2013 Lexus ES 300h 4dr Sedan (2.5L 4cyl gas/electric hybrid CVT)
Vehicle Type
FWD 4dr 5-passenger sedan
Base MSRP
$39,745
Options on test vehicle
Deep
Sea Mica Paint; Hard Disk Drive Navigation System With Back-Up Monitor
($2,625 -- includes HDD navigation package with advanced voice command,
HD Radio with iTunes tagging, Lexus Enform 2.0 with Safety Connect with
one-year trial subscription including Automatic Collision Notification,
Stolen Vehicle Location, Emergency Assist Button (SOS), enhanced
roadside assistance, Destination Assist, eDestination and Enform App
Suite, Lexus Insider, Remote Touch navigation controller, SiriusXM with
NavTraffic, NavWeather, one-year trial subscription); Luxury Package
($1,370 -- includes bamboo wood trim, wood-trimmed shift knob, memory
function for driver seat, steering wheel and exterior mirrors, power
tilt-and-telescoping wood steering wheel, remote keyless entry-linked
memory, heated and ventilated front seats, perforated leather trimmed
interior); High Intensity Discharge (HID) Headlamps ($515); Intuitive
Parking Assist ($500 -- includes front and rear parking sensors); Blind
Spot Monitor With Rear Cross Traffic Alert ($500); Wood and Leather
Trimmed Shift Knob and Heated Steering Wheel ($450); Power Rear Sunshade
($210); Carpet Trunk Mat ($105); Cargo Net ($64).
As-tested MSRP
$46,084
Assembly location
Toyota Motor Kyushu, Fukuoka Prefecture, Japan
Drivetrain
Configuration
Transverse, front-engine combined with electric motor(s), front-wheel drive
Engine type
Naturally aspirated, port-injected, inline-4, gasoline with auto stop-start
Displacement (cc/cu-in)
2,494/152
Block/head material
Aluminum/aluminum
Valvetrain
DOHC, 4 valves per cylinder, variable intake-valve timing
Independent MacPherson struts, coil springs, twin-tube dampers, stabilizer bar
Suspension, rear
Independent multilink, coil springs, twin-tube dampers, stabilizer bar
Steering type
Electric-assist, speed-proportional rack-and-pinion power steering
Steering ratio (x:1)
14.8
Tire make and model
Bridgestone Turanza EL400-02
Tire type
All-season
Tire size
P215/55R17 93V
Wheel size
17-by-7 inches
Wheel material
Cast aluminum alloy
Brakes, front
11.6-inch ventilated disc with single-piston sliding caliper
Brakes, rear
11-inch solid disc with single-piston sliding caliper
Track Test Results
Acceleration, 0-30 mph (sec.)
3.1
0-45 mph (sec.)
5.1
0-60 mph (sec.)
7.8
0-75 mph (sec.)
11.2
1/4-mile (sec. @ mph)
15.7 @ 89.8
0-60 with 1 foot of rollout (sec.)
7.4
0-30 mph, trac ON (sec.)
3.3
0-45 mph, trac ON (sec.)
5.3
0-60 mph, trac ON (sec.)
8.0
0-75 mph, trac ON (sec.)
11.5
1/4-mile, trac ON (sec. @ mph)
15.9 @ 89.8
0-60, trac ON with 1 foot of rollout (sec.)
7.6
Braking, 30-0 mph (ft.)
32
60-0 mph (ft.)
129
Slalom, 6 x 100 ft. (mph)
62.3
Slalom, 6 x 100 ft. (mph) ESC ON
60.7
Skid pad, 200-ft. diameter (lateral g)
0.78
Skid pad, 200-ft. diameter (lateral g) ESC ON
0.77
Sound level @ idle (dB)
40.7
@ Full throttle (dB)
67.4
@ 70 mph cruise (dB)
60.6
Engine speed @ 70 mph (rpm)
1,800
Test Driver Ratings & Comments
Acceleration comments
There's
very little I can do to affect the outcome here. Fairly lazy getaway
(as long as the engine is running) despite the pedal overlap. Smooth
power delivery regardless of mode (didn't bother with EV or mega-Eco).
Neat how the tach magically appears in the instrument cluster in Sport
mode, though.
Braking comments
Modest dive, medium-soft pedal, consistently average stops. I felt no indication of "hybridness" nor battery weight here at all.
