Cadillac STS

Cadillac sts

Though it has evolved into an entirely different species, the luxury performance DNA of the Cadillac STS can be traced all the way back to the special range-topping Seville hardtop coupe of the 1950s. At that time one of the fastest, flashiest and most luxurious cars on the road, it evolved into various different forms over the course of several decades until emerging today as the buttoned-down STS luxury sedan. Based on GM's global Sigma rear- and all-wheel-drive platform and utilizing powerful V6 and V8 engines, the Cadillac STS is once again capable of sharing company with Europe's finest.

If you're in the market for a luxury sedan with competitive amounts of power, roominess, comfort and value, a used STS could be a good idea. However, the STS has been eclipsed in more recent years, with even its smaller CTS sibling offering better performance and handling, a much nicer interior and class-competitive interior space.

A full-size luxury sedan in its physical dimensions, the Cadillac STS is priced in line with premium-badged midsize sedans. The STS features a 3.6-liter V6 rated at 302 horsepower and 272 pound-feet of torque. A six-speed automatic transmission is standard, as is rear-wheel drive. All-wheel drive is available.

There are three trim levels -- V6 Luxury Sport, V6 Luxury and V6 Premium. Common features on all models include leather seating, dual-zone climate control, a Bose sound system and OnStar. The V6 Luxury adds perks such as Bluetooth, heated/ventilated front seats, heated rear seats and rain-sensing wipers. The V6 Premium highlights include 18-inch (versus 17-inch) wheels, upgraded braking/steering/cooling systems, auto-dimming xenon headlights, upgraded audio and a navigation system.

In reviews and road tests, our editors have found the strengths of the Cadillac STS to include a level of agility that belies its size, respectable performance and a high-quality audio system. Downsides include an aging design, a small trunk and hit-or-miss interior quality. Overall, it's hard to fully endorse this full-size luxury sedan when Cadillac's own smaller CTS offers a more involving drive while only giving up a bit of interior space to its big brother.

The Cadillac STS rear-wheel-drive luxury sport sedan officially debuted for the 2005 model year and was offered in 255-hp V6 and 320-hp V8 versions. The latter could also be had with all-wheel drive (AWD). The following year, AWD became available on the V6 while for 2007 a six-speed automatic transmission was fitted to the V8 version. A midcycle refresh took place for '08, bringing revised styling (including ubiquitous chrome fender vents), a more luxuriously trimmed interior and the current more powerful V6 matched to the six-speed automatic. Those who fancy V8 power should know that 2010 was the last year it was available for the STS.

Those interested in a used model previous to the debut of the STS model will want to check out the front-wheel-drive, fifth-generation Seville produced from 1998-2003. The performance-oriented version of that car was known as the STS and featured a more powerful V8 engine and more luxury features. The 1992-'97 Seville also featured a similar STS edition.

For the 2007 model year, the Chinese market received the Cadillac SLS. Compared to the STS, the SLS has a longer wheelbase, unique interior appointments, and a near-identical exterior appearance. Engine choices are the 2.8-liter V-6, 3.6-liter V-6 (the non-direct-injection version shared with the 2005-2007 STS V-6), and the same 4.6-liter Northstar V-8 as in the STS V-8.

Chinese-Spec SLS receives facelift at the end of 2009, and is sold as 2010 Model Year. The grille, bumper and many other details have been revised. Shanghai-GM has also introduced OnStar system to MY2010 SLS. With the introduction of two SIDI engines (one is 272 hp 3.0L, the other is 310 hp 3.6L), the new SLS goes up-to-date. The new SLS is priced from 448,000RMB to 698,000RMB.

For 2008, the STS has been updated. Changes include a refreshed exterior, with styling cues resembling the 2008 CTS, such as larger, more aggressive grille and chrome fender vents. The interior has also been updated, with new materials and a new steering wheel, though the overall interior design remains the same, despite previous rumors of an all-new interior similar to that of the Chinese-market SLS. The standard powertrain is now a direct-injected 3.6 L V6 mated to a six-speed automatic transmission, which in the STS will produce 302 horsepower (225 kW) and 272 lb·ft (369 N·m) of torque.

