Toyota 4Runner

The The Toyota 4 Runner is a guilty pleasure for me. I'm not a huge fan of SUVs but I've always liked the 4Runner for some reason. I talked my stepfather into buying one in 1997, and he piled up more than 350,000 miles on that white SR5 model before he had to junk it because of an unfortunate accident. The drivetrain was still strong at the end, but the body and suspension damage made repairing it not worth it. That was three years ago. If not for that accident, I have no doubt that it would still be running strong.
Now in its fifth generation, which debuted for the 2010 model year, the 4Runner is still a body-on-frame vehicle, which is rare nowadays for SUVs. Styling was updated some, as was the interior. It wasn't a drastic change, which is a good thing for a nameplate such as the 4 Runner. Toyota dropped the V8 engine option that I don't really miss; I always thought the V6 was more than sufficient.
After spending more than a week in our 2011 Toyota 4Runner SR5 tester, my appreciation for it remains strong. I piled on a good number of miles running errands, heading to family functions and moving a bunch of stuff and people around. I never tired of its trucklike ride quality, which for a full-frame vehicle is quite comfortable. Sure, it's rougher than the unibody SUVs on the market, but the ride fits the character of the 4Runner.
And one has to remember that the 4Runner is well respected in off-roading circles. There are the meaty tires, plenty of ground clearance and a 4WD system that's been around for quite some time. The most extreme driving I did was plow through some big puddles of water and pound down some badly rutted dirt roads. A small part of me even hoped for some snow, but that never came during my time. Either way, the 4Runner has serious off-road credibility, and a rougher on-road ride quality is acceptable.
The 4.0-liter V6 with 270 hp got the near 4,700 pounds of 4Runner moving along fine for merging and passing. It's a smooth engine connected to an equally smooth five-speed automatic transmission. Steering is responsive for a truck shod with tires more off-road-oriented, but the brakes took getting used to with an aggressive bite point.
The optional premium package provided the creature comforts such as leather-trimmed seats, heated front seats and a decent-sounding eight-speaker sound system with the tailgate function that I activated when I helped swap on a set of winter tires and rims at a friend's house. And the satellite radio was a bonus.
I also appreciated the sliding rear cargo floor that made loading and unloading those tires easy. Instead of having to lean in, you just need to slide the entire floor out.
As I said, SUVs such as the 4Runner are rare now. I guess you can consider it a rugged, old-school SUV from a time when fuel economy didn't matter all that much. Ah, those were the days. I still love the 4Runner, though. I wonder whether my stepfather is looking to replace his Honda Pilot anytime soon.Toyota 4 Runner is a guilty pleasure for me. I'm not a huge fan of SUVs but I've always liked the 4 Runner for some reason. I talked my stepfather into buying one in 1997, and he piled up more than 350,000 miles on that white SR5 model before he had to junk it because of an unfortunate accident. The drive train was still strong at the end, but the body and suspension damage made repairing it not worth it. That was three years ago. If not for that accident, I have no doubt that it would still be running strong.
Now in its fifth generation, which debuted for the 2010 model year, the 4 Runner is still a body-on-frame vehicle, which is rare nowadays for SUVs. Styling was updated some, as was the interior. It wasn't a drastic change, which is a good thing for a nameplate such as the 4 Runner. Toyota dropped the V8 engine option that I don't really miss; I always thought the V6 was more than sufficient.
After spending more than a week in our 2011 Toyota 4 Runner SR5 tester, my appreciation for it remains strong. I piled on a good number of miles running errands, heading to family functions and moving a bunch of stuff and people around. I never tired of its truck like ride quality, which for a full-frame vehicle is quite comfortable. Sure, it's rougher than the uni body SUVs on the market, but the ride fits the character of the 4 Runner.
And one has to remember that the 4 Runner is well respected in off-roading circles. There are the meaty tires, plenty of ground clearance and a 4 WD system that's been around for quite some time. The most extreme driving I did was plow through some big puddles of water and pound down some badly rutted dirt roads. A small part of me even hoped for some snow, but that never came during my time. Either way, the 4 Runner has serious off-road credibility, and a rougher on-road ride quality is acceptable.
The 4.0-liter V6 with 270 hp got the near 4,700 pounds of 4 Runner moving along fine for merging and passing. It's a smooth engine connected to an equally smooth five-speed automatic transmission. Steering is responsive for a truck shod with tires more off-road-oriented, but the brakes took getting used to with an aggressive bite point.
The optional premium package provided the creature comforts such as leather-trimmed seats, heated front seats and a decent-sounding eight-speaker sound system with the tailgate function that I activated when I helped swap on a set of winter tires and rims at a friend's house. And the satellite radio was a bonus.
I also appreciated the sliding rear cargo floor that made loading and unloading those tires easy. Instead of having to lean in, you just need to slide the entire floor out.
As I said, SUVs such as the 4 Runner are rare now. I guess you can consider it a rugged, old-school SUV from a time when fuel economy didn't matter all that much. Ah, those were the days. I still love the 4 Runner, though. I wonder whether my stepfather is looking to replace his Honda Pilot anytime soon.
Source :
autoweek.com
Credits :
Wheelsdealers
Now in its fifth generation, which debuted for the 2010 model year, the 4Runner is still a body-on-frame vehicle, which is rare nowadays for SUVs. Styling was updated some, as was the interior. It wasn't a drastic change, which is a good thing for a nameplate such as the 4 Runner. Toyota dropped the V8 engine option that I don't really miss; I always thought the V6 was more than sufficient.
After spending more than a week in our 2011 Toyota 4Runner SR5 tester, my appreciation for it remains strong. I piled on a good number of miles running errands, heading to family functions and moving a bunch of stuff and people around. I never tired of its trucklike ride quality, which for a full-frame vehicle is quite comfortable. Sure, it's rougher than the unibody SUVs on the market, but the ride fits the character of the 4Runner.
And one has to remember that the 4Runner is well respected in off-roading circles. There are the meaty tires, plenty of ground clearance and a 4WD system that's been around for quite some time. The most extreme driving I did was plow through some big puddles of water and pound down some badly rutted dirt roads. A small part of me even hoped for some snow, but that never came during my time. Either way, the 4Runner has serious off-road credibility, and a rougher on-road ride quality is acceptable.
The 4.0-liter V6 with 270 hp got the near 4,700 pounds of 4Runner moving along fine for merging and passing. It's a smooth engine connected to an equally smooth five-speed automatic transmission. Steering is responsive for a truck shod with tires more off-road-oriented, but the brakes took getting used to with an aggressive bite point.
The optional premium package provided the creature comforts such as leather-trimmed seats, heated front seats and a decent-sounding eight-speaker sound system with the tailgate function that I activated when I helped swap on a set of winter tires and rims at a friend's house. And the satellite radio was a bonus.
I also appreciated the sliding rear cargo floor that made loading and unloading those tires easy. Instead of having to lean in, you just need to slide the entire floor out.
As I said, SUVs such as the 4Runner are rare now. I guess you can consider it a rugged, old-school SUV from a time when fuel economy didn't matter all that much. Ah, those were the days. I still love the 4Runner, though. I wonder whether my stepfather is looking to replace his Honda Pilot anytime soon.Toyota 4 Runner is a guilty pleasure for me. I'm not a huge fan of SUVs but I've always liked the 4 Runner for some reason. I talked my stepfather into buying one in 1997, and he piled up more than 350,000 miles on that white SR5 model before he had to junk it because of an unfortunate accident. The drive train was still strong at the end, but the body and suspension damage made repairing it not worth it. That was three years ago. If not for that accident, I have no doubt that it would still be running strong.
Now in its fifth generation, which debuted for the 2010 model year, the 4 Runner is still a body-on-frame vehicle, which is rare nowadays for SUVs. Styling was updated some, as was the interior. It wasn't a drastic change, which is a good thing for a nameplate such as the 4 Runner. Toyota dropped the V8 engine option that I don't really miss; I always thought the V6 was more than sufficient.
After spending more than a week in our 2011 Toyota 4 Runner SR5 tester, my appreciation for it remains strong. I piled on a good number of miles running errands, heading to family functions and moving a bunch of stuff and people around. I never tired of its truck like ride quality, which for a full-frame vehicle is quite comfortable. Sure, it's rougher than the uni body SUVs on the market, but the ride fits the character of the 4 Runner.
And one has to remember that the 4 Runner is well respected in off-roading circles. There are the meaty tires, plenty of ground clearance and a 4 WD system that's been around for quite some time. The most extreme driving I did was plow through some big puddles of water and pound down some badly rutted dirt roads. A small part of me even hoped for some snow, but that never came during my time. Either way, the 4 Runner has serious off-road credibility, and a rougher on-road ride quality is acceptable.
The 4.0-liter V6 with 270 hp got the near 4,700 pounds of 4 Runner moving along fine for merging and passing. It's a smooth engine connected to an equally smooth five-speed automatic transmission. Steering is responsive for a truck shod with tires more off-road-oriented, but the brakes took getting used to with an aggressive bite point.
