Tips Buying A Collector Cars

Buy collector cars is much pay as a story. You must hear what has changed in the car really appreciate their value. You might not buy the car for his mechanical ability, you might pay for the car purely because his story touched the heart. For most car collectors collect their vehicles for fun, they collect because they are personally involved in them and they believe it is the right thing to do.

If you buy a used car it is more imperative than ever to speak to the previous owners. Fortunately, most collector cars are sold from the former owners. You need to grill them about every detail of the car, because there is much more at stake with collector cars than with regular cars. Also Do not be afraid, they ask for paperwork for certain things, like the earlier maintenance and along this line, you really look like it should.

Mileage fraud is a major concern when it comes to dealing with collector cars. Many try to buyers through fraud revolves around the odometers on old cars. This is quiet a bit easier in old cars than with today's cars. Make sure the odometer in order and provides it with the performance on the disk or question! Once you have verified the mileage is correct, the next step, you want to do is to the car to a mechanic for an independent control.

Once you have the independent examination, trying to convince the owners to rent it for a test drive. The more you see with the car, the more you know, it is what the owner, he said. These steps are very important, because most cars were collectors before the year 1980. 1980 was the first year that many companies have started keeping Data on cars in accidents. Therefore, you can not top to see what happened with the vehicle when it was before the year 1980 and it has only one owner. Just think about it though, because if you buy a car, collectors turns out to be a dud, you want more than the money, you will be happier and angry that someone would try to sell a car that they knew was a dud. They are pissed off that you got taken by a terrible person.

When collecting collector cars, it is important that the transport of them. If you buy a car from a place that is far enough from your home, you're probably not going to want to her home. You should always consider getting a transport service to the car to your home. Many have significant rates, but they can be well worth it. FedEx car Passport is one of the best and attracts thousands of cars per day. Best of all, they are kept out by a tractor and trailer, you can use the truck of GPS.
Read More..

How To Find The Right Auto Dealer

Whether you plan to sell your car, buy a new or trade your car for another car dealers have much support. These individuals or groups can be found through a series of funds, but you must be aware of the unsavory activities, which some of them.

Are you planning on buying a car? Do you have a certain car that you want to sell? If you live in one of these situations, a good choice for you would be in contact with a car dealer. It is an individual or group that buys, sells, and often, crafts cars and other types of vehicles. Generally purchase of a car dealer may also be beneficial, since such persons or companies usually relatively lower prices. In addition, by selling your car to a car dealer, you have a better chance to give your car a reasonable price.

But where exactly to find auto dealers? First, you can get some legwork and drive around to find your city, automotive shops and car repair shops. Probably, these companies are operating in conjunction with car dealers, and some may even dealers. This option has a certain advantage, because it would allow you to personally meet as soon as the person or group from whom you buy a car or sell your vehicle. On the other hand, if you are on a tight schedule, you can use the automatic search for dealers in the yellow pages. This allows you to contact more car dealers within a much shorter time. You should be aware that if you limit the auto dealer would you call that in your district or city. Another way to find car dealers is available on the Internet. With Google, Yahoo or any search engine, you can "auto dealer", followed by the name of your city on the field and made available in a few seconds, you would be able to provide a range of sites developed and maintained by car dealers in your area. If you choose this option, you should be careful and look at counterfeit Web sites and shady dealers. Make sure that the car dealer you have elected has his telephone number and address in its website.

Moving on, regardless of how you get in contact with a car dealer, you should be aware of certain things to remember. First, there are a lot of auto dealers out there, scams to their customers. For example, some car dealers would convince them that your current trade with a new car with less funding. If you have traded your car with a new one from the dealer and have a deposit, he would call a few days later and tell you that your car loan payment has increased. If you can not pay the loan, the dealer will take back the new car, and if you try to ask for your old car, he will tell you that he had already been sold. To avoid this from happening to you, you should never give the dealer or the title of the keys to your car until you have signed the purchase contract. Apart from that, there are other types of illegal acts by some auto dealers.
Read More..

2008 Honda Odyssey Review

Specifications

Model as tested	2008 Honda Odyssey Touring
Base Price	$40,610
Price as Tested	$41,245
Engine Type	3.5L V6
Engine Size	3.5 liters
Horsepower @ RPM	241 @ 5700 RPM
Torque (lb-ft) @ RPM	242 @ 4900 RPM
Transmission	5 Speed Automatic
Wheelbase / Overall Length	118.1 inches / 202.1 inches
Ground Clearance	4.3 inches
Curb Weight	4,691 lbs.
Fuel Capacity	21.0 gallons
Fuel Type / System	Gas Engine / Multi-Port Fuel Injected
Tires	Michelin Energy LX4 235/60R17
Brakes	4-Wheel Disc Brakes, Electronic Brake Distribution (EBD), Brake Assist, Anti-Lock Braking System (ABS)
Passenger Volume	168.3 cubic feet
Cargo Volume	38.4 cubic feet

Performance / Safety / Warranty

EPA Fuel Economy - miles per gallon city / highway / observed	17 / 25 / 20
Air Bags	Driver, Passenger Dual Stage & Side Air Bags, Side Curtain Air Bags
Basic Warranty	36 months / 36,000 miles
Powertrain Warranty	60 months / 60,000 miles

Options and Charges

Destination Charge (delivery, processing, and handling fee)

$635

Read More..

Matchbox Jeep

As the only child has its advantages. I remember Christmas is a particularly good time of the year with a lot of presents and nobody harassed me to play with them. Without doubt, the most popular moment in my childhood was unwrapping a brand new, shiny toy car. Just like driving a lump of metal around the ground for the clock at the end kept me amused I am not sure, but the car tax was a damn sight cheaper I know that much. Well, I long for the heydays again and Jeep May, with the answer.

The Jeep Patriot is essentially a mini-Jeep, a matchbox toy version of the Cherokee or Grand Cherokee. It's Jeep's goal to attract as many families in the Patriot as possible and are marketing it as a sensible, affordable alternative to the family sedan.


A few things are immediately obvious. Despite the "mini" (and I use my Mini in comparison to a Boeing 747) proportions, the baby Jeep is still most definitely from the same family as its bigger brothers. The seven front slot grille and round headlights are as synonymous with Jeep, as the contour of the nose to an Aston Martin. The styling combines aggression on the street with off-road tradition, although the front has been fairly low to the ground meaning any serious off-road action could be a problem.

Switchable four-wheel drive is the de rigueur for all would-Off-road candidate. There is also space for the whole family (mobile, as this is the goal of the demographic) with a lot of space and boat-a washable interior allows even the messiest weekend trips to enjoy, without a large bill valeting upon return.

A magnificent 2-liter engine is economical diesel under the hood of the "Diesel Sport derivative and makes a fair fist of things when on the road. In fact, an average running back around 42mpg, a statistic you do not need to decipher Einstein to know that for a SUV, it is extraordinary. Of course, the downside to this economy is the low rev range is not the punchiest and you need the full rev range to make any kind of rapid progress, but you will not have the look of horror as a fuel gauge drop before your eyes. The six speed gearbox not let the side down and allow either the Patriot to make the best use of these speeds you are hunting.

The car is the amount more than juvenile and adult height that crippled the Patriot corners to fight more effective than other 4 x 4 fellow countrymen. The smaller proportions not only assist in the prevention of body roll but the handling is responsive and has a nimble has the feeling that you forget what kind of vehicle you drive.

The interior is perhaps an aspect that has reached reviewers for their red pens, but I do not agree. While the build quality is not compete with the Germans, let alone the flair of the Italians but we are missing the point. As already mentioned, the Jeep a family can do everything it can to throw and stay untouched. Throw mud, Ribena and ice on the dashboard (Note: no responsibility taken from this author, you should do this), and it will wipe clean in seconds.

This 4x 4 is the antithesis of the Italian flair, the Bruce Willis of the subway-sexual world we live in. The front is square, the back is space - even the wheel are somehow place. In fact, with the exception of the wheels and the lights, that must've crawled through the conveyor belt in the assembly plant, there is not a curve on the car - and it is better for them.

The robust its intention to go anywhere, take something in reality. The Jeep is really a serious alternative to the other family cars on the road. At £ 15,000 ($ 30000) price tag that you do not set off either. Perhaps, however crucial it is really a small 4 x 4 and as a consequence that the usual off-road vehicle Haters you slip by unnoticed.

In summary, the Jeep Patriot makes you feel like the manliest man ever, while gently wrapping his arms around protecting your family. It can on the 4 x 4 proportions of a matchbox toys, but this is a car, will be pushed from the field and around the floor until the heap is worn out.
Read More..

2008 Toyota Camry Summary

Introduction
Neither a rocket scientist nor a car critic is needed to figure out why the Toyota Camry has been America's best-selling car nine of the past 10 years. This mid-size sedan does just about everything well, and it's supported by Toyota's well-earned reputation for quality, reliability and value retention.

One year after a wheels-up redesign, the 2008 Toyota Camry changes not at all.

The Camry benefited from a complete overhaul for 2007, starting with a new, airy interior and continuing with more powerful engines, more transmission choices and increased fuel efficiency. Yet the hallmark of this sixth-generation Camry is Toyota's effort to shake the stodgy, plain reputation the car had developed in some circles. The Camry's aerodynamic styling shows more vitality than we've come to expect from a car many have labeled, and not necessarily in unkind fashion, as Japan's Buick.

Wash-and-wear, no-worries reliability is not a bad thing. Owners depend on the Camry, and they're seldom disappointed. This four-door sedan seats five in reasonable comfort, yet it's relatively compact and easy to park. It's smooth and quiet, but it can accelerate with vigor. Its cabin is attractive, functional and as refined as anything in its class. The Camry is thrilling in no respect, and no particular aspect of its performance is outstanding. Yet it's good in nearly every respect, bad in almost none, and it has a steady, set-and-forget quality that many drivers appreciate. It's pleasant to drive in all circumstances. In SE trim, with the manual transmission, it approaches fun.

Models range from the surprisingly well-equipped Camry CE to the near-luxury Camry XLE, with nearly all the bells and whistles. In between are the popular LE, a modest step up from the base CE and available with the V6, and the SE, decked out with suspension, tires and trim to please the sporty crowd. Toyota's four-cylinder engine is not the strongest, but it's more than adequate with the manual transmission. The smooth V6 is one of the most powerful in the class.