Handling comments
Slalom:
I never would've guessed ESC would go fully off in a Lexus (and
especially not in an ES, and even more unlikely, a hybrid ES) but it
does! It's fairly easy to get the car "slideways" but it's equally easy
to gather it back up. Best technique was to avoid the slide and upset
the car as little as possible n transition. Steering is light but
precise. Skid pad: Unobtrusive ESC allows tires to howl just before it
dabs and releases brakes. Steering is a little light and reluctant
self-return to center. Stubborn understeer just beyond what otherwise
feels like a remarkably well-balanced chassis.
Ultimate Commuter Car Reinvented as a Luxury Hybrid
In a break with tradition, this Lexus ES doesn't have a
V6 engine that runs as smoothly as an expensive drip coffeemaker.
Instead, the 2013 Lexus ES 300 hybrid has a four-cylinder engine, a
couple electric motors and a battery pack, and operates more like a
Keurig brewer, only without the wasteful little plastic pods.
Lexus estimates that one
in four ES customers now cares more about fuel economy than
straight-line performance, and now the automaker is betting that those
people are willing to pay extra for it. In this case, the 2013 Lexus ES
300h costs $2,750 more than the more powerful ES 350.
That's a lot of money to spend on a good cause. Thankfully, the Lexus
ES 300h is more than just frugal on gas; it's still enjoyable to drive
when you forget to care about mpg.
Is 40 MPG Good Enough?
Forty mpg is the EPA's combined rating for the ES 300h, which also earns
40 city and 39 highway mpg ratings. That combined number is what might
talk you out of buying the 268-horsepower 2013 Lexus ES 350, which is
rated at 24 mpg combined.
We hit 40.8 mpg without trying very hard on the Edmunds Testing
Team's official fuel economy test loop. It's a 105-mile route that
includes plenty of stop-and-go that exploits the advantages of
series-parallel hybrids like this Lexus ES, which shuts off its gasoline
engine early and often.
Our next 600 miles are mostly highway and we drive them like a
typical Lexus ES owner. Accordingly, we're not aggressive or mean, but
we stay with the flow of Southern California traffic and resist any urge
to draft off 18-wheelers. We wrap up the week with a respectable 37.9
mpg average.
It's a solid number for a 3,700-pound sedan the size of the ES, but
its competition has thrown off the
curve for large hybrid sedans. The 2013 Ford Fusion Hybrid is rated at 47 mpg combined, while the 2013 Lincoln MKZ Hybrid is sitting almost pretty at 45 combined. Getting 40 mpg in a midsize sedan doesn't seem so impressive anymore.
It's Not Slow
But there's a lot to be said for the way the 2013 Lexus ES 300h gathers
speed in cutthroat freeway traffic. It's quiet, unstrained and almost
quick.
The best part of its drivetrain is the strong 2.5-liter inline
four-cylinder gasoline engine. The Atkinson-cycle engine has a narrow
power band, but it still manages 156 hp at 5,700 rpm and 156 pound-feet
at 4,500 rpm. With another 44 hp coming from the nickel-metal hydride
battery pack via the electric drive motor, the hybrid ES gets a nice
round 200-hp rating (just like the Camry Hybrid and Avalon Hybrid).
The only time we really hear the gas engine is when we're climbing a
steady grade — the continuously variable transmission (CVT) has it
slaving away at redline to maintain our 70-mph pace. Otherwise, this
four-cylinder is hardly working, and we're barely aware of the CVT
blending the two power sources. Of course, there's an Eco mode that
slackens throttle response when you want to eke every last mpg and Sport
mode for when you just don't care. We leave it in Eco and rarely go
hungry in passing situations.
At our test track, the 2013 ES 300h arrives at 60 mph in 7.8 seconds (or 7.4 seconds with a foot of rollout
as on a drag strip) and goes through the quarter-mile in 15.7 seconds
at 89.8 mph. This gives it a half-second advantage over the less
powerful Fusion Hybrid, and it's nearly a second quicker than the
smaller Lexus HS 250h that the ES replaces. It's also more than a second quicker than the Buick LaCrosse eAssist.
Most important, it's not drastically slower than the 2013 ES 350,
which hits 60 in 6.5 seconds (6.2 with rollout) and passes through the
quarter-mile in 14.5 seconds at 98.0 mph.
Everybody Awake?
Back roads aren't for hybrids, but we're here on the Angeles Crest
Highway and the guy in the AMG Benz isn't pulling away from us until the
road gets straight. That's not to say the 2013 Lexus ES 300h moves like
a sport sedan, but it has a more controlled ride than any ES before it.
Incredibly, the ES 300h actually feels like it wants to turn, an
alien sensation in a car with Lexus ES badges. Its precise
electric-assist steering provides a smooth and logical increase in
effort as you turn the wheel.
