2014 Chevrolet Cruze Diesel

2014 Chevrolet Cruze Diesel

Could this be the anti-TDI?

Modern advances in clean-burning diesel technology have well and truly nailed the coffin lid shut on automotive terms such as "smoky diesel," "stinky diesel," and, yes, even "Oldsmobile and Chevette diesel." Ill-performing diesel cars rushed to market in the late 1970s and early 1980s in response to the first energy crisis might have left the car-buying public with a bad aftertaste, but a succession of well-regarded turbo-diesels—mostly from German automakers—in recent years has greatly improved prospects. Now with fuel prices climbing and government fuel-economy mandates on the rise, General Motors has an oil-burning version of the Chevy Cruze it wants to show you.

Chevrolets turbo-diesel four-cylinder was conceived in Torino, Italy, and is created in Kaiserslautern, Germany, but it has been educated in the U.S. Its not a new engine, being already used in Opel Astras and various other GM vehicles around the world at a rate of 400,000 annually. Still, the U.S. version is unique, thanks to the varied driving conditions found in North America: 120-degree Fahrenheit Death Valley summer heat, minus-40-degree northern-Minnesota winters, and 14,000-foot Colorado mountain passes. And U.S. emissions rules require more tweaks, such as higher levels of exhaust-gas recirculation, and different exhaust after-treatment hardware.

A Little Dab’ll Do Ya

Chevy engineers opted for a system essentially downsized from theDuramax pickup diesel engines, using a particulate filter plus urea injection to trim oxides of nitrogen. The 4.5-gallon urea tank is located under the trunk floor where the spare tire used to live (Chevy supplies a can of fix-a-flat instead). In normal driving, a tankful of urea should last 10,000 miles—topping off the urea is recommended when the Cruze gets its scheduled oil changes every 7500 miles.

The foundation of the Cruze diesel is the Euro-standard iron-block, aluminum-head four-cylinder with a steel crankshaft and aluminum pistons with a compression ratio of 16.5:1. The diesel juice is piped in at just over 23,000 psi via the common fuel rail and piezo injectors. Although torque peaks at 264 lb-ft at 2600 rpm, 250 lb-ft is available from 1750 to 3000 rpm, and a boot on the pedal brings 280 lb-ft of overboost for up to 10 seconds—the diesel version of IndyCars “push to pass.” A six-speed automatic is the only available transmission.

The sharp-eyed might notice the 17-inch aluminum wheels and low-rolling-resistance tires, but theres not much to visually set the diesel apart from other Cruzes. Tough to see are aero bits, mostly picked up from the Cruze Eco, such as the grille opening and shutters, underbody aero panels, and new engine-compartment baffling. The heaviest nondieselCruze LTZ we’ve weighed comes in at 3208 pounds, and the 300-or-so-pound additional heft of the diesel kicks it to an estimated 3500 pounds, which calls for other changes, slightly bigger brakes being one. Theres added sound isolation, such as a different dash mat and hood blanket that help keep diesel rattle from reaching the cabin. 

Specifications >

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

BASE PRICE: $25,695

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve diesel inline-4, iron block and aluminum head, direct fuel injection

Displacement: 119 cu in, 1956 cc
Power: 151 hp @ 4000 rpm
Torque: 264 lb-ft @ 2600 rpm

TRANSMISSION: 6-speed automatic

DIMENSIONS:
Wheelbase: 105.7 in
Length: 181.0 in
Width: 70.7 in Height: 58.1 in
Curb weight (C/D est): 3500 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 8.1 sec
Standing ¼-mile: 16.4 sec
Top speed: 125 mph

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 27/46 mpg

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2014 Toyota Corolla LE Eco

2014 Toyota Corolla LE Eco

Continuously variable with a 100-percent chance of legroom.

Talk to people who fly commercially in coach class, and they’ll tell you the most precious commodity is legroom. It’s also important to those who prefer a smaller travel tube, and the newly elongated 2014 Toyota Corolla has 41.4 inches of leg space for rear-seat passengers, 4.6 more than in the mid-size Chevy Malibu and even an inch and a half more than in the full-size Impala. Call it coach-plus seating; in terms of space, there are no cheap seats in the new Corolla.

We can’t say the “cheap” descriptor doesn’t apply to other areas of the cabin, though. Toyota spruces up LE-trimmed examples with a padded-vinyl dash panel of contrasting color and piano-black trim bits sprinkled throughout the cabin, and there is real contrasting stitching on the padded door armrests, shifter boot, and seats. But then you notice that the stitching is chintzy faux molded-in stuff on the steering-wheel center and dash and that the door trim mixes hard plastic surfaces and textures that don’t complement one another. Granted, this is a low-priced family compact, but some competitors have managed to imbue some premium-segment magic into their offerings, most notably the redesigned Mazda 3.