The Camry Hybrid features a combination electric motor/gasoline engine powertrain and a super-efficient continuously variable transmission, or CVT. The Hybrid is a good performer and one of the most fuel-efficient mid-size vehicles anywhere. It's also a great statement for environmentally conscious buyers, though it's worth noting that all Camry models offer good EPA mileage ratings and low emissions in their respective categories.

Since its debut in the United States nearly 25 years ago, the Camry has earned a reputation for smart design, pleasing function, build quality and durability. It's not all hype. The 2008 Toyota Camry remains the benchmark by which its competitors are judged.

Lineup
The 2008 Toyota Camry is a four-door, five-passenger sedan offered in five trim levels, including the gas-electric Camry Hybrid.

Camry CE ($18,570) features a 158-hp four-cylinder engine. It's equipped with cloth upholstery, air conditioning and pollen filter, cruise control, power windows and mirrors, manual tilt-and-telescope steering wheel, a multi-function information display with outside temperature, a 160-watt stereo with six speakers, single CD player and auxiliary jack for MP3 devices, a 60/40 split-folding rear seat and 16-inch steel wheels.

The CE comes standard with a manual transmission; a five-speed automatic transmission is optional ($1,000).

The Camry LE ($20,025) and LE V6 ($23,640) add an eight-way power driver's seat and remote keyless entry.

All Camry V6 models get a 268-horspower 3.5-liter engine and a six-speed automatic with manual shift feature.

The sporty Camry SE ($21,240) and SE V6 ($24,915) add a firmer, lowered suspension, flashy styling cues, unique interior trim, fog lights and P215/55R17 tires on 17-inch aluminum alloy wheels.

The high-zoot Camry XLE ($25,000) features glossy wood-grain interior trim and comes standard with the automatic. Leather comes standard on the XLE V6 ($28,120). The XLE models add dual-zone auto climate control with an electronic ion filter, a JBL audio upgrade with 440 watts, 6CD changer, Bluetooth wireless telephone interface, power passenger seat, power sunroof, split 40/20/40 reclining rear seat, rear reading lamps, manual rear window sunshade, 16-inch alloy wheels. An automatic comes standard on the XLE.

The Camry Hybrid ($25,200) has a 147-hp version of the four-cylinder engine, mated with a 40-horsepower electric motor and continuously variable (CVT) automatic transmission. The motor augments the gas engine's performance and captures energy that would otherwise be wasted as the car slows and brakes, so it can reduce fuel consumption substantially. The Hybrid is equipped comparably to the XLE four-cylinder, and adds Toyota's Smart Key pushbutton-start feature.

Options include premium JBL audio ($1,000) for the LE and SE; it can be packaged with a voice-activated navigation system in the SE ($2,200) or XLE ($1,200). Stand-alone options include power tilt/slide sunroof ($940), leather-trimmed interior ($1,040), heated front seats ($440), auto-dimming rearview mirror ($150), heated outside mirrors ($30), 16-inch alloy wheels ($410).

Safety features on all Camrys include a full complement of airbags: dual-stage front impact airbags, a driver's knee airbag, upper body-protecting side-impact airbags for front passengers, and head-protecting side air curtains for the front and rear seats. All models come with anti-lock brakes (ABS), which aid steering control during a panic stop. The ABS features Brake Assist, which applies the brakes more quickly and consistently when it senses the onset of a panic stop, and electronic brake-force distribution (EBD), which balances brake application front and rear for optimal stopping distance. A tire-pressure monitor is standard. Vehicle Stability Control and Traction Control are optional ($650) on the CE, LE, SE and XLE, and we strongly recommend getting it.

Walkaround
This latest Toyota Camry is as bold a statement as Toyota makes with its top-selling, bread-and-butter vehicles. The message in that statement? Reliability and consumer confidence do not necessarily require blandly conservative styling. A year after the current Camry was turned loosed on American roads, the 2008 model's visual impact has diminished only a little.

Yet if Toyota wanted to make a stronger fashion statement with the country's best selling car, it couldn't risk doing so at the expense of function. This sixth evolution of the Camry is the largest ever, though not by much. Its wheelbase is more than two inches longer than models built before 2007, and its track is a hint wider, with wheels pushed further toward the corners of the car. Yet, thanks to a shorter rear overhang, or that portion of the body that extends past the back wheels, this Camry maintains the same overall length as the previous generation. The result of this reconfiguration is more interior space, and particularly fore-aft length, with the same external footprint as before.

The flashy new styling (first introduced on the 2007 models) starts at the Camry's nose. The front end is fresh, and easily the boldest element of the new look, with sharp points, curving cut-lines and entertaining surface planes. The hood dips broadly through the middle, pushing visual heft out over the front fenders. The grille wears a Toyota emblem prominently above softly slanted, horizontal slats. The single-piece fascia blends all the diverse elements into a smooth aerodyanamic look that's several steps away from the pro forma, overly inoffensive, just-another-midsize-car-from-Japan look.

The side view is less fashionable and somewhat bulky looking, with a high beltline, symmetrical windows and square doors, graced with a barely discernible character line running through flush-mounted door handles. The wheel openings are circular, which on a car with a lower profile might suggest sporty intentions. On the Camry, they draw attention to the expanse of sheet metal between them, and instead whisper sedate. An odd but increasingly popular, miniaturized rip on the squared-off trunk lid of the BMW 7 Series finishes the side profile.

That bustle-like hump gives the trailing edge of the trunk a slight aero-lip that suggests it's there to reduce rear lift at high speeds. An oversize Toyota emblem perches atop the license plate recess. Proud taillight lenses mirror the outline of the headlights, angling down and inward across the trunk lid seam, closely tracing the pattern set by the headlights and grille. The bumper wraps around the back end, capping the corners beneath the taillights and sweeping into a soft, horizontal indentation that, on the V6-equipped models, finishes in cutouts for the chrome-tipped dual exhausts.

The sportier Camry SE is the easiest model to distinguish, and perhaps the boldest of all. The inference of aero treatment on the trunk lid is boosted on the SE with an honest spoiler. A black honeycomb-style grille sneers forward from smoked-tint headlamps, while a full body kit flares the lower edge of the car outward, emphasizing the sport model's lower ride height. Six-spoke, 17-inch aluminum wheels fill those circular wheel wells nicely.

There's also aerodynamic massaging that isn't obvious to the eye, particularly on the sport-tuned SE and the other specialty Camry, the Hybrid. Engineers focused on making the underbody as flat as possible to smooth airflow under the car and reduce noise. On the SE, they also tuned the flow to balance downforce, or the aerodynamic force that presses the car to the pavement, nearly equally over the front and rear tires.

With the Camry Hybrid, the aerodynamic focus was on efficiency. Unique wheel spats and underbelly pans reduce the coefficient of drag (Cd) to a low 0.27. This reduces the amount of energy required to move the Hybrid at a given speed, and in turn helps increase fuel economy.

Interior
Inside, the Camry offers a welcome counterpoint to its exterior styling. While the outside has been touched with a splash of pizzazz, the inside has been brushed with shades of elegance. The treatment is not quite up to, say, Lexus-level luxury, but, especially in the top-of-the-line XLE, this Camry raises the bar on interior polish for mid-price, mid-size sedans.

The cabin is trimmed with a brushed metallic finish in the CE, LE, SE, and Hybrid. Real-looking glossy wood grain is used inside the XLE, including surrounds for the door-release handles. The fabric upholstery combines breathable, waffle-texture insets with smooth bolsters and backing. The leather upgrade isn't quite kid glove, but it feels expensive. On the less positive side, the hard plastic covering the roof pillars looks cheap, and the mouse fur headliner disappoints.

Today's midsize sedans are roomy vehicles, yet the feeling of roominess in the Camry is tempered by direct comparisons with the competition. In headroom, for instance, the Camry matches the Ford Fusion, but trails the Honda Accord and Hyundai Sonata by almost an inch and a half in front. Camry loses to all four in front-seat legroom. It's mid-pack in hip room, and near the top in rear legroom. The seats are comfortable front and rear, though the seat bottoms are short on thigh support for taller occupants. Rear-seat passengers in the XLE enjoy a luxury rarely seen in this class: reclining seatbacks.

The sloping hood delivers good sightlines from the driver's seat. The thick C-pillar, or that part of the body supporting the roof behind the rear doors, looks less imposing to the driver than from outside the car. Low-profile rear-seat head restraints leave the view in the rearview mirror mostly unblocked. Outside mirrors are placed farther rearward than we'd like, forcing us to physically turn the head for quick checks instead of just glancing sideways.

Almost everything inside the Camry speaks refined function. The speedometer and tachometer are large, circular and easy to scan, save for brief periods at dusk and under certain types of street lighting, when the luminescent instruments on all but the SE can wash out. Those in the SE, which are black on white with sharp blue-ish backlighting, avoid this eye-straining fade. They're part of this sporty model's unique interior treatment, which features dark charcoal or Ash gray hues and a grippy leather-wrapped, three-spoke steering wheel.

The window switches are clustered nicely on the driver's door armrest, just below the mirror switch and door lock, so they sit right where the hand rests when the driver sets forearm on the door. However, only the driver's window switch is lit at night, and it's not very bright. That means the other switches in the cluster, including the locks and mirrors, must be located by touch when it's dark, rather than by sight.

Controls for audio and air conditioning are easily manageable, clearly labeled and logically positioned in the center stack, with audio above and climate below. The pastel blue-green lighting around the optional navigation system reminds us of Miami Beach, and we love the separate on/off switches for the audio and navigation systems. The dual switches are a departure from most other vehicles today, which have a single on/off switch. So if you want the nav but no audio, you have to crank the volume all the way down, and still run the risk of picking up interference.

The cabin offers lots of usable cubbies for storing things. Cup holders and assorted nooks and covered bins are located conveniently about the center stack and console. A large glove box spans the lower dash between the center stack and passenger door. Only the front doors get map pockets, which are fixed, hard plastic that allows most everything stored there to slide. A similar material forms the magazine pouches on the back of the front seatbacks. A covered storage bin in the fold-down center rear armrest doubles as cup holders for rear passengers. On the SE and XLE, it also conceals a pass-through to the trunk. The SE offers only this pass-through, rather than the folding rear seat on other models, thanks to an extra brace behind the seat the stiffens the body for sporty handling.

Trunk space is adequate. Compared to the competition, Camry's maximum trunk space of 15 cubic feet trails all but the Accord. The XLE's reclining back seats exact a slight penalty in trunk space, dropping it 0.5 cubic feet compared to other models. The Camry Hybrid takes an even bigger hit, losing 4.3 cubic feet of trunk space to its battery. The Camry's trunk is fully finished, with a grocery hook, and utility box. The XLE comes with a luggage net that keeps cargo from sliding. There's no pull-down handle inside the trunk lid to spare fingers the grime and grit that can accumulate on exterior surfaces in winter.

