Completely redesigned for the new model year, this crossover sport utility vehicle provides an upgraded interior while still offering a modest base price ($18,995).

Motor Mouth recently tested the Tucson Limited AWD PZEV, the model’s top trim line.

On the outside, the Hyundai Tucson features a medium-sized hood and protruding grille that lead back to 10-spoke alloy wheels, as well as front doors outfitted with folding side mirrors.

All the way back, my test car came standard with a keyless entry hatchback and a handy rear wiper.

Inside, the Hyundai Tucson Limited mixes family friendly durability with some upscale amenities.

The Limited comes standard with heated front seats, a dual-zone climate system and an seven-way electric seat adjuster on the driver’s side.

My test car also came standard with decent but not incredible stitched-leather finishes: Black leather on the steering wheel and gear shifter and brown-leather covering the seats.

My test Tucson also included an optional $2,850 Premium Package that added a upgraded AM/FM/XM/6CD/iPod stereo, a touchscreen GPS, a panoramic sunroof and a backup camera.

The Tucson’s front seats provide good headroom, legroom and hiproom for both driver and passenger.

In back, 60/40 split fold-down rear seats likewise offer good headroom and hiproom, while legroom is pretty good but could be better. (These seats can easily accommodate three children for highway rides, but three adults would probably find anything more than a 30-minute trip taxing.)

All the way back, the Hyundai Tucson’s 25.7-cubic-foot cargo area can hold perhaps two big suitcases and four knapsacks.Or, you can fold down the model’s rear seats to create a generous 56-cubic-foot space - enough to hold a tent or other bulky items.

On the road, my test Tucson’s four-cylinder engine, all-wheel drive system and six-speed automatic transmission teamed up to produce a firm but pretty good ride.

The model corners and brakes well, while backing up and parking are fairly good thanks to the Tucson’s backup camera, relatively modest size and good sightlines. (Although the vehicle lacks a big SUV’s “high-up” road view, the Tucson’s medium-sized windshields offer good visibility.)

The vehicle’s 170-horsepower engine accelerates acceptably, although my test car revved a tad noisily to 5,800 rpm just to go from 0 mph to 40 mph.

As for fuel economy, the EPA rates the Tucson AWD PZEV at 21 mpg/city and 28 mpg/city. During a week of mixed test drives, Motor Mouth logged a pretty good combined 22.1 mpg city/highway.

However, it’s pricing where Hyundais really shine.

The Tucson’s $18,995 base sticker handily beats that of the $21,545 Honda CR-V, $21,675 Toyota RAV-4 and $22,615 Chevrolet Equinox.

The bottom line: The 2010 Hyundai Tucson is a well-priced, nicely updated player in the highly competitive compact-SUV market.

Although the well-regarded CR-V and RAV-4 dominate this popular segment, anyone looking for a small SUV should definitely check the Tucson out.

Test drive: Information about the 2010 Hyundai Tucson:

Base price: $18,995

As tested: $29,590

Type: all-wheel-drive five-passenger compact SUV

Engine: 2.4-liter four-cylinder engine (170 horsepower)

Transmission: six-speed automatic

Mileage: 21 mpg/city, 28 mpg/highway

Built in: South Korea

He said that HMIL’s norms of standard do not permit manufacture of a small car like Nano.

The senior officials were here in connection with the inauguration of HMIL’s second dealership in Thrissur district - MCP Hyundai - at Thrithallur on NH 17 on Friday. Promoted by M C Mohammed Kutty, the new dealership is spread across a built up area of 44,000 sq. ft with sales, service and spares facility and will showcase the entire range of Hyundai cars.

This is the 19th dealership in Kerala taking the total number of dealers in the Southern region to 46.

The HMIL officials said that currently the company enjoys a market share of 20.6 percent in the South and 16 percent in Kerala, which the company hopes to increase to 22 percent and 20 percent respectively by the end of the current year. The company sold 19,603 units in Kerala last year.

They said that HMIL registered t o t a l s a l e o f 5,59,880 vehicles last year, which is an increase of 14.4 percent over 2008.

In the domestic market, it clocked a growth of 18.1 percent as compared to 2008 with 2,89,863 units while in the overseas market, its sales grew by 10.7 percent with export of 2,70,017 units.

