Thursday, January 10, 2013
Tech-Savvy Thieves Switch Keys During Test Drive to Steal Porsche
Wednesday, December 12, 2012
Retrofitted cars help specially abled to drive in Jaipur
Jaipur, Nov.9 (ANI) 
A motor mechanic in Jaipur, Rajasthan, has designed cars to help the physically challenged to live their dream of getting behind the steering wheel to drive.
Mujeeb Khan, 39, told reporters: "I have designed a car in which all controls have been given to the hands. There is no city in India where I have not designed a car. There are only few places in India where I have not been able to go due to the distance. I have designed around 450 to 500 cars."
The car is designed such that the control is transferred to hands by the use of lever, wire and linkage mechanism.
Mahendra Joshi, who is specially abled, said the retrofitted cars have allowed the physically challenged to drive their cars with full confidence.
"It gives us 100 percent confidence and this innovation has helped us to drive the car with full confidence. We drive with public and no one realizes whether a man is specially abled or not. We drive in the same lane as others with an average speed of 60 to 70 kilometres," Joshi.
Khan's passion for driving compelled him to make essential changes in his father's car.
Khan also said that his successful experiment in his father's car gave a new idea to him and since then he started designing cars, which could be used by specially abled.
--ANIVolvo plans to sell 'crash-proof' cars which 'drive themselves' by 2020
Wellington, Dec 5 (ANI)
Embattled Swedish firm Volvo is now aiming to manufacture cars that can drive themselves and avoid crashes.
The company discussed its plans during a recent autonomous-driving event at a track in Hallered, Sweden.
"Our vision is that no one is killed or injured in a new Volvo by 2020," Volvo's head of government affairs Anders Eugensson said.
According to Stuff.co.nz, the firm is preparing to launch in 2014 its first batch of autonomous vehicles capable of driving up to 50kmh, with the technology expected to be used initially in heavy traffic.
"We are convinced this is the future and we want to get there first," the report quoted Marcus Rothoff, head of developing driver assistance technology at Volvo, as saying.
According to the report, Volvo is one of several companies investing large sums to develop the autonomous vehicles, despite the complex legal problems that need to be overcome.
The Daily Mail said the biggest hurdle to introducing autonomous cars was not the technology, which was largely developed, but public acceptance and issues of who would be liable if a crash-proof car actually did crash, the driver or the manufacturer.
--ANIFriday, August 19, 2011
2012 Maserati GranTurismo Convertible Sport First Drive: Beautiful and a Great Set of Pipes
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2012 Maserati GranTurismo Convertible Sport - First Drive ReviewTopping off Maserati's topless lineup with the delightful Sport.BY JENS MEINERSJuly 2011Pages:1Photos
It was a peaceful and elegant scene, the bright sunlight glinting off the top-down Maserati GranTurismo convertibles parked on the Piazza dell'Unità d'Italia in Trieste. Passersby admired the gorgeous cars, one of Pininfarina’s masterpieces. Then a legion of uprated 4.7-liter V-8s ignited with a snarl, and peace and elegance were the last things on our minds.
About that wonderful engine, fitted in the top-spec GranTurismo Convertible Sport: Purists still lament the fact that Maseratis, which were long defined by powerplants that developed peak power at low rpm, are now equipped with high-revving buzz saws bought from its former arch rival, Ferrari. But the GranTurismo Convertible Sport's 444-hp variation of the 4.7-liter V-8 is sure to create a few converts.
It’s an evolution of the regular GranTurismo convertible’s 433-horse 4.7-liter with less internal friction, thanks to a revised oil sump and slipperier coatings for the valve tappets and cam lobes. This upgraded version also powers the GranTurismo MC Stradale coupe. Compared with its lesser sibling, the droptop Sport exhales through a freer-flowing exhaust, the main purpose of which seems to be to create as much beautiful noise as is legally allowed. It’s aided in that pursuit by active valves that open at 2500 rpm when the transmission is in its automatic-sport mode. We predict the V-8 will haul the 4600-pound droptop to 60 in 4.8 seconds.
