After the spectacular introduction of the famous Tata Nano, many people began to wonder what is going to happen when people in developing countries are going to afford purchasing automobiles. The Tata Nano is not the first attempt to manufacture an affordable car. Going back a few decades, we have the funny Fiat 500 in Italy, VW Beetle in Germany, the Citroen 2CV and the Renault 4CV in France, and of course, the Ford Model T in the United States. With this article we will present the current 10 most affordable cars in the world.
10. Dacia Logan - $9,477 price tag. It is manufactured in Romania, Brazil, Turkey, India and Iran. It was designed by Renault with the main purpose of being low-cost. It shares plenty of features with the Renault Clio and the Nissan Micra.
9. Fiat Palio - $9,242 price tag. It was originally manufactured in Brazil and after that built in other Latin American countries as well as India, Morocco, Poland, Russia and China. This car is one of the first models designed with emerging technologies in mind.
8. Hyundai i10 - $9,096 price tag. The i10 model is the new generation of the Atos. It is produced in South Korea.
7. Tata Indica - $8,500 price tag. It is one of the ugliest cars in the European market, where it still lives because you cannot get something cheaper than this. The car is also sold with great success in South Africa.
6. Chery A-1 - $7,340 price tag. It looks like a solid subcompact and rumors say that it will be sold under the Dodge brand in Mexico. Chery's partnership with Austrian company AVL that will be bringing the technology to make this car meet the Euro IV standards, something the environment should appreciate.
5. Geely HQ SRC - $5,780 price tag. This car is based on the 1980's Daihatsu Charade, which was at its time, a very good car.
4. Geely MR - $5,500 price tag. It is quite similar with the HQ SRC, the only difference would be that it is equipped with "sportier" powertrains, but basically it is the same car.
3. Suzuki Maurti 800 - $4,994 price tag. A mini car for those that cannot afford a full-sized automobile.
2. Cheery QQ - $4,781 price tag. It is almost double the price of the number one in our list, but it still holds strongly to the second position. Manufactured in China, it sparked some trademark problems because it resembles a lot with the Chevrolet/Daewoo Matiz.
1. Tata Nano - $2,497 price tag. This car is well thought out, and many patents have resulted from the creation process, starting with the Nano's powertrain to the assembly process itself. Many people are against this car because lots of people will afford it and many cars result in pollution.
There you have, the 10 most affordable cars in the world, with the Tata Nano holding comfortably the first place of the top. We shall see how popular and successful the Nano will get and if other manufacturers will try to produce an even more affordable car.
Tuesday, August 31, 2010
You Can Be a Cruise Ship Owner Even If You Are Not Rich
Unlike fractional ownership of aircraft and houseboats, fractional owners of a cruise ship can all use the ship simultaneously. There is plenty of room for you and the other owners to live on the ship any time you want, or all the time. You can use it as a full-time residence, and so can the other co-owners.
The first obvious benefit of shared ownership is acquisition cost. There are many cruise ships on the market in all price ranges, sizes, ages, and conditions. There are many smaller and older cruise ships available for less than one million dollars. At the lower end, some smaller cruise ships in fair condition can be acquired for about $250,000. At the highest end, the biggest new mega cruise ships now cost about $500 million to build.
Do the math. If one hundred buyers pool resources in exchange for a percentage of ship ownership, the acquisition cost will be divided by that same number. One percent ownership of a $250,000 cruise ship would cost a mere $2500 for ship acquisition. At the other end of the scale, one percent ownership of a brand new mega cruise ship would cost five million dollars.
There are some other figures that must be tabulated into the total cost of ownership. Acquisition cost is first and foremost. The next figure is the cost to put the ship in service. On an older ship this cost may be higher than the acquisition cost. On the other hand, the cost to put a ship into service can be much lower if you were to get a good deal on a ship that already meets the international standards for ship safety, especially SOLAS (Safety of Life at Sea). Maintaining compliance with Chapter II SOLAS 74 amendments is cost prohibitive for some older ships and they are typically scrapped instead of being refurbished at great expense. There is a very important SOLAS implementation date coming up on January 10, 2010. On that date all commercial international ships will be required to be in compliance with the new fire safety codes. The most important new codes deal with the use of combustible materials in the ship. It will be expensive to replace all combustible materials in ships with non-combustible or flame resistant SOLAS compliant materials that meet the new safety standards. This will result in many ships being sold for scrap metal.
The looming SOLAS 2010 implementation date offers both perils and opportunities. The biggest peril is the possibility that the expense to bring a ship into full compliance with international standards will be greater than the value of the ship. However, there is a silver lining in this cloud. This pending SOLAS implementation date has already started to show up as a primary factor in the asking and selling prices of ships on the market today.
SOLAS 2010 also offers a tremendous opportunity for those who may prefer to have a very large houseboat instead of a commercial ship. Ships that are not in compliance with SOLAS 2010 are now selling for a song (inexpensively). A cruise ship can easily be converted into a megayacht with the stroke of a pen. Privately owned yachts, not in commercial service, and not carrying passengers or cargo for hire are exempt from many of the SOLAS requirements. Operating costs are also lower for a private yacht. It cost less to register, flag, and insure a private yacht. Megayachts can be flagged and classified for unlimited service. That means that a megayacht can go practically anywhere you want it to go. There is one major drawback to registering a cruise ship as a private yacht. You cannot use the yacht commercially. This cuts off a potential revenue source.
There are many decent cruise ships for sale at prices of less than one million dollars that would make good private megayachts. For example, take the 'VERGINA SKY' is a ship that I have personally inspected and so I can talk first hand about it. The asking price was $750,000. Here are the specifics of the ship in a nutshell:
Current Name: Vergina Sky
Ship Details: Built: 1971 in Japan - totally rebuilt 1992 in Greece
Dimensions: LOA 97.8m x LBP 82m x beam 14.6m x draft 4.49m Dwt: 500 on 4,49 GT/NT: 4,668 / 1,717
Description: Pielstick 2 x 8400bhp, twin screw, bow thruster, 3 x 500kw generators, 16 knots, 2 saloons, restaurant, 3 bars, casino, duty free shop, disco, swimming pool, 120 cabins for 318 guests. Lying Greece
My Comments after inspecting the ship
This is a well built little 'Pocket Cruiser.' At just over 320' in length overall, it is a small cruise ship. Many experienced cruise passengers prefer smaller more intimate cruise ships for a variety of reasons. This ship can go places where the big cruise ships cannot reach, such as shallow draft ports and even many rivers. It has an omni-directional bow thruster and can turn on a dime (relatively speaking of course). I have carefully examined this ship from the engine log to the ultrasound hull report. This is a sound and safe little cruise ship. It is also a very fuel efficient and economical ship. My first time on this ship was in the middle of the summer in Greece when it was very hot outside. The ship is fully air conditioned and it was cool and comfortable inside the ship. I checked the engine room to see how many generators were running. I am happy to report that all the electric and air-conditioning requirements can be met by running just one of the three Daihatsu generators. These generators are very economical to operate in terms of fuel consumption and maintenance.
I was able to negotiate with the owner, John Kosmas and get some concessions. I got the price down to $500,000. And at that price, he agreed to bring the ship into compliance with SOLAS 2005 and also to include new paint topside. The ship was fairly well furnished even including bed linen, but the ship had been laid up for years. Its most recent service was in the Mediterranean and Black Seas. Cruise ships that trade exclusively in the Mediterranean and Black Seas tend to have smaller cabins and fewer amenities than the typical cruise ships that frequent the Caribbean. The bottom line is that this ship was an economy model, not a luxury model. When I was inspecting the engine room, I asked for the engine log. When I opened it I noticed all the entries were in Greek. I was able to discern some dates and other data that told me when the ship was last in service, but I could not read the Greek entries so I handed the engine log back to the ship owner, and told him "It's all Greek to me." Being Greek, Mr. Kosmas failed to find the humor in that.
Let's look at the numbers on this ship. 100% of the acquisition cost would have been $500,000. 1% thus = $5000. One hundred buyers could own one percent each. There are 120 cabins so each co-owner could have a private cabin with 20 cabins left over. However, these cabins are a bit on the small side. Every cabin does have a bath and shower, but the size is just too small to be comfortable for most people, especially if the owners intend to live onboard full time. On a ship this size I would recommend that there be no more than 60 joint owners so each can have two cabins and will have the option of converting those two cabins into a two room suite. To keep the numbers simple lets say that this ship has 50 buyers who each buy 2% of the ship. Buy in cost per owner would then be $10,000. If there were only ten buyers, then the acquisition cost per buyer would be $50,000. $50,000 will not buy much of a house on land, but on this ship it would buy 10% of a ship like the Vergina Sky and twelve cabins that could be converted into a fairly large home.
At the economy end of the scale, a co owner could buy 1% of an economical cruise ship for about $5000. However it is not necessary for all co owners to have equal shares in the ship. Ownership can easily be divided up into 1% increments. If one buyer wanted 5%, then his cost of acquisition would be $25,000. He would be entitled to 5% of the ship's cabins, and would have five votes on operations and management of the ship, such as itinerary planning.
Before becoming a joint owner, it would be imperative to find other people who have similar goals. I would suggest composing a preliminary DCCR (DECLARATION OF
COVENANTS, CONDITIONS AND RESTRICTIONS). You can do this before you even shop for a ship. Write your version of how you envision the shared ownership of a cruise ship as it should be. Then see if you can find some people who agree with your goals and your DCCR, subject to some revisions and concessions to accommodate other joint owners.
Step One: Determine if you and your family have the desire and financial capability to become joint cruise ship (or megayacht) owners.
Step Two: Find others who agree with your concept for shared ownership of a ship.
Step Three: Shop for a ship. This is the fun part.
Step Four: Buy a ship.
Step Five: Put the ship into service.
Even if you are not rich, you can afford to jointly own a cruise ship. But then comes the next logical question: Why would you or anyone want to live on a cruise ship? Who would this be suitable for?
If you are retired or otherwise have a stable income from a dependable source you probably can afford to be a cruise ship co-owner and live full-time onboard a cruise ship. If you work in a field where you can work from home online, then you too can probably afford to become a co-owner of a cruise ship. Most modern ships have satellite Internet service available 24-7.
Operating a cruise ship is expensive. The expenses include the cost of fuel, labor, maintenance, repairs, spares, food, port charges, insurance, technical management, shore management, registration, and the other costs of operating the ship. At first glance these costs may seem expensive, but in reality the cost of living at sea is actually a bargain considering what you get based upon what you pay. The best value does not always translate to the cheapest price. If the ship is well managed, the management will seek the highest quality goods, services, and labor at the very best global value. If the owners are dissatisfied with either technical or shore management, they replace them.
If there are many other co-owners of the ship to split the operating expenses of the ship, it can be affordable for those with a moderate level of income, such as a retirement check. I do have specific operating cost figures but I won't bore you with that data. The bottom line is that it would not be prohibitively expensive for a middle-class average person to be able to afford to own a fraction of a cruise ship and be able to afford to live on the cruise ship full-time if they elect to do so.
The first obvious benefit of shared ownership is acquisition cost. There are many cruise ships on the market in all price ranges, sizes, ages, and conditions. There are many smaller and older cruise ships available for less than one million dollars. At the lower end, some smaller cruise ships in fair condition can be acquired for about $250,000. At the highest end, the biggest new mega cruise ships now cost about $500 million to build.
Do the math. If one hundred buyers pool resources in exchange for a percentage of ship ownership, the acquisition cost will be divided by that same number. One percent ownership of a $250,000 cruise ship would cost a mere $2500 for ship acquisition. At the other end of the scale, one percent ownership of a brand new mega cruise ship would cost five million dollars.
There are some other figures that must be tabulated into the total cost of ownership. Acquisition cost is first and foremost. The next figure is the cost to put the ship in service. On an older ship this cost may be higher than the acquisition cost. On the other hand, the cost to put a ship into service can be much lower if you were to get a good deal on a ship that already meets the international standards for ship safety, especially SOLAS (Safety of Life at Sea). Maintaining compliance with Chapter II SOLAS 74 amendments is cost prohibitive for some older ships and they are typically scrapped instead of being refurbished at great expense. There is a very important SOLAS implementation date coming up on January 10, 2010. On that date all commercial international ships will be required to be in compliance with the new fire safety codes. The most important new codes deal with the use of combustible materials in the ship. It will be expensive to replace all combustible materials in ships with non-combustible or flame resistant SOLAS compliant materials that meet the new safety standards. This will result in many ships being sold for scrap metal.
The looming SOLAS 2010 implementation date offers both perils and opportunities. The biggest peril is the possibility that the expense to bring a ship into full compliance with international standards will be greater than the value of the ship. However, there is a silver lining in this cloud. This pending SOLAS implementation date has already started to show up as a primary factor in the asking and selling prices of ships on the market today.
SOLAS 2010 also offers a tremendous opportunity for those who may prefer to have a very large houseboat instead of a commercial ship. Ships that are not in compliance with SOLAS 2010 are now selling for a song (inexpensively). A cruise ship can easily be converted into a megayacht with the stroke of a pen. Privately owned yachts, not in commercial service, and not carrying passengers or cargo for hire are exempt from many of the SOLAS requirements. Operating costs are also lower for a private yacht. It cost less to register, flag, and insure a private yacht. Megayachts can be flagged and classified for unlimited service. That means that a megayacht can go practically anywhere you want it to go. There is one major drawback to registering a cruise ship as a private yacht. You cannot use the yacht commercially. This cuts off a potential revenue source.
There are many decent cruise ships for sale at prices of less than one million dollars that would make good private megayachts. For example, take the 'VERGINA SKY' is a ship that I have personally inspected and so I can talk first hand about it. The asking price was $750,000. Here are the specifics of the ship in a nutshell:
Current Name: Vergina Sky
Ship Details: Built: 1971 in Japan - totally rebuilt 1992 in Greece
Dimensions: LOA 97.8m x LBP 82m x beam 14.6m x draft 4.49m Dwt: 500 on 4,49 GT/NT: 4,668 / 1,717
Description: Pielstick 2 x 8400bhp, twin screw, bow thruster, 3 x 500kw generators, 16 knots, 2 saloons, restaurant, 3 bars, casino, duty free shop, disco, swimming pool, 120 cabins for 318 guests. Lying Greece
My Comments after inspecting the ship
This is a well built little 'Pocket Cruiser.' At just over 320' in length overall, it is a small cruise ship. Many experienced cruise passengers prefer smaller more intimate cruise ships for a variety of reasons. This ship can go places where the big cruise ships cannot reach, such as shallow draft ports and even many rivers. It has an omni-directional bow thruster and can turn on a dime (relatively speaking of course). I have carefully examined this ship from the engine log to the ultrasound hull report. This is a sound and safe little cruise ship. It is also a very fuel efficient and economical ship. My first time on this ship was in the middle of the summer in Greece when it was very hot outside. The ship is fully air conditioned and it was cool and comfortable inside the ship. I checked the engine room to see how many generators were running. I am happy to report that all the electric and air-conditioning requirements can be met by running just one of the three Daihatsu generators. These generators are very economical to operate in terms of fuel consumption and maintenance.
I was able to negotiate with the owner, John Kosmas and get some concessions. I got the price down to $500,000. And at that price, he agreed to bring the ship into compliance with SOLAS 2005 and also to include new paint topside. The ship was fairly well furnished even including bed linen, but the ship had been laid up for years. Its most recent service was in the Mediterranean and Black Seas. Cruise ships that trade exclusively in the Mediterranean and Black Seas tend to have smaller cabins and fewer amenities than the typical cruise ships that frequent the Caribbean. The bottom line is that this ship was an economy model, not a luxury model. When I was inspecting the engine room, I asked for the engine log. When I opened it I noticed all the entries were in Greek. I was able to discern some dates and other data that told me when the ship was last in service, but I could not read the Greek entries so I handed the engine log back to the ship owner, and told him "It's all Greek to me." Being Greek, Mr. Kosmas failed to find the humor in that.
Let's look at the numbers on this ship. 100% of the acquisition cost would have been $500,000. 1% thus = $5000. One hundred buyers could own one percent each. There are 120 cabins so each co-owner could have a private cabin with 20 cabins left over. However, these cabins are a bit on the small side. Every cabin does have a bath and shower, but the size is just too small to be comfortable for most people, especially if the owners intend to live onboard full time. On a ship this size I would recommend that there be no more than 60 joint owners so each can have two cabins and will have the option of converting those two cabins into a two room suite. To keep the numbers simple lets say that this ship has 50 buyers who each buy 2% of the ship. Buy in cost per owner would then be $10,000. If there were only ten buyers, then the acquisition cost per buyer would be $50,000. $50,000 will not buy much of a house on land, but on this ship it would buy 10% of a ship like the Vergina Sky and twelve cabins that could be converted into a fairly large home.
At the economy end of the scale, a co owner could buy 1% of an economical cruise ship for about $5000. However it is not necessary for all co owners to have equal shares in the ship. Ownership can easily be divided up into 1% increments. If one buyer wanted 5%, then his cost of acquisition would be $25,000. He would be entitled to 5% of the ship's cabins, and would have five votes on operations and management of the ship, such as itinerary planning.
Before becoming a joint owner, it would be imperative to find other people who have similar goals. I would suggest composing a preliminary DCCR (DECLARATION OF
COVENANTS, CONDITIONS AND RESTRICTIONS). You can do this before you even shop for a ship. Write your version of how you envision the shared ownership of a cruise ship as it should be. Then see if you can find some people who agree with your goals and your DCCR, subject to some revisions and concessions to accommodate other joint owners.
Step One: Determine if you and your family have the desire and financial capability to become joint cruise ship (or megayacht) owners.
Step Two: Find others who agree with your concept for shared ownership of a ship.
Step Three: Shop for a ship. This is the fun part.
Step Four: Buy a ship.
Step Five: Put the ship into service.
Even if you are not rich, you can afford to jointly own a cruise ship. But then comes the next logical question: Why would you or anyone want to live on a cruise ship? Who would this be suitable for?
If you are retired or otherwise have a stable income from a dependable source you probably can afford to be a cruise ship co-owner and live full-time onboard a cruise ship. If you work in a field where you can work from home online, then you too can probably afford to become a co-owner of a cruise ship. Most modern ships have satellite Internet service available 24-7.
Operating a cruise ship is expensive. The expenses include the cost of fuel, labor, maintenance, repairs, spares, food, port charges, insurance, technical management, shore management, registration, and the other costs of operating the ship. At first glance these costs may seem expensive, but in reality the cost of living at sea is actually a bargain considering what you get based upon what you pay. The best value does not always translate to the cheapest price. If the ship is well managed, the management will seek the highest quality goods, services, and labor at the very best global value. If the owners are dissatisfied with either technical or shore management, they replace them.
If there are many other co-owners of the ship to split the operating expenses of the ship, it can be affordable for those with a moderate level of income, such as a retirement check. I do have specific operating cost figures but I won't bore you with that data. The bottom line is that it would not be prohibitively expensive for a middle-class average person to be able to afford to own a fraction of a cruise ship and be able to afford to live on the cruise ship full-time if they elect to do so.
Mini Trucks Offer a New Driving Alternative
If you wish win the fight against high cost and possibly some winter blues, look at buying Japanese mini trucks. Duane Hunt, founder of Flatlanders Mini Trucks Sales, recently got into the business of selling these Japanese trucks. What makes these trucks so special is the fact they can be used for heavy driving as well as every day and street driving.
"They are practical, reliable, economical and affordable," said Hunt.
Hunt believes that these vehicles come from the class of 50s and 60s. As on date, you would find a lot of these trucks having 660 cc engines, a touch more than what is used in running motorcycles. In essence, this then becomes one of the most fuel-effective alternatives.
Robin Holma, owner of High Energy Performance Trucks in Estevan, introduced these Japanese mini trucks to Hunt. Robin believes that these trucks offer the advantages as mentioned below.
1)Easy to operate
2)Low maintenance costs
3)Efficiency in fuel consumption and use.