With the commissioning of its second plant in February 2008, the total production capacity of HMIL has gone up to 6,00,000 units per annum now.

This is certainly a great achievement for the Maruti Suzuki India to celebrate. It is also the best year to set milestones considering the boom in the auto sales.

No more does one have to be a manager pushing 40s to drive in luxury, today young professionals are hopping onto a Merc or a BMW much earlier in life at around 25-35 years.

Debasish Mitra, director, sales and marketing for Mercedes Benz India, said the average age of clients over the last couple of years has dropped from 40s-50s to mid-20s and mid-30s for his firm. “They mostly buy the C class which comes for Rs25 lakh onwards. It has gizmos like I-pods in it and the colour red is the preferred one compared to the stately hues of black and steel grey preferred by the more senior customers.”

Easily available bank loans and careers that pay more along with more awareness and change in lifestyles according to Mitra are some of the main reasons for the change.

Dhimant Kothari, manager – research for the Mumbai-based Credit Analysis & Research Limited (CARE), that the buying age has definitely gone down and double incomes, nuclear families without financial obligations and the availability of more car models are the prime reasons for the growth.

“Customers earlier had to import all the fancy cars for 100% duty but now models are made catering to the Indian roads making them much more suited and accessible.”

An Audi dealer, who spoke on condition of anonymity, said the young buyers are primarily builders, architects, software engineers and entrepreneurs.

The Audi A4 with flashy headlights which comes for Rs30 lakh is the main draw for them and around 30% of the customers are youth.Experts also pointed out that often parents who are well established give their children luxury cars which in turn increase the number of young owners driving these vehicles.

The Traverse looks good and has an overall shape that is pleasing. The distinctive touches of Chevrolet are still three, as can be seen in the taillights, the split mesh grill and the obvious gold bow-tie. The Traverse probably would have broken sales records if it had not been for the downturn in the economy. It is an affordable midsize SUV that continually ranks high in almost all rankings.

The Traverse is a fairly unassuming family vehicle. GM planned it as a replacement for their Uplander minivan, so it is somewhat non-descript except for its capabilities A few may call the Traverse “stylish”, but it will not capture the eye of the average person.

The interior of the Traverse is, shall we say, large? Actually, it is really, really big. There is a lot of space, even behind the second row seats. It almost looks like it can carry as much of your stuff as a full-size SUV. The second row is back far enough so that there is some decent leg room for passengers. But if there is a need for more cargo area, the second row seats fold down flat. There is a third row, but it might be a little tight. Most folks will leave this third row seat down for the cargo area and simply use it if it is really needed. The dashboard has been designed so that the gauges are housed in two configurations under a curved cowling look above the steering wheel. They are easy to read and the controls are fairly instinctive.

The power plant for the Chevy Traverse is a 3.6 liter V-6. It provides 281 horsepower, which is more than adequate for almost anything except heavy towing and heavy duty work trucks.. It is rated to tow a little over 5000 pounds, which should pull most boats or campers. There is a slight bump-up to 288 if the LTZ trim level is chosen, but that is the top-of-the-line in trim levels. Mileage rates are about 16-17 for the city and 23-24 for the highway. The standard configuration is front wheel drive, but there is an All-Wheel Drive mode available.

The base trim level is the LS model, which starts about $29,700 MSRP. The LT trim starts about $31,550, and the LTZ starts about $39,800. All the standard features are present, such as anti-lock brakes, front and side airbags, full length curtain airbags, traction control, stability control, and tire pressure monitoring. These are the obvious “make it look good so it will sell” items. These are the safety features that protect the driver, the family members, and other passengers. Other standard features include steering wheel controls, cruise control, a great audio system, and tilt & telescoping steering wheel. Other features available include a rear entertainment system, leather seating, navigation system, heated seats, dual sunroof, and more.

There is a whole lot more I like about the Chevy Traverse, especially the smooth ride. In spite of the economy, there will always be those who are looking for an automotive product that will meet their needs. I think the Traverse will appeal to a wide variety of buyers, especially because of its capabilities. It is a great alternative to a pickup truck for hauling, yet it can carry 6 or 7 passengers with ease. It is going to be a winner. Check it out at a General Motors dealership yourself.

