Monday, 15 April 2019

Chrysler Crossfire Roadste

In the status game, a trophy car works better in convertible form.

Pontiac Solstice GXP

As promised, the 2006 Pontiac Solstice Gxp will start below $20,000 when it goes on sale this summer. GM guru Bob Lutz himself posted the announcement on the Web: fastlane.gmblogs.com. For $19,995 the Solstice comes equipped with a 177-hp, 2.4-liter four-cylinder, a five-speed manual transmission, a CD player, and 18-inch wheels.

Here's a very good reason to skip going out to dinner once a month.

Regularly driving cars that are so impossibly out of our price range makes it difficult to be as sensitive to the bottom line as someone signing the loan agreement. But once in a while, a car comes along with a price that absolutely screams at us. In this case, that number is $2710 - the amount that separates the 2007 260-hp Solstice GXP from last year's 177-hp model

Well, Pontiac is charging five grand over the base Solstice price, or $25,995 in all, for a 47-percent increase in horsepower and 57-percent boost in torque with its new GXP. That's already a good deal, but much of the optional gear on the base Solstice, such as a limited-slip differential, anti-lock brakes, cruise control, and power windows and locks - things you'd want - is standard on the GXP. So, really, it's just an extra $2710. Spread out over a five-year loan, that works out to an extra 50 bucks a month. Skip going out to dinner once a month, and you're there.

This 2007 Solstice, and also the mechanically similar Saturn Sky Red Line, packs a punch of 260 horsepower and 260 pound-feet of torque from a direct-injection turbocharged and intercooled 2.0-liter version of GM's four-cylinder Ecotec. Yes, the stodgy General is introducing its first gasoline direct-injection turbo at the same time as BMW. Shocked?

The Solstice has been a hit in its first year, selling 11,546 copies during the first six months of 2006, beating out the Mazda MX-5 Miata for roadster sales leader.

When we first drove the $20,000 two-seat Solstice, we were won over by its double-take-inducing styling, unflappably rigid platform, and competent handling. However, the Solstice finished just shy of the Mazda MX-5 in a December 2005 comparison test, in part due to merely adequate power (177 horses) from its somewhat harsh and lazy-to-rev 2.4-liter four-cylinder.

Besides addressing that power complaint, the GXP adds a stiffer suspension, a taller axle ratio, and a shorter third-gear ratio in the same five-speed Aisin transmission. That new ratio eliminates the previously large gap between second and third gears, and the base Solstice gets this improvement as well. The stubby shifter falls to hand and engages positively but requires a little more effort than we'd like; a five-speed automatic is an $850 option. Stability control as standard is another GXP addition, and it's not available on the base car. It can be turned off, but even when enabled, its intervention threshold is satisfyingly high.

The GXP looks mostly the same as the standard Solstice, but a black honeycomb front grille, a small chin spoiler, and dual exhausts distinguish the two. The four-wheel disc brakes are unchanged, but added grillework around the fog lamps houses cooling ducts that direct air to the front rotors.

There's nothing like a big power boost to enliven an already capable chassis. Even though the GXP still likes to understeer at the limit, picking apart corners is much more entertaining now that the rear tires have a chance of breaking loose under power. In fact, this chassis so easily accommodates the added power that we hope Pontiac has plans to add at least another 50 horsepower, if not more. A big flaw that will keep drivers guessing, however, is nonlinear steering with effort that doesn't seem to build appropriately.

The engine is responsive, but it does take a second to wake up from idle, a penalty of the high-boost turbo. After a startlingly abrupt clutch engagement, the GXP pulls smartly through the first two gears, but by the top of third, it starts to taper off. The sound is now a constant moan as it oozes through the revs; it's not invigorating, but gone is the harshness as well as offensive noise of the base Solstice. Interior sound is 5 dBA quieter at wide-open throttle.

