2012 Chevrolet Sonic Reviews

The Chevy Sonic very much relies on Chevy’s new design language, with a broad front end and prominent bow-tie logo spanning the grille. The  Chevrolet Sonic’s core competency lies on the road, where it delivers a driving experience far beyond our expectations.

We were really impressed with the Chevrolet Sonic’s chassis, which manages to strike a wonderful balance between a smooth ride and great handling. Absent are the common plagues of body roll, inadequate damping or any dead spots in the steering, and Chevrolet deserves serious praise for making such an inexpensive car so rewarding to drive.

The  Chevrolet Sonic’s road manners when not being flogged are also remarkable – there is very little road noise, the ride quality is consistently smooth and comfortable, the engine never feels strained or overworked.
Even the 6-speed automatic (generally a flawed piece of equipment on GM models) is solid. With the 1.4-liter getting 29 mpg in town and 40 mpg on the highway, versus the 1.8-liter’s 25/36 mpg rating, we don’t see why anyone would opt for the 1.8-liter despite the $700 premium – though an automatic 1.4-liter won’t be available until the 2012 calendar year.

The base Sonic LS comes well equipped with features like alloy wheels, anti-lock brakes, power locks and windows, 10 airbags and keyless entry. LT and LTZ models can be equipped the 1.4-liter engine, USB and Bluetooth connectivity, OnStar, cruise control, fog lamps and bigger wheels. There’s no question that the Chevrolet Sonic is a very compelling choice in the subcompact segment. 

Of course, demand for fuel-efficient vehicles tends to rise and fall with fuel prices, as well as with public confidence in the way things are going. Still, small-car sales have been rather weak even for todays down market. Like Fords comparable 2011 Fiesta and redesigned 2011 Focus, these products are not only a hedge against another spike in gas prices. The 2012 Chevrolet Sonic reflects these trends, as we know from various recent intel and the production-preview Aveo RS Concept revealed at the 2010 Detroit Auto Show. For starters, the Chevrolet Sonic will be an inch or two longer, wider, and lower than the vintage-2004 Aveo (freshened for 2008-09). As a result, sources say, this subcompact will grow to about the same size as Chevys Cobalt compact car (recently replaced by Cruze).

The new Chevrolet Sonic will come in either a four-door sedan or a five-door hatchback. Whatever style you choose, the Chevrolet Sonic will still come with a number of new style features, including a a new aggressive-looking front with motorcycle-inspired twin-headlamps and a dual-element grille, compact taut body panels with a rising shoulder line and short rear overhangs, bulging fender flares, round tail lamps, and an upward sweeping character line.

Despite boasting of similar styling features, the sedan and hatchback versions of the Chevrolet Sonic are also distinctively different. As for the interior, the Sonic’s cabin will feature a Spark-inspired cockpit that comes with a two-tone design and class-leading spacious rear seat. The other engine variant of the Chevrolet Sonic is an Ecotec 1.8-liter engine where it can be paired with either a five-speed manual or six-speed automatic transmission system.

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2011 Honda Insight Review

The 2011 Honda Insight has a silhouette looking a lot like that of the Toyota Prius. The underpinnings of the 2011 Honda Insight are all familiar: It essentially takes the front end of the Honda Fit hatchback and mates it with the Honda Civic Hybrids version of Integrated Motor Assist (IMA), a mild-hybrid system that features a 1.3-liter VTEC four-cylinder engine, supplemented with an electric motor system and together making 98 horsepower and 123 pound-feet of torque. The 2011 Honda Insight might be a little lower and more rakish than other small cars, but aside from tight rear headroom it offers good comfort. Slotting below the Insight LX, the base Insight is new this year, at $18,950, and includes remote entry, automatic climate control, a tilt/telescopic steering wheel, power windows and locks, and a two-speaker CD sound system.