There are two engine choices: a 2.7 litre four cylinder and a 3.5 litre V6, and you can choose from front-wheel-drive or all-wheel-drive. My tester had the latter engine with FWD, but the former may be the largest in-line four-banger on the market these days. Normally, manufacturers run into all kinds of engineering issues when four cylinder engines get up into displacement this large….usually in the form of vibrations and harmonics. Big in-line four cylinder engines tend to rock and roll and often need internal counter-balancers to smooth everything out. I haven’t had the chance to drive the I-4 model yet, but I’d like to just to see how Toyota has dealt with this problem.

But back to the Toyota Venza V6. This engine is used elsewhere in the company’s model line-up, and in this configuration, develops 268 horsepower. It’s mated to a six-speed automatic transmission only, and features things like a transmission cooler, adaptive shifting, and a Hill-Start Assist Control. This last item prevents the vehicle from rolling backwards when you’re stopped on a hill and has been used by Subaru for years, albeit in a slightly different form. It’s standard on all models. The adaptive shifting feature, meanwhile, will hold the transmission in a lower gear when climbing a hill under load as well as automatically dropping it down to a lower gear when descending. Also a common feature with many manufacturers these days, but welcome, just the same.

What struck me about this drivetrain was how lively it was. Despite its 1755 kilogram weight, the Venza is blessed with all kinds of snap and this engine redlines at 6200 rpm. Kick it down into passing gear and you’ve got a rocket on your hands, with maybe a titch in the way of torque steer when driven with enthusiasm. The V6 version can also tow up to 1587 kilograms and, like all Toyota V6 powerplants, is smooth, quiet, and civilized.

Reasonably high standard equipment level as well. For its just under $30, 000 base price, the Toyota V6 model comes with a climate control system, heated mirrors, tilt/telescoping steering, power adjustable driver seat, cruise control, power door locks, and a full tank of gas. All kinds of airbags to front, side, side curtain, and knee….front and back. Surprisingly, heated front seats are an option. My tester also had the “Premium” package, which includes a back-up camera, a decent-sized power sunroof, and power rear door.

The Venza seats five, and the back seats fold down 60/40 fashion, either via a couple of levers located on the sides of the rear cargo compartment or by pulling up on a lever on the sides of the seats themselves. Again, kind of cool and simplicity itself. So many vehicles of this stripe make you struggle when you want to open things up and I’m surprised someone hasn’t thought of this before. Full marks here.

In fact, there’s isn’t much to complain about inside, period. The shift lever is set halfway up the centre console and is easy to get at and quite usable. I was slightly surprised Toyota hasn’t installed a column shifter here, but it doesn’t seem to make much difference either way. A multi-information display is located atop the dash and it tells you things like outside temperature and whether or not one of the doors is ajar. You can also adjust the size of the display itself, which is kind of cool. After I had driven this car for awhile, it struck me how thoroughly Toyota has mastered the craft of making automobiles. I’m not sure the market needs a rig like the Venza, but either way, Toyota knows what customers want and gives it to them. In this case, I suppose the Venza is aimed at those folks who want a bit more room to carry stuff, but have had it with mini-vans and oversize SUVs.

Aside from the fact that the wheels look kind of freakishly large and the V6 is a little headstrong under hard acceleration, I can find little to complain about with the Venza. It’s easy to get in and out of, comfortable once you’ve settled in, reasonably roomy, and smooth in operation. Some may find the interior fittings a little on the bland side, but that’s not news. Toyota has always aimed for the middle ground and mainstream buyers; it knows its markets and the current economic downturn notwithstanding, has the numbers to prove it.
Source:[shangshung-usa.org]

The luxury package is the most widely available. It is also the most reasonably appointed compared to the other packages - except for the decked out premium package, of course. With the 2010 Cadillac SRX luxury package you get leather seating, wood trim, a programmable power lift rear door, and optional Bose speakers for your 2GB music storage with complete media-player compatibility. The extra large Ultra View sunroof comes with all luxury package 2010 Cadillac SRXs. The sunroof opens completely over the front of the car and is glassed in over the rear seats.