Driving Impressions
A long, attentive drive in the Toyota Camry might be described as a convincing experience. By that, we mean the driver won't need further convincing as to why the Camry is the perennial best-selling car in the United States. No particular aspect of the Camry's performance is outstanding. On the other hand, it does most everything very well, and nothing badly. It's easy to see why this sedan is a favorite for small families, commuting and all-purpose transportation.

We drove LE, SE, XLE, and Hybrid models. Lengthy sessions with four-cylinder manual and V6 automatic models seriously impressed us, and only the four-cylinder automatic left us wishing for better. We were impressed not only with the overall packaging, but also with the clear distinctions among the different models, both inside and underneath.

The LE with four-cylinder and automatic was competent, but well short of inspiring. Performance-wise, this isn't surprising, given the weight burdening its relatively small engine, which is no better than average in power output. The four-cylinder is buzzy. And we felt some torque steer, a light left-right tugging at the steering wheel under full throttle. It's a common phenomenon with front-wheel drive, but we expect it more with lighter, relatively high-powered cars. The LE leans in corners. Fit and finish are very good, with zero buzzes, squeaks or rattles, and tight tolerances between panels and parts. Yet wind and road noise are audible.

The LE V6 is another story, because there is no shortage of power here. The 268-hp engine eagerly spins all the way up to its programmed limiter at 6500 revolutions per minute, and it's silky smooth throughout. It pulls without stumble from 1000 rpm in any gear, which is why it's far more effective with the automatic transmission. The driver won't feel as if he or she is waiting for the transmission to find the right gear so the car can get going. The LE V6 will feel very familiar to longtime Camry owners: just a little smoother, tighter and more powerful than older models.

The SE, on the other hand, is a fresh and welcome departure from Camry's heretofore conservative legacy. Finally, there's a Camry that's fun and entertaining to drive. Steering turn-in is more precise than we'd expect in a Camry, and cornering is solid and stable, with little body lean. While we never doubted the stopping power, brake pedal feel and travel are still sedan-grade: a bit soft and long for our enthusiast-driver preferences.

The manual transmission in four-cylinder models shifts cleanly, if not with sports-car crispness. We really liked it in the Camry SE. Clutch engagement is smooth and easily managed. The brake and gas pedals are close enough to allow heel-and-toe shifting, which enthusiast drivers enjoy, though the process is not accomplished with sports-car ease. In all, we enjoyed the four-cylinder much more with the manual transmission, because it allows the driver to keep the engine working in the rpm range where it's most powerful. It makes for an engaging driving experience.

We like the SE V6 just as well, however. It's a car in which the driver might want to actually use the sequential manual shift feature on Toyota's new six-speed automatic. In manual mode, the transmission will hold the chosen gear without shifting up, and it will downshift immediately with a click on the lever. The shifts are smooth, but quick and reassuringly certain.

If there's any vestige of Buick-ism to be found in this Camry, it's in the high-trim XLE. It's more than just the entry-plush interior, but ride and handling, too. The line-topping Camry is more soft and floaty than firm and planted. That doesn't mean it's wandering or imprecise, however. We were entirely comfortable and assured piloting it at a leisurely pace along gently curving two-lane byways and on lightly traveled or rush hour-packed, multi-lane highways. It's just that the XLE is best suited for the set-it-and-forget-it mode of driving, and it doesn't actively invite driver participation in the task. In any case, we found it very enjoyable, a good place to relax and enjoy the great sound system.

The Hybrid tucked right in between the LE and the XLE, in performance. It's hybrid powertrain combines a 147-hp version of the 2.4-liter four-cylinder engine with a 40-hp synchronous electric motor, yielding a net 187 horsepower. That's more than V6 Camrys offered a few years ago, and the Hybrid can operate on just the electric motor at low speeds. The instantaneous torque from the electric motor also augments acceleration. The Hybrid isn't as quick as the V6 Camrys, which are among the strongest in the mid-size class, but it's noticeably quicker than four-cylinder models, and particularly four-cylinders with the automatic.

For the most part, the Camry Hybrid is just as easy to operate as any other Camry, but there is a learning curve to mastering all of its idiosyncrasies. For example, press the push-button starter. The car comes to life, ready to drive, but this isn't always obvious. The Hybrid is a very quiet car at a stop. When it's started, and sometimes even when you press the accelerator, the gas engine does not immediately fire, so you won't hear it or feel its slight hum of vibration. As a result, you may not realize that this Camry is ready for action. So you'll press the start button again, thinking it didn't fire the first time, and actually turn the car off. The way to tell is to look for the Ready light next to the speedometer. If it's on, and if the shift lever will slide into gear, then the Hybrid is ready to go, whether the engine is actually running or not. We occasionally struggled with trying to figure out whether the car was running or not, which led to awkward parking lot situations.

Beyond that bit of familiarization, the Camry Hybrid is just, well, smooth. It's not exactly a performance machine, nor particularly fun to drive quickly, as the SE might be. On the other hand, its solid acceleration, secure-under-the-seat feeling and smooth, quiet operation are exactly what we expect the typical Camry buyer is seeking.

In terms of ride, handling and interior comfort, the Camry Hybrid could easily fool us into thinking we were driving an XLE, except for the visual differences. The Hybrid's gauges include a graphic display of the powertrain&39;s status (gas, electric or both), a welcome, real-time fuel economy gauge in place of the tachometer and a unique, abbreviated shift gate. The transitions between the electric motor powering the car to operating gas only, to motor and engine together, are much smoother on the Camry than what Honda offered in last year's Accord Hybrid. Those transitions are noticeable, to be sure, but they're heard more than felt.

Active safety features are integrated into the Hybrid's Vehicle Dynamics Integrated Management package, or VDIM. This system adds Electric Power Steering (EPS) and Electronically Controlled Brakes (ECB), or a brake-by-wire system. These are unique to the Hybrid because the EPS provides steering assist when the car is operating on the electric motor alone, while the ECB allows the regenerative braking that charges the battery during stops. In short, VDIM manages a variety of steering angle, yaw rate, deceleration, brake pressure, brake pedal stroke and wheel speed sensors, which in turn allow the system to anticipate and help prevent a loss of control.

Vehicle Stability Control and Traction Control are optional on the CE, LE, SE and XLE, and we consider this the weak link in Camry's safety package. Empirical evidence increasingly suggests skid-management systems reduce accidents and injuries.

2008 Camry Review Summary & Specifications
The Toyota Camry sedan is still fresh from a complete redesign for 2007. It does nearly everything well, and nothing badly, and it makes comfortable, pleasant, reliable transportation for up to five. There's a model for nearly every taste and budget. All are reasonably economical to operate, and the Camry Hybrid is one of the most fuel-efficient mid-size vehicles available. The styling and interior may surprise shoppers expecting another Japanese-brand Buick. As the no-brainer choice for a rock-steady, all-purpose sedan, the Camry is hard to beat and easy to understand.

NewCarTestDrive.com correspondent Tom Lankard reported from Ojai, California, with J.P. Vettraino in Detroit.
Read More..

How Do You Find Your Tire Size

Your tire size is one of the most important things you should know about. What is the meaning of the right tire size and what can happen if you fit the wrong tyres? How do you find your size and what are the figures?

Size importance

It is a big mistake to try to fit the wrong size tires on your car. A lot of things can happen. At least you can reduce the performance of a car, which usually work fine with the right tires. You get less for what you bargained. More importantly, however, poorly fitting tyres, the cause of accidents and on-road breakdowns. This can lead to injuries and life-threatening situations. You should never underestimate the value of the right size tires.

How to find the size

You can use all your tyre size in many ways. The most logical place to start is in your car manual. However, you can also change the size of the tyres on the inscription on the driver's seat door or on the side of the tyre. If you are online and you do not have your car next to you, you can sit on some Web sites that allows you to enter your vehicle type and model to find that the size.

What do the numbers

A series of letters and numbers are in your tire sidewall. These represent your complete tire size information. It may sound like a foreign language, but the letters and numbers stand for important information that you may have in mind.

-- The first letter stands for what kind of vehicle tyres can be used. It could be for cars, light trucks, heavy cargo trucks and European cars. Some tires can also serve as temporary replacement parts. Following its intended use figures will be responsible for the tire width in millimeters.

-- Other important information that you ensure that your tires are the side wall aspect ratio tires, tire and wheel diameter, load index and speed rating.

Ask dealer

Even if you have some knowledge of sidewall information that you may not yet be sure about your tire size. You can also uncertain that you interpret the information correctly. If so, you should check, ask your tire dealer.

Choose your tire dealer, though. You need a tire has considerable knowledge. A good tire dealer will deal with your vehicle, brand, driving conditions and your personal performance, before you some advice on the right tyres. In other words, you need customer-focused employees, are more than just vendors, but tires and automotive expert as well.

The importance of the correct size can never be stressed too high enough. When in doubt, the safest way is to ask experts for advice and assistance.
Read More..

Type of Gasoline

There is a newfangled gasoline system that shows a person how to set up a very straightforward water to energy converter into any car which will essentially produce free energy. It is an amazingly uncomplicated technology and it is one of the most workable free energy gadgets imaginable. Remarkable enhancements in gas mileage have been observed by its customers marking its success as well.

The designers of this procedure developed devices that use a little electricity out of any car battery to separate water into a gas called HHO (2 Hydrogen and 1 Oxygen). HHO burns remarkably and yields a ton of energy which results in an end product of only water. Reports have said that HHO provides the atomic potential of hydrogen while maintaining the chemical stability of water. What makes this system go is the fact that HHO gas is about three times more potent than gasoline! Using HHO is a quickly becoming a increasing trend for enhancing performance and MPG.


Lots of experts have been mesmerized with the of hydrogen. The thing is that hydrogen cars with their pressurized hydrogen, and hydrogen gas stations are a huge safety hazard. Believe it or not, it gets worse. Hydrogen factories pollute the atmosphere and blemish the ecological advantage of hydrogen cars. This new system hydrogen on demand, which means that hydrogen is produced only when it is needed. No unsafe storage tanks are needed and it is much healthier for the environment and perfectly safe for car owners and their passengers.

