BMW X3 gets a turbo four-cylinder

The turbocharged four-cylinder engine in the 2013 BMW X3 is rated at 240 hp.




BMW is expanding the use of its N20 turbocharged four-cylinder engine by making it the base powerplant for the 2013 X3 SUV.
The X3 xDrive28 will use the twin-scroll turbocharged 2.0-liter engine that produces 240 hp and 260 lb-ft of torque. Twin-scroll turbocharging means that the exhaust stream of cylinders one and four follow a separate path to the turbine wheel from cylinders two and three. It reduces back pressure at low engine rpm, improving throttle response.
BMW says the xDrive28i will go from 0 to 60 mph in 6.5 seconds, on its way to an electronically governed top speed of 130 mph. Fuel-economy ratings haven't been released.
In addition to the new engine, BMW has upgraded the list of standard features on the X3. Basic equipment now includes auto start/stop, Driving Dynamics Control with Eco Pro, a power tailgate and 18-inch wheels.
The stop/start system improves fuel economy by 3 percent, BMW says. The system can be switched off with a button by the ignition.
Driving Dynamics with Eco Pro mode can be accessed through the center console. The system improves fuel economy by optimizing drivetrain, heating, air-conditioning and electrical functions by dialing those functions back. It also displays driving tips on the iDrive and fuel saved as bonus miles added to range.
The X3 reaches showrooms in May and is built at BMW's plant in Spartanburg, S.C. The xDrive28i will cost $37,995, while the xDrive35i will cost $43,595, including destination and handling.

2012 Dodge Dart SRT4

Dodge has just unveiled the 2012 Dart at the Detroit Auto Show and there are already rumors about a more powerful version called SRT4 is already under development. The upcoming Dart SRT4 should arrive just in time for the 2014 model year as a competitor for models like Ford Focus ST. Prices will be kept under $30k.

Just like its standard Dart brother, the SRT4 will borrow heavily from te Alfa Romeo Giulietta. However, do not expect to see the same 230 HP 1.7-liter, turbocharged four-cylinder engine because its competitor, the Focus ST gets a total of 247 HP under the hood. This means that most like the upcoming Dart SRT4 will be powered by a turbocharged version of the 2.0-liter engine with the output raised in the 285 HP area.

Also the next Dart SRT4 will be distinguished by a meaner appearance that will include manner functional scoops and vents, an aggressive rear deck spoiler, stiffer springs and dampers, larger wheels, and upgraded rubber.

Car Ram-Rod

The one thing I appreciate, and always will- are car owners that modify a car that isn't commonly modified. Take the Honda Fit, for example. Swap a K20 in that, DUMP it, put some ridiculously wide wheels with super stretched tires, and you have tons of potential. My friend Rodrigo Garrido took the more conservative route, and turned his daily driven Acura TL into a head turner- but only to those who appreciate the tastefully modified. 

Now, when you see Acura TL you probably think- 'Oh, my dad has that car...that's cool. *rolls eyes*'. Rod set out to change that, to something that will make you do a double take, and put a slight smirk on your face. Mixing the early model TL with the later model TL type S front end/lip and rear tails, he maintained a clean OEM look that only appeals to those who know something about cars. He added an SSM decklid spoiler, painted to match, and fogs with an HID kit. No crazy air ride, no crazy fitment, no bs. Enough to make the car look good, sit pretty, and drive well.



Speaking of driving, i'm sure a TL isn't the first thing that comes to mind when you think sport. Maybe a Porsche, maybe a type R something or other- or if your mind thinks in dollar signs, an AMG or ///M series car. Rod made it very clear to me- and showed me, that this thing handles like a champ. He'll take the ocassional Touge run in the middle of the night on some nice windy back roads and really push this thing to the limit. He's caught air and been on two wheels on some of said runs. He heel-toes his way to work every day in this puppy as well. He's managed to balance proper daily driver for the morning commute, and a sleeper coming out of the apex on some twisties on the way home thanks to BC racing BR type coilovers, Progress rear sway bar, and CarSport shifter bushings.



Rod also added some random bits under the hood, to make those touge runs a little more exciting. Courtesy of Greddy, an EVO2 catback exhaust was dropped in alongside an ATLP V1 J Pipe, and an ATLP 3rd Cat delete- and of course, a cold air intake, specifically from fujita. Riding in it, and following it to the location we shot I can say it pulls pretty hard and is definitely a fun car. Rod states: 'I got fed up with the lack of reliability and build quality from past turbo cars i had owned so i wanted something fun, comfortable, roomy, with some nut- so i wnet back to what i knew would do the job well....Honda.'