Newly optional is a 6.1-inch touch screen that’s bright enough to be of use at high noon, but successfully selecting the tiny screen options while the car is moving takes a steady hand. The navigation display doesn’t offer the greatest detail, and in split-screen mode (as when displaying music selections or nearby roadside attractions), the map shrinks to the size of a smartphone screen held at arm’s length.

Game On

Really, the big news is what Toyota has done to up the Corolla’s fuel-economy game. With its old-school four-speed automatic and 26/34 mpg EPA splits, last year’s LE model was a laggard in the segment. Fast forward to 2014. Despite adding 2.6 inches of length and half an inch in width, the specially equipped LE Eco climbs by 4 mpg city and 8 highway to an EPA-estimated 30/42 rating. That 42-mpg highway number is for a base Eco with 15-inch steel wheels, but the 40-mpg rating affixed to Ecos with the optional 16-inch aluminum wheels of our test car still approaches diesel and gas-hybrid territory.

The Eco model’s special equipment includes low-rolling-resistance tires, underbody aero panels, and a new version of Toyota’s 1.8-liter four with Valvematic continuously variable intake-valve lift and phasing that bumps output by 8 horsepower to 140. All 2014 Corollas can be fitted with a new continuously variable transmission (except the base car, which uses a four-speed auto). But Eco models also get a selectable Eco mode that delivers a lazier calibration at less-than-50-percent throttle—Toyota says it “smoothes acceleration”—and trims A/C compressor operation for more gradual cool-downs. (This is the point where you engage the sweat mode of your body’s natural A/C system.) To ensure one is in Eco mode, you must have both dash Eco lights active; one blazes beneath the gas gauge when you hit the Eco button, and the other comes on under the tach to convey feedback on whether you’ve been naughty with the gas pedal.

There is no tap-shift gate or any steering-wheel paddles in the Eco, although they are available in Corolla S models. Here, the CVT (with a rather conventional 6.3:1 ratio spread) decides what “gear” is the most efficient for the car’s speed and road load, and, like it or not, it’s a key enabler for the Corolla’s big mpg numbers. However, Toyota engineers have seen to it that the engine doesn’t drone on like some homesick sow imitating a dyno pull. At wider throttle openings and higher revs, Toyota has programmed in some artificial steps with up to 750-rpm drops that feel like the gearchanges in a step transmission, although anyone even mildly in tune with the act of driving can see through the ruse. There are two manually selectable ranges, but individual ratios cannot be summoned: S gives an intermediate range with some noticeable engine braking on lift, and B is a low range for even greater engine braking.

Naturally, we were curious as to whether the Corolla Eco’s 40-ish mpg number was attainable in real-world driving or just another “your mileage may vary” disappointment. We initially drove the car during our 10Best testing, when we run cars even harder than usual to probe the outer limits of performance and handling, and the Eco managed 30 mpg over 488 miles. But given that potential Corolla Eco buyers probably want to reduce their petrochemical intake, we reset the tripometer and reeled off another 551 miles. This time we drove it like a nonagenarian on his way to his own funeral, engaging Eco mode and resisting hole shots, as they were. This portion of the test contained a 300-mile interstate and rural highway run to the tip of Michigan’s thumb and back, running at or just above posted speed limits. Result for the final 551 miles: 40 mpg.

As Spicy as Applesauce

There are, however, some sacrifices, and you might notice we’ve chosen now as the time to discuss driving dynamics. The 2014 Corolla’s electrically boosted steering and hard tires conspire to make tracking in a straight line a chore. The setup lacks valley feel, so the car has a diminished sense of straight-ahead, requiring constant back and forth corrections while cruising down seemingly arrow-straight stretches of highway. Effort is on the light side, and the ratio is compact-car appropriate, but road feel is virtually nonexistent, and the sawing makes for tired arms on a long trip. Crosswinds and longitudinal road grooves make things worse.

Our Corolla LE Eco Plus came with the 16-inch rollers, LED low-beams, a rear spoiler, auto A/C, a backup camera, hands-free voice-command controls, and a 6.1-inch high-res touch screen. An $850 power sunroof and the $1510 Driver Convenience package (keyless entry and start, plus Entune premium infotainment with nav, traffic, weather, satellite radio, and Bluetooth) brought the sticker to a still-palatable $22,570.