2011 Honda Insight

Honda brought hybrid technology to America back in 1999 with the groundbreaking, and incredibly insightful, Honda Insight. That first Insight pioneered the aerodynamic tear-dropped silhouette that would not appear on the Toyota Prius until 2004. That first Honda Insightt introduced the concept of a gasoline engine assisted by an electric motor powered by a rechargeable battery pack. It had electric steering, regenerative brakes, automatic stop/start technology, and a whole bunch of software to help the driver understand what was happening, and how it was affecting fuel economy. Sales were limited by its two-seat configuration, lack of cargo capacity, and rather high price tag. Today, the Insight suffers severe myopia. The Insight is no longer insightful, an old-school mild hybrid that competes in a world of full hybrids that can travel as fast as 62 mph without using a drop of gas. Ultimately, the customer is king, and right now the Insight is missing its target.

The Honda Insights EPA-estimated mileage is 40/43 mpg city/highway, which in hybrid terms isnt particularly impressive. The larger Civic Hybrid is rated 40/45 mpg, and the 2009 Prius rates 48/45 mpg. The company promises the Insight will be the most affordable hybrid on the market. Despite the FCX resemblance, the Insight shares its underlying structure, from the front bumper to the A-pillars, with the Honda Fit. The Insight is more than 10 inches longer than the Fit and about 5 inches shorter than the Civic Hybrid.

Like the Civic and Fit, the Honda Insight qualifies as a compact, not a subcompact, based on the EPAs interior volume criteria. Designed specifically as a hybrid, it packages the cabin space, gas tank and high-voltage battery with its associated electronic components more efficiently than a modified Fit could. At 85 cubic feet, the Insight has a bit less passenger volume than the Honda Fit and Civic Hybrid, which both have 91 cubic feet. On the upside, the Insight has more cargo space behind its backseat than the Civic Hybrid has in its trunk: 15.9 cubic feet versus 10.4 cubic feet. Plus, the rear seats fold in the Insight, as they do in the Prius, for maximum cargo volume of 31.5 cubic feet. All other hybrid cars to date — including the original Insight and the first-generation Prius — have sacrificed cargo space or folding seats, or both. The Fit maxes out at 57.3 cubic feet of cargo volume, so it has an edge over the Insight in cargo as well as passenger volume.

The Honda Insight has 1 inch less headroom than the Civic and 2 inches less than the Fit, but I had enough room. Its better known from the Prius hatchback, but it appeared first on the Honda CRX and then the first-gen Insight. At first it seemed like the Insights upright window segment gave a lower view than the Prius does, but, as the photos show, I parked a 2009 Prius and the Insight the same distance from an orange cone and the visible height was almost identical. The fact that the Insights backseat head restraints collapse almost flush with the backrests helps open up the view more than in the Prius.The Insight has about 3 inches less backseat headroom than the Fit, which makes it a bit tight.

The Honda Insight is comparable, with bright gauges and nice, low-gloss surfaces. Im surprised that a hybrid would lack standard cruise control, as it helps maximize efficiency, but Honda is trying to keep the LXs cost low. Nowadays, cruise control costs an automaker practically no hardware and little extra money, but in the Insight the feature requires the EXs more complex steering wheel.

That means the Insight doesnt give the silent electric-only experience that most hybrids do. The Honda Insight is pretty seamless as far as hybrids go. The brakes feel natural, as does the steering — pretty good for rear drum brakes and electric power steering. The Insight does, and the slight lag comes from that more than any hybrid aspect. (There is no manual Insight.)The Insights cabin noise is admirably low considering affordable, efficient cars often shed noise-abatement measures in order to shave weight and improve mileage.

The Insights acceleration is merely good. The Honda Insight is 100 or so pounds lighter than the higher-rated Civic Hybrid, but its electric motor has 13 horsepower versus the Civic Hybrids 20 hp. Econ is the default mode when you turn the car on. Compared to some hybrids, especially the new Ford Fusion Hybrid, the Insights readouts are minimalist. Unlike most hybrids, the Insights navigation system (available on the EX) doesnt have supplemental hybrid graphics, nor does it have a backup camera.

