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Thursday, June 30, 2011
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Thursday, June 23, 2011
2009 Dodge Viper
Introduction
When it comes to super cars, European automakers typically represents refinement, couture style and technological development, to the point of sterility. Here in the States, super cars is relatively raw, visceral and robust to the point of brutality. We are the ankle to their scalpel, that bucking Bronco to show their horse and Bourne for their Bond. For better or worse, this is how we roll.
The current third-generation Viper maintains tension and soul in 1989, Carroll Shelby-inspired concept, with the required low-slung body, long hood houses a massive V10, comically wide tires and gruff side exhaust pipes. The Dodge Viper not ask for permission and makes no excuses. Despite the technological advances in the last two decades, the Viper has just enough safety to make it legal to delegate the remaining responsibilities to the hands and feet of the driver. If efficiency is in itself not enough to cause palpitations, believes that traction and stability control are not available, and circumstances can go from exhilarating to terrifying in short order.
It is this unfiltered, uncomplicated character, which makes the Viper so attractive to enthusiasts, hearkening back to epochs when the driver was heroic, rugged and based on the seats of their pants instead of electronic aids. For those seeking more comfort, refinement and everyday driving manners, there is always the Corvette Z06, various European offerings such as the Audi R8 and Porsche 911, and even Nissan's new GT-R. But the 2009 Dodge Viper best the Z06 in almost every relevant performance metric and is significantly cheaper than something similar from the old world. Ultimately it comes down to what you're willing to compromise - performance or finesse.
Body style, trim levels, and Options
2009 Dodge Viper SRT-10 is offered as either a two-seat coupe or a soft-top roadster. For the standard price of admission, you get huge forged-aluminum wheels with Michelin Pilot Sport PS2 tires measure 275/35R18 front and 345/30R19 in back. Inside, the Viper comes with race-inspired seats, power-adjustable pedals, full power accessories, a tilting steering wheel, keyless entry and an in-dash six-disc CD changer mated to a seven-speaker, 300-watt audio system. Since the Viper is more show than go, cosmetics and convenience options are scarce. Racing stripes, paint and wheel options, instrument-panel trim, a two-tone interior, navigation and satellite radio are all on offer.
The high performance-enhancing opportunity Viper is American Club Racer (ACR) package, which is only available for the Coupe variant. Although street legal, ACR is clearly intended for track use. The package adds carbon fiber aerodynamic devices, including a massive wing mounted high above the tail, a front splitter, Fender-mounted dive planes and further body treatments. All this Aero work resulting in a claimed 1000 pounds of down force at 150 km / h. Lighter wheels shodě with stickier tires (both slightly wider in front), lighter brake rotors, a stiffer suspension with 14-way adjustable shocks and deleted foglamps round of the ACR package. Ultimately, the ACR weighs in 46 pounds lighter than the standard Coupe.
In the spirit of "you can never go too far," ACR package can be further strengthened with the hard core of the package. In general, expect an extra performance to cost more, but the hard core option is free - primarily because the package eliminates opportunities that are not trail-essential. Delete Inger includes radio, speakers, amplifier, trunk upholstery, hood pad and tire inflation. Weight savings amount to an additional 42 pounds - not a lot, but every ounces counts on the track.
Power Trains and Performance
During the Viper's Louverne cap is an imposing 8.4-liter V10 engine that thunder out 600 horsepower and 560 pound-feet of torque. It is enough to propel the sleek snake from zero to 60 km / h in 3.7 seconds. Quarter-mile is a memory in a simple 11.8 seconds. Top speed is a claimed 200 mph. All this merriment is funneled to the rear wheels via a six-speed manual gearbox, which is the only transmission available.
Fuel economy - though obviously a reflection of exotic sports - registers an EPA-rated city / country of 13/22 mpg and 16 mpg in combined driving.
Security
The best security for the 2009 Dodge Viper is not included in the car. It is a driver with great skill, preferably with a racing pedigree. What is included, however, are anti-lock brakes with huge 14-inch rotors that can stop the Viper from 60 km / h on an eye-bulging 104 feet. Thus, absent the side airbags, traction and stability control - and it makes skills in the aforementioned driver even more critical
Interior design and special features
Getting may also be a challenge. Because of the trademark side exhaust, since thresholds can get hot enough to burn your calves, and more drivers will find that the little door opening inhibit entry and exit.
The overall design of the Viper's interior is a little sad, but it can be livened up a bit with the optional two-tone color schemes and dash panel inserts. The black-on-white-faced gauges are easy to read and well equipped. The large tachometer is mounted centrally in the instrument pod, next to 220-mph speedometer, max. Amid console can accommodate additional gauges, audio system with six-CD changer, climate and a lush red engine start button to fire up the V10.
Driving Impressions
2009 Dodge Viper is raw, raw, loud and unrefined compared with other sports, and therein lies much of its appeal. As with previous generations, when you pin the gas pedal, you will be attached to the backs. Jam on the brakes, and you can feel your internal organs Slam against your rib cage. Novices can appreciate the Viper's straight-line power and anger, but only advanced drivers should examine its cornering limits.
The control is precise and offers enough feedback to throw the Viper deep into turns, while judicious amount of throttle from a deft right foot can pass his nose with smart-bomb accuracy. But the sniper-like accuracy can be achieved with a sharper, brighter artists like Z06 or range-topping Porsche. Get it right in a Viper and the payoff is immediate and plentiful. Get it wrong and you will be dependent on every car-control skills you've ever learned. Barring shocks or damage, either outcome is the game entertaining and rewarding.
When it comes to super cars, European automakers typically represents refinement, couture style and technological development, to the point of sterility. Here in the States, super cars is relatively raw, visceral and robust to the point of brutality. We are the ankle to their scalpel, that bucking Bronco to show their horse and Bourne for their Bond. For better or worse, this is how we roll.
The current third-generation Viper maintains tension and soul in 1989, Carroll Shelby-inspired concept, with the required low-slung body, long hood houses a massive V10, comically wide tires and gruff side exhaust pipes. The Dodge Viper not ask for permission and makes no excuses. Despite the technological advances in the last two decades, the Viper has just enough safety to make it legal to delegate the remaining responsibilities to the hands and feet of the driver. If efficiency is in itself not enough to cause palpitations, believes that traction and stability control are not available, and circumstances can go from exhilarating to terrifying in short order.
It is this unfiltered, uncomplicated character, which makes the Viper so attractive to enthusiasts, hearkening back to epochs when the driver was heroic, rugged and based on the seats of their pants instead of electronic aids. For those seeking more comfort, refinement and everyday driving manners, there is always the Corvette Z06, various European offerings such as the Audi R8 and Porsche 911, and even Nissan's new GT-R. But the 2009 Dodge Viper best the Z06 in almost every relevant performance metric and is significantly cheaper than something similar from the old world. Ultimately it comes down to what you're willing to compromise - performance or finesse.
Body style, trim levels, and Options
2009 Dodge Viper SRT-10 is offered as either a two-seat coupe or a soft-top roadster. For the standard price of admission, you get huge forged-aluminum wheels with Michelin Pilot Sport PS2 tires measure 275/35R18 front and 345/30R19 in back. Inside, the Viper comes with race-inspired seats, power-adjustable pedals, full power accessories, a tilting steering wheel, keyless entry and an in-dash six-disc CD changer mated to a seven-speaker, 300-watt audio system. Since the Viper is more show than go, cosmetics and convenience options are scarce. Racing stripes, paint and wheel options, instrument-panel trim, a two-tone interior, navigation and satellite radio are all on offer.
The high performance-enhancing opportunity Viper is American Club Racer (ACR) package, which is only available for the Coupe variant. Although street legal, ACR is clearly intended for track use. The package adds carbon fiber aerodynamic devices, including a massive wing mounted high above the tail, a front splitter, Fender-mounted dive planes and further body treatments. All this Aero work resulting in a claimed 1000 pounds of down force at 150 km / h. Lighter wheels shodě with stickier tires (both slightly wider in front), lighter brake rotors, a stiffer suspension with 14-way adjustable shocks and deleted foglamps round of the ACR package. Ultimately, the ACR weighs in 46 pounds lighter than the standard Coupe.
In the spirit of "you can never go too far," ACR package can be further strengthened with the hard core of the package. In general, expect an extra performance to cost more, but the hard core option is free - primarily because the package eliminates opportunities that are not trail-essential. Delete Inger includes radio, speakers, amplifier, trunk upholstery, hood pad and tire inflation. Weight savings amount to an additional 42 pounds - not a lot, but every ounces counts on the track.
Power Trains and Performance
During the Viper's Louverne cap is an imposing 8.4-liter V10 engine that thunder out 600 horsepower and 560 pound-feet of torque. It is enough to propel the sleek snake from zero to 60 km / h in 3.7 seconds. Quarter-mile is a memory in a simple 11.8 seconds. Top speed is a claimed 200 mph. All this merriment is funneled to the rear wheels via a six-speed manual gearbox, which is the only transmission available.
Fuel economy - though obviously a reflection of exotic sports - registers an EPA-rated city / country of 13/22 mpg and 16 mpg in combined driving.
Security
The best security for the 2009 Dodge Viper is not included in the car. It is a driver with great skill, preferably with a racing pedigree. What is included, however, are anti-lock brakes with huge 14-inch rotors that can stop the Viper from 60 km / h on an eye-bulging 104 feet. Thus, absent the side airbags, traction and stability control - and it makes skills in the aforementioned driver even more critical
Interior design and special features
Getting may also be a challenge. Because of the trademark side exhaust, since thresholds can get hot enough to burn your calves, and more drivers will find that the little door opening inhibit entry and exit.