Our first acceleration times for the GXP were somewhat slower than Pontiac's claims, and company officials suspected our car may have been delivered - and then tested - with regular fuel. After we retested with premium, the GXP redeemed itself, blasting to 60 mph in 5.6 seconds and through the quarter-mile in 14.2 at 98 mph. Those times are big improvements of 1.1 and 1.2 seconds, respectively, over the base car. However, the GXP requires two time-consuming shifts to reach 60 mph, so it often feels quicker than the numbers show. It's 0.1 second quicker than a Boxster through the quarter-mile, but it can't quite keep up with the lighter Honda S2000.

Speaking of weight, the GXP gains 154 pounds in the power makeover, and the front tires are now burdened with an even greater percentage of its 3031 pounds. Maybe that's why stopping distance -- 170 feet from 70 mph -- wasn't appreciably better than in previous Solstices, despite adding higher-performance Goodyears in the same 18-inch size. The brake pedal is reassuringly firm initially but faded to almost nothing after just two hot laps at GingerMan Raceway.

Another possible result of this less favorable weight distribution is reduced skidpad grip -- 0.85 g compared with 0.91 g for the base car.

Thankfully, the GXP hasn't given up any of the Solstice's excellent cruising traits. It tracks exceptionally straight on the highway, the seats are comfortable, and it's reasonably quiet and has an agreeable ride -- no combination of bumps seems to upset the chassis or even cause a noticeable tremor. Headroom can be tight for people much over six feet, but legroom is ample as long as you don't mind sitting upright. And the added horsepower makes the GXP much more usable in fifth gear, now able to accelerate from 30 to 50 mph in 10.4 seconds and from 50 to 70 in 7.9 (quicker by 3.1 and 5.6 seconds). Here's a surprise: EPA fuel economy increases from 20 city and 28 highway to 22 and 31. We averaged 26 mpg at 80-mph highway speeds, but 18 overall.

It's unfortunate that all these excellent weekend road-trip credentials are hampered by the Solstice's same flaws: a minuscule trunk that doesn't hold much of anything, hard plastic that will numb the driver's right elbow, and window switches and a center-mounted storage bin that are positioned for the double-jointed. And you've already heard our complaints about the multistep in-and-out process to operate the top.

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Pontiac credits the Solstice with a 20-percent increase in showroom traffic, and despite the negatives, the turbo version makes it an even bigger hit. The GXP's small price increment negates any reason to purchase the base car, and it's sure to be sold out for the foreseeable future. Pontiac says up to 40 percent of Solstice production, or 8000 cars, can be GXPs. It is on sale in September, and already more than 3000 orders have been placed. It's an exceptional deal.

TONY SWAN

A heroic infusion of vitamin HP is not a panacea for this car's many little demerits. For example, it doesn't reduce the softtop's hassle factor. It doesn't increase the number of small-object storage spaces. Nor does it expand the capacity of what we laughingly call the trunk. But increasing engine output by 47 percent makes it much easier to ignore the irritations. And beyond that, it's clear the Solstice's chassis and suspension were designed to handle this much thrust with casual competence. Like all roadsters, the Solstice is a toy. But in GXP tune, it becomes a formidable toy, and arguably the most engaging entry at the affordable end of the sports-car spectrum.

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MARK GILLIES

Now that it has the power to overcome its weight, the Solstice is a really nice sports car. On twisty back roads, it's not as soulful as a Mazda MX-5 Miata, but it looks better and goes faster. It costs little more than a fully loaded MX-5, too, if you avoid frivolous options such as the chrome wheels and rear spoiler. But it still suffers a couple of serious flaws. First, the steering lacks linearity and feels artificial on center. And second, the lack of trunk space (and even oddment room in the cockpit) makes it little more than a short-distance toy. If you want to go anywhere for a weekend with the top down, plan on packing just underwear and a toothbrush.