Fantastico Automatico
As in the U.S.-market MC Stradale and the Quattroporte Sport GT S, power flows through a six-speed, torque-converter automatic supplied by ZF. But don’t lament the fact that there’s no hard-core gearbox. The automatic has been extensively reworked for duty here and offers normal and manual-sport modes in addition to the aforementioned automatic sport, as well as launch control. Gearshift times are improved by up to 50 percent, it blips the throttle for downshifts, and in manual-sport mode, it doesn’t downshift when you hit the kickdown switch or upshift unless you tell it to. There’s more: You can call for a lower gear if there’s any leeway whatsoever before redline (most transmissions won’t let you downshift unless the resulting engine speed is farther down the tach from redline), and the exhaust flaps are always open in manual sport. This automatic is so good you'll hardly miss a dual-clutch transmission—or the Euro-market MC’s single-clutch automated manual. Of course, you might miss a proper clutch-pedal manual gearbox, but Maserati doesn't offer one anymore.
Chassis Changes, Too
Underneath, the front and rear springs and anti-roll bars are stiffer on this derivative, the dampers are modified, and the ZF Sachs–sourced Skyhook damping system has been retuned. On twisting roads, the Sport handles well and generally does what you ask of it, but there’s simply no masking the car’s two-ton-plus weight or somewhat uncommunicative steering. The body flexes more than it should, too. To be sure, the GranTurismo Convertible Sport is an enjoyable companion in nearly every situation, but it’s less full-bore sporty than its sinister looks and capital-S “Sport” badge might let on. So when a well-driven Audi R8 spyder closes in on you from behind, our advice is to just let it pass. Take solace in the fact that the Audi will never sound as glorious as the Maserati or seat four as comfortably (or at all).
There are a number of competitors: BMW's new 6-series droptop, the soon-to-be-new Mercedes-Benz SL, the Porsche 911 cabriolet, the Audi R8 spyder, and, of course, the Jaguar XK and its distant cousin, the Aston Martin V-8 Vantage roadster. The Maserati acquits itself well by informal comparison. It’s more spacious than most others (even if the trunk is tiny), it’s not outrageously expensive by the standards of the segment, it offers incredibly luxurious accommodations, and it just might have more character than the whole bunch combined. Those qualities ought to satisfy almost anyone—trident purists included.
SpecificationsVEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door convertible
BASE PRICE: $146,300
ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection
Displacement: 286 cu in, 4691 cc
Power (SAE net): 444 hp @ 7000 rpm
Torque (SAE net): 376 lb-ft @ 4750 rpm
TRANSMISSION: 6-speed automatic
DIMENSIONS:
Wheelbase: 115.8 in Length: 192.2 in
Width: 75.4 in Height: 53.3 in
Curb weight (C/D est): 4600 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 4.8 sec
Standing ¼-mile: 13.4 sec
Top speed (mfr’s claim): 177 mph
FUEL ECONOMY (C/D EST):
EPA city/highway driving: 12/21 mpg
Subscribe to Car and Driver magazinePages:1PhotosStumble ItCommentsJoin the DiscussionRelated Stories »
Maserati to Have Five-Vehicle Lineup by 2014: Two GranTurismos, Two Sedans, and SUV (Thanks, China!)
U.S. Will Get Its Own Version of Maserati’s GranTurismo MC, Will Be Unveiled in April
2012 BMW 650i Convertible - First Drive ReviewThink of the new 6-series as a beautiful 5-series—with all its strengths and one major shortcoming.
Porsche Panamera S vs. BMW 750i, Maserati Quattroporte Sport GT S - Comparison TestsStimulus Packages: The startling new Porsche sedan goes toe-to-toe with a glamourous Italian and a businesslike German.
2011 Maserati GranTurismo Convertible - Short Take Road TestTight hindquarters on this supermodel.
2009 Aston Martin V8 Vantage Roadster - Short Take Road TestValet parkers will leap to their feet and salute. Car and Driver Video »
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Thursday, August 18, 2011
2012 Audi A6 Avant First Drive: A Reminder Why Diesel Wagons are So Popular in Europe
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2012 Audi A6 Avant TDI Diesel - First Drive ReviewWe get behind the wheel of Europe’s favorite A6—and are reminded why it’s so popular.BY JENS MEINERSJuly 2011Pages:1Photos
Redesigned for 2012, Audi's A6 lineup is halfway back to full strength with the introduction of the Avant station wagon. The high-powered S6 and RS6 versions still are waiting in the wings—as is a hybrid model designed mostly with our market in mind, even if U.S. availability is as-yet unconfirmed—but already this is an impressive family of vehicles. In Europe, though, where a diesel-powered station wagon is the stereotypical executive car, the Avant is the most critical of all A6s.