Now arguably the cherry on the sundae are the wheels and the bang on fitment Rod pulled off. This is not dumped by any means, but it isn't 4x4- it's an acceptable ride height for a fun, good looking daily driver- but also maintains functionality for handling. Sporting 18x9.5" 5zigen ZR+520's all the way around, wrapped in 245/40 Dunlop SP600's, bolted on with 35mm blue RAYS engineering lug nuts- this silver fox is sittin' pretty. The bronze/brown color sets off the silver quite nicely as you can see, and contrasts the car well. It's not something that pops to the eye, but it's definitely a unique color that should be rocked more often than not. These wheels give Rod a nice wide wheel base and coupled with his 28/16 damper settings- makes this car even more fun to throw around in the corners.



Now- why a Honda? Why not, would be my retort. They build cheap, reliable, well built cars. Honda has an awesome motorsport heritage even stemming over to Formula 1 from the early 90's, building the multiple grand prix winning motor in Ayrton Senna's (RIP) McLaren MP4/4. Rod's dream car is an NSX- a car Ayrton Senna helped perfect the suspension on due to his close relationship with Honda during his 1988-1993 McLaren career. Not only are Honda's light and decently quick, but we all know they can take more abuse than a mexican prostitute on cinco de mayo.



If your father or mother does own a TL, show them this. See what they think. Their reliable, comfortable, daily driver with a mildly aggressive wheel set up and some engine mods to give it some cojones. Some might be against it, but I bet some dad's will like it. Look out kids, daddy might be stealing your wheels.



Rod is also selling the car, if interested, contact him via facebook. He's chasing after his dreams, and saving for a completely mint NSX. This is a good example folks. Dreams don't come true by sitting on facebook, or your favorite automotive blog (obviously Klutch) all day. Now go make your dreams happen...whatever that may be.
On that note, until next time- I bid you adieu.

Exterior:
-07-08 TL Type S conversion w/ Type S lip
-07-08 Fogs with 3000k 55w hid kit
-5000k low beam bulbs
-ZKW-R lenses
-Blacked out and partial diffuser shave
-04-06 A-Spec sides and rear
-07-08 Base tails
-Painted decklid spoiler
-18x9.5 5zigen ZR+520
--245/40-18 Dunlop SP600 w/
-Rays Eng. 35mm blue lug nuts


Interior:
-iSimple
-S2000 CR shift knob
-Strut King Type S pedal covers

Engine:
-Greddy Evo2 catback
-ATLP V1 J pipe
-ATLP 3rd cat delete
-Rhinolined Fujita CAI

Suspension:
-BC Racing BR Type coilovers 28/16 (damper settings)
-Progress rear sway bar
-CorSport shifter bushings
-07-08 Type S Steering rack + Power steering pump

First Drive: 2012 Toyota Camry will keep fans happy but faces tough competition

 
Having expectations for a Toyota Camry is like expecting a bowl of pudding to rock your world…it just really doesn’t happen. That’s because when car enthusiasts think of the Toyota Camry, they immediately default to “appliance, white good,” but most of all: boring. However, Toyota Camrys of the past have charmed in their own individual ways despite their humdrum driving characteristics. In other words, they were likened to the household appliances that rarely ever saw use; but, whenever you used them, you were glad you spent the money. The unfortunate bit was that if you were to talk about such an experience amongst your friends, you’d most likely see them struggling to avoid yawning at you.
Getting back on topic, for instance, the Toyota Camrys of the 1990s were well known for being outstandingly well-built and good value for the money—despite their numb driving experiences.
But as time progressed, their build quality cheapened in bids to become the world’s most prominent automobile manufacturer. And they accomplished it for some time, but at the expense of the quality of their products. The last generation Camry was heavily criticized for its cheaply built interior. Yet, the Camry still provided a refined and relatively comfortable driving experience. Optioned out with the SE “sport” variant and the 3.5L V6 and the Camry subtly rewarded with a silky V6 and a firm and compliant suspension setup that came damn near close to the European standard. It was like finding out that the geeky schoolgirl in your chemistry class was actually a supermodel. Hence the reason why the first variant I sprung to test drive at the East Coast US world-debut of the 2012 Camry in New York was the all-new Camry SE V6. So, can the new 2012 Toyota Camry charm in its own way while addressing the concerns of the previous model? Well, let’s find out.