It also offers enhanced safety features, including a lane departure warning system developed by Mobileye, a blind spot monitoring system, and an improved version of GM's StabiliTrak stability control system, which can now operate the steering system in addition to the brakes to help correct a skid. Additionally, options previously limited to the V8 model (such as HID headlamps and heads-up display) are now available with the V6. The 2008 Cadillac STS debuted at the 2007 New York Auto Show.

A 2010 update for the STS removed the GM badges, although early 2010 models still retained GM badging. For 2011, the V8 is entirely dropped from the Cadillac STS lineup.
 

 

Courtesy by: http://www.edmunds.com/cadillac/sts/
Courtesy by: http://en.wikipedia.org/wiki/Cadillac_STS

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2012 Ford explorer

2012 Ford explorer

 My own notes say, "Weak engine equals slow truck, but for mommies hauling four girls to ballet class, who cares?" But, as Jurnecka notes, the Explorer EcoBoost really is a tortoise. "Woefully slow. Is there actually a power band to be in, or does the engine just produce noise and heat? I can't even get this thing to 100 mph at the end of the straight." If you're curious, 0-60 mph happened in 9.2 seconds. On the bright side, that's half-a-second quicker than a Fiat 500. The little 101-hp Italian closes the gap in the quarter-mile, doing so in 17.2 seconds compared with the 2.0-liter Explorer's 16.9.

Yes, yes, fine, you don't buy the EcoBoosted version of the Explorer for performance. You buy it to sip fuel. Well, during our (pretty much) real-world testing, the 2.0-liter Explorer returned a combined 19.9 miles per gallon, an exactly 1.5-mpg increase over the standard 3.5-liter V-6 Explorer.

That's an improvement, sure, but not an earth-shattering one. But, as tech editor Frank Markus points out, "At least it's $1,000 more expensive!" Also, we got that mpg number when the Explorer was empty and unloaded. Imagine if a dad plus four ballerinas plus all their junk were onboard. And we did, as our own Nate Martinez drove the EcoBoost Explorer around fully loaded and found it couldn't hold a gear. The engine is just mismatched to the vehicle. Instead of the 2.0-liter turbo as gas-miser, Ford would have been much better served offering up a diesel.

Then there's the interior. It's problematic. If you've never spent much time thinking about the 2012 Ford Explorer before, this should be your takeaway: It's not an SUV anymore. Rather, it's a crossover -- a tall wagon. Which is fine, or would be fine, except that the Explorer is based on the same blah Volvo sedan chassis that underpins the Taurus, a car we continually knock for having a deceptively small amount of interior space, among other problems. You can imagine what happens then if you stretch and repurpose a five-passenger sedan into a seven-seater SUV. Compromise, and lots of it.

I'll let Frank take it from here. "Terrible dead pedal -- WAY too far aft of the accelerator. This fouled-up footwell geometry makes it nearly impossible for me to get comfortable in this cockpit. I ended up raising the seat way up as high as it could go to try to get my foot comfortable. I also resent sitting so far inboard. Hard to use the armrest comfortably and it makes the truck just feel gratuitously wide."

The third row is absurdly cramped, and the second row isn't much better. Your teenager(s) will only resent you more. Says Loh, "Ergonomically it's mess. Side pillar intrusion is laughable. I saw Lieberman crack his noggin really hard whilst loading in coolers. Not so funny when you do the same thing yourself moments later." Febbo also gets a dig in. "Horrible seats, no support, no comfort, why are they here?"

But the real 800-pound problem gorilla in the Explorer room is MyFord Touch. Just as an experiment, I decided to -- with the car parked -- keep my right arm as still as humanly possible and "touch" the fan control the same way 10 times in a row, moving only my index finger. 

Results? I got what I wanted six times out of 10. Which is, as my ninth-grade French teacher taught me so well, a D-minus. Zut alors! Says Rory, "Can Ford admit defeat with the MyTouch interface? How so many Ford owners enjoy this, I haven't a clue. I suspect they love the idea of it without playing with it much before purchasing then realize what a catastrophe it is."

Courtesy by: http://www.motortrend.com/roadtests/suvs/1108_ford_explorer_ecoboost_test/

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Ford explorer 2012

 Ford explorer 2012

Detroit's seen a major reinvention in the past few years, with wrenching change at GM and Chrysler. Ford hasn't been left out, except for the financial drama. It's dramatically reworked its lineup of cars to be more fuel-efficient, while subduing its dependence on truck sales.