"I took one for a week and drove it pretty much everywhere, and it cost me about $14 in fuel," said Holma. Some of the Japanese manufacturers include Daihatsu, Suzuki, Mitsubishi and Subaru.
A lot of people who have used these trucks vouch for the fuel efficiency of these trucks. Some people have even claimed that these trucks give them a mileage of about 22 kilometers per liter, something that was out of thoughts for locally made trucks.
"I took one for a week and drove it pretty much everywhere, and it cost me about $14 in fuel," said Holma. Some of the Japanese manufacturers include Daihatsu, Suzuki, Mitsubishi and Subaru.
A lot of people who have used these trucks vouch for the fuel efficiency of these trucks. Some people have even claimed that these trucks give them a mileage of about 22 kilometers per liter, something that was out of thoughts for locally made trucks.
Apart from them being fuel efficient and friendly on the environment, people believed that they are absolutely super-cool to drive. You could get these trucks in a cost range of about $6000 to $12000. With costs you would also find that these trucks are designed to carry variable payloads and are fitted with their own accessories.
Descriptions and pictures of the mini trucks are received prior to ordering. This is indeed a safe process because all these trucks are serviced and on arrival, are checked for their safety.
Prior to being sold, each of these trucks is approved by Saskatchewan Government Insurance (SGI). All the accessories like the cooling system, transmission and other performance metrics are checked for these trucks upon arrival.
"They are practical, reliable, economical and affordable," said Hunt.
Hunt believes that these vehicles come from the class of 50s and 60s. As on date, you would find a lot of these trucks having 660 cc engines, a touch more than what is used in running motorcycles. In essence, this then becomes one of the most fuel-effective alternatives.
Robin Holma, owner of High Energy Performance Trucks in Estevan, introduced these Japanese mini trucks to Hunt. Robin believes that these trucks offer the advantages as mentioned below.
1)Easy to operate
2)Low maintenance costs
3)Efficiency in fuel consumption and use.
"I took one for a week and drove it pretty much everywhere, and it cost me about $14 in fuel," said Holma. Some of the Japanese manufacturers include Daihatsu, Suzuki, Mitsubishi and Subaru.
A lot of people who have used these trucks vouch for the fuel efficiency of these trucks. Some people have even claimed that these trucks give them a mileage of about 22 kilometers per liter, something that was out of thoughts for locally made trucks.
"I took one for a week and drove it pretty much everywhere, and it cost me about $14 in fuel," said Holma. Some of the Japanese manufacturers include Daihatsu, Suzuki, Mitsubishi and Subaru.
A lot of people who have used these trucks vouch for the fuel efficiency of these trucks. Some people have even claimed that these trucks give them a mileage of about 22 kilometers per liter, something that was out of thoughts for locally made trucks.
Apart from them being fuel efficient and friendly on the environment, people believed that they are absolutely super-cool to drive. You could get these trucks in a cost range of about $6000 to $12000. With costs you would also find that these trucks are designed to carry variable payloads and are fitted with their own accessories.
Descriptions and pictures of the mini trucks are received prior to ordering. This is indeed a safe process because all these trucks are serviced and on arrival, are checked for their safety.
Prior to being sold, each of these trucks is approved by Saskatchewan Government Insurance (SGI). All the accessories like the cooling system, transmission and other performance metrics are checked for these trucks upon arrival.
Auto VIN Decoder - What Do Those Letters & Numbers Mean?
An Auto VIN Decoder breaks down the unique alphanumeric sequence known as a Vehicle Identification Number, which is a car's fingerprint. Each and every automobile on the road has its own 17-character VIN, and it is this identification number that is used to generate a Vehicle History Report, also known as a VIN check.
The VIN check taps into millions of DMV records and reveals all of the available history for a particular vehicle, including any hidden problems, odometer readings, ownership transfers and more. It is an absolute must for used car buyers, as it tells you everything you need to know about the vehicle.
The Auto VIN Decoder can help you understand what these letters and numbers mean, which is the first step towards ensuring that a vehicle you are considering is right for you.
Let's break down the Vehicle Identification Number, starting with the first character. (Please note the letter "I" as in indigo, the letter "O" as in orange, and the letter "Q" as in queen are NOT found in any VIN Numbers.)
(We will use the following VIN as an example: 2FTRX18W1XCA01212)
The first character represents the country of manufacture, and can be a letter or a number, each signifying a different country. The most common ones are as follows:
(1 = USA, 2 = Canada, 3 = Mexico, J = Japan, K = Korea, W = Germany, Y = Finland, Sweden)
So using the Auto VIN Decoder in the above example, this particular car was made in Canada.
The second/third characters represent the manufacturer, also known as the make. The most common are:
(A = Alfa Romeo, B = Dodge, C = Chrysler, D = Daihatsu, E = Eagle, F= Ford/Eagle, G = All General Motors vehicles (Buick, Cadillac, Chevrolet, Oldsmobile, Pontiac, Saturn)
H = Honda/Acura, J= Jeep, L = Lincoln, M = Mitsubishi, N = Nissan/Infiniti, P = Plymouth, S = Subaru, T = Toyota/Lexus, V = Volkswagen)
So using the Auto VIN Decoder in the above example, this car is a Ford or an Eagle..since Eagle is no longer made, it is most likely a Ford.
Other popular makes use a 3-character initial sequence:
(TRU/WAU = Audi, 4US/WBA/WBS = BMW, 2HM/KMH = Hyundai, SAJ = Jaguar, SAL = Land Rover, 1YV/JM1 = Mazda, WDB = Mercedes-Benz, VF3 = Peugeot, WP0 = Porsche, YK1/YS3 = Saab, YV1=Volvo)
The fourth character is the type of restraint system.
In the above example, "R" represents hydraulic breaks using the VIN Decoder.
The fifth, sixth & seventh characters are the vehicle line, series and body style. This will obviously be different across makes and models.
In the above example, characters 5, 6 & 7 are X18: X18 is a Ford F150 Pickup 4WD Super Cab
The eighth character is the engine type.
With the Auto VIN Decoder, W represents a 4.6 liter V-8 engine.
The tenth character represents the year of the car. Pay close attention to this one:
B = 1981 F = 1985 K = 1989 P = 1993 V = 1997 1 = 2001
C = 1982 G = 1986 L = 1990 R = 1994 W = 1998 2 = 2002
D = 1983 H = 1987 M = 1991 S = 1995 X = 1999 3 = 2003
E = 1984 J = 1988 N = 1992 T = 1996 Y = 2000 4 = 2004
For the most recent used model year, 5 = 2005
In the above example, the "X" indicates that this car was made in 1999.
The eleventh character indicates the assembly plant.
In the above example, the C indicates Ontario, Canada
Characters 12-17 represent the vehicle's unique fingerprint. It is these six digits which make every single vehicle in the world different.
So using the Auto VIN Decoder one last time, the Vehicle Identification Number: 2FTRX18W1XCA01212 represents a 1999 Ford F150 Pickup 4WD Super Cab manufactured in Ontario, Canada with hydraulic brakes and a 4.6-liter V-8 engine.
So there you have it, the Auto VIN Decoder. If you are in the market for a used vehicle, use this decoder to make sure that it is indeed the exact model that the seller is claiming it is. Once you have verified the Vehicle Identification Number is accurate, you can proceed with your VIN check and learn everything you need to know about that particular car.
The VIN check taps into millions of DMV records and reveals all of the available history for a particular vehicle, including any hidden problems, odometer readings, ownership transfers and more. It is an absolute must for used car buyers, as it tells you everything you need to know about the vehicle.
The Auto VIN Decoder can help you understand what these letters and numbers mean, which is the first step towards ensuring that a vehicle you are considering is right for you.
Let's break down the Vehicle Identification Number, starting with the first character. (Please note the letter "I" as in indigo, the letter "O" as in orange, and the letter "Q" as in queen are NOT found in any VIN Numbers.)
(We will use the following VIN as an example: 2FTRX18W1XCA01212)
The first character represents the country of manufacture, and can be a letter or a number, each signifying a different country. The most common ones are as follows:
(1 = USA, 2 = Canada, 3 = Mexico, J = Japan, K = Korea, W = Germany, Y = Finland, Sweden)
So using the Auto VIN Decoder in the above example, this particular car was made in Canada.
The second/third characters represent the manufacturer, also known as the make. The most common are:
(A = Alfa Romeo, B = Dodge, C = Chrysler, D = Daihatsu, E = Eagle, F= Ford/Eagle, G = All General Motors vehicles (Buick, Cadillac, Chevrolet, Oldsmobile, Pontiac, Saturn)
H = Honda/Acura, J= Jeep, L = Lincoln, M = Mitsubishi, N = Nissan/Infiniti, P = Plymouth, S = Subaru, T = Toyota/Lexus, V = Volkswagen)
So using the Auto VIN Decoder in the above example, this car is a Ford or an Eagle..since Eagle is no longer made, it is most likely a Ford.
Other popular makes use a 3-character initial sequence:
(TRU/WAU = Audi, 4US/WBA/WBS = BMW, 2HM/KMH = Hyundai, SAJ = Jaguar, SAL = Land Rover, 1YV/JM1 = Mazda, WDB = Mercedes-Benz, VF3 = Peugeot, WP0 = Porsche, YK1/YS3 = Saab, YV1=Volvo)
The fourth character is the type of restraint system.
In the above example, "R" represents hydraulic breaks using the VIN Decoder.
The fifth, sixth & seventh characters are the vehicle line, series and body style. This will obviously be different across makes and models.
In the above example, characters 5, 6 & 7 are X18: X18 is a Ford F150 Pickup 4WD Super Cab
The eighth character is the engine type.
With the Auto VIN Decoder, W represents a 4.6 liter V-8 engine.
The tenth character represents the year of the car. Pay close attention to this one:
B = 1981 F = 1985 K = 1989 P = 1993 V = 1997 1 = 2001
C = 1982 G = 1986 L = 1990 R = 1994 W = 1998 2 = 2002
D = 1983 H = 1987 M = 1991 S = 1995 X = 1999 3 = 2003
E = 1984 J = 1988 N = 1992 T = 1996 Y = 2000 4 = 2004
For the most recent used model year, 5 = 2005
In the above example, the "X" indicates that this car was made in 1999.
The eleventh character indicates the assembly plant.
In the above example, the C indicates Ontario, Canada
Characters 12-17 represent the vehicle's unique fingerprint. It is these six digits which make every single vehicle in the world different.
So using the Auto VIN Decoder one last time, the Vehicle Identification Number: 2FTRX18W1XCA01212 represents a 1999 Ford F150 Pickup 4WD Super Cab manufactured in Ontario, Canada with hydraulic brakes and a 4.6-liter V-8 engine.
So there you have it, the Auto VIN Decoder. If you are in the market for a used vehicle, use this decoder to make sure that it is indeed the exact model that the seller is claiming it is. Once you have verified the Vehicle Identification Number is accurate, you can proceed with your VIN check and learn everything you need to know about that particular car.
Daihatsu Motor Company - Bringing Pride to Japan
The Daihatsu Motor Company Ltd. is a vehicle fabricator who has its foundation and head office positioned in Japan. This Japanese automobile producer is generally acknowledged as Daihatsu and it is well-known for its construction of compacted automobiles and tiny vehicles that are recognized in Japan like kei jihosha.
The Daihatsu Charade is in point of fact one of the automobiles that this vehicle producer has fashioned. And this motor vehicle is in point of fact a subcompact vehicle, building it fit adequately in the row of automobiles that this group has been fabricating. The Daihatsu Charade was instinctive in 1977. It lived all the way through quite a few decades until the 2000 when its construction was cut short. On the other hand, the corporation thinks that this motor vehicle is in point of fact a large compacted vehicle. This is most expected for the reason that the Daihatsu Charade is the major condensed car that the corporation has fashioned in comparison to all the other compacted automobiles in its row of motor vehicles.
History of Daihatsu:
The preceding Daihatsu Charade was acknowledged in the auto globe to have moved out through 4 detailed generations:
1) The first age band was identified as G10 and it stayed all the way through the years 1977 till the year 1983. It was finished obtainable as a rear door that either seized 3 doors or 4 doors. Its authority came through a 993 cc locomotive with 3 cylinders and may well fabricate 50 horsepower of thrust.
2) The second age band, recognized as G11, stayed all the way through the year 1983 till the year 1987. The body approaches presented was still the unchanged. On the other hand, as per the control, there were quite a few distinctions of the locomotive. There in addition was a 5 speed physical transmission made obtainable.
3) The third age group of the Daihatsu which was acknowledged as G100, it stayed all the way through the year 1987 till the year 1994. This moment around, the sub condensed automobile had neat levels obtainable for this motor vehicle. The motor vehicle in addition had characteristics similar to the following:
o a sunroof
o power windows
o air conditioning
o A power steering
In the US, the Daihatsu was put up for sale with an elevated value and was not advertised well so much in order that it sold inadequately in this region.
4) The final age group of the Daihatsu was recognized as the G200 and this age band started off in the year 1994 and it ended in the year 2000, which too was the final year for the Daihatsu.
The Daihatsu Charade is in point of fact one of the automobiles that this vehicle producer has fashioned. And this motor vehicle is in point of fact a subcompact vehicle, building it fit adequately in the row of automobiles that this group has been fabricating. The Daihatsu Charade was instinctive in 1977. It lived all the way through quite a few decades until the 2000 when its construction was cut short. On the other hand, the corporation thinks that this motor vehicle is in point of fact a large compacted vehicle. This is most expected for the reason that the Daihatsu Charade is the major condensed car that the corporation has fashioned in comparison to all the other compacted automobiles in its row of motor vehicles.
History of Daihatsu:
The preceding Daihatsu Charade was acknowledged in the auto globe to have moved out through 4 detailed generations:
1) The first age band was identified as G10 and it stayed all the way through the years 1977 till the year 1983. It was finished obtainable as a rear door that either seized 3 doors or 4 doors. Its authority came through a 993 cc locomotive with 3 cylinders and may well fabricate 50 horsepower of thrust.
2) The second age band, recognized as G11, stayed all the way through the year 1983 till the year 1987. The body approaches presented was still the unchanged. On the other hand, as per the control, there were quite a few distinctions of the locomotive. There in addition was a 5 speed physical transmission made obtainable.
3) The third age group of the Daihatsu which was acknowledged as G100, it stayed all the way through the year 1987 till the year 1994. This moment around, the sub condensed automobile had neat levels obtainable for this motor vehicle. The motor vehicle in addition had characteristics similar to the following:
o a sunroof
o power windows
o air conditioning
o A power steering
In the US, the Daihatsu was put up for sale with an elevated value and was not advertised well so much in order that it sold inadequately in this region.
4) The final age group of the Daihatsu was recognized as the G200 and this age band started off in the year 1994 and it ended in the year 2000, which too was the final year for the Daihatsu.
The Four Generations of the Daihatsu Charade
The Daihatsu Motor Co., Ltd. is an automobile manufacture who has its base and headquarters located in Japan. This Japanese car manufacturer is commonly known as Daihatsu and it is famous for its production of compact cars and small cars that are known in Japan as kei jihosha.
The Daihatsu Charade is actually one of the cars that this automobile manufacturer has produced. And this vehicle is actually a subcompact car, making it fit nicely in the line of vehicles that this company has been producing. The Daihatsu Charade was born in the year 1977. It lived through several decades up until the year 2000 when its production was halted. However, the company thinks that this vehicle is actually a large compact car. This is most likely because the Daihatsu Charade is the largest compact car that the company has produced compared to all the other compact cars in its line up of vehicles.
Last year, 2005, the Charade name was actually brought back in the automobile market in the United Kingdom and in Australia as well. In fact, the vehicle that holds the Charade name is actually a rebadged Daihatsu Mira which is more known as the Daihatsu Cuore in other markets in Europe.
The previous Daihatsu Charade was known in the automobile world to have gone through four specific generations. The first generation was known as G10 and it lived through the years 1977 up until 1983. It was made available as a hatchback that either held three doors or four doors. Its power came from a 993 cc engine with three cylinders and could produce 50 units of horsepower.
The second generation, known as G11, lived from 1983 up until 1987. The body styles offered were still the same. However, as per the power, there were several variations of the engine. There also was a five speed manual transmission made available.
As per the third generation of the Daihatsu Charade which was known as G100, it lived from 1987 up until the year 1994. This time around, the subcompact car had trim levels available for this vehicle. The vehicle also had features like a sunroof, power windows, air conditioning as well as a power steering. In the United States, the Daihatsu Charade was sold with a high price and was not marketed well so much so that it sold poorly in this area.
The last generation of the Daihatsu Charade was known as the G200 and this generation started in 1994 and it ended in 2000, which also was the last year for the Daihatsu Charade. This time, instead of just having a hatchback version, there also was a sedan version made available for the consumers.
The Daihatsu Charade is actually one of the cars that this automobile manufacturer has produced. And this vehicle is actually a subcompact car, making it fit nicely in the line of vehicles that this company has been producing. The Daihatsu Charade was born in the year 1977. It lived through several decades up until the year 2000 when its production was halted. However, the company thinks that this vehicle is actually a large compact car. This is most likely because the Daihatsu Charade is the largest compact car that the company has produced compared to all the other compact cars in its line up of vehicles.
Last year, 2005, the Charade name was actually brought back in the automobile market in the United Kingdom and in Australia as well. In fact, the vehicle that holds the Charade name is actually a rebadged Daihatsu Mira which is more known as the Daihatsu Cuore in other markets in Europe.
The previous Daihatsu Charade was known in the automobile world to have gone through four specific generations. The first generation was known as G10 and it lived through the years 1977 up until 1983. It was made available as a hatchback that either held three doors or four doors. Its power came from a 993 cc engine with three cylinders and could produce 50 units of horsepower.
The second generation, known as G11, lived from 1983 up until 1987. The body styles offered were still the same. However, as per the power, there were several variations of the engine. There also was a five speed manual transmission made available.
As per the third generation of the Daihatsu Charade which was known as G100, it lived from 1987 up until the year 1994. This time around, the subcompact car had trim levels available for this vehicle. The vehicle also had features like a sunroof, power windows, air conditioning as well as a power steering. In the United States, the Daihatsu Charade was sold with a high price and was not marketed well so much so that it sold poorly in this area.
The last generation of the Daihatsu Charade was known as the G200 and this generation started in 1994 and it ended in 2000, which also was the last year for the Daihatsu Charade. This time, instead of just having a hatchback version, there also was a sedan version made available for the consumers.
Daihatsu Copen 1.3-liter Headed for the UK Market
The Daihatsu Copen, a 2-door roadster model from the Japanese car manufacturer is poised to arrive in dealer showrooms all over the United Kingdom. Although the Daihatsu Copen is exclusively sold for the Japanese Kei-car market, UK-based Daihatsu Vehicle Distributors Limited convinced the Japanese automaker to revamp some of the vehicle's components including the small engine with only 660 cc displacement to adapt in the European vehicle standards.
In addition, to comply with the European Whole Vehicle Type Approval, Daihatsu equipped the Copen with a larger 1.3 litre petrol engine that now pumps out an additional 19 hp and a 14.5 lb.-ft. increase of peak torque, for a total of 86 hp at 6,000 rpm and peak torque of 88.5 lb ft at 4,400 rpm. Daihatsu said the Copen offers an improved fuel efficiency and low fuel consumption rate, thanks to the advance engine systems like Dynamic Variable Valve Timing (DVVT) which enhances low-speed pulling power, the compact twin overhead camshaft unit equipped with alloy head and block. Moreover, the Daihatsu Copen also comes with the first ever self regenerating catalytic converter made palladium, the most heat sensitive material used in catalytic converters. As a result, the catalytic converter has the ability to regenerate and prolong its function in reducing CO2 exhaust emission coming out from the Daihatsu Copen.
With the new engine, the Daihatsu Copen can now sprint from 0 to 62 mph time in just 9.5 seconds, about 2 seconds faster than the previous 660 cc engine. The Copen roadster can reach an electronically limited full throttle speed of 112 mph.