Although the brake pedal is a little soft, the ES 300h stops reliably
and you rarely sense the transitions between regenerative braking and
conventional friction braking action. A 129-foot stop from 60 mph at the
track isn't stellar, but 62.3 mph through the slalom isn't bad for a
large sedan of any persuasion. Of course, the unusually sporty Fusion
Hybrid hauled itself through our cones at 64.3 mph.
If there's a downside to the Lexus ES sedan's newfound interest in
handling, it's ride comfort. When we drove the ES 300h earlier this
year, our test car had Michelin Primacy MXM4 tires and rode fine on
Oregon roads. This car has P215/55R17 Bridgestone Turanza EL400-02
tires, and they don't offer as much compliance as we'd like over the
bumps and expansion joints on Southern California freeways. At least the
driver seat still has the cushiness you expect in a Lexus ES.
Who Wants Bamboo?
Although our ES 300h test car isn't as richly furnished as our long-term 2013 Lexus GS 350, materials quality is high for this class and everything is put together well.
The $1,370 Luxury package provides beautiful and sustainable bamboo
trim, but then enlarges your environmental footprint by also adding
leather upholstery. It's unclear if the cows that provided the leather
were grass-fed.
Our car has the $2,625 Navigation package, which includes the Remote
Touch interface, the computer-mouse-style controller that governs audio
and nav functions. It feels clunky at first, but within a week, it gets
more intuitive. We still like dial-type controllers, but Remote Touch
gives you freer range to move the cursor around the screen.
Also part of this package is Lexus Enform, a catch-all term for the
automaker's telematics system and smartphone apps suite. Pandora and
Open Table are among the apps, and although integrating them into the
car seems likes a good idea for commuters, in reality, it's kind of a
hassle. Not only do you have to register for an account on a computer,
the Enform app always has to be running on your phone and you can't call
up playlists from any Pandora accounts you've previously opened.
In back, there's so much legroom no angry toddler has any hope of
kicking your seat. However, tall adults will struggle to slide their
feet under the front chairs, likely due to intrusion from the fan units
for the optional ventilated seats. The battery pack also prevents you
from folding the rear seat, but the 12.1-cubic-foot trunk (down 3 cubic
feet from the ES 350) still has plenty of usable space for luggage.
Worth the Extra Money?
Maybe you've heard that we currently own a 1996 Lexus ES 300, which has been described as "simple transportation executed according to a very high standard of quality."
This 2013 Lexus ES 300h is a precision-built grandchild of that regal
old ES. It's hard to call it simple, of course, as its hybrid
drivetrain takes a pretty complicated path to achieve respectable
acceleration. On the other hand, we've never gotten 40 mpg in our old ES
300, and there's no reason to think its previous owners did either.
Like its ancestor, the 2013 ES 300h is trying to be a luxury device —
only this time there's a more obvious bent to environmental
responsibility. And apart from its uncharacteristically firm ride, it
succeeds at this mission.
However, in the small population of large front-wheel-drive hybrid
sedans, the Lexus costs the most. A Fusion Hybrid equipped like our
$46,084 Lexus would cost about $35K, while a LaCrosse eAssist comes in
at around $37 grand. The revamped Lincoln MKZ Hybrid lands just under
$44,000. So does the 2013 Avalon Hybrid, which shares its drivetrain and
platform architecture with the ES 300h (their wheelbases are
identical).
If you're looking for serious fuel efficiency in a full-size sedan
package, the 2013 Lexus ES 300h isn't the cheapest source of piety per
mile. However, if you're just as fanatical about your own comfort,
you'll be hard-pressed to top the Lexus ES hybrid.
2013 Volkswagen Jetta Hybrid SEL Premium 4dr Sedan (1.4L 4cyl Turbo gas-electric hybrid 7AM)
Vehicle Type
FWD 4dr 5-passenger Sedan
Estimated MSRP
$31,975
Assembly location
Puebla, Mexico
Drivetrain
Configuration
Transverse, front-engine combined with electric motor, front-wheel drive
Engine type
Turbocharged, direct-injected inline-4, gasoline with auto-stop/start
Displacement (cc/cu-in)
1,395/85
Block/head material
Aluminum/aluminum
Valvetrain
DOHC, four valves per cylinder, variable intake-valve timing
Compression ratio (x:1)
10.5
Horsepower (hp @ rpm)
150 @ 5,000
Torque (lb-ft @ rpm)
184 @ 1,600
Fuel type
Premium unleaded (required)
Hybrid type
Parallel
Electric motor rating (kW)
20
Combined horsepower (hp @ rpm)
170 @ 5,000
Combined torque (lb-ft @ rpm)
184 @ 1,000
System voltage
220
Battery type
Lithium-ion
Battery capacity, rated (kW-hr)
1.1
Battery capacity, usable (kW-hr)
0.66
Transmission type
Seven-speed dual-clutch automated manual
Transmission ratios (x:1)
I
= 3.50, II = 2.09, III = 1.34, IV = 0.93, V = 0.97, VI = 0.78, VII =
0.65, R = 3.72 (due to use of multiple final drive ratios, 4th gear
appears taller than 5th gear.)