Ford explorer 2012 case study for change in Dearborn is the Ford Explorer, new for the 2011 model year and with major news for the 2012 model year. The Explorer ditched its old truck-based architecture last year for a set of car-like credentials, and got better in nearly every way as a result.

It's a convincing transformation. The Explorer's V-6 outmatches its old V-8s--and for 2012, there's a turbocharged four-cylinder that still generates horsepower and torque to beat old Explorer V-6s into the dust, while posting EPA-estimated highway gas mileage of 28 mpg. In 2005, 28 mpg got you...a Focus.

Since Ford explorer 2012 shares running gear with the likes of the Flex, even the Taurus, the new Explorer can't quite hit the trails with the likes of the Grand Cherokee. That leaves it more equipped to excel at on-road handling, which it does convincingly with quick steering and terrific ride control that's due in equal part to an independent suspension and its still-substantial curb weight.

It's one of the safest vehicles Ford builds, with inflatable rear seat belts and rearview cameras and blind-spot detectors. The Ford explorer 2012 also woos gearheads of another kind with MyFord Touch, the convoluted but promising system that uses voice, button or touchscreen control to govern infotainment and other vehicle functions.

The Explorer still looks reassuringly ute-like, though its rounded corners and subtle details register on a carlike plane, while the interior does its best impression of a Taurus sedan. And in truth, it does what the wide majority of us want to do in a crossover--it makes plenty of room for lots of people, or lots of stuff, and it does it much more efficiently than it ever did in the past, while holding on to a good bit of the mud-running bona fides that probably remained weekend ambitions for most of their suburban owners.

It's been named a North American Truck of the Year, as voted by this continent's most respected journalists, and it's truly a 21st-century SUV, as Ford wants you to think. A runaway sales hit, too, the Explorer is happiest when it's behaving on the highway--but it's more than willing to get a little dirty when you want to.

"It's just such inefficient packaging," crowed bossman Angus MacKenzie as we stood contemplating Ford's big-on-the-outside, cramped-on-the-inside kiddie hauler. What exactly is so wrong with it? "It's intellectually dishonest," continued Angus. "It looks roomy, but it's not. It looks sporty, but it's not. And the interior looks good, but that MyFord Touch is a mess. It's just a bad vehicle." Keep in mind, Angus hadn't even driven the four-banger version yet.

But I had, and Mr. Mac is right. The Explorer is bad. Bad as in I can't remember driving a car as dynamically lifeless. Nor could others. "Handles like an oversize, overweight Volvo," states our Detroit scribe Todd Lassa. Says associate editor Mike Febbo, "It sits and handles like a truck, but it's a tall car." Executive editor Ed Loh feels much the same. "It's like driving a large overstuffed armchair. The cushions are very soft and squishy, but you sit so far inboard that it's weird." And then there's associate editor Rory Jurnecka's take: 

"Wallowy in the slalom and figure-eight with understeer being the flavor of choice. This isn't fun."
But at the end of the day, it's the EcoBoost's performance, and lack thereof, that really confounds and confuses us. The non-punch-pulling Febbo explains, "The EcoBoost is a horrible idea in this thing. Well, the four-banger is anyway. Let's get a V-6 EcoBoost in there." Scott Evans continues, "Soooo Slow. There's just not much throttle response." The EcoBoost is such a slug that to me, the white Explorer just doesn't register as a new car. It feels like it hails from the first half of the 1990s.

courtesy by: http://www.motortrend.com/roadtests/suvs/1108_ford_explorer_ecoboost_test/ 

courtesy by: http://www.thecarconnection.com/overview/ford_explorer_2012

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Ford fusion 2012

 Ford fusion 2012

 Two years ago in a family sedan comparison test, we declared: "How about that, folks? The best family sedan can now be found at a Ford dealership." It wasn't a close contest, as the Ford Fusion received universal praise from us for a well-rounded nature that included an engaging driving demeanor, comfy ride, ample features and a spacious, well-built cabin. Of course, two years can be a lifetime in the car biz, but the 2012 Ford Fusion continues to stand tall as a top choice nevertheless.

It all starts with a vehicle architecture that gives the Fusion a great balance between a comfortable ride and agile handling. You feel connected to the road, but this doesn't come at the expense of ride comfort the way it can in so many other cars. The Fusion's interior isn't especially flashy, and its climate controls are mounted too low, but quality is strong both in terms of materials and construction. The spacious cabin is also filled with all the expected bells and whistles in this class, plus a few high-tech extras.