Audi just made the executive-wagon segment a lot more interesting, with a twin-turbocharged variation of its 3.0-liter TDI turning out 313 hp and an even more impressive 479 lb-ft of torque. Not only is it a powerful mill, but this diesel has attitude. Many oil-burners are impressive in their power delivery and massive torque, but lack soul. The 3.0-liter TDI, on the other hand, fires up with an impressive growl, and the sound gets better as you push it through the gears. Its voice is reminiscent of an old-fashioned V-8’s, a sound that is clearly audible inside and out. Think we’re crazy? Just wait until you hear how Audi did it: The company stuffed an extremely durable speaker into the exhaust system that allows it to alter the engine note. It can even be adjusted on the move.
Going Right to Ludicrous Speed
Driving the A6 Avant is even better than listening to it. The all-wheel-drive chassis copes well with the TDI's grunt. The rear differential distributes the power for maximum agility, and it takes a heavy misstep to throw the Avant off course. The car should need just 5.5 seconds to accelerate from 0 to 60 mph. Top speed is a governed 155 mph, a speed the Avant reaches with ease. On unlimited stretches of autobahn, the twin-turbo TDI’s sheer grunt at velocities of 130 mph and above is remarkable.
Its torque is so massive that it surpassed the capacity of Audi’s seven-speed dual-clutch transmission and the company had to install an eight-speed torque-converter automatic from ZF. There are three other diesel options in this car—a 177-hp 2.0-liter four and two single-turbo versions of the 3.0-liter V-6 making 204 and 245 hp—but the twin-turbo V-6 is clearly the bad boy of the lineup. Even the most powerful gasoline engine Audi offers, the familiar supercharged 3.0-liter V-6, lacks the brute force of the top TDI. Better yet, the beastly diesel returns 37 mpg on the (hopelessly optimistic) European combined cycle.
Stylistically, the Avant conversion works well on the A6, but it doesn't transform a conservative sedan design into a head-turner. While the previous-generation A6 Avant sported a markedly different rear end, this Avant looks almost identical to the sedan except for the elongated roofline. Even the overbite of the taillights remains. Additionally, the A6 Avant offers virtually all of the sedan's technological features, including a roster of assistance systems that borders on ridiculous, plus WiFi and Google-based telematics, as well as countless options for personalization.
Let Me Get That For You. And That. And That
Of course, the biggest difference between the sedan and the Avant is cargo capacity. There are a lot of practical options, such as a power cargo cover and a power hatch that opens when you wave your foot below the rear bumper—the latter particularly convenient when you have your hands full of groceries and don't want to reach for the trunk latch.
The A6 Avant’s success in Europe is almost assured, but the car is very unlikely to come to the U.S. Audi would like its dealers to instead focus on the A6 sedan and the Q5. Unless station wagons in general experience a sudden and unexpected rebound here, we won't be seeing the Avant on our lots. And while Audi is planning to offer the A6 sedan here with a diesel V-6, it will most likely be a front-wheel-drive single-turbo version with something closer to 250 hp. Pity.
SpecificationsVEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
ESTIMATED BASE PRICE: $58,000
ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve diesel V-6, iron block and aluminum heads, direct fuel injection
Displacement: 181 cu in, 2967 cc
Power (SAE net): 313 hp @ 4250 rpm
Torque (SAE net): 479 lb-ft @ 1450 rpm
TRANSMISSION: 8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 114.7 in Length: 193.5 in
Width: 73.8 in Height: 57.5 in
Curb weight (C/D est): 4500 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 5.5 sec
Standing ¼-mile: 13.6 sec
Top speed (governed): 155 mph
FUEL ECONOMY (C/D EST):
European combined cycle: 37 mpg
Subscribe to Car and Driver magazinePages:1PhotosStumble ItCommentsJoin the DiscussionRelated Stories »