According to Paul Tunnicliffe, Daihatsu Managing Director, "We are all car enthusiasts here at Daihatsu and were instrumental in bringing the original model to market in the UK. With this lively new engine and a highly competitive price, we are delighted not only to have a 'halo' model in our range but to be able to offer fellow enthusiasts such a characterful and affordable fun car."
The revised Daihatsu Copen for the UK market received several facelift from the Japanese automaker. The small car retains its sporty and compact body styling with a rounded design. Compared to VW Fox parts like the trapezoidal headlamps, The Daihatsu Copen gets oval shaped headlamps as well as oval shaped rear lamps. The small rear boot spoiler is one of the new features of the vehicle. Of course, the Daihatsu Copen still features the electronically operated folding hard top roof made of lightweight aluminum.
Inside, the new Daihatsu Copen is equipped with standard safety components including front seats with pretensioners and force limiters, twin front airbags, dual side-impact door beams, Auto-locking restraints (ALR), and reinforced front side-members and front sub-frame. In addition, passive safety systems are also standard like twin roll-over bars, anti-lock braking system (ABS) with Electronic Brake force Distribution (EBD), and Daihatsu's impact-sensing system.
In addition, to comply with the European Whole Vehicle Type Approval, Daihatsu equipped the Copen with a larger 1.3 litre petrol engine that now pumps out an additional 19 hp and a 14.5 lb.-ft. increase of peak torque, for a total of 86 hp at 6,000 rpm and peak torque of 88.5 lb ft at 4,400 rpm. Daihatsu said the Copen offers an improved fuel efficiency and low fuel consumption rate, thanks to the advance engine systems like Dynamic Variable Valve Timing (DVVT) which enhances low-speed pulling power, the compact twin overhead camshaft unit equipped with alloy head and block. Moreover, the Daihatsu Copen also comes with the first ever self regenerating catalytic converter made palladium, the most heat sensitive material used in catalytic converters. As a result, the catalytic converter has the ability to regenerate and prolong its function in reducing CO2 exhaust emission coming out from the Daihatsu Copen.
With the new engine, the Daihatsu Copen can now sprint from 0 to 62 mph time in just 9.5 seconds, about 2 seconds faster than the previous 660 cc engine. The Copen roadster can reach an electronically limited full throttle speed of 112 mph.
According to Paul Tunnicliffe, Daihatsu Managing Director, "We are all car enthusiasts here at Daihatsu and were instrumental in bringing the original model to market in the UK. With this lively new engine and a highly competitive price, we are delighted not only to have a 'halo' model in our range but to be able to offer fellow enthusiasts such a characterful and affordable fun car."
The revised Daihatsu Copen for the UK market received several facelift from the Japanese automaker. The small car retains its sporty and compact body styling with a rounded design. Compared to VW Fox parts like the trapezoidal headlamps, The Daihatsu Copen gets oval shaped headlamps as well as oval shaped rear lamps. The small rear boot spoiler is one of the new features of the vehicle. Of course, the Daihatsu Copen still features the electronically operated folding hard top roof made of lightweight aluminum.
Inside, the new Daihatsu Copen is equipped with standard safety components including front seats with pretensioners and force limiters, twin front airbags, dual side-impact door beams, Auto-locking restraints (ALR), and reinforced front side-members and front sub-frame. In addition, passive safety systems are also standard like twin roll-over bars, anti-lock braking system (ABS) with Electronic Brake force Distribution (EBD), and Daihatsu's impact-sensing system.
Nine Japanese Automakers
The controversy brews on about the Ferrari decision to have Felipe Massa let Fernando Alonso pass him in the German Grand Prix. Talk about much ado about nothing.
Let's reset the situation. Sebastian Vettel had made another meal of it at the start, which allowed both Ferraris by. Massa led with Alonso behind. After pit stops, Alonso started to catch up to Massa who was having clear problems on the harder Bridgestone compound. Could Alonso have passed Massa? Maybe. Maybe not. Nobody knows because Ferrari made a decision to tell Massa that Fernando was faster than him. This was obviously code to let Alonso pass and that is exactly what Massa did.
The reaction to all this has been outrage and much gnashing of teeth. It is laughable. Really. Let me ask you a question. Do you think there are team orders in Formula 1 even though they are illegal? Of course there are. Do you think Renault tells Petrov to get the hell out of Kubica's way? Of course they do. Don't you find it a bit strange that Mark Webber was told to start saving fuel near the end of the Turkish Grand Prix when Vettel wasn't? How do you think Vettel suddenly caught up to Webber? Team orders happen all the time and only the most biased viewer or commenter would suggest anything differently.
Let's talk about the most obvious version of team orders. Let's say your number two driver is leading the number one. You have to figure out how to get the order reversed. What has been the time-tested way of doing this in F1? Right, you have the number two driver pit and let the number one burn off a few fast laps while the number two driver "gets his tires up to temperature". It happens every race and you have to be blind not to see it.
Is Ferrari guilty of anything? Yes. They handled the situation very poorly. They made the situation so obvious that they humiliated Felipe Massa who responded as you might expect. Unfortunately, the team really didn't have much option. The best choice would have been to purse the pit stop strategy, but that was impossible given Vettel being so close behind. Given this, what should the team have done? It is unclear.
Was Ferrari correct in telling Felipe to move over? Absolutely. Just look at the numbers. Massa started the race a staggering 78 points behind Hamilton. He has no chance of winning the championship. Alonso, on the other hand, was 47 points behind. He doesn't have a great position, but it was a hell of a lot better than Massa. Now with the win, Alonso is within 34 points. Logically, it just makes sense to push Alonso forward.
What will all this end up meaning? It will be much ado about nothing. The stewards fined the team $100k, a drop in the bucket. The FIA will look at it and probably do something similar. What will the lesson be? Do it in a smarter way next time.
Let's reset the situation. Sebastian Vettel had made another meal of it at the start, which allowed both Ferraris by. Massa led with Alonso behind. After pit stops, Alonso started to catch up to Massa who was having clear problems on the harder Bridgestone compound. Could Alonso have passed Massa? Maybe. Maybe not. Nobody knows because Ferrari made a decision to tell Massa that Fernando was faster than him. This was obviously code to let Alonso pass and that is exactly what Massa did.
The reaction to all this has been outrage and much gnashing of teeth. It is laughable. Really. Let me ask you a question. Do you think there are team orders in Formula 1 even though they are illegal? Of course there are. Do you think Renault tells Petrov to get the hell out of Kubica's way? Of course they do. Don't you find it a bit strange that Mark Webber was told to start saving fuel near the end of the Turkish Grand Prix when Vettel wasn't? How do you think Vettel suddenly caught up to Webber? Team orders happen all the time and only the most biased viewer or commenter would suggest anything differently.
Let's talk about the most obvious version of team orders. Let's say your number two driver is leading the number one. You have to figure out how to get the order reversed. What has been the time-tested way of doing this in F1? Right, you have the number two driver pit and let the number one burn off a few fast laps while the number two driver "gets his tires up to temperature". It happens every race and you have to be blind not to see it.
Is Ferrari guilty of anything? Yes. They handled the situation very poorly. They made the situation so obvious that they humiliated Felipe Massa who responded as you might expect. Unfortunately, the team really didn't have much option. The best choice would have been to purse the pit stop strategy, but that was impossible given Vettel being so close behind. Given this, what should the team have done? It is unclear.
Was Ferrari correct in telling Felipe to move over? Absolutely. Just look at the numbers. Massa started the race a staggering 78 points behind Hamilton. He has no chance of winning the championship. Alonso, on the other hand, was 47 points behind. He doesn't have a great position, but it was a hell of a lot better than Massa. Now with the win, Alonso is within 34 points. Logically, it just makes sense to push Alonso forward.
What will all this end up meaning? It will be much ado about nothing. The stewards fined the team $100k, a drop in the bucket. The FIA will look at it and probably do something similar. What will the lesson be? Do it in a smarter way next time.
Toyota Rav4 2.0 D-4D NRG (2002) Review
I bought this car as my first major step up from the bangers that I used to drive. My last car was a Daihatsu Sportrak, a brilliant little petrol 4x4, built like a tank, especially good in summer with the removable hard tops although not really suited to long motorway driving. It was this car that prompted me to look for another 4x4 when it finally died.
I was looking for a similar sized 4x4 that was more comfortable on long journeys, it had to be diesel to improve on fuel costs compared to my previous car.
After much searching, and looking at various different models such as the Suzuki Grand Vitara, Honda HRV, Honda CRV, Landrover Freelander, and Daihatsu Terios, I came across the short wheel base (SWB) version of the Toyota Rav4 (there has since been a new model in which the short wheelbase version is no longer being made and the range has been given an all round facelift). The first thing that stood out is that it looks a lot more stylish than the other 4x4's in the same class, especially the diesel engined version, which I opted for, with the bonnet scoop for the turbo intercooler.
It turns out that the diesel engine that comes in this model (2.0 D-4D) is really quite efficient, I'm currently returning 41.7 mpg on average which is mostly town driving. Another good point about this engine is it's low CO2 output (190g/km) which is 1 in the eye for all those 4x4 haters out there as it has lower emmissions than most cars, be aware though that the increasing vehicle excise duty rates means taxing the vehicle can be quite expensive but you will reclaim this money with the savings on fuel.
The model I purchased was the 2 door NRG which came with the optional leather seats and 6 disc changer which is located under the passenger seat. The leather seats are extremely comfortable on long journeys, the ride feels sturdy yet does not break your back when encountering pot holes.
For a 4x4 the RAV corners exceptionally well with little or no roll. The RAV was rumoured to be the '4x4 GTi' and I can confirm those rumours, it pulls very strongly through each gear and will easily top 100mph. The RAV comes as a full time 4 wheel drive apart form the NV model which is 2 wheel drive. Personally I think this model is pointless, who in their right mind is going to buy a 2 wheel drive 4x4?
The RAV is billed as a softroader which means it has car like driving characteristics but has the ability to cope with the occasional off roading should you need it. The idea of softroaders came about because car companies realised that people buy big 4x4s because they think they are safer, they also realised that very few of those people actually used their 4x4s off road, so softroaders retained the high driving position and size of 'proper' 4x4s while simplifying the 4x4 running gear and softening the suspension to make them more suited to driving on the road. While it does not come with the low transfer box which comes with the larger 4x4's, it will handle most of the off road scenarios that you're likely to come across. The 4x4 factor really comes into it's own under extreme weather conditions, meaning it will handle better and therefore be safer, that coupled with electronic brakeforce distribution (EBD) means that you feel more confident driving this car in bad weather than any standard 2 wheel drive car.
One unique feature about this D-4D engine is the variable nozzle turbocharger, this allows the turbo to adjust how much air is allowed to enter the turbo and thus produces an extra 5bhp over the old D-4D engine and delivers a constant torque of 250Nm between 1800rpm and 3000rpm.
Maximum power of 114bhp (85kW) occurs at 4000rpm. Not to mention it creates a satisfying turbo whine once you reach the turbo band!
Something you do not get with the 2dr RAV4 is a boot. With the rear seats pushed all the way back (the 2 independent rear seats adjust forward and back and also incline) there is pretty much no usable boot space whatsoever. This renders the SWB 2 door version of the RAV 4 unsuitable to families of more than 2 unless you're going to use the RAV as a second family car. For me it's ideal as I rarely have more than 2 people in the car at any 1 time. If I do need any boot space for anything significant it's not a problem because the rear 2 seats fold forward and lock into place, and if necessary can be completely removed with the simple push of a lever.
With Toyota being a Japanese car firm you also get the benefit of excellent build quality and exceptional reliability. This will save you money in the long run and will outweigh the premium that you will pay for a car of this make. Toyota recommends that major services should be performed on the RAV 4 every 20,000 miles which also means that you should see less of the dealer or local garage which is always a good sign.
Key Features
Available in three and five-door bodystyles
Full time four-wheel drive (two-wheel drive NV version not available with D-4D engine)
Latest technology, common rail, 2.0-litre D-4D diesel
Exceptional fuel economy, low noise, low emissions
Available in four trim levelsl (NV, NRG, GX and VX)
Excellent combined fuel consumption of 39.8 mpg
0-62mph in 12.1 seconds, maximum speed of 106mph
WIL (Whiplash Injury Lessening) front seats, ABS with EBD (Electronic Brakeforce Distribution) and twin front airbags standard on all grades
MPV-style versatility with rear seats designed to slide, fold, tumble and be removed
Air conditioning standard on all grades
Remote alarm and Thatcham Category One immobiliser fitted as standard
Roof rails standard on all grades
Offered with three-year/ 60,000 mile warranty as standard
On sale in the UK from 1 September 2001
D-4D engine is a £1000 premium over petrol versions
Specifications
ENGINE (2.0L D-4D)
1CD-FTV
Valve Mechanism Variable valve timing, 16 valve, DOHC, Chain Drive
Bore x Stroke (mm) 82.2 x 94.0
Displacement (cc) 1995
Compression ratio 18.6:1
Max. Power bhp/rpm (kW) 114 @ 4,000 (85)
Max. Torque (Nm/rpm) 250 @ 1,800-3,000
PERFORMANCE
0-62mph 12.1 secs
Max speed 106mph
FUEL ECONOMY AND EMISSIONS
Urban mpg 31.7
Extra-Urban mpg 46.3
Combined mpg 39.8
CO2 g/km 190
WEIGHTS 3 DOOR 5 DOOR
Kerb weight (kg) 1315-1425 1370-1485
Gross vehicle weight (kg) 1785 1925
Towing capacity-u/braked (kg) 640 640
Towing capacity-braked (kg) 1500 1500
GEARBOX RATIOS
1st 3.833
2nd 2.045
3rd 1.333
4th 0.972
5th 0.731
Reverse 3.583
DIMENSIONS (exterior) 3 DOOR 5 DOOR
Overall length 3850 - NV3865 - NRG 4200 - NV4250 - GX4260 - VX
Overall width (mm) 17351785 (wide pack) 17351785 (wide pack)
Overall height - 4WD (mm) 1695 (215 tyre)1700 (235 tyre) 1705 (215 tyre)1710 (235 tyre)
Wheelbase (mm) 2280 2490
Min. turning radius (m) 5.0 5.3
Tread width - 4WD (mm) front 1505 (215 tyre)1525 (235 tyre)
Tread width - 4WD (mm) rear 1495 (215 tyre)1520 (235 tyre)
Fuel Tank capacity (L / gal) 57 / 12.5
Coefficient of Drag 0.35
LUGGAGE CAPACITY (L) 3 DOOR 5 DOOR
Rear seats in position 150 410
Rear seats folded 230 520
Rear seats removed 690 970
SUSPENSION
Front MacPherson Struts with L-shaped arms
Rear Double Wishbone with trailing arms
BRAKES
Front (diameter) Ventilated disc (302mm)
Rear (diameter) Solid disc (298mm)
STEERING
Type Rack and Pinion
Ratio 16
Turns lock to lock 2.9
TYRES AND WHEELS
Wheel size 16" Aluminium / Steel
Tyre size (NV & GX)(NRG & VX) 215/70 R 16235/60 R 16
Conclusion
Good Points Excellent build quality, reliable, stylish, infrequent service intervals, drives well, comfortable, fuel efficient, and eco-friendly.
Bad Points Expensive to tax, lack of boot space on the 2dr model.
johnsreviews rating: 8/10
I was looking for a similar sized 4x4 that was more comfortable on long journeys, it had to be diesel to improve on fuel costs compared to my previous car.
After much searching, and looking at various different models such as the Suzuki Grand Vitara, Honda HRV, Honda CRV, Landrover Freelander, and Daihatsu Terios, I came across the short wheel base (SWB) version of the Toyota Rav4 (there has since been a new model in which the short wheelbase version is no longer being made and the range has been given an all round facelift). The first thing that stood out is that it looks a lot more stylish than the other 4x4's in the same class, especially the diesel engined version, which I opted for, with the bonnet scoop for the turbo intercooler.
It turns out that the diesel engine that comes in this model (2.0 D-4D) is really quite efficient, I'm currently returning 41.7 mpg on average which is mostly town driving. Another good point about this engine is it's low CO2 output (190g/km) which is 1 in the eye for all those 4x4 haters out there as it has lower emmissions than most cars, be aware though that the increasing vehicle excise duty rates means taxing the vehicle can be quite expensive but you will reclaim this money with the savings on fuel.
The model I purchased was the 2 door NRG which came with the optional leather seats and 6 disc changer which is located under the passenger seat. The leather seats are extremely comfortable on long journeys, the ride feels sturdy yet does not break your back when encountering pot holes.
For a 4x4 the RAV corners exceptionally well with little or no roll. The RAV was rumoured to be the '4x4 GTi' and I can confirm those rumours, it pulls very strongly through each gear and will easily top 100mph. The RAV comes as a full time 4 wheel drive apart form the NV model which is 2 wheel drive. Personally I think this model is pointless, who in their right mind is going to buy a 2 wheel drive 4x4?
The RAV is billed as a softroader which means it has car like driving characteristics but has the ability to cope with the occasional off roading should you need it. The idea of softroaders came about because car companies realised that people buy big 4x4s because they think they are safer, they also realised that very few of those people actually used their 4x4s off road, so softroaders retained the high driving position and size of 'proper' 4x4s while simplifying the 4x4 running gear and softening the suspension to make them more suited to driving on the road. While it does not come with the low transfer box which comes with the larger 4x4's, it will handle most of the off road scenarios that you're likely to come across. The 4x4 factor really comes into it's own under extreme weather conditions, meaning it will handle better and therefore be safer, that coupled with electronic brakeforce distribution (EBD) means that you feel more confident driving this car in bad weather than any standard 2 wheel drive car.
One unique feature about this D-4D engine is the variable nozzle turbocharger, this allows the turbo to adjust how much air is allowed to enter the turbo and thus produces an extra 5bhp over the old D-4D engine and delivers a constant torque of 250Nm between 1800rpm and 3000rpm.
Maximum power of 114bhp (85kW) occurs at 4000rpm. Not to mention it creates a satisfying turbo whine once you reach the turbo band!
Something you do not get with the 2dr RAV4 is a boot. With the rear seats pushed all the way back (the 2 independent rear seats adjust forward and back and also incline) there is pretty much no usable boot space whatsoever. This renders the SWB 2 door version of the RAV 4 unsuitable to families of more than 2 unless you're going to use the RAV as a second family car. For me it's ideal as I rarely have more than 2 people in the car at any 1 time. If I do need any boot space for anything significant it's not a problem because the rear 2 seats fold forward and lock into place, and if necessary can be completely removed with the simple push of a lever.
With Toyota being a Japanese car firm you also get the benefit of excellent build quality and exceptional reliability. This will save you money in the long run and will outweigh the premium that you will pay for a car of this make. Toyota recommends that major services should be performed on the RAV 4 every 20,000 miles which also means that you should see less of the dealer or local garage which is always a good sign.