Under the hood, the Fusion is a tad different from its competition. Its base 175-horsepower four-cylinder is pretty much the norm, but there are two V6 engine upgrades available rather than the typical one. The more common 3.0-liter V6 produces only 240 hp, which is considerably less than its rivals. The Fusion Sport, however, gets a more competitive 263-hp V6 that gets nearly the same fuel economy as the smaller six-cylinder. In other words, if you want V6 power in your Fusion, we'd suggest the Sport.

The 2012 Ford Fusion Hybrid, meanwhile, comes with a 2.5-liter four-cylinder gasoline engine paired with an electric motor that, combined, generates 191 hp. The EPA estimates you'll get 41 mpg city and 36 mpg highway, excellent numbers for midsize hybrid sedan segment. The Fusion Hybrid is also notable in that its driving dyanmics are pretty much vice-free; it drives pretty much just like a regular Fusion.

Despite our high praise for the 2012 Ford Fusion, we still recommend checking out the new Hyundai Sonata and Kia Optima; both offer strong value, available hybrid models, distinctive styling and hard-to-beat engines. Those interested in the Fusion's available all-wheel-drive capability would also be wise to check out the Subaru Legacy or Suzuki Kizashi, as neither one requires a thirstier six-cylinder in order to get all-weather traction. Summed up, the Fusion isn't quite the runaway champ it was a couple years ago. But a truly great family sedan can still be found at a Ford dealership.

The 2012 Ford Fusion is a five-passenger midsize sedan available in S, SE, SEL and Sport and Hybrid trim levels.

The base Fusion S comes standard with 16-inch alloy wheels, integrated blind-spot mirrors, keyless entry, air-conditioning, full power accessories, cruise control, a four-way manual driver seat, a tilt-and-telescoping steering wheel, a 60/40 split-folding rear seat, a trip computer and a four-speaker sound system with a CD player and an auxiliary audio jack.

Stepping up to the Fusion SE gets you 17-inch alloy wheels, automatic headlamps, foglamps, an eight-way power driver seat (with manual lumbar adjustment) and a six-speaker audio system with steering wheel controls and satellite radio. Optional is Ford's Sync system, which allows you to control Bluetooth phones, iPods and other media players through voice commands and the car's controls. The Sun & Sync package bundles Sync with a sunroof and an auto-dimming rearview mirror.

The Fusion SEL adds to the SE's standard equipment different 17-inch wheels, a security code keyless entry pad, heated mirrors, automatic dual-zone climate control, power-adjustable driver seat lumbar, a four-way power passenger seat, heated front seats, leather upholstery, ambient interior lighting and Sync. The Luxury package adds unique wheels, extra chrome exterior trim, upgraded leather upholstery, contrasting stitching, unique interior trim and aluminum sport pedals.

The Fusion Hybrid is equipped similarly to the SEL, with the main differences being that the Hybrid has a specialized gauge cluster and leather seating as an option.

The Fusion Sport reverts back to the SE's standard equipment but gains a sport-tuned suspension, sport-tuned steering, 18-inch wheels, the top-of-the-line V6 engine, unique exterior and interior trim, a deck-lid spoiler, a leather-wrapped steering wheel and shifter, power-adjustable driver lumbar, Sync and an auto-dimming rearview mirror. The Comfort package adds most of the SEL's extra luxury and convenience features.

courtesy by: http://www.edmunds.com/ford/fusion/2012/#fullreview

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Mini Cooper Convertible

 The 2011 Mini Cooper is the perfect package for some car shoppers: it’s cute, fun to drive and has great fuel economy. Many, however, will decide to look elsewhere once they see the Cooper’s small trunk, tight rear seat and high price.

The 2011 Mini Cooper is all about customization, cutesy looks and performance capabilities, and it doesn’t disappoint in any of these arenas. The Cooper comes in a lot of colors, and there are even new flavors for 2011 like Orange Spice, British Racing Green and Eclipse Grey.The Mini Cooper is also tiny, which makes it one of the most maneuverable and zippy cars in the class. It should get even higher performance ratings from the automotive press than the 2010 model because its engines have more horsepower and fuel economy has increased by a few miles per gallon.