The optional premium package provided the creature comforts such as leather-trimmed seats, heated front seats and a decent-sounding eight-speaker sound system with the tailgate function that I activated when I helped swap on a set of winter tires and rims at a friend's house. And the satellite radio was a bonus.
I also appreciated the sliding rear cargo floor that made loading and unloading those tires easy. Instead of having to lean in, you just need to slide the entire floor out.
As I said, SUVs such as the 4 Runner are rare now. I guess you can consider it a rugged, old-school SUV from a time when fuel economy didn't matter all that much. Ah, those were the days. I still love the 4 Runner, though. I wonder whether my stepfather is looking to replace his Honda Pilot anytime soon.
Source :
autoweek.com
Credits :
Wheelsdealers
Toyota Avalon

The Toyota Avalon has been completely redesigned for the 2013
model year. We thought the previous-generation Avalon (2005-2012 models)
was commendable for its smooth ride and easy operability. The all-new 2013
Avalon builds on this, offering more responsive handling while maintaining
excellent ride quality. A smooth, powerful V6 engine comes standard, while
a hybrid gas-electric power train is optional for better fuel economy and
extremely low emissions. But what makes the Avalon great is that it's so
easy to operate, a refreshing trait in a world of complicated, vexing cars and
gadgets. The interior is comfortable and attractive, with leather
standard. We found it very easy to live with the all-new 2013
Avalon.
For a brand long known for its high quality and plain vanilla design, Toyota sent shock waves through the industry when it first displayed the all-new Avalon. When compared to the latest-generation Camry midsize sedan, the 2013 Avalon full-size sedan looks like it came from another company entirely. But the 2013 Avalon is precisely what Toyota's top executive, President Akio Toyoda, the grandson of the company's founder, had in mind when he promised to pump new passion into the brand.
The 2013 Avalon is visually striking, with the sort of cutting-edge styling you might expect from the latest Ford or Hyundai, or even Mercedes-Benz. The new design clearly gives the new Toyota a much more expensive look and feel.The overall look of the 2013 Toyota Avalon is more muscular and refined than the old, lumpen box, with a coupe-like roofline that is somewhat reminiscent of the striking Audi A7. The interior, meanwhile, boasts an almost luxury-class level of refinement, with upgraded leather that is now being hand-stitched to deliver a visual sense of craftsmanship. The large touchscreen adapts the latest version of Toyota's EnTune infotainment system and the LCD screen atop the center stack replaces most traditional knobs and buttons. The rest migrate to a capacitive system that can be operated with barely a touch.
The redesigned 2013 Avalon is available with two distinct power train options, the most popular of which is likely to be the 3.5-liter, 90-degree, DOHC, six-cylinder engine with Variable Valve Timing with Intelligence that produces 268 horsepower at 6200 rpm and 248 pound-feet of torque. The 3.5-liter V6 delivers surprisingly good fuel economy considering the size of the new Avalon sedan and the power it pumps out. We found it smooth and powerful. Toyota says the Avalon with the 3.5-liter V6 can accelerate from 0 to 60 mph in 6.7 seconds, which is quite quick.
Those who want to maximize mileage will be drawn to the Avalon hybrid models, which use the latest iteration of the Toyota Hybrid Synergy Drive and are expected to get up to 40 miles per gallon. That's impressive for a full-size sedan, and all the more impressive considering the minimal sacrifice in performance. The 2013 Toyota Avalon Hybrid is estimated to launch from 0 to 60 mph in around 8 seconds, which is average acceleration performance. The 2013 Avalon is the first full-size Toyota sedan to offer a hybrid gas-electric power train.
The 2013 Toyota Avalon is produced at Toyota's plant in Georgetown, Kentucky. The new Toyota sedan is, in fact, the most American car the Japanese maker has ever offered, the design work being handled by Toyota's advanced styling studio in Southern California, while the primary engineering work was done in suburban Detroit
Source:
Autos.aol.com
Credits:
www.wheelsdealers.com
For a brand long known for its high quality and plain vanilla design, Toyota sent shock waves through the industry when it first displayed the all-new Avalon. When compared to the latest-generation Camry midsize sedan, the 2013 Avalon full-size sedan looks like it came from another company entirely. But the 2013 Avalon is precisely what Toyota's top executive, President Akio Toyoda, the grandson of the company's founder, had in mind when he promised to pump new passion into the brand.
The 2013 Avalon is visually striking, with the sort of cutting-edge styling you might expect from the latest Ford or Hyundai, or even Mercedes-Benz. The new design clearly gives the new Toyota a much more expensive look and feel.The overall look of the 2013 Toyota Avalon is more muscular and refined than the old, lumpen box, with a coupe-like roofline that is somewhat reminiscent of the striking Audi A7. The interior, meanwhile, boasts an almost luxury-class level of refinement, with upgraded leather that is now being hand-stitched to deliver a visual sense of craftsmanship. The large touchscreen adapts the latest version of Toyota's EnTune infotainment system and the LCD screen atop the center stack replaces most traditional knobs and buttons. The rest migrate to a capacitive system that can be operated with barely a touch.
The redesigned 2013 Avalon is available with two distinct power train options, the most popular of which is likely to be the 3.5-liter, 90-degree, DOHC, six-cylinder engine with Variable Valve Timing with Intelligence that produces 268 horsepower at 6200 rpm and 248 pound-feet of torque. The 3.5-liter V6 delivers surprisingly good fuel economy considering the size of the new Avalon sedan and the power it pumps out. We found it smooth and powerful. Toyota says the Avalon with the 3.5-liter V6 can accelerate from 0 to 60 mph in 6.7 seconds, which is quite quick.
Those who want to maximize mileage will be drawn to the Avalon hybrid models, which use the latest iteration of the Toyota Hybrid Synergy Drive and are expected to get up to 40 miles per gallon. That's impressive for a full-size sedan, and all the more impressive considering the minimal sacrifice in performance. The 2013 Toyota Avalon Hybrid is estimated to launch from 0 to 60 mph in around 8 seconds, which is average acceleration performance. The 2013 Avalon is the first full-size Toyota sedan to offer a hybrid gas-electric power train.
The 2013 Toyota Avalon is produced at Toyota's plant in Georgetown, Kentucky. The new Toyota sedan is, in fact, the most American car the Japanese maker has ever offered, the design work being handled by Toyota's advanced styling studio in Southern California, while the primary engineering work was done in suburban Detroit
Source:
Autos.aol.com
Credits:
www.wheelsdealers.com
Aston Martin one 77

Aston Martin’s carefully orchestrated, striptease-style reveal of its ambitious One-77, the most exclusive and expensive car in the company’s history, was recently blown wide open with the release of four images of the car half a year before it officially bows at the 2009 Geneva auto show. Publication of the shots was followed by an interview with Aston Martin CEO Dr. Ulrich Bez published in AutoWeek. Aston has also launched a dedicated Web site, www.One-77.com.
In the interview, Dr. Bez confirmed the One-77’s astronomical price tag, which would be “no more than $2 million and probably closer to $1.75 million,” some seven times the price of Aston’s current flagship, the $266,350 DBS.
The pictures reveal the styling of the One-77, which takes Aston’s trademark proportions to the extreme with huge wheels, massive rear fenders, creased carbon-fiber bodywork, and a stretched greenhouse. The visual impact is further heightened by brazen details, such as the massive egg-crate grille, hood grooves, McLaren F1–style fender strakes, and the huge channeled rear diffuser that, along with active aero bits, will help suck the rear end to the ground should it ever find itself approaching its claimed 200-plus-mph top speed. The boomerang-style taillamps are particularly cool, we think, and the hash-style ducts that slice through the flawless darkened headlamps and front bumper add a dash of true exotica to what might otherwise have been confused with a sub-million-dollar car
All that said, while the car is certainly extreme—and rather unbeautiful—for an Aston Martin, it may nonetheless disappoint folks expecting Lamborghini-style visual drama for their extravagant expenditure. Like Lambo’s Reventón, however, the One-77 will be very, very rare (only 77 are planned). Prodigious power and torque—some 700 horses and 516 lb-ft—will come from a 7.3-liter V-12. Aston’s most potent powerplant ever, the engine is a stretched-displacement relative of the 5.9-liter V-12 used elsewhere in the Aston range. It will be mated to a paddle-shifted automated manual transmission.
While the One-77 shares its front-engine, rear-drive GT layout with lesser Astons, according to Bez, its carbon-fiber tub is unique, as are all of the hand-molded aluminum body parts. Its dimensions are shorter, wider, and lower than the DB9 and DBS, and weight should be kept to about 3300 pounds.
No photos have been released of the One-77’s interior, but we expect a space characterized by the same sort of intensity promised on the outside. In any case, it should be a pretty nice place to spend one’s time, though we won’t know for sure until the official unveiling next year.