Key Features
Available in three and five-door bodystyles
Full time four-wheel drive (two-wheel drive NV version not available with D-4D engine)
Latest technology, common rail, 2.0-litre D-4D diesel
Exceptional fuel economy, low noise, low emissions
Available in four trim levelsl (NV, NRG, GX and VX)
Excellent combined fuel consumption of 39.8 mpg
0-62mph in 12.1 seconds, maximum speed of 106mph
WIL (Whiplash Injury Lessening) front seats, ABS with EBD (Electronic Brakeforce Distribution) and twin front airbags standard on all grades
MPV-style versatility with rear seats designed to slide, fold, tumble and be removed
Air conditioning standard on all grades
Remote alarm and Thatcham Category One immobiliser fitted as standard
Roof rails standard on all grades
Offered with three-year/ 60,000 mile warranty as standard
On sale in the UK from 1 September 2001
D-4D engine is a £1000 premium over petrol versions
Specifications
ENGINE (2.0L D-4D)
1CD-FTV
Valve Mechanism Variable valve timing, 16 valve, DOHC, Chain Drive
Bore x Stroke (mm) 82.2 x 94.0
Displacement (cc) 1995
Compression ratio 18.6:1
Max. Power bhp/rpm (kW) 114 @ 4,000 (85)
Max. Torque (Nm/rpm) 250 @ 1,800-3,000
PERFORMANCE
0-62mph 12.1 secs
Max speed 106mph
FUEL ECONOMY AND EMISSIONS
Urban mpg 31.7
Extra-Urban mpg 46.3
Combined mpg 39.8
CO2 g/km 190
WEIGHTS 3 DOOR 5 DOOR
Kerb weight (kg) 1315-1425 1370-1485
Gross vehicle weight (kg) 1785 1925
Towing capacity-u/braked (kg) 640 640
Towing capacity-braked (kg) 1500 1500
GEARBOX RATIOS
1st 3.833
2nd 2.045
3rd 1.333
4th 0.972
5th 0.731
Reverse 3.583
DIMENSIONS (exterior) 3 DOOR 5 DOOR
Overall length 3850 - NV3865 - NRG 4200 - NV4250 - GX4260 - VX
Overall width (mm) 17351785 (wide pack) 17351785 (wide pack)
Overall height - 4WD (mm) 1695 (215 tyre)1700 (235 tyre) 1705 (215 tyre)1710 (235 tyre)
Wheelbase (mm) 2280 2490
Min. turning radius (m) 5.0 5.3
Tread width - 4WD (mm) front 1505 (215 tyre)1525 (235 tyre)
Tread width - 4WD (mm) rear 1495 (215 tyre)1520 (235 tyre)
Fuel Tank capacity (L / gal) 57 / 12.5
Coefficient of Drag 0.35
LUGGAGE CAPACITY (L) 3 DOOR 5 DOOR
Rear seats in position 150 410
Rear seats folded 230 520
Rear seats removed 690 970
SUSPENSION
Front MacPherson Struts with L-shaped arms
Rear Double Wishbone with trailing arms
BRAKES
Front (diameter) Ventilated disc (302mm)
Rear (diameter) Solid disc (298mm)
STEERING
Type Rack and Pinion
Ratio 16
Turns lock to lock 2.9
TYRES AND WHEELS
Wheel size 16" Aluminium / Steel
Tyre size (NV & GX)(NRG & VX) 215/70 R 16235/60 R 16
Conclusion
Good Points Excellent build quality, reliable, stylish, infrequent service intervals, drives well, comfortable, fuel efficient, and eco-friendly.
Bad Points Expensive to tax, lack of boot space on the 2dr model.
johnsreviews rating: 8/10
Toyota Tundra Joining the List of America's Most Popular US Made Vehicles
An automotive sales index online has identified the Toyota Tundra as one of the best-selling vehicles built in America and its partly attributed to the new Toyota Motor Manufacturing Texas Inc. plant in San Antonio.
And for the first time, the Tundra which was built at the facilities in Princeton, Ind., and San Antonio with parts made like the Toyota control arm bushing kits primarily in American factories has finally made it into Cars.com's American Made Index.
Every year the American Made Index identifies the top 10 models of vehicles that are in essence American and that pertains to where parts are produced and also with regards to the vehicles popularity among cars.com buyers.
So far the top produced "American" vehicle according to the index is the Ford F-150 which is primarily assembled in Claycomo, Mo., and Dearborn, Mich. The Toyota Camry on the other hand which is assembled in Georgetown, Ky., and Lafayette, Ind., ranked second only.
The Fort Wayne Ind., and Pontiac, Mich.-built Chevrolet Silverado 1500 ranked third while the Lordstown, Ohio-built Chevrolet Cobalt ranked fourth and the Wayne, Mich.-built Ford Focus ranked fifth.
Toyota's Tundra came in at 10th place on the list. The Chicago-based cars.com works with more than 200 newspapers, television stations and their Web sites to buy and sell new and used vehicles.
Cars.com is a division of Classified Ventures LLC which is a company owned by media conglomerates Belo Corp., Gannett Co. Inc., The McClatchy Co., Tribune Co., and The Washington Post Co.
About Toyota
Toyota is a Japanese multinational corporation and the world's largest automaker by sales revenue as of 2007 toppling General Motors in the position. Together with its half-owned subsidiary Daihatsu, the company was the second largest auto company by revenue of $179 billion and total vehicle production, making it as one of the most profitable automaker with net income of around $11 billion. Toyota was also the world's eight largest company by revenue last 2006.
Toyota owns and operates Toyota, Lexus, Scion, and parts of Daihatsu brands, divisions, and companies. The company includes 522 subsidiaries.
And for the first time, the Tundra which was built at the facilities in Princeton, Ind., and San Antonio with parts made like the Toyota control arm bushing kits primarily in American factories has finally made it into Cars.com's American Made Index.
Every year the American Made Index identifies the top 10 models of vehicles that are in essence American and that pertains to where parts are produced and also with regards to the vehicles popularity among cars.com buyers.
So far the top produced "American" vehicle according to the index is the Ford F-150 which is primarily assembled in Claycomo, Mo., and Dearborn, Mich. The Toyota Camry on the other hand which is assembled in Georgetown, Ky., and Lafayette, Ind., ranked second only.
The Fort Wayne Ind., and Pontiac, Mich.-built Chevrolet Silverado 1500 ranked third while the Lordstown, Ohio-built Chevrolet Cobalt ranked fourth and the Wayne, Mich.-built Ford Focus ranked fifth.
Toyota's Tundra came in at 10th place on the list. The Chicago-based cars.com works with more than 200 newspapers, television stations and their Web sites to buy and sell new and used vehicles.
Cars.com is a division of Classified Ventures LLC which is a company owned by media conglomerates Belo Corp., Gannett Co. Inc., The McClatchy Co., Tribune Co., and The Washington Post Co.
About Toyota
Toyota is a Japanese multinational corporation and the world's largest automaker by sales revenue as of 2007 toppling General Motors in the position. Together with its half-owned subsidiary Daihatsu, the company was the second largest auto company by revenue of $179 billion and total vehicle production, making it as one of the most profitable automaker with net income of around $11 billion. Toyota was also the world's eight largest company by revenue last 2006.
Toyota owns and operates Toyota, Lexus, Scion, and parts of Daihatsu brands, divisions, and companies. The company includes 522 subsidiaries.
Toyota and Subaru As Partners
Just recently General Motors, currently the World's second largest car manufacturer, rejected to take the 8.7% stake of what Fuji Heavy Industries is offering. Instead it was snapped up quickly by the World's largest automobile maker Toyota Motors, making it now having around 16.5% of the overall stake of Fuji Heavy Industries.
Fuji Heavy Industries, better known to be the parent company of the car brand Subaru, will now be putting on their new GM-Subaru design to a halt, and start making cars that Toyota wants. Rumors had that both companies are working on a current coupe model which will see the first product that the new partnership's effort.
Toyota is currently the global leader in automotive industry, with Daihatsu, Lexus, Scion under its belt, Subaru as an addition will strengthen the company's stand in the game. With the outrageous number of cars Toyota sells each year, people can actually see that the numbers of Toyota cars on the road is more than the other marques. Subaru had earned the respect from a long line of Motor Sports heritage. By joining up with Toyota, Subaru may take advantage of the hybrid technology Toyota uses to create their own green cars, and Toyota will be able to develop better handling cars using technologies in the Subaru All Wheel Drive (AWD) system.
Many car models are jointly developed by few companies these days. For instance the Toyota Aygo, which is also called the Citroen C1 and the Peugeot 107. Apart from that partnership also grants companies to develop better cars for the sake of a better world together. Nissan - Renault, Toyota - Daihatsu, and others are well known. Still, when can we start to see the new brand 'Toyaru' and 'Subota', to appear in a hybrid car, perhaps in the year 2011.
Fuji Heavy Industries, better known to be the parent company of the car brand Subaru, will now be putting on their new GM-Subaru design to a halt, and start making cars that Toyota wants. Rumors had that both companies are working on a current coupe model which will see the first product that the new partnership's effort.
Toyota is currently the global leader in automotive industry, with Daihatsu, Lexus, Scion under its belt, Subaru as an addition will strengthen the company's stand in the game. With the outrageous number of cars Toyota sells each year, people can actually see that the numbers of Toyota cars on the road is more than the other marques. Subaru had earned the respect from a long line of Motor Sports heritage. By joining up with Toyota, Subaru may take advantage of the hybrid technology Toyota uses to create their own green cars, and Toyota will be able to develop better handling cars using technologies in the Subaru All Wheel Drive (AWD) system.
Many car models are jointly developed by few companies these days. For instance the Toyota Aygo, which is also called the Citroen C1 and the Peugeot 107. Apart from that partnership also grants companies to develop better cars for the sake of a better world together. Nissan - Renault, Toyota - Daihatsu, and others are well known. Still, when can we start to see the new brand 'Toyaru' and 'Subota', to appear in a hybrid car, perhaps in the year 2011.
Automotive Industry - A Global Diversification Approach
The automotive industry today clearly shows that major car manufacturers around the world are trying to stand out big and strong in the global market today. With higher percentage of penetration into the global market only can a major car company succeed in monopolizing the entire industry with their aim, concept, and strategies.
Leading the pack now is Toyota Motor Corporation, which has subsidiaries and other brands such as Lexus, Hino, Scion and Daihatsu. Toyota owns 51% of Daihatsu, meaning that Toyota has the advantage of controlling the popular Japanese compact car ("Kei-car") manufacturer. Having the Lexus as their premium brand with a fast growing sales figure in the European countries, it poses a threat to other European marques as a strong contender in both luxury and super cars. Toyotas can be seen everywhere around the world from its super minis to sedans and pickups. It has been a market icon for affordable and reliable cars. Toyota also recently bought a portion of Fuji Heavy Industries which is the parent company to Subaru with an upcoming joint developed model to be announced soon.
Another strong leader is the Volkswagen group. Being a carmaker based in Germany, it has acquired many other marques such as Audi, Lamborghini, Bentley, SEAT, Scania, and Skoda. Volkswagen AG has now become the largest car company in Germany apart from BMW, Daimler, and Porsche. In fact, Porsche holds a major part of Volkswagen, for both of these companies are in fact a close partner. With the Chinese manufacturing their models of Volkswagen under FAW (First Automobile Works) and Shanghai Volkswagen Automotive, it is clear that everyone wants a piece of the big dragon to see their future standings in China.
Other involvements between companies includes the Suzuki SX4 being a joint developed project of the Japanese company with Italian carmaker FIAT. While naming it FIAT Sedici, we will see both similar models on the streets but Suzuki will market it in the Asian market while FIAT will be selling theirs in the European countries. The same happens to other models like the Peugeot 107, Citroen C1, and Toyota Aygo are actually the same car just that they are marketed in different markets.
Leading the pack now is Toyota Motor Corporation, which has subsidiaries and other brands such as Lexus, Hino, Scion and Daihatsu. Toyota owns 51% of Daihatsu, meaning that Toyota has the advantage of controlling the popular Japanese compact car ("Kei-car") manufacturer. Having the Lexus as their premium brand with a fast growing sales figure in the European countries, it poses a threat to other European marques as a strong contender in both luxury and super cars. Toyotas can be seen everywhere around the world from its super minis to sedans and pickups. It has been a market icon for affordable and reliable cars. Toyota also recently bought a portion of Fuji Heavy Industries which is the parent company to Subaru with an upcoming joint developed model to be announced soon.
Another strong leader is the Volkswagen group. Being a carmaker based in Germany, it has acquired many other marques such as Audi, Lamborghini, Bentley, SEAT, Scania, and Skoda. Volkswagen AG has now become the largest car company in Germany apart from BMW, Daimler, and Porsche. In fact, Porsche holds a major part of Volkswagen, for both of these companies are in fact a close partner. With the Chinese manufacturing their models of Volkswagen under FAW (First Automobile Works) and Shanghai Volkswagen Automotive, it is clear that everyone wants a piece of the big dragon to see their future standings in China.
Other involvements between companies includes the Suzuki SX4 being a joint developed project of the Japanese company with Italian carmaker FIAT. While naming it FIAT Sedici, we will see both similar models on the streets but Suzuki will market it in the Asian market while FIAT will be selling theirs in the European countries. The same happens to other models like the Peugeot 107, Citroen C1, and Toyota Aygo are actually the same car just that they are marketed in different markets.
Volkswagen Polo 3 Cylinder Gets More Miles Than Toyota Hybrid
Nowadays it is either Hybrids or Diesels and Volkswagen, our friendly neighborhood car manufacturer, has taken economy and the meaning of green a small step further by launching the latest Polo Bluemotion TDI. The small step taken is the fact that it has chopped off one cylinder from the four cylinder diesel and it is only 1.2-litres in size. This was recently paraded at the 31st International Vienna Motor Symposium.
1.2-litres, diesel, a turbo and three cylinders makes 74bhp and about 180Nm at 2,000rpm. This should be more than adequate to move the Polo Bluemotion TDI in city traffic. As an example, the petrol 1.5-litre Subaru Impreza has only about 142Nm torque made higher up the rev range of 3,200rpm.
Three cylinders also mean less engine weight and frictional power losses, and VW says that it has produced the best in terms of the most performance, maximum "acoustic comfort" and weight reduction from this configuration without compromising the engine's thermodynamic efficiency (some say that each cylinder should be around 333cc to around 600cc for efficient combustion to happen).
Well, the only three cylinder I've driven are the ones fitted on the smallest of the Peroduas sold around here. The Daihatsu three pot engines used are not the last word of refinement and are thrummy in nature, it has an off-beat warble that is kind of "full of character" so to speak. However these engines are petrol, and not diesel. So this Volkswagen may be slightly rough, but since it has the latest common rail injection and the turbo is a variable geometry unit, it could be as smooth as those petrol Daihatsu engines. So an assumption is made that there will not be too much refinement lost anyway.
Now back to the story at hand. According to Volkswagen, this car is expected to achieve 3.3-litres per 100 km while emitting only 87 g/km of CO2. The previous gen Polo Bluemotion's claimed figures was 3.8-litres per 100 km. So smaller is better for diesel sipping.
Bluemotion measures include stop/start functions (for those longer than usual traffic light waiting), higher gearing (It is hooked up to a five-speed manual transmission which boasts extra-long ratios - fifth gives 35mph for every 1,000rpm), regenerative braking, tweaked aerodynamics and 14inch low rolling resistance tires on special alloy wheels. The air-conditioning has been removed in this model as well, similarly to the electric adjustment for the door mirror and the remote central locking. So much for getting yourself some cool air during the sunny weather then.
It is already on sale in Europe where oil burners like this is king nowadays. Now who in their right frame of mind would go buy a Toyota Prius which uses a hefty 4.7litres per 100km of petrol? A hybrid makes no sense after this. Buy a diesel. This diesel car saves more of the black stuff than that purportedly green hybrid. In other words, more money saved as well. And if you were to ask me, I'd say way to go, Volks!
1.2-litres, diesel, a turbo and three cylinders makes 74bhp and about 180Nm at 2,000rpm. This should be more than adequate to move the Polo Bluemotion TDI in city traffic. As an example, the petrol 1.5-litre Subaru Impreza has only about 142Nm torque made higher up the rev range of 3,200rpm.
Three cylinders also mean less engine weight and frictional power losses, and VW says that it has produced the best in terms of the most performance, maximum "acoustic comfort" and weight reduction from this configuration without compromising the engine's thermodynamic efficiency (some say that each cylinder should be around 333cc to around 600cc for efficient combustion to happen).
Well, the only three cylinder I've driven are the ones fitted on the smallest of the Peroduas sold around here. The Daihatsu three pot engines used are not the last word of refinement and are thrummy in nature, it has an off-beat warble that is kind of "full of character" so to speak. However these engines are petrol, and not diesel. So this Volkswagen may be slightly rough, but since it has the latest common rail injection and the turbo is a variable geometry unit, it could be as smooth as those petrol Daihatsu engines. So an assumption is made that there will not be too much refinement lost anyway.
Now back to the story at hand. According to Volkswagen, this car is expected to achieve 3.3-litres per 100 km while emitting only 87 g/km of CO2. The previous gen Polo Bluemotion's claimed figures was 3.8-litres per 100 km. So smaller is better for diesel sipping.
Bluemotion measures include stop/start functions (for those longer than usual traffic light waiting), higher gearing (It is hooked up to a five-speed manual transmission which boasts extra-long ratios - fifth gives 35mph for every 1,000rpm), regenerative braking, tweaked aerodynamics and 14inch low rolling resistance tires on special alloy wheels. The air-conditioning has been removed in this model as well, similarly to the electric adjustment for the door mirror and the remote central locking. So much for getting yourself some cool air during the sunny weather then.
It is already on sale in Europe where oil burners like this is king nowadays. Now who in their right frame of mind would go buy a Toyota Prius which uses a hefty 4.7litres per 100km of petrol? A hybrid makes no sense after this. Buy a diesel. This diesel car saves more of the black stuff than that purportedly green hybrid. In other words, more money saved as well. And if you were to ask me, I'd say way to go, Volks!
Will Suzuki Exit the US Market?
The automotive brand graveyard is littered with many American names. Packard. Plymouth. DeSoto. Saturn. Oldsmobile. Kaiser. AMC. Pontiac. Hudson. Rambler. Scores more can be included and more are likely to follow suit.
But it isn't just the American brands that have died or departed from the US market as several foreign brands have discovered that they, too, have a difficult time making it in the most lucrative, but competitive car market in the world. Renault. Yugo. Citroen. Daihatsu. Peugeot. Alfa Romeo. Isuzu. Tight competition weeds out the weaklings while emboldening the strong players who are eager to step in and step it up.
Declining Suzuki
Suzuki is a Japanese automaker whose fortunes are in decline in the US market. Popular in Japan and in India, the Suzuki brand is more noteworthy for selling motorcycles then they are cars, with its sales in a tailspin the past few years. Despite introducing a quality midsize Kizashi sedan for 2010, Suzuki is finding it difficult to sell more cars in a month than what GM, Toyota, Ford and others sell in a day.
Yes, as recently as 2007, Suzuki routinely sold more than 100,000 vehicles annually, but for 2010 those numbers may fall by two-thirds. This comes as every other automaker puts the deep recession behind it, selling many more cars in 2010 than they did in 2009. But not Suzuki.
Sales Loss
So where does the blame lie for Suzuki's dismal showing? With sales down 60 percent for the first quarter of 2010 those numbers are in stark comparison to the 15 percent increase the industry is seeing for the first quarter. Only Chrysler with sales down by 10 percent for the year is losing customers, but that can be understood considering its bankruptcy collapse, restructuring and aged product line.
And that last notation, aged product line, may have something to do with why Suzuki has lost its mojo.
Aged Models
The Kizashi is new, attractive and decently priced, the lone new model in the Suzuki fleet. But, it also competes against at least two dozen other midsize sedans in the most crowded and competitive segment. Good effort, but when buyers are looking at the Ford Fusion, Toyota Camry, Honda Accord, Mercury Milan, Chevrolet Malibu, Hyundai Sonata and many other models, the Kizashi gets lost in the shuffle.
The Equator is a capable compact pickup truck, but it is sourced from Nissan. Sold as the Frontier by Nissan, few serious truck buyers are looking at Suzuki in the first place, with most preferring to buy directly from Nissan.
The Grand Vitara also operates at a disadvantage. The second generation model was introduced for 2006, had a mid-cycle refresh in 2008, but the style of the crossover is plain and outdated. The Nissan Rogue, Mitsubishi Outlander and Kia Sportage are newer, better equipped and better sellers. The Ford Escape, Honda CR-V and Toyota RAV4 are additional competitors, capable crossovers at that.
The SX4 is the main line of Suzuki vehicles, compact cars and crossovers that should sell well. But, even with all wheel drive available, American car buyers have many other small car choices to choose from including new cars from Honda, Hyundai, Toyota, Chevrolet, Ford and others. Nothing distinctive about the SX4, so why look at Suzuki?
