Cadillac CTS Coupe Concept

Cadillac exterior design director John Manoogian II can't contain himself. He talks about the production CTS coupe and how it will hardly vary from the \"CTS coupe concept,\" the unmitigated hit of the North dweller International Auto Show (Detroit), without adding the requisite, \"If we were to build it.\" And so what's a poor Cadillac P.R. guy to do, but to say it hasn't been prefabricated official?

If you read Motor Trend, you undergo Cadillac has been kicking around the intent of a new coupe since before the doddering Eldorado was sent to that great Cadillac Ranch in the sky. And you undergo that this stylish \"coupe d'etat,\" designed much more recently than those early ideas, is set for a 2010 model year launching probably some 18 months from now, alongside a Euro-centric CTS wagon-er, estate/shooting break. (One insider says, if you like the coupe, \"Wait'll you wager the wagon.\" Wait until when? That CTS wagon won't make its entry at Geneva and, in fact, hasn't been scheduled for any auto show so far this season.)

Manoogian credits designer Bob Munson for drawing the sketches that led to the coupe construct most two eld ago, as work was patch up on the 2008 Motor Trend Car of the Year, the Cadillac CTS sedan.

\"Bob had done a sketch of a two-door,\" Manoogian says. \"And everyone's reaction immediately was, 'There isn't a market for two-doors, why would we want to do that?' We said, 'Well, let's just kind of provide it a shot.' So we did a scale model, supported on Bob's sketch.\" With organisation honcho Ed Welburn's prompting, that led to a full-size clay. \"So we did a full-size clay, took it discover on the area one day for Mr. Lutz, and he came discover and said, 'Wow! That's pretty cool!' Then we made arrangements to exhibit Mr. Wagoner as well, and everyone agreed: we can't give not to do this car.\"

Here's the real kicker, the sign that GM indeed has hit a new design renaissance: Manoogian and Cadillac design director Clay Dean swear the CTS coupe concept is virtually same from Munson's example drawings. Original drawing-to-production is the type of thing GM design hasn't been able to do since the days of Harley Earl and Bill Mitchell.

\"When we started with the scale model, to what you see right in front of you,\" Manoogian says, \"is identical. Our mission was, take that scale model and do a full-size car.\"

2011 Lincoln MKX Shows Off New Exterior, Interior and Technology

Industry-exclusive technologies, refreshed outdoor styling, an all-new interior and powertrain enhancements are just some of the reasons to take a  fireman look at the 2011 attorney MKX midsize luxury elector at the 2010 North American International Auto Show.

Leading the wide-ranging innovations is the all-new MyLincoln Touch driver connect technology, which delivers a smarter, safer, simpler artefact to connect drivers with in-car technologies and their digital lives. MyLincoln comes accepted on the 2011 attorney MKX, providing drivers a whole newborn experience behind the wheel. You crapper learn more about MyLincoln by clicking here.

Watch a video walk-around of the 2011 attorney MKX with chief engineer, Elaine Bannon.

“With its combination of style, performance and uncompromising luxury, the attorney MKX has brought newborn customers into the attorney showroom in a artefact that rattling some products hit before,” said Derrick Kuzak, assemble vice president, Global Product Development. “Lincoln customers tell us they care most about style and technology, and the newborn attorney MKX meets these needs perfectly. The newborn MyLincoln Touch technology will modify the artefact customers interact with their vehicles while its newborn design language gives the vehicle a characteristic and stylish silhouette we know customers will love.”