TONY QUIROGA

The Solstice GXP occasionally feels a bit unfinished, as if GM had pulled its cookies out of the oven before the timer went off. The engine doesn't quite pull like 260 horsepower, the gearbox requires too much effort to shift quickly, the clutch engages abruptly, the steering serves up a slow turn-in, and the seating position makes it feel as if you were sitting on the floor. You'd think these issues, along with the complete lack of luggage space and that awful top design, might land the GXP on our enemies' list. But none of it really matters, because even when cookies are undercooked, they're still cookies, and this is still an entertaining and affordable 260-hp roadster.

Ecotec 2.0 Turbo

GM's new turbo four-cylinder Ecotec is the company's first gasoline-direct-injection engine in the U.S. and its highest-specific-output engine ever. The all-aluminum 2.0-liter makes 260 horsepower at 5300 rpm and 260 pound-feet of torque all the way from 2500 to 5250 rpm, using 18 psi of boost from a dual-scroll turbo, an air-to-air intercooler, a beefed-up crankshaft and connecting rods, and new pistons with cast-in oil channels to keep them cool. This engine, destined for the Solstice GXP and Saturn Sky Red Line, isn't a bad first effort considering that VW's similar direct-injection turbo -- the 2.0T FSI -- makes 200 ponies.

Sunday, 14 April 2019

chevrolet corvette

* chevrolet corvette*

Price Starting at

$56,995

EPA

16/25 mpg

Horsepower

460 hp

Overview

Forget the Chevrolet bow tie—the 2019 Chevrolet Corvette Stingray's performance puts it on a level with some of the best sports cars in the world. Some of that credibility is thanks to the growling 455-hp V-8 under the hood, which pairs with an excellent manual or automatic transmission. The other part belongs to its fantastic chassis that provides phenomenal ride and handling abilities. Along with its poster-worthy exterior design and legitimately affordable price, the Corvette has again won one of our 10Best Cars awards for 2019, meaning we think it's one of the best cars you can buy. While it enters world-beater status on the 650-hp Z06and the 755-hp ZR1 versions—both reviewed separately—they cost considerably more and ride less comfortably. Those who want a track-ready Vette without emptying their wallet will appreciate the Grand Sport, which adds bodywork and chassis bits from the 2019 Chevrolet Corvette Z06. The 2020 Chevrolet Corvette C8 will switch to a mid-engined layout and will make its official debut on July 18, 2019. It will go on sale by the end of the year.

Highs: Killer-sweet powertrain, as grippy as a gecko, eye-catching design.
Lows: Decidedly un-luxe interior, heavy removable targa top, minimal in-cabin storage.
Verdict: Don't believe anyone who says you need to be filthy rich—or an AARP member—to own a sports car or even a supercar.

The Corvette enters 2019 without any significant changes. The iconic sports car does add two new paint colors—Elkhart Lake Blue and Shadow Gray. The biggest news for Corvette fans is the return of the legendary ZR1 model, with flamboyant styling that matches its astonishing performance. It also nearly set a record lap time at our annual Lightning Lap.

Chevrolet Corvette Pricing and Which One to Buy

Stingray coupe: $56,590
Stingray convertible: $60,590
Grand Sport coupe: $66,590
Grand Sport convertible: $70,590

The Grand Sport coupe, a mind-body melding of the base-model Stingray and the rip-roaring Z06, is our preferred model. It's almost four inches wider than the standard Corvette, employs more aggressive gearing in the manual transmission for quicker acceleration, and includes a dry-sump lubrication system for improved engine reliability under track duress. We'd go light on the rest of the options since standard features include adaptive dampers, two-zone automatic climate control, and dual-mode exhaust. Opting for the eight-speed automatic transmission instead of the seven-speed manual adds $1725 to the cost of the car, but we'd stick with the more involving manual.

Engine, Transmission, and Performance

Likes: Great V-8 sound, daily-drivable ride quality, Grand Sport provides incredible cornering grip.
Dislikes: Accidentally shifting into seventh gear when trying for fifth, Grand Sport tires generated a lot of road noise.