Last Hurrah?
Suzuki's sales are falling through the floor which suggests that the brand isn't long for the US market. India has emerged as the right market for Suzuki cars and with Volkswagen now holding approximately 20 percent of Suzuki's shares, the German automaker may tell its Japanese partner to expend its sources in markets where it is succeeding.
Yes, Suzuki can still reclaim its mojo in America but at what price? It can cost hundreds of millions of dollars to bring out a new model, but with sales under a few thousand units per month this Japanese automaker may find joining Daihatsu and Isuzu in making a US exit is the best strategy for the company.
But it isn't just the American brands that have died or departed from the US market as several foreign brands have discovered that they, too, have a difficult time making it in the most lucrative, but competitive car market in the world. Renault. Yugo. Citroen. Daihatsu. Peugeot. Alfa Romeo. Isuzu. Tight competition weeds out the weaklings while emboldening the strong players who are eager to step in and step it up.
Declining Suzuki
Suzuki is a Japanese automaker whose fortunes are in decline in the US market. Popular in Japan and in India, the Suzuki brand is more noteworthy for selling motorcycles then they are cars, with its sales in a tailspin the past few years. Despite introducing a quality midsize Kizashi sedan for 2010, Suzuki is finding it difficult to sell more cars in a month than what GM, Toyota, Ford and others sell in a day.
Yes, as recently as 2007, Suzuki routinely sold more than 100,000 vehicles annually, but for 2010 those numbers may fall by two-thirds. This comes as every other automaker puts the deep recession behind it, selling many more cars in 2010 than they did in 2009. But not Suzuki.
Sales Loss
So where does the blame lie for Suzuki's dismal showing? With sales down 60 percent for the first quarter of 2010 those numbers are in stark comparison to the 15 percent increase the industry is seeing for the first quarter. Only Chrysler with sales down by 10 percent for the year is losing customers, but that can be understood considering its bankruptcy collapse, restructuring and aged product line.
And that last notation, aged product line, may have something to do with why Suzuki has lost its mojo.
Aged Models
The Kizashi is new, attractive and decently priced, the lone new model in the Suzuki fleet. But, it also competes against at least two dozen other midsize sedans in the most crowded and competitive segment. Good effort, but when buyers are looking at the Ford Fusion, Toyota Camry, Honda Accord, Mercury Milan, Chevrolet Malibu, Hyundai Sonata and many other models, the Kizashi gets lost in the shuffle.
The Equator is a capable compact pickup truck, but it is sourced from Nissan. Sold as the Frontier by Nissan, few serious truck buyers are looking at Suzuki in the first place, with most preferring to buy directly from Nissan.
The Grand Vitara also operates at a disadvantage. The second generation model was introduced for 2006, had a mid-cycle refresh in 2008, but the style of the crossover is plain and outdated. The Nissan Rogue, Mitsubishi Outlander and Kia Sportage are newer, better equipped and better sellers. The Ford Escape, Honda CR-V and Toyota RAV4 are additional competitors, capable crossovers at that.
The SX4 is the main line of Suzuki vehicles, compact cars and crossovers that should sell well. But, even with all wheel drive available, American car buyers have many other small car choices to choose from including new cars from Honda, Hyundai, Toyota, Chevrolet, Ford and others. Nothing distinctive about the SX4, so why look at Suzuki?
Last Hurrah?
Suzuki's sales are falling through the floor which suggests that the brand isn't long for the US market. India has emerged as the right market for Suzuki cars and with Volkswagen now holding approximately 20 percent of Suzuki's shares, the German automaker may tell its Japanese partner to expend its sources in markets where it is succeeding.
Yes, Suzuki can still reclaim its mojo in America but at what price? It can cost hundreds of millions of dollars to bring out a new model, but with sales under a few thousand units per month this Japanese automaker may find joining Daihatsu and Isuzu in making a US exit is the best strategy for the company.
Daihatsu Motor Company - Bringing Pride to Japan
The Daihatsu Motor Company Ltd. is a vehicle fabricator who has its foundation and head office positioned in Japan. This Japanese automobile producer is generally acknowledged as Daihatsu and it is well-known for its construction of compacted automobiles and tiny vehicles that are recognized in Japan like kei jihosha.
The Daihatsu Charade is in point of fact one of the automobiles that this vehicle producer has fashioned. And this motor vehicle is in point of fact a subcompact vehicle, building it fit adequately in the row of automobiles that this group has been fabricating. The Daihatsu Charade was instinctive in 1977. It lived all the way through quite a few decades until the 2000 when its construction was cut short. On the other hand, the corporation thinks that this motor vehicle is in point of fact a large compacted vehicle. This is most expected for the reason that the Daihatsu Charade is the major condensed car that the corporation has fashioned in comparison to all the other compacted automobiles in its row of motor vehicles.
History of Daihatsu:
The preceding Daihatsu Charade was acknowledged in the auto globe to have moved out through 4 detailed generations:
1) The first age band was identified as G10 and it stayed all the way through the years 1977 till the year 1983. It was finished obtainable as a rear door that either seized 3 doors or 4 doors. Its authority came through a 993 cc locomotive with 3 cylinders and may well fabricate 50 horsepower of thrust.
2) The second age band, recognized as G11, stayed all the way through the year 1983 till the year 1987. The body approaches presented was still the unchanged. On the other hand, as per the control, there were quite a few distinctions of the locomotive. There in addition was a 5 speed physical transmission made obtainable.
3) The third age group of the Daihatsu which was acknowledged as G100, it stayed all the way through the year 1987 till the year 1994. This moment around, the sub condensed automobile had neat levels obtainable for this motor vehicle. The motor vehicle in addition had characteristics similar to the following:
o a sunroof
o power windows
o air conditioning
o A power steering
In the US, the Daihatsu was put up for sale with an elevated value and was not advertised well so much in order that it sold inadequately in this region.
4) The final age group of the Daihatsu was recognized as the G200 and this age band started off in the year 1994 and it ended in the year 2000, which too was the final year for the Daihatsu.
The Daihatsu Charade is in point of fact one of the automobiles that this vehicle producer has fashioned. And this motor vehicle is in point of fact a subcompact vehicle, building it fit adequately in the row of automobiles that this group has been fabricating. The Daihatsu Charade was instinctive in 1977. It lived all the way through quite a few decades until the 2000 when its construction was cut short. On the other hand, the corporation thinks that this motor vehicle is in point of fact a large compacted vehicle. This is most expected for the reason that the Daihatsu Charade is the major condensed car that the corporation has fashioned in comparison to all the other compacted automobiles in its row of motor vehicles.
History of Daihatsu:
The preceding Daihatsu Charade was acknowledged in the auto globe to have moved out through 4 detailed generations:
1) The first age band was identified as G10 and it stayed all the way through the years 1977 till the year 1983. It was finished obtainable as a rear door that either seized 3 doors or 4 doors. Its authority came through a 993 cc locomotive with 3 cylinders and may well fabricate 50 horsepower of thrust.
2) The second age band, recognized as G11, stayed all the way through the year 1983 till the year 1987. The body approaches presented was still the unchanged. On the other hand, as per the control, there were quite a few distinctions of the locomotive. There in addition was a 5 speed physical transmission made obtainable.
3) The third age group of the Daihatsu which was acknowledged as G100, it stayed all the way through the year 1987 till the year 1994. This moment around, the sub condensed automobile had neat levels obtainable for this motor vehicle. The motor vehicle in addition had characteristics similar to the following:
o a sunroof
o power windows
o air conditioning
o A power steering
In the US, the Daihatsu was put up for sale with an elevated value and was not advertised well so much in order that it sold inadequately in this region.
4) The final age group of the Daihatsu was recognized as the G200 and this age band started off in the year 1994 and it ended in the year 2000, which too was the final year for the Daihatsu.
Daihatsu Motor Company - Bringing Pride to Japan
The Daihatsu Motor Company Ltd. is a vehicle fabricator who has its foundation and head office positioned in Japan. This Japanese automobile producer is generally acknowledged as Daihatsu and it is well-known for its construction of compacted automobiles and tiny vehicles that are recognized in Japan like kei jihosha.
The Daihatsu Charade is in point of fact one of the automobiles that this vehicle producer has fashioned. And this motor vehicle is in point of fact a subcompact vehicle, building it fit adequately in the row of automobiles that this group has been fabricating. The Daihatsu Charade was instinctive in 1977. It lived all the way through quite a few decades until the 2000 when its construction was cut short. On the other hand, the corporation thinks that this motor vehicle is in point of fact a large compacted vehicle. This is most expected for the reason that the Daihatsu Charade is the major condensed car that the corporation has fashioned in comparison to all the other compacted automobiles in its row of motor vehicles.
History of Daihatsu:
The preceding Daihatsu Charade was acknowledged in the auto globe to have moved out through 4 detailed generations:
1) The first age band was identified as G10 and it stayed all the way through the years 1977 till the year 1983. It was finished obtainable as a rear door that either seized 3 doors or 4 doors. Its authority came through a 993 cc locomotive with 3 cylinders and may well fabricate 50 horsepower of thrust.
2) The second age band, recognized as G11, stayed all the way through the year 1983 till the year 1987. The body approaches presented was still the unchanged. On the other hand, as per the control, there were quite a few distinctions of the locomotive. There in addition was a 5 speed physical transmission made obtainable.
3) The third age group of the Daihatsu which was acknowledged as G100, it stayed all the way through the year 1987 till the year 1994. This moment around, the sub condensed automobile had neat levels obtainable for this motor vehicle. The motor vehicle in addition had characteristics similar to the following:
o a sunroof
o power windows
o air conditioning
o A power steering
In the US, the Daihatsu was put up for sale with an elevated value and was not advertised well so much in order that it sold inadequately in this region.
4) The final age group of the Daihatsu was recognized as the G200 and this age band started off in the year 1994 and it ended in the year 2000, which too was the final year for the Daihatsu.
The Daihatsu Charade is in point of fact one of the automobiles that this vehicle producer has fashioned. And this motor vehicle is in point of fact a subcompact vehicle, building it fit adequately in the row of automobiles that this group has been fabricating. The Daihatsu Charade was instinctive in 1977. It lived all the way through quite a few decades until the 2000 when its construction was cut short. On the other hand, the corporation thinks that this motor vehicle is in point of fact a large compacted vehicle. This is most expected for the reason that the Daihatsu Charade is the major condensed car that the corporation has fashioned in comparison to all the other compacted automobiles in its row of motor vehicles.
History of Daihatsu:
The preceding Daihatsu Charade was acknowledged in the auto globe to have moved out through 4 detailed generations:
1) The first age band was identified as G10 and it stayed all the way through the years 1977 till the year 1983. It was finished obtainable as a rear door that either seized 3 doors or 4 doors. Its authority came through a 993 cc locomotive with 3 cylinders and may well fabricate 50 horsepower of thrust.
2) The second age band, recognized as G11, stayed all the way through the year 1983 till the year 1987. The body approaches presented was still the unchanged. On the other hand, as per the control, there were quite a few distinctions of the locomotive. There in addition was a 5 speed physical transmission made obtainable.
3) The third age group of the Daihatsu which was acknowledged as G100, it stayed all the way through the year 1987 till the year 1994. This moment around, the sub condensed automobile had neat levels obtainable for this motor vehicle. The motor vehicle in addition had characteristics similar to the following:
o a sunroof
o power windows
o air conditioning
o A power steering
In the US, the Daihatsu was put up for sale with an elevated value and was not advertised well so much in order that it sold inadequately in this region.
4) The final age group of the Daihatsu was recognized as the G200 and this age band started off in the year 1994 and it ended in the year 2000, which too was the final year for the Daihatsu.
Understanding Your Car's Air Intake System
The air intake system is a car part that needs full attention all the time.
It is carefully built and tuned for an automobile to experience the maximum efficiency and power. It is the part of the internal combustion engine that is a powerful air pump. Its function is to increase the velocity of the air until such time that it travels in to the combustion chamber. This is done at the same time while minimizing the turbulence and restriction of flow. The intake works by testing the flow of air on a flow bench in the port design stage.
To tremendously improve the car's performance, extensive tweaking of the intake system is found on cars with turbochargers or superchargers that provide a pressurized intake system.
Consumers nowadays mostly prefer modern cars. And these cars also require a modern air intake system that has 3 major parts, namely an air filter, mass flow sensor, and throttle body. In order to reduce the noise that enters the cabin, more recent cars now have silencer. This car part hinders the flow of air and creates turbulence that reduces total power. In effect, many performance fanatics often remove the silencers.
Specific lengths of air intakes are designed for the air to vibrate and be available at a specific frequency. This assists the flow of air into the combustion chamber. To minimize the restriction of flow at the cost of changing the pattern of the air intake for a small net increase in power or torque, the aftermarket industry now has larger throttle bodies and air filters.
In the case of your Daihatsu car, if you feel any damage in its air intake, the Daihatsu oxygen sensor might be in trouble. Check your owner's manual and know how to solve.
As a car owner, you need to know other things about your air intake system. One of which is the process of how the air and the fuel that needs to burn get into the cylinders.
In a carburetor equipped engine, the air comes into the space for air filter. Air passes through the air filter and then into the carburetor where the fuel is blended with it. Through the intake manifold, it passes. And then it is drawn into the cylinders.
The Air Temperature Sensor is the most advanced part of the air intake system. This prevents carburetor icing that might cause your vehicle to stall and die out. It also facilitates vaporization of the fuel into the air stream. Moreover, it is used to gauge the temperature of air. It also allows cool air in through the air horn or heated air piped in from around an exhaust manifold. And this is done through opening and closing a flap.
However, you cannot accurately measure the incoming air for the appropriate fuel mixture. Nonetheless, for an idle car, you can use emission analyzer. Then, adjust the fuel mixture. Remember that you cannot attain the right fuel mixture at higher speeds.
While some car manufacturers do not recommend carburetor adjustments, some manufacturers recommend carburetor adjustments on a dynamometer with the engine under load.
Vehicles using fuel injection, air is drawn in through the air intake. It is a long plastic tube that transcends up to the space for the air filter. The intake tube is long because it must make the air move in a fairly steady, coherent stream. Through the air filter and then followed by the air flow meter, the air passes.
The vane type and the hot wire type are the two types of AFMs. The first one contains a flap that is forced by the incoming air. More flaps are forced back when there is more amount of air that is coming in. A potentiometer that is attached to the flap sends a signal of voltage to the Power train Control Module (PCM). Behind the main vane is a second vane. This fits into a closed camber which suppresses the movement of the vane. In effect, a more accurate measurement is given. An Air Temperature Sensor, which functions exactly as it does in the carbureted engine, is also built into the vane AFM.
On the other hand, the hot wire AFM utilizes a series of wires strung in the air stream. The wire resistance at normal operating temperature is held constant; it will allow a set voltage through it. The air cools as it passes through the hot wire. And during this process, the wire resistance diminishes. As a result, it allows passing through more voltage. The signal of the voltage then goes to the main EFI computer. There, it allows the fuel mixture to be adjusted. And then, from the AFM, it goes to the throttle chamber.
The air that flows into the engine is controlled by the chamber. The car comes in an idle mode when the throttle chamber is closed. A small bypass chamber allows a small amount of air to bypass the throttle plate and proceed into the engine.
The Throttle Position Sensor (TPS) and the Cold Start Valve are among the other essential parts of the air intake system.
And so this is how the air intake system works and how air enters the engine. Having knowledge on this will lessen your ignorance when it comes to intake matters. A frequent owner's manual browsing will also help a lot.
It is carefully built and tuned for an automobile to experience the maximum efficiency and power. It is the part of the internal combustion engine that is a powerful air pump. Its function is to increase the velocity of the air until such time that it travels in to the combustion chamber. This is done at the same time while minimizing the turbulence and restriction of flow. The intake works by testing the flow of air on a flow bench in the port design stage.
To tremendously improve the car's performance, extensive tweaking of the intake system is found on cars with turbochargers or superchargers that provide a pressurized intake system.
Consumers nowadays mostly prefer modern cars. And these cars also require a modern air intake system that has 3 major parts, namely an air filter, mass flow sensor, and throttle body. In order to reduce the noise that enters the cabin, more recent cars now have silencer. This car part hinders the flow of air and creates turbulence that reduces total power. In effect, many performance fanatics often remove the silencers.
Specific lengths of air intakes are designed for the air to vibrate and be available at a specific frequency. This assists the flow of air into the combustion chamber. To minimize the restriction of flow at the cost of changing the pattern of the air intake for a small net increase in power or torque, the aftermarket industry now has larger throttle bodies and air filters.
In the case of your Daihatsu car, if you feel any damage in its air intake, the Daihatsu oxygen sensor might be in trouble. Check your owner's manual and know how to solve.
As a car owner, you need to know other things about your air intake system. One of which is the process of how the air and the fuel that needs to burn get into the cylinders.
In a carburetor equipped engine, the air comes into the space for air filter. Air passes through the air filter and then into the carburetor where the fuel is blended with it. Through the intake manifold, it passes. And then it is drawn into the cylinders.
The Air Temperature Sensor is the most advanced part of the air intake system. This prevents carburetor icing that might cause your vehicle to stall and die out. It also facilitates vaporization of the fuel into the air stream. Moreover, it is used to gauge the temperature of air. It also allows cool air in through the air horn or heated air piped in from around an exhaust manifold. And this is done through opening and closing a flap.
However, you cannot accurately measure the incoming air for the appropriate fuel mixture. Nonetheless, for an idle car, you can use emission analyzer. Then, adjust the fuel mixture. Remember that you cannot attain the right fuel mixture at higher speeds.
While some car manufacturers do not recommend carburetor adjustments, some manufacturers recommend carburetor adjustments on a dynamometer with the engine under load.
Vehicles using fuel injection, air is drawn in through the air intake. It is a long plastic tube that transcends up to the space for the air filter. The intake tube is long because it must make the air move in a fairly steady, coherent stream. Through the air filter and then followed by the air flow meter, the air passes.
The vane type and the hot wire type are the two types of AFMs. The first one contains a flap that is forced by the incoming air. More flaps are forced back when there is more amount of air that is coming in. A potentiometer that is attached to the flap sends a signal of voltage to the Power train Control Module (PCM). Behind the main vane is a second vane. This fits into a closed camber which suppresses the movement of the vane. In effect, a more accurate measurement is given. An Air Temperature Sensor, which functions exactly as it does in the carbureted engine, is also built into the vane AFM.
On the other hand, the hot wire AFM utilizes a series of wires strung in the air stream. The wire resistance at normal operating temperature is held constant; it will allow a set voltage through it. The air cools as it passes through the hot wire. And during this process, the wire resistance diminishes. As a result, it allows passing through more voltage. The signal of the voltage then goes to the main EFI computer. There, it allows the fuel mixture to be adjusted. And then, from the AFM, it goes to the throttle chamber.
The air that flows into the engine is controlled by the chamber. The car comes in an idle mode when the throttle chamber is closed. A small bypass chamber allows a small amount of air to bypass the throttle plate and proceed into the engine.
The Throttle Position Sensor (TPS) and the Cold Start Valve are among the other essential parts of the air intake system.
And so this is how the air intake system works and how air enters the engine. Having knowledge on this will lessen your ignorance when it comes to intake matters. A frequent owner's manual browsing will also help a lot.
The Four Generations of the Daihatsu Charade
The Daihatsu Motor Co., Ltd. is an automobile manufacture who has its base and headquarters located in Japan. This Japanese car manufacturer is commonly known as Daihatsu and it is famous for its production of compact cars and small cars that are known in Japan as kei jihosha.
The Daihatsu Charade is actually one of the cars that this automobile manufacturer has produced. And this vehicle is actually a subcompact car, making it fit nicely in the line of vehicles that this company has been producing. The Daihatsu Charade was born in the year 1977. It lived through several decades up until the year 2000 when its production was halted. However, the company thinks that this vehicle is actually a large compact car. This is most likely because the Daihatsu Charade is the largest compact car that the company has produced compared to all the other compact cars in its line up of vehicles.