Will it sell in this economy? According to Aston Martin spokeswoman Francesca Best, the company has 100 letters of intent from potential owners, but no deposits have been taken at this point. The 77 cars will be distributed around the globe, with England and America getting no more than four apiece, according to the Bez interview. Production is said to start in August of 2009, running for only the following 12 months. That’s it, at least until Aston Martin finds a way to top itself again. That task will be much harder next time
Source:
caranddriver.com
Credits:
Wheelsdealers
In the interview, Dr. Bez confirmed the One-77’s astronomical price tag, which would be “no more than $2 million and probably closer to $1.75 million,” some seven times the price of Aston’s current flagship, the $266,350 DBS.
The pictures reveal the styling of the One-77, which takes Aston’s trademark proportions to the extreme with huge wheels, massive rear fenders, creased carbon-fiber bodywork, and a stretched greenhouse. The visual impact is further heightened by brazen details, such as the massive egg-crate grille, hood grooves, McLaren F1–style fender strakes, and the huge channeled rear diffuser that, along with active aero bits, will help suck the rear end to the ground should it ever find itself approaching its claimed 200-plus-mph top speed. The boomerang-style taillamps are particularly cool, we think, and the hash-style ducts that slice through the flawless darkened headlamps and front bumper add a dash of true exotica to what might otherwise have been confused with a sub-million-dollar car
All that said, while the car is certainly extreme—and rather unbeautiful—for an Aston Martin, it may nonetheless disappoint folks expecting Lamborghini-style visual drama for their extravagant expenditure. Like Lambo’s Reventón, however, the One-77 will be very, very rare (only 77 are planned). Prodigious power and torque—some 700 horses and 516 lb-ft—will come from a 7.3-liter V-12. Aston’s most potent powerplant ever, the engine is a stretched-displacement relative of the 5.9-liter V-12 used elsewhere in the Aston range. It will be mated to a paddle-shifted automated manual transmission.
While the One-77 shares its front-engine, rear-drive GT layout with lesser Astons, according to Bez, its carbon-fiber tub is unique, as are all of the hand-molded aluminum body parts. Its dimensions are shorter, wider, and lower than the DB9 and DBS, and weight should be kept to about 3300 pounds.
No photos have been released of the One-77’s interior, but we expect a space characterized by the same sort of intensity promised on the outside. In any case, it should be a pretty nice place to spend one’s time, though we won’t know for sure until the official unveiling next year.
Will it sell in this economy? According to Aston Martin spokeswoman Francesca Best, the company has 100 letters of intent from potential owners, but no deposits have been taken at this point. The 77 cars will be distributed around the globe, with England and America getting no more than four apiece, according to the Bez interview. Production is said to start in August of 2009, running for only the following 12 months. That’s it, at least until Aston Martin finds a way to top itself again. That task will be much harder next time
Source:
caranddriver.com
Credits:
Wheelsdealers
Jaguar xkss

Jaguar’s D-Type was one of the landmark race cars of the 1950s. Not only was it beautiful, but it fulfilled Jaguar founder William Lyon's desire to win the 24 Hours of Le Mans. D-Types won there in 1955, 1956 and 1957. That's only three of the D-Type's victories; many others came in the hands of private race teams.
In 1956, Jaguar suspended its factory racing efforts while 25 D-Types were still in inventory. Famed American racer Briggs Cunningham convinced Jaguar to add another 25 D-Types, the total of 50 meeting the Sports Car Club of America's rules to qualify for production sports car racing in the U.S.
The factory changed the model number of the cars from XKD to XKSS, the initials apparently standing for Super Sport. Externally, Jaguar added bumpers to protect the aluminum bodywork, a luggage rack for touring, turn signals, larger taillights and a full-width windshield. The distinctive D-Type headrest and fin were removed. For creature comfort, side windows and a folding top were devised, while the center divider between driver and passenger was removed and the rider got a proper door.
Basically unchanged were the technical specifications. XKSS customers received the same 250-bhp dry-sump 3.4-liter straight-6 engine that would move the Jaguar to 60 mph in just 5.2 seconds on the way to its 149-mph top speed. Also retained for the XKSS were the rack-and-pinion steering and disc brakes used in the competition D-Type.
Jaguar unveiled the car at the New York Auto Show and orders were taken, customers anxious to get their street-legal D-Types. Work began converting the 25 remaining D-Types to XKSS specification, but then disaster struck. A fire at the Brown's Lane factory in February 1957 destroyed not just nine of the cars, but all the necessary jigs and tooling needed to build them.
The 16 remaining XKSS were delivered and remain icons among Jaguar aficionados; the group was even honored at the 2010 Pebble Beach Concours. Most famous of their owners was Steve McQueen, who bought his XKSS in 1958 and twice almost lost his license driving the Jaguar. He sold the car...but so missed the XKSS that he bought it back.
In fact, there are 18 XKSSs. Two of original D-Types were returned to Jaguar in 1958 to be converted to XKSS specs. One of those, XKD533, is the car in the Ralph Lauren collection. Being shown in Paris is something of a homecoming for XKD533, as it was first delivered in France in 1956.
Source:
Wheelsdealers
In 1956, Jaguar suspended its factory racing efforts while 25 D-Types were still in inventory. Famed American racer Briggs Cunningham convinced Jaguar to add another 25 D-Types, the total of 50 meeting the Sports Car Club of America's rules to qualify for production sports car racing in the U.S.
The factory changed the model number of the cars from XKD to XKSS, the initials apparently standing for Super Sport. Externally, Jaguar added bumpers to protect the aluminum bodywork, a luggage rack for touring, turn signals, larger taillights and a full-width windshield. The distinctive D-Type headrest and fin were removed. For creature comfort, side windows and a folding top were devised, while the center divider between driver and passenger was removed and the rider got a proper door.
Basically unchanged were the technical specifications. XKSS customers received the same 250-bhp dry-sump 3.4-liter straight-6 engine that would move the Jaguar to 60 mph in just 5.2 seconds on the way to its 149-mph top speed. Also retained for the XKSS were the rack-and-pinion steering and disc brakes used in the competition D-Type.
Jaguar unveiled the car at the New York Auto Show and orders were taken, customers anxious to get their street-legal D-Types. Work began converting the 25 remaining D-Types to XKSS specification, but then disaster struck. A fire at the Brown's Lane factory in February 1957 destroyed not just nine of the cars, but all the necessary jigs and tooling needed to build them.
The 16 remaining XKSS were delivered and remain icons among Jaguar aficionados; the group was even honored at the 2010 Pebble Beach Concours. Most famous of their owners was Steve McQueen, who bought his XKSS in 1958 and twice almost lost his license driving the Jaguar. He sold the car...but so missed the XKSS that he bought it back.
In fact, there are 18 XKSSs. Two of original D-Types were returned to Jaguar in 1958 to be converted to XKSS specs. One of those, XKD533, is the car in the Ralph Lauren collection. Being shown in Paris is something of a homecoming for XKD533, as it was first delivered in France in 1956.
Source:
Wheelsdealers
Porsche 356

The first 49 Porsches were built in Gmünd, Austria, and are as pure a statement of their creator's art as you'll ever find. But while they are almost priceless Porsche artefacts, they're underpowered and not usable in the way that their production counterparts would end up being in subsequent years.
Series production started at Stuttgart in 1950, and the 356 now sported steel bodywork. Initial production started with the coupé, but the cabriolet version came on stream the following year, which in retrospect looked like the wrong way to do it, with sales of the open-topped car outnumbering its closed counterpart by 4:1.
Split screens were fitted until April 1952, when they were after which they were replaced by a single item. In true (subsequent) Porsche tradition, the engine capacity continually grew - from 1100 through 1300 to 1.5-litres. The ‘S’ version of the latter rated up to 72bhp, but was complex and short-lived.
in 1954, the Speedster was introduced - and became the most recognisable and valuable - of all the series production 356s. They were actually made at the suggestion of USA Porsche importer Max Hoffman, who wanted a stripped-down version of the 356 Cabriolet that could be raced at the weekends. And what a success it proved to be, with almost 3000 sold, mainly in the USA.
The first major revision came in 1955 with the facelift to 356A spec. This ushered in improved exterior styling, and introduced more civilised interiors. Once again, the engine capacity was increased to 1.6-litres, and this marked the point when the Porsche 356 started selling really strongly.
Again, further revisions weren't long in coming - first the more powerful ‘Super’, then the 356B, which added twin-choke carburettors and further styling revisions. You'll spot one of these by its larger bumpers and bonnet chrome. Next came the 1963 356C, which briefly sold alongside the 911. It was the first roadgoing Porsche to feature disc brakes, and the entry level engine was now boosted to 75bhp from 60bhp.