2011 attorney MKX brimming with accepted and class-exclusive technologies. Standard MyLincoln Touch and far start lead the list of features or technologies that are newborn for the 2011 attorney MKX, including:

    * Adaptive Cruise Control and Collision Warning with Brake Support allows the driver to set the vehicle’s pace and maintain it without using the accelerator pedal, and warns the driver of a possibleness collision risk. It also helps reduce pace and automatically pre-charges brakes and engages an electronic brake assist system to help drivers stop more apace when the system detects a collision is imminent.
    * Blind Spot Information System (BLIS®) with Cross Traffic Alert is a feature that helps detect vehicles in blind spots during connatural driving and traffic approaching from the sides when reversing out of parking spots.
    * MyKey™ is designed to allow parents to encourage teenagers to intend safely and more fuel efficiently, and increase safety belt usage. The accepted MyKey feature allows owners to designate keys that crapper limit the vehicle’s top pace and frequence volume.
    * Easy Fuel® Capless Fuel-Filler System is a accepted Ford-exclusive feature that uses an integrated spring-loaded flapper door to decimate the requirement for a fuel tank screw cap.

The 2011 attorney MKX has octad class-exclusive features: MyLincoln Touch, attorney SYNC, Easy Fuel, SecuriCode™ keyless entry, Blind Spot Mirrors, MyKey, Cross Traffic Alert and AdvanceTrac® with RSC (Roll Stability Control™).

2010 Acura TSX Vehicle

 For most of our editors on staff, last year's redesign of Acura's formerly taut, Euro-flavored TSX was greeted with skepticism. Though the first-generation TSX was brief on rear seat room, it had an eager, involving personality that prefabricated the car a great alternative to more mainstream entry-level luxury cars. But that attribute was mostly lost in '09 with the larger, more Americanized TSX. Though it offered more shack in the back and a softer ride, the newborn TSX was also heavier, peculiarly styled in a few areas and had a more isolating see behind the wheel. Thankfully, the 2010 Acura TSX sets things mostly right, provided you don't nous springing for the newly available V6 version.

This year, Acura gives those who love driving reason to come back to the TSX. Utilizing pretty much the same engine institute in the larger TL sedan, the TSX V6 puts 280 broad-shouldered horses under the driver's correct foot. The V6 comes paired with a five-speed automatic sending only, but at small with the V6, TSX drivers no longer have to vexation about getting embarrassed on freeway on-ramps by Grandma in her V6-powered Toyota Camry. Additional changes for the TSX V6 include a slightly firmer suspension and a recalibrated control system. We didn't same the newborn automobile power control system introduced for the '09 redesign, as its desensitize see countered the TSX's intended sportiness. Thankfully, the V6 model's control provides more feedback about what's going on at the front wheels.

Overall, the 2010 Acura TSX is a mixed bag. On the one hand, there is the four-cylinder edition with its kinda lackluster see behind the wheel; on the other, there's the V6, which is much livelier and more entertaining to drive thanks to its potent engine and revised control and suspension calibrations. Both cars, however, offer typical Acura strengths same solid build quality, a easy cabin and the latest high-tech features. Though we still would advise folks shopping the four-cylinder TSX to take a close look at the Audi A4, Lexus IS 250, Volvo S40 and even unexploded versions of the Mazda 6, Nissan Altima and Volkswagen Jetta, the V6 edition makes a stronger case for itself in the entry-level sport sedan segment.

2011 Ford Fiesta

For decades, diminutive economy cars from American carmakers have been about as desirable as a cold hamburger. Overall build quality, upkeep costs, reliability and longevity -- the most essential factors in this portion -- were points of embarrassment for Escorts, Neons and Cavaliers. But with the Euro-bred 2011 Ford Fiesta (which slots under the Focus to become Ford's new entry-level model), the U.S. looks to have something on the economy automobile menu as mouth-watering as an In-N-Out Double-Double.

Up until now, the Honda Fit was the subcompact class standout thanks to its impressively versatile interior, delightful dynamical dynamics and high overall quality. But those who truly get a kick out of dynamical will likely find the Fiesta even more fun. Its smooth, hot engine, precise and well-weighted steering and an quick chassis exhibit that one needn't be resigned to a dull drive meet because one needs a small, practical and inexpensive car.

