, on cars like the upcoming Viper.

“We’ve been working so quickly and so fast that we’re not innovating like we used to,” he said.

He also mentioned that the new Viper won’t use Fiat engines and although it will be profitable; “sales volume isn’t important.” Chrysler expects to sell most new Vipers in North America, with just trickle likely headed for overseas markets, including Europe.

Tecnocraft Releasing Carbon Fiber Parts for Lotus Exige and Elise

With the new Lotus models looming on the horizon, current Lotus owners may be looking for new ways to spice up their ride before the new model range kicks off in 2015. Tecnocraft, an American manufacturer of carbon fiber products, seems to be listening to the demand, developing a program for the current model Lotus Elise and Exige.

No actual details have been released from Tecnocraft on the products that will be available, but these photos may be provide some hints. Clearly replacement carbon fiber seats will be available, saving some weight in an already svelte vehicle. The exterior meanwhile looks to get some carbon fiber inserts on the hood

Porsche to Debut New Hybrid at Geneva Auto Show, Panamera Hybrid Expected

Porsche has announced it will debut an all new hybrid model at the Geneva Auto Show on March 1st. No details have been provided beyond that, but the vehicle is believed to be a hybrid version of the Panamera sedan.

Likely to wear the Panamera S Hybrid badge, it will use the same powertrain found in the Cayenne S Hybrid which uses a 3.0-liter V6 engine that is supercharged and mated to a 47-hp electric motor for a total of 380-hp and 427 ft-lbs of torque. Porsche claims the Cayenne S Hybrid can travel up to 40 mph on just electric power and can cruise on pure electric power at speeds of up to 97 mph.

In addition, Porsche will also hold the European debuts of the stunning 918 RSR hybrid race car concept, as well as the Cayman R, 911 Black Edition and Boxster S Black Edition.

Acura Confirms Sports Car Development Under Way, NSX Successor Unlikely

Acura may have officially begun its quest back to relevance. Then again, maybe not. According to arecent report out of Japan, Honda CEO Takashi Ito made known to reporters that the automaker is once-again revisiting plans to build a sports car.

Reconfirming that news, Car & Driver is now reporting a a similar story from an American Acura executive.

NSX fans shouldn’t get their hopes up, however, as the unnamed exec shied away from comments about a true halo performance model, instead referring to the car as a, “sports model,” that will, “meet the needs of the current times and customers.” (Hopefully better than the ZDX does). The car will also have a strong focus on safety and the environment.

While a mid-engine, rear-wheel drive exotic is unlikely, there’s still hope this car will be exciting. Honda has yet to announce plans to re-start its V8 program so in the mean time we’re left to conclude that this new model will be a front-drive grand-tourer with some sort of hybrid V6 powertrain. While no GT-R or LFA, if done rightly, Honda/Acura still may be able to pull this one off successfully.

Chicago 2011: Acura TL Gets Its Beak Nipped And Tucked

Acura is cognizant of the fact that their current design language isn’t going over well with consumers, and is at least doing something about it. Truth be told, the Acura TL is a good car. Equipped with SH-AWD it’s even better, and with the 6-speed manual transmission, it’s fantastic. Unfortunately it looks like a child’s attempt at an oragami hippo, which has prevented a lot of people from giving it a fair shake.

For 2012, the Acura TL will get a new schnoz, and although the changes are sublte, they do help make the car’s awkward front end look a little less jarring to the naked eye. Look closely and you’ll see that the chrome trim around the front is smoother and smaller, while the overhangs have been reduced in size.

Other changes, announced at the new car’s unveiling at the Chicago Auto Show, include a much-needed 6-speed automatic, an available blind-spot warning system, ventilated seats that offer heating and cooling, and finally, an available 60 GB hard-drive based navigation system.

Honda NSX Development is Back on Track

Rumors have been tossed around for years that Honda is debating whether or not to bring the NSX back to the research and development stage, possibly releasing a true successor to one of Japan’s most exotic cars. When the HSV-010 GT race car was announced, belief was that Honda would be resurrecting the NSX’s development following its shelving back in 2008.

Now it looks like Honda fans will get their wish granted.