Last year, 2005, the Charade name was actually brought back in the automobile market in the United Kingdom and in Australia as well. In fact, the vehicle that holds the Charade name is actually a rebadged Daihatsu Mira which is more known as the Daihatsu Cuore in other markets in Europe.
The previous Daihatsu Charade was known in the automobile world to have gone through four specific generations. The first generation was known as G10 and it lived through the years 1977 up until 1983. It was made available as a hatchback that either held three doors or four doors. Its power came from a 993 cc engine with three cylinders and could produce 50 units of horsepower.
The second generation, known as G11, lived from 1983 up until 1987. The body styles offered were still the same. However, as per the power, there were several variations of the engine. There also was a five speed manual transmission made available.
As per the third generation of the Daihatsu Charade which was known as G100, it lived from 1987 up until the year 1994. This time around, the subcompact car had trim levels available for this vehicle. The vehicle also had features like a sunroof, power windows, air conditioning as well as a power steering. In the United States, the Daihatsu Charade was sold with a high price and was not marketed well so much so that it sold poorly in this area.
The last generation of the Daihatsu Charade was known as the G200 and this generation started in 1994 and it ended in 2000, which also was the last year for the Daihatsu Charade. This time, instead of just having a hatchback version, there also was a sedan version made available for the consumers.
The Daihatsu Charade is actually one of the cars that this automobile manufacturer has produced. And this vehicle is actually a subcompact car, making it fit nicely in the line of vehicles that this company has been producing. The Daihatsu Charade was born in the year 1977. It lived through several decades up until the year 2000 when its production was halted. However, the company thinks that this vehicle is actually a large compact car. This is most likely because the Daihatsu Charade is the largest compact car that the company has produced compared to all the other compact cars in its line up of vehicles.
Last year, 2005, the Charade name was actually brought back in the automobile market in the United Kingdom and in Australia as well. In fact, the vehicle that holds the Charade name is actually a rebadged Daihatsu Mira which is more known as the Daihatsu Cuore in other markets in Europe.
The previous Daihatsu Charade was known in the automobile world to have gone through four specific generations. The first generation was known as G10 and it lived through the years 1977 up until 1983. It was made available as a hatchback that either held three doors or four doors. Its power came from a 993 cc engine with three cylinders and could produce 50 units of horsepower.
The second generation, known as G11, lived from 1983 up until 1987. The body styles offered were still the same. However, as per the power, there were several variations of the engine. There also was a five speed manual transmission made available.
As per the third generation of the Daihatsu Charade which was known as G100, it lived from 1987 up until the year 1994. This time around, the subcompact car had trim levels available for this vehicle. The vehicle also had features like a sunroof, power windows, air conditioning as well as a power steering. In the United States, the Daihatsu Charade was sold with a high price and was not marketed well so much so that it sold poorly in this area.
The last generation of the Daihatsu Charade was known as the G200 and this generation started in 1994 and it ended in 2000, which also was the last year for the Daihatsu Charade. This time, instead of just having a hatchback version, there also was a sedan version made available for the consumers.
The Four Generations of the Daihatsu Charade
The Daihatsu Motor Co., Ltd. is an automobile manufacture who has its base and headquarters located in Japan. This Japanese car manufacturer is commonly known as Daihatsu and it is famous for its production of compact cars and small cars that are known in Japan as kei jihosha.
The Daihatsu Charade is actually one of the cars that this automobile manufacturer has produced. And this vehicle is actually a subcompact car, making it fit nicely in the line of vehicles that this company has been producing. The Daihatsu Charade was born in the year 1977. It lived through several decades up until the year 2000 when its production was halted. However, the company thinks that this vehicle is actually a large compact car. This is most likely because the Daihatsu Charade is the largest compact car that the company has produced compared to all the other compact cars in its line up of vehicles.
Last year, 2005, the Charade name was actually brought back in the automobile market in the United Kingdom and in Australia as well. In fact, the vehicle that holds the Charade name is actually a rebadged Daihatsu Mira which is more known as the Daihatsu Cuore in other markets in Europe.
The previous Daihatsu Charade was known in the automobile world to have gone through four specific generations. The first generation was known as G10 and it lived through the years 1977 up until 1983. It was made available as a hatchback that either held three doors or four doors. Its power came from a 993 cc engine with three cylinders and could produce 50 units of horsepower.
The second generation, known as G11, lived from 1983 up until 1987. The body styles offered were still the same. However, as per the power, there were several variations of the engine. There also was a five speed manual transmission made available.
As per the third generation of the Daihatsu Charade which was known as G100, it lived from 1987 up until the year 1994. This time around, the subcompact car had trim levels available for this vehicle. The vehicle also had features like a sunroof, power windows, air conditioning as well as a power steering. In the United States, the Daihatsu Charade was sold with a high price and was not marketed well so much so that it sold poorly in this area.
The last generation of the Daihatsu Charade was known as the G200 and this generation started in 1994 and it ended in 2000, which also was the last year for the Daihatsu Charade. This time, instead of just having a hatchback version, there also was a sedan version made available for the consumers.
The Daihatsu Charade is actually one of the cars that this automobile manufacturer has produced. And this vehicle is actually a subcompact car, making it fit nicely in the line of vehicles that this company has been producing. The Daihatsu Charade was born in the year 1977. It lived through several decades up until the year 2000 when its production was halted. However, the company thinks that this vehicle is actually a large compact car. This is most likely because the Daihatsu Charade is the largest compact car that the company has produced compared to all the other compact cars in its line up of vehicles.
Last year, 2005, the Charade name was actually brought back in the automobile market in the United Kingdom and in Australia as well. In fact, the vehicle that holds the Charade name is actually a rebadged Daihatsu Mira which is more known as the Daihatsu Cuore in other markets in Europe.
The previous Daihatsu Charade was known in the automobile world to have gone through four specific generations. The first generation was known as G10 and it lived through the years 1977 up until 1983. It was made available as a hatchback that either held three doors or four doors. Its power came from a 993 cc engine with three cylinders and could produce 50 units of horsepower.
The second generation, known as G11, lived from 1983 up until 1987. The body styles offered were still the same. However, as per the power, there were several variations of the engine. There also was a five speed manual transmission made available.
As per the third generation of the Daihatsu Charade which was known as G100, it lived from 1987 up until the year 1994. This time around, the subcompact car had trim levels available for this vehicle. The vehicle also had features like a sunroof, power windows, air conditioning as well as a power steering. In the United States, the Daihatsu Charade was sold with a high price and was not marketed well so much so that it sold poorly in this area.
The last generation of the Daihatsu Charade was known as the G200 and this generation started in 1994 and it ended in 2000, which also was the last year for the Daihatsu Charade. This time, instead of just having a hatchback version, there also was a sedan version made available for the consumers.
Daihatsu Copen 1.3-liter Headed for the UK Market
The Daihatsu Copen, a 2-door roadster model from the Japanese car manufacturer is poised to arrive in dealer showrooms all over the United Kingdom. Although the Daihatsu Copen is exclusively sold for the Japanese Kei-car market, UK-based Daihatsu Vehicle Distributors Limited convinced the Japanese automaker to revamp some of the vehicle's components including the small engine with only 660 cc displacement to adapt in the European vehicle standards.
In addition, to comply with the European Whole Vehicle Type Approval, Daihatsu equipped the Copen with a larger 1.3 litre petrol engine that now pumps out an additional 19 hp and a 14.5 lb.-ft. increase of peak torque, for a total of 86 hp at 6,000 rpm and peak torque of 88.5 lb ft at 4,400 rpm. Daihatsu said the Copen offers an improved fuel efficiency and low fuel consumption rate, thanks to the advance engine systems like Dynamic Variable Valve Timing (DVVT) which enhances low-speed pulling power, the compact twin overhead camshaft unit equipped with alloy head and block. Moreover, the Daihatsu Copen also comes with the first ever self regenerating catalytic converter made palladium, the most heat sensitive material used in catalytic converters. As a result, the catalytic converter has the ability to regenerate and prolong its function in reducing CO2 exhaust emission coming out from the Daihatsu Copen.
With the new engine, the Daihatsu Copen can now sprint from 0 to 62 mph time in just 9.5 seconds, about 2 seconds faster than the previous 660 cc engine. The Copen roadster can reach an electronically limited full throttle speed of 112 mph.
According to Paul Tunnicliffe, Daihatsu Managing Director, "We are all car enthusiasts here at Daihatsu and were instrumental in bringing the original model to market in the UK. With this lively new engine and a highly competitive price, we are delighted not only to have a 'halo' model in our range but to be able to offer fellow enthusiasts such a characterful and affordable fun car."
The revised Daihatsu Copen for the UK market received several facelift from the Japanese automaker. The small car retains its sporty and compact body styling with a rounded design. Compared to VW Fox parts like the trapezoidal headlamps, The Daihatsu Copen gets oval shaped headlamps as well as oval shaped rear lamps. The small rear boot spoiler is one of the new features of the vehicle. Of course, the Daihatsu Copen still features the electronically operated folding hard top roof made of lightweight aluminum.
Inside, the new Daihatsu Copen is equipped with standard safety components including front seats with pretensioners and force limiters, twin front airbags, dual side-impact door beams, Auto-locking restraints (ALR), and reinforced front side-members and front sub-frame. In addition, passive safety systems are also standard like twin roll-over bars, anti-lock braking system (ABS) with Electronic Brake force Distribution (EBD), and Daihatsu's impact-sensing system.
The Daihatsu Copen 1.3-liter will roll out in UK dealerships carrying a manufacturer's suggested retail price (MSRP) of 10,995 British pounds or about $21,636 USD.
In addition, to comply with the European Whole Vehicle Type Approval, Daihatsu equipped the Copen with a larger 1.3 litre petrol engine that now pumps out an additional 19 hp and a 14.5 lb.-ft. increase of peak torque, for a total of 86 hp at 6,000 rpm and peak torque of 88.5 lb ft at 4,400 rpm. Daihatsu said the Copen offers an improved fuel efficiency and low fuel consumption rate, thanks to the advance engine systems like Dynamic Variable Valve Timing (DVVT) which enhances low-speed pulling power, the compact twin overhead camshaft unit equipped with alloy head and block. Moreover, the Daihatsu Copen also comes with the first ever self regenerating catalytic converter made palladium, the most heat sensitive material used in catalytic converters. As a result, the catalytic converter has the ability to regenerate and prolong its function in reducing CO2 exhaust emission coming out from the Daihatsu Copen.
With the new engine, the Daihatsu Copen can now sprint from 0 to 62 mph time in just 9.5 seconds, about 2 seconds faster than the previous 660 cc engine. The Copen roadster can reach an electronically limited full throttle speed of 112 mph.
According to Paul Tunnicliffe, Daihatsu Managing Director, "We are all car enthusiasts here at Daihatsu and were instrumental in bringing the original model to market in the UK. With this lively new engine and a highly competitive price, we are delighted not only to have a 'halo' model in our range but to be able to offer fellow enthusiasts such a characterful and affordable fun car."
The revised Daihatsu Copen for the UK market received several facelift from the Japanese automaker. The small car retains its sporty and compact body styling with a rounded design. Compared to VW Fox parts like the trapezoidal headlamps, The Daihatsu Copen gets oval shaped headlamps as well as oval shaped rear lamps. The small rear boot spoiler is one of the new features of the vehicle. Of course, the Daihatsu Copen still features the electronically operated folding hard top roof made of lightweight aluminum.
Inside, the new Daihatsu Copen is equipped with standard safety components including front seats with pretensioners and force limiters, twin front airbags, dual side-impact door beams, Auto-locking restraints (ALR), and reinforced front side-members and front sub-frame. In addition, passive safety systems are also standard like twin roll-over bars, anti-lock braking system (ABS) with Electronic Brake force Distribution (EBD), and Daihatsu's impact-sensing system.
The Daihatsu Copen 1.3-liter will roll out in UK dealerships carrying a manufacturer's suggested retail price (MSRP) of 10,995 British pounds or about $21,636 USD.
Daihatsu Cuore, Many Features Packed In One Small Vehicle
Since the year 1980, the world has already been introduced to the Daihatsu Cuore. This vehicle has constantly been in production since that year and until present, manufacture and production for this vehicle has still not halted. It runs under the Daihatsu brand and is classified and categorized as a hatchback. In Japan, which is the home country of the Daihatsu Cuore, this vehicle is known and marketed as the Daihatsu Mira. However, in other places around the world, this same vehicle is also known as Daihatsu Domino or the Daihatsu Charade.
The Daihatsu Cuore has been made available in two body style options which are both hatchbacks however the difference lies in the number of doors that it has. One holds three doors while another holds five. This vehicle from the 1980s actually replaced the Daihatsu Fellow when the latter's production was halted. The Daihatsu Cuore shares most of its components with other Daihatsu vehicles like the Daihatsu Leeza, the Daihatsu Move, the Daihatsu YRV, the Daihatsu Copen, the Daihatsu Terios, and the Daihatsu Opti. This vehicle's competition include the Suzuki Altoworks, the Mitsubishi Dangun ZZ, the Subaru Vivio, and the Suzuki Cervo.
The company markets the Daihatsu Cuore as a new variety and entry to the mini car segment and it claims that this vehicle would serve as an avenue for channeling changes to this category. The present version of the Daihatsu Cuore is more elegant and has a style that appeals greatly to the younger buyers. It has also been made available with a range of bright and vivid body color choices which comprise of Black Mica, Blue Mica Metallic, Champagne Metallic Opal, Lavender Metallic Opal, Red, Rose Metallic Opal, Silver Metallic, and White.
Despite the fact that the Daihatsu Cuore is a small car, one who would take a further look at the vehicle would know that this vehicle has a whole lot things to offer. In fact, in its segment, it is considered as the most spacious. It also comes with safety and comfort features that are of high quality. Daihatsu claims that the Daihatsu Cuore holds a very fine design compared to the rest of the vehicles in its class. As a petrol car, this vehicle delivers and performs with a fuel economy that is considered as the best in this category.
The Daihatsu Cuore has been made available in two body style options which are both hatchbacks however the difference lies in the number of doors that it has. One holds three doors while another holds five. This vehicle from the 1980s actually replaced the Daihatsu Fellow when the latter's production was halted. The Daihatsu Cuore shares most of its components with other Daihatsu vehicles like the Daihatsu Leeza, the Daihatsu Move, the Daihatsu YRV, the Daihatsu Copen, the Daihatsu Terios, and the Daihatsu Opti. This vehicle's competition include the Suzuki Altoworks, the Mitsubishi Dangun ZZ, the Subaru Vivio, and the Suzuki Cervo.
The company markets the Daihatsu Cuore as a new variety and entry to the mini car segment and it claims that this vehicle would serve as an avenue for channeling changes to this category. The present version of the Daihatsu Cuore is more elegant and has a style that appeals greatly to the younger buyers. It has also been made available with a range of bright and vivid body color choices which comprise of Black Mica, Blue Mica Metallic, Champagne Metallic Opal, Lavender Metallic Opal, Red, Rose Metallic Opal, Silver Metallic, and White.
Despite the fact that the Daihatsu Cuore is a small car, one who would take a further look at the vehicle would know that this vehicle has a whole lot things to offer. In fact, in its segment, it is considered as the most spacious. It also comes with safety and comfort features that are of high quality. Daihatsu claims that the Daihatsu Cuore holds a very fine design compared to the rest of the vehicles in its class. As a petrol car, this vehicle delivers and performs with a fuel economy that is considered as the best in this category.
The Mitshubishi Lancer
The Mitshubishi Lancer, a famous family car series manufactured by Mitsubishi Motors. It has various names around the world from different times, for example, Colt Lancer, Chrysler Valiant Lancer, Eagle Summit, Chrysler Lancer, and Mitsubishi Mirage.
Since 2009 it has been sold under the brand name of Galant Fortis in its Japanese home market. In 2007, Sep. 15, Lancer Fortis, a different version of Galant Fortis with a different facelift begun to sold in Taiwan market.
Mitshubishi Lancer has been sold more that 6 million since its first launch in 1973.
The original Mitshubishi Lancer was underpowered and not really that entertaining to drive. The interior is was just fine. But the styling of the series is extremely dull. These have been changed a lot in its 2nd generation model, esp. the new astounding styling that features in a "shark nose" facade.
And owing to the newly added solid handling dynamics (in addition to the base engine) and a new peppy engine choice, it is also somewhat fun to drive.
As a whole, Mitshubishi Lancer has been improved greatly from generation to generation. And it has been considered one of the best family car models in years. In 2008, the present generation of the Mitshubishi Lancer first came out.
The first Mitshubishi Lancer was launched at the year of 2002 to replace Mirage sedan. At the beginning, it came in 3 trim levels: ES,O-Z Rally as well as LS. The ES includes a series of fantastic features such as air-conditioning, CD player and power accessories.
At the meantime, the O-Z Rally trim gave a sports car look owing to special upgrades for interior in addition to the 15-inch O-Z alloy wheels.
The LS stood out with ABS and a cruise control and a fancy remote keyless entry. All these trims came with a 120-hp 2 liter engine as well as a 5-speed manual transmission. LS has a 4-speed automatic and later become available as an option in the other two models.
Since 2009 it has been sold under the brand name of Galant Fortis in its Japanese home market. In 2007, Sep. 15, Lancer Fortis, a different version of Galant Fortis with a different facelift begun to sold in Taiwan market.
Mitshubishi Lancer has been sold more that 6 million since its first launch in 1973.
The original Mitshubishi Lancer was underpowered and not really that entertaining to drive. The interior is was just fine. But the styling of the series is extremely dull. These have been changed a lot in its 2nd generation model, esp. the new astounding styling that features in a "shark nose" facade.
And owing to the newly added solid handling dynamics (in addition to the base engine) and a new peppy engine choice, it is also somewhat fun to drive.
As a whole, Mitshubishi Lancer has been improved greatly from generation to generation. And it has been considered one of the best family car models in years. In 2008, the present generation of the Mitshubishi Lancer first came out.
The first Mitshubishi Lancer was launched at the year of 2002 to replace Mirage sedan. At the beginning, it came in 3 trim levels: ES,O-Z Rally as well as LS. The ES includes a series of fantastic features such as air-conditioning, CD player and power accessories.
At the meantime, the O-Z Rally trim gave a sports car look owing to special upgrades for interior in addition to the 15-inch O-Z alloy wheels.
The LS stood out with ABS and a cruise control and a fancy remote keyless entry. All these trims came with a 120-hp 2 liter engine as well as a 5-speed manual transmission. LS has a 4-speed automatic and later become available as an option in the other two models.
Fast and Furious - Cars in Film
When Universal launched the Fast and the Furious series of street racing films, they only expected only a modest return. Although street racing was getting a lot of press attention and the popularity of modified imports were exploding, the movies was never expected to be a blockbuster. However, the film was an unexpected summer hit. It grossed $40,089,015 on its opening weekend, surpassing the film's $38 million budget. It may have been the media buzz and gear head buzz surrounding the movies that caused an explosion in the box office and gave global insight and curiosity into the supercharged social scene of racing and customizing cars.
Two of the films' stars that caused the movies to thunder in the box office, were the Mazda RX7 and the Mitsubishi Eclipse. One of Japan's largest automotive aftermarket companies, Veilside, built the Mazda RX7 that was later filmed in Fast and Furious to show off its "Fortune" wide-body kit at the 2005 Tokyo Auto Salon. At the time of the show, the car was painted red, and it had everything a show car should - an HKS T04Z single-turbo conversion kit, a massive intercooler shoved under the front bumper, big Rotora brakes, A'PEXi coil-over shocks and vast 19-inch Andrew Evo-V wheels inside P255/30ZR19 front and P305/25ZR19 rear Toyo Proxes radials.
For the Fast & the Furious: Tokyo Drift, the same Mazda RX7 was painted Sunset Orange Pearl and Veilside built three more visual clones, including one that was destined for destruction using a previous Mazda RX7 that had appeared in both previous Fast and Furious movies. One of the cars used in the previous Fast and Furious movie was Dominic Toretto's red RX.