The overall design of the Viper's interior is a little sad, but it can be livened up a bit with the optional two-tone color schemes and dash panel inserts. The black-on-white-faced gauges are easy to read and well equipped. The large tachometer is mounted centrally in the instrument pod, next to 220-mph speedometer, max. Amid console can accommodate additional gauges, audio system with six-CD changer, climate and a lush red engine start button to fire up the V10.
Driving Impressions
2009 Dodge Viper is raw, raw, loud and unrefined compared with other sports, and therein lies much of its appeal. As with previous generations, when you pin the gas pedal, you will be attached to the backs. Jam on the brakes, and you can feel your internal organs Slam against your rib cage. Novices can appreciate the Viper's straight-line power and anger, but only advanced drivers should examine its cornering limits.
The control is precise and offers enough feedback to throw the Viper deep into turns, while judicious amount of throttle from a deft right foot can pass his nose with smart-bomb accuracy. But the sniper-like accuracy can be achieved with a sharper, brighter artists like Z06 or range-topping Porsche. Get it right in a Viper and the payoff is immediate and plentiful. Get it wrong and you will be dependent on every car-control skills you've ever learned. Barring shocks or damage, either outcome is the game entertaining and rewarding.
2009 Cadillac CTS-V
Introduction
Back when the first generation CTS was still in production, the folks at Cadillac had a bright idea: shoehorn a Corvette engine in the CTS, slap on a series of go-fast goodies and give the traditional kings of super-sedan Hill -- - - BMW M5, Mercedes-Benz AMG's various sports sedan and Audi's S6 - something to worry about. Cadillac called it the CTS-V, and its performance numbers were indeed impressive, as was its relative affordability. In other ways, but it was not quite ready for prime time, from its low-buck interior to its stated rear axle-hop during acceleration runs.
This year it is a whole new ballgame. 2009 Cadillac CTS-V, based on far superior second-generation CTS platform, ditches the axle hop, is a first-rate interior and? Perhaps most importantly? achieves record-breaking four-door speed. The 556-horsepower, Supercharged 6.2-liter V8 (which is essentially a slightly detuned version of the same engine found in the Corvette ZR-1) helps the new V made some ridiculous straight-line times: zero to 60 km / h in 4.3 seconds and the quarter-mile in 12.4 seconds at almost 115 km / h. In addition, the CTS-V is equally impressive when the going get twisty. In a recent comparison test, we found out for ourselves what Cadillac had told us all along - V is faster than both the M5 and C63 AMG around a racetrack, despite a base price that is nearly $ 25,000 less than BMW.
Stupendous performance rights aside, there are a few drawbacks worth mentioning. First and foremost, it's hard to tell from the driver's seat, there is a V8 under the hood. The compressor whine is omnipresent, and it is expected V8 rumble is AWOL. Second, the automatic transmission can feel raw at times, thanks to a slow-witted manual mode, upshifts and rough in both Sports Drive and manual modes. Moreover, the standard seats are not very different from those in the regular CTS, which is disappointing in a dedicated sports machine? although the optional sports seats RECARO is irreproachable.
The super-sedan segment is an embarrassment of riches these days, with many German players boast sophisticated design, sports-carlike handling and sonorous V8 or V10 engines. But the 2009 Cadillac CTS-V has elbowed its way to the leader of this sparsely occupied class with its unparalleled all-around performance, stylish metal plates and reasonable prices. We are particularly pleased with the smaller M3 and C63 AMG sports sedan, which competes directly with Cadillac at the price, but the dimensions of the CTS-V put it together more, much more expensive competitors. Super-sedan customers owe itself to take a hard look at this hard core Caddy.
Body style, trim levels, and Options
2009 Cadillac CTS-V is a high-performance sports sedan that comes in a single trim level. Standard features include 19-inch alloy wheels, Brembo brakes, adaptive xenon headlamps, an adaptive suspension with driver-adjustable shock absorbers, keyless entry and ignition (including remote start the automatic transmission models), rear park assist, leather upholstery, a leather - wrapped power tilt -telescoping steering wheel cylinders, power-adjustable heated front seats with driver memory, dual-zone automatic climate control, OnStar and Bluetooth. Also standard is a 10-speaker Bose surround-sound audio system with a CD/MP3 player, satellite radio, a USB port, an iPod-ready auxiliary audio jack and a 40-gigabyte hard drive that can be used to store music .
Options include a hard-drive-based navigation system with real-time traffic and weather reporting, 14-way power-adjustable RECARO sports seats with heating and ventilation, a suede-trimmed steering wheel and a sunroof.
Power Trains and Performance
A Supercharged 6.2-liter V8 powers the 2009 Cadillac CTS-V, send a whopping 556 horsepower and 551 pound-feet of torque to the rear wheels. A six-speed manual transmission is standard, and a six-speed automatic transmission with steering wheel-mounted shift buttons is optional. For performance testing, automatic-equipped CTS-V catapulted to 60 km / h in 4.3 seconds and flew through the quarter-mile in 12.4 seconds at 114.7 mph. Brake Capacity was also phenomenal, as our test car stopped from 60 mph in a seatbelt-strain 104 feet. Cadillac estimates that the CTS-V will return 13 mpg in the city and 19 mpg on the highway.
Security
2009 Cadillac CTS-V comes standard with anti-lock brakes, traction control, stability control, front-seat side airbags, full-length side curtain airbags and GM's OnStar emergency communications system.
The Insurance Institute for Highway Safety crash tests, the regular CTS earned scores of "Good" (the highest possible) for both frontal-offset and side-impact protection. In government crash tests, the CTS earned four out of five stars for driver protection in head-on collisions, while the front passenger received five-star protection. The CTS also received five stars for side-impact protection for front and rear passengers.
Interior design and special features
2009 CTS-V's interior is not very different from the regular CTS. Fortunately, the building boasts one of the nicer interior in its segment, with a sleekly attractive center stack design and mostly high-quality materials. We would advise skipping the base seats, as they are neither supports nor particularly comfortable. Get the optional RECARO sports seats instead, who has a crush on all the right places, but comfy enough for long trips. Rear seat dimensions are satisfactory, even for larger adults. The regular CTS's available split-folding rear seat is not available on the CTS-V, although a pass-through is standard. Bagage offers 13.6 Cubic holds, although reading the major issues is hampered by a short deck.
The design of the optional navigation system is particularly clever, display withdrawn in line, but the top inch of the screen remains visible for the audio system. Another well thought out feature is standard 40 GB hard drive, which not only allows for storage of music files, but enables AM / FM and satellite radio to be rewound, paused and resumed? much like a DVR for radio. Bose surround-sound audio system provides rich bass and a pleasingly warm sound.
Driving Impressions
At 4313 pounds, the 2009 Cadillac CTS-V weighs as much as some crossover SUVs. This makes his face flattening performance even more amazing. Despite the otherworldly lap times, although the CTS-V ultimately can not hide his 2-ton-plus mass on winding roads. The CTS-V feel a little portly in tight corners, although the 556 horses make amends in a hurry when the road straightens out. The default setting steering mechanism is too light for a high-performance sports sedan, but it is easily remedied by tapping the traction control button twice - this activates Competitive driving, weighing up to the steering, traction control turned off and switch to a more lenient stability control program for aggressive driving.
The automatic transmission's lurching full throttle upshifts are crude, but effective, although we can not say the same to the manual shift buttons on the back of the steering wheel spokes. They are so slow on the draw, you're better off just leaving the transmission in Drive Sport. The manual transmission can be a better bet, since it has a positive corporate change efforts and a surprisingly light and progressive clutch.
Back when the first generation CTS was still in production, the folks at Cadillac had a bright idea: shoehorn a Corvette engine in the CTS, slap on a series of go-fast goodies and give the traditional kings of super-sedan Hill -- - - BMW M5, Mercedes-Benz AMG's various sports sedan and Audi's S6 - something to worry about. Cadillac called it the CTS-V, and its performance numbers were indeed impressive, as was its relative affordability. In other ways, but it was not quite ready for prime time, from its low-buck interior to its stated rear axle-hop during acceleration runs.
This year it is a whole new ballgame. 2009 Cadillac CTS-V, based on far superior second-generation CTS platform, ditches the axle hop, is a first-rate interior and? Perhaps most importantly? achieves record-breaking four-door speed. The 556-horsepower, Supercharged 6.2-liter V8 (which is essentially a slightly detuned version of the same engine found in the Corvette ZR-1) helps the new V made some ridiculous straight-line times: zero to 60 km / h in 4.3 seconds and the quarter-mile in 12.4 seconds at almost 115 km / h. In addition, the CTS-V is equally impressive when the going get twisty. In a recent comparison test, we found out for ourselves what Cadillac had told us all along - V is faster than both the M5 and C63 AMG around a racetrack, despite a base price that is nearly $ 25,000 less than BMW.
Stupendous performance rights aside, there are a few drawbacks worth mentioning. First and foremost, it's hard to tell from the driver's seat, there is a V8 under the hood. The compressor whine is omnipresent, and it is expected V8 rumble is AWOL. Second, the automatic transmission can feel raw at times, thanks to a slow-witted manual mode, upshifts and rough in both Sports Drive and manual modes. Moreover, the standard seats are not very different from those in the regular CTS, which is disappointing in a dedicated sports machine? although the optional sports seats RECARO is irreproachable.
The super-sedan segment is an embarrassment of riches these days, with many German players boast sophisticated design, sports-carlike handling and sonorous V8 or V10 engines. But the 2009 Cadillac CTS-V has elbowed its way to the leader of this sparsely occupied class with its unparalleled all-around performance, stylish metal plates and reasonable prices. We are particularly pleased with the smaller M3 and C63 AMG sports sedan, which competes directly with Cadillac at the price, but the dimensions of the CTS-V put it together more, much more expensive competitors. Super-sedan customers owe itself to take a hard look at this hard core Caddy.