Company president Takashi Ito recently confirmed that NSX development is underway and Honda may be re-entering the realm of true exotic sports car to battle it out against the likes of Nissan’s GT-R and the Lexus LFA. With so many years having gone by without a new NSX, some feel that Honda’s top-of-the-line model has lost its shine with all of Japan’s finest now taking the spotlight. Perhaps it’s just wishful thinking right now that Honda will strike bigger and better with a new NSX, but we’re optimists at heart.

2010 Acura TSX V6: First Drive

Last year, Acura debuted the second generation TSX. The small “near luxury” 4-door sedan is a bit larger than its predecessor, and features crisp handling characteristics and sporting performance from its 2.4-liter, 4-cylinder motor that puts out 201-hp and 172 ft- lbs of torque. It’s a nice little package for a car that lists in the $30,000 to $33,000 range.

FAST FACTS

1. New for 2010, the TSX is now offered with a V6 engine with 280-hp and 254 ft-lbs of torque, enabling a 0-60 mph time of 6.0 seconds.2. Fuel economy is rated at 18/27 mpg (city/highway), compared to 21/30 mpg for the 4-cylinder. 3. Setting V6 models apart visually is a set of 18-inch wheels. 4. Pricing starts at $34,850 for V6 models, with 4-cylinders priced from $29,310.

POWERFUL NEW V6 ENGINE FOR 2010

This year, the big change is that the TSX is now available with the 3.5-liter 24-valve VTEC V6 engine, the same engine offered on the larger base TL model. The V6 puts out 280-hp and 254 ft-lbs of torque, which can push the TSX from zero to 60 in 6 seconds flat. That’s strong performance to be sure, but the added power and weight to the front wheel drive sedan produces a disquieting amount of torque steer. And there are some flat spots in the power delivery as you push the tach needle to its 6800rpm redline. Still, the V6 fuel economy is a respectable 18-mpg city, 27-mpg highway – which isn’t too much of a sacrifice from the 4-bangers 21/30 mpg rating.
The V6’s handling suffers a bit over the 4-cylinder model, despite the beefed-up front suspension. There is noticeable understeer in hard cornering, and the heavier V6 isn’t as tossable as the 4-banger.

The brakes were a little disappointing too, with a sloppy feel in the first inch or so of pedal travel, but once into the grab zone, they are effective in bringing the car down from speed.
The 5-speed automatic transmission has a Sport mode that uses paddle shifters – right side for upshifts, and left side for downshifts. The system works well, and the shifts are fairly immediate. I do wish all manufacturers would adopt the Ford system, however, where either side paddle shifter can upshift or downshift.
Like many such transmissions, when in Drive mode, a tap on the paddle shifter will either upshift or downshift from the gear you’re in, resuming to automatic shifting when the tachometer reaches the rpm where it normally shifts.

STIFFER SUSPENSION AND LOW PROFILE WHEELS REDUCE RIDE COMFORT

The ride quality can feel a bit harsh at times over broken pavement. Some of that is due to the 18-inch wheels with low profile tires, and to the fact that the suspension is tuned for a sporty ride. The upside is very flat cornering, and despite the understeer, the car gives the driver a confident feeling when hustling through the twisties. On smoother roads and highway speeds, the ride is quite comfortable.
The electromechanical power steering can use some sorting out. On a straight stretch of highway, it seems like the driver needs to correct the steering wheel a bit more than usual. Still, steering response feels immediate, and the driver gets good feedback.
The exterior styling is typical of Acura and Honda, handsome, without being overly stylish. There isn’t much that differentiates the 4-cylinder model from the 6 either, except a V6 badge and the 18-inch wheels.