Armed and ready to go with a stomach stuffed with cheddar sliders that Toyota was so kind enough to offer for lunch that day, I set off to conduct my short review of the 2012 Toyota Camry SE V6.
Beginning with the visuals, I stood waiting for my food to digest, trying to figure out things to say about the all-new design. However, I struggled because, well, there wasn’t really much I could say. It’s as anonymous and inoffensive as Toyotas were of yesteryear. Despite this, I would still have to say that the new design is better looking than the previous generation, if that’s saying anything. But it’s “who me?” looks still can’t hide the hints of quirkiness in the design. For instance, the very high and squared off shoulder line and trunk mimics that of the lesser Toyota Corolla, which is a pretty stodgy looking car already. The SE “sport” variant differs itself from its siblings by more aggressive bodywork, a rear deck spoiler and sporty five-spoke wheels. And even though it helps the new Camry look a little better over its other siblings, I still prefer the controversial looks of the previous generation in equal guise.
The inside equally maintains the similar but inoffensive looks. Last year’s interior was criticized for being heavy on the cheap plastic. However, Toyota has appeared to have made some considerable changes. The first thing that stuck out most was the rather “upscale” feel that the new design was exuding. Just from looking at the dashboard, I almost felt like I was in an entry level Lexus. The top of the dash was covered in what felt like leather and its black color was contrasted nicely with soft white stitching. Not a bad touch. However, as soon as the fingers hit some of the surfaces, those impressions immediately changed. Hanging out of the glove compartment was a little tag that insisted the 2012 Camrys were only preproduction models and that some of the materials weren’t production spec. But boy, was it obvious. It was unnervingly easy to decipher where Toyota spent the extra dough to dolly up the insides and where they kept the cheap materials. For instance, after reaching for the dash, I felt around the lower panels and the ones where skin-to-surface contact was less frequented. The difference in the quality of the materials was substantial. I hope Toyota remedies that contrast before launch.
As usual for Toyota, ergonomics and control layouts were easy, legible and a breeze to operate. Debuting for the first time in any Toyota was their new Entune system, which can be compared to examples such as Ford’s Microsoft Sync infotainment system and Chevrolet’s MyLink. After playing with Ford’s in their new Edge, Chevrolet’s in the new Volt and Toyota’s new Entune, Toyota and Chevrolet have to score equally for ease of use in my book. But the quicker loading speeds and smoother operations in Chevy’s MyLink still put it at the top for the systems of its kind thus far.

Because it was a warm and muggy 85 degrees out, I hit the starter button and the car didn’t shake one bit to bring the smooth, silky 3.5L 2GR-FE V6 to life to put the HVAC on full blast. I put the shift-gate into D and set off. The 3.5L V6 is a carry over item from the last generation Camry. Featuring the usual jargon such as Toyota’s Dual VVT-i variable valve timing, the 268hp and 248 lb-ft of torque made merging on to the aggressive traffic of the Grand Central Parkway a breeze. The six-speed automatic provided smooth shifts and was designed to always be in touch with the power band. The result is seamless power delivery and a rather enticing engine note. Now, I am one to give credit where it is due and I respect Toyota for maintaining the V6, while its other counterparts have shifted to all four-cylinder models such as the Buick Regal and the Hyundai Sonata. And of course, because of the extra two cylinders, the V6’s 21/30 city/highway fuel economy falls slightly short of the competing four-bangers.
As I traveled down the horribly worn surfaces of the Grand Central, the Camry’s usual expectation of comfort over anything was obviously apparent despite the SE’s firmed up suspension. However, there were quite a bit of differences between the new 2012 Camry SE’s setup and the previous generation’s setup. For one, thanks to new suspension geometry and tuning, the new Camry feels more precise and controllable than the previous version. However, because the ride is not as stiff and the car does indeed feel more solid, the new V6 Camry seems to have lost some of the edge that made the previous generation so shockingly interesting. Unfortunately though, the steering, while heavy, still remains to be as dead as a rock with an awfully unnatural feel in terms of progression. I would go as far as saying that the previous generation’s tiller offered a tad bit more feeling than the new one.

Altogether, the new 2012 Toyota Camry V6 isn’t ground breaking, nor was it as shocking as the earthquake that occurred on the East Coast US on the day of the world debut of the Camry—oh the irony. But because Toyota heavily advertises their products—like the Camry—as being reliable, dependable and safe appliances, they will still sell by the millions. However, what could be said about the new 2012 Camry SE V6 is nothing really to write home about. Back in the glory days of the 1990s, the Toyota Camry was a trendsetter for being outstandingly well-built, dependable, cheap and reliable to own. But it seems like the tides have turned and Toyota is making the Camry to run with the current standards made by the competitors—rather than setting the standards for the ones that chased after the Camry in the first place.
And to be brutally honest, as refined and surprising as the new 2012 Camry V6 SE is, there are much better choices suited for more specific needs. For example, those seeking a far more sporty and attractive drive can opt for the Honda Accord, the Ford Fusion, the Mazda6 or the Nissan Altima. For drivers looking for a more luxurious drive can look at the Volkswagen Passat. And for those looking for a better all-around package, there’s the Hyundai Sonata. Not to mention, the Chevrolet Malibu has yet to come out, which promises to set a new standard for refinement and quality for the segmeng. But until then, for everything else, there’s the 2012 Toyota Camry.