The 2010 Cadillac SRX has the same power as its predecessor, but the fuel mileage is much better. The V6 fuel injected engine delivers 265 hp at 6950 rpm, and it gets an average mileage rating of 18 mpg in the city and 25 mpg on the highway. You can get an optional turbocharged V6 that gives you 300 hp if you expect to need a little more power from your 2010 Cadillac SRX.

The 2010 Cadillac SRX performs admirably in city and highway driving. It is comfortable enough for long drives with the family, but it is also easy to maneuver through tight city driving situations. The short sidewall tires give it a little more bounce than necessary on bumpy roads, but on smooth roads the 2010 Cadillac SRX glides very smoothly. This would be an ideal vehicle for anyone who lives where there is a lot of snow in the winter. It has a great ability to grip the road on uneven terrain, and it has a very stable center of gravity that keeps it balanced nicely.

Making matters more challenging, BMW’s rivals kept getting better during the current 5’s reign, with Audi’s A6 really stepping up to take a significant chunk of a segment once ruled by the 5 and Mercedes E, while the latter car has recently been transformed from oh-so ordinary into out-and-out breathtaking. The Japanese haven’t been sitting still either, Lexus building an excellent GS and Infiniti an even more competitive M, while even Hyundai has brought forth a bona fide 5-fighter in its Genesis sedan. Truly, there’s no better time for BMW to launch an all-new 5 to do battle against growing competition and try and win back a league of disgruntled previous owners who wouldn’t be caught dead behind the wheel of the current generation.

There is only one more important car in BMW’s North American lineup than the 5, and the 3-Series sedan won’t be completely updated for another couple of years. Instead the 5 has gone under the knife and the results are clearly positive; the transformation from one of the oddest looking premium midsize models to one of the most attractive, now featuring young looking surgically enhanced eyes where those aforementioned granny glasses previously wrapped around its less muscular front fenders. The new 5 is all about muscularity, a masculine look that will be sure to ring true with traditional BMW fans. That in mind, its taillights pay tribute to those on one of the most beloved 5s of all time, the third-generation E34 (1988-1996), while the headlight design pulls cues from the new 7, the car it shares its overall architecture with.

At 2,969 mm (116.9 inches) the new 5 is just over 100 millimeters (four inches) shorter than the regular wheelbase 7, but it’s still longer than its main rival from Mercedes-Benz, the E-Class sedan, which measures in with a 2,873-mm (113.1-inch) wheelbase. That gives the 5 more interior space, especially in back where it’s traditionally come up a bit short, and should translate into better ride quality too with greater high-speed stability.

The new F10 (BMW’s internal code name for the newest 5… and if anyone in Munich had ever seen photos of the Datsun that went by the same alphanumeric name they would’ve never allowed it) will get electric power steering assist, which reduces parasitic power loss while enhancing efficiencies, although this may give the new car different steering feel than what BMW enthusiasts are used to. So far, however, 7 Series buyers have not complained about the new steering system, and neither have many professional pundits. As for my experience behind the wheel of a couple of new 7s, BMW has somehow managed to add feel to a system that gets criticized for its lack thereof all too often. The F10 also offers optional active rear-wheel steering, plus an adaptive damping system and active roll control to improve handling.

Improved handling is good, although off-the-line performance is where BMW can improve its 5 most easily. The new 5 will be especially quick as it gets a 300hp turbocharged inline-six in 535i guise, although not the same one we’ve all come to know and love in the last few years. Gone is the twin-turbocharged system currently available on the 135i, 335i and outgoing 535i, replaced by a new engine featuring a single twin-scroll turbo. BMW’s Valvetronic variable lift system is included too, making this the first application of Valvetronic and turbos working together. This combination still produces 300hp and 300 lb-ft of torque, and should make for an excellent entry-level powertrain.

When the 550i nomenclature is fitted to the rear trunk lid the same 400hp twin-turbocharged V8 as already found in the X6, 750i and 550i Gran Turismo gets stuffed under the hood. A marvelous engine, it pulls relentlessly in these heavier cars so should feel particularly energetic in the new lighter weight 5 sedan.