INTERIOR IS PREMIUM, BUT NOT LUXURIOUS

Inside, the cabin is nicely laid out. There are two large dials for the speedometer and tachometer, with an information screen between them. Those dials are trimmed with brushed aluminum. The dash materials are soft with a nice graining to them. There is no analogue clock, which has become the cliché for automakers signaling that this is an upscale model. The cabin is more techo-rich looking than cozy luxury looking.
The perforated leather seats are comfortable and are heated. They are wide enough for all-day comfort, and with enough bolstering to hold you in place when you feel like driving aggressively.
The steering wheel is a bit cluttered with redundant controls for the stereo, as well as cruise control, phone controls, voice command controls, and toggle switch for the information screen.
The center stack is nicely laid out and easy to use. Good storage throughout the cabin including a nice size glove box, door pockets, and center console with USB port, MP3 jack, and power outlet. I needed a search party, however to find the tilt steering wheel lever, which is located waaaay down beneath the steering column.
Rear seat legroom is tight if the driver needs to push the seat all the way back on its track, but headroom and shoulder room for the rear 2 passengers is adequate. The trunk is a bit small, but the 60/40 folding split bench seat will help increase the effective use of it.

PLENTY OF STANDARD FEATURES, BUT NAV SCREEN OUTDATED

There is a long list of standard features on the TSX, such as iPod integration, steering wheel-mounted controls, leather seating, 8-way power driver seat and 4-way passenger seat, auto-dimming rearview mirror, Xenon HID headlights, heated side-view mirrors, and dual-zone climate control.
The V6 adds 18-inch alloy wheels, one-touch ignition key start and Acura's new Active Sound Control system, which works by eliminating exterior sound entering the cabin. A moonroof is standard, but despite the pop-up wind deflector, there is a pronounced flutter effect at around 30 mph when all the windows are closed.
All the safety gear is included, such as front, front side-impact and two-row side-curtain airbags, plus electronic stability control.
My test car came with the Tech package, a $3,100 upgrade. It adds a navigation system with live traffic and weather, and a back-up camera, an outstanding 10-speaker 415-watt sound system and voice-activated Bluetooth plus audio and climate controls. Unfortunately, the nav system seems quite outdated. The screen resolution is just fair so it affects both the navigation map screen and back-up camera clarity. A large knob controls the input of destination addresses and is somewhat cumbersome. I tried the voice activation to input an address, and became frustrated with that as well. I spoke the words “Lincoln Avenue” for the street name, and it did not recognize that. Then the system asked me to spell it. When I voiced the “n” it replied with “rear defroster on.” I understand that the voice recognition systems on all cars can be a bit finicky, but this was a bit more cumbersome than most.
I registered a few other niggling complaints during my test. For starters there is no keyless entry, so you can keep the key fob in your pocket. I was pleased to find two handy rear seatback releases on each side of the trunk wall to lower the rear seatbacks, but twice I pulled on them and the mechanism didn’t drop the seats.

THE VERDICT

I’ve always liked Honda products, and in almost every car I’ve ever tested, the vehicle exceeded my expectations. The Acura TSX is the first one that under-whelmed me. It certainly isn’t a bad car, and it has no single flaw that would be a deal-breaker, but just had plenty of annoyances. And with a sticker price of $38,760 ($24,850 for the base V6), there must be two dozen other cars in the price range that I would enjoy more on a daily basis. Among them would be larger cars like the Buick LaCrosse, Hyundai Genesis, Nissan Maxima, Audi A4, and even the larger Acura TL for just a few dollars more.

2011 Toyota Avalon Review

Out-Buick a Buick. That’s the one phrase that comes to mind when discussing Toyota’s flagship, the Avalon. Provide a completely relaxing experience, isolated from all the distractions of your commute. Serene, luxurious, but not flashy. It succeeded so well in capturing that market that Buick is re-launching itself as an American performance brand. Toyota scared them well enough away.

FAST FACTS

1. A 3.5L V6 makes 268-hp and delivers 20/29-mpg (city/hwy).2. The 2011 Avalon gets Toyota’s new brake override system for added safety. 3. Unique in the segment are reclining rear seats. 4. Base models start from $32,595; roughly $4,000 less than a Lexus ES350.

Before considering an Avalon, ask, do I enjoy turning corners vigorously? If yes, walk over to the Buick dealer and invest in a LaCrosse. The long and short is that it’ll be more rewarding to drive. If comfort trumps all, keep reading.