Review: 2011 Chevrolet Cruze is a quality compact segment competitor

 
Never have I ever said anything spectacular about a Chevrolet product during my time on Earth thus far, halo cars Camaro and Corvette aside. And I thought this while playing the juvenile game with a couple of friends and trying to mack it with the girl sitting next to me – I guess this reassures that my auto enthusiasm is still very much healthy. Anyway, trying to figure out what to say about the new German/Korean/American collaboration called the 2011 Chevrolet Cruze top-spec’d to LTZ trim, I thought long and hard about the opening statement I made.
And it’s true. I grew up when Chevrolet offered the Cavalier and the Cobalt, both of which were so absolutely terrible that I dreaded even getting one as a rental when traveling abroad. Not to mention, the woefulness extended further than Chevy’s entry-level lineup. I’ll bet many others my age and even a little older have a general distaste for the nameplate because of the cars we remembered the brand for making. But truth be told, Chevrolet – or GM in general in fact – has made a huge improvement after filing for Chapter 11 back in 2009.
GM swears that their first effort post-restructuring is a world-class leader in its segment. That first effort is the Chevrolet Cruze. GM’s at-the-time president of North American operations said about the Cruze during its press release: “people will buy it not because it’s cheap, but because they like it.” So can the new 2011 Chevrolet Cruze own up to all of the hype that it has generated? I don’t know about you, but I would like to know.

2011 Chevrolet Cruze Specifications:

• Style: Compact Sedan.
• Drive Type: Front-wheel-drive.
• Seating Capacity: 5.
• Base Price: $16,525 (Base model).
• Price As Tested: $23,995 (Chevrolet Cruze LTZ).
• Engine: 1.4L turbo DOHC inline 4-cylinder – 138-hp at 4,900 rpm / 148 lb-ft of torque at 3,800 rpm.
• Transmission: 6-Speed Automatic.
• 0 to 60 mph: 8.9 seconds.
• Curb Weight: 3,102 lbs.
• Fuel-economy (city/highway): 24/36 mpg.

All Photos Copyright © Omar Rana and Nikolina Kostrevski - egmCarTech.

Exterior:

So let’s start off with the looks. I will have to say that in this segment, the aesthetics trophy will have to be tied between either the Ford Focus or the Hyundai Elantra. Now I’m not saying that the Chevrolet Cruze is so butt-ugly that I’d rather stare at the lovely cheeks of a baboon. But the Chevrolet Cruze isn’t particularly striking like the other two are. I do have to admit though that the top-spec LTZ model is subtly handsome in a more sophisticated, yet conservative way thanks to its larger 18-inch wheels and subtly more aggressive bodywork. But it can’t match the modernity of the Ford Focus or the swoopy and seductive lines of the Elantra. If anything, the Chevrolet Cruze elicits responses such as “not bad” or “pretty good,” but not quite “OMG IT’S AMAZING!”

Interior:

I would have to say that the interior of the Cruze is by far the best of the bunch…

The inside is a much different story. While the Ford Focus and the Hyundai Elantra both try to keep their interior modern featuring designs that can come off as a bit odd, the Chevrolet Cruze’s interior I think tops them all with a proper balance of modernity, aesthetics, ergonomics and most of all, build quality. That’s not to say the Elantra and the Focus aren’t well put together. But using “build quality” and Chevrolet in the same sentence never exactly evoked any positive comments from Chevrolet’s of the past. With the Cruze, it’s the complete opposite. I would have to say that the interior of the Cruze is by far the best of the bunch, overshadowing even the previous leader in initial interior build quality, the Volkswagen Jetta. All of the materials and surfaces made you think that you were in a car that cost at least a good $10,000 more than the Cruze’s sub-$20,000 price.

Performance:

So things are starting to shape up pretty good for the new 2012 Chevrolet Cruze LTZ. But driving is where things begin to get a bit choppy. Power is supplied by GM’s new global four-cylinder that was co-developed with GM of Europe’s Opel brand. It’s a turbocharged 1.4L EcoTec four-banger that produces about 138-hp and 148 lb-ft of torque. Sounds ok, but then you ponder whether you can get a faster, more powerful engine. Therein lies problem number one—the 1.4L engine is the only engine offered other than the 1.8L naturally-aspirated engine in the base model. It’s obvious through Chevrolet’s marketing and advertising that fuel economy is a primary concern and it’s very apparent with the new Cruze. Zero to sixty comes up in a not-so-class leading 8.9 seconds and to make things worse, only a six-speed automatic is offered.