2012 Audi A6 - First Drive ReviewLighter and prettier than its predecessor, the new Audi A6 is approaching perfection.
2012 Audi A6 Hybrid Full Specs Released; U.S. Availability Not Yet Determined
2012 Audi A6 3.0 TDI - First Drive ReviewAudi’s diesel V-6 proves a terrific match for its delicious new mid-sizer.
2012 Audi S8 Spy Photos - Future CarsAudi prepares to launch the next generation of its ultra A8.
2011 Audi Q7 TDI Quattro - Long-Term Road Test UpdateUpdate Two: We’re still good with our brown buffalo.
2012 Audi Q3 - First Drive ReviewAudi launches a compact crossover—and dumps the TT RS engine into it. Car and Driver Video »This Month in Car and Driver » Vehicles Trucks, SUVs, & Vans Sporty & Fun Sedans & Wagons Luxury Budget & Green Editor's Choice Most Researched Reviews In the Magazine From the Archives Comparison Tests Road Tests First Drives News Auto Shows Spy Photos Car News Car and Driver Blog Features Gear Box Interviews Tech Department Sport Awards Columns Features Buyer's Guide Editor's Choice: Trucks, SUVs, & Vans Editor's Choice: Sporty & Fun Editor's Choice: Sedans & Wagons Editor's Choice: Luxury Editor's Choice: Budget & Green Follow us Car and Driver RSS Car and Driver on Twitter Car and Driver on YouTube Car and Driver on Facebook Backfires Subscribe Mobile Digital Edition Newsletter Subscriptions Sitemap Contact Us Browse Cars for Sale Subscriptions/Customer Service Website Feedback Best Cars Luxury Cars Sports Cars Trucks Hybrids YouTube Twitter Facebook©2011 Hearst Communications, Inc. All Rights Reserved., Terms & Conditions Privacy-Your Privacy Rights Wednesday, August 17, 2011
2012 Lexus GS350 / GS F-Sport Prototype Drive: For Real, It’s a Sporty GS
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2012 Lexus GS350 - Prototype DriveLexus gets serious about sportiness.BY TONY QUIROGAJuly 2011Pages:1Photos
The GS is Lexus’s answer to the BMW 5-series and Mercedes-Benz E-class, but it has never quite measured up to those two sedans in sales numbers. As the car enters its fourth generation, Lexus tells us the GS will be sportier and more focused on the driving experience.
That goes for the company, too. Content with more than 20 years of pursuing perfection, it will use the upcoming GS to lead a philosophical change, an outlook it describes as “joy and leading edge.” We’re told that means the brand is moving beyond the Spock-like purely rational and toward emotional connections with buyers. Driver enjoyment and engagement are vital to the new attitude. Aggression is in. Complete isolation is out. We’ve seen inklings of the shift in such cars as the IS-F and the LFA supercar, but the new GS is a volume product, not a limited-edition model. To give us a taste of its new way of thinking, Lexus invited us to drive two heavily camouflaged GS350 prototypes.
I Believe We’ve Met
Powering both prototypes is a warmed-over version of the GS350’s current 3.5-liter V-6. Lexus staffers wouldn’t get too specific about the changes to the engine, but they hinted at the possibility of a few more horsepower. We’ve never straight-line-tested a GS350, but we have no reason to doubt Lexus’s 0-to-60-mph estimate of 5.7 seconds. For those seeking more acceleration—as well as for fuel-conscious buyers—the GS hybrid will return. Running contrary to Lexus’s claims about newfound sportiness, the V-8–powered GS460 is dead.
Even with the cars covered in what look like garbage bags, it’s easy to tell this new GS is a break from those that have come before. From what we could see, the dashboard and the doors are wrapped in leather in a style that mimics the LFA’s interior. The Lexus “waterfall” center console is gone. In its place is a massive 12.3-inch screen that displays navigation and audio information, as well as a host of vehicle settings. Models without navigation will get a smaller screen. Sit down in the current GS, and it immediately feels stodgy and dated.