A JAPANESE SEDAN FOR THOSE WHO THINK BIGGER IS BETTER

The Avalon hasn’t changed its course much in its three generations. It's still mechanically based on a stretched Camry platform, with adequate power and loads of space. The current version, which had some minor updates in 2010, continues with that formula.
At nearly 200-inches long and 73-inches wide, the Avalon provides a big body to stuff people and cargo into, although at 14.4 cu. ft. the trunk isn’t as big as you might expect. Should you need space for longer items, however, the 60/40 split-folding rear seat accommodates those needs.
Those dimensions also allow for a large, roomy cabin with stretch-out room for five. The gauges are well organized and clear, and the Avalon has one of Toyota’s more well-laid-out dashboards.

EXTENSIVE STANDARD EQUIPMENT

As you might expect, standard Avalons come with a long list of luxury items like a leather-wrapped steering wheel, power-adjustable heated and ventilated leather seats, keyless entry, a nine-speaker audio system, dual-zone climate control and wood-grain trim everywhere. The more expensive Limited gains a power rear sunshade, a JBL audio upgrade, keyless ignition and ventilated front seats. The only real option is a DVD-based touch-screen navigation system.
Mechanically, the Avalon comes in one basic package: a 3.5-liter V6 producing 268-hp and 248 lb-ft of torque with a six-speed automatic transmission sending power to the front wheels. Direct gasoline injection and low-rolling resistance tires help it achieve 20-mpg in the city and 29-mpg on the highway.

QUIET AND COMFORTABLE

Thanks to some serious work with sound-deadening, aerodynamics and soft bushings, the Avalon is quiet as a tomb. Even when the V6 is at full throttle – which chances are will be rarely – it is extremely isolated from the occupants. But make no mistake, the big Toyota moves out of its own way fairly well since it only weighs around 3,600 lbs., which is decent for such a large machine.
Throw it into a turn, though, and you’ll be in for a surprise. The MacPherson strut suspension is tuned very, very soft, and the 17-inch aluminum wheels have relatively tall 55-series tires designed more for noise reduction and long life than corner-carving. That the steering has virtually no feel and the power-assist is overboosted comes as no surprise either. The brakes are surprisingly good, though, with standard ABS, stability and traction control to help when needed. Should the worst happen, the Avalon has seven airbags, including a driver’s knee airbag, to help cushion the blow.
Avalon pricing starts at $32,595, while the Limited rings in at $35,835. That’s decent value compared to other big front-drivers, but the aging Hyundai Azera tops out at only $29,570. Admittedly, most of the competition is due for replacement soon too. The Buick Lucerne doesn’t really attract since it’s one of GM’s oldest platforms and is thoroughly outclassed. A high-end Ford Taurus has the space, but doesn’t cosset as well as the Toyota. A couple rear-wheel-drive options include the excellent Hyundai Genesis and new Chrysler 300, both in V6 form. Those would be similarly priced, and offer some color compared to the staid Toyota.

THE VERDICT

But the Avalon really is as close to a Lexus as you can get without paying the price premium for the little “L” badge. In fact, it’s more a Lexus than some current cars, like the HS 250 hybrid sedan or upcoming CT 200 hatchback. It’s smooth, quiet and unassuming, and perfectly positioned to capture Toyota customers who’ve grown up with the brand and grown out of a Camry.

2012 Chevrolet Camaro Convertible Review

When it comes to sports cars, managing expectations is something that professional auto journalists forget at their peril. On paper, the Chevrolet Camaro, when it launched in 2009, seemed like a “can’t lose” proposition – it shares a chassis with the sublime Pontiac G8, and was available with GM’s excellent direct-injection V6 making 305 horsepower (nearly as much as a V8 Mustang at the time) or an LS3 V8 making 426 horsepower, with a pair of 6-speed gearboxes and the kind of styling that makes a grown man’s heart skip a beat.

FAST FACTS

1. The Camaro Convertible’s power soft-top folds in 30 seconds and shuts with a single driver-operated latch.2. Pricing for the Camaro Convertible starts at $30,000 even, including an $850 destination fee. V8-powered SS models start at $37,500. 3. The Camaro V6 is now rated at 312-hp, while V8-powered SS models make 400-hp with the 6-speed automatic or 426-hp with the 6-speed manual.