The Corolla hasn’t been anything close to a driver’s car for decades, and the new 2014 version isn’t one, either, trading on roominess, fuel economy, price, and a continuously variable automatic that’s less annoying than garden-variety CVTs. The Corolla Eco delivers efficiency that’s accessible in the real world—all the better if you like to drive as if there’s a near-to-full, scalding-hot cup of coffee between your legs—and our final economy number topped those of the Camry Hybrid and Prius V and matched those of the tiny Prius C and hearty VW Jetta TDI diesel. But we know which of those cars we’d rather be driving, cost be damned, and it doesn’t have a stylized T on the front.

Specifications >

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $22,570 (base price $20,210)

ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement: 110 cu in, 1798 cc
Power: 140 hp @ 6100 rpm
Torque: 126 lb-ft @ 4000 rpm

TRANSMISSION: continuously variable automatic

DIMENSIONS:
Wheelbase: 106.3 in
Length: 182.6 in
Width: 69.9 in Height: 57.3 in
Curb weight: 2906 lb

C/D TEST RESULTS:
Zero to 60 mph: 9.5 sec
Zero to 100 mph: 27.1 sec
Zero to 110 mph: 36.1 sec
Rolling start, 5–60 mph: 9.8 sec
Top gear, 30–50 mph: 4.4 sec
Top gear, 50–70 mph: 5.9 sec
Standing ¼-mile: 17.4 sec @ 83 mph
Top speed (governor limited): 110 mph
Braking, 70–0 mph: 178 ft
Roadholding, 300-ft-dia skidpad*: 0.79 g

FUEL ECONOMY:
EPA city/highway driving: 30/40 mpg
C/D observed: 40 mpg
*Stability-control-inhibited.

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2014 Acura RLX

At the auto show in Los Angeles, the RLX Acura celebrated its world premiere. From 2013, he came to the dealers in North America. as a Acura RLX 2014 Model year.

By Acura RLX tried a renewed attempt in the luxury sedan segment. The successor to the RL, which for us was also known as the Honda Legend, should attract a lot of high-tech luxury and new customers.

Visually, the RLX presented not as graceful as the RL, he bribes rather bulky by design. The massive front end with LED headlights and the dynamic rear end stick in this case the most eye.

Completely re-presents itself to the interior that boasts luxury and latest entertainment technologies. An 8 "GPS is available as well as for the RLX conditioned leather seats, 3-zone climate control, or a Krell audio sound system with 14 speakers.

The start will be available with the 310 hp Acura RLX with a 3.5 liter V6 engine, which comes standard with a 6-speed automatic, which in this class, however, is a bit antiquated. A little later, a hybrid version comes with 370 hp and the SH-AWD all-wheel drive.

As assistant systems are an adaptive cruise control, a lane departure warning and lane departure warning are available. A highlight will also be the new LED headlights, which provide perfect illumination of the road.

Available is the new Acura RLX from spring 2013. as a 2014 Model year.

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Latest 2014 Volkswagen XL1 Car Complete Review – Different Views

While looking it, this car attracts every one. If you not impressed by this car, see the images. It was debuted on 2013 Geneva motor show by Volkswagen. This Volkswagen XL1 runs off by the parallel combination of a 27-HP electric motor that obtains current from a 5.5 KWH lithium ion battery pack, plus 47-HP 800 CC turbocharged 2 cylinder diesel engines. The powertrain is placed in back, and 12v battery for ancillaries can be powered through plug and gets some charge from brake recuperation.

VOLKSWAGEN XL1 SPECIFICATIONS
Engine:	800cc Turbo-Diesel I2 + e-motor
Power	68 HP / 103 LB-FT
Transmission	7-Speed DSG
0 - 60 Time:	12.5 Seconds (est.)
Drive Train:	Rear-Wheel Drive
Curb Weight:	1,953 LBS
Seating:	Two
Cargo:	4.2 CU-FT
MPG:	261 (max est.)

Volkswagen Reports that the XL1 can run up to 31 miles in pure electric mode. This Volkswagen XL1’s fuel tank holds 2.64 US gallons of diesel. The diesel hybrid powertrain produces 68 HP and 103 LB-FT of torque, its excellent for a 0 to 60 run in 12.5 seconds. The main thing, this XL1 has no suspension. 

All of the people will open his mouth when they hear about this cars mileage. Yes, this XL1 consume 1 liter of fuel for 100 kilometer or 62.1 miles travel. To Maintain the Car speed and efficient, XL1 designers replaces the heavier materials like steel and aluminum with lean carbon fiber. Totally XL1 weighs just 1800 pounds.