Kami yang mendapat unit
tes berkelir merah, Wrangler Diesel menampilkan aura gahar dan cocok
disebut sebagai simbol kejantanan pria. Ini tampak dari desain front
fascia dikawal sepasang headlamp bulat dan kisi gril vertikal khas Jeep.
Nuansa sangar makin tampak dari nuansa two tone di bagian bumper dan
penampilan ban all terrain.
Berbeda dari saudaranya Cheeroke atau
Patriot yang memiliki sudut bodi membulat, Wrangler Diesel yang
menganut sistem atap hardtop empat pintu ini tetap menghadirkan kesan
konservatif dari sudut bodi yang kaku dan boxy.
Interior, Minimalis dan Fungsional di Wrengler 2012 Jangan mengharapkan
kesan mewah dari Wrangler Diesel. Pasalnya, meski memiliki fitur yang
mengutamakan keselamatan dan fungsionalitas, tapi bahan kain tetap
dipilih sebagai pelapis interior. Sementara kelir hitam cukup mewakili
kesan sangar di dalamnya.
Sebagai mobil yang mudah
dikustomisasi, Jeep menawarkan sistem knock down pada bagian atap
hardtop-nya. Sedangkan panel power window diletakan dibagian center
cluster, tentu dengan tujuan mempermudah modifikasi pada sektor pintu.
Fitur, Bertabur Fungsi dan Sistem di Wrangler 2012
Jika anda menyangsikan
kemampuan Wrangler Diesel dan menganggapnya kurang komplit ketimbang
versi bensinnya, maka hilangkan pikiran tersebut. Karena Wrangler Diesel
dibekali beberapat fitur mumpuni di sektor entertainment hingga
offroad.
Sebut saja Headunit dengan kemampuan CD,MP3, port USB,
port jack input tambahan, hard disk, Voice Command dan audio Bluetooth
streaming. Bahkan berbicara di telepon sambil mengemudi kini lebih aman
dengan fungsi telepon via Bluetooth yang kompatibel hampir dengan semua
hands-free. Asiknya, seluruh sistem bisa dikendalikan dengan suara, atau
voice command.
Di sektor keselamatan, kawalan sistem lengkap
tersemat pada Wrangler Diesel. Mulai dari Electronic stability Control
(ESC), rangkaian Brake Assist hidrolik, Traction Control, Electronic
Roll Mitigation (ERM)-fitur yang mencegah mobil terguling dan Trailer
Sway Control (TSC)-fitur yang membantu mobil tetap aman saat menarik
trailer.
Teknologi andalan saat off road seperti Hill Start
Assist (HSA) dan Hill Descent Control (HDC) juga teraplikasi di mobil
ini. HSA bekerja untuk mencegah Jeep Wrangler dari bergulir ketika
berada ditanjakan. Mobil akan statis selama dua detik setelah kaki
pengemudi diangkat dari pedal rem dan berpindah ke pedal gas. HDC
bekerja untuk mencegah Jeep Wrangler bergulir diturunan.
Mesin Bertenaga di Wrangler 2012
Menganut mesin diesel bertipe
Cheetah 4-silinder segaris, 2.8 liter, DOHC, 16-valve, bukan berarti
Wrangler Diesel menjadi lembek. Mesin tersebut bertenaga sampai 200 dk
di 3.600 rpm serta Torsi 460 Nm pada 1.600-2.600 rpm.
Dan
terbukti, tarikan bawahnya yang gahar saat digeber baik di lintasan off
road atau jalan aspal. Sedangkan diputaran mesin atas, tenaganya
tersalur cukup lembut berkat kawalan sistem transmisi otomatis.