Imagine our disappointment when we sampled the Camaro, in both V6 and V8 guise, and found that it just didn’t work. With a driving position that has you sitting on top of, rather than inside the seat, the visibility of a WWII machine gun nest, nest and a steering system that used Cream Of Wheat as hydraulic fluid, the Camaro Coupe is unpleasant to drive, even with a sweet V8 soundtrack and the ability to make bystanders gawk in wonderment.
On the upside, the chassis isn’t that bad, and the LS3 V8 delivered all of the magic that we expect from a Chevrolet small-block. But as a closed top sports car, we found ourselves longing for the lighter, less powerful, but more rewarding Ford Mustang GT every single time.

V6 OR V8: IT’S YOUR CHOICE BUT IT WILL COST YOU

On paper, the Camaro Convertible isn’t too far off from the coupe. A 3.6L V6 making 312-horsepower and 272 lb-ft of torque appears as the base engine and can be paired with either a 6-speed manual or 6-speed automatic gearbox, while the LS3 V8 is available exclusively with the 6-speed manual, and pumps out a brawny 426-horsepower V8 and 420 lb-ft of torque. Automatic V8s get an L99 V8 with 400 horsepower and 410 lb-ft of twist.
Fuel economy is pretty respectable with V6s returning between 17-18 mpg in the city and 29 mpg on the highway, while V8s deliver 16 mpg in the city and 24-25 mpg on the highway.
As expected, the Convertible starts at a much higher base price than the coupe, with a base V6 retailing for $30,000, including an $850 destination charge. Part of the price hike is attributable to the fact that there is no base-trim LS model for the drop-top. Plus, the automatic transmission is included in the price.
Upgrade to leather with the 2LT, heads-up display and 4-pack gauges for $33,500 or step into a V8 with Brembos, a limited slip differential and a rear spoiler for $37,500. Add on leather and 20-inch wheels and you’ll be pushing $40,000.

DROPPING THE TOP LETS THE CAMARO SHINE

When AutoGuide was invited to drive the Camaro Convertible, we approached it with some trepidation. Taking the roof off a coupe is always a dicey proposition; with it goes much of the cars’ rigidity, and even the most solidly engineered chassis has the habit of turning into a bowl of Jell-O, as cowl shake and other dynamic nastiness sets in.
We assumed that without a roof, the Camaro Convertible would be as sporty as Depends adult diapers, but GM was so sure of the Camaro Convertible that it brought both a V6 and V8 Mustang convertible for media to drive against the Camaro V6 and V8 ragtops.
As it turns out, giving the Camaro a soft top was one of the best things Chevrolet has done for this vehicle. The dreadful claustrophobia present in chop-top coupe is gone, although the diminutive windshield is still present, along with bus-like steering wheel and the plush front seats. GM might be pushing the PR spin too hard, however, stating that the Camaro Convertible is not a “boulevard cruiser” and touting the car’s “couple-like dynamics.”
We managed to sneak out for a brief solo drive on the streets of San Diego a day before the official event program began, and our SS, with its 6-speed manual and V8 engine, made us feel incredibly alive as the V8 crackled through the rpm range up and down San Diego’s Gas Lamp Quarter. The first song that came on the XM Satellite radio system was, appropriately enough, “Fat Bottom Girls” by Queen, a fitting choice for a car that weighs between 3,986 and 4,116 pounds, truly gargantuan figures for a so-called sports car.
A stiffer structure, including 4 additional braces, revised damping and softer compound tires in the front (the latter two will also be available on the coupe) have helped retain rigidity and improve steering feel compared to the first batch of cars released at launch in 2009. Chevrolet claims better torsional stiffness than a BMW 3-Series convertible, and despite the numbers proving them right, we had to do everything in our power to avoid cackling during the media briefing. As it turns out, Chevrolet engineers had the last laugh.

CAMARO CONVERTIBLE: A MUSTANG KILLER?