No matter which engine you choose, BMW’s ultra-smooth, quick-shifting 8-speeed automatic gets the nod, other than in base six-cylinder guise where a 6-speed manual comes standard, unique in the midsize premium market. BMW says it will add a normally aspirated version of the inline-six with 240hp late next year, an engine that will be tuned with fuel economy in mind. No doubt, diesel fans will be hoping for a 535d variant, but BMW is hush on this if it is indeed in the cards.

If you like the look of the new 7’s interior then you’ll probably like the new 5, as it’s a cleaner, less cluttered place to be with more flowing lines atop the dash. Everything points towards the driver, as it should be in a BMW, and the overall design is extremely attractive. iDrive continues to be part of the package, like it or lump it, but this is now generation-four and should therefore be more intuitively designed. It connects through to an LCD display on the centre stack that also houses audio and climate control info. A 7.0-inch display comes standard, while a 10.2-inch display can be had as part of the navigation package.

Technology in mind, the new 5 also becomes the first BMW, outside of its new hybrid models, to boast brake energy regeneration. Why? By recouping power from braking and storing it in a heavy duty glass-mat battery pack, it’s there to run ancillary functions while reducing electrical load from the engine, where fuel is needed to create it. After all, BMW has created the technology for its hybrids, so why not use it. It also makes sense that a hybrid version of the 5 will be made available soon, no doubt dubbed ActiveHybrid 5.

And now that we’re hypothesizing, an M5 will be in the cards of course. And while it might at first appear less technically advanced than the current V10-powered car, no one should scoff at a twin-turbo V8 making upwards of 500hp, especially if it makes a little more torque than the current offering.

The new 5 will likely prove extremely popular, and due to a more traditional design, should resonate well with longtime BMW fans. I, for one, am pleased with the design direction BMW is adopting, a subtler approach that might not be as avante garde as the current car, but certainly promises greater staying power that should result in stronger residual values. Yes, it’s all good.
Source:[driving.ca]

Power will come from a modified 3.0L inline 6-cylinder with an extra 22-hp for a total of 322-hp and 332 lb-ft of torque. The 335is will come standard with a 6-speed manual transmission but will get an optional 7-speed double clutch automatic.

Other modifications include a sports exhaust system with black chrome tailpipes, M sport package, rear bumper diffuser insert in body color, 18-inch alloy wheels, high output cooling fans and the fog lamps have been dropped for additional engine cooling.
Source:[egmcartech.com]

It would be reasonable to expect that Ford might pass over the Mustang and instead devote more attention to its other models since it’s fresh off a comprehensive revamp for the 2010 model year. However, that’s not what is shaping up in the House That Henry Built.

For 2011, the Blue Oval is introducing a new 3.7-liter V6 Mustang that should give it the firepower and refinement needed to take on Chevrolet’s six-cylinder Camaro and Hyundai’s upstart Genesis Coupe. But it isn’t just the spanking all-aluminum powerplant and its 305 horsepower and 280 foot-pounds of torque that’s making the scene for the forthcoming model year. In addition to the Cleveland-sourced mill, there are a pair of fresh gearboxes, a new V6 performance package, and a host of nip/tucks to the interior and elsewhere.

Now, we could grouse on behalf of 2010 MY ‘Stang owners everywhere that these upgrades weren’t part of last year’s mid-life updo, but instead, we’ll just be happy that these advancements are arriving at all.

Despite being smaller than the outgoing 4.0-liter V6, the dual-overhead cam 3.7-liter’s horsepower and torque ratings represent massive improvements over the 2010 model (305 HP dismisses 210 HP and 280 lb-ft. plays 240 torques). In fact, that’s more horsepower than the 4.6-liter V8 Mustang made just a few years ago. While the 305-horse figure only allows the Mustang to pip the crosstown Camaro by a single all-important stallion in the pony car bragging wars, Ford says the powertrain will be good for 30 miles-per-gallon on the highway when paired with its new six-speed automatic, also one notch better than the Chevy.

That impressive fuel economy figure isn’t just the result of the new engine — a suite of new pieces have been developed in order to maximize performance, including a revised air intake, a pair of new six-speed transmissions (both automatic and manual), electric power steering, and even some aerodynamic tidying, including a revised front fascia, deeper front air dam, rear-wheel tire spats, different underbody shields, and a new rear decklid seal.