Asiknya,
dan pilihan sistem penggerak 4x4 menunjang aktivitas para penggemar
offroad. Jadi jangan ragu gunakan mode penggerak 4x4 saat di lintasan
offroad, dijamin sensasi berbeda langsung terasa ketimbang mengandalkan
mode 4x2.
sumber : otomotif.net
Test Drive Jeep Wrangler Diesel
Rating: 3.5
Reviewer: Unknown
ItemReviewed: Test Drive Jeep Wrangler Diesel
Jeep Wrangler JK-8 Independent yang dimodifikasi total dari
bentuk asli 4-pintu, menjadi single cab pickup 2-pintu terjual seharga
Rp 1,5 Miliar, di hari kedua penyelenggaraan Indonesia International Motor Show (IIMS) 2012.
“Jeep pickup ini sudah dibeli konsumen tadi siang
seharga Rp. 1,5 Miliar.” ujar Muhammad Al Abdullah, Presiden Direktur PT
Garansindo Inter Global.
Al juga memaparkan Jeep pickup ini telah dimodifikasi dengan
menggunakan lebih dari 20 item Mopar. Bagi konsumen yang menginginkan
modifikasi Jeep nya seperti ini atau sesuai pesanan dan keinginannya,
bisa menghubungi Garansindo.
Modifikasi dilakukan dengan body conversion. Pemasangannya terbilang
simple dan cepat, karena setiap body part dibuat secara presisi.
Modifikasi yang dilakukan, tidak mereduksi fungsi mobil. Semua fitur masih berfungsi baik.
Jeep Wrangler JK-8 Independent adalah wujud selebrasi dari 75th
year MOPAR. Menganut style adventure off-road. Pemasangan ban 37 inchi
pada velg Mopar Classic Five-Spoke membuat tampilan Jeep JK-8 indpendent
seharga 1.5 milliar ini makin gagah.
Bumper depan short lip dan bumper belakang step up lip, 4-inchi lift
kit, winch, tail lamp guard, head reduction bonnet, grab handle dan
tambahan lampu sorot, kian menguatkan identitas Jeep Pickup ini sebagai mobil pertualang.
Fender model pendek dan lebar, serta snorkel, menaikan level
fungsionalitas mobil saat menerabas air dan kubangan lumpur. Dibagian
interior, pengemudi dimanjakan oleh kenyaman dan keamanan khas Jeep
Wrangler. Mulai dari headunit layar sentuh, setir berlapis kulit, hingga
airbags depan.
Meski telah terjual, Jeep pickup 2-pintu berkelir Yellow Dozer yang
dibekali aksesoris MOPAR ini masih terpajang di hall B, stand B3. Mobil
ini khusus dipersiapkan dan dijual sewaktu IIMS 2012 berlangsung.
sumber : dapurpacu.com
Jeep Pickup hadir di Indonesia
Rating: 3.5
Reviewer: Unknown
ItemReviewed: Jeep Pickup hadir di Indonesia
8-speed automatic with console shifter and column-mounted paddles with sport mode
Transmission ratios (x:1)
I = 4.71; II = 3.14; III = 2.1; IV = 1.67; V = 1.29; VI = 1.00; VII = 0.839; VIII = 0.677
Chassis
Suspension, front
Independent, double-wishbone control arms with multi-mode variable dampers
Suspension, rear
Multi-link with multi-mode variable dampers
Steering type
Speed-proportional power steering
Tire make and model
Pirelli P Zero
Tire type
Performance front and rear
Tire size
275/35ZR21 (103Y)
Wheel size
20-by-9.5
Wheel material
Alloy
Brakes, front
16-inch Ceramic discs with 8-piston fixed calipers
Brakes, rear
13.2-inch Ceramic discs with 1-piston sliding calipers
Track Test Results
Acceleration, 0-30 mph (sec.)
1.8
0-45 mph (sec.)
2.8
0-60 mph (sec.)
4.2
0-75 mph (sec.)
6.0
1/4-mile (sec. @ mph)
12.4 @ 113.2
0-60 with 1 foot of rollout (sec.)
4.0
0-30 mph, trac ON (sec.)
2.4
0-45 mph, trac ON (sec.)
3.5
0-60 mph, trac ON (sec.)
5.0
0-75 mph, trac ON (sec.)
6.9
1/4-mile, trac ON (sec. @ mph)
13.0 @ 111.5
0-60, trac ON with 1 foot of rollout (sec.)
4.6
Braking, 30-0 mph (ft.)
28
60-0 mph (ft.)