In the sequel to the Fast & Furious, 2 Fast, 2 Furious, the character Roman Pierce was given a new partner in his adventure, the Mitsubishi Eclipse Spyder with a Snyper Body Kit. The car was personally picked by John Singleton for Pierce to drive and the car came equipped with a Vortech Supercharger V5 G trim, HKS Blow valve, HKS AFR (fuel management controller), RC engineering 270cc injectors, Boost Variant Fuel Pressure Regulator with Gauge and a Magnecor 8.5mil Competition wires and a license plate that said "H8TER."
The Mitsubishi Eclipse Spyder had the most elaborate paint job of any of the cars built for any of the Fast & Furious movies. The patchwork design on the car were not graphics but painted on with House of Kolors paint. It was one of the few cars in the film that wasn't destroyed although a total of four were made for the filming. It is rumored that the car exhaust was swapped with a Subaru WRX.
Like all cars in the Fast & Furious series, both cars were heavily reinforced with a roll cage for bridge jumping. Also there was so much neon lighting used in the cars that a technical specialist whose expertise was in shooting neon on film was kept on set at all times. This obviously cost a lot more and cut into the budget but it made the film authentic.
Two of the films' stars that caused the movies to thunder in the box office, were the Mazda RX7 and the Mitsubishi Eclipse. One of Japan's largest automotive aftermarket companies, Veilside, built the Mazda RX7 that was later filmed in Fast and Furious to show off its "Fortune" wide-body kit at the 2005 Tokyo Auto Salon. At the time of the show, the car was painted red, and it had everything a show car should - an HKS T04Z single-turbo conversion kit, a massive intercooler shoved under the front bumper, big Rotora brakes, A'PEXi coil-over shocks and vast 19-inch Andrew Evo-V wheels inside P255/30ZR19 front and P305/25ZR19 rear Toyo Proxes radials.
For the Fast & the Furious: Tokyo Drift, the same Mazda RX7 was painted Sunset Orange Pearl and Veilside built three more visual clones, including one that was destined for destruction using a previous Mazda RX7 that had appeared in both previous Fast and Furious movies. One of the cars used in the previous Fast and Furious movie was Dominic Toretto's red RX.
In the sequel to the Fast & Furious, 2 Fast, 2 Furious, the character Roman Pierce was given a new partner in his adventure, the Mitsubishi Eclipse Spyder with a Snyper Body Kit. The car was personally picked by John Singleton for Pierce to drive and the car came equipped with a Vortech Supercharger V5 G trim, HKS Blow valve, HKS AFR (fuel management controller), RC engineering 270cc injectors, Boost Variant Fuel Pressure Regulator with Gauge and a Magnecor 8.5mil Competition wires and a license plate that said "H8TER."
The Mitsubishi Eclipse Spyder had the most elaborate paint job of any of the cars built for any of the Fast & Furious movies. The patchwork design on the car were not graphics but painted on with House of Kolors paint. It was one of the few cars in the film that wasn't destroyed although a total of four were made for the filming. It is rumored that the car exhaust was swapped with a Subaru WRX.
Like all cars in the Fast & Furious series, both cars were heavily reinforced with a roll cage for bridge jumping. Also there was so much neon lighting used in the cars that a technical specialist whose expertise was in shooting neon on film was kept on set at all times. This obviously cost a lot more and cut into the budget but it made the film authentic.
Bolivia's Lithium Quandary
In one of the more remote regions on the planet, high in the Andes, lies the Salar de Uyuni, the famed salt flats stretch across more than 4,000 square miles in Potosi, Bolivia, well known for the fabulous wealth in silver extracted there by the Spanish in colonial times. Now a new age of mining could bring a 21st century El Dorado for the impoverished South American nation, as geologists believe that more than half the world's reserves of lithium may lie under the salt pans.
Government officials claim that Bolivia possesses the world's biggest lithium reserves, and they also believe the country is poised to profit from car manufacturers which are driving to develop electric cars that will run on lithium ion batteries.
"Bolivia will become a big producer in six years of batteries," Luis Alberto Echazu, the minister of mining and metallurgy, said in an interview. He ticked off three companies that he said have expressed interest in investing in the government's lithium venture: Sumitomo, Mitsubishi and Bollore, a French company.
Lithium is the lightest metal and the least-dense solid. It's typically extracted from beneath salt flats, currently about 70% of the world's supplies come from Chile and Argentina. The U.S. Geological Survey says 5.4 million tons of lithium could potentially be extracted in Bolivia, compared with 3 million in Chile, 1.1 million in China. Independent geologists estimate that Bolivia may have further lithium deposits at Uyuni and its other salt deserts, though high altitudes and the quality of the reserves could make access & extraction difficult.
While estimates vary widely, some geologists say electric-car manufacturers could draw on Bolivia's lithium deposits for decades. More importantly, the US is estimated to have less than 400,000 metric tonnes available for exploitation within its borders. While lithium batteries don't currently power hybrid vehicles, analysts think that the fuel-efficient electric cars of the future likely will use them. With an estimated 20,000 tons of lithium carbonate expected yearly from the salt flats, a rising demand for lithium for electric car batteries, and with the price of a ton of lithium up from $350 in 2003 to $3,000 this year, a potential bonanza beckons for socialist President Evo Morales.
"There are salt lakes in Chile and Argentina, and a promising lithium deposit in Tibet, but the prize is clearly in Bolivia," Oji Baba, an executive in Mitsubishi's Base Metals Unit, said in La Paz. "If we want to be a force in the next wave of automobiles and the batteries that power them, then we must be here."
Mitsubishi is not alone in planning to produce cars using lithium-ion batteries. Ailing car manufacturers in the United States are pinning their hopes on lithium. General Motors (NYSE - GM) plans to roll out its Volt in 2010, pairing a lithium-ion battery along with a petrol engine. Nissan, Ford and BMW, among other carmakers, have similar projects.
Demand for lithium, has climbed as makers of batteries for BlackBerrys, iPhones, laptops & other electronic devices use the mineral. But the automotive industry holds the biggest untapped potential for lithium, analysts say. Since it weighs less than nickel, which is also used in batteries, it would allow electric cars to store more energy and be driven longer distances.
However, President Evo Morales & Bolivias powerful popular movement are suspicious of foreign companies & have a track record of arbritary dealings with foreign concerns, as Brazil found out in 2006, when Morales nationalised all natural gas concerns in Bolivia, including operations by UK producer BP (NYSE - BP). The end result being that foreign companies have halted all investment in Bolivian opportunities.
"There are fairly significant barriers to developing the resource in Bolivia," said Timothy McKenna, vice president of investor relations at Rockwood Holdings, one of the three major lithium producers in Latin America.
At the La Paz headquarters of Comibol, the state agency that oversees mining projects, Mr. Morales's vision of combining socialism with advocacy for Bolivia's Indians is prominently on display. Copies of Cambio, a new state-controlled daily newspaper, are available in the lobby, while posters of Che Guevara, the leftist icon killed in Bolivia in 1967, appear at the entrance to Comibol's offices.
"The previous imperialist model of exploitation of our natural resources will never be repeated in Bolivia," said Saúl Villegas, head of a division in Comibol that oversees lithium extraction. "Maybe there could be the possibility of foreigners accepted as minority partners, or better yet, as our clients."
A potential model may already be in place, India's Jindal Steel & Power signed a $2.1 billion deal in 2008 for the exploitation of iron reserves in south-eastern Bolivia, near the border with Brazil. This will allow Jindal, India's leading steel producer, to develop 50% of El Mutun, widely believed to be the biggest untapped iron ore deposit in the world, along with steel making facilities. With an estimated 40 billion tons of iron ore reserve, El Mutun is expected to generate $200 million a year for Bolivia, plus up to 21,000 jobs when the commercial production of steel begins in 2010. It is heavily rumoured that Jindal won the concession due to its environmental track record. In 2007, Jindal was awarded India's National Energy Conservation Award in the Integrated Steel Plants Sector for its success in protecting the environment by adopting eco-friendly processes and activities.
The opportunity to enrich the nation is there & a careful balance between foreign technological & financial assistance in developing the deposits, whilst providing an economical & ecological bias for Bolivia is obviously required. The real question is can Morales walk the tight rope between populist politics & reality ? My opinion, he will get there, as has recently been seen, collapsing oil prices have had a major negative effect on Venezuela & Hugo Chavez influence in the region & beyond. So one route for Foreign Direct Investment looks to be closed. Morales is a sharp operator & I can see him letting foreign firms into partnership with Comibol, but definitely on Bolivian terms.
Paul Harper is a telecoms consultant currently based in Switzerland. Following a number of years working across Eastern Europe, Middle East & Africa, he has developed an interest in emerging markets & maintains a blog to that effect. MyStockVoice provides an insight into emerging markets & more specifically opportunities in telecoms, commodities & energy plays. Paul writes with a view to providing information for a Western audience, showcasing opportunities for investment using ADR & ETF strategies.
Government officials claim that Bolivia possesses the world's biggest lithium reserves, and they also believe the country is poised to profit from car manufacturers which are driving to develop electric cars that will run on lithium ion batteries.
"Bolivia will become a big producer in six years of batteries," Luis Alberto Echazu, the minister of mining and metallurgy, said in an interview. He ticked off three companies that he said have expressed interest in investing in the government's lithium venture: Sumitomo, Mitsubishi and Bollore, a French company.
Lithium is the lightest metal and the least-dense solid. It's typically extracted from beneath salt flats, currently about 70% of the world's supplies come from Chile and Argentina. The U.S. Geological Survey says 5.4 million tons of lithium could potentially be extracted in Bolivia, compared with 3 million in Chile, 1.1 million in China. Independent geologists estimate that Bolivia may have further lithium deposits at Uyuni and its other salt deserts, though high altitudes and the quality of the reserves could make access & extraction difficult.
While estimates vary widely, some geologists say electric-car manufacturers could draw on Bolivia's lithium deposits for decades. More importantly, the US is estimated to have less than 400,000 metric tonnes available for exploitation within its borders. While lithium batteries don't currently power hybrid vehicles, analysts think that the fuel-efficient electric cars of the future likely will use them. With an estimated 20,000 tons of lithium carbonate expected yearly from the salt flats, a rising demand for lithium for electric car batteries, and with the price of a ton of lithium up from $350 in 2003 to $3,000 this year, a potential bonanza beckons for socialist President Evo Morales.
"There are salt lakes in Chile and Argentina, and a promising lithium deposit in Tibet, but the prize is clearly in Bolivia," Oji Baba, an executive in Mitsubishi's Base Metals Unit, said in La Paz. "If we want to be a force in the next wave of automobiles and the batteries that power them, then we must be here."
Mitsubishi is not alone in planning to produce cars using lithium-ion batteries. Ailing car manufacturers in the United States are pinning their hopes on lithium. General Motors (NYSE - GM) plans to roll out its Volt in 2010, pairing a lithium-ion battery along with a petrol engine. Nissan, Ford and BMW, among other carmakers, have similar projects.
Demand for lithium, has climbed as makers of batteries for BlackBerrys, iPhones, laptops & other electronic devices use the mineral. But the automotive industry holds the biggest untapped potential for lithium, analysts say. Since it weighs less than nickel, which is also used in batteries, it would allow electric cars to store more energy and be driven longer distances.
However, President Evo Morales & Bolivias powerful popular movement are suspicious of foreign companies & have a track record of arbritary dealings with foreign concerns, as Brazil found out in 2006, when Morales nationalised all natural gas concerns in Bolivia, including operations by UK producer BP (NYSE - BP). The end result being that foreign companies have halted all investment in Bolivian opportunities.
"There are fairly significant barriers to developing the resource in Bolivia," said Timothy McKenna, vice president of investor relations at Rockwood Holdings, one of the three major lithium producers in Latin America.
At the La Paz headquarters of Comibol, the state agency that oversees mining projects, Mr. Morales's vision of combining socialism with advocacy for Bolivia's Indians is prominently on display. Copies of Cambio, a new state-controlled daily newspaper, are available in the lobby, while posters of Che Guevara, the leftist icon killed in Bolivia in 1967, appear at the entrance to Comibol's offices.
"The previous imperialist model of exploitation of our natural resources will never be repeated in Bolivia," said Saúl Villegas, head of a division in Comibol that oversees lithium extraction. "Maybe there could be the possibility of foreigners accepted as minority partners, or better yet, as our clients."
A potential model may already be in place, India's Jindal Steel & Power signed a $2.1 billion deal in 2008 for the exploitation of iron reserves in south-eastern Bolivia, near the border with Brazil. This will allow Jindal, India's leading steel producer, to develop 50% of El Mutun, widely believed to be the biggest untapped iron ore deposit in the world, along with steel making facilities. With an estimated 40 billion tons of iron ore reserve, El Mutun is expected to generate $200 million a year for Bolivia, plus up to 21,000 jobs when the commercial production of steel begins in 2010. It is heavily rumoured that Jindal won the concession due to its environmental track record. In 2007, Jindal was awarded India's National Energy Conservation Award in the Integrated Steel Plants Sector for its success in protecting the environment by adopting eco-friendly processes and activities.
The opportunity to enrich the nation is there & a careful balance between foreign technological & financial assistance in developing the deposits, whilst providing an economical & ecological bias for Bolivia is obviously required. The real question is can Morales walk the tight rope between populist politics & reality ? My opinion, he will get there, as has recently been seen, collapsing oil prices have had a major negative effect on Venezuela & Hugo Chavez influence in the region & beyond. So one route for Foreign Direct Investment looks to be closed. Morales is a sharp operator & I can see him letting foreign firms into partnership with Comibol, but definitely on Bolivian terms.
Paul Harper is a telecoms consultant currently based in Switzerland. Following a number of years working across Eastern Europe, Middle East & Africa, he has developed an interest in emerging markets & maintains a blog to that effect. MyStockVoice provides an insight into emerging markets & more specifically opportunities in telecoms, commodities & energy plays. Paul writes with a view to providing information for a Western audience, showcasing opportunities for investment using ADR & ETF strategies.
Top 10 Gas Scooters
Many manufacturers of gas scooters have come and gone in the past 10 years. It has become a very competitive industry; especially since the influx of cheaper Chinese brand clones entering the U.S. market. That being said, the quality gap between USA made and Chinese made scooters still heavily tilts in favor of the USA branded scooters. It is no surprise that 10 out of the 10 top gas scooters are all USA made scooters.
1. EVO 2X Powerboard
The Evo 2X is a third generation gas scooter from Puzey Design. The Evo brand powerboards are the highest quality products on the market and the fastest scooters ever built. The 2-speed gearbox is a patented, unique drive system that is the heart of the Evo 2X. It is the first two speed scooter in the world.
The range of applications of powerboards and scooters have thus far been limited by low revving, low horsepower engines. Now with the 2-speed gearbox, you can have the power when pulling off, or going uphill, in first gear and have the top speed with 2nd gear. Steep hill climbs for riders over 250lbs are no problem for the Evo 2X.
Another technological advancement found in the Evo 2X is the patented Cam-Link suspension. It is a true suspension system that offers a smooth ride, while offering excellent resistance when landing after jumps. Once you try it you will simply see there is nothing like it. This suspension is the strongest, most robust front suspension in the industry today.
The Evo 2X is one of the most reliable scooters ever produced. The steel and T6 aluminum frame are nearly indestructible. There have been reports of Evo scooters going 1300 miles without even replacing a belt.
Things you'll never have to replace include:
The Frame and Suspension - Even though this scooter is largely designed with light weight aluminum, it is reinforced with steel where necessary. This makes the frame and structure of the scooter nearly indestructible.
The Engine - The Active 50 is not only an impressive power plant, it is also one of the most reliable engines available. A properly maintained engine which is run on 91+ octane fuel with a proper mix (1:40 - 1:50) will last the life of the scooter.
The Deck - The Evo 2X comes with one of the sturdiest decks available for a scooter. Although it is aluminum, it is unbelievably resilient to scratching and will never bend or crack.
2. Go-Ped GTR46i - Trail Ripper Interceptor
The Goped GTR Interceptor is an on-road, street racing version of the Goped GTR46 Trail Ripper. This high-performance Go-Ped now comes with the following modifications:
New quieter exhaust system
Smooth ride AT Primo Duro Trap aggressive treaded street tires
Higher speed, better fuel economy
Quieter GSR46R 6-76 sprocket drive ratio
These modifications make the Go-Ped GTR46i perfect for those that want to experience the fully suspended plush ride on paved and unpaved surfaces that comes only from the race proven and patented CIDLI suspension system. Dubbed C.I.D.L.I. for Cantilevered Independent Dynamic Linkless Indispension, this unique front and rear swing arm system is indispensable to this practical and fun light weight off-road machine.
3. Go-Ped Riot
The Go-Ped Riot was introduced along side the Go-Ped GTR46 as a pitbike like "scooter". Like the GTR46, the Go-Ped Riot features front and rear CIDLI suspension.
Using the patented Trail Ripper adjustable suspension system in the front and rear, it offers riders great off-roading capabilities with 6" of travel on each end. Powered by the powerful Go-Ped GP460RS engine geared at 6:98, the rugged and highly reliable Go-Ped Riot gives excellent bottom end and a stock top speed of 30mph. The centrifugal clutch provides for a very user friendly yet thrill-packed ride.
4. Martin Monster Beast
The Martin Monster Beast is the most powerful MMI production scooter available. It comes stock with a 52cc Mitsubishi engine which has almost twice the torque as the RC230 powered scooters. Each Beast is hand built by a single technician.
The frame uses the same dual suspension system Martin Monsters has become famous for. The frame is show chromed and hand polished. The drive chain is a robust 35 pitch heavy duty chain with a centrifugal clutch for easy stop-and-go use. The Beast is very powerful but also very quiet with tremendous reserves of power and torque. The Martin Monster Beast comes with an anti-vibration system for a very smooth vibration free ride. Many aftermarket performance parts are available to further customize your Beast.
5. Go-Ped GTR Roadster
The Goped GTR Roadster is an economy version of the Goped GTR46i. With the exception of the smaller Chung Yang GPL290 engine and welded T-bar handlebars, the GTR Roadster is the exact same scooter.
This cool scooter features the race proven, patented, adjustable and bullet proof GTR full 6" CIDLI suspension frame. To that we've installed the incredibly light, yet powerful and quieter GPL290 engine with TT tires and sprocket drive ratios of the GSR Cruiser.
6. Martin Monster Super Shocker
The Martin Monster Super Shocker is a dual purpose machine equally at home, off road, or on. It comes with 10" pneumatic knobby tires, to handle any terrain. The Super Shocker comes with a heavy duty automatic clutch which allows hands free stop-and-go operation.
This is the first and the best production scooter to use full suspension. The front suspension is telescoping motorcycle style and the rear is mono shock absorbing with up to 4" of travel. A drilled front disk brake gives sure fast stopping. Power from the Martin Monster Super Shocker is by the Komatsu Zenoah RC230 engine with 2.5HP.
7. EVO 2 Powerboard
The Evo 2 is a third generation gas scooter from Puzey Design. The Evo brand powerboards are the highest quality products on the market and the fastest scooters ever built. The 2-speed gearbox is a patented, unique drive system that is the heart of the Evo 2X. It is the first two speed scooter in the world.
The Evo 2 is a high-performance, two speed scooter released as a more economical version of the Evo 2X. Unlike its big-brother, the Evo 2 does not have front suspension or a scrub board to protect the under-deck area. Rather than the impressive Active 50, the Evo 2 sports the milder Active 40 engine.
Since the Evo 2 does have the two speed transmission of the Evo 2X, it still does perform impressively despite the lack of performance in the Active 40 engine. If the Evo 2 is being used purely for transportation, the Active 40 will provide enough power along with the two speed transmission, but if any real speed is desired, an engine upgrade should be the first step.
