Posts Tagged ‘2011 Cars’
2011 Porsche 911 Turbo S
Written by admin on Wednesday, December 08, 2010 | No Comments
Categories: Porsche Tags: 2011 Cars, 2011 Porsche 911, 2011 Porsche 911 Turbo S, Porsche 911, Porsche 911 Turbo S
The 911 Turbo S comes exclusively with the seven-speed Porsche-Doppelkupplungsgetriebe (PDK), Porsche’s Double-Clutch Gearbox, delivering power to the Porsche Traction Management (PTM) all-wheel drive system. The increase in driving enjoyment is ensured by the now standard Dynamic Engine Mounts and Porsche Torque Vectoring (PTV), including the standard mechanical differential lock on the rear axle. In conjunction with Launch Control, part of the standard Sport Chrono Package Turbo, the 911 Turbo S accelerates from a standstill to 60 mph in 3.1 seconds.
Top speed is 195 mph (315 km/h). Extra-light and fade resistant Porsche Ceramic Composite Brakes (PCCB) provides outstanding performance in terms of stopping power and controlled application of the brakes.
Other standard equipment on the 911 Turbo S includes Dynamic Corning Lights, 19-inch RS Spyder wheels with central locking, a three-spoke sports steering wheel with gearshift paddles, adaptive sports seats, cruise control, and a CD/DVD changer. The special twin-tone leather upholstery in Black/Cream or Black/Titanium Blue, along with the new Ice Blue Metallic exterior color underlines the exclusivity of the first Turbo S in five years.
The new Porsche 911 Turbo S will be at dealerships as both a Coupe and Cabriolet as of May 2010. The 2011 Turbo S Coupe and Turbo S Cabriolet prices are $159,100 and $170,200, respectively.
Price: $159,100 – 170,200.
More Power
The Turbo S’s 530 hp are available between 6250 and 6750 rpm. The added power is achieved through different intake-valve timing and increased turbo boost pressure. Maximum torque is rated at 516 lb-ft, which happens between 2100 and 4250 rpm. The Turbo S torque figure can be matched by the regular Turbo, but only when that car is equipped with the Sport Chrono package; it allows for a short overboost for up to 10 seconds, increasing boost from 11.6 psi to 14.5. The latter is the standard pressure on the S.
We can assure you the changes are effective. Throttle response is even quicker, and the engine pulls more strongly at high rpm. It is also louder, which underscores the nature of this beast. The altogether slight but noticeable performance gain translates into hard numbers. Porsche says 60 mph comes in 3.1 seconds for the coupe and 3.2 seconds in the cabriolet, 0.1 second quicker than its estimations for the respective versions of the regular Turbo. We’ve already clocked a Turbo coupe sprinting to 60 mph in a downright blistering 2.9 seconds, so it seems Porsche is being its usual underestimating self.
We figure the S will match our 0-to-60 time for the Turbo and improve by about 0.1 second in the quarter-mile, to 10.9 seconds. Top speed of the Turbo S increases from a claimed 194 mph to 195. As far as straight-line acceleration is concerned, the Turbo S provides one of the grand experiences in motoring today, and to say it pulls hard would be an epic understatement. The base model is sometimes eerily quiet, but the S never conceals its nature.
Sport
The Sport Chrono package has really grown on us, managing to change the personality of the car at the press of a button. In sport mode, the chassis is stiffened by way of the active suspension, the PDK shifts later and more rapidly, and the stability-control system intervenes later. Throttle response is quickened, the engine computer switches to a hard rev limiter, and the traction-management system sends more power to the rear. Sport provides a noticeable difference from the standard program, which upshifts very early and generally does a great job camouflaging this car’s wickedly aggressive character.
But to unleash the Turbo S’s full potential, you need to hit the “sport plus” button. It’s the ultimate escalation. The PDK gives up trying to “learn” your driving style, instead shifting late and hard. Seventh gear, which exists solely for fuel economy, is abandoned entirely, and the engine is recalibrated with more aggressive response from the variable turbocharger’s dynamic blades. The ride stiffens considerably in sport plus mode, and you notice every bump, but the car feels positively glued to the asphalt. This program is so extreme that many drivers probably would get weary if they couldn’t switch it off. But it is awesome.