Body style, trim levels, and Options
2009 Cadillac CTS-V is a high-performance sports sedan that comes in a single trim level. Standard features include 19-inch alloy wheels, Brembo brakes, adaptive xenon headlamps, an adaptive suspension with driver-adjustable shock absorbers, keyless entry and ignition (including remote start the automatic transmission models), rear park assist, leather upholstery, a leather - wrapped power tilt -telescoping steering wheel cylinders, power-adjustable heated front seats with driver memory, dual-zone automatic climate control, OnStar and Bluetooth. Also standard is a 10-speaker Bose surround-sound audio system with a CD/MP3 player, satellite radio, a USB port, an iPod-ready auxiliary audio jack and a 40-gigabyte hard drive that can be used to store music .
Options include a hard-drive-based navigation system with real-time traffic and weather reporting, 14-way power-adjustable RECARO sports seats with heating and ventilation, a suede-trimmed steering wheel and a sunroof.
Power Trains and Performance
A Supercharged 6.2-liter V8 powers the 2009 Cadillac CTS-V, send a whopping 556 horsepower and 551 pound-feet of torque to the rear wheels. A six-speed manual transmission is standard, and a six-speed automatic transmission with steering wheel-mounted shift buttons is optional. For performance testing, automatic-equipped CTS-V catapulted to 60 km / h in 4.3 seconds and flew through the quarter-mile in 12.4 seconds at 114.7 mph. Brake Capacity was also phenomenal, as our test car stopped from 60 mph in a seatbelt-strain 104 feet. Cadillac estimates that the CTS-V will return 13 mpg in the city and 19 mpg on the highway.
Security
2009 Cadillac CTS-V comes standard with anti-lock brakes, traction control, stability control, front-seat side airbags, full-length side curtain airbags and GM's OnStar emergency communications system.
The Insurance Institute for Highway Safety crash tests, the regular CTS earned scores of "Good" (the highest possible) for both frontal-offset and side-impact protection. In government crash tests, the CTS earned four out of five stars for driver protection in head-on collisions, while the front passenger received five-star protection. The CTS also received five stars for side-impact protection for front and rear passengers.
Interior design and special features
2009 CTS-V's interior is not very different from the regular CTS. Fortunately, the building boasts one of the nicer interior in its segment, with a sleekly attractive center stack design and mostly high-quality materials. We would advise skipping the base seats, as they are neither supports nor particularly comfortable. Get the optional RECARO sports seats instead, who has a crush on all the right places, but comfy enough for long trips. Rear seat dimensions are satisfactory, even for larger adults. The regular CTS's available split-folding rear seat is not available on the CTS-V, although a pass-through is standard. Bagage offers 13.6 Cubic holds, although reading the major issues is hampered by a short deck.
The design of the optional navigation system is particularly clever, display withdrawn in line, but the top inch of the screen remains visible for the audio system. Another well thought out feature is standard 40 GB hard drive, which not only allows for storage of music files, but enables AM / FM and satellite radio to be rewound, paused and resumed? much like a DVR for radio. Bose surround-sound audio system provides rich bass and a pleasingly warm sound.
Driving Impressions
At 4313 pounds, the 2009 Cadillac CTS-V weighs as much as some crossover SUVs. This makes his face flattening performance even more amazing. Despite the otherworldly lap times, although the CTS-V ultimately can not hide his 2-ton-plus mass on winding roads. The CTS-V feel a little portly in tight corners, although the 556 horses make amends in a hurry when the road straightens out. The default setting steering mechanism is too light for a high-performance sports sedan, but it is easily remedied by tapping the traction control button twice - this activates Competitive driving, weighing up to the steering, traction control turned off and switch to a more lenient stability control program for aggressive driving.
The automatic transmission's lurching full throttle upshifts are crude, but effective, although we can not say the same to the manual shift buttons on the back of the steering wheel spokes. They are so slow on the draw, you're better off just leaving the transmission in Drive Sport. The manual transmission can be a better bet, since it has a positive corporate change efforts and a surprisingly light and progressive clutch.
Sports cars pictures and wallpapers
There are a huge variety of sports cars in the automobile industry today. Different automobile manufacturers produce different types of sports cars and other cars. The following are the pictures of some of the sports cars.
2009 Cadillac XLR-V
Introduction
When one of the world's largest automakers, Cadillac has experienced several ups and downs over the past few decades than Apple's stock price. But GM's wreath-and-crest division has made a concerted effort in recent years to regain its former glory. Instead of giving European and Japanese automakers to rule the roost luxury brand, Cadillac has decided to tackle head-on competitors. A key part of this effort is the company's Halo car, the 2009 Cadillac XLR-V.
As ultra-performance version of the XLR two-seat lift just Hardtop roadster, the XLR-V serve notice to the European carmakers that they do not have an exclusive hold on sexy slip tops with blistering performance. XLR-V also boasts of the necessary six-figure price of admission. Subtle hints such as 19-inch wheels, a mesh grille and quad exhaust tips clear signal that this is not a conventional XLR. Backing up the "V" badge is a hand-built, Supercharged 4.4-liter V8 that cranks a lusty 443 horsepower, along with firmer suspension tuning and upgraded brakes.
With its muscular engine and Corvette-based platform, one would expect the Cadillac XLR-V to be a strong performer. Safe enough, ripping its acceleration gives small luxury road concepts behind, and its handling and braking are more than respectable. But its relatively uncommunicative steering gives us chills, and its handling is still not as sharp as what you find in European competition. As such, the XLR-V is far from class-leading driver in the entertainment category.
A few other minor deficiencies prevent the XLR-V from taking the title of top luxury roadster. While the cockpit looks luxurious, it does not fit riders of all heights. Moreover, while most interior materials seem appropriate rich, a few others are decidedly average. In this exclusive segment, every detail counts, and XLR-V can ill afford such missteps.
The luxury roadster class includes such luminaries as the BMW M6 convertible, Jaguar XKR, Mercedes-Benz SL-Class and Porsche 911 Carrera Cabriolet. Of these, the Porsche offers the most rewarding drive, the M6 provides room for four and Mercedes arguably provides the best combination of luxury, style and performance, especially in AMG form. 2009 Cadillac XLR-V is an interesting domestic alternative, and it may even make more heads than the other cars because of its relative scarcity. But if it was our 100 grand, we will take the Porsche or Benz.
Body style, trim levels, and Options
2009 Cadillac XLR-V is a two-seat luxury roadster. Its retractable Hardtop can transform the car from closed for Coupe wide-open convertible in less than 30 seconds. Almost every imaginable luxury feature comes standard, including a nine-speaker Bose stereo system (with satellite radio), OnStar telematics, a navigation system, Bluetooth, keyless entry and start, Xenon headlamps, adaptive cruise control, a heated steering wheel with power tilt and telescoping adjustments, a head-up display and rear parking assist. The lone factory option is a set of chrome-finished wheels.
Power Trains and Performance
A Supercharged 4.4-liter V8 sends 443 horsepower and 414 pound-feet of torque to 2009 Cadillac XLR-V's rear wheels. Power is channeled through a six-speed automatic transmission with manual-shift capability. We timed a XLR-V from zero to 60 km / h in a mere 4.6 seconds, bringing it more than a full second ahead of the standard XLR and right in the thick of high-performance roadster race. Braking Ability, at 119 meters from 60 km / h, are adequate, although the top stoppers can do the deed under 115 feet.
Security
Anti-lock disc brakes, traction and stability control is standard on all 2009 Cadillac XLR-V. As in all convertible of this ilk, XLR-V's side airbags inflate to protect both head and torso.
Interior design and special features
Cockpit of the XLR-V offers much to like. Its design is appealingly simple, leather complemented the wood trim convincing and solid build quality. But we find the XLR-V's cockpit less attractive in light of the car price. The switchgear looks and feels pedestrian, and some trim pieces have a tacked-on appearance. As in many GM cars of origin, too many functions have been crowded together in turn-signal stalk. In addition, the steering wheel is a little too big for our taste, and the limited rear seat travel to impede the styles higher drivers. Tribe boasts a respectable 11.6 Cubic of space when the top is up, top down, however, that number drops to just 4.4 Cubic.
Driving Impressions
With a jump of 123 horsepower and 114 lb-ft of torque over the standard XLR, 2009 Cadillac XLR-V is much more responsive. Lean in the throttle and XLR-V catapults forward on a wave of Supercharged torque. Even with its firmer suspension setup But the XLR-V is still tuned more for boulevard cruising than all-out handling, which means that it feels softer than some more focused rivals. This attribute conspires with rather heavy and numb steering setup to make this performance roadster feel a little out of his element on winding roads.
But in normal driving, XLR-V feel fast and stable. Cowl shake is almost non-existent and the V8 sounds fantastic. Wind buffeting can be onerous with the top down, but the XLR-V is whisper-quiet with its top up.
When one of the world's largest automakers, Cadillac has experienced several ups and downs over the past few decades than Apple's stock price. But GM's wreath-and-crest division has made a concerted effort in recent years to regain its former glory. Instead of giving European and Japanese automakers to rule the roost luxury brand, Cadillac has decided to tackle head-on competitors. A key part of this effort is the company's Halo car, the 2009 Cadillac XLR-V.
As ultra-performance version of the XLR two-seat lift just Hardtop roadster, the XLR-V serve notice to the European carmakers that they do not have an exclusive hold on sexy slip tops with blistering performance. XLR-V also boasts of the necessary six-figure price of admission. Subtle hints such as 19-inch wheels, a mesh grille and quad exhaust tips clear signal that this is not a conventional XLR. Backing up the "V" badge is a hand-built, Supercharged 4.4-liter V8 that cranks a lusty 443 horsepower, along with firmer suspension tuning and upgraded brakes.