Unlike much of its competition, the Ford Fiesta is available in both litter and hatchback embody styles. Of course, the hatchback provides greater load capacity, but some folks favour the more formal look of a sedan, which is likely why Ford is offering both. Either way, the Fiesta provides sprightly handling, a compliant ride and a quiet cabin at freeway speeds. It also offers features that are uncommon in this class, such as keyless ignition and Ford's superb Sync system, which, among other things, allows one to control frequence and cell sound functions via vocalise commands.

There are some distinctive Fiesta alternatives in this competitive segment. Among hatchbacks, the Fit and the Kia Soul stand out, and the capably named Nissan Cube makes a unique aesthetic statement. Compared to these, the Fiesta reproduce lags well behind in terms of peak load power and rear seat shack for taller passengers. The Fiesta sedan, meanwhile, has a taste less rear seat shack than the Chevy Aveo, Hyundai Accent and Nissan Versa. But it floors them all with its more engaging personality. It's definitely a automobile to look at if you're shopping for an inexpensive but desirable set of wheels.

Performance 2010 Acura ZDX

The ZDX is powered by a 3.7-liter V6 that produces 300 H.P. and 270 pound-feet of torque. A six-speed semiautomatic with manual agitate control is the only available transmission. Fuel frugalness is a factory-estimated 16 mpg city/23 mpg highway. The ZDX's maximum towing capacity is 1,500 pounds.

In real-world driving, the ZDX's V6 provides adequate acceleration, but it's nothing special. The terminal MDX we tested accelerated from zero to 60 mph in 8.1 seconds, and the ZDX isn't significantly quicker. The newborn six-speed semiautomatic is smooth and quick on upshifts, but it can be sluggish when downshifts are called for.

On winding roads, the ZDX handles relatively substantially thanks to its standard \"Super Handling\" AWD grouping (SH-AWD), which is institute in many Acura products. This grouping apportions varying amounts of noesis to individualist wheels to maximize traction through turns and in inclement weather. One result is reduced understeer in spirited driving, as the grouping automatically sends more force to the outside wheels while cornering. However, there's no hiding 4,400 pounds of accumulation and a broad center of gravity, even if the ZDX does mate a bit lower than the MDX. It's still a crossover SUV, albeit an athletic one, and it drives the part.

2010 Acura ZDX

You can find a buyer for just about anything in the good ol' USA, but the 2010 Acura ZDX might be a hard sell. Acura started with the capable and practical three-row MDX crossover, removed the third-row centre and added a rakish fastback roof line that makes the second-row centre as cramped as a coupe's. ZDX buyers also get exclusive leather-wrapped dash panels and a nifty center stack panel that fades to black when it's not in use. Perhaps that module be sufficiency to win the whist of empty nesters in search of something more daring than a typical wealth crossover.

This is not a newborn formula. BMW did something similar with its X5, replacing the optional ordinal row with a fastback shape and calling it the X6. The X6 offers a choice of two turbocharged engines that you can't get in the X5, and its two remaining side seats (the middle position is omitted) still hit room for lanky adults. The ZDX, conversely, shares the MDX's 3.7-liter V6 and six-speed automatic gearbox, so it has no action edge to justify its less functional design.

Accordingly, the 2010 Acura ZDX's characteristic aesthetic module likely determine its fate. Shoppers with $45,000-$60,000 in their pockets tend to revalue individuality, and there's sure nothing on the road today that could be mistaken for Acura's newborn creation. However, they also revalue action and practicality, and there are many vehicles that outdo the ZDX on these counts. You can get an X5 for this kind of coin, or a Mercedes-Benz M-Class or a Porsche Cayenne — or, at the rough-and-tumble end of the spectrum, a Land Rover LR4. And if the fastback-SUV concept appeals, note that the quicker and sharper X6 starts at the same toll as our loaded ZDX tester.

Still, the ZDX starts at thousands less than that BMW, and it promises to foretell its driver's independent streak like few vehicles of this sort. That just might be sufficiency reason to take a 2010 Acura ZDX for a spin.