The 356 Carrera was a high-performance stand-alone version of the 356. It had a dauntingly complicated technical specification, with four gear-driven camshafts, dry-sump lubrication, twin sparkplugs and roller-bearing crankshafts on early models. They were built with competition in mind, and unlike the less powerful cars, they were rev-happy little things. The first 1.5-litre Carrera could hit 120mph, while the 2.0-litre Carrera 2, which came in 1962 (and which only 126 were built) could top 125mph. Truly exciting, both in terms of driving and value - and that's before you start looking at engine rebuild costs
Source :
classics.honestjohn.co.uk/
Credits:
Wheelsdealers
Series production started at Stuttgart in 1950, and the 356 now sported steel bodywork. Initial production started with the coupé, but the cabriolet version came on stream the following year, which in retrospect looked like the wrong way to do it, with sales of the open-topped car outnumbering its closed counterpart by 4:1.
Split screens were fitted until April 1952, when they were after which they were replaced by a single item. In true (subsequent) Porsche tradition, the engine capacity continually grew - from 1100 through 1300 to 1.5-litres. The ‘S’ version of the latter rated up to 72bhp, but was complex and short-lived.
in 1954, the Speedster was introduced - and became the most recognisable and valuable - of all the series production 356s. They were actually made at the suggestion of USA Porsche importer Max Hoffman, who wanted a stripped-down version of the 356 Cabriolet that could be raced at the weekends. And what a success it proved to be, with almost 3000 sold, mainly in the USA.
The first major revision came in 1955 with the facelift to 356A spec. This ushered in improved exterior styling, and introduced more civilised interiors. Once again, the engine capacity was increased to 1.6-litres, and this marked the point when the Porsche 356 started selling really strongly.
Again, further revisions weren't long in coming - first the more powerful ‘Super’, then the 356B, which added twin-choke carburettors and further styling revisions. You'll spot one of these by its larger bumpers and bonnet chrome. Next came the 1963 356C, which briefly sold alongside the 911. It was the first roadgoing Porsche to feature disc brakes, and the entry level engine was now boosted to 75bhp from 60bhp.
The 356 Carrera was a high-performance stand-alone version of the 356. It had a dauntingly complicated technical specification, with four gear-driven camshafts, dry-sump lubrication, twin sparkplugs and roller-bearing crankshafts on early models. They were built with competition in mind, and unlike the less powerful cars, they were rev-happy little things. The first 1.5-litre Carrera could hit 120mph, while the 2.0-litre Carrera 2, which came in 1962 (and which only 126 were built) could top 125mph. Truly exciting, both in terms of driving and value - and that's before you start looking at engine rebuild costs
Source :
classics.honestjohn.co.uk/
Credits:
Wheelsdealers
Ferrari F 40

With that sharply drooping snout and high rear wing it does look like a road-racer, and a quick one. The 2936cc V8 engine, an evolution of the previous 288GTO mill, with the help of two Japanese water-cooled IHI turbochargers, promises 478bhp at 7000rpm. And most of this forced induction plumbing is visible through the rear plastic engine cover. Very boy racer.
Open the flimsy carbonfibre door and the F40’s interior looks like that of a kit car: simple to the point of appearing homemade. The requisite Momo steering wheel is in place, there is a set of very red racing seats, the exposed Ferrari gearshift gate, a sprinkling of instruments and that’s it. No carpet, no door trim, no weight. And that’s where this Ferrari is a bit special – in the construction of its body and chassis.
Using F1 composite technology of the day, the F40 features a tubular steel spaceframe chassis with bonded-on panels of Kevlar, imparting torsional stiffness without weight. The doors, bonnet, bootlid and other removal panels are all carbonfibre. The result is an all-up weight of just 1100kg, about the same as the notably light Porsche 911 2.7RS Touring of the early 1970s.
Once clambered over the wide sill and cupped into the figure-hugging seat, you clack the door behind you. The Momo is set high and at quite a flat angle. The bare, black composite floor is shiny underfoot and gaps are sealed with what looks like green mastic. The pedals are naked metal and the dash is covered in cheap-looking carpeting, but the instruments are right in your line of vision, with the tacho redline marked at 7750rpm, and the long gearshift perfectly placed.
Check for neutral, turn the key and punch the starter button. The V8 behind you fires without much drama. It initially runs a bit unevenly but dab the throttle and it revs cleanly. Having a flat-plane crank arrangement, it sounds like two eager four-cylinders rather than whoofling lazily like an American V8.
Depress the clutch – ouch, it is heavy – and pull the stiff gearlever back and down towards you for first. You would think that this Ferrari might choose to stall in true race-car style but no, just engage the clutch, add some throttle and the ample quotient of 425lb ft of torque eases the light F40 away.
Trundling through the centre of busy Geneva, the Ferrari is tractable and remains largely calm and docile. The clutch and gearshift are both heavy and you cannot see much behind you, but the steering is alive and sharp and the car seems to swivel from your hips. The untrimmed interior sounds just like a racing car: engine and suspension noise crash through the cabin, while every piece of grit thrown up from the road can be heard hitting the composite tub. Tyre noise rises markedly as we head out onto the motorway leading to the mountains.
Kidston and snapper Bailie in the photo car ahead wave me past as the motorway clears, so I drop a gear and depress the throttle. The Ferrari’s engine spools up and the rev-counter breaches 4000rpm. In a flash it is at 5000rpm and then in the next instant at the seven-and-three-quarters redline. Whilst not quite an on/off switch, the twin-turbo V8 gathers speed at a terrifying rate after about five thou’.
Lifting the throttle to go for the next gear, there is an explosive phzzzooooo! noise from behind my right ear, loud enough to make me almost jump clean out of the seat.
Thank goodness for the racing harness. My first thought is that something must have blown in the engine bay but then it strikes me: must be the turbo pop-off valve. With my heart rate slowly coming down from about 170bpm, I give the F40 another squirt and change up through the ’box, enjoying the accompaniment of the pop-off with each cog swapped.
This Ferrari is frighteningly fast. Your need to recalibrate your brain to absorb information at the speed the Ferrari requires. The rise of revs, the concentration required for the recalcitrant gearshift, the way speed piles onto the speedometer, the way the motorway narrows and other cars come back at you as you fly past. Then the need to process the fast-shrinking distances screaming towards you through the large windscreen. After driving normal historic cars, this is like a computer game – a very hot and noisy one.
Settling in and becoming more comfortable with the Ferrari, you notice that the firm ride is acceptable on the smooth Swiss motorway and the car always feels securely planted. Peeling off and into the mountain roads, the Ferrari attacks a steep climb with gusto. Twirling it through the corners it shoots to the next bend, where you can throw it in, quickly. The well-sorted suspension keeps it flat at all times and on these dry roads grip is no problem, with massive 335-section Pirelli P7s at the rear. But the brakes begin to prove a bit of a challenge, needing a firm shove and not biting with much conviction. As you climb higher up the mountain, the road gets tighter and the Ferrari begins to feel a tad wide. Also, the corners come up more quickly so you have to be careful to judge when the turbos cut in, trying to get them on-boost on the way out and not boosting when going in. Damn hard work but enormous driving fun.
The F40 is basically a large go-kart. It has that typical Ferrari nervousness, feeling tightly wound and super responsive. As well as the less than co-operative gearbox, the throttle pedal is awkward, being sticky when you drive slowly. It much prefers to be down more than half its travel, where all hell breaks loose.
Clambering out of the now very hot Ferrari atop a mountain, I am perspiring and shaking a little. What a car. What an adrenalin pump! This is a supercar of the late ’80s but it feels like a classic of the ’60s. Much faster and more effective, of course, but providing that pure driver feel, unsullied by power assistance, servo assistance, rubber bushing, sound deadening, suspension compliance and all that boring stuff. Fortunately Kidston has arranged a luncheon at his favourite restaurant stop so I have a chance to calm down
Source:
Wheelsdealers
Open the flimsy carbonfibre door and the F40’s interior looks like that of a kit car: simple to the point of appearing homemade. The requisite Momo steering wheel is in place, there is a set of very red racing seats, the exposed Ferrari gearshift gate, a sprinkling of instruments and that’s it. No carpet, no door trim, no weight. And that’s where this Ferrari is a bit special – in the construction of its body and chassis.
Using F1 composite technology of the day, the F40 features a tubular steel spaceframe chassis with bonded-on panels of Kevlar, imparting torsional stiffness without weight. The doors, bonnet, bootlid and other removal panels are all carbonfibre. The result is an all-up weight of just 1100kg, about the same as the notably light Porsche 911 2.7RS Touring of the early 1970s.
Once clambered over the wide sill and cupped into the figure-hugging seat, you clack the door behind you. The Momo is set high and at quite a flat angle. The bare, black composite floor is shiny underfoot and gaps are sealed with what looks like green mastic. The pedals are naked metal and the dash is covered in cheap-looking carpeting, but the instruments are right in your line of vision, with the tacho redline marked at 7750rpm, and the long gearshift perfectly placed.