With its muscular engine and Corvette-based platform, one would expect the Cadillac XLR-V to be a strong performer. Safe enough, ripping its acceleration gives small luxury road concepts behind, and its handling and braking are more than respectable. But its relatively uncommunicative steering gives us chills, and its handling is still not as sharp as what you find in European competition. As such, the XLR-V is far from class-leading driver in the entertainment category.
A few other minor deficiencies prevent the XLR-V from taking the title of top luxury roadster. While the cockpit looks luxurious, it does not fit riders of all heights. Moreover, while most interior materials seem appropriate rich, a few others are decidedly average. In this exclusive segment, every detail counts, and XLR-V can ill afford such missteps.
The luxury roadster class includes such luminaries as the BMW M6 convertible, Jaguar XKR, Mercedes-Benz SL-Class and Porsche 911 Carrera Cabriolet. Of these, the Porsche offers the most rewarding drive, the M6 provides room for four and Mercedes arguably provides the best combination of luxury, style and performance, especially in AMG form. 2009 Cadillac XLR-V is an interesting domestic alternative, and it may even make more heads than the other cars because of its relative scarcity. But if it was our 100 grand, we will take the Porsche or Benz.
Body style, trim levels, and Options
2009 Cadillac XLR-V is a two-seat luxury roadster. Its retractable Hardtop can transform the car from closed for Coupe wide-open convertible in less than 30 seconds. Almost every imaginable luxury feature comes standard, including a nine-speaker Bose stereo system (with satellite radio), OnStar telematics, a navigation system, Bluetooth, keyless entry and start, Xenon headlamps, adaptive cruise control, a heated steering wheel with power tilt and telescoping adjustments, a head-up display and rear parking assist. The lone factory option is a set of chrome-finished wheels.
Power Trains and Performance
A Supercharged 4.4-liter V8 sends 443 horsepower and 414 pound-feet of torque to 2009 Cadillac XLR-V's rear wheels. Power is channeled through a six-speed automatic transmission with manual-shift capability. We timed a XLR-V from zero to 60 km / h in a mere 4.6 seconds, bringing it more than a full second ahead of the standard XLR and right in the thick of high-performance roadster race. Braking Ability, at 119 meters from 60 km / h, are adequate, although the top stoppers can do the deed under 115 feet.
Security
Anti-lock disc brakes, traction and stability control is standard on all 2009 Cadillac XLR-V. As in all convertible of this ilk, XLR-V's side airbags inflate to protect both head and torso.
Interior design and special features
Cockpit of the XLR-V offers much to like. Its design is appealingly simple, leather complemented the wood trim convincing and solid build quality. But we find the XLR-V's cockpit less attractive in light of the car price. The switchgear looks and feels pedestrian, and some trim pieces have a tacked-on appearance. As in many GM cars of origin, too many functions have been crowded together in turn-signal stalk. In addition, the steering wheel is a little too big for our taste, and the limited rear seat travel to impede the styles higher drivers. Tribe boasts a respectable 11.6 Cubic of space when the top is up, top down, however, that number drops to just 4.4 Cubic.
Driving Impressions
With a jump of 123 horsepower and 114 lb-ft of torque over the standard XLR, 2009 Cadillac XLR-V is much more responsive. Lean in the throttle and XLR-V catapults forward on a wave of Supercharged torque. Even with its firmer suspension setup But the XLR-V is still tuned more for boulevard cruising than all-out handling, which means that it feels softer than some more focused rivals. This attribute conspires with rather heavy and numb steering setup to make this performance roadster feel a little out of his element on winding roads.
But in normal driving, XLR-V feel fast and stable. Cowl shake is almost non-existent and the V8 sounds fantastic. Wind buffeting can be onerous with the top down, but the XLR-V is whisper-quiet with its top up.
Fast cars pictures gallery
There are different types of fast cars available in the automobile market now-a-days. these cars are manufactured by different types of automobile gaints.some of the pics and wallpapers of fast cars are here under.
Many new types of fast cars are being introduced into the market everyday, the following are few of them. bugatti veyron and pagani zonda are among them. just have a look at them.
Many new types of fast cars are being introduced into the market everyday, the following are few of them. bugatti veyron and pagani zonda are among them. just have a look at them.
2009 Cadillac XLR
Introduction
Like gourmet coffee from McDonald's, a pair of Christian Dior running shoes or Jack Black as a leading man, there are some things that at first blush just does not seem to go together. Cadillac is a car synonymous with traditional land-yachts and blinged-out SUVs, but few would associate it with a high performance, dashingly reported two-seat luxury drop top. But the 2009 Cadillac XLR is just such a car, and the retractable-roof roadster is now in its sixth year of production.
Naturally, the XLR is not its first attempt in this segment. Remember, it Italian-bodied allant in the late 80s and early 90s? No? You are not alone, though this flagship roadster boasted distinctive styling and robust V8 power. The challenge for Cadillac is to ensure that the same thought XLR is not the same fade in obscurity. It may be easier said than done, because while the XLR is a pretty nice car, its competitors are pretty nice, and then some.
With a platform that borrows heavily from the Corvette, the XLR seems to be a likable marriage of coddling luxury and sporting performance. Unfortunately, it seems that the sports genes are somewhat recessive in this case. Although fast and generally a respectable action, the XLR is not exactly a Corvette in a smoking. Thanks to suspension tuning, giving priority to ride comfort, the XLR is more at home on boulevards than back roads.
Nor is the XLR strong enough against its chief rivals to contend for luxury roadster supremacy. Although its cabin is quite luxurious and includes even more leather trim til'09 upon closer inspection, the XLR's interior materials (especially plastics) falls short in comparison to the competition. The same can be said for its driving dynamics - even in a position to do once on a twisty road, the XLR does not give the driver the same interactive pleasure that we might find in, say, a BMW 650i.
Unless the 2009 Cadillac XLR's beautiful appearance and all-American pedigree find a strong chord with you, we would recommend taking a closer look at other players in this sparsely occupied class. In addition to the aforementioned Bimmer, the Jaguar XK, Mercedes-Benz SL550 and Porsche 911 Carrera Cabriolet is all worth considering.
Body style, trim levels, and Options
2009 Cadillac XLR is a luxury roadster that features a lift just Hardtop. It comes in a single Platinum trim level. XLR Platinum comes with most any luxury feature you ever want, including 18-inch alloy wheels, adaptive Xenon HID headlamps, eight-way power and heated leather seats, a heated steering wheel, Bose audio (with satellite radio and CD Changer) , OnStar, Bluetooth, a navigation system, dual-zone automatic climate control, keyless ignition, adaptive cruise control and a head-up display.
The few options include a weather Veil package that includes a car cover, a wind-blocker with storage bag and unique split-spoke chrome wheels. The standard-style wheels are also available in a chrome finish.
Power Trains and Performance
A muscular yet refined 4.6-liter V8 powers the XLR. A six-speed automatic (which allows manual-style shifting) sends the V8's 320 hp and 310 pound-feet of torque to the rear wheels. EPA fuel mileage estimates stand at 15 mpg city/24 mpg highway and 18 mpg combined.
XLR is a pretty spirited performer, as the 0-60-mph dash takes less than 6 seconds, while high-speed driving on the motorway is hushed and effortless. Full-throttle shifts result in little hesitation, and the sound of the engine at full song is as good as or better than a V8 engine in its class.
Braking Ability is equally impressive, with a stop from 60 km / h takes just 118 feet, and no drums clear succession panic stops.
Security
Anti-lock disc brakes, run-flat tires and stability control are all standard, as are side air bags offering head and thorax protection. Rear parking sensors are also included.
Interior design and special features
While filled with high-tech luxury features and sporting more leather trim in the cabin, the 2009 Cadillac XLR fails to match the interior quality of similarly priced competitors to wear badges of BMW, Jaguar, Mercedes-Benz and Porsche. Its soothing blend of soft leather, real wood trim and aluminum accents is certainly an invitation. But the plastic quality is lower than the average for this high class, and its design reminds some of the polarizing first-generation CTS sedan.
As a Hardtop convertible, the XLR is aimed at customers looking for a two-seats, which can provide both a Suntan and quiet top-up highway ride. The stylish folding roof is one of the XLR's strongest selling points - Mercedes is the only other car in this class, which has a lift just Hardtop. Tribe boasts a respectable 11.6 Cubic of space when the top is up, top down, however, that number drops to just 4.4 Cubic.
Driving Impressions
As soon as the 2009 Cadillac XLR is, when pushed, they expect a Corvette in formal wear will be disappointed. Acceleration is certainly fast, but the XLR's soft suspension tuning results in noticeable body roll during hard cornering forces and plenty of nose dive under heavy braking.
Magnetic Ride Control shocks are standard equipment, but even with their split-second adjustment, the XLR still feel less prepared to tackle the turns than the more athletic Mercedes SL. In less streamer roads, XLR hits his step, providing an uninterrupted ride with ease, arrow-straight tracking provided through the precise steering. On the road speeds, wind buffeting is a little intrusive with the top down, but not so much that it makes the XLR otherwise enjoyable highway ride.
Like gourmet coffee from McDonald's, a pair of Christian Dior running shoes or Jack Black as a leading man, there are some things that at first blush just does not seem to go together. Cadillac is a car synonymous with traditional land-yachts and blinged-out SUVs, but few would associate it with a high performance, dashingly reported two-seat luxury drop top. But the 2009 Cadillac XLR is just such a car, and the retractable-roof roadster is now in its sixth year of production.