The process offers a cost effective, immediate answer to the energy crisis and is actually good for the . And it is something that can be done at once using only water. This technology will let the user to mix water with gasoline and employ a ton of free energy. With the fuel costs of today, it is unimaginable how much money can be saved from this device. The system can be set up within a few minutes without any engine modifications at all.

Road tests have recorded mileage increases that have doubled. Gasoline costs for consumers could be slashed dramatically with this system. Many people do not understand that water has the capability to be a very robust fuel and this process takes advantage of this fact. In fact, a gallon of water can be expanded to over 1800 gallons of combustible gas with this device.

Another great benefit of employing this system is that it is much more environmentally friendly. Pollution does not occur with this process because it is so effective. Finally, one last benefit reported by the users of this device is that their cars run much smoother, quieter and their engine power is enhanced. In fact, it is expected that car engines will last much longer from this system since they run much cooler.
Read More..

2007 Suzuki XL7 Lineup

Introduction
Suzuki forsakes its image as a small car manufacturer with the introduction of the XL7 crossover SUV. The 2007 Suzuki XL7 is all-new. Save for elimination of the hyphen the 2007 XL7 only shares its name with the old XL-7.

The new XL7 is longer, wider and more powerful than the outgoing model. If its look seems faintly familiar that's because it's based on the same platform as the Chevrolet Equinox and Pontiac Torrent models from GM, though it shares no sheetmetal with them. The XL7 is assembled in Canada alongside the Equinox and Torrent. The XL7's V6 engine is built in Japan, however.

The XL7 is a large mid-size SUV that offers even more space for three rows of seats with sufficient room for adults to sit in reasonable comfort in the third row. The name XL7 denotes that this Suzuki can be equipped to carry up to seven passengers. Fold all the passenger seats down, including the front one, and there's a generous amount of cargo space.

As with other crossover utilities, the XL7 offers a much smoother ride on the highway than truck-based SUVs. All-wheel drive is available, improving traction and stability in foul weather traction and on dirt or gravel roads. With one of the most powerful engines in its class, the XL7 offers decent acceleration performance yet it delivers reasonable fuel economy. It's aided by its smooth-shifting five-speed automatic.


Lineup
Suzuki is offering the XL7 in three trim levels: XL7 ($22,899), Luxury ($24,599) and Limited ($27,949). The XL7 and XL7 Luxury are available in both five-passenger and seven-passenger configuration ($1350). The top-of-the-line XL7 Limited features standard seven-passenger seating. All-wheel drive ($1600) is optional on each trim level.

The base XL7 includes a five-speed automatic transmission with manumatic shift. Standard features also include remote keyless entry, power windows, door locks and mirrors, tilt steering wheel, cruise control, trip computer with driver information center, auto on/off headlamps, black roof rails, 16-inch alloy wheels, privacy glass, satin silver interior trim, overhead storage compartment, air conditioning with automatic climate control and an AM/FM/CD stereo system with six speakers.

The three-row, seven-passenger models feature Nivomat load-leveling rear suspension, rear cargo under floor storage and rear air conditioning with separate controls.

The XL7 Luxury adds leather seating surfaces, power driver seat, heated front seats and wood trim accents. The Luxury model with three-row, seven-passenger configuration offers an optional sunroof ($800) or an optional DVD entertainment package ($1100) with wireless headphones and a remote start feature.

The XL7 Limited adds fog lamps, rear spoiler, upgraded roof racks with silver-colored rails and cross bars, aluminum lower bumper valances, 17-inch wheels and tires, AM/FM/XM/CD/MP3 with seven speakers (including subwoofer), DVD entertainment system with wireless headphones and auto-dimming antiglare rearview mirror with compass. (XM Satellite Radio requires a subscription.) The optional Platinum Touring package ($2200) for the Limited adds a navigation system, sunroof and unique, plated 17-inch alloy wheels.

Safety features that come standard on all XL7 models include driver and passenger front airbags, side-curtain airbags for all rows of passengers, anti-lock brakes (ABS) with electronic brake distribution (EBD), electronic stability control (ESP) with traction control, and a tire pressure monitoring system.

Walkaround
If there's one design element on the 2007 Suzuki XL7 that's going to cause controversy it has to be the large triangular front turn signals that are integrated into the headlights to match the style of the Suzuki badge. The edges of the turn signals wrap along the top of the pronounced front fender flare while the top side marks the edge of the hood, which covers the full width of the body ahead of the windshield.

Although the XL7 has the same wheelbase as the Chevrolet Equinox and Pontiac Torrent its overall length is nine inches greater. Some of this increase in length is in the front, giving the vehicle an unusually long hood line.

The rear three-quarter view of the XL7 is the most awkward angle. It has a heavy D-pillar that slopes down from the roof line, leaving a relatively small third-row side window. The one-piece rear tailgate has an exceptionally curved window that tends to accentuate the bulk of the vehicle.

The front bumper is cleverly built in to the front valence with the center portion painted black to make it appear smaller. The rear bumper is also painted black, but it appears hefty.

The XL7 is built on a platform known as Theta that was designed for use as an SUV and is sold only in North America. All the vehicles are made in Canada at a factory that is jointly owned by Suzuki and General Motors.

Interior
Since a sport utility is supposed to provide utility, it's good to find Suzuki put plenty of thought into making the new XL7 as versatile as possible while providing an inviting interior, especially in the top trim level.

In five-seat configuration, the XL7 provides a decent amount of interior space in both rows of seats. Indeed Suzuki claims the leg room in the second row of seats is the most generous in the segment.

There is plenty of cargo area behind the rear seats of the five-passenger models.

Getting in and out of the rear seats is easy, an added benefit to the XL7's long wheelbase. The rear wheel well is located behind the seats, allowing for a wide door opening with no intrusion from the wheelwell.

Those who opt for the third row of seats will find there is limited cargo space behind the rear seats when they are in use. However, they split in half and can be folded down to provide a flat surface for cargo carrying.

Compared to some third-row seats offered in other midsize SUVs, the XL7's are relatively comfortable. There is actually enough depth and leg room that a person nearing six foot can sit back there for more than just a few miles. However, because of the small rear side windows it's fairly claustrophobic sitting in the far rear. As with most SUVs, however, the seating is far from being as comfortable as that found in any minivan.

Naturally, the center row of seats fold down for cargo carrying. Unusually, the front passenger seat can also be folded down providing a really long, but far from flat, surface for carrying long pieces of lumber or a ladder or surfboard or what-have-you.

The dashboard is a relatively simple affair, with an easy to see instrument pod in front of the steering wheel containing three gauge clusters. The center stack has a high mounted gearshift lever with window switches mounted alongside. The climate control knobs are well located, as are the radio controls.

Driving Impressions
If you like the feel of a traditional, truck-based SUV but want a smoother ride you're likely to find the Suzuki XL7 to your liking. In a way that's an oxymoron as the XL7 is not truck based, nor is it based directly on a car platform. Instead its platform is somewhere between a car and truck, an approach that's becoming more popular as interest in crossover SUVs grows. Its handling falls somewhere between SUV and car, as well.

While the XL7 shares its basic design with the Chevy Equinox it is powered by a different engine. The V6 is derived from a GM engine with dual overhead camshafts. It puts out 252 horsepower, which is considerably more than the overhead-valve engine found in the GM SUVs. It is also built in Japan rather than in the US or Canada.

We found the performance to be quite adequate, at least in a straight line. The five-speed auto shifts gears smoothly but the engine is somewhat noisy. The transmission includes a manual shift feature. We found it somewhat disconcerting that the selected gear does not show up on the marking beside the gearshift lever itself. The only readout is located in the center of the instrument pod.

As we turned on to a freeway on-ramp and accelerated, we discovered the front-drive XL7 we were testing suffered from some torque steer. (Torque steer is a phenomenon that occurs on front-wheel-drive vehicles and is experienced as a gentle tug on the steering wheel under hard acceleration.)

Presumably the all-wheel-drive models do not suffer from this, though we were unable to verify this because we only managed to snag a few minutes in an AWD model while driving on a very short off-road course, which was so mild that it could be traversed in a small front-drive sedan without any problem. However, we found the ride to be very smooth over this unpaved course. The XL7 is not designed for serious off-roading.

The all-wheel-drive version is intended to provide added security while driving in adverse weather conditions. If you can afford the extra $1600 for the AWD option, we'd recommend it as it makes the vehicle a better all-rounder.

We were pleased to find the steering felt better in the XL7 than in the Chevrolet Equinox we last drove. Upon checking the specs we discovered why: the Equinox has electrically powered rack-and-pinion steering while the XL7 gets more traditional hydraulic powered rack-and-pinion steering. Judging from our experiences with electric steering, this still seems to be a case where the old is better than the new. Our only complaint is that the turning radius is too big, which is not conducive to parking in tight parking lots.

Handling is what one would expect from a large and somewhat heavy SUV: It needs respect while cornering. That's not to say it's dangerous; just remember that the XL7 is no sports sedan.

Summary & Specs The Suzuki XL7 is ideal for those who need the roominess and smoothness of a minivan but want the look and feel of a SUV coupled with decent performance and reasonable fuel economy. Although the XL7 is offered with AWD it's worth noting that it is not as capable off-road as the smaller Suzuki Grand Vitara. An added bonus is Suzuki's generous 100,000-mile, seven-year, fully transferable, zero-deductible powertrain limited warranty.

NewCarTestDrive.com correspondent John Rettie test drove the Suzuki XL7 near San Diego.


source here.
Read More..

2007 Hyundai Tiburon Reviews

Introduction
The Hyundai Tiburon has been freshened up for 2007, and the SE, our test model, has gotten a suspension that's meant to carry it with the big boys, the European sports cars. The entry-level Tiburon GS, the one that goes for less than $17,000, uses a four-cylinder engine with a five-speed gearbox, but the SE moves up to a 2.7-liter V6 with a six-speed manual.

All Tiburons are equipped with anti-lock brakes, a tire pressure monitor, side airbags, and a 220-watt Kenwood MP3 sound system; other models or options include a four-speed automatic transmission with Shiftronic manual control, electronic stability control, and a 440-watt Infinity sound system.


The lines from the side are rakish, and the 12-spoke SE wheels look great. The seats are comfortable and well bolstered, and the instruments are back-lit in a cool blue, with sharp gunmetal accents on the instrument panel.

Hyundai compares the Tiburon to the Honda Civic Si and Scion tC, but we don't see much similarity to those coupes. It seems like the Tiburon is more like the Mitsubishi Eclipse or maybe even the Mazda RX-8, both of which cost thousands more, but also make much more horsepower.