Our drive included two different GS models. One represented the mainstream GS350, and the other showed just how far the GS350 might take driver involvement. Standard on all upcoming GS sedans will be Lexus’s “drive mode select.” The drive-mode select knob allows the driver to put the car in eco, normal, sport S, or sport S+ modes. Eco dials back throttle response and upshifts the six-speed automatic transmission early to boost fuel economy. Switch to sport, and the transmission holds gears longer, downshifts under aggressive braking, and increases throttle sensitivity. Move the shifter into the manual gate and downshift with the shifter or the steering-wheel paddles, and the engine blips itself for rev-matched downshifts. Sport+ is only available on cars equipped with active shocks (as our two prototypes were). This setting stiffens the shocks and quickens the steering on models fitted with the variable-ratio system.
F That
The sportier of the two prototypes available for our drive will be known as the GS F-Sport when it goes on sale in early 2012. Higher spring rates, a thicker anti-roll bar, firmer adaptive shocks, larger two-piece front brake rotors, four-wheel steering, a variable-ratio rack, and 19-inch wheels with summer tires (235/40-19 in front and 265/35-19 in back) give the F-Sport quick responses and plenty of grip. The chassis can easily handle more power than the 3.5-liter V-6 can deliver. Switch to Sport+, and the steering becomes quick (we measured 2.2 turns lock-to-lock) and the weighting increases. Accurate and spirited, the quick steering makes the GS feel like a smaller car. One gripe: The steering effort doesn’t increase in response to front-tire stress. Switch the stability control completely off, and the F-Sport proves playful. It’s possible to coax the GS to power oversteer, but the big sticky rubber in back and the four-wheel steering bring the rear end back in line with ease.
Riding on 18-inch wheels with 235/45-18 summer tires, the second prototype on hand proved to be a less-extreme machine. Compared with the F-Sport, the mainstream GS is softer and has more body roll. After driving the F-Sport equipped with variable steering, the nonvariable rack-and-pinion feels slower. Then we drove the current GS and found it to be even less secure-feeling, with a heavily intrusive stability-control system.
Say No to Growing Pains
The new GS will not be any larger than the current car. Wheelbase is unchanged at 112.2 inches; overall length increases from 190.0 inches to 190.9. Interior space is up, thanks to a 0.8-inch increase in width and a roof that’s higher by 1.2 inches. The latter provides a boost to rear-seat headroom. Through the use of high-strength steel and more laser welding, Lexus claims its new platform is more rigid and yet lighter than before. Unfortunately, any weight loss will be canceled out by more standard and optional equipment, and the GS’s curb weight will remain roughly where it is today.
Lexus will debut the GS on August 18. After that, the GS hybrid will turn up at the Frankfurt auto show in September, a few weeks before the GS F-Sport breaks cover at the SEMA show in Las Vegas. Lexus wouldn’t reveal the exact on-sale date, but we were told it would be sometime in early 2012. Snow sufferers should see an all-wheel-drive GS350 by the middle of next year.
We’ve driven only prototypes, so it’s a bit early to determine how the GS will stack up against the competition, but a legitimate sports sedan from Lexus might give BMW and Audi buyers something to consider.
SpecificationsVEHICLE TYPE: front-engine, rear and 4-wheel-drive, 5-passenger, 4-door sedan
ESTIMATED BASE PRICE: GS350, $48,000; GS hybrid, $55,000; GS F-Sport, $55,000
ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, direct fuel injection
Displacement: 211 cu in, 3456 cc
Power (SAE net): 305 hp @ 6200 rpm
Torque (SAE net): 274 lb-ft @ 3600 rpm
TRANSMISSION: 6-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 112.2 in Length: 190.9 in
Width: 72.4 in Height: 57.3 in
Curb weight (C/D EST): 3850 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 5.7 sec
Standing ¼-mile: 14.2 sec
Top speed: 145 mph
FUEL ECONOMY (C/D EST):
EPA city/highway: 20/27 mpg
Subscribe to Car and Driver magazinePages:1PhotosStumble ItCommentsJoin the DiscussionRelated Stories »
Lexus LF-Gh Hybrid Concept - Auto ShowsAn hourglass grille and a traditional sedan body mark this preview of the next GS.