The front seats also have active head restraints, and the EX adds an electronic stability system with traction control.For example, Ive effortlessly achieved mileage well into the 50-mpg range in the current Prius.
It makes sense; hybrids cost more than comparable non-hybrids. This could bode well for the Insight. If and when gas prices go back up, some of these people will be driven back to the market, where its combination of a low sticker price and good, if not exceptional, mileage could make the Honda Insight look like the right investment.

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Mini Cooper Cooper S Fully Revealed

No more teaser photos and speculations as Mini came out today with the full press release of the 2007 Cooper & Cooper S versions. The two new models will make their world debut at the Paris Motor Show in September with sales commencing before the end of the year.

UPDATE – CHECK OUT THE PROMOTIONAL VIDEOS HERE: 2007 MINI COOPER & COOPER S

2007 MINI IN DETAIL

Exterior -Unmistakable features of MINI design: Every body panel has been re-designed, but MINI’s successful form has been retained. The MINI design team brief was continuity in concept, whilst modernising traditional design details and engineering features. The second generation new MINI remains immediately recognisable visually and dynamically.

The typical MINI characteristics of short body overhangs front and rear, the famous wheel-at-each-corner stance and the high shoulder line rising towards the rear have all been retained, as well as the hexagonal radiator grille and the large, round headlights.

Subtle changes: The new MINI has grown slightly in size from the first generation in order to fulfil future safety requirements. The new MINI Cooper is 60mm longer than its predecessor and the new MINI Cooper S, 61mm longer. But to maintain the car’s unmistakable proportions, the designers matched the increase in size at the front by giving the car more rounded contours at the rear.

The round, clear-glass headlights are now fixed to the body and have been turned slightly to the outside to maintain the geometry of the car from the front. The indicators, formerly isolated in the front valance, are now housed within the main headlight units.

The radiator grille is now made up of a closed, self-contained element without the former dividing line made by the upper edge of the bumper. This design is reminiscent of the air intake scoop on the classic Mini.

The MINI Cooper S has a “stronger” front end due to the bonnet curving up approximately 20mm more to provide extra space for the turbocharged engine underneath and to meet pedestrian impact regulations.

Rising gently to the rear, the shoulder line is now 18mm higher than on the former model and visually accentuates the powerful stance of the car’s body. The rear lights are now slightly larger and feature separate external surrounds.

On both models, vertical air flow edges on the C-pillars and individual spoilers at the rear end of the roof enhance the level of aerodynamics to an even higher standard than before. The MINI Cooper now has a drag coefficient of 0.33. (0.35 on the previous model).

Customisation of the new MINI starts with a wide range of paintwork colours. 12 body colours will be available, seven of which are brand new.

Interior re-interpreted: The changes in the interior design of the new MINI are as comprehensive, but more immediately visible, than on the exterior. The design of the instrument controls and feel of the surfaces inside the car offer an air of premium quality.

Still the most striking feature inside is the Centre Speedo. It now comprises not only the analogue speedometer, but also all entertainment and, as an option, navigation functions.

The centre console below the Speedo is slimmer to create more space in the footwells for driver and front passenger. The door lock blipper and ignition key is now a round signal sensor. When inserted into a slot beside the steering wheel it allows the driver to press a start/stop button to switch the engine on and off.

New ambient illumination included in the optional lights package is unique in the automotive industry. The colour of the interior lights in the roof lining, the door storage compartments and grab handle recesses may be changed at any time in five stages from warm orange to sporting blue, depending on the occupants personal preference. This is controlled from a new panel of toggle switches in the roof lining. The toggle switches in the dash that operate the electric windows, seat heating and central locking were a real hit with current MINI owners and have been made larger on the new MINI.

A Colour Line option allows individual design of the MINI cockpit. Colour highlights in the lower sections of the dashboard flow on into the door linings, where they are combined with the materials on the trim surfaces. Colour Line is available in five colour shades, with the trim surfaces coming in four exclusive variants over and above the versions already standard on the MINI Cooper and MINI Cooper S: glossy black piano paint, dark brown grained oak, brushed aluminium, and an extra-fine gloss surface.