To demonstrate the Camaro’s potential for spirited driving, Chevrolet had us drive through a set of twisty mountain roads outside San Diego that were downright challenging. We were a little thrown off by the presence of anti-motion-sickness wrist bands (something we’ve seen before) and a paramedic. Naturally, journalists’ egos can be gargantuan, and soon enough, we found ourselves at the back of a three-car pack, with a 5.0 Mustang leading, a mauve SS in the middle, and AutoGuide’s silver SS manual in the rear. Halfway through the 25-mile route, we had overtaken both cars, and it’s a credit to the driving dynamics of the Camaro that we were able to do so.
Much of the route was extremely treacherous, with two-lane roads barely wide enough for our gargantuan muscle car’s width, and daunting elevation changes that required frequent use of the Camaro SS’ stellar Brembo brakes. Make no mistake – on a road like this, the substantial heft and less than precise steering work against the driver, but if one take’s a deep breath and has a little faith in the car, the Camaro can demolish a given stretch of road, even if it won’t do so with the same gusto of a car like the 3-Series, Porsche Boxster or the Mazda MX-5. Nevertheless, we were blown away by what we could do with the Camaro Convertible.
The Camaro’s capabilities were amplified when we ran the same route in the opposite direction with the Mustang 5.0. While the Ford V8 sounds magnificent, the inferiority of the live axle is amplified to extreme levels, as we battled transient lateral movements on anything but perfect pavement, along with a jittery ride and a demeanor that was decidedly less confident than the Camaro.
While the Mustang Coupe is the clear victor over the tintop Camaro, the convertible ‘Stang felt like a disheveled mess, with far less composure at the limit than the Chevrolet. Make no mistake, both cars have equivalent trade-offs, but when it comes to going fast while getting a dose of vitamin D, we have to hand it to the car from the Bowtie brand.
One Chevrolet engineer noted that on most convertibles, key suspension components have to be softened, since the compromised structure can no longer handle the stiffness, but the Camaro’s rigid structure allowed Chevrolet to keep the same springs, damping and anti-roll bars as the coupe. If there’s an explanation for the Camaro Convertible’s driving dynamics (and the Mustang’s relative shortcomings), that’s about as convincing as we’ve found.

INSIDE: IF YOU’VE SEEN THE COUPE, YOU’VE SEEN THE CONVERTIBLE

Spending time inside the Camaro felt like a throwback to a time when a gallon of gas cost cents, not dollars. That being said, the gauges, especially the low-mounted instruments ahead of the gear shifter, aren’t exactly easy to read, and seem to be there for purposes of form rather than function. Apart from the big swaths of plastic on the doors, none of the materials look cheap, and everything seems to be designed and assembled to a fairly high standard. If you’ve seen a Camaro coupe, then you already know what to expect, and while it’s not our taste, buyers who had an original Camaro in high school will certainly delight in the retro touches.
We were impressed with the Z-folding power top, which uses a single latch design like the MX-5 and Chevrolet Corvette. The top takes less than 30 seconds to fold, and doesn’t look awkward when raised – we’re especially partial to the tan top, which seems to look good on most color choices.

THE VERDICT

The Camaro coupe was never at home in its put-upon role as Chevrolet’s affordable sports car, and it doesn’t have the chops to keep up with the Mustang around a road course. But without a roof, the Camaro really shines, as the emphasis shifts from the numbers to the qualitative experience delivered behind the wheel.
While the lack of steering feel and vehicular obesity problem mean the Camaro will never be a true sports car, it would be grossly unfair to not give the car credit for doing a damn good job of delivering what its target demographic expects. Ironically it’s the version considered by most enthusiasts to be “soft” that does the best job of delighting the driver.
Above and beyond of course, is the popping, backfiring V8 mixed with the California sunshine and classic rock coming through the stereo. Cruising with the top down might be looked down upon by the “hardcore” sports car set, but the pragmatist in us acknowledges that the overwhelming majority of Camaro buyers gravitate towards this kind of activity, rather than tearing up a track day or a winding back road. For this kind of driving, the Camaro reigns supreme, and to not acknowledge this would be dishonest. It’s hard to see why one would buy the coupe, when the convertible is arguably superior. Chevrolet estimates that only 20 percent of Camaros will be ragtops, but if consumers get wise to this car, we predict the mix will be far higher.