2012 Lexus GS Spy Photos - Future CarsNot as wild as the concept, but nowhere near as reserved as the current car.
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2011 Ferrari 599 HGTE vs. 2012 Lexus LFA - Comparison TestsThe Ferrari 599 HGTE and the Lexus LFA go about their business in vastly dissimilar ways.
2007 BMW 550i vs. Infiniti M45, Lexus GS450h, M-B E550 - Comparison TestsFaster Horses: Four upscale sedans to ward off old-guy blues.
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Vehicles Trucks, SUVs, & Vans Sporty & Fun Sedans & Wagons Luxury Budget & Green Editor's Choice Most Researched Reviews In the Magazine From the Archives Comparison Tests Road Tests First Drives News Auto Shows Spy Photos Car News Car and Driver Blog Features Gear Box Interviews Tech Department Sport Awards Columns Features Buyer's Guide Editor's Choice: Trucks, SUVs, & Vans Editor's Choice: Sporty & Fun Editor's Choice: Sedans & Wagons Editor's Choice: Luxury Editor's Choice: Budget & Green Follow us Car and Driver RSS Car and Driver on Twitter Car and Driver on YouTube Car and Driver on Facebook Backfires Subscribe Mobile Digital Edition Newsletter Subscriptions Sitemap Contact Us Browse Cars for Sale Subscriptions/Customer Service Website Feedback Best Cars Luxury Cars Sports Cars Trucks Hybrids YouTube Twitter FacebookHFMU.S. Mens NetworkVisit other Hachette Filipacchi sites: Cycle World ELLE ELLEgirl ELLE DECOR Glo Premiere Road & Track Woman's DayCopyright ©2010 Hachette Filipacchi Media U.S., Inc., Terms & Conditions Privacy-Your Privacy Rights Sunday, August 14, 2011
2012 Scion iQ First Drive: Continuously Clever to a Fault
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2012 Scion iQ - First Drive ReviewContinuously clever to a fault.BY JOHN PEARLEY HUFFMANJuly 2011Pages:1Photos
Here’s what the new Scion iQ has going for it: It’s tiny outside, but not so small inside. Four people can wedge in when necessary. It’s good-looking, the interior design is about the best of any cheap car, and the seats are comfortable. The suspension is simple, but it works well, and the precise steering and its size make the iQ super easy to park. And although the front-mounted 1.3-liter engine makes 94 hp, the iQ weighs just a cheerleader more than a ton.
Here’s what’s wrong with the new Scion iQ: It’s stuck with a continuously variable transmission that drains the fun out of it. Every. Single. Drop.
The Price Is Certainly “Premium”
Toyota—okay, Scion—describes the iQ as a “premium micro-subcompact” and will sell it as such when it goes on sale in October as a $15,995 single-spec model backed by a dealer-installed accessory catalog. That’s a ton of cash when you consider the plethora of larger and more practical cars available for less money, among them the Honda Fit, Ford Fiesta, Hyundai Accent, and Kia Soul. But, hey, at least the iQ costs less than the mechanically identical Aston Martin Cygnet.
The Scion does, however, look substantial and well detailed for a dink-class runabout. The bumper covers are painted and fit tightly, the headlights are complex units, there are turn-signal lights integrated into the bottom of the side mirrors, and the 175/60-16 tires fill out the wheel wells. Even the wheel covers on the steel wheels almost plausibly pass for metal. Besides its length—120.1 inches, 14.0 longer than a Smart Fortwo but a substantial 26.5 shorter than a Mini Cooper—and 78.7-inch wheelbase, little about the iQ screams “cheap.”
Inside, the driver faces a thick, flat-bottomed, three-spoke steering wheel covered in red-stitched leather and an instrument panel that nestles the tach in the lower right quadrant of the speedometer. And there’s an information screen to the left of those. It’s a compact, logical, and legible arrangement.
The center stack has three simple knobs for controlling the HVAC system and is capped by a pod that contains a double-DIN-size Pioneer audio head unit. If a buyer doesn’t like the standard stereo, Scion will have a dealer-swappable upgraded Pioneer unit and a navigation system available.