Hyundai is fairly new at the sports car game, but they've done good job, especially considering the price. The V6 engine makes a modest 172 horsepower, but it also makes a nice throaty sound when you rev it to redline, 6500 rpm. When you look into the rearview mirror, the high spoiler reminds you that you're in a sports car.

The engine's torque comes on low, so it's easy to drive. The SE's six-speed gearbox is good, and the clutch is smooth, but the shift lever has too long of a throw to feel tight. Heel-and-toe downshifts are almost possible because of the pedal locations.

The SE suspension is firm, but not uncomfortable. The payoff comes in the corners, as the front-wheel-drive SE grips the road better than the Mitsubishi Eclipse, although not as well as the rear-wheel-drive RX-8. The Tiburon SE also stops well, having 12-inch cross-drilled front rotors.

Hyundai claims its warranty is America's best, with five-year/60,000 miles bumper-to-bumper and 10-year/100,000 miles limited powertrain. Tiburon buyers also get 24-hour roadside assistance at no charge for five years.

Lineup
Hyundai Tiburon comes as four models, beginning with the inexpensive GS ($16,595) which uses a DOHC 2.0-liter four-cylinder engine, mated to a five-speed manual transmission or optional ($1100) four-speed automatic with Shiftronic manual control. Standard equipment includes power windows, doors and heated mirrors, air conditioning, keyless entry, a 220-watt Kenwood MP3 sound system, and 16-inch alloy wheels. Cruise control isn't standard; it comes in a package with the sunroof.

The Tiburon GT ($19,295) uses a DOHC 2.7-liter V6 with the same transmission options as the GS, and 17-inch alloy wheels. Inside, there are black leather seat bolsters with cloth inserts, an automatic climate control system, and cruise control. The optional sound system, with the sunroof in the Sun and Sound package, is a 440-watt Infinity system with six CD player, MP3 capability, and subwoofer.

The GT Limited ($21,595) brings in the luxury, with that Infinity sound system and a red leather interior.

The SE ($21,995) is the "track-tuned" model. It uses the 2.7-liter V6 with a six-speed gearbox, multi-gauge cluster, high rear spoiler, red front calipers on big vented rotors, aluminum pedals, and the red leather seats with black cloth inserts. The suspension is tuned for hard cornering, and there's electronic stability control with Brake Assist and Traction Control. The standard sound system is the 220-watt Kenwood that's in the GS, and the sunroof is optional.

Safety equipment that comes standard includes anti-lock brakes, tire pressure monitor, and side airbags.

Walkaround
The Hyundai Tiburon has nice, rakish lines. From the side or three-quarters rear profile, it looks like it should start rolling off downhill. A crease on each side extends precipitously, from above the rear tire and slightly higher than the door handle, to a point on the front fascia below the headlamp. A crevice down by the rocker panel accentuates the slope of the crease. It's a lot of styling work to make the car look forward-leaning, but in the end it works.

The 17-inch alloy wheels on the SE are handsome, a sort of starburst 12-spoke pattern; imagine six headless and armless gingerbread men, joined in a circle at the neck.

The body has undergone a makeover: front and rear fascia, headlights, taillights, hood, front fenders and twin exhaust tips are all new. The redesigned nose and the tail don't seem so sleek, however; they're rounded and nubile. The Tiburon's butt isn't as big as that of the Mitsubishi Eclipse, and the rounded trapezoidal tail lamps are graceful; the spoiler on the SE is a nice touch, high but not too high. But take away the spoiler on the other three models, and there isn't much left to draw the eyes.

From head-on, the Tiburon misses the opportunity for something dramatic. Above the bumper there's one thin slit that might add mystery but doesn't demand a second glance. The horizontal slats in the wide air intake under the front bumper are reminiscent of a 2001 Chrysler Concorde, which itself copies the look of some Ferrari grilles. A lot has been lost in the double translation to the Tiburon.

Interior
The seats are comfortable and well bolstered, with lumbar and butt support, leather with nice cloth inserts. The three spokes of the leather-wrapped steering wheel are fairly fat, but the leather feels nice in your hands. The instruments are backlit in cool blue. The speedometer is on the left and tach on the right, with temperature and fuel between them, plus a digital display for the odometer and average speed. The gunmetal accents on the panel look nice.

The center stack is squarish, with two big round climate vents over smaller ones on top of the dash; they handle the strong air conditioning. The usual instruments run down the center, with reasonable controls without bran-teasing challenges to figure out. There are two cupholders, a small glovebox, door pockets and a small single-chamber console between the seats. Our SE had the sunroof and we opened it to the Pacific sky, which came through with a loud whoosh. There's an optional wind deflector for the sunroof, but our test model didn't have it.

The rear seats offer 29.9 inches of legroom, which isn't much but isn't bad for a two-plus-two coupe. The Eclipse has 29.2 inches and the RX-8 only 23 inches, although the RX-8 does have those small rear doors that help rear passengers enter and exit. But the RX-8 only has 7.6 cubic feet of trunk space, about half as much as the Tiburon and Eclipse.

We had a couple of problems, namely our right toe making contact with some low-hanging thing under the dash, every time we moved our right foot from the brake to the throttle. And there's a horrendous blind spot behind the right C-pillar, when you look over your shoulder in that direction.

Driving Impressions
Hyundai's boast that the Tiburon SE can hold the road as well as European sports cars might be going a bit far, but the road-holding is quite good for the price.

The nicest thing about the Tiburon might be its throaty, hollow exhaust note. It's really fun to run up through the six-speed gearbox and enjoy the sounds. A lot of hot sports cars don't sound so hot, but the SE does a great job of delivering that sensual enjoyment, so good you forget there's just 172 horsepower. The redline on the tach is 6500, but the V6 will rev to 7000 before the rev limiter cuts the engine, and it sounds so good you often want to take it that far.

And when you look into the rearview mirror, you see the high spoiler to remind you that the Tiburon is at least trying to be cool. It does block visibility out the rear, which might be inconvenient because if you're always revving the engine to redline, you might want to keep an eye out for the cops.

The aluminum double-overhead-cam V6 is mounted transversely. It makes 181 pound-feet of torque, which isn't a ton, but it's all there at a low 3800 rpm, and that means a lot. Cruising along at 75 mph in sixth gear, 3500 rpm, you can mash the throttle without downshifting, and the SE accelerates well; of course, it'll squirt away better if you downshift to fifth. Just don't expect neck-snapping acceleration from the 172 horsepower, which has to pull the Tiburon's 2986 pounds.

Even with only 181 pound-feet of torque, the torque steer from the front-wheel drive is noticeable.

The gearbox, called the ZF, is good, but the shifts aren't so sharp because the lever has a long throw and the linkage isn't as tight as it might be. However the clutch action is smooth, especially on the upshifts, and that compensates a bit for the long throw; so overall, the upshifts work.

We can't say the same for the downshifts, at least not with heel-and-toe downshifting, because the gas pedal is quite a bit lower than the brake pedal. So you can't fit the toe of your foot on the brake pedal and your heel on the gas. As serious as Hyundai was about the track-tuned suspension, it's surprising they missed something simple like the pedal position for sporty downshifting.

The ratios are fine; sixth gear is a tall overdrive designed to deliver better fuel mileage. It's basically an extra gear on top, because the ratio of fifth gear (0.86:1) is almost the same as the fifth gear (0.84:1) in the five-speed gearbox on the GS model. Still, the SE has the lowest fuel mileage (18 city, 26 highway) among the Tiburons.

We got a chance to test out the brakes, running the Tiburon SE hard on a downhill run to the Pacific Ocean through Malibu's canyons. The SE's larger rotors (12-inch diameter front, compared to 11-inch on the other Tiburons) are cross-drilled for cooling, the first time Hyundai has tried this technology that's not uncommon to high-performance cars. The SE won't stop like, say, the BMW Z4 M Coupe we recently tested; but the brakes are good and solid, and don't forget we're talking about a $22,000, four-seat sports car here.

The suspension is pretty firm on a choppy freeway, but not unbearably so, and it's reasonably comfortable over mere ripples. You might consider this firmness a reminder that it's ready for heavy duty in corners. The SE handles them just fine, although again, it's not in the same league as a car like the M Coupe, because it's not in the same price league. However, the structural rigidity of the Tiburon exceeds that of the BMW M3, according to Hyundai.

The Tiburon SE has its limits when driven aggressively through switchback curves, but handles the situation well. It does a better job than its main competitor, the Mitsubishi Eclipse, and isn't that far off from a Mazda RX-8, and both of those cars cost thousands more.

Summary & Specs
The freshened 2007 Hyundai Tiburon is a stylish four-seat sports car that can be bought for $17,000 to $22,000. Its competition is the Mitsubishi Eclipse and Mazda RX-8, which cost about $4000 and $6000 more, respectively. The Tiburon comes with either a four-cylinder or V6 engine; even with the V6, the power is modest but the exhaust note sporty. The transmission, suspension, brakes and bucket seats are all good. If you want a new sports car but don't want to spend a lot, the Tiburon is worth considering.

NewCarTestDrive.com correspondent Sam Moses filed this report from Santa Monica, California.

source : http://www.automotive.com
Read More..

Honda Accord New Review

#
Performance 4 star rating

Honda's Accord has two petrol engines, a two-litre with 153bhp and a 2.4 with 187bhp. Both are powerful and rev freely, making them a relaxed drive. The 138bhp 2.2 diesel is refined with lots of mid-range punch for overtaking.

#
Driving 4 star rating

The handling is sharp and positive and body roll has been kept to a minimum making the Accord a quick car through the corners. It can feel too hard at times with the road imperfections being transmitted into the cabin.


#
Space 3 star rating

The Accord is a roomy saloon, although its rear legspace isn't on a par with other large saloons such as the Citroen C5 for example. It's also not the widest car so three adults in the rear might be a squeeze. However, its boot is cavernous at 427 litres and it has a large opening for easy access. The Accord estate is like estates of old and doesn't have a sloping roof (such as the Renault Laguna Sport Tourer) that hinders loadspace. Instead it's tall with a steeply angled roofline at the rear aiding its practicality, so, with the seats folded over, it makes the boot a decent size at 1,707 litres.

#
Build Quality 5 star rating

Honda's reputation for reliability is second-to-none so there's no reason why the Accord should be any different. The interior is classy and well-built although some of the plastics can look and feel on the cheap and shiny side.