The new Turbo S’s competitors include the Audi R8 V-10, the Ferrari 458 Italia, the Lamborghini Gallardo LP560-4, the Mercedes-Benz SLS AMG. And, of course, Porsche’s own 911 Turbo, which the Turbo S will exceed in price by about $26,500 in coupe and convertible forms. As you start adding options to a regular Turbo, the Turbo S quickly starts making sense. “It’s really quite a bargain,” said a Porsche spokesman. That’s definitely one way to look at it.
Beating the Odds against Physics
We were just as impressed by the S’s capabilities during cornering, aided by the new Porsche Torque Vectoring (PTV) system. The 996 and the 997 displayed a hint of understeer when initiating a turn on slippery surfaces. The torque-vectoring system, which applies the brake on the inside rear wheel, eliminates the minor push entirely. The car gets slightly modified front-suspension geometry, giving it more precise steering feel and making the 911 Turbo S seem almost like a mid-engine car. Porsche says lap times on the Nürburgring have improved from 7:39 for the regular Turbo to 7:37. We have no reason to doubt this claim. Speaking of speed and racetracks, quick pit-stop wheel changes are facilitated by the central-locking “RS Spyder” wheels.
Although a mid-engine car is by design dynamically superior to a rear-engine car in most disciplines, the traction of the all-wheel-drive Turbo S, which stands on 235/35ZR-19 front and 305/30ZR-19 rear Bridgestone Potenzas, is simply unbelievable. It’s further enhanced by the dynamic engine mounts, which create a firm link between engine and body as needed. But we’d still probably prefer some of its mid-engine competitors at high triple-digit speeds, where the 911 requires keeping both hands on the steering wheel.
Porsche says 30 to 40 percent of Turbo customers upgrade their cars with the aggressive carbon-ceramic brakes. Fade and wear are greatly reduced versus cast-iron rotors. We like the fact that the carbon setup is included on this model. Its hard-biting response fits the sharpened character of the Turbo S and gives a feeling of absolute control.
Specification
VEHICLE TYPE: rear-engine, 4-wheel-drive, 4-passenger, 2-door coupe or convertible
PRICE: $160,050–$171,150
ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection
Displacement: 232 cu in, 3800 cc
Power (SAE net): 530 hp @ 6250 rpm
Torque (SAE net): 516 lb-ft @ 2100 rpm
TRANSMISSION: 7-speed dual-clutch automated manual
DIMENSIONS:
Wheelbase: 92.5 in Length: 175.2 in
Width: 72.9 in Height: 51.2 in
Curb weight: 3550–3700 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 2.9 sec
Standing ¼-mile: 10.9 sec
Top speed (drag limited): 195 mph
FUEL ECONOMY:
EPA city/highway driving: 16–17/24–25 mpg.
2011 Mitsubishi Lancer
Written by admin on Tuesday, December 07, 2010 | No Comments
Categories: Mitsubishi Tags: 2011 Cars, 2011 Mitsubishi Lancer, 2011 Mitsubishi Lancer Car, Mitsubishi Lancer, Mitsubishi Lancer Car
The Mitsubishi Lancer sport sedan is, dollar for dollar, easily one of the most appealing vehicles in its highly competitive category. But this attractive and refined compact sports sedan further sets itself apart from its competitors for the new model year thanks to new features that improve the vehicle’s fuel-efficiency and fun factor.
All four versions of the Lancer sports sedan return in 2011: The low-priced/well-equipped Lancer DE, the feature-packed Lancer ES, the more powerful Lancer GTS and the extremely capable, hard-charging Lancer Ralliart that packs a turbocharged punch and exceptional agility thanks to its advanced all-wheel drive system.
Price: $14,995 – 40,995.
Fuel-Efficiency
Be it powered by the normally-aspirated or turbo-boosted 4-cylinder engine, the entire 2011 Mitsubishi Lancer sport sedan lineup now achieves improved fuel efficiency, with the Lancer DE & ES leading the charge with a very impressive 33 mpg out on the highway.
Power Steering
Both the Lancer DE and ES models now include Mitsubishi’s technically-advanced electric assist power steering system that decreases parasitic, fuel-robbing drag on the engine while still maintaining excellent steering feel for the driver as standard equipment.
Drivetrains
A multifaceted mix of exceptionally well-engineered drivetrains are available across the 2011 Mitsubishi Lancer model spectrum.