Eight growling cylinders and 455 restless ponies mean the Corvette is intoxicatingly fun to drive. The V-8's pervasive howl is enough to convince eager drivers that every stop sign is a set of drag-strip Christmas-tree lights. Things quiet down to a tolerable throb at highway speeds. A seven-speed manual is standard, while an eight-speed automatic is available. There's something truly special about cranking through gears in the manual on the way to the Corvette's sub-four-second zero-to-60-mph run—in the lower gears, your neck strains to hold your head up—but the eight-speed is smooth and even quicker in our tests, aiding the Vette in hitting 60 mph in a stunning 3.7 seconds.

We've called its chassis ludicrously capable and its V-8 glorious. The Corvette is brutally quick, handles brilliantly, and stops as if you've driven into wet cement. It's basically a supercar for a fraction of the price of a Ferrari, a McLaren, or a Lamborghini. The Grand Sport's adjustable magnetorheological dampers (optional on all other trims) provide an amazingly compliant and comfortable ride in Tour mode and lock the chassis down progressively in Sport and Track modes. All that grip would be wasted without competent steering, and the Corvette's quick, reactive helm doesn't disappoint. The heft of the steering dials up in Sport and Track modes, while Tour is set to be light enough for comfortable cruising. The Grand Sport further proved its everyday versatility during our 40,000-mile, long-term road test.

Fuel Economy and Real-World MPG

If fuel economy is your primary concern, then you're shopping in the wrong class, pal. Despite working at a disadvantage with its big, naturally aspirated V-8, the Corvette uses advanced technologies and its relatively compact size to achieve passable EPA fuel-economy ratings—and truly impressive results of 27 mpg in our real-world fuel-economy test.

Interior, Infotainment, and Cargo

Likes: Low-slung seating position, desirable standard features, useful cargo storage.
Dislikes: Overwhelming smell of plastic, interior doesn't feel special.

Drivers in search of creature comforts such as 20-way adjustable seats and all-leather dashboards can certainly find them in this class. The Corvette's fittings are a little more modest than its competitors, but that's a perfectly acceptable compromise many will be willing to make for the bargain they're getting on the drivetrain.

Chevrolet's standard touchscreen is easy to use, quick to respond to commands, and loaded with features such as Apple CarPlay, Android Auto, and a 4G LTE mobile hotspot. The Corvette may be in a class of its own for mass-market sports cars, but the infotainment system's plastic buttons and large graphics look rather cartoonish next to the grown-up center-stack module of the Audi TT RS. Three USB ports—two inside the center console and the other hidden inside a cubby behind the sliding infotainment screen—should keep everyone happy.

Cargo capacity isn't the main concern for most buyers in this category, but the Corvette is a surprisingly good choice for sports-car shoppers who need to carry a lot of gear. Its cargo area is shallow but wide and accommodates as much luggage as the trunk of an M3 sedan. Stowage space inside the cabin is less impressive, but a hidden cubby adds interest and real usefulness.

Safety and Driver-Assistance Features

The Corvette hasn't been crash-tested by the National Highway Traffic Safety Administration or the Insurance Institute for Highway Safety. It doesn't offer even one of the driver-assistance features we report on; the car's greatest safety asset is its ability to zig out of danger with the quickness of a viper strike.

Warranty and Maintenance Coverage

Other carmakers in this set offer longer coverage periods than Chevrolet, but at least the first maintenance service is covered at no cost.

Limited warranty covers 3 years or 36,000 miles
Powertrain warranty covers 5 years or 60,000 miles
Complimentary maintenance is covered for the first visit

chevrolet camaro

#chevrolet camaro#

Overview

Few cars can capture the joy of driving as well as the iconic Chevrolet Camaro. Its energetic engines and exceptional chassis create an experience that only more expensive sports cars can match. The Camaro is motivated by one of three engines, most notably a 335-hp V-6 and a powerful 455-hp V-8. The base four-cylinder is less inspiring. While a convertible version is available, only the coupes can be paired with the high-performance 1LE package. These formidable driving machines have track-focused equipment and a distinct appearance. While its archrival, the Ford Mustang, has retaken the pony-car throne after our annual 10Best evaluation, the Camaro remains a pure and accomplished pony.