Check for neutral, turn the key and punch the starter button. The V8 behind you fires without much drama. It initially runs a bit unevenly but dab the throttle and it revs cleanly. Having a flat-plane crank arrangement, it sounds like two eager four-cylinders rather than whoofling lazily like an American V8.
Depress the clutch – ouch, it is heavy – and pull the stiff gearlever back and down towards you for first. You would think that this Ferrari might choose to stall in true race-car style but no, just engage the clutch, add some throttle and the ample quotient of 425lb ft of torque eases the light F40 away.
Trundling through the centre of busy Geneva, the Ferrari is tractable and remains largely calm and docile. The clutch and gearshift are both heavy and you cannot see much behind you, but the steering is alive and sharp and the car seems to swivel from your hips. The untrimmed interior sounds just like a racing car: engine and suspension noise crash through the cabin, while every piece of grit thrown up from the road can be heard hitting the composite tub. Tyre noise rises markedly as we head out onto the motorway leading to the mountains.
Kidston and snapper Bailie in the photo car ahead wave me past as the motorway clears, so I drop a gear and depress the throttle. The Ferrari’s engine spools up and the rev-counter breaches 4000rpm. In a flash it is at 5000rpm and then in the next instant at the seven-and-three-quarters redline. Whilst not quite an on/off switch, the twin-turbo V8 gathers speed at a terrifying rate after about five thou’.
Lifting the throttle to go for the next gear, there is an explosive phzzzooooo! noise from behind my right ear, loud enough to make me almost jump clean out of the seat.
Thank goodness for the racing harness. My first thought is that something must have blown in the engine bay but then it strikes me: must be the turbo pop-off valve. With my heart rate slowly coming down from about 170bpm, I give the F40 another squirt and change up through the ’box, enjoying the accompaniment of the pop-off with each cog swapped.
This Ferrari is frighteningly fast. Your need to recalibrate your brain to absorb information at the speed the Ferrari requires. The rise of revs, the concentration required for the recalcitrant gearshift, the way speed piles onto the speedometer, the way the motorway narrows and other cars come back at you as you fly past. Then the need to process the fast-shrinking distances screaming towards you through the large windscreen. After driving normal historic cars, this is like a computer game – a very hot and noisy one.
Settling in and becoming more comfortable with the Ferrari, you notice that the firm ride is acceptable on the smooth Swiss motorway and the car always feels securely planted. Peeling off and into the mountain roads, the Ferrari attacks a steep climb with gusto. Twirling it through the corners it shoots to the next bend, where you can throw it in, quickly. The well-sorted suspension keeps it flat at all times and on these dry roads grip is no problem, with massive 335-section Pirelli P7s at the rear. But the brakes begin to prove a bit of a challenge, needing a firm shove and not biting with much conviction. As you climb higher up the mountain, the road gets tighter and the Ferrari begins to feel a tad wide. Also, the corners come up more quickly so you have to be careful to judge when the turbos cut in, trying to get them on-boost on the way out and not boosting when going in. Damn hard work but enormous driving fun.
The F40 is basically a large go-kart. It has that typical Ferrari nervousness, feeling tightly wound and super responsive. As well as the less than co-operative gearbox, the throttle pedal is awkward, being sticky when you drive slowly. It much prefers to be down more than half its travel, where all hell breaks loose.
Clambering out of the now very hot Ferrari atop a mountain, I am perspiring and shaking a little. What a car. What an adrenalin pump! This is a supercar of the late ’80s but it feels like a classic of the ’60s. Much faster and more effective, of course, but providing that pure driver feel, unsullied by power assistance, servo assistance, rubber bushing, sound deadening, suspension compliance and all that boring stuff. Fortunately Kidston has arranged a luncheon at his favourite restaurant stop so I have a chance to calm down
Source:
Wheelsdealers
Karmann Ghia 1970

This 1970 Karmann Ghia Convertible sold for $12,650, including buyer's premium, at the RM Monterey auction held on Aug 13-14, 2004.to any of you who venerate the likes of Car and Driver, may I point out that indeed it did publish the aforementioned "comparo" in August 1972, pitting a new Karmann Ghia convertible against a 1956 Speedster. At the time, it must have seemed like a good idea, doting over a new car in lieu of a 16-year-old used one, yet they still tripped over some of their own logic.
Most damning is that while C&D measured the handling as equal (both cars achieved a lateral acceleration of 0.75 g), they flat-out admitted that the Karmann Ghia wallowed, due in no small amount to it being a much heavier car. Therein lies the appeal of the Porsche-its amazing steering and light feeling, a minimalist performance car that offered respectable road-course performance right off the dealer's lot. The best that can be said about a Karmann Ghia is that it's a stylish street cruiser, something most often uttered by members of the fairer sex. A sports car, it is not.
Quite frankly, this was about as silly of an apples-to-oranges comparison as pitting a Karmann Ghia against a new Volkswagen would be today. Porsche Speedsters and VW Karmann Ghias are just two entirely different cars that were built for entirely different
markets. Even as collectibles, this rings true, as there's a Grand Canyon-sized difference in their current values. The best Speedsters are making six-digit prices, while very nice Karmann Ghias are extremely lucky to break $20k.
So, we've established that a Karmann Ghia is far from a Porsche-but it certainly wasn't far from a Beetle. While the bodies were fabricated and assembled by Karmann (read that as requiring a lot of hand fitting and seam filling, i.e. extra weight), they retained a stock VW powertrain. Anemic enough in the garden variety Beetle, this made the Karmann Ghia a garden slug. That on a per-model basis the cars weighed about 120 pounds more than Beetles didn't help. Only in later years, when the Beetle gained horsepower, did the Ghia's performance similarly improve. Even then it was slow, and the car has never appealed to the enthusiast crowd.
Not to say that this is entirely bad. Karmann Ghias have generally had caring owners who have saved them from the level of abuse that Beetles typically see: i.e., outfitted with Baja fenders and chrome accelerator pedals shaped like feet, or becoming Bradley GT-donors. For those so inclined, both four- and six-cylinder Porsche powertrains can be made to work in a Karmann Ghia and some wackos have even stuffed Corvair mills in the tail.
Perhaps the best way to damn the Karmann Ghia with faint praise is to say that not only will your collegiate daughter love it for its looks, but the suspension is relatively forgiving and the car certainly isn't powerful enough for her to get into too much trouble.
Parts availability is in several ways better and less expensive than a late-model jellybean import, even for most of the difficult stuff like body, glass and trim. For mechanicals, remember, Volkswagen made something like 21 million Beetles. As I've said before, you have to be careful not to get hit by parts falling out of the sky.
Karmann Ghias rode the New Beetle popularity wave with the real air-cooled Beetle in the late 1990s, but that trend has leveled off, and pricing has been stable over the past few years. Though the SCM Price Guide does not yet list the Karmann Ghia, we routinely see good examples trade in the low teens, with an occasional car poking its head above $20,000. The car pictured here was a well-executed restoration to stock condition, but not perfect. As such, it would make a good cruiser and nice local show car.
With a pre-auction estimate high of $30k, someone's bubble likely burst when the gavel fell on this no-reserve sale at just over $12,000. There are those who think they can drag a rusted-out Chevette across a Monterey auction block and still get $10,000 for it, so it is somewhat refreshing to see that not everyone falls prey to the "Red Mist of Monterey." Better yet, perhaps this buyer got the deal of the weekend.
Though I imagine green would tend to go over better in Germany, it is generally considered a "bad" color for a convertible in North America. This particular hue is just too plain and dark to attract the typical teeny-bopper, quirky-car-fan that adores these Volkswagens, so when the time comes to sell, this car's new owner may have to be patient.
Still, for what this Karmann Ghia was-a later model car with a 1600-cc engine and thin bumpers in nice shape-the final bid wasn't a lot of money for a fun summer toy. Let's just hope its new owner doesn't show up at any PCA events with the C&D comparo taped to his windshield, offering to autocross Speedsters for pink slips.
Source :
www.sportscarmarket.com
Credits:
Wheelsdealers
Most damning is that while C&D measured the handling as equal (both cars achieved a lateral acceleration of 0.75 g), they flat-out admitted that the Karmann Ghia wallowed, due in no small amount to it being a much heavier car. Therein lies the appeal of the Porsche-its amazing steering and light feeling, a minimalist performance car that offered respectable road-course performance right off the dealer's lot. The best that can be said about a Karmann Ghia is that it's a stylish street cruiser, something most often uttered by members of the fairer sex. A sports car, it is not.
Quite frankly, this was about as silly of an apples-to-oranges comparison as pitting a Karmann Ghia against a new Volkswagen would be today. Porsche Speedsters and VW Karmann Ghias are just two entirely different cars that were built for entirely different
markets. Even as collectibles, this rings true, as there's a Grand Canyon-sized difference in their current values. The best Speedsters are making six-digit prices, while very nice Karmann Ghias are extremely lucky to break $20k.