A set of 16 chrome-plated trim rings for the air vents, cupholders and instruments gives the interior an even more sophisticated look. In the rear, passengers are offered more comfort with recessed knee cut-outs in the front seats lined with material rather than the traditional plastics.

Mini Cooper – Fully variable valve management instead of a throttle butterfly: The 1.6-litre naturally-aspirated power unit in the MINI Cooper develops maximum output of 120hp at 6,000rpm. Engine torque reaches 140Nm at just 2,000rpm, peaking at 160Nm once the engine reaches 4,250rpm. The MINI Cooper accelerates from 0-62mph (100km/h) in 9.1 seconds and reaches a top speed of 126mph (203 km/h).

This ultra-modern four-cylinder features fully variable valve control based on the BMW Group’s unique VALVETRONIC system. This innovative valve management system adjusts intake valve lift and opening times within fractions of a second to meet the power and performance requirements of the driver. The big advantage is that it replaces the conventional throttle butterfly on “normal” engines to translate any movement of the throttle pedal directly into engine speed instantly.

In addition to variable control of valve lift on the intake, valve timing is also controlled on the outlet stroke. This enhances the torque curve to deliver not only high torque at low engine speeds, but also high power at high speeds.

Together these two technologies reduce fuel consumption, depending on the route the driver is covering, by up to 20 per cent. Fuel consumption in the EU test cycle is down by approximately 12.5 per cent. The CO2 emissions on the MINI Cooper are now 139g/km and 164g/km on the MINI Cooper S -a reduction of 43g/km.

MINI Cooper S: twin-scroll turbocharger and direct fuel injection: Displacing 1.6-litres, the four-cylinder turbocharged power unit of the MINI Cooper S now develops an impressive 175hp, up 5hp on the outgoing supercharged engine. Maximum engine power comes at 5,500rpm, with peak torque of 240Nm being maintained consistently between 1,600 and 5,000rpm. When accelerating hard, torque rises to an even higher level of 260Nm by briefly increasing charge pressure through a system named “overboost”. It covers the 0-62mph (100 km/h) sprint in 7.1 seconds and achieves a top speed of 140mph (225 km/h).

The MINI Cooper S engine is a Direct Injection petrol power unit. Intake air is pre-compressed by a twin-scroll turbocharger complete with intercooler. Exhaust gases meanwhile are split and forced through the exhaust ducts of two cylinders each, separated from one another in the exhaust gas manifold and the turbocharger. Response time when accelerating is virtually instantaneous.

The high performance of the MINI Cooper S is also enhanced by advanced valve management -four valves per cylinder being operated by two overhead camshafts. The camshaft on the intake side comes with infinitely variable valve timing to manage both engine output and torque while minimising fuel consumption and emissions. The exhaust valves are sodium-filled in order to off-set the higher temperature loads typical of a turbochar

ged engine.

Innovative technologies around the engine: The Hams Hall-constructed engines featured in the new MINI boast a wide range of innovative technologies. The two-piece bedplate structure of the crankcase, for example, is sophisticated technology derived from motor sport. The cylinder block and bearing housing are made of cast aluminium alloy, while the camshafts on both engines are composite structures, not the usual castings, in order to reduce weight.

The on-demand water pump in the coolant circuit helps to reduce fuel consumption since it is only activated when the engine has reached its regular operating temperature. This helps to save fuel in the warm-up phase and the catalyst is able to reach the temperature required for optimum operation earlier.

Manual Gearshift and Automatic Transmission: Both the new MINI Cooper and MINI Cooper S come as standard with a six-speed manual gearbox. As an option, a six-speed automatic transmission will become available for both models. Paddles on the steering wheel allow the driver to change gear manually without removing his hands from the wheel.