Setting the Lancer DE and ES variants in motion is an excellent 4-cylinder normally-aspirated engine that provides spirited performance (this 4B11 engine serves as the foundation of the legendary Mitsubishi Lancer Evolution ultra-high-performance sports sedan) and fuel efficiency. With a displacement of 2.0-liters (1998 cc), the bore and stroke of this engine measure an equal 3.4 x 3.4 in. (86.0 x 86.0 mm), making it a ‘square’ design. Both the engine block and cylinder head are composed entirely of aluminum alloy for exceptional strength with reduced mass when compared to cast iron. With a compression ratio of 10:1, this DOHC MIVEC 16-valve engine produces a lively 152 horsepower at 6,000 rpm and 146 lb.-ft. of torque at 4,250 rpm. The engines found under the hood of Lancer DE and ES vehicles sold in the state of California have received the very eco-friendly Partial Zero Emissions Vehicle (PZEV) rating, coming with just a slight sacrifice in horsepower at 143 bhp (the torque rating of this PZEV engine is only down by 3 lb.-ft. to 143).
Directing power to the Lancer DE’s front wheels is a clean-shifting 5-speed manual transmission, while the Lancer ES benefits from a choice of either this 5-speed manual transmission as part of the standard equivalent package or consumers may choose to upgrade to a high-tech continuously variable transmission (CVT) with INVEC-III.
For those seeking more power there is the Lancer GTS model and its larger 2.4-liter 4-cylinder engine that produces an additional 20 bhp over the Lancer DE and ES models; its maximum power output is rated at 168 bhp at 6,000 rpm (161 horsepower for the PZEV-rated cars in California) and 167 lb.-ft. of torque (PZEV – 161 lb.-ft.). Like the previously mentioned Lancer models, the GTS is equipped as standard with Mitsubishi’s refined 5-speed manual gearbox but also has an optional continuously variable transmission (CVT) with INVEC III that also has the added benefit of Mitsubishi’s driver-oriented Sportronic® technology that allows the operator to shift gears via magnesium steering wheel paddle shifters.
But for all-out driving excitement, the smartest choice is the Lancer Ralliart and its dynamic turbocharged engine and lightning quick-shifting 6-speed automated manual gearbox.
Based largely on the architectural underpinnings of the highly energetic turbocharged engine found in the Mitsubishi Lancer Evolution, this 2.0-liter turbocharged and intercooled 4-cylinder engine produces a vigorous 237 horsepower at 6,000 rpm and a tarmac-twisting 253 lb.-ft. of torque across a wide swath of the tachometer – from a lowly 2,500 rpm right through to 4,750 rpm. Feeding this power to all four wheels – the Lancer Ralliart features Mitsubishi’s advanced full-time All-Wheel Control (AWC) system and this Japanese auto manufacturer’s miraculous Twin-Clutch Sportronic Shift Transmission (TC-SST). This revolutionary transmission allows the driver to have all the fun and engine control benefits of a manual transmission, but without the need for clutch pedal. By using two clutches and advanced hydraulics and electronic controls, this transmission can select two gears at a time and instantaneously swap one gear for another – making for instantaneous upshifts or downshifts. What’s more, electronic engine controls ‘blip’ the throttle to perfectly match engine speed and gear changes.
Chassis & Design
2011 Lancer sports sedan shares with its legendary big brother, the world-renowned 4-door with supercar-like speed and maneuverability, the Mitsubishi Lancer Evolution. True, both the Lancer and the Lancer Evolution possess distinctive wedge-shaped silhouettes and that unmistakable face with its aggressively stretched headlamps and prominent upper and lower grille sections. But this dynamic duo share so much more beneath the skin.
The exceptionally well-engineered and structurally-rigid platform that underpins both the Lancer and the Lancer Evolution can also be found in the equally stylish and award-winning Outlander crossover utility vehicle and the all-new 2011 Mitsubishi Outlander Sport compact crossover utility vehicle. A MacPherson strut suspension design and an advanced multi-link rear suspension give all of the Lancer models excellent suspension compliance while also offering a high threshold of grip and maneuverability. Providing additional handling capability are the front and rear anti-sway bars of varying thicknesses that can be found across the entire Lancer model range, save for the base model Lancer DE which possesses a front stabilizer bar but none for the rear.