111
Slalom, 6 x 100 ft. (mph)
66.4
Slalom, 6 x 100 ft. (mph) ESC ON
63.9
Skid pad, 200-ft. diameter (lateral g)
0.84
Skid pad, 200-ft. diameter (lateral g) ESC ON
0.84
Sound level @ idle (dB)
46.9
@ Full throttle (dB)
75.6
@ 70 mph cruise (dB)
61.6
Engine speed @ 70 mph (rpm)
1,500
Test Driver Ratings & Comments
Acceleration comments
In Sport tranny mode with ESC off and power braking to 3,000 rpm, the Continental GT V8 goes into some kind of launch mode, jumping off the line and banging home shifts even harder. Yes, the V8 is faster than the W12 -- sounds better, too. Manual shifting is via steering-column-mounted paddles or console lever (pull back for downshifts). Does not hold gears to rev limiter. Does blip throttle on downshifts.
Braking comments
Good but not great braking, especially considering this is a supercar with very expensive brakes. Firm pedal but long travel. Firming up the dampers made zero difference. Lots of nosedive. First stop was shortest at 111 feet. Fifth stop (out of 6) was longest at 113 feet.
Handling comments
Skid pad: Really punishes the outside front tire, massively rolling over on itself. Steering is quite light, and the amount of understeer and the sensitive throttle makes it easy to overshoot the arc. Slalom: Thought the V8 version of the Continental GT would handle better (although it's only 52 pounds lighter than the W12 model). But there's too much roll softness, even with the adjustable dampers set to full stiff. Steering isn't particularly precise. This is a heavy beast, and it understeers far sooner than you'd expect it to. But, it also stays very controlled, which is good. And you can get it to power-on oversteer (despite all-wheel drive) if you whack the throttle wide open at just the right time.
Testing Conditions
Test date
8/7/2012
Test location
1,121
Elevation (ft.)
89
Temperature (°F)
32.9
Relative humidity (%)
28.7
Barometric pressure (in. Hg)
4.0 (head)
Wind (mph, direction)
2,372
Odometer (mi.)
91-octane gasoline
Fuel used for test
49/46
As-tested ballasted trailer weight (lbs.)
15 city/24 highway/18 combined
Fuel Consumption
EPA fuel economy (mpg)
14.4
Edmunds observed (mpg)
24.0
Fuel tank capacity (U.S. gal.)
576
Edmunds estimated monthly fuel cost ($)
440-watt, 8-speaker AM/FM/Satellite Stereo with 6-disc CD changer
Audio and Advanced Technology
Stereo description
Standard iPod via proprietary cable, SD card
iPod/digital media compatibility
Standard
Rear seat video and entertainment
Standard
Bluetooth phone connectivity
Standard
Telematics (OnStar, etc.)
Standard ignition doors trunk/hatch
Smart entry/Start
Standard parking sonar front and rear back-up camera
Blind-spot detection
Optional
Driver coaching display
5,060
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)
5,107
Curb weight, as tested (lbs.)
57.6/42.4
Weight distribution, as tested, f/r (%)
189.2
Length (in.)
76.5
Width (in.)
55.3
Height (in.)
108.1
Track, rear (in.)
37.1
Shoulder room, 3rd row (in.)
4
Step-in height, measured (in.)
12.6
Bed dimensions, L x W x H (in.)
6,063
Operation lockout
3 years/Unlimited miles
Warranty
Bumper-to-bumper
3 years/Unlimited miles
Powertrain
3 years/Unlimited miles
Corrosion
3 years/Unlimited miles
Roadside assistance
1 year/10,000 miles
Bentley Continental GT V8 Road Test Specs
Rating: 3.5
Reviewer: Unknown
ItemReviewed: Bentley Continental GT V8 Road Test Specs
Independent MacPherson struts, coil springs, stabilizer bar
Suspension, rear
Multilink
Steering type
Electric power steering
Steering ratio (x:1)
13.12
Tire make and model
Michelin Primacy HP
Tire type
Performance front and rear
Tire size
215/45R17 87W
Wheel size
17-by-7 inches front and rear
Wheel material
Painted alloy
Brakes, front
Ventilated disc
Brakes, rear
Ventilated disc
Track Test Results
Acceleration, 0-30 mph (sec.)
3.2
0-45 mph (sec.)
5.4
0-60 mph (sec.)
7.9
0-75 mph (sec.)
11.3
1/4-mile (sec. @ mph)
15.8 @ 91.3
0-60 with 1 foot of rollout (sec.)
7.6
0-30 mph, trac ON (sec.)
3.5
0-45 mph, trac ON (sec.)
5.6
0-60 mph, trac ON (sec.)
8.2
0-75 mph, trac ON (sec.)