#
Equipment 3 star rating
Every model has climate control, remote central locking, a CD player and four electric windows. The Sport trim adds alloy wheels and cruise control, and the Executive model has leather seats, but only the 2.4-litre version gets satnav as standard. An automatic gearbox is an option except on the 2.2-litre diesel.

#
Safety 4 star rating

Every Honda Accord has six airbags and anti-lock brakes while the Executive and Type-S models get traction control. It also has Lane Keeping Assist System (LKAS) and Adaptive Cruise Control (ACC). The LKAS system applies steering torque to ensure the Accord remains safely in the centre of a road lane. A tiny camera positioned near the rear-view mirror monitors the road markings and steers the car if it drifts toward the edge of a lane, thereby reducing the burden of motorway (or main road) driving and enhancing driver comfort and safety. ACC uses a radar to measure the distance to the vehicle ahead and maintains a set speed.

#
Owning 3 star rating

The Accord's fuel figures are good as are the insurance groups, but on the downside, the petrol models have reasonably high tax liabilities ratings: the 2.4-litre is rated at a whopping 29 per cent. Residuals aren't anywhere near as good as cars with a similar price tag.

#
Value 3 star rating

Honda has tried to make this generation of Accord more upmarket. It's not, so it looks to be on the expensive side.

#
Verdict 4 star rating
A modern, refined and capable saloon that's nice to drive and be driven in. Its comfort levels are high and its build quality levels are meticulous. The Accord's only downfall is the high price - Honda is being optimistic if it thinks this is a 3-Series alternative.
Fancy something bigger?
#
Accord Tourer 3 star rating

Not the best looking of the bunch, but let the slightly contrived estate styling grow on you and you're left with one of the most versatile and reliable cars in class. Honda in Europe is a force to be reckoned with now, and the German monopoly is over.
Read More..

2008 Dodge Ram 1500 Reviews

Introduction
For full-size pickup buyers, these are the good old days. Never before have trucks been more capable for hauling and towing nor more competent at coddling passengers. Moreover, today's trucks make bold styling statements. There is no mistaking a Ford F-150 for a Nissan Titan or a Toyota Tundra, nor even confusing a Chevy Silverado with a GMC Sierra. Any one of them would be a good choice from a consumer's point of view.

But it was the Ram that started the high-style-truck trend back in 1994 when Dodge took a risk with a bold, retro big-rig design. That truck transformed Ram from a bit player with staid styling to a big-stage event. The Dodge Ram has run with the big boys ever since, sometimes leading, sometimes trailing, but always solidly on the bill. Whether the '08 Ram is merely as good as the trucks listed above, or somewhat better, is more a matter of personal preference than anything else.

The Dodge Ram 1500 light-duty pickups are smooth and refined. Their cabs are comfortable and convenient, among the roomiest in their respective classes. The Quad Cab is handy for hauling friends and family but even the Regular Cab is roomy.

Arguably, the Ram is the best-looking truck on the market. Its styling is bold and handsome, even more so in its latest incarnation.

Ram was extensively re-engineered for 2006, with a new hydroformed frame that's boxed its full length; plus new suspension and body mounts that improved ride, handling, and quietness. That same year, Ram was modestly restyled inside and out.

The 2008 model year brings new life to the 4.7-liter V8, with horsepower up 31 percent to 310 hp and torque up 10 percent to 330 pound-feet. Other updates to the 2008 Dodge Ram lineup include simpler maintenance intervals, trailer sway control added to the optional stability system, available tire pressure monitors, new steering hardware for 4WDs, dark maple woodgrain trim on Laramie, and two new colors right out of the muscle car age: Sunburst Orange and Detonator Yellow.

Ram's optional Hemi engine delivers power and efficiency. The Hemi features Chrysler's Multi-Displacement System, which shuts down four of the eight cylinders when they are not needed. The switchover is seamless, and fuel economy is improved by as much as 20 percent, says Dodge. Step on the gas, however, and the cylinders reawaken, ready to deliver the 345 peak ponies that make the Hemi-powered Ram one of the most exciting light-duty pickups on the market. Adding to the Hemi's responsiveness is a five-speed automatic.

Lineup
The 2008 Dodge Ram is available as a Regular Cab or four-door Quad Cab. (Dodge also offers a Mega Cab 500, which is built on a heavy-duty chassis and reviewed by New Car Test Drive with the Ram heavy-duty models).

Two bed lengths are available: a 6-foot, 3-inch short-bed and an 8-foot long-bed. Several engines are offered: A 3.7-liter overhead-cam V6, 4.7-liter V8, and the 5.7-liter Hemi V8. A six-speed manual transmission comes standard with the 3.7-liter V6 and 4.7 V8 and the 5.7 V8s use a five-speed automatic; a four-speed auto for the V6 and five-speed auto for the 4.7 are available. Several trim levels are offered:

ST is the base model with vinyl upholstery and wind-up windows. ST comes standard with air conditioning, tilt steering, variable intermittent wipers, 40/20/40 vinyl seat, AM/FM/CD stereo, rear-wheel ABS, 17-inch steel wheels and a full-size spare tire, and a V8 and electric-shift transfer case on 4WD. Options include a bed liner, trailer tow mirrors, cruise control, four-wheel ABS, side-curtain airbags, power adjustable pedals, 17-inch chrome-clad aluminum wheels, and a power sliding rear window for the Quad Cab.

SXT is essentially an ST with cloth upholstery, active turn signals (touch once for 3 blinks) and remote keyless entry. Options parallel those on the ST, although the STX is the trim level for the TRX4 Off-Road package.

SLT comes standard with the 4.7-liter flex-fuel V8, six-disc CD changer, carpeting, power windows/door locks/heated mirrors, overhead console with mini-trip computer and compass, cruise control, and 17-inch painted aluminum wheels. Options include a navigation system, Sirius Satellite Radio, UConnect Bluetooth hands-free wireless communication, 5.7 V8, on-demand 4WD, bucket seats, six-way power driver seat and 20-inch aluminum wheels. A power sunroof and a rear-seat DVD entertainment system are available for SLT Quad Cabs.

The Sport group for the SLT comes with the Hemi engine and five-speed automatic transmission, unique cloth-faced bucket seats, leather-wrapped steering wheel, body-color grille and bumper fascia, fog lamps, and 20-inch chrome-clad aluminum wheels. Options are the same as for the SLT.

Laramie is the luxury trim level, offered only as Quad Cab automatic. It comes standard with dual-zone climate control, steering-wheel mounted audio controls, four-wheel ABS, security alarm, and 20-inch wheels on 2WD models. Leather seats are standard, with a heated, split 40/20/40 bench up front and power adjustment for the driver. Options include navigation, power sunroof, adjustable pedals, and electronic upgrades.

Safety features include optional side-curtain airbags designed to provide head protection in a side impact or rollover. We recommend getting them; head injuries are the leading cause of death in side impacts. The Ram was awarded the highest possible rating in the Insurance Institute for Highway Safety's offset frontal crash test. Three-point shoulder belts are provided at all locations, including the rear center seat; wear them, because seat belts are your first line of defense in a crash. An electronic stability program (ESP) is optional.

Walkaround
The 2008 Dodge Ram presents a bold, distinctive appearance with its big horse-collar grille and Freightliner fenders. The concept dates back a dozen years, but it received a major redesign for 2002 and a makeover for 2006. The headlamps cut back deeper into the fenders, and a flattened front bumper on Sport and Laramie emphasizes Ram's big-rig image. A slot in the front bumper aids engine cooling and air conditioner performance.

Ram's trademark front grille remains one of the most instantly recognizable front ends on the road. A thick band of chrome surrounds the grille on ST, SLT and Laramie; the band is body color on Sport models. The broad, sloping hood has a pronounced crown that falls over the sides to the prominent front fenders, helpful for clearance, less so for seeing edges in tight quarters.

A fast, raked-back windshield enhances aerodynamics and water management, while gracefully blending modern sleekness with Ram's retro lower body. The leading edge of the front door overlaps the A-pillar, creating a smooth transition from the front of the cab to the side. Everything is smooth and integrated. The big side mirrors, great for visibility, are mounted on platforms to minimize wind noise, and a channel has been specially designed to keep water off of the mirrors. A small spoiler at the top of the tailgate, new last year, is said to improve fuel efficiency.

Rams sit relatively high off the ground, particularly the four-wheel-drive models. Tailgate load height is 35 inches on four-wheel-drive models, and a little over 33-1/2 inches with two-wheel-drive. That seems high when trying to heave heavy gear aboard. All beds are fitted with boat cleats designed to handle 1,000 pounds each.

Ordering the long bed adds 20 inches to the wheelbase of a Dodge Ram. And a Quad Cab wheelbase is 20 inches longer than a Regular Cab. So a Quad Cab long bed has 40 more inches of wheelbase than a Regular Cab short bed. Long-bed Rams also get a bigger fuel tank, 35 gallons in place of the standard 26 gallons; some of the latter offer a 34-gallon option.

Interior
The Dodge Ram is among the roomiest of the full-size pickups, and its cab is a pleasant place to be. It sacrifices a few inches of bed space for interior space.

Regular Cab and Quad Cab versions offer identical roominess in the front seats. Standard front seating in the Ram is a bench split 40/20/40. The narrow center section features a large fold-down armrest with a compartment big enough to hold a laptop.

We've found both the cloth and the leather seats comfortable. The driving position is good, with good visibility in all directions, though the aerodynamic front end makes it impossible to see the front corners. Big mirrors on the Ram make it easy to see what's behind.

We found the bucket seats in the Sport version comfortable and supportive and the sporty fabric looks durable. The latest fabrics, first introduced with the 2007 models, are designed to be more stain and odor-resistant than before, while also reducing static cling. Laramie models get silver trim adorning the door panels and instrument bezels. Laramie comes with distinctive leather trim, with higher-contrast color seat inserts.

The Ram interior shows attention to details that add utility and convenience. The big fold-down center armrest/console comes with adjustable dividers and a power outlet. A hook on the passenger-side floor well is provided for securing a plastic grocery bag or anything else with suitable handles.

Premium amenities such as the full-screen GPS navigation radio and Bluetooth hands-free communications are available, along with a rear-seat DVD system for Quad Cabs. We found the navigation radio to be a nice design and relatively easy to operate; these systems are getting better all the time and the latest Chrysler Group's systems work quite well.

Overall, the center dash is a paradigm of convenience. Large heating, ventilation, and air conditioning (HVAC) buttons can be operated while wearing gloves. A textured fabric is used for trim around the audio and HVAC controls that gives the center dash a nice look and feel. Just below the heating controls is a slot lined with a rubber mat that's perfect for a wallet. A big panel below that folds down with adjustable cup holders. Overhead is a console with an effective pair of map lights, a trip computer, a compartment for sunglasses, and a compass, perhaps redundant on navigation-equipped models.