Naturally, the XLR is not its first attempt in this segment. Remember, it Italian-bodied allant in the late 80s and early 90s? No? You are not alone, though this flagship roadster boasted distinctive styling and robust V8 power. The challenge for Cadillac is to ensure that the same thought XLR is not the same fade in obscurity. It may be easier said than done, because while the XLR is a pretty nice car, its competitors are pretty nice, and then some.
With a platform that borrows heavily from the Corvette, the XLR seems to be a likable marriage of coddling luxury and sporting performance. Unfortunately, it seems that the sports genes are somewhat recessive in this case. Although fast and generally a respectable action, the XLR is not exactly a Corvette in a smoking. Thanks to suspension tuning, giving priority to ride comfort, the XLR is more at home on boulevards than back roads.
Nor is the XLR strong enough against its chief rivals to contend for luxury roadster supremacy. Although its cabin is quite luxurious and includes even more leather trim til'09 upon closer inspection, the XLR's interior materials (especially plastics) falls short in comparison to the competition. The same can be said for its driving dynamics - even in a position to do once on a twisty road, the XLR does not give the driver the same interactive pleasure that we might find in, say, a BMW 650i.
Unless the 2009 Cadillac XLR's beautiful appearance and all-American pedigree find a strong chord with you, we would recommend taking a closer look at other players in this sparsely occupied class. In addition to the aforementioned Bimmer, the Jaguar XK, Mercedes-Benz SL550 and Porsche 911 Carrera Cabriolet is all worth considering.
Body style, trim levels, and Options
2009 Cadillac XLR is a luxury roadster that features a lift just Hardtop. It comes in a single Platinum trim level. XLR Platinum comes with most any luxury feature you ever want, including 18-inch alloy wheels, adaptive Xenon HID headlamps, eight-way power and heated leather seats, a heated steering wheel, Bose audio (with satellite radio and CD Changer) , OnStar, Bluetooth, a navigation system, dual-zone automatic climate control, keyless ignition, adaptive cruise control and a head-up display.
The few options include a weather Veil package that includes a car cover, a wind-blocker with storage bag and unique split-spoke chrome wheels. The standard-style wheels are also available in a chrome finish.
Power Trains and Performance
A muscular yet refined 4.6-liter V8 powers the XLR. A six-speed automatic (which allows manual-style shifting) sends the V8's 320 hp and 310 pound-feet of torque to the rear wheels. EPA fuel mileage estimates stand at 15 mpg city/24 mpg highway and 18 mpg combined.
XLR is a pretty spirited performer, as the 0-60-mph dash takes less than 6 seconds, while high-speed driving on the motorway is hushed and effortless. Full-throttle shifts result in little hesitation, and the sound of the engine at full song is as good as or better than a V8 engine in its class.
Braking Ability is equally impressive, with a stop from 60 km / h takes just 118 feet, and no drums clear succession panic stops.
Security
Anti-lock disc brakes, run-flat tires and stability control are all standard, as are side air bags offering head and thorax protection. Rear parking sensors are also included.
Interior design and special features
While filled with high-tech luxury features and sporting more leather trim in the cabin, the 2009 Cadillac XLR fails to match the interior quality of similarly priced competitors to wear badges of BMW, Jaguar, Mercedes-Benz and Porsche. Its soothing blend of soft leather, real wood trim and aluminum accents is certainly an invitation. But the plastic quality is lower than the average for this high class, and its design reminds some of the polarizing first-generation CTS sedan.
As a Hardtop convertible, the XLR is aimed at customers looking for a two-seats, which can provide both a Suntan and quiet top-up highway ride. The stylish folding roof is one of the XLR's strongest selling points - Mercedes is the only other car in this class, which has a lift just Hardtop. Tribe boasts a respectable 11.6 Cubic of space when the top is up, top down, however, that number drops to just 4.4 Cubic.
Driving Impressions
As soon as the 2009 Cadillac XLR is, when pushed, they expect a Corvette in formal wear will be disappointed. Acceleration is certainly fast, but the XLR's soft suspension tuning results in noticeable body roll during hard cornering forces and plenty of nose dive under heavy braking.
Magnetic Ride Control shocks are standard equipment, but even with their split-second adjustment, the XLR still feel less prepared to tackle the turns than the more athletic Mercedes SL. In less streamer roads, XLR hits his step, providing an uninterrupted ride with ease, arrow-straight tracking provided through the precise steering. On the road speeds, wind buffeting is a little intrusive with the top down, but not so much that it makes the XLR otherwise enjoyable highway ride.
2009 Cadillac STS-V
Introduction
A just ten years ago, the exchange was slim, if you want a luxury sports sedan with medium-steroidal power and space for four adults. BMW's latest version of its M5 was just about ready to press state side, and Mercedes had just introduced E55 AMG. But if none of these super-sports sedan tickled you, you were pretty much out of luck. Today is competing models from Audi, Jaguar and Maserati have elbowed their way in this exclusive segment alongside updated action from BMW and Mercedes. And then there's the 2009 Cadillac STS-V, now in its fourth year on the market. It is an attempt by GM to cut the superior European competition down to size.
Thanks to its Supercharged 4.4-liter V8, the 2009 STS-V can sprint from zero to 60 km / h at an impressive 5.1 seconds. , The STS-V is not even close to being the fastest car in this segment is proof of the ferocity of the current horsepower wars. That honor goes to the brutally powerful Mercedes-Benz E63 AMG, which reaches 60 in a physics-flouting 4.3 seconds. But make no mistake - the STS-V is a fleet-footed luxury sedan. And while it does not offer world-beating handling, it is no slouch here either, having been suspended in extensively on the Nürburgring's famous Nordschleife during its development. When you consider these traits beside STS-V's direct civilized ride and spaciously luxurious interior, there is no doubt that this remains a highly desirable car even after four years of production.
Thing is, GM's got a warmer irons in the fire - it would be the new CTS-V, which is marginally less than the STS-V, but about the same size as the Germans. It boasts a mildly detuned version of the new Corvette ZR-1's Supercharged V8. On paper, which means that it will lay off several full 81 more horsepower and 111 pound-feet of torque than the STS-V's already healthy 469 horsepower and 439 lb-ft. In practice, the CTS-V has lapped the Nürburgring in a production sedan record 7 minutes and 59 seconds. The STS-V is no slouch, but it can not touch all-out performance of its brash new brother and sister.
Still, the fact that the traditionally staid Cadillac is now offering two Nürburgring-bred sports luxury sports sedan is a good measure of how well the brand has reinvented itself in recent years. 2009 Cadillac STS-V certainly does justice to the high-performance "V" badge, though it no longer sprightliest Steed in Cadillac's stable. But there are many highly competent players in this segment, then we will recommend to give the competition a close look too. Audi S6, BMW M5, Jaguar XJR, Mercedes-Benz E63 AMG, and even a little pricier Maserati Quattro Porte are all worth considering.
2009 Cadillac STS-V is a great high-performance sedan available in a fully loaded trim level. Standard equipment includes 18-inch front wheels and 19-inch rear wheels, Xenon HID headlamps, rear parking assist, rain-sensing wipers, a sunroof, keyless entry / ignition, leather and faux suede upholstery, heated eight-way power front seats, driver memory functions, heated outboard rear seats and a heated steering wheel. Dual-zone automatic climate control, a head-up display, a navigation system, Bluetooth and a 15-speaker Bose surround sound system with six-CD changer, auxiliary audio jack and satellite radio are also standard. The only option is to delete the roof.
Power Trains and Performance
A Supercharged 4.4-liter V8 making 469 horsepower and 439 lb-ft of torque is the secret to the STS-V's massive acceleration. Power is sent to the rear wheels via a six-speed automatic with manual shift control. Besides 0-60-mph sprint in 5.1 seconds, we clocked an STS-V through quarter-mile in a blistering 13.6 seconds at 106 km / h, although this achievement is far from the best class.
Security
Anti-lock disc brakes, stability control, traction control, front-seat side airbags, full-length head curtain airbags, OnStar and a rearview camera are all standard on the 2009 Cadillac STS-V. Also standard is a blind spot and Lane departure warning systems.
In government crash tests, STS scored four out of five stars for frontal crash protection and front-seat side protection against impact. It received five stars for the rear side doors protection against impact. The Insurance Institute for Highway Safety frontal-offset crash test, the regular STS scored a rating of "Good", the highest possible. It scored a second best rating of "acceptable" to the Agency protection against impact.
Interior design and special features
2009 Cadillac STS-V sport satisfactory levels of fit and finish, and luxury buyers may be happy with this Cadillac's generally high-class atmosphere. But there are some low-grade plastic to be found - a shortcoming shared by both STS-V's competitors or finely wrought CTS-V. Controls are straightforward and mostly intuitive, but memory-setting procedure for driver seat, mirrors, radio and climate control requires an undue amount of futzing around with touchscreen menu system. Trunk space, at 13.8 Cubic, is perhaps a little disappointing considering the car's overall size.
Driving Impressions
Put the pedal down in the 2009 Cadillac STS-V and you immediately rise up in a huge wave of torque Supercharged, although six-speed automatic is not so quick-witted as it should be in a V-badged car. The sport-tuned suspension, powerful Brembo brakes and large wheels and tires conspire to imbue the STS-V with a remarkably complex character for higher speeds and around corners. Compared with the single-minded M5, the STS-V feels a little soft, but body roll is remarkably well controlled for such a large car.
Audi A4 Performance
The latest Nothelle project is the A4, which the tuning company from Ratingen (Germany) provides with a more elegant and at the same time sportier appearance. And naturally nothelle also offers various performance improvements for the A4.
- Power output increased by up to 310 bhp
- Aerodynamic packages
- Quadruple exhaust and "NOVEDRA VII SPORT" 19-inch wheels
Sophisticated nothelle aerodynamic packages with sporty looks.