The ride quality and body control are truly class-leading for their abilities to give the Cruze the feeling of a much more upscale automobile.

Granted, the six-speed auto comes with a manual shifting function. But either way, the combination is far from engaging. Firstly, the engine seems like it’s always straining. Actually, to make things easier to understand in plain English, the Cruze is a bit sluggish. Because the six-speed is programmed towards achieving higher fuel economy figures, upshifts are always earlier forcing heavier pedal action, which results in consistent gear hunting. Not to mention, the transmission’s response to heavier throttle inputs can come across as a bit lethargic. Thankfully, the engine doesn’t rattle up the cabin too much but because the workhorse will be revving so frequently, it’s not exactly pleasant either. The benefit to all of this focus on fuel economy though is an EPA rated 24/36 mpg. On the complete upside, handling and ride quality, much like the interior, seem to be strong suits. Although it is far from the connected and enthralling liveliness of the Mazda3, the Cruze still makes a statement for itself for a decent blend between the two. Approach a corner and body motions are very well controlled with little to no waft. Factor in some scenarios with different road surfaces and varying bank angles, the Cruze manages to handle like a champ evoking more confidence than you’d expect with equally the amount of composure. It was very much a surprise most notably considering GM’s choice to use a cost-cutting torsion-beam rear axle with a Watt’s Z-Link from the Opel Astra. The electronically-powered steering is sufficient for the moderate cornering but is way too fast and eager for spot-on accuracy with turn-ins. The quick ratio allows for ease of use at low speeds for instances like maneuvering around parking spots. But 90% of the time, you’ll find yourself turning-in way too quickly when the pace quickens up on the corners. Even in day-to-day driving, the quick steering still required some getting used to. Make your way to the highway however, the Cruze manages to pull off the title as being the best long-distance cruiser of any car in its segment. The ride quality and body control are truly class-leading for their abilities to give the Cruze the feeling of a much more upscale automobile.

Overall:

When compared to the competition, the Chevrolet Cruze is undoubtedly a serious player in the segment of econo-sedans and this is quite a statement. After conducting some research of Chevy’s past attempts at econo-sedans, it seems that success in the segment never really went well for Chevrolet’s attempts. And this dates back to the days of the loathed Chevette and Cavalier. As history tells us, the Japanese invented and set the standard for the economy sedan by establishing the basic formula of what should define an economy sedan. Over time, many companies have taken that formula and attempted to create their own versions. For instance, the Mazda took the econo-sedan to a new level by showing the world: economy sedans don’t have to be boring to drive. That said, the Cruze takes the basic formula, adds class-leading interior and ride quality and not-so-terrible handling characteristics, thus making it a competent competitor.

Ultimately, the Cruze should be a statement: an expression of ambition and boldness with consideration of the people’s needs—and it is.

Unfortunately, competent is the only way to describe the Cruze as a whole because of the lack of a more powerful engine, less than stellar driver engagement and conservative aesthetics. This is particularly important because the Cruze is a vital car for the brand because it appeals to a segment that reaches out to such a large crowd. Ultimately, the Cruze should be a statement: an expression of ambition and boldness with consideration of the people’s needs—and it is. Though it is one that speaks more to the average consumer than one that speaks to the enthusiast. It shows that Chevrolet can make a decent economy sedan and one that is perhaps the first ever for the brand. But because it speaks more to the average consumer than the enthusiasts and I for one being a diehard enthusiast—the Cruze rates above average in my book. As part of my recommendation and the purpose of this review, I would say those seeking a more engaging driving experience should go for the Mazda3. Those who want an option for a diesel and near-German build quality can opt for the Volkswagen Jetta. Buyers who seek more of a fashion statement can opt for the Hyundai Elantra. And if you just flat out don’t care, you should look into the given Toyota Corolla or Honda Civic.
And of course, let’s not forget about the new Ford Focus, which is the current segment standard. Either way, the Cruze poses as a good default model for the segment. In the bigger scheme of things, the Cruze represents that Chevrolet has at least mastered the basic formula of a quality economy sedan for the first time in its history. Hopefully for the next Cruze, the brand would be more interested in considering a more enthusiastic approach. Combine that with the qualities of the existing Cruze and Chevrolet could easily top the segment in my opinion. It’s a start.