But the closest kissing cousin to that of the Mitsubishi Lancer Evolution is the Lancer Ralliart. Not only does this model feature a highly potent turbocharged and intercooled engine similar to that found under the lightweight aluminum hood of the Lancer Evolution (in this case detuned from the Evolution’s 291 horsepower to a still very respectable 237 bhp) but the Ralliart also includes many of the high-tech dynamic driving aids that make the Lancer Evolution so special. These include Mitsubishi’s miraculously fast-shifting 6-speed automated manual Twin-Clutch Sportronic Shift Transmission (TC-SST) and the road-biting level of grip offered by the full-time All-Wheel Control (AWC) system that includes an Active Center Differential (ACD) and a front helical limited slip-differential, accompanied by a rear limited-slip differential.
All 2011 Mitsubishi Lancer vehicles overflow with an abundance of the latest in state-of-the-art safety technologies included as standard equipment. These include advanced dual-stage front air bags with occupant seat position sensors; side-impact head protection curtain air bags for the front and rear occupants; front seat-mounted side air bags; a driver’s side knee air bag; anti-lock braking system (ABS) with Electronic Brake-force Distribution (EBD); Active Stability Control (ASC) and Traction Control Logic (TCL); an active front seat structure to help reduce whiplash injuries; a Tire Pressure Monitoring System (TPMS); and Mitsubishi’s patented Reinforced Impact Safety Evolution (RISE) chassis technology that helps to protect the vehicle’s occupants by dissipating energy through the use of crumple zones and high-tensile steel throughout the chassis.
Included as standard on the Lancer Sportback Ralliart model is Mitsubishi’s Hill Start Assist (HSA) technology that, when the vehicle is descending a grade or ascending a slope, will hold the car in a stationary position for several seconds after the driver has removed their foot from the brake pedal until they can engage the gas pedal.
2011 Nissan Altima
Written by admin on Wednesday, December 01, 2010 | No Comments
Categories: Nissan Tags: 2011 Cars, 2011 Nissan Altima, Automotive Time, Nissan Altima, Nissan Altima Car
The 2011 Altima Sedan is available in three well-equipped models designed to appeal to a broad range of buyer needs and budgets: the 2.5 CVT and 2.5 S CVT with standard 175-horsepower 2.5-liter inline 4-cylinder, and the 3.5 SR CVT with a 270-horsepower 3.5-liter V6.
‘Altima has become a true standard bearer for Nissan and the mid-size sedan segment,’ said Al Castignetti, vice president and general manger, Nissan Division, Nissan North America, Inc. ‘It offers an unexpected level of refinement and attention to detail for its class, along with a truly pleasurable driving experience that has become an Altima hallmark. We’re also dedicated to keeping Altima’s quality at the top of its segment once again this year. We expect great things from Altima in 2011.’
Price: $19,900 – 30,100.
Exterior
The Altima Sedan received a number of significant refinements just last year – including a restyled hood, grille, front bumper and aluminum-alloy wheel designs. These changes added a greater visual volume to the front end, especially the hood. The changes also provide greater differentiation between the Altima Sedan and Altima Coupe.
The refreshed exterior styling embraces Altima’s distinctive, iconic, sporty design. It offers a ‘dynamic simplicity’ with an aggressive stance, distinctive Nissan ‘T-shaped’ grille, powerful front fenders, strong wedge character line, forward A-pillars and Nissan-family roofline. High Intensity Discharge (HID) headlights and front fog lights are optionally available with the Sport Package (3.5 SR), while Altima-style taillights and dual exhaust finishers are found on all models. An aerodynamic rear spoiler is offered as part of the new Special Edition Package, along with fog lights, auto on/off headlights and leather-wrapped steering wheels with audio controls.
Altima’s 109.3-inch wheelbase and short front and rear overhangs (with an overall length of 190.7 inches) enhances its agile maneuverability and contribute to its sporty, aggressive appearance. Altima’s chassis layout also offers roomy front and rear interior headroom and legroom, plus ample cargo storage with 15.3 cubic feet of trunk space. Altima is available with 16-inch (optional on 2.5 S) or 17-inch (standard on 3.5 SR) aluminum-alloy wheels or 16-inch steel wheels with covers (2.5, 2.5 S). Eight exterior colors are offered, including three new colors – Metallic Slate, Saharan Stone and Brilliant Silver. The other available 2011 colors are Tuscan Sun, Navy Blue, Super Black, Ocean Gray and Winter Frost.
Performance, Distinctive Interior and Advanced Technology Features
The 2011 Altima Coupe is available in 2.5-liter inline 4-cylinder engine-equipped 2.5 S and 3.5-liter V6 engine-equipped 3.5 SR trim levels, each offered with a choice of a 6-speed manual transmission or Nissan’s advanced Xtronic CVT™ (Continuously Variable Transmission).