Nothelle tackles the external cosmetics with the aid of a comprehensive, in-house, sophisticated aerodynamic kits, which is mounted on the standard components without any additional body modifications.
It consists of a front spoiler (from EUR 490), side skirts, a rear apron attachment and a rear spoiler (one version each for the Saloon and the Avant), as well as optional fender extensions, which can also be fitted onto the standard wings with any body modifications.
The rear of the A4 gets an even sportier upgrade when you order the nothelle diffusor. This is available either in the body colour or in sophisticated genuine carbon fibre.
The nothelle rear silencer with its quad-tailpipe looks (from EUR 620), made entirely of durable stainless steel, promises a sporty sound as well as a touch more power. Its oval, chrome-plated 4 tailpipes give the rear end of the A4 a significant boost. A pretty backside is no less enchanting, after all!
Sports suspension and matching footwear
nothelle also provides matching footwear for the A4, with the company's own NOVEDRA VII SPORT wheels in 8.5 x 19" format. The one-piece wheel is impressive for its striking and extremely exclusive design, as well as its multi-piece looks (from EUR 550). Nnothelle offers it in three versions.
The basic version is the "NOVEDRA VII SPORT", painted in Shiny Silver. The fine surface finish of the "brilliance edition" is achieved by means of an extremely elaborate ball polishing process with high-gloss intensification. Because tastes vary, nothelle also offers the "black edition" as a third version. The alloy wheel is also available complete with an ultra high-performance 235/35-19 tyre from nothelle's technology partner, KUMHO.
Naturally nothelle also takes care to ensure that all the extra power does not throw the A4 off the road. That's why the Ratingen tuning company offers sport suspension systems. Either in the form of a comfort-oriented set of sports springs, as a complete suspension system or as a high-end solution using individually height-adjustable coilovers.
Performance upgrades for diesel and petrol engines
Nothelle gives the diesels a boost by means of chip-tuning or its N TRONIC BOX. The latter represents the intelligent power box for diesel engines, and is a supplementary control unit that will deliver a significant but not excessive performance boost when installed.
Similar performance figures are delivered by the chip-tuning version, LEADERCHIP©, designed for the discerning driver with a desire for more controlled power. The vehicle releases its entire potential and yet at the same time remains supreme and respectable in its running characteristics. The engine offers significantly improved torque and increased power output with well-balanced figures. It is the diplomat among the tuning chips, with unfettered superiority.
As a third alternative nothelle offers the BULLCHIP©, the power upgrade for the driver with sporting ambitions. Full-blooded power delivery, breathtaking torque and fabulous acceleration are its characteristic features. That makes it the muscle man among the tuning chips.
All performance upgrades are of course also available for vehicles with a diesel particle filter.
2.0TFSI Nothelle Style
Of all the A4's petrol engines, the 2-litre TFSI is just asking for some muscle-toning. nothelle turns it into the highlight of its range. In the case of the turbocharged in-line four-cylinder engine, the conversion delivers a leap in power output up to a magnificent 310 horsepower! That makes it possible for the A4 to reach a top speed of 280 km/h (175 mph). Acceleration from 0 to 100 km/h (0 to 62 mph) in 5.5 seconds will have many a 911-owner booking his Porsche in for a performance check at the first workshop he comes across.
As a rule nothelle can offer performance upgrades for all engines. In all its development work the tuning firm naturally pays greatest attention to ensuring compliance with all applicable emissions standards. And all with TÜV approval and under warranty.
audi a4 performanceaudi a4 performance
2008 Audi A4 Performance & Efficiency Standard Features
Turbo compressor
1,984 cc 2.0 liters inline 4 front engine with 82.5 mm bore, 92.8 mm stroke, 10.5 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder
Premium unleaded fuel 91
Gasoline direct injection fuel system
18.5 gallon main premium unleaded fuel tank 15.4
Power: 149 kW , 200 HP SAE @ 5,100 rpm; 207 ft lb , 281 Nm @ 1,800 rpm
2008 Audi A4 Handling, Ride & Braking Standard Features
Fourwheel ABS
Brake assist system
Four disc brakes including two ventilated discs
Electronic brake distribution
Electronic traction control via ABS & engine management
Immobilizer
Fullsize alloy rim internal spare wheel
Stability control
Multilink front and rear suspension independent with stabilizer bar and coil springs
2008 Audi A4 Exterior & Aerodynamics Standard Features
Body side molding
Body color front and rear bumpers
Chrome/bright trim around side windows
Day time running lights
Driver and passenger power heated partialpainted door mirrors
External dimensions: overall length (inches): 180.6, overall width (inches): 69.8, overall height (inches): 56.2, wheelbase (inches): 104.3, front track (inches): 59.9, rear track (inches): 59.9 and curb to curb turning circle (feet): 36.4
Front fog lights
Projector beam lens halogen bulb headlights
Luxury trim alloy & leather on gearknob, alloy on doors and alloy on dashboard
Black paint
Fixed rear window with defogger
Glass electric front sunroof
Tinted glass on cabin
Weights: curb weight (lbs) 3,450
Windshield wipers with automatic intermittent wipe
2008 Audi A4 Interior Standard Features
12v power outlet: cargo, front and 1
Air conditioning with climate control
Diversity antenna
Peripheral interior monitoring antilift antitheft protection
Front and rear ashtray
Manufacturer's own RDS audio system with AM/FM, Disc Autochanger and sixdisc remote changer CD player reads MP3
Automatic drive indicator on dashboard
Cargo area light
Cargo capacity: all seats in place (cu ft): 13.4
Front seats cigar lighter
Clock
Computer with range for remaining fuel
Full dashboard console with covered storage box, full floor console with open storage box, partial overhead console
Delayed/fade courtesy lights
Cruise control
Front seats cup holders fixed, rear seats cup holders pop out
Door pockets/bins for driver seat and passenger seat
External temperature
Floor mats
Driver front airbag with multistage deployment, passenger front airbag with occupant sensors and multistage deployment
Bucket electrically adjustable driver seat with height adjustment, lumbar adjustment, six adjustments and tilt adjustment, bucket electrically adjustable passenger seat with height adjustment, lumbar adjustment and two adjustments
Height adjustable 3point reel front seat belts on driver seat and passenger seat with pretensioners
Front seat center armrest
Two height adjustable active head restraints on front seats, three height adjustable head restraints on rear seats
Heated washer
Illuminated entry system
Internal dimensions: front headroom (inches): 38.4, rear headroom (inches): 37.2, front leg room (inches): 41.3, rear leg room (inches): 34.3, front shoulder room (inches): 55.1, rear shoulder room (inches): 53.4 and interior volume (cu ft): 90.1
Low tire pressure indicator
Remote power locks includes trunk/hatch, includes power windows and speed sensing
Vehicle speed proportional power steering
Front and rear power windows with two onetouch
Front and rear reading lights
Rear fog lights
3point reel rear seat belts on driver side, passenger side and center side with pretensioners
Rear seat center armrest integral box
Three asymmetrical bench front facing rear seats with zero adjustments
Rear view mirror
Steering wheel mounted remote audio controls
Remote fuel filler door release
Remote control remote trunk/hatch release
Front and rear side curtain airbag
Front seat back storage
Cloth seat upholstery with additional cloth
Seating: five seats
Service interval indicator
Front side airbag
Ten speaker(s)
Leather covered multifunction steering wheel with tilt adjustment and telescopic adjustment
Tachometer
Illuminated driver and passenger vanity mirror
Ventilation system with micro filter and active carbon filter.
- Power output increased by up to 310 bhp
- Aerodynamic packages
- Quadruple exhaust and "NOVEDRA VII SPORT" 19-inch wheels
Sophisticated nothelle aerodynamic packages with sporty looks.
Nothelle tackles the external cosmetics with the aid of a comprehensive, in-house, sophisticated aerodynamic kits, which is mounted on the standard components without any additional body modifications.
It consists of a front spoiler (from EUR 490), side skirts, a rear apron attachment and a rear spoiler (one version each for the Saloon and the Avant), as well as optional fender extensions, which can also be fitted onto the standard wings with any body modifications.
The rear of the A4 gets an even sportier upgrade when you order the nothelle diffusor. This is available either in the body colour or in sophisticated genuine carbon fibre.
The nothelle rear silencer with its quad-tailpipe looks (from EUR 620), made entirely of durable stainless steel, promises a sporty sound as well as a touch more power. Its oval, chrome-plated 4 tailpipes give the rear end of the A4 a significant boost. A pretty backside is no less enchanting, after all!
Sports suspension and matching footwear
nothelle also provides matching footwear for the A4, with the company's own NOVEDRA VII SPORT wheels in 8.5 x 19" format. The one-piece wheel is impressive for its striking and extremely exclusive design, as well as its multi-piece looks (from EUR 550). Nnothelle offers it in three versions.
The basic version is the "NOVEDRA VII SPORT", painted in Shiny Silver. The fine surface finish of the "brilliance edition" is achieved by means of an extremely elaborate ball polishing process with high-gloss intensification. Because tastes vary, nothelle also offers the "black edition" as a third version. The alloy wheel is also available complete with an ultra high-performance 235/35-19 tyre from nothelle's technology partner, KUMHO.
Performance upgrades for diesel and petrol engines
Nothelle gives the diesels a boost by means of chip-tuning or its N TRONIC BOX. The latter represents the intelligent power box for diesel engines, and is a supplementary control unit that will deliver a significant but not excessive performance boost when installed.
Similar performance figures are delivered by the chip-tuning version, LEADERCHIP©, designed for the discerning driver with a desire for more controlled power. The vehicle releases its entire potential and yet at the same time remains supreme and respectable in its running characteristics. The engine offers significantly improved torque and increased power output with well-balanced figures. It is the diplomat among the tuning chips, with unfettered superiority.