The design of the standard audio system could be improved for ease of use. Sometimes you have to search for the right button to press. Since preset buttons store more than one station in memory, setting a preset for a station requires pressing a separate Set button, rather than just holding the preset button down. Small, sliding bass and treble controls are harder to adjust than knobs when bouncing around in a pickup truck. Steering wheel audio controls improve this situation with brilliantly designed buttons behind the steering wheel that are easy to use, at least until you have an awkward driving moment and grip the wheel and crank up the volume by mistake. Likewise, cruise controls on the steering wheel are easy to operate and come packaged with a tilt steering column.

The interior materials appear to be of good quality. The available faux wood surface on the center stack looks okay, though it's clearly not wood, partly because of the way it's molded around the nooks and crannies. White-faced instruments with turquoise numbers look sporty and trendy, but don't offer the legibility of traditional white-on-black designs, particularly at dusk. The top brow of the instrument panel provides glare protection in bright sunlight. At night, the instruments are nicely illuminated in green.

Power adjustable pedals let shorter drivers adjust their seating position better so they aren't sitting so close to the airbag. This improves comfort, safety, and drivability. Power adjustable pedals are a good choice for two-driver families because they allow shorter drivers to move farther away from the airbag-armed steering wheel, reducing the chance of airbag injuries.

Regular Cab models come fitted with a tray behind the seats big enough to hold a large bucket. Dodge even supplies the bucket, and a tray designed to carry tools and such. Big hooks behind the seats are handy for hanging dry cleaning or plastic shopping bags.

The Quad Cab features a roomy rear seat, with enough rake to the seatback to make it comfortable for two adults, though there isn't a lot of legroom. The size of the rear bench makes it suitable for child safety seats, and all three rear seating positions are fitted with tether anchors. With one hand you can flip the Quad Cab's rear seat down. An optional metal frame then folds into place to create a rigid platform designed to support 500 pounds, useful for carrying cargo. The rear doors open 85 degrees, making it easy to get in or load gear, and the rear windows glide all the way down. Overall, the Quad Cab is a friendly, practical design for hauling people and gear; it features four conventional doors. If you need even more room, take a look at the Mega Cab.
Driving Impressions
The Dodge Ram rides nicely, even when empty, but it rides better with some weight in the bed. The Ram's rigid chassis minimizes road vibration. Rack-and-pinion steering contributes to sharp handling. The result overall is that the Ram offers responsive handling, a comfortable ride, and a general feeling of tightness.

The Ram is a big truck and on narrow roads it feels big and tall, with broad fenders that seem to fill small country roads. The ride height of the Ram adds to this sensation. It's sometimes difficult to be sure exactly where your fenders are because you can't see them.

Quad Cab models add 20 inches to the wheelbase and a long bed adds another 20 inches, so a Quad Cab long bed is a long truck, riding on a 160.5-inch wheelbase. Like others in its class, it is long on roominess and utility, but not the easiest to turn around.

That said, the Ram handles reasonably well and powers through or over just about anything, even when the tires aren't always precisely where you intended to place them.

All Rams come standard with big four-wheel disc brakes that are smooth and easy to modulate.

The 5.7-liter Hemi V8 is the most popular engine choice. Fire up the Hemi, let it idle, and it burbles like a good old American V8, though there's nothing old or outdated about this engine. Although technically a traditional pushrod design with its camshaft in the block, the Hemi's head geometry is more like that of a multiple-overhead-cam engine and features twin spark plugs, direct ignition, and electronic throttle control. It's a thoroughly modern engine. The Hemi features Chrysler's Multi-Displacement System, which can deactivate four of the eight cylinders when cruising for as much as a 20 percent gain in fuel economy. The switch from eight cylinders to four is usually undetectable to the driver, but since the Ram is heavier and less aerodynamic than Hemi sedans and wagons, don't expect the same percentage increase in economy.

The Hemi's peak power and torque ratings are 345 horsepower at 5400 rpm and 375 pound-feet of at 4200. It comes with a modern five-speed automatic transmission that adds to its responsiveness and flexibility. Punch it and you know you've got a Hemi under the hood. A properly equipped Hemi increases the Ram's towing capacity to 9,100 pounds yet it's rated 14/18 mpg with 2WD.

The smaller, 4.7-liter V8 has been thoroughly revised for 2008 with more than 30 percent more power. Now at 310 hp and 330 lb-ft of torque, ratings just 35 and 45, respectively, behind the Hemi, and the 4.7 is more efficient, has a wider powerband, runs on regular unleaded (mid-grade is recommended for the Hemi) and is smoother yet than the Hemi. Unike the Hemi it can be mated to a manual transmission, and the automatic is the same five-speed unit the Hemi uses. The 4.7-liter V8 is available in most states with Flex Fuel Vehicle (FFV) capability, meaning it can run on gasoline or up to E85 Ethanol.

The 3.7-liter overhead-cam V6 is smooth and works well with the manual six-speed gearbox. If you don't tow more than the occasional tent or personal watercraft, or live in the mountains where long grades and high altitudes conspire against you, then it may offer enough power in a light-duty truck. The V6 develops 215 horsepower and 235 pound-feet of torque, and is rated 16/21 mpg with manual transmission, 15/21 mpg with automatic.

Trailer towing capacities range from 2,900 pounds to 9,100 pounds depending on engine, transmission, axle ratio, cab style, wheelbase, trim, and wheels; consult Dodge towing guidelines for particulars. The available 20-inch wheels typically reduce towing capacity by 1,000 pounds. Payloads range from about half a ton to almost a ton. In short, if you tow or haul, compare these capacities before selecting a model. On automatic Rams, a Tow/Haul mode for the transmission provides crisper shifts and reduces gear searching for reduced heat buildup when towing.

Four-wheel-drive models use a part-time transfer case that can be shifted electrically from two-wheel drive without stopping. Shifting into 4WD High locks the center differential. Shifting down to low range provides superior traction in extreme conditions. The front axle driveshaft is automatically disengaged when operating in two-wheel drive. This minimizes the front-drive system's energy consumption and improves fuel economy.

A full-time four-wheel-drive system is also available. Under normal driving conditions, the full-time system delivers 48 percent of the torque to the front wheels and 52 percent to the rear wheels. It's an excellent choice for icy conditions, gravel roads, or any situation that presents inconsistent grip. This system includes a locking transfer case that features 4WD High and Low modes.

A limited-slip rear differential is available and we recommend it for drivers who intend to go off road. A Protection Group includes tow hooks plus skid plates for the front suspension and transfer case. Automatics are available with a 3.55:1 axle ratio, or a 3.92:1 ratio, the latter better for towing and off-road driving. Some manual transmission models come with a 3.21:1 ratio for maximum highway economy.
Summary & Specs
The Dodge Ram offers big power and big capabilities. It's responsive and comfortable as an everyday driver and it's ready to do some serious work when called upon. Ram's distinctive styling makes it stand out in a rapidly improving field. Ram Quad Cab models offer a brilliant combination of comfort and utility. Even Regular Cabs are generously roomy and are thoughtfully set up to accommodate gear behind the seat. The new 4.7-liter V8 delivers good acceleration and is paired well with the smooth, responsive five-speed automatic. The 5.7-liter Hemi delivers stronger acceleration performance and is an excellent choice for the heaviest trailers.

NewCarTestDrive.com editor Mitch McCullough reported from Los Angeles, with Sam Moses in San Antonio, John Katz in Pennsylvania, and G.R. Whale in Los Angeles.

Read More..

2008 Toyota Camry Reviews

Introduction
Neither a rocket scientist nor a car critic is needed to figure out why the Toyota Camry has been America's best-selling car nine of the past 10 years. This mid-size sedan does just about everything well, and it's supported by Toyota's well-earned reputation for quality, reliability and value retention.

One year after a wheels-up redesign, the 2008 Toyota Camry changes not at all.


The Camry benefited from a complete overhaul for 2007, starting with a new, airy interior and continuing with more powerful engines, more transmission choices and increased fuel efficiency. Yet the hallmark of this sixth-generation Camry is Toyota's effort to shake the stodgy, plain reputation the car had developed in some circles. The Camry's aerodynamic styling shows more vitality than we've come to expect from a car many have labeled, and not necessarily in unkind fashion, as Japan's Buick.

Wash-and-wear, no-worries reliability is not a bad thing. Owners depend on the Camry, and they're seldom disappointed. This four-door sedan seats five in reasonable comfort, yet it's relatively compact and easy to park. It's smooth and quiet, but it can accelerate with vigor. Its cabin is attractive, functional and as refined as anything in its class. The Camry is thrilling in no respect, and no particular aspect of its performance is outstanding. Yet it's good in nearly every respect, bad in almost none, and it has a steady, set-and-forget quality that many drivers appreciate. It's pleasant to drive in all circumstances. In SE trim, with the manual transmission, it approaches fun.

Models range from the surprisingly well-equipped Camry CE to the near-luxury Camry XLE, with nearly all the bells and whistles. In between are the popular LE, a modest step up from the base CE and available with the V6, and the SE, decked out with suspension, tires and trim to please the sporty crowd. Toyota's four-cylinder engine is not the strongest, but it's more than adequate with the manual transmission. The smooth V6 is one of the most powerful in the class.

The Camry Hybrid features a combination electric motor/gasoline engine powertrain and a super-efficient continuously variable transmission, or CVT. The Hybrid is a good performer and one of the most fuel-efficient mid-size vehicles anywhere. It's also a great statement for environmentally conscious buyers, though it's worth noting that all Camry models offer good EPA mileage ratings and low emissions in their respective categories.

Since its debut in the United States nearly 25 years ago, the Camry has earned a reputation for smart design, pleasing function, build quality and durability. It's not all hype. The 2008 Toyota Camry remains the benchmark by which its competitors are judged.

Lineup
The 2008 Toyota Camry is a four-door, five-passenger sedan offered in five trim levels, including the gas-electric Camry Hybrid.

Camry CE ($18,570) features a 158-hp four-cylinder engine. It's equipped with cloth upholstery, air conditioning and pollen filter, cruise control, power windows and mirrors, manual tilt-and-telescope steering wheel, a multi-function information display with outside temperature, a 160-watt stereo with six speakers, single CD player and auxiliary jack for MP3 devices, a 60/40 split-folding rear seat and 16-inch steel wheels.