So, we've established that a Karmann Ghia is far from a Porsche-but it certainly wasn't far from a Beetle. While the bodies were fabricated and assembled by Karmann (read that as requiring a lot of hand fitting and seam filling, i.e. extra weight), they retained a stock VW powertrain. Anemic enough in the garden variety Beetle, this made the Karmann Ghia a garden slug. That on a per-model basis the cars weighed about 120 pounds more than Beetles didn't help. Only in later years, when the Beetle gained horsepower, did the Ghia's performance similarly improve. Even then it was slow, and the car has never appealed to the enthusiast crowd.
Not to say that this is entirely bad. Karmann Ghias have generally had caring owners who have saved them from the level of abuse that Beetles typically see: i.e., outfitted with Baja fenders and chrome accelerator pedals shaped like feet, or becoming Bradley GT-donors. For those so inclined, both four- and six-cylinder Porsche powertrains can be made to work in a Karmann Ghia and some wackos have even stuffed Corvair mills in the tail.
Perhaps the best way to damn the Karmann Ghia with faint praise is to say that not only will your collegiate daughter love it for its looks, but the suspension is relatively forgiving and the car certainly isn't powerful enough for her to get into too much trouble.
Parts availability is in several ways better and less expensive than a late-model jellybean import, even for most of the difficult stuff like body, glass and trim. For mechanicals, remember, Volkswagen made something like 21 million Beetles. As I've said before, you have to be careful not to get hit by parts falling out of the sky.
Karmann Ghias rode the New Beetle popularity wave with the real air-cooled Beetle in the late 1990s, but that trend has leveled off, and pricing has been stable over the past few years. Though the SCM Price Guide does not yet list the Karmann Ghia, we routinely see good examples trade in the low teens, with an occasional car poking its head above $20,000. The car pictured here was a well-executed restoration to stock condition, but not perfect. As such, it would make a good cruiser and nice local show car.
With a pre-auction estimate high of $30k, someone's bubble likely burst when the gavel fell on this no-reserve sale at just over $12,000. There are those who think they can drag a rusted-out Chevette across a Monterey auction block and still get $10,000 for it, so it is somewhat refreshing to see that not everyone falls prey to the "Red Mist of Monterey." Better yet, perhaps this buyer got the deal of the weekend.
Though I imagine green would tend to go over better in Germany, it is generally considered a "bad" color for a convertible in North America. This particular hue is just too plain and dark to attract the typical teeny-bopper, quirky-car-fan that adores these Volkswagens, so when the time comes to sell, this car's new owner may have to be patient.
Still, for what this Karmann Ghia was-a later model car with a 1600-cc engine and thin bumpers in nice shape-the final bid wasn't a lot of money for a fun summer toy. Let's just hope its new owner doesn't show up at any PCA events with the C&D comparo taped to his windshield, offering to autocross Speedsters for pink slips.
Source :
www.sportscarmarket.com
Credits:
Wheelsdealers

Chevrolet Camaro:
The 2013 Chevrolet Camaro SS 1LE is surprisingly easy to live with on a daily basis, providing a good mix of performance, comfort and value. It's a worthy challenger to the more powerful Ford Mustang Boss 302.
Few automotive rivalries generate as much boasting and angst as the 45-year-long Chevrolet Camaro-Ford Mustang cockfight. It's been going on since the late 1960s, and after a brief hiatus in Camaro production during the early part of this century, it continues strong today. The latest shot fired in the cross-town battle was a shell GM lobbed from Detroit into Dearborn in the form of the 2013 Camaro SS 1LE. This car is designed to do one thing: stick it to the Ford Mustang Boss 302 track monster, which has largely won the hearts of the automotive press. Unhappy with that situation, for 2013 Chevy took its V-8-powered Camaro SS muscle car and added some suspension bits from the ZL1 super-Camaro, along with some unique styling elements and a revised transmission, then gave it a specific ordering package (1LE) and set it loose on the tracks of the world.
Our own Executive Editor Joe Wiesenfelder drove one at Roebling Road Raceway in Georgia (see the video), and pronounced it a definite improvement over the SS, though he preferred the Boss 302. I myself drove one at Gingerman Raceway in Michigan, and while I was very impressed with its on-track performance, I couldn't help but wonder if the changes that made the Camaro SS more track-worthy would penalize it out on the street. Only one way to find out!
We first saw the Camaro's present shape in 2006 when the concept was unveiled to a stunned public at the 2006 North American International Auto Show. The 2009 production car was barely changed from the concept, and it hasn't changed at all since then. That means we've had more than seven years with the current body, which successfully combines retro touches with futuristic style. It still looks fantastic, muscular and a little bit vulgar. There's certainly no mistaking this for a Honda.
The 1LE package adds some unique touches, like a matte black hood, spoiler and rear diffuser; black, 20-inch wheels; and a functional front air splitter down low on the bumper — whose demise by concrete parking stanchion is practically preordained. The 1LE's overall look is particularly mean, suitably butch and distinctive enough to let other enthusiasts know at a glance what you bought.
Inside, it's still a standard Camaro SS, which is to say, not quite up to the standards of competitors like the Mustang. Acres of shiny flexible plastic cover the doors, and the four retro-style gauges on the center console are down too low to be useful. Kudos to Chevrolet for being bold with design, but we eagerly await the next-generation Camaro, with what will surely be a higher-quality cockpit. Despite how it looks, it works quite well. The seats are surprisingly comfortable while still being supportive, and the car features the faux-suede-covered shift knob and steering wheel from the ZL1. Visibility is compromised, but that's the price one pays for a low-slung exterior design. A new multimedia touch-screen using Chevy's MyLink system relies on touch-sensitive buttons to either side of the screen, which are annoying and feel cheap (and they likely are cheap to manufacture). Bringing back some regular mechanical buttons to these key features would be a good idea. The monochrome head-up display projected onto the windshield is a love-it-or-hate-it feature; I love it, as it projects all the necessary information right there on the road in front of you. A choice of speedometer, tachometer plus speedo, or speedo with extra info, like compass and temperature, is available. The blocky graphics could use an update, but the concept still feels like space-age stuff to me.
Source :
http://www.kbb.com/
Credits :
Wheelsdealers
The 2013 Chevrolet Camaro SS 1LE is surprisingly easy to live with on a daily basis, providing a good mix of performance, comfort and value. It's a worthy challenger to the more powerful Ford Mustang Boss 302.
Few automotive rivalries generate as much boasting and angst as the 45-year-long Chevrolet Camaro-Ford Mustang cockfight. It's been going on since the late 1960s, and after a brief hiatus in Camaro production during the early part of this century, it continues strong today. The latest shot fired in the cross-town battle was a shell GM lobbed from Detroit into Dearborn in the form of the 2013 Camaro SS 1LE. This car is designed to do one thing: stick it to the Ford Mustang Boss 302 track monster, which has largely won the hearts of the automotive press. Unhappy with that situation, for 2013 Chevy took its V-8-powered Camaro SS muscle car and added some suspension bits from the ZL1 super-Camaro, along with some unique styling elements and a revised transmission, then gave it a specific ordering package (1LE) and set it loose on the tracks of the world.
Our own Executive Editor Joe Wiesenfelder drove one at Roebling Road Raceway in Georgia (see the video), and pronounced it a definite improvement over the SS, though he preferred the Boss 302. I myself drove one at Gingerman Raceway in Michigan, and while I was very impressed with its on-track performance, I couldn't help but wonder if the changes that made the Camaro SS more track-worthy would penalize it out on the street. Only one way to find out!
We first saw the Camaro's present shape in 2006 when the concept was unveiled to a stunned public at the 2006 North American International Auto Show. The 2009 production car was barely changed from the concept, and it hasn't changed at all since then. That means we've had more than seven years with the current body, which successfully combines retro touches with futuristic style. It still looks fantastic, muscular and a little bit vulgar. There's certainly no mistaking this for a Honda.
The 1LE package adds some unique touches, like a matte black hood, spoiler and rear diffuser; black, 20-inch wheels; and a functional front air splitter down low on the bumper — whose demise by concrete parking stanchion is practically preordained. The 1LE's overall look is particularly mean, suitably butch and distinctive enough to let other enthusiasts know at a glance what you bought.
Inside, it's still a standard Camaro SS, which is to say, not quite up to the standards of competitors like the Mustang. Acres of shiny flexible plastic cover the doors, and the four retro-style gauges on the center console are down too low to be useful. Kudos to Chevrolet for being bold with design, but we eagerly await the next-generation Camaro, with what will surely be a higher-quality cockpit. Despite how it looks, it works quite well. The seats are surprisingly comfortable while still being supportive, and the car features the faux-suede-covered shift knob and steering wheel from the ZL1. Visibility is compromised, but that's the price one pays for a low-slung exterior design. A new multimedia touch-screen using Chevy's MyLink system relies on touch-sensitive buttons to either side of the screen, which are annoying and feel cheap (and they likely are cheap to manufacture). Bringing back some regular mechanical buttons to these key features would be a good idea. The monochrome head-up display projected onto the windshield is a love-it-or-hate-it feature; I love it, as it projects all the necessary information right there on the road in front of you. A choice of speedometer, tachometer plus speedo, or speedo with extra info, like compass and temperature, is available. The blocky graphics could use an update, but the concept still feels like space-age stuff to me.