As a third alternative nothelle offers the BULLCHIP©, the power upgrade for the driver with sporting ambitions. Full-blooded power delivery, breathtaking torque and fabulous acceleration are its characteristic features. That makes it the muscle man among the tuning chips.
All performance upgrades are of course also available for vehicles with a diesel particle filter.
2.0TFSI Nothelle Style
Of all the A4's petrol engines, the 2-litre TFSI is just asking for some muscle-toning. nothelle turns it into the highlight of its range. In the case of the turbocharged in-line four-cylinder engine, the conversion delivers a leap in power output up to a magnificent 310 horsepower! That makes it possible for the A4 to reach a top speed of 280 km/h (175 mph). Acceleration from 0 to 100 km/h (0 to 62 mph) in 5.5 seconds will have many a 911-owner booking his Porsche in for a performance check at the first workshop he comes across.
As a rule nothelle can offer performance upgrades for all engines. In all its development work the tuning firm naturally pays greatest attention to ensuring compliance with all applicable emissions standards. And all with TÜV approval and under warranty.
audi a4 performanceaudi a4 performance
2008 Audi A4 Performance & Efficiency Standard Features
Turbo compressor
1,984 cc 2.0 liters inline 4 front engine with 82.5 mm bore, 92.8 mm stroke, 10.5 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder
Premium unleaded fuel 91
Gasoline direct injection fuel system
18.5 gallon main premium unleaded fuel tank 15.4
Power: 149 kW , 200 HP SAE @ 5,100 rpm; 207 ft lb , 281 Nm @ 1,800 rpm
2008 Audi A4 Handling, Ride & Braking Standard Features
Fourwheel ABS
Brake assist system
Four disc brakes including two ventilated discs
Electronic brake distribution
Electronic traction control via ABS & engine management
Immobilizer
Fullsize alloy rim internal spare wheel
Stability control
Multilink front and rear suspension independent with stabilizer bar and coil springs
2008 Audi A4 Exterior & Aerodynamics Standard Features
Body side molding
Body color front and rear bumpers
Chrome/bright trim around side windows
Day time running lights
Driver and passenger power heated partialpainted door mirrors
External dimensions: overall length (inches): 180.6, overall width (inches): 69.8, overall height (inches): 56.2, wheelbase (inches): 104.3, front track (inches): 59.9, rear track (inches): 59.9 and curb to curb turning circle (feet): 36.4
Front fog lights
Projector beam lens halogen bulb headlights
Luxury trim alloy & leather on gearknob, alloy on doors and alloy on dashboard
Black paint
Fixed rear window with defogger
Glass electric front sunroof
Tinted glass on cabin
Weights: curb weight (lbs) 3,450
Windshield wipers with automatic intermittent wipe
2008 Audi A4 Interior Standard Features
12v power outlet: cargo, front and 1
Air conditioning with climate control
Diversity antenna
Peripheral interior monitoring antilift antitheft protection
Front and rear ashtray
Manufacturer's own RDS audio system with AM/FM, Disc Autochanger and sixdisc remote changer CD player reads MP3
Automatic drive indicator on dashboard
Cargo area light
Cargo capacity: all seats in place (cu ft): 13.4
Front seats cigar lighter
Clock
Computer with range for remaining fuel
Full dashboard console with covered storage box, full floor console with open storage box, partial overhead console
Delayed/fade courtesy lights
Cruise control
Front seats cup holders fixed, rear seats cup holders pop out
Door pockets/bins for driver seat and passenger seat
External temperature
Floor mats
Driver front airbag with multistage deployment, passenger front airbag with occupant sensors and multistage deployment
Bucket electrically adjustable driver seat with height adjustment, lumbar adjustment, six adjustments and tilt adjustment, bucket electrically adjustable passenger seat with height adjustment, lumbar adjustment and two adjustments
Height adjustable 3point reel front seat belts on driver seat and passenger seat with pretensioners
Front seat center armrest
Two height adjustable active head restraints on front seats, three height adjustable head restraints on rear seats
Heated washer
Illuminated entry system
Internal dimensions: front headroom (inches): 38.4, rear headroom (inches): 37.2, front leg room (inches): 41.3, rear leg room (inches): 34.3, front shoulder room (inches): 55.1, rear shoulder room (inches): 53.4 and interior volume (cu ft): 90.1
Low tire pressure indicator
Remote power locks includes trunk/hatch, includes power windows and speed sensing
Vehicle speed proportional power steering
Front and rear power windows with two onetouch
Front and rear reading lights
Rear fog lights
3point reel rear seat belts on driver side, passenger side and center side with pretensioners
Rear seat center armrest integral box
Three asymmetrical bench front facing rear seats with zero adjustments
Rear view mirror
Steering wheel mounted remote audio controls
Remote fuel filler door release
Remote control remote trunk/hatch release
Front and rear side curtain airbag
Front seat back storage
Cloth seat upholstery with additional cloth
Seating: five seats
Service interval indicator
Front side airbag
Ten speaker(s)
Leather covered multifunction steering wheel with tilt adjustment and telescopic adjustment
Tachometer
Illuminated driver and passenger vanity mirror
Ventilation system with micro filter and active carbon filter.
2009 Cadillac STS
Introduction
Is the middle child is never easy. Just ask Jan Brady of "The Brady Bunch". Something plain and not very talented, Jan was constantly overlooked in favor of her popular older sister Marcia and oh-so-cute kid sister Cindy. Jan just could not catch a break, or worship, for that matter.
And then it was the middle child of the family Cadillac, full-size STS luxury sports sedan, which sits between the inexplicably popular DTS luxury barge and Caddy's best selling medium Jocks sibling, the CTS sport sedan. By comparison, the STS barely noticed, with less than half the sales of its siblings. And it's even after Cadillac made some cosmetic changes last year (such as a new grille and upgraded cabin trim), while adding a beefier base V6 engine that helped bring it out of the shadows and give it a better chance in a very competitive luxury sports sedan market. 2009 Cadillac STS sees only minor detail changes, such as Bluetooth capabilities in cars are not equipped with a navigation system, new wheels and a speed limit notification feature on the navigation system.
Buyers in the luxury sports sedan segment expects the latest in high-tech gadgets, and the 2009 Cadillac STS is enough to make a Sharper Image junkie drool with delight. Among them is a lane departure warning system, which, as with competitors' systems, using cameras to see road lines and warn the driver if he or she migrates. There is also a side blind zone alert system, which scans for vehicles in the driver's blind spot and flashes a warning light embedded in the side view mirrors.
We have always wanted the current Cadillac STS, and last year's revisions made it even more endearing. The powerful V6 almost makes V8 version irrelevant. Meanwhile, the STS's ride and handling continues to impress, with moves that almost makes you forget you are driving a sedan that is 6 inches longer and 200 pounds heavier than a Ford E-350. Undercutting its European rivals' price tags of thousands does not hurt either, even if a side effect is a couple of mediocre quality interior plastics.
The STS has a new competitor this year, Hyundai's all-new Genesis sedan, which offers many of the same strong-value qualities such as STS, but a more powerful V8 and a higher quality interior. All told, know that there are plenty of excellent choices in the $ 45,000 - $ 60,000 range, including this car is not so little Sibling CTS. Yes, as much as we like Caddy's STS, we can not help but think that, just like Jan Brady, is yelling "Marcia, Marcia, Marcia!"
Body style, trim levels, and Options
2009 Cadillac STS is a large luxury sport sedan available in V6 and V8 models. Both versions feature 17-inch wheels, leather seating, wood and alloy interior trim, eight-way power front seats, dual-zone automatic climate control, remote keyless entry and vehicle start, satellite radio, Bluetooth, an eight-speaker Bose sound system and OnStar. The V8 version adds a CD changer, memory seats presets, heated seats (front and rear), a heated steering wheel and rain-sensing wipers. Many of the V8's functions can be added to the V6 model through a series of packages.
Other features available on both models (in packages or a la carte items) includes a sunroof, xenon headlamps with washers, adaptive cruise control, a lane departure warning system, a blind spot warning system, a head-up display, and heated and ventilated front seats. The navigation system is interconnected with a Bose surround-sound audio system. There is also Performance Management package, which adds better wheels, tires and brakes. An adaptive suspension system (Magnetic Ride Control) is also available, as are larger 18-inch wheels.
Power Trains and Performance
The standard engine on the 2009 Cadillac STS is a 3.6-liter V6 that produces 302 horsepower and 272 pound-feet of torque. The optional engine choice is a 4.6-liter V8 making 320 horsepower and 315 lb-ft of torque. While it is certainly plenty of thrust for most people, they are really hungry for power must know that the top rivals have anywhere from 40 to 62 hp more. Both engines come only with a six-speed automatic transmission, and both can be ordered in rear-wheel-drive or all-wheel-drive guise.
For performance testing, the STS V8 reached 60 km / h in 6.3 seconds. Cadillac estimates put the V6 in 6.5 seconds for the same speed. Fuel mileage estimates vary from 17 mpg city/26 mpg highway and 20 mpg combined for a V6 to 15/24/18 mpg for the V8.
Given that the new V6 accelerates with the same enthusiasm and turns in better fuel mileage, it is hard to justify the V8's added cost and weight.
Security
Anti-lock disc brakes, stability and a full complement of airbags are standard on all Cadillac STS. The air bags covering front-seat side and full-length side curtains. There are also a number of available advanced technologies designed to prevent accidents, including lane departure warning, blind-zone alert system and asset management. The latter is only available in AWD V8 models, and is notable for turning the front wheels in a skid when rear wheels lose traction.