11.3
1/4-mile, trac ON (sec. @ mph)
16.0 @ 90.9
0-60, trac ON with 1 foot of rollout (sec.)
7.8
Braking, 30-0 mph (ft.)
30.0
60-0 mph (ft.)
117.0
Slalom, 6 x 100 ft. (mph)
67.2
Slalom, 6 x 100 ft. (mph) ESC ON
65.6
Skid pad, 200-ft. diameter (lateral g)
0.88
Skid pad, 200-ft. diameter (lateral g) ESC ON
0.89
Sound level @ idle (dB)
42.6
@ Full throttle (dB)
80.8
@ 70 mph cruise (dB)
71.5
Engine speed @ 70 mph (rpm)
2,400
Test Driver Ratings & Comments
Acceleration comments
Brake torque does little to improve acceleration times, but manual shifts happen quick enough to use during testing, which is rare. Rev-matched downshifts.
Braking comments
Solid, consistent pedal. Some fade over the five runs, but pedal remained solid.
Handling comments
Slalom: Superb steering effort, feel and feedback. Lacks outright grip to be amazing here, but balance is good. A fun car even if it's not posting records. Skid pad: Very easy to overheat tires, which changes balance dramatically toward oversteer. Otherwise, it has the same fun, rewarding and communicative experience we're used to.
Testing Conditions
Test date
6/26/2012
Test location
California Speedway
Elevation (ft.)
1,121
Temperature (°F)
78.8
Relative humidity (%)
21.3
Barometric pressure (in. Hg)
28.6
Wind (mph, direction)
3.0
Odometer (mi.)
4,077
Fuel used for test
91-octane gasoline
As-tested tire pressures, f/r (psi)
35/35
Fuel Consumption
EPA fuel economy (mpg)
25 city/34 highway/28 combined
Fuel tank capacity (U.S. gal.)
13.2
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)
2,882
Curb weight, as tested (lbs.)
2,800
Weight distribution, as tested, f/r (%)
56/44
Length (in.)
166.7
Width (in.)
69.9
Height (in.)
50.6
Wheelbase (in.)
101.2
Track, front (in.)
59.8
Track, rear (in.)
60.6
Turning circle (ft.)
35.4
Legroom, front (in.)
41.9
Legroom, rear (in.)
29.9
Headroom, front (in.)
37.1
Headroom, rear (in.)
35.0
Shoulder room, front (in.)
54.5
Shoulder room, rear (in.)
51.7
Seating capacity
4
GVWR (lbs.)
3,748
Ground clearance (in.)
4.9
Warranty
Bumper-to-bumper
3 years/36,000 miles
Powertrain
5 years/60,000 miles
Corrosion
5 years/Unlimited miles
Roadside assistance
3 years/36,000 miles
Subaru BRZ Coupe (2.0L 4-cyl. 6-speed Automatic) Road Test Specs
Rating: 3.5
Reviewer: Unknown
ItemReviewed: Subaru BRZ Coupe (2.0L 4-cyl. 6-speed Automatic) Road Test Specs
DOHC, 4 valves per cylinder, variable intake + exhaust-valve timing
Compression ratio (x:1)
11.5
Redline, indicated (rpm)
7,000
Fuel cutoff/rev limiter (rpm)
7,200
Horsepower (hp @ rpm)
321 @ 6,800
Torque (lb-ft @ rpm)
275 @ 4,800
Fuel type
Flex-fuel (unleaded/E85)
Transmission type
Six-speed automatic with console shifter and steering-wheel-mounted paddles
Transmission ratios (x:1)
I = 4.06; II = 2.37; III = 1.55; IV = 1.16; V = 0.85; VI = 0.67; R = 3.20
Final-drive ratio (x:1)
3.27
Differential(s)
Mechanical limited-slip
Chassis
Suspension, front
Independent MacPherson struts, coil springs, driver-adjustable two-mode magnetorheological dampers, stabilizer bar
Suspension, rear
Independent multilink, coil springs, driver-adjustable two-mode magnetorheological dampers, stabilizer bar
Steering type
Electric speed-proportional power steering
Steering ratio (x:1)
15.3
Tire make and model
Bridgestone Potenza RE050A RFT
Tire type
Summer, performance
Tire size, front
P225/40RF18 (88W)
Tire size, rear
P255/35RF18 (90W)
Wheel size, front
18-by-8 inches
Wheel size, rear
18-by-9 inches
Wheel material
Forged aluminum
Brakes, front
12.6-inch two-piece ventilated discs with four-piston fixed calipers
Brakes, rear
12.4-inch ventilated discs with two-piston sliding calipers
Track Test Results
Acceleration, 0-30 mph (sec.)