Highs: Excellent V-6 and V-8 engines, track-focused 1LE package delivers race-car capability, intuitive infotainment.
Lows: Torturous back seat, terrible outward visibility, not as visually stunning as the Mustang.
Verdict: An incredible performance value that includes a version for everyone.

that includes another transmission option, a new performance variant, and a polarizing front-end. While every model has revised front and rear styling, the V-8 models are the most distinct, with a gaping grille design that improves airflow but hurts some eyeballs. The V-8 also now pairs with a 10-speed automatic transmission that includes launch control and line-lock features to perfect burnouts and takeoffs. The four-cylinder coupe is now available with the tremendous 1LE package, which instantly makes it a legit driver's car. Every model adds Chevy's new touchscreen software called Infotainment 3, which the company says is more intuitive and customizable. The available ambient interior lighting has also been updated. Finally, the 2SS coupe adds forward-collision warning and a better rearview mirror camera. CAMARO

25,995

Net Price

Configuration (2)

MSRP from $25,995

Coupe

MSRP from $32,495

Convertible

Drive Type

MSRP from $25,995

RWD

Engine (4)

6.2L V8 DI engine

6.2L Supercharged V8 DI engine

2.0L Turbo 4-cylinder engine

3.6L V6 engine

Chevrolet Camaro Pricing and Which One to Buy

LS: $25,995
LT: $26,495
SS: $37,995

There's a Camaro for everyone, which is a big reason that it's so popular. While we're fans of the feisty V-6 model, we also love the raucous energy provided by the beefy V-8. In the end, pick which one you can afford, and you won't be disappointed. The 1LE package transforms all models into certified track stars, so we'd check that box. The package pairs exclusively with a six-speed manual transmission, and its equipment varies between the three engines. Every Camaro 1LE has a satin-black hood, a three-piece rear spoiler that adds significant downforce, and other functional distinctions. In addition to a specially tuned suspension and unique 20-inch wheels with wider, stickier tires, the V-8 SS 1LE model receives coolers for the differential, engine oil, and transmission, Brembo six-piston front-brake calipers, electronic limited-slip differential, and Recaro front sport seats.

Engine, Transmission, and Performance

Likes: V-6 and V-8 powertrains each have distinct character and sound, incredible performance value, transformative 1LE package.
Dislikes: Four-cylinder is overshadowed by the other engines.

Every Camaro SS features Chevy's iconic small-block V-8, with 455 horsepower and 455 lb-ft of torque. Its linear power delivery and chest-compressing acceleration are enhanced by the optional dual-mode exhaust, which erupts with a sharp bark at startup and thunderous sounds during wide-open-throttle blasts. The standard six-speed manual transmission maintains the enthusiast spirit, and the two automatic transmissions snap off swift shifts. The base 275-hp four-cylinder isn't slow—we tested a manual model that made it to 60 mph in an earnest 5.1 seconds. But uneven throttle responses and unpleasant, unsporting sounds accompanied its dull demeanor. On the other hand, upgrading to the 335-hp naturally aspirated V-6 completely changes the car's character. The gutsy V-6 has its own distinctly searing soundtrack and redeems generations of ho-hum six-cylinders.

Its astonishing chassis provides a car-and-driver connection (see what we did there?) that's unparalleled among pony cars. It's taut on the track yet relaxed on regular roads. Paired with the 1LE , the coupes transcend their class—competing with cars costing much, much more. The Camaro's solid structure engenders precise handling and a quality feel. Its well-balanced ride is firm enough to be agile on curvy roads yet still compliant on rough surfaces. The electrically assisted power-steering system has reasonable effort and accurate responses. The Camaro completes the performance trifecta with excellent brakes. The brake pedal consistently provides progressive and assuring responses. The 1LE models get even more powerful, track-ready Brembo brakes.