In government crash tests, STS earned four stars (out of five) for both driver and passenger in the frontal test. The federal side-impact tests, STS scored four stars for front impacts and five stars for rear impact. The Insurance Institute for Highway Safety frontal-offset crash test, the STS scored a rating of "Good", the highest possible. It scored a second best rating of "acceptable" for side-impact protection.
Interior design and special features
Last year's refresh rate brought higher quality wood and the addition of tasteful alloy trim for the cabin. A trail tier steering wheel also debuted with more wheel mounted controls. Fit and finish are solid, and luxury buyers may be happy with this Cadillac's generally high-class atmosphere. Minor problems include the use of some low-grade plastic trim pieces to put STS in a disadvantageous position in relation to very expensive European and Japanese luxury sports sedan. The overall design is also on the dull side compared to the traditional confines of the building.
Controls are simple and easy to use, with the exception of the concurrent memory-setting procedure for driver seat, mirrors, radio and climate control. Unlike traditional systems, which place buttons on the door or the driver, you must dive deep into the navigation touchscreen to set memory functions. It is frustrating and unnecessarily complicated, but at least it is something done only occasionally. Strain is also a bit small, with 13.8 Cubic of total capacity.
Driving Impressions
Although large in size, the 2009 Cadillac STS sedan considers three-quarters its size when driven with gusto - but it is running as smooth luxury car when you are gobbling up miles on the highway. Cadillac offers an optional Magnetic Ride Control suspension, which includes Touring and Sport modes. In Touring mode, the Cadillac STS offers a cushy ride and composed handling, although the car still will dive into the turns with unwavering calm and never feels as if it sprung too low. In the Performance setting, handling is a bit sharper and ride a little stiffer, but the STS handles so well in Touring, we question the need for the two options.
Braking is strong and progressive pedal action and an impressively short 120-foot stopping distance from 60 mph. The torquey V6 is more than ample. With its V8-matching acceleration and higher fuel economy, the base-model STS will be our choice of pricier V8 version
Is the middle child is never easy. Just ask Jan Brady of "The Brady Bunch". Something plain and not very talented, Jan was constantly overlooked in favor of her popular older sister Marcia and oh-so-cute kid sister Cindy. Jan just could not catch a break, or worship, for that matter.
And then it was the middle child of the family Cadillac, full-size STS luxury sports sedan, which sits between the inexplicably popular DTS luxury barge and Caddy's best selling medium Jocks sibling, the CTS sport sedan. By comparison, the STS barely noticed, with less than half the sales of its siblings. And it's even after Cadillac made some cosmetic changes last year (such as a new grille and upgraded cabin trim), while adding a beefier base V6 engine that helped bring it out of the shadows and give it a better chance in a very competitive luxury sports sedan market. 2009 Cadillac STS sees only minor detail changes, such as Bluetooth capabilities in cars are not equipped with a navigation system, new wheels and a speed limit notification feature on the navigation system.
Buyers in the luxury sports sedan segment expects the latest in high-tech gadgets, and the 2009 Cadillac STS is enough to make a Sharper Image junkie drool with delight. Among them is a lane departure warning system, which, as with competitors' systems, using cameras to see road lines and warn the driver if he or she migrates. There is also a side blind zone alert system, which scans for vehicles in the driver's blind spot and flashes a warning light embedded in the side view mirrors.
We have always wanted the current Cadillac STS, and last year's revisions made it even more endearing. The powerful V6 almost makes V8 version irrelevant. Meanwhile, the STS's ride and handling continues to impress, with moves that almost makes you forget you are driving a sedan that is 6 inches longer and 200 pounds heavier than a Ford E-350. Undercutting its European rivals' price tags of thousands does not hurt either, even if a side effect is a couple of mediocre quality interior plastics.
The STS has a new competitor this year, Hyundai's all-new Genesis sedan, which offers many of the same strong-value qualities such as STS, but a more powerful V8 and a higher quality interior. All told, know that there are plenty of excellent choices in the $ 45,000 - $ 60,000 range, including this car is not so little Sibling CTS. Yes, as much as we like Caddy's STS, we can not help but think that, just like Jan Brady, is yelling "Marcia, Marcia, Marcia!"
Body style, trim levels, and Options
2009 Cadillac STS is a large luxury sport sedan available in V6 and V8 models. Both versions feature 17-inch wheels, leather seating, wood and alloy interior trim, eight-way power front seats, dual-zone automatic climate control, remote keyless entry and vehicle start, satellite radio, Bluetooth, an eight-speaker Bose sound system and OnStar. The V8 version adds a CD changer, memory seats presets, heated seats (front and rear), a heated steering wheel and rain-sensing wipers. Many of the V8's functions can be added to the V6 model through a series of packages.
Other features available on both models (in packages or a la carte items) includes a sunroof, xenon headlamps with washers, adaptive cruise control, a lane departure warning system, a blind spot warning system, a head-up display, and heated and ventilated front seats. The navigation system is interconnected with a Bose surround-sound audio system. There is also Performance Management package, which adds better wheels, tires and brakes. An adaptive suspension system (Magnetic Ride Control) is also available, as are larger 18-inch wheels.
Power Trains and Performance
The standard engine on the 2009 Cadillac STS is a 3.6-liter V6 that produces 302 horsepower and 272 pound-feet of torque. The optional engine choice is a 4.6-liter V8 making 320 horsepower and 315 lb-ft of torque. While it is certainly plenty of thrust for most people, they are really hungry for power must know that the top rivals have anywhere from 40 to 62 hp more. Both engines come only with a six-speed automatic transmission, and both can be ordered in rear-wheel-drive or all-wheel-drive guise.
For performance testing, the STS V8 reached 60 km / h in 6.3 seconds. Cadillac estimates put the V6 in 6.5 seconds for the same speed. Fuel mileage estimates vary from 17 mpg city/26 mpg highway and 20 mpg combined for a V6 to 15/24/18 mpg for the V8.
Given that the new V6 accelerates with the same enthusiasm and turns in better fuel mileage, it is hard to justify the V8's added cost and weight.
Security
Anti-lock disc brakes, stability and a full complement of airbags are standard on all Cadillac STS. The air bags covering front-seat side and full-length side curtains. There are also a number of available advanced technologies designed to prevent accidents, including lane departure warning, blind-zone alert system and asset management. The latter is only available in AWD V8 models, and is notable for turning the front wheels in a skid when rear wheels lose traction.
In government crash tests, STS earned four stars (out of five) for both driver and passenger in the frontal test. The federal side-impact tests, STS scored four stars for front impacts and five stars for rear impact. The Insurance Institute for Highway Safety frontal-offset crash test, the STS scored a rating of "Good", the highest possible. It scored a second best rating of "acceptable" for side-impact protection.
Interior design and special features
Last year's refresh rate brought higher quality wood and the addition of tasteful alloy trim for the cabin. A trail tier steering wheel also debuted with more wheel mounted controls. Fit and finish are solid, and luxury buyers may be happy with this Cadillac's generally high-class atmosphere. Minor problems include the use of some low-grade plastic trim pieces to put STS in a disadvantageous position in relation to very expensive European and Japanese luxury sports sedan. The overall design is also on the dull side compared to the traditional confines of the building.
Controls are simple and easy to use, with the exception of the concurrent memory-setting procedure for driver seat, mirrors, radio and climate control. Unlike traditional systems, which place buttons on the door or the driver, you must dive deep into the navigation touchscreen to set memory functions. It is frustrating and unnecessarily complicated, but at least it is something done only occasionally. Strain is also a bit small, with 13.8 Cubic of total capacity.
Driving Impressions
Although large in size, the 2009 Cadillac STS sedan considers three-quarters its size when driven with gusto - but it is running as smooth luxury car when you are gobbling up miles on the highway. Cadillac offers an optional Magnetic Ride Control suspension, which includes Touring and Sport modes. In Touring mode, the Cadillac STS offers a cushy ride and composed handling, although the car still will dive into the turns with unwavering calm and never feels as if it sprung too low. In the Performance setting, handling is a bit sharper and ride a little stiffer, but the STS handles so well in Touring, we question the need for the two options.
Braking is strong and progressive pedal action and an impressively short 120-foot stopping distance from 60 mph. The torquey V6 is more than ample. With its V8-matching acceleration and higher fuel economy, the base-model STS will be our choice of pricier V8 version
Audi A4 2009
The definitive automotive blog with articles, commentaries, news, advice and reviews covering the world of autos and auto parts. Read the auto blog here online for the latest auto industry news, expert opinions, vehicle photos, and more. Without a doubt, most of today’s new cars come loaded with sophisticated technologies that were the stuff of sci-fi a few decades ago. Technological equipments that were once provided only for high end luxury cars such as navigational systems are now available even in relatively more modest entry-level vehicles. All of these information is very useful when we share it.
In its design, the new A4 reveals its sporty, progressive character: taut and dynamic in its outlines, it speaks the language of technical perfection. With an overall length of 4.70 metres, the saloon has a substantial, powerful road stance and offers its occupants ample space in an interior full of light. The workmanship is typical of an Audi – quality with no compromises. The controls can be backed by the extra refinement of innovative assistance and multimedia systems. In the safety area, the brand with the four-ring emblem sets new standards: the coordinated action of the airbags and front seat belt force limiters protects the occupants even more effectively.
In its design, the new A4 reveals its sporty, progressive character: taut and dynamic in its outlines, it speaks the language of technical perfection. With an overall length of 4.70 metres, the saloon has a substantial, powerful road stance and offers its occupants ample space in an interior full of light. The workmanship is typical of an Audi – quality with no compromises. The controls can be backed by the extra refinement of innovative assistance and multimedia systems. In the safety area, the brand with the four-ring emblem sets new standards: the coordinated action of the airbags and front seat belt force limiters protects the occupants even more effectively.
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