The CE comes standard with a manual transmission; a five-speed automatic transmission is optional ($1,000).

The Camry LE ($20,025) and LE V6 ($23,640) add an eight-way power driver's seat and remote keyless entry.

All Camry V6 models get a 268-horspower 3.5-liter engine and a six-speed automatic with manual shift feature.

The sporty Camry SE ($21,240) and SE V6 ($24,915) add a firmer, lowered suspension, flashy styling cues, unique interior trim, fog lights and P215/55R17 tires on 17-inch aluminum alloy wheels.

The high-zoot Camry XLE ($25,000) features glossy wood-grain interior trim and comes standard with the automatic. Leather comes standard on the XLE V6 ($28,120). The XLE models add dual-zone auto climate control with an electronic ion filter, a JBL audio upgrade with 440 watts, 6CD changer, Bluetooth wireless telephone interface, power passenger seat, power sunroof, split 40/20/40 reclining rear seat, rear reading lamps, manual rear window sunshade, 16-inch alloy wheels. An automatic comes standard on the XLE.

The Camry Hybrid ($25,200) has a 147-hp version of the four-cylinder engine, mated with a 40-horsepower electric motor and continuously variable (CVT) automatic transmission. The motor augments the gas engine's performance and captures energy that would otherwise be wasted as the car slows and brakes, so it can reduce fuel consumption substantially. The Hybrid is equipped comparably to the XLE four-cylinder, and adds Toyota's Smart Key pushbutton-start feature.

Options include premium JBL audio ($1,000) for the LE and SE; it can be packaged with a voice-activated navigation system in the SE ($2,200) or XLE ($1,200). Stand-alone options include power tilt/slide sunroof ($940), leather-trimmed interior ($1,040), heated front seats ($440), auto-dimming rearview mirror ($150), heated outside mirrors ($30), 16-inch alloy wheels ($410).

Safety features on all Camrys include a full complement of airbags: dual-stage front impact airbags, a driver's knee airbag, upper body-protecting side-impact airbags for front passengers, and head-protecting side air curtains for the front and rear seats. All models come with anti-lock brakes (ABS), which aid steering control during a panic stop. The ABS features Brake Assist, which applies the brakes more quickly and consistently when it senses the onset of a panic stop, and electronic brake-force distribution (EBD), which balances brake application front and rear for optimal stopping distance. A tire-pressure monitor is standard. Vehicle Stability Control and Traction Control are optional ($650) on the CE, LE, SE and XLE, and we strongly recommend getting it.

Walkaround
This latest Toyota Camry is as bold a statement as Toyota makes with its top-selling, bread-and-butter vehicles. The message in that statement? Reliability and consumer confidence do not necessarily require blandly conservative styling. A year after the current Camry was turned loosed on American roads, the 2008 model's visual impact has diminished only a little.

Yet if Toyota wanted to make a stronger fashion statement with the country's best selling car, it couldn't risk doing so at the expense of function. This sixth evolution of the Camry is the largest ever, though not by much. Its wheelbase is more than two inches longer than models built before 2007, and its track is a hint wider, with wheels pushed further toward the corners of the car. Yet, thanks to a shorter rear overhang, or that portion of the body that extends past the back wheels, this Camry maintains the same overall length as the previous generation. The result of this reconfiguration is more interior space, and particularly fore-aft length, with the same external footprint as before.

The flashy new styling (first introduced on the 2007 models) starts at the Camry's nose. The front end is fresh, and easily the boldest element of the new look, with sharp points, curving cut-lines and entertaining surface planes. The hood dips broadly through the middle, pushing visual heft out over the front fenders. The grille wears a Toyota emblem prominently above softly slanted, horizontal slats. The single-piece fascia blends all the diverse elements into a smooth aerodyanamic look that's several steps away from the pro forma, overly inoffensive, just-another-midsize-car-from-Japan look.

The side view is less fashionable and somewhat bulky looking, with a high beltline, symmetrical windows and square doors, graced with a barely discernible character line running through flush-mounted door handles. The wheel openings are circular, which on a car with a lower profile might suggest sporty intentions. On the Camry, they draw attention to the expanse of sheet metal between them, and instead whisper sedate. An odd but increasingly popular, miniaturized rip on the squared-off trunk lid of the BMW 7 Series finishes the side profile.

That bustle-like hump gives the trailing edge of the trunk a slight aero-lip that suggests it's there to reduce rear lift at high speeds. An oversize Toyota emblem perches atop the license plate recess. Proud taillight lenses mirror the outline of the headlights, angling down and inward across the trunk lid seam, closely tracing the pattern set by the headlights and grille. The bumper wraps around the back end, capping the corners beneath the taillights and sweeping into a soft, horizontal indentation that, on the V6-equipped models, finishes in cutouts for the chrome-tipped dual exhausts.

The sportier Camry SE is the easiest model to distinguish, and perhaps the boldest of all. The inference of aero treatment on the trunk lid is boosted on the SE with an honest spoiler. A black honeycomb-style grille sneers forward from smoked-tint headlamps, while a full body kit flares the lower edge of the car outward, emphasizing the sport model's lower ride height. Six-spoke, 17-inch aluminum wheels fill those circular wheel wells nicely.

There's also aerodynamic massaging that isn't obvious to the eye, particularly on the sport-tuned SE and the other specialty Camry, the Hybrid. Engineers focused on making the underbody as flat as possible to smooth airflow under the car and reduce noise. On the SE, they also tuned the flow to balance downforce, or the aerodynamic force that presses the car to the pavement, nearly equally over the front and rear tires.

With the Camry Hybrid, the aerodynamic focus was on efficiency. Unique wheel spats and underbelly pans reduce the coefficient of drag (Cd) to a low 0.27. This reduces the amount of energy required to move the Hybrid at a given speed, and in turn helps increase fuel economy.

Interior
Inside, the Camry offers a welcome counterpoint to its exterior styling. While the outside has been touched with a splash of pizzazz, the inside has been brushed with shades of elegance. The treatment is not quite up to, say, Lexus-level luxury, but, especially in the top-of-the-line XLE, this Camry raises the bar on interior polish for mid-price, mid-size sedans.

The cabin is trimmed with a brushed metallic finish in the CE, LE, SE, and Hybrid. Real-looking glossy wood grain is used inside the XLE, including surrounds for the door-release handles. The fabric upholstery combines breathable, waffle-texture insets with smooth bolsters and backing. The leather upgrade isn't quite kid glove, but it feels expensive. On the less positive side, the hard plastic covering the roof pillars looks cheap, and the mouse fur headliner disappoints.

Today's midsize sedans are roomy vehicles, yet the feeling of roominess in the Camry is tempered by direct comparisons with the competition. In headroom, for instance, the Camry matches the Ford Fusion, but trails the Honda Accord and Hyundai Sonata by almost an inch and a half in front. Camry loses to all four in front-seat legroom. It's mid-pack in hip room, and near the top in rear legroom. The seats are comfortable front and rear, though the seat bottoms are short on thigh support for taller occupants. Rear-seat passengers in the XLE enjoy a luxury rarely seen in this class: reclining seatbacks.

The sloping hood delivers good sightlines from the driver's seat. The thick C-pillar, or that part of the body supporting the roof behind the rear doors, looks less imposing to the driver than from outside the car. Low-profile rear-seat head restraints leave the view in the rearview mirror mostly unblocked. Outside mirrors are placed farther rearward than we'd like, forcing us to physically turn the head for quick checks instead of just glancing sideways.

Almost everything inside the Camry speaks refined function. The speedometer and tachometer are large, circular and easy to scan, save for brief periods at dusk and under certain types of street lighting, when the luminescent instruments on all but the SE can wash out. Those in the SE, which are black on white with sharp blue-ish backlighting, avoid this eye-straining fade. They're part of this sporty model's unique interior treatment, which features dark charcoal or Ash gray hues and a grippy leather-wrapped, three-spoke steering wheel.

The window switches are clustered nicely on the driver's door armrest, just below the mirror switch and door lock, so they sit right where the hand rests when the driver sets forearm on the door. However, only the driver's window switch is lit at night, and it's not very bright. That means the other switches in the cluster, including the locks and mirrors, must be located by touch when it's dark, rather than by sight.

Controls for audio and air conditioning are easily manageable, clearly labeled and logically positioned in the center stack, with audio above and climate below. The pastel blue-green lighting around the optional navigation system reminds us of Miami Beach, and we love the separate on/off switches for the audio and navigation systems. The dual switches are a departure from most other vehicles today, which have a single on/off switch. So if you want the nav but no audio, you have to crank the volume all the way down, and still run the risk of picking up interference.

The cabin offers lots of usable cubbies for storing things. Cup holders and assorted nooks and covered bins are located conveniently about the center stack and console. A large glove box spans the lower dash between the center stack and passenger door. Only the front doors get map pockets, which are fixed, hard plastic that allows most everything stored there to slide. A similar material forms the magazine pouches on the back of the front seatbacks. A covered storage bin in the fold-down center rear armrest doubles as cup holders for rear passengers. On the SE and XLE, it also conceals a pass-through to the trunk. The SE offers only this pass-through, rather than the folding rear seat on other models, thanks to an extra brace behind the seat the stiffens the body for sporty handling.

Trunk space is adequate. Compared to the competition, Camry's maximum trunk space of 15 cubic feet trails all but the Accord. The XLE's reclining back seats exact a slight penalty in trunk space, dropping it 0.5 cubic feet compared to other models. The Camry Hybrid takes an even bigger hit, losing 4.3 cubic feet of trunk space to its battery. The Camry's trunk is fully finished, with a grocery hook, and utility box. The XLE comes with a luggage net that keeps cargo from sliding. There's no pull-down handle inside the trunk lid to spare fingers the grime and grit that can accumulate on exterior surfaces in winter.
Summary & Specs
The Toyota Camry sedan is still fresh from a complete redesign for 2007. It does nearly everything well, and nothing badly, and it makes comfortable, pleasant, reliable transportation for up to five. There's a model for nearly every taste and budget. All are reasonably economical to operate, and the Camry Hybrid is one of the most fuel-efficient mid-size vehicles available. The styling and interior may surprise shoppers expecting another Japanese-brand Buick. As the no-brainer choice for a rock-steady, all-purpose sedan, the Camry is hard to beat and easy to understand.

NewCarTestDrive.com correspondent Tom Lankard reported from Ojai, California, with J.P. Vettraino in Detroit.

Read More..