Source :
http://www.kbb.com/
Credits :
Wheelsdealers

TOYOTA SIENNA :
Stealing the top spot back from the Honda Odyssey, the Sienna tips the Best in Class scales with a smidge more horsepower (266) and a knee airbag for the driver. (The Sienna, unlike the Odyssey, also comes in an all-wheel-drive model.) Families will love the second row captain's chairs (in seven-seat models) that slide 23 inches forward or aft to make room for long legs or to bring small children within easy reach of the driver.
Sticker price: $27,280 (7-Passenger)
Invoice price: $25,298
True Car national average price: $26,008
Resale value: 3-year: 50%; 5-year: 39%
MPG: City: 18; Hwy: 25
The base Sienna remains thin on tech features, offering just a 4-speaker stereo and nary a whiff of Bluetooth or iPod connectivity. Your Toyota dealer can install a separate Bluetooth system as an accessory, but we'd like to see more standard technology goodies from the factory.
On the bright side, if you're willing to pay more, the Sienna delivers some of the coolest gadgets in the minivan class. First, there's Entune, Toyota's mobile app integration system that uses your smartphone to display apps such as Pandora and OpenTable on a 6.1-in touchscreen.
Then there's the Sienna's class-leading rear seat entertainment system, which boasts a 16.4-in flip-down display that splits into two screens so that two kids can do their own thing. We appreciate that Toyota makes this system available on numerous trim levels, with only the base and LE models frozen out.
There's also a Limited-only 7-in touchscreen with a wide-angle rearview Panorama Camera, which replaces the 6.1-in screen in lower trims. However, Toyota must have run out of time with the 2013 Limited model, because that 7-in screen is hooked to an old-style DVD-based navigation system and you can't add Entune to it. Other top-of-the-line Toyota models now offer hard-drive-based navigation with Entune and music storage. We expect the Sienna Limited to follow suit before long.
With this Strong body finish and a Great name toyota sienna can be compared as john sienna on roads..
Credits :
http://www.wheelsdealers.com/
Wheelsdealers are the connectivity of all car deals around the japan and kenyan market. Wheelsdealers provide car trading options to all the Japanese and Kenyan based car exporters and importers. Network is so vast that all the dealers who were connected can able to access the stock details available between them.
Stealing the top spot back from the Honda Odyssey, the Sienna tips the Best in Class scales with a smidge more horsepower (266) and a knee airbag for the driver. (The Sienna, unlike the Odyssey, also comes in an all-wheel-drive model.) Families will love the second row captain's chairs (in seven-seat models) that slide 23 inches forward or aft to make room for long legs or to bring small children within easy reach of the driver.
Sticker price: $27,280 (7-Passenger)
Invoice price: $25,298
True Car national average price: $26,008
Resale value: 3-year: 50%; 5-year: 39%
MPG: City: 18; Hwy: 25
The base Sienna remains thin on tech features, offering just a 4-speaker stereo and nary a whiff of Bluetooth or iPod connectivity. Your Toyota dealer can install a separate Bluetooth system as an accessory, but we'd like to see more standard technology goodies from the factory.
On the bright side, if you're willing to pay more, the Sienna delivers some of the coolest gadgets in the minivan class. First, there's Entune, Toyota's mobile app integration system that uses your smartphone to display apps such as Pandora and OpenTable on a 6.1-in touchscreen.
Then there's the Sienna's class-leading rear seat entertainment system, which boasts a 16.4-in flip-down display that splits into two screens so that two kids can do their own thing. We appreciate that Toyota makes this system available on numerous trim levels, with only the base and LE models frozen out.
There's also a Limited-only 7-in touchscreen with a wide-angle rearview Panorama Camera, which replaces the 6.1-in screen in lower trims. However, Toyota must have run out of time with the 2013 Limited model, because that 7-in screen is hooked to an old-style DVD-based navigation system and you can't add Entune to it. Other top-of-the-line Toyota models now offer hard-drive-based navigation with Entune and music storage. We expect the Sienna Limited to follow suit before long.
With this Strong body finish and a Great name toyota sienna can be compared as john sienna on roads..
Credits :
http://www.wheelsdealers.com/
Wheelsdealers are the connectivity of all car deals around the japan and kenyan market. Wheelsdealers provide car trading options to all the Japanese and Kenyan based car exporters and importers. Network is so vast that all the dealers who were connected can able to access the stock details available between them.

Mazda MX 5 Review :
The 2013 Mazda MX-5 Miata has a four-cylinder engine, which is not as powerful as many engines class sports cars. But critics agree that, along with the light weight of the engine Miata is attractive enough to power the new competitors like the Subaru BRZ pace. A five-speed manual transmission is standard, and the test pilots love their short shots. Most also note that the precise transmission changes, strengthening of fun. Dynamics of Mazda Miata According to the EPA, the 2013 Miata get 22/28 mpg city / highway, which is better than competitors such as the Ford Mustang, but not as good as the Mini Cooper Roadster.
In general, the press likes fast, precise steering and handling of the Miata sports car. In a comparative test, the test pilots also found that the Miata and absorbs bumps better than the GT road bumps. From a practical standpoint, the Miata deserves a better reliability rating than most cars in the class.Inside, the reviewer Miata deserves praise for its attractive interior design, which is a functional, design features driver-oriented control. Most of the interior materials are hard plastic, but auto writers say they look attractive and reasonable price for the Miata. Some drivers said the small size of the two-seater Miata means more passengers and more space. The Miata trunk is also one of the smallest in the class, but some critics say that if you pack carefully, there is room for a weekend worth of luggage. Some critics write that wind noise and road are often on the road, even with the hardtop available. A six-speaker stereo with auxiliary input jack is standard on the 2013 MX-5 Miata. Options have a better finish features include automatic climate control, leather upholstery, heated seats, Bluetooth, press the start button, satellite radio and a Bose stereo system available .............
· "The Miata isn't flashy or fast. It's just a fun, affordable and reliable roadster that is guaranteed to bring a smile to the face of anyone with a beating heart and a valid driver's license." -- Kelley Blue Book
· "The Mazda comes to this battle at an apparent disadvantage: It's wearing the same armor it has had since this Miata generation debuted way back in 2005, while the Subaru [BRZ] has an all-new chassis with the latest tech. Yet around town, the Miata is an absolute pleasure."
-- Popular Mechanics (2012)
Credits:
http://usnews.rankingsandreviews.com/
Source:
http://www.wheelsdealers.com/
The 2013 Mazda MX-5 Miata has a four-cylinder engine, which is not as powerful as many engines class sports cars. But critics agree that, along with the light weight of the engine Miata is attractive enough to power the new competitors like the Subaru BRZ pace. A five-speed manual transmission is standard, and the test pilots love their short shots. Most also note that the precise transmission changes, strengthening of fun. Dynamics of Mazda Miata According to the EPA, the 2013 Miata get 22/28 mpg city / highway, which is better than competitors such as the Ford Mustang, but not as good as the Mini Cooper Roadster.
In general, the press likes fast, precise steering and handling of the Miata sports car. In a comparative test, the test pilots also found that the Miata and absorbs bumps better than the GT road bumps. From a practical standpoint, the Miata deserves a better reliability rating than most cars in the class.Inside, the reviewer Miata deserves praise for its attractive interior design, which is a functional, design features driver-oriented control. Most of the interior materials are hard plastic, but auto writers say they look attractive and reasonable price for the Miata. Some drivers said the small size of the two-seater Miata means more passengers and more space. The Miata trunk is also one of the smallest in the class, but some critics say that if you pack carefully, there is room for a weekend worth of luggage. Some critics write that wind noise and road are often on the road, even with the hardtop available. A six-speaker stereo with auxiliary input jack is standard on the 2013 MX-5 Miata. Options have a better finish features include automatic climate control, leather upholstery, heated seats, Bluetooth, press the start button, satellite radio and a Bose stereo system available .............
· "The Miata isn't flashy or fast. It's just a fun, affordable and reliable roadster that is guaranteed to bring a smile to the face of anyone with a beating heart and a valid driver's license." -- Kelley Blue Book
· "The Mazda comes to this battle at an apparent disadvantage: It's wearing the same armor it has had since this Miata generation debuted way back in 2005, while the Subaru [BRZ] has an all-new chassis with the latest tech. Yet around town, the Miata is an absolute pleasure."