But the Mini’s perfect package doesn’t come cheap, especially when you go for performance trims. It starts at $20,100, making it one of the most expensive affordable small cars. Aside from its high price the Cooper has other drawbacks like a small trunk and tight back seat. Not all shoppers will see these drawbacks as imperfections. Most car buyers considering the Cooper don’t need a lot of space and don’t plan having more than one or two passengers. That said, the Cooper is a perfect for shoppers who can afford it.

No doubt about it, the Mini Cooper is expensive for its class. However, there are many affordable options that don’t compromise fuel economy, cargo space or comfort.Give the Volkswagen Golf a look. Like the Mini Cooper, it’s well known as a top performer with powerful engines, sleek looks and a nice interior. Some reviewers consider the Mini Cooper a better-performing car, but if you’re planning on driving to work and not much else, the Golf is good option. Plus, it has a lot more trunk space -- 15 cubic feet -- over twice as much space as what the Cooper offers.

There are few other affordable small cars that can match the Golf or Cooper’s performance capabilities, but if you’re looking to save even more money, look at the Mazda2 and the Mazda3. The Mazda 2 is new for 2011. It’s a four-door hatchback and starts at $14,180, about $6,000 less than the Mini Cooper. 

It also has more trunk space and really good fuel economy: 29/35 mpg city/highway with a manual transmission. The Mazda3 has been on the market for a while, but the reviewers still love its affordable price, nice interior and zippy dynamics. With the 3, you have the option of a sedan, five-door hatchback or Speed3 hatchback. The base model is the least sporty, but starting at $15,800, it’s also the cheapest and has the best fuel economy ratings.

If you’re stuck on the Cooper but don’t want to pay 20K, try a 2010 model. It’s not as powerful and has lower fuel economy ratings, but with the 2011 Cooper available, you should be able to get a good deal if you do your research.

Shoppers who’ve decided to buy the 2011 Mini Cooper have plenty of options. The base model is the Mini Cooper. Next up is the performance-oriented Mini Cooper S. Both of these models are available as convertibles. A top-of-the-line John Cooper Works model is also available as a convertible or hardtop. The Cooper isn’t cheap, and prices have increased since last year. The base Cooper starts at $20,100. The John Cooper Works convertible is the most expensive and starts at $35,000.

Drivers interested in the Mini usually consider it for one of two reasons. Either they like its puppy-cute looks or they want a compact car that is a legitimately capable performer. With powerful engine choices and precise handling dynamics, the Mini packs a lot of car into a tiny package.

Most shoppers looking at the Mini have made up their minds about what they want, but for those who are still on the fence should check out the Volkswagen Golf and Mazda3. Both cars cost at least $1,000 less than the Cooper, offer more powerful base engines and more comfortable seats in the cockpit.
Test drivers have always liked the Mini Cooper’s performance capabilities. It’s well known for holding its own on the highway. And if you’re into performance, try the Mini Cooper S or the John Cooper Works models.

For 2011, the Cooper gets even more power. The engines are still the same 1.6-liter four-cylinders from 2010, but now the Mini Cooper pumps 121 horsepower and the Mini Cooper S delivers 181. No one has tested the new engine, but with greater fuel economy and more horsepower, reviewers are sure to approve.
Aside from the 1.6-liter that comes with the base Cooper, there are two other engine choices. The Cooper S offers a turbocharged 1.6-liter four-cylinder that boasts 181 horsepower. Finally, the John Cooper Works edition has a high output turbocharged 1.6-liter four-cylinder engine that punches out a full 208 horsepower, which makes it among the strongest engines in its class. The John Cooper Works is only available with a manual transmission while the Cooper and Cooper S models offer a standard six-speed manual transmission. A six-speed automatic is available for an additional $1,250.

According to the EPA, the base Cooper with the manual transmission gets 29 mpg in the city and 37 mpg on the highway, which is very good for the class. The Cooper S with an automatic gets 26 mpg in the city and 34 on the highway. Ratings for both the manual and automatics are up from 2010. Last year, the EPA says Mini Cooper Hardtop with a manual transmission averaged 28/37 mpg city/highway and the automatic got 25/33 mpg city/highway.

courtesy by: http://usnews.rankingsandreviews.com/cars-trucks/MINI_Cooper/

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