Safety and Driver-Assistance Features

The Camaro earned a five-star crash-test rating from the National Highway Traffic Safety Administration (NHTSA) and average scores from the Insurance Institute for Highway Safety (IIHS). Still, it has fewer driver assists than either of its pony-car rivals. Thankfully, the Chevy can be equipped with blind-spot monitoring and rear cross-traffic alert to aid with its atrocious rear visibility. Key safety features include:

Available blind-spot monitoring and rear cross-traffic alert
Available forward-collision warning
Available rear parking sensors

Warranty and Maintenance Coverage

The Camaro has a warranty that compares favorably with the Mustang and Challenger. The Chevy also provides the first maintenance service free of charge.

Limited warranty covers 3 years or 36,000 miles
Powertrain warranty covers 5 years or 60,000 miles
Complimentary maintenance is covered for the first visit

nissan 370z

* Nissan 370Z *

Overall

Japanese auto major Nissan has launched its long awaited sports car model Nissan 370Z in the Indian auto market. The Nissan 370Z is a two door; two seater compact sports car debuted in the US market in 2008 and is already available at overseas market and has gained a lot of popularity there because of its advanced features, high performance engine, sporty and stylish looks. With the launch of this stunning model, Nissan plans to make its position stronger in the luxury car segment which is currently dominated by BMW, Audi and Mercedes-Benz. The company has launched two variants of Nissan 370Z – one with manual transmission gearbox while another one will be equipped with automatic transmission gearbox. Nissan 370Z will be imported as a CBU (Completely Built Unit) from the parent company thus hefty import taxes will lead its prices to high end. The manual transmission version will be priced at Rs 53.5 lacs while the automatic transmission version will be priced at Rs 54.5 lacs (as ex-showroom prices in New Delhi). According to the company official, they are expecting to sell more than 50 units of the Nissan 370Z in the Indian auto market over the next one year.

Key Specs of Nissan 370Z

Mileage (upto)	11.0 kmpl
Engine (upto)	3696 cc
BHP	328.5
Transmission	Manual/Automatic
Airbags	yes

Nissan 370Z Mileage

The claimed ARAI mileage: Nissan 370Z Petrol is 11.0 kmpl. The claimed ARAI mileage for the automatic variant: Nissan 370Z Petrol is 10.0 kmpl.

Fuel Type	Transmission	ARAI Mileage
Petrol	Manual	11.0 kmpl
Petrol	Automatic	10.0 kmpl

370Z Specs, Features and Price

The Nissan 370Z has 1 Petrol Engine on offer. The Petrol engine is 3696 cc. It is available with the transmission. Depending upon the variant and fuel type the 370Z has a mileage of 10.0 to 11.0 kmpl. The 370Z is a 2 seater Coupe and has a length of 4250mm, width of 1845mm and a wheelbase of 2550mm.

Nissan 370Z Specifications

ARAI Mileage	11.0 kmpl
City Mileage	8.0 kmpl
Fuel Type	Petrol
Engine(cc)	3696
Max Power	328.5bhp@7000rpm
Max Torque	363Nm@5200rpm
Seating	2
Engine Description	3.7-litre 328.5bhp 24V V6 Petrol Engine
TransmissionType	Manual
Cargo Volume	No

Nissan 370Z Features

Multi-function Steering Wheel	Yes
Power Adjustable Exterior Rear View Mirror	Yes
Automatic Climate Control	Yes
Engine Start Stop Button	Yes
Anti Lock Braking System	Yes
Alloy Wheels	Yes
Fog Lights - Front	Yes
Power Windows Front	Yes
Passenger Airbag	Yes
Driver Airbag	Yes
Power Steering	Yes
Air Conditioner	Ye