Volkswagen XL1 interior

 Coming to Volkswagen XL1 interior, designers replace the side view mirrors and used the cameras to show the rear view. This will useful to reduce the wind resistance. You can see this in above figure. The Volkswagen plans to start sale at the end of the year in Germany and Austria at the cost of over $130,000.

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2014 Cadillac CTS News

The third generation of the Cadillac CTS now celebrated at the Auto Show in New York had its premiere.

The new Cadillac CTS 2014 is launching a new luxury sedan with more dynamic styling and a lot of technology on the market. The third generation of the CTS is based on the same rear-drive architecture as the ATS, is positioned against Mercedes E-Class, BMW 5 Series and Lexus GS.

Compared to its predecessor, the new CTS has increased by 127 mm to 496.6 cm, but the roofline has been lowered by 25 mm, so the dynamic performance was enhanced. The new front design looks very futuristic but also very independent. The new CTS has found its own line that combine new forms with allusions to classic Cadillac lines. Model for the design was the Cadillac-evolution trial.

Here, the classy sedan will come but in the dynamics of the German premium competitors zoom. Thanks to consistent lightweight construction, the new CTS is around 90 kilograms lighter than the U.S. version of the BMW 528i and can compete with a weight balance of approximately 50:50 and driving pleasure.

Even the base model is equipped with the adaptive damping system Magnetic Ride Control that will offer both perfect road holding and comfort.

Under the hood is too edgy for the first time, the new twin-turbo Cadillac used to have an output of 420 hp has (313 kW) and maximum torque of 583 Nm. In less than 5 seconds, the new CTS will thus accelerate from 0 to 100 km / h.

For the first time in the new top model comes an 8-speed automatic transmission is used, which will provide fast and smooth gearshifts.

Alternatively you can also the CTS with the 2.0-liter turbo 4-cylinder with 272 hp get (203 kW) or the 3.6-liter V6 with 321 hp (239 kW). Both engines are combined with a 6-speed automatic. At the request of the new CTS is also available with all-wheel drive.

The interior of the new CTS will now offer even more space and a higher quality equipment. The new cue displays, which can be found already in the ATS are also finding their way in the CTS and digitize the fittings. Of course, the new Cadillac come up with lots of luxury extras. Among other things, there is a head-up display, electrically adjustable front seats and air conditioning, a heated leather steering wheel, a Bose sound system and an electric cup holder cover in the center console.

Even with the assistance systems has risen neatly Cadillac says the new CTS comes standard with an automatic parking assistant. Surcharge is also the Front Collision Warning, Lane Assistant, a blind-spot warning, adaptive lighting system and an adaptive cruise control.

In the U.S., the new Cadillac CTS start in the second half, to Europe it will come a little later.

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2014 Audi RS Q3

First RS model in the Q-Series at Geneva Motor Show, the 2014 Audi RS Q3 will celebrate its world premiere.

Audi is expanding its RS series and offers from autumn 2013 to the Q3 even in a particularly sporting variant. Visual level, the strong off-roader to RS-specific design details such as the RS front bumper, the RS rear bumper with prominent diffuser insert, the elliptical-shaped tailpipe or the striking roof spoiler.

Inside, the sporty accents then continued, and the passengers are treated with Alcantara / leather sports seats with embossed Audi RS Q3 lettering in the back, black piano lacquer deposits and generously distributed RS logos.

The heart of the RS Q3 is of course be 2.5 liter TFSI engine that helps the SUV to a sports car like performance. With an output of 310 hp (228 kW) of Q3 RS sprints in just 5.5 seconds from 0 to 100 km / h and up to 250 km / h fast.

Its maximum torque of 420 Nm, the engine delivers 1500 to 5200 rev / min, which has a very wide speed range the enormous thrust is available. On average, the motor should be content with just 8.8 liters of petrol per 100 kilometers.

It is shifted tronic as standard with the 7-speed S. Over the standard Audi drive select driving dynamics system with the modes auto, dynamic and comfort, the driver can influence the flap control of the exhaust system, the accelerator response and the shift points.

Thus, the force is also well placed on the road, has the RS Q3 via the proven quattro all-wheel drive with an electronically controlled and hydraulically operated multi-plate clutch. To increase the sportiness, the RS Q3 was lowered by 25 mm, making the off-road capabilities were somewhat limited, but this setup for this car without this should not stand in the foreground.

As standard, the RS Q3 among other still has the RS-specific driver information system, the Audi sound system with 10 speakers, xenon plus headlights and LED taillights. On request there is also available for the Q3 driver assistance systems, the MMI navigation equipment or a Bose sound system with 465 watts and 14 speakers.