The Heart Transplant

Despite those incremental improvements, the centerpiece of the 2011 Mustang is obviously the 24-valve Duratec V6, and it includes Twin Independent Variable Camshaft Timing (Ti-VCT) and polished buckets and roller finger followers in the direct-acting mechanical bucket valvetrain, among other features. Ford officials promise that V6 buyers won’t miss the roar of the V8’s extra cylinders thanks to a retuned air intake and throaty standard dual exhaust. At the sneak-peek event for this new Mustang motor, Autoblog had the chance to hear the new engine fire up and rev — and it indeed sounds sporty and purposeful. To be fair, however, we only heard the powertrain briefly in an enclosed space (a large development garage on Ford’s Dearborn campus), so we’ll have to wait until it’s out in the open and we’re behind the wheel to really get a feel for the 3.7’s aural character. Other noteworthy features of the drivetrain include a deep-sump aluminum oil pan that enables less-frequent 10,000-mile oil change intervals and a 7,000-RPM redline.

On the transmission front, Ford has fitted a new six-speed 6R60 automatic with hill-start assist that allows for the 30 MPG highway bogey, as well as 19 MPG in the urban cycle (a 25 percent improvement over the 2010’s 16 mpg city / 24 mpg highway figures). Prefer to shift for yourself? Expect fuel economy to suffer an iota for your enjoyment, with numbers for the six-speed manual falling to 18/29 (2010 MY: 18/26).

Naturally, with an all-new powertrain and its differing weight properties, Ford’s engineers also had to turn their attention to the suspension. To that end, the 2011 V6 gets new damper and spring rates, a different rear lower control arm, and stiffer stabilizer bar bushings.

A More Electrifying Steer?

We always get a bit nervous when vehicles move to electronic power steering. Such systems may improve performance by lowering parasitic drag on the engine, but they rarely do any favors for steering feel. Ford assures us that they’ve worked hard to build a robust “feedback loop” into the system, but again, we’ll have to wait and see for ourselves. In the meantime, we’ll remain curious about how effective Ford’s so-called Pull-Drift Compensation system is at accounting for road crowns and crosswinds, not to mention the amusingly named Active Nibble Control, which apparently helps to exorcise high-speed vibrations caused by wheel balance issues and warped brake rotors. And about those brakes — they’re bigger. 11.5-inches in front and 11.8-inchers out back have been borrowed from the GT’s parts bin, and there’s also a standard limited-slip differential to help get the V6 model’s newfound power to the ground.

The Performance Model

What V6 Mustang are we most eager to drive? The new Performance Package model, which is scheduled to go on sale next August, as it promises to provide increased grip and go. For starters, the Perf Pack borrows the uprated front struts and rear shocks/springs from the V8 GT model, along with its thicker front and rear anti-roll bars and the rear lower control arms from the Shelby GT500. Also included is a 3.31 axle ratio for better acceleration, model-specific 19-inch alloys wrapped in Pirelli summer rubber, more lenient stability control programming with a dedicated sport mode, as well as a strut tower brace and the usual assortment of badges.

How will street spotters identify the new V6 Mustang? If the dual exhaust isn’t enough of a tip-off, you’ll probably have to check the glass. For 2011, all Mustangs get nifty integrated blind-spot mirrors — and if you peek inside the driver’s side window, you might catch a glimpse of the new-look instrument cluster which features a 160 MPH speedo and an 8,000-RPM tach.

How Much — and What’s Next?

Ford has yet to release any performance estimates or pricing, but despite the big jump in power and content, we don’t expect pricing to increase dramatically. Given that the augmented V6 nearly shades the current 4.6-liter V8’s horsepower figure (and the fact that the latter engine is comprehensively outgunned by the Camaro SS’ 6.2-liter engine’s 426 hp and 420 pound-feet of torque, it’s no surprise that a new V8 engine is rumored, and we fully expect to see it before this domestic auto show season is out.

The takeaway from all of this? For those who thought that the rekindled pony car wars reached a fever pitch this year with the advent of the refreshed Mustang, long-awaited Camaro and still-warm Dodge Challenger, well … we ain’t seen nothin’ yet.

Source:[autos.aol.com]