The thin-shelled, fabric-covered front seats sort of bend around any awkward body shape. The passenger-side front-seat rails are mounted slightly forward of the driver’s, and the dashboard on that side is slightly forward, too. The arrangement affords a bit more legroom for right-side passengers. A flotsam tray under the passenger seat is particularly useful if that seat’s occupant is a drooler.
Even with the passenger seat thrown forward for ingress, it’s a chore to get to the rear seat. It’s not roomy back there, but that there’s any space at all is a miracle of packaging efficiency and owes something to the engine placement. So the kids feel claustrophobic looking through the pie-slice rear windows? At least there’s an innovative rear-window airbag to protect their heads in a collision.
Damn, Dirty CVT
The 1.3-liter four has a 16-valve DOHC head, variable valve timing, and an aggressive 11.5:1 compression ratio, but it doesn’t have much sporting character and has to be wrung to its 6000-rpm redline to whip up the full 94 horses. The modest 89 lb-ft of torque is available a bit lower peak, at 4400 rpm.
But those pattering pound-feet travel through that cursed CVT. Other markets in which the iQ is sold as a Toyota—or as the shameful Cygnet—are blessed with a manual transmission, but here in North America there’s no choice. So jam a brick on the accelerator, and the iQ’s little engine runs to about four grand and sticks there as the car slowly engineers forward progress with a drone.
Every time the iQ is about to do something entertaining, the CVT intrudes and spoils it. Dive into a corner, the tires bite and…the transmission induces its drone of defeat and the car practically falls on its nose. Scion says the iQ will run from 0 to 60 mph in 11.8 seconds, but a better estimate might be a week.
Scions always seem to promise more fun than they deliver. (We hope the upcoming FR-S–based coupe will prove different.) But tune the iQ’s front struts and rear torsion beam a bit, bolt on some righteous rubber, tweak the engine to about 130 hp, give it a decent transmission, and this car could be a point-and-squirt legend.
Right now, it’s only frustratingly clever.
SpecificationsVEHICLE TYPE: front-engine, front-wheel-drive, 4-passenger, 3-door hatchback
BASE PRICE: $15,995
ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 81 cu in, 1329 cc
Power (SAE net): 94 hp @ 6000 rpm
Torque (SAE net): 89 lb-ft @ 4400 rpm
TRANSMISSION: continuously variable automatic
DIMENSIONS:
Wheelbase: 78.7 in Length: 120.1 in
Width: 66.1 in Height: 59.1 in
Curb weight (C/D est): 2150 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 11.8 sec
Zero to 100 mph: 50.0 sec
Standing ¼-mile: 18.5 sec
Top speed: 100 mph
FUEL ECONOMY (MFR’S EST):
EPA city/highway: 36/37 mpg
Subscribe to Car and Driver magazinePages:1PhotosStumble ItCommentsJoin the DiscussionRelated Stories »
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2012 Hyundai Accent - First Drive ReviewHyundai waves its magic wand over the tiny Accent and transforms it into a fine little car. Car and Driver Video »This Month in Car and Driver » Vehicles Trucks, SUVs, & Vans Sporty & Fun Sedans & Wagons Luxury Budget & Green Editor's Choice Most Researched Reviews In the Magazine From the Archives Comparison Tests Road Tests First Drives News Auto Shows Spy Photos Car News Car and Driver Blog Features Gear Box Interviews Tech Department Sport Awards Columns Features Buyer's Guide Editor's Choice: Trucks, SUVs, & Vans Editor's Choice: Sporty & Fun Editor's Choice: Sedans & Wagons Editor's Choice: Luxury Editor's Choice: Budget & Green Follow us Car and Driver RSS Car and Driver on Twitter Car and Driver on YouTube Car and Driver on Facebook Backfires Subscribe Mobile Digital Edition Newsletter Subscriptions Sitemap Contact Us Browse Cars for Sale Subscriptions/Customer Service Website Feedback Best Cars Luxury Cars Sports Cars Trucks Hybrids YouTube Twitter FacebookHFMU.S. Mens NetworkVisit other Hachette Filipacchi sites: Cycle World ELLE ELLEgirl ELLE DECOR Glo Premiere Road & Track Woman's DayCopyright ©2010 Hachette Filipacchi Media U.S., Inc., Terms & Conditions Privacy-Your Privacy Rights