-- Popular Mechanics (2012)
Credits:
http://usnews.rankingsandreviews.com/
Source:
http://www.wheelsdealers.com/

Strategical way of Buying Cars:
Before involving in any dealership we must make a field work. First we must decide which vehicle we want to buy. Many online portal websites offer complete vehicle information on the vehicles we wanted to buy. Before fixing the decision on a particular vehicle we must make sure to do necessary research on the comparative models and types of cars. There are many models of have cars which have the same kind of feature, body styles, engine performance, interiors, exterior etc. if we do the exploration on the vehicles we can finalize the vehicle with our economical affordability.
Price quote should be collected from local dealership options and prior comparison should be done with other nearby dealership options. If we choose to visit a dealer first we must analyze the background of the dealerships. We must call the dealer directly, be sure they have the stock options on lot. Dealers always wants to build a relationship with their customers and are always willing to do everything to get the desired vehicle we needed. So first and foremost step is enquiring about the car dealership will be the accurate details as possible.
After fixing the details the process of negotiation starts. We must know some of the price terminologies used by the dealers. Without knowing the price terminologies knowledge’s dealers can easily make you believe the price which he will be offering.
Invoice price: Price which manufacturer charges to dealer.
Base price: Price which determines the car with the most standard options as possible with factory warranties available on cars.
MSRP – manufacturer suggested retail price which is the maximum price a particular car can be sold.
Monroney sticker price: This price includes the manufacturers suggested retail price for each accessory or item of the item. this include information such as vehicles make and model.
Dealers sticker price: dealer sticker price is usually an add on which displays the suggested retail price of any dealer installed options or with additional dealer profit.
Carry over allowances: Dealers can sell the vehicles offered cash incentives by the manufacturer for purchasing sale off vehicles or the vehicles which has been stopped from manufacturing.
Based on these prices the vehicles are undergone the dealership options.
Once you are finalized with the used car dealer it’s time to choose your ceiling price with the car you are planning to buy. To start with, you need to research the cars retail value by inputting the make, model, year, options and mileage information at Used Car Information Center. This information is the fundamental foundation for the car selection. Once you are clear with the make, model, year, options and mileage data, you'll be provided with a value report that includes all the necessary details of the cars mileage, Condition , Owners details etc.
Once after knowing all the price terminologies and located the car information its time for a negotiation. A reasonable total sales price one with affordable monthly payments and one that includes incentives and rebates that make the deal even more appealing. Before you enter into the negotiation process, be sure to set a realistic high price limit you would feel comfortable paying for the vehicle. Remember to keep in mind your budget and your price limitations when you enter into the negotiation process and be firm about those limitations.
Source:
Wheelsdealers
It is the number one website for buying and selling cars online. It connects all the big dealers around the world to form an automobile dealership website where all the dealers can make exchanges of their stocks to other dealers.
Before involving in any dealership we must make a field work. First we must decide which vehicle we want to buy. Many online portal websites offer complete vehicle information on the vehicles we wanted to buy. Before fixing the decision on a particular vehicle we must make sure to do necessary research on the comparative models and types of cars. There are many models of have cars which have the same kind of feature, body styles, engine performance, interiors, exterior etc. if we do the exploration on the vehicles we can finalize the vehicle with our economical affordability.
Price quote should be collected from local dealership options and prior comparison should be done with other nearby dealership options. If we choose to visit a dealer first we must analyze the background of the dealerships. We must call the dealer directly, be sure they have the stock options on lot. Dealers always wants to build a relationship with their customers and are always willing to do everything to get the desired vehicle we needed. So first and foremost step is enquiring about the car dealership will be the accurate details as possible.
After fixing the details the process of negotiation starts. We must know some of the price terminologies used by the dealers. Without knowing the price terminologies knowledge’s dealers can easily make you believe the price which he will be offering.
Invoice price: Price which manufacturer charges to dealer.
Base price: Price which determines the car with the most standard options as possible with factory warranties available on cars.
MSRP – manufacturer suggested retail price which is the maximum price a particular car can be sold.
Monroney sticker price: This price includes the manufacturers suggested retail price for each accessory or item of the item. this include information such as vehicles make and model.
Dealers sticker price: dealer sticker price is usually an add on which displays the suggested retail price of any dealer installed options or with additional dealer profit.
Carry over allowances: Dealers can sell the vehicles offered cash incentives by the manufacturer for purchasing sale off vehicles or the vehicles which has been stopped from manufacturing.
Based on these prices the vehicles are undergone the dealership options.
Once you are finalized with the used car dealer it’s time to choose your ceiling price with the car you are planning to buy. To start with, you need to research the cars retail value by inputting the make, model, year, options and mileage information at Used Car Information Center. This information is the fundamental foundation for the car selection. Once you are clear with the make, model, year, options and mileage data, you'll be provided with a value report that includes all the necessary details of the cars mileage, Condition , Owners details etc.
Once after knowing all the price terminologies and located the car information its time for a negotiation. A reasonable total sales price one with affordable monthly payments and one that includes incentives and rebates that make the deal even more appealing. Before you enter into the negotiation process, be sure to set a realistic high price limit you would feel comfortable paying for the vehicle. Remember to keep in mind your budget and your price limitations when you enter into the negotiation process and be firm about those limitations.
Source:
Wheelsdealers
It is the number one website for buying and selling cars online. It connects all the big dealers around the world to form an automobile dealership website where all the dealers can make exchanges of their stocks to other dealers.
Why to Buy A Used Japanese Car

As per the latest auto news - A Research undertaken by Expert for Used Cars. The motoring magazine · indicates that Japanese cars are the most reliable in the used car category. A reliability survey also showed that the top seven places in ten were taken by Japan Car Manufacturers while European used cars are from among the ten least reliable. Japanese car manufacturers Honda · leading for the fifth year, followed by Subaru, Mitsubishi, Lexus and Toyota · in that order · took the top credits in polls conducted on performing old cars aged between three and ten years. Very few of these cars required repairs in a one year period of use, with Honda leading with the least at just seven per cent cars needing repairs.
The other Japanese used cars leading the lot were Mazda and Nissan. Germany-made Skoda and Britain-made MINI were the only cars from the west that passed the survey of reliable used cars, with Skoda in the eighth and MINI in the tenth position. Among the least reliable cars Land Rover of Britain led at 53% failure rate with other European cars Renault, Alfa Romeo, Peugeot, Vauxhall, MG, Saab, BMW, Rover and Audi proving to be prone to more break downs. What Car? stated that break down charges on a Renault are lower as compared to Mazda and Porsche. These surveys are a boon to car manufacturers, which keep striving to improve the mechanics of their newer models to making them more reliable and in another couple of years of more, the hard facts on these poorly performing vehicles are likely to disappear altogether.
Car manufacturers holding prestigious positions have had to undergo embarrassing rates of failure as compared to manufacturers of cars that have been pegged as not being reliable, as the latter are showing signs of improving on their reliability status. Among Japanese manufactured cars, in spite of the fact that used Honda cars give the least problems, ten percent of their break downs happen with the air conditioning systems.
Subaru's have gained notoriety with their brakes failure and axle and suspension problems. Even with Toyota having to recall several thousands of their cars from the showrooms, their reliability rating for Japanese used cars has not fallen. The new manufacturing units for Japanese cars are improving on their cars and it is anticipated that Japanese cars will maintain their number one position for being the most reliable cars.
So, if you have decided to buy a used Japanese car, you have not made a wrong decision.
The other Japanese used cars leading the lot were Mazda and Nissan. Germany-made Skoda and Britain-made MINI were the only cars from the west that passed the survey of reliable used cars, with Skoda in the eighth and MINI in the tenth position. Among the least reliable cars Land Rover of Britain led at 53% failure rate with other European cars Renault, Alfa Romeo, Peugeot, Vauxhall, MG, Saab, BMW, Rover and Audi proving to be prone to more break downs. What Car? stated that break down charges on a Renault are lower as compared to Mazda and Porsche. These surveys are a boon to car manufacturers, which keep striving to improve the mechanics of their newer models to making them more reliable and in another couple of years of more, the hard facts on these poorly performing vehicles are likely to disappear altogether.
Car manufacturers holding prestigious positions have had to undergo embarrassing rates of failure as compared to manufacturers of cars that have been pegged as not being reliable, as the latter are showing signs of improving on their reliability status. Among Japanese manufactured cars, in spite of the fact that used Honda cars give the least problems, ten percent of their break downs happen with the air conditioning systems.
Subaru's have gained notoriety with their brakes failure and axle and suspension problems. Even with Toyota having to recall several thousands of their cars from the showrooms, their reliability rating for Japanese used cars has not fallen. The new manufacturing units for Japanese cars are improving on their cars and it is anticipated that Japanese cars will maintain their number one position for being the most reliable cars.
So, if you have decided to buy a used Japanese car, you have not made a wrong decision.