2.3
0-45 mph (sec.)
3.8
0-60 mph (sec.)
5.7
0-75 mph (sec.)
8.2
1/4-mile (sec. @ mph)
13.9 @ 101.9
0-60 with 1 foot of rollout (sec.)
5.4
0-30 mph, trac ON (sec.)
2.5
0-45 mph, trac ON (sec.)
4.1
0-60 mph, trac ON (sec.)
6.0
0-75 mph, trac ON (sec.)
8.6
1/4-mile, trac ON (sec. @ mph)
14.1 @ 101.2
0-60, trac ON with 1 foot of rollout (sec.)
5.7
Braking, 30-0 mph (ft.)
27
60-0 mph (ft.)
108
Skid pad, 200-ft. diameter (lateral g)
0.92
Skid pad, 200-ft. diameter (lateral g) ESC ON
0.92
Engine speed @ 70 mph (rpm)
2,050
Test Driver Ratings & Comments
Acceleration comments
Best run came via power braking to 1,500 rpm, with a bit of rear wheelspin and the tranny left in Drive. Reasonably quick upshifts. Manual shifting was a tenth or so slower -- not bad, actually. Engine revs pretty quick and sounds mean at higher rpm. Manual shifting is via console lever (pull back for downshifts) or steering-wheel-mounted paddles. Holds gears to 7,000-rpm limiter. Blips throttle on manual downshifts.
Braking comments
Very firm pedal, although travel was on the longish side. Stopped with zero commotion whatsoever, little dive and no side-to-side wiggle. First stop was longest at 110 feet. Shortest stop was the sixth (and final) stop at 108 feet.
Handling comments
Decent grip from the tires, but hard to say whether the skid pad at Road Atlanta was less or more grippy than our usual test site. The ATS is pretty amenable to changes in throttle to keep understeer at bay. Chassis is responsive and balanced enough that it's easy to switch from under- to oversteer, especially with a bit of juice from the throttle.
Testing Conditions
Test date
6/27/2012
Test location
Road Atlanta, Braselton, Georgia
Elevation (ft.)
915 feet
Temperature (°F)
80.6
Relative humidity (%)
28.0
Barometric pressure (in. Hg)
29.05
Wind (mph, direction)
3.5, East
Odometer (mi.)
1,013
Fuel used for test
93-octane gasoline
Fuel Consumption
EPA fuel economy (mpg)
19 city/28 highway (manufacturer estimate)
Fuel tank capacity (U.S. gal.)
16.0
Driving range (mi.)
448 (estimated)
Audio and Advanced Technology
Stereo description
AM/FM/CD/MP3/satellite radio Bose 7-speaker surround sound audio system
iPod/digital media compatibility
Standard iPod via dual USB ports, aux-in jack and SD card
Satellite radio
Standard SiriusXM with three-month trial subscription
Rear seat video and entertainment
Not available
Bluetooth phone connectivity
Standard
Navigation system
Standard
Telematics (OnStar, etc.)
Standard with 12-month trial subscription
Smart entry/Start
Standard ignition
Parking aids
Standard back-up camera
Blind-spot detection
Standard
Adaptive cruise control
Optional
Lane-departure monitoring
Standard departure warning
Collision warning/avoidance
Standard forward collision alert
Night Vision
Not available
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)
3,461
Length (in.)
182.8
Width (in.)
71.1
Height (in.)
55.9
Wheelbase (in.)
109.3
Track, front (in.)
59.5
Track, rear (in.)
60.9
Turning circle (ft.)
36.0
Legroom, front (in.)
42.5
Legroom, rear (in.)
33.5
Headroom, front (in.)
38.6
Headroom, rear (in.)
36.8
Shoulder room, front (in.)
55.2
Shoulder room, rear (in.)
53.9
Seating capacity
5
Trunk volume (cu-ft)
10.2
GVWR (lbs.)
4,443
Tow capacity, mfr. claim (lbs.)
1,000
Ground clearance (in.)
5.9
Warranty
Bumper-to-bumper
4 years/50,000 miles
Powertrain
5 years/100,000 miles
Corrosion
6 years/100,000 miles
Roadside assistance
5 years/100,000 miles
Free scheduled maintenance
4 years/50,000 miles
Cadillac ATS Premium Road Test Specs
Rating: 3.5
Reviewer: Unknown
ItemReviewed: Cadillac ATS Premium Road Test Specs