Deliveries of the Audi RS Q3 is scheduled for fall 2013, prices have not yet been fixed.

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2014 Porsche 911 GT3

The sportiest model 911 will have its world premiere at the Geneva Motor Show: the new 2014 Porsche 911 GT3.

In the anniversary year of the Porsche Elfers now proposes a new chapter for some distance driving high performance sports cars. The fifth generation of the 911 GT3 does a complete redevelopment of the pole position among the thoroughbred Porsche sports cars with naturally aspirated series.

Boxer engine and transmission, body and chassis are completely new and introduce the concept of the 911 GT3 continues with an impressive performance leap. Power: 475 hp. Power to weight ratio: 3.0 kg / hp. Acceleration from zero to 100 km / h in 3.5 seconds. Maximum speed: 315 km / h.

To as technical highlight the first active rear comes in a production Porsche. And the optional full-LED headlights. The new 911 GT3 all remain successful properties of suitable sports car racing get more dynamic, more sophisticated practicality - and hochemotionalem fun.

The powertrain of the new 911 GT3 is composed of a 3.8-liter boxer engine that develops 475 hp (350 kW) at 8.250/min, a Porsche double-clutch transmission (PDK) and the high-traction rear-wheel drive. The six-cylinder engine is based on the aggregate of the 911 Carrera S, but this has only a few common parts.

All other components, particularly the crankshaft and valve gear are specially adapted for the GT3 or developed. Shall suspend Porsche a titanium connecting rods and forged pistons. The basic modifications set the stage for an extreme high-speed engine that reaches up to 9000/min. Even the Porsche double-clutch gearbox has been specially developed with properties be based directly on a sequential gearbox from motor racing and the driver thereby provide other benefits to performance and dynamics.

Porsche is the first time an active rear in order to achieve an even better precision and lateral dynamics. Depending on the speed it directs towards the same direction and one to the front wheels, improving stability and agility. Other new dynamics modules are the electronically controlled, fully variable rear differential lock and the dynamic engine mounts. The newly developed all-aluminum chassis is how far to adjust in height, toe and camber. The road pads new 20-inch forged alloy wheels with central locking ago.

The 911 GT3 is based on the light yet torsionally stiff body of the current 911 Carrera generation in steel / aluminum hybrid design, but has a respective independent front and rear part. In addition, the 911 GT3 in the area of the rear axle by 44 millimeters wider than a 911 Carrera S.

Distinct identifying feature is again the large, fixed rear wing. He combines a decisive role in the aerodynamics of the new 911 GT3, the low air resistance with further increased output values​​.

The new Porsche 911 GT3 comes to the market in August 2013

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2014 BMW M6 Gran Coupe

From May 2013, it is also the 6 Series Gran Coupe in the strong M6 version with 560 hp (412 kW).

After the M6 Coupe and M6 Convertible will be starting in May 2013, the M6 Gran Coupe. BMW thus combines the elegant appearance of his four-door coupe with the brute power of the V8 twin-turbo engine.

Visually, the 2014 BMW M6 Gran Coupe remains quite restrained and shows only on second glance that this is a very special version.

The revised front bumper with larger air intakes, widely flared wheel arches with exclusive 20 "alloy wheels and the M-typical double tailpipes featuring the individual appearance of the fast Gran Coupé.

Another highlight is the made ​​from the high-tech material carbon fiber roof, along with the visible carbon structure also includes a dynamic depression in the middle.

Inside, the sporty touch is then passed on, without forgetting the exclusive elegance. The finest leather covered sports seats, which give a perfect fit, but also are long-distance cruising.

The most important thing is of course the engine. As with the other body variants of the M6 under the bonnet of the BMW M6 Gran Coupé send the proven V8 TwinPower Turbo with 4.4 liter displacement. The performance is still at 560 hp (412 kW), the circuit takes over the seven-speed M double-clutch transmission.

The sprint from 0 to 100 km / h in 4.2 seconds, top speed is limited to 250 km h / unless we allow ourselves the M Drivers Package, then ends the forward thrust only at 305 km / h

Thus, the enormous performance is brought even without big losses on the tarmac is a Launch Control function. The chassis and brake system performance and modified vehicle characteristics were adjusted.

Standard equipment on the M6 Gran Coupe include 20 "M light-alloy wheels, a leather interior with heated front seats, an alarm system, the BMW Professional radio with hi-fi speaker system, LED headlights and much more.

On request, it is of course also highlights such as the Bang & Olufsen sound system, the Professional navigation system, rear-seat heater, Soft Close Automatic for the doors and the familiar assistance systems.

Prices are not set yet, the market launch takes place in May 2013.

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