Chassis and Sports Suspension: As with the first generation, spring and damper settings tune the chassis and suspension set-up of the new MINI Cooper S to be firmer and more dynamic than the MINI Cooper. As an option both models are available with an identical Sports Suspension set-up, comprising harder springs, dampers and anti-roll bars.

Front-wheel drive, a low centre of gravity, a long wheelbase, wide track, short body overhangs, a stiff bodyshell and the firm suspension all interact to determine MINI’s unique go-kart feeling.

The front axle is based on the MacPherson spring strut principle and features an anti-roll bar to reduce body sway to an absolute minimum. The central-arm rear axle is new to MINI and unique in this segment. Its longitudinal track control arms are made of aluminium that reduces weight by 6 kilos over the former model.

Benefiting from the sophisticated kinematics of the new suspension, the wheels offer improved grip over even more extreme cambers. The rear axle is equipped with an anti-roll bar on both model variants that makes a decisive contribution to the car’s famed agility, poise and safe handling.

New electromechanical power-assisted steering: The new EPAS (Electric Power-Assisted Steering) makes a significant contribution to the pin-point behaviour of the new MINI. Speed-related power assistance guarantees low steering forces when parking and, at the same time, precise responses at high speeds on the motorway.

The electric system offers the driver a choice of two different steering control maps. The standard set-up ensures a well-balanced steering response in all speed ranges. The second map is activated when the Sport button is pressed and the power steering becomes even more direct. The electronic map for the accelerator is also modified by the Sport button to give a more instant response.

Run-flats as standard on MINI Cooper S: The MINI Cooper comes as standard with 15-inch light-alloy rims and 175/65 R 15 tyres. Run-flat tyres are standard on the MINI Cooper S that has 16-inch light-alloy rims running on 195/65 R 16 tyres. In the event of a puncture, Run-flat tyres allow drivers to continue their journey for 90 miles at speeds of up to 50mph. Run-flats also provide stability in the event of a blow-out or sudden deflation. Seventeen-inch rims running on 205/45R Run-flat 17 tyres are available as an option on both models.

Safety at all times: Six airbags are standard consisting of front, side and curtain head airbags for the driver and front passenger. The extra-large curtain airbags (integrated in the roof lining) offer optimum protection from head injuries for the rear passengers.

Active safety is ensured in critical situations by ABS anti-lock brakes, EBD Electronic Brake Force Distribution and CBC Cornering Brake Control as standard on both models. ASC+T Automatic Stability Control + Traction is standard on the MINI Cooper S with on-off control by the driver, and as an option DSC Dynamic Stability Control.

Included within the option of DSC is Hill Assist. This feature holds a manual MINI on the brake when setting off on a gradient to prevent it from rolling back.

Passive safety was another primary aim of the new MINI’s designers and the new car offers all the prerequisites for optimum results in crash tests.

The transverse engine of the new MINI combined with the extra-large deformation zones at the front absorbs most of the impact forces in

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USED BMW 320d M Sport Diesel Cars Under prices is 18999

USED BMW 320d M Sport Diesel Cars Under prices is $18999 gbp
23377 miles - car
Make
BMW
Model
320d
Condition
used
Year
2006
Color
Le Mans Blue
BMW 320d M Sport Estate Diesel 5 door 2006, 56 reg, 23377 miles, finished in Le Mans Blue, Wiltshire, South West England, UK,Blue Shadow Cloth/Alcantara Anthracite, Metallic paint, Seat heating. front...
Source: compucars.co.uk/1102209
Location: BMW House, Salisbury, Wiltshire, SP1 3YU

4 Doors, Diesel, 6 Speed Manual, Saloon, 90,000 miles, Sparkling Metallic Graphite paint, Full M Sport Body Kit & Interior, Alcantara Suede Interior, Upgraded 18" MV3 M Sport Alloy Wheels with 4 New Tyres, 6 months TAX, 12 months MOT, Full Main Dealer BMW Service History, 1 Former Keeper.

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