The Altima Coupe’s unique exterior design is intended to stand out in a crowd of sedan-based two-door models with magnetic, perfectly proportioned styling with a shorter wheelbase, shorter overall length and lower height than the Altima Sedan. The smaller size and lighter overall weight also contribute to the Coupe’s sportier driving feel – a desired attribute of the typically younger, more performance-oriented coupe buyers.
‘The Coupe adds a distinctive style to the Altima lineup, which also includes the Altima Sedan and Altima Hybrid. Unlike some other brands, which treat coupe models like minor line extension, the Altima Coupe stands out as a star on its own,’ said Al Castignetti, vice president and general manager, Nissan Division, Nissan North America, Inc. ‘It’s a great performer and a great value.’
Interior
Inside, Altima Hybrid’s interior fabrics and finishers and available Blond interior color are joined by a white illumination gauge appearance and automatic transmission finisher design. The available Bose® Premium Audio System includes 9 speakers, a 4.3-inch color display, USB port with iPod® connectivity, Bluetooth® Hands-free Phone System, MP3/WMA CD-ROM playback, XM® Satellite Radio (XM® subscription required, sold separately), and RearView Monitor.
The next-generation Nissan Hard Drive Navigation System features a 6.5-inch VGA color display, USB port with iPod® connectivity, Bluetooth® Hands-free Phone System with audio streaming, 9.3GB Music Box® for music storage and playback, advanced map data including speed limit advisories, Zagat® Survey restaurant guide, XM® NavTraffic and XM NavWeather™ (XM® subscription required, sold separately) and an RCA input for auxiliary audio/video connectivity.
As in previous years, the roomy yet sporty interior space offers innovative amenities, including Fine Vision gauge display instrument panel and comfortable, highly bolstered seats with available 8-way power-adjustable driver’s seat and heated front seats. Leather-appointed seating is also offered, along with standard Nissan Intelligent Key™ with Push Button Ignition and Dual-Zone Automatic Temperature Control.
The 2011 Altima Hybrid also comes equipped with a number of standard safety features, including the Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags with seat belt and occupant classification sensors, front seat-mounted side impact supplemental air bags and roof-mounted curtain side impact supplemental air bags for front and rear-seat outboard occupant head protection.
Performance
Under Altima Coupe’s sophisticated exterior design is Nissan’s advanced ‘D’ platform, developed with the objective of making Altima one of the best performing large front-wheel drive vehicles available globally. A number of items help to virtually eliminate torque steer on the Altima Coupe, including suspension geometry, an engine placement that is lower in the subframe and equal-length half-shafts that have equal angles and are more parallel to the ground (than the previous platform design).
The Coupe’s rear multi-link independent suspension design separates the rear shocks and springs for reduced friction and the shocks are in line with the center of the rear wheels, providing better damping and less harshness. Front and rear stabilizer bars are standard. The Altima suspension has been specially tuned for use with the Altima Coupe.
Ample power is supplied from a choice of two engines and two transmissions. The 3.5-liter 24-valve DOHC V6 is rated at 270 horsepower and 258 lb-ft of torque and offers strong acceleration and refined sound quality. The V6 features reduced friction, improved cylinder head cooling and twin knock sensors.
Also available is a 2.5-liter DOHC 16-valve QR25 inline 4-cylinder, producing 175 horsepower (170 hp CAL) and 180 lb-ft of torque (175 lb-ft CAL). This engine has been refined from the previous version, with a larger, equal-length intake manifold, increased compression ratio and reduced friction characteristics. It features a silent chain drive and a balancer system (with balancer changed to a center-mounted location for better NVH) that effectively negates vibrations without taking up much space – combining ideal packaging and smoothness. Both engines feature continuously variable valve timing, modular engine design, microfinished crank journals and cam lobes, molybdenum coated lightweight pistons and electronically controlled throttles. The 3.5-liter V6 and 2.5-liter 4-cylinder models are each available with Nissan’s advanced Xtronic CVT™ (Continuously Variable Transmission) or 6-speed manual transmissions.
The V6 CVT features a ‘Sport’ mode controller with a high-speed central processing unit and Adaptive Shift Controller with adaptive logic for faster shifting in both normal and manual modes. The adaptive logic feature delivers the best shift pattern based on the driving environment and driver’s actions.