That being said, the Evo 2 is one of the most reliable scooters ever produced
8. Go-Ped Super GSR46R
The Go-Ped GSR46R is one of the most powerful street scooters released by Go-Ped. It is intended to be a street-only scooter since it lacks any form of frame-based suspension. When it was released, the GSR46R, Go-Ped marketed it as the fastest production scooter in the world. Although the claim is debatable, it could very well have been true due to the high speeds attainable with the large R460 engine.
Developed on the legendary GSR40Tsi - Interceptor Go-Ped - the Super GSR46R is powered by the same motor as on the fearless Trail Ripper GTR46. Equipped with a patent pending centrifugal clutch chain drive mechanism geared at 6/76, the GP460RS engine delivers 4.2HP and 2.31 ft-lbs torque with a 17,500 redline, providing for excellent performance at low and high speeds. Tunable, it can even reach 5.5+ HP and 2.6+ ft-lbs of torque with the addition of an aftermarket expansion chamber.
The front and rear Mad Dog disc brakes provide excellent braking performance perfectly matched for the power output of the Go-Ped Super GSR46R.
All of Patmont Motor Werks finest racing components come standard: Heavy duty 4130 chromoly steel frame and double sided fork, pneumatic TT tires mounted with magnesium rims and 20" Motorcycle style "Tim Patmont bend" racing handlebars fitted with a slide tube clamp, billet stem pro clamp, Go-Ped race pad and Pro control levers.
9. Martin Monster Moto
The Martin Monster Moto is a full suspension, chain driven scooter which inherited much of its design from its older brother, the Martin Monster Beast. The Moto's advanced design features include such technical innovations as an anti-vibration system, which provides for a smooth vibration free ride. Other features include dual disk brakes, heavy duty chain drive, automatic clutch and front & rear suspension.
10. Go-Ped GSR Cruiser
The GSR Cruiser is the perfect machine for the customer wanting a quiet, reliable and economical motorized scooter with good performance, but also for beginners wanting an affordable, safe and easy to learn first scooter. PMW believes it is the perfect machine for a very large segment of motorized scooter enthusiasts.
The Go-Ped GSR Cruiser is also the perfect machine for motor heads and the after market community, as chassis upgrades and screaming engine mods are widely available. The GSR Cruiser's power plant, the new GPL290, is based on the high performance GP290RS engine, designed to be a very reliable, quiet and economical cruiser. Top speeds for the GSR Cruiser are in the mid 20mph range, and its horse power is similar to the earlier GSR40.
Stopping power comes from the front Mad Dog brake caliper and double ground and hardened stainless steel Wave disc rotor. The rear brake mount is ready for the rear brake upgrade should the customer so choose to modify for more speed which needs more stopping power.
1. EVO 2X Powerboard
The Evo 2X is a third generation gas scooter from Puzey Design. The Evo brand powerboards are the highest quality products on the market and the fastest scooters ever built. The 2-speed gearbox is a patented, unique drive system that is the heart of the Evo 2X. It is the first two speed scooter in the world.
The range of applications of powerboards and scooters have thus far been limited by low revving, low horsepower engines. Now with the 2-speed gearbox, you can have the power when pulling off, or going uphill, in first gear and have the top speed with 2nd gear. Steep hill climbs for riders over 250lbs are no problem for the Evo 2X.
Another technological advancement found in the Evo 2X is the patented Cam-Link suspension. It is a true suspension system that offers a smooth ride, while offering excellent resistance when landing after jumps. Once you try it you will simply see there is nothing like it. This suspension is the strongest, most robust front suspension in the industry today.
The Evo 2X is one of the most reliable scooters ever produced. The steel and T6 aluminum frame are nearly indestructible. There have been reports of Evo scooters going 1300 miles without even replacing a belt.
Things you'll never have to replace include:
The Frame and Suspension - Even though this scooter is largely designed with light weight aluminum, it is reinforced with steel where necessary. This makes the frame and structure of the scooter nearly indestructible.
The Engine - The Active 50 is not only an impressive power plant, it is also one of the most reliable engines available. A properly maintained engine which is run on 91+ octane fuel with a proper mix (1:40 - 1:50) will last the life of the scooter.
The Deck - The Evo 2X comes with one of the sturdiest decks available for a scooter. Although it is aluminum, it is unbelievably resilient to scratching and will never bend or crack.
2. Go-Ped GTR46i - Trail Ripper Interceptor
The Goped GTR Interceptor is an on-road, street racing version of the Goped GTR46 Trail Ripper. This high-performance Go-Ped now comes with the following modifications:
New quieter exhaust system
Smooth ride AT Primo Duro Trap aggressive treaded street tires
Higher speed, better fuel economy
Quieter GSR46R 6-76 sprocket drive ratio
These modifications make the Go-Ped GTR46i perfect for those that want to experience the fully suspended plush ride on paved and unpaved surfaces that comes only from the race proven and patented CIDLI suspension system. Dubbed C.I.D.L.I. for Cantilevered Independent Dynamic Linkless Indispension, this unique front and rear swing arm system is indispensable to this practical and fun light weight off-road machine.
3. Go-Ped Riot
The Go-Ped Riot was introduced along side the Go-Ped GTR46 as a pitbike like "scooter". Like the GTR46, the Go-Ped Riot features front and rear CIDLI suspension.
Using the patented Trail Ripper adjustable suspension system in the front and rear, it offers riders great off-roading capabilities with 6" of travel on each end. Powered by the powerful Go-Ped GP460RS engine geared at 6:98, the rugged and highly reliable Go-Ped Riot gives excellent bottom end and a stock top speed of 30mph. The centrifugal clutch provides for a very user friendly yet thrill-packed ride.
4. Martin Monster Beast
The Martin Monster Beast is the most powerful MMI production scooter available. It comes stock with a 52cc Mitsubishi engine which has almost twice the torque as the RC230 powered scooters. Each Beast is hand built by a single technician.
The frame uses the same dual suspension system Martin Monsters has become famous for. The frame is show chromed and hand polished. The drive chain is a robust 35 pitch heavy duty chain with a centrifugal clutch for easy stop-and-go use. The Beast is very powerful but also very quiet with tremendous reserves of power and torque. The Martin Monster Beast comes with an anti-vibration system for a very smooth vibration free ride. Many aftermarket performance parts are available to further customize your Beast.
5. Go-Ped GTR Roadster
The Goped GTR Roadster is an economy version of the Goped GTR46i. With the exception of the smaller Chung Yang GPL290 engine and welded T-bar handlebars, the GTR Roadster is the exact same scooter.
This cool scooter features the race proven, patented, adjustable and bullet proof GTR full 6" CIDLI suspension frame. To that we've installed the incredibly light, yet powerful and quieter GPL290 engine with TT tires and sprocket drive ratios of the GSR Cruiser.
6. Martin Monster Super Shocker
The Martin Monster Super Shocker is a dual purpose machine equally at home, off road, or on. It comes with 10" pneumatic knobby tires, to handle any terrain. The Super Shocker comes with a heavy duty automatic clutch which allows hands free stop-and-go operation.
This is the first and the best production scooter to use full suspension. The front suspension is telescoping motorcycle style and the rear is mono shock absorbing with up to 4" of travel. A drilled front disk brake gives sure fast stopping. Power from the Martin Monster Super Shocker is by the Komatsu Zenoah RC230 engine with 2.5HP.
7. EVO 2 Powerboard
The Evo 2 is a third generation gas scooter from Puzey Design. The Evo brand powerboards are the highest quality products on the market and the fastest scooters ever built. The 2-speed gearbox is a patented, unique drive system that is the heart of the Evo 2X. It is the first two speed scooter in the world.
The Evo 2 is a high-performance, two speed scooter released as a more economical version of the Evo 2X. Unlike its big-brother, the Evo 2 does not have front suspension or a scrub board to protect the under-deck area. Rather than the impressive Active 50, the Evo 2 sports the milder Active 40 engine.
Since the Evo 2 does have the two speed transmission of the Evo 2X, it still does perform impressively despite the lack of performance in the Active 40 engine. If the Evo 2 is being used purely for transportation, the Active 40 will provide enough power along with the two speed transmission, but if any real speed is desired, an engine upgrade should be the first step.
That being said, the Evo 2 is one of the most reliable scooters ever produced
8. Go-Ped Super GSR46R
The Go-Ped GSR46R is one of the most powerful street scooters released by Go-Ped. It is intended to be a street-only scooter since it lacks any form of frame-based suspension. When it was released, the GSR46R, Go-Ped marketed it as the fastest production scooter in the world. Although the claim is debatable, it could very well have been true due to the high speeds attainable with the large R460 engine.
Developed on the legendary GSR40Tsi - Interceptor Go-Ped - the Super GSR46R is powered by the same motor as on the fearless Trail Ripper GTR46. Equipped with a patent pending centrifugal clutch chain drive mechanism geared at 6/76, the GP460RS engine delivers 4.2HP and 2.31 ft-lbs torque with a 17,500 redline, providing for excellent performance at low and high speeds. Tunable, it can even reach 5.5+ HP and 2.6+ ft-lbs of torque with the addition of an aftermarket expansion chamber.
The front and rear Mad Dog disc brakes provide excellent braking performance perfectly matched for the power output of the Go-Ped Super GSR46R.
All of Patmont Motor Werks finest racing components come standard: Heavy duty 4130 chromoly steel frame and double sided fork, pneumatic TT tires mounted with magnesium rims and 20" Motorcycle style "Tim Patmont bend" racing handlebars fitted with a slide tube clamp, billet stem pro clamp, Go-Ped race pad and Pro control levers.
9. Martin Monster Moto
The Martin Monster Moto is a full suspension, chain driven scooter which inherited much of its design from its older brother, the Martin Monster Beast. The Moto's advanced design features include such technical innovations as an anti-vibration system, which provides for a smooth vibration free ride. Other features include dual disk brakes, heavy duty chain drive, automatic clutch and front & rear suspension.
10. Go-Ped GSR Cruiser
The GSR Cruiser is the perfect machine for the customer wanting a quiet, reliable and economical motorized scooter with good performance, but also for beginners wanting an affordable, safe and easy to learn first scooter. PMW believes it is the perfect machine for a very large segment of motorized scooter enthusiasts.
The Go-Ped GSR Cruiser is also the perfect machine for motor heads and the after market community, as chassis upgrades and screaming engine mods are widely available. The GSR Cruiser's power plant, the new GPL290, is based on the high performance GP290RS engine, designed to be a very reliable, quiet and economical cruiser. Top speeds for the GSR Cruiser are in the mid 20mph range, and its horse power is similar to the earlier GSR40.
Stopping power comes from the front Mad Dog brake caliper and double ground and hardened stainless steel Wave disc rotor. The rear brake mount is ready for the rear brake upgrade should the customer so choose to modify for more speed which needs more stopping power.
Is A Bugatti Veyron Better Than A Pagani Zonda?
Is a Bugatti Veyron better than a Pagani Zonda? It depends what you mean by better. Sure it is faster and more expensive. In theory it is more exclusive, but in practice any of these exotic cars is so exclusive it does not matter. What about the Ferrari FXX - now that is so exclusive you can't drive it on the road.
If you want to accelerate faster than anyone else you don't need a Bugatti. There are other cheaper cars that do the job. The Ultima GTR is one, and the Caparo T1 will be another. Maybe the SSC Ultimate Aero TT is another.
The Bugatti Veyron gets to 100 mph in about 5.5 seconds - the actual figure varies according to who timed it. However,the Ultima GTR can reach 10 mph in 5.3 seconds which is blisteringly quick - that was timed independently.
The Pagani Zonda is not as quick as that, taking 2 seconds more than the Veyron to get to 124 mph (200 km/h).But believe me, for practical purposes there is very little difference between the performance of these cars. In real life, the difference is smaller because neither the Zonda nor Ultima have turbochargers, so when you press the accelerator you get instant response; with the Bugatti you will wait an instant for the turbos to cut in.
Sure, the Veyron looks and sounds different from other cars, and if you like the looks. well, go for it.
On the other hand if you want a car that accelerates, handles, is very fast, beautifully finished, and causes excitement wherever it goes you might go for a Pagani Zonda or another exotic car, like the Ascari KZ1 or Saleen S7. The Ultima is the world champion for out-and-out acceleration and braking.
All depends what you want it for. Me, I fancy a Pagani, although it is not the prettiest of cars, but it sure has fantastic presence on the road.
If you want to accelerate faster than anyone else you don't need a Bugatti. There are other cheaper cars that do the job. The Ultima GTR is one, and the Caparo T1 will be another. Maybe the SSC Ultimate Aero TT is another.
The Bugatti Veyron gets to 100 mph in about 5.5 seconds - the actual figure varies according to who timed it. However,the Ultima GTR can reach 10 mph in 5.3 seconds which is blisteringly quick - that was timed independently.
The Pagani Zonda is not as quick as that, taking 2 seconds more than the Veyron to get to 124 mph (200 km/h).But believe me, for practical purposes there is very little difference between the performance of these cars. In real life, the difference is smaller because neither the Zonda nor Ultima have turbochargers, so when you press the accelerator you get instant response; with the Bugatti you will wait an instant for the turbos to cut in.
Sure, the Veyron looks and sounds different from other cars, and if you like the looks. well, go for it.
On the other hand if you want a car that accelerates, handles, is very fast, beautifully finished, and causes excitement wherever it goes you might go for a Pagani Zonda or another exotic car, like the Ascari KZ1 or Saleen S7. The Ultima is the world champion for out-and-out acceleration and braking.
All depends what you want it for. Me, I fancy a Pagani, although it is not the prettiest of cars, but it sure has fantastic presence on the road.
2008 Mitsubishi Lancer Review
2008 Mitsubishi Lancer GTS
Mitsubishi gives entry-level a raise.
Mention the name Mitsubishi Lancer and thoughts of a fast, sinister-looking, sinfully fun car might spring to mind - just so long as the word "Evo" is in there somewhere. Unfortunately, the Lancer family has so far been a deeply divided one in which lesser models were left to languish with standardized styling, hand-me-down engineering, and few points of distinction. Factor in a lack of brand recognition and it's no wonder the Civic, Corolla, and Mazda 3 have blown compact car dust in Mitsubishi's face for six straight years.
The 2008 Lancer represents a determined effort to spread the excitement throughout the line. Under the Lancer's hood sits Mitsubishi's most original and high-tech four-cylinder engine in years, and the company's first-ever Continuously Variable Transmission (CVT) comes with it. The Lancer's steering and suspension got tightened up, the packaging team dug up some extra human room in a new jazzed up cabin with more safety features, and new high-end electronics head the options list. Finally, the term "flame-surfaced styling" may be taken, but the new body looks hot just the same. Here in the land of Lancer, the minimum wage is now a living one.
Still, the interest of putting one's best foot forward motivated Mitsubishi to hand us a Lancer in top-dog GTS trim. In addition to its upgrades over the mid-line ES model - mean 18-inch alloy wheels, sport suspension, front strut tower brace, bigger brakes, Sportronic manual shifting, fog lights, spoiler, chrome exhaust, sport seats, six speakers, leather steering wheel and shift knob, automatic climate control, and Bluetooth phone connectivity - our test car was all teched out with the $1,500 Sun & Sound Package (sunroof, Rockford-Fosgate stereo, 6-disc MP3 CD changer, MP3 input jack, Sirius satellite radio) and the $2,000 Navigation & Technology Package (touch-screen navigation system, 30 GB hard drive, digital music server, and FAST Key entry). Ahh, just the way we like em: racy and rich.
Ride and Drive
Mitsubishi has been touting the "racy" part lately, and a few minutes of seat time backed it up in some ways. Low-flow power steering keeps the wheel nice and hefty in the enthusiast tradition. The new 2.0-liter motor takes a 27% quantum leap over the first Lancer to kick up 152 horsepower, and its vocal nature means you'll hear those horses charging. Unleash them however you wish; steering wheel shift paddles let your index finger summon any of six speeds on a whim. What an idea: an involving compact car.
And a capable one. Acceleration to 60 MPH takes 9 seconds (okay); braking back to a standstill takes 118 feet (great), and the tires hang on for 0.86g of grip in the corners (excellent). Accurate steering and predictable tire breakaway allow confidence in pushing the Lancer to its limits, and the transmission's CVT nature gives the paddles true trigger-finger response.
Yet the Lancer's sports car aspirations feel half-baked - possibly because the chef mixed up some ingredients. Steering stiffness may be at hand but true road feel is kept at arm's length, and the engineers mistakenly believed the engine's sheer loudness could compensate for its sounding like crap. Moreover, the Lancer is the latest evidence of Mitsubishi needing a new corporate diet plan. Our test model outporks the last-generation Galant by clocking in at 3,126 pounds, which explains why so many of those extra horses feel like they jumped the fence.
The Lancer also has quirks that hinder everyday enjoyment. The CVT seems to allow a fairly whimsical relationship between engine and road speed - a problem compounded by the way its throttle response starts out dead and then lunges ahead. Top it off with grabby braking action at low speeds and you have a daily driver with a fair share of spikes, surges, and dips. The high road noise and snappy, clompity ride specific to the GTS don't help impressions, either.
Still, one senses that the Lancer would ride comfortable on its sophisticated multilink rear suspension with different wheels and tires. Feelings of solidity and stability are present at all speeds, possibly because the Lancer's new body has been markedly stiffened. Standard antilock disc brakes (except on DE models) are rare for the class and stop the car in reassuringly short distances. The ability to score 28 MPG despite the GTS's aero add-ons and soft-compound tires is impressive (it got 24 overall), and the big new 15.3-gallon fuel tank allows 350-mile treks before lighting the Low Fuel light. The Lancer has its strengths; just know that most of them don't have much to do with sport.
Inside and Out
Yet Mitsubishi takes more stabs at sport on the inside. Like the Mazda 3, the Lancer dares to be different, filling the dash with all sorts of shapes and bulges while laying on the black-and-metal look that's so en vogue. These eyes find the effect a bit jarring, but the number of "cool!" remarks consigns me to the minority.
We can all agree that the Lancer's controls work well. Most controls follow standard Mitsubishi logic, making them easy to reach and read; Lancer also fares fine in the storage space and cupholders department. A feeling of fairly high quality can be found in most items (excepting the sun visors, which feel like Styrofoam-stuffed coathangers), FAST Key makes for easy access to doors and trunk, and finally, Mitsubishi deserves love for letting drivers row their own gears via both the steering wheel shift paddles and the standard transmission lever.
Lancers with navigation lose a few ergonomic points. This is one of those touch-screen systems that usurps the stereo controls, making you frequently search for the right menu and dig deep to make inputs. Its control and menu logic deviates a little from most Japanese systems, and the decision to line 12 flush buttons along the perimeter of the screen calls for too much eyes-off-the-road time.
But a slightly screwy interface in no way spoils the effectiveness of either system. The Lancer's 6-disc, MP3-compatible Rockford-Fosgate comes armed with no less than nine speakers and 650 watts, endowing it with great clarity, crisp highs, and bass that's sufficiently thunderous for the most underaged of ears. With a little more sonic "warmth" to go with all this sheer force, it could knock the Scion tC's Pioneers off their perch.
The navigation system could use a semester at grammar school and a bit more detail at any given magnification level, but it's pleasant enough to use and understand; its hard drive-based nature makes for quick computations; and rarest of rarities, it can be programmed while driving. Huzzah!
Comfort paints a similar picture: despite some minor footnotes, the Lancer's got the basics covered. The steering wheel and armrest seem a tad far and a tad low, but the driver's seat adjusts six ways, comes swathed in a nice felt-like fabric, and feels fine after five minutes or five hours. The back seat has a case of the high-beltline blues that gives the illusion of sitting in a hole, but rest assured, it feels better to the body than the mind. It's got you covered with decent legroom and footroom, even more hiproom than in front, and a cushion that's thankfully mounted higher than it was last year (it could be higher still). The reclined backrest angle will be more to some tastes than others.
Breaking It Down
So when all is said and done, has the Lancer's radical revamping changed its standing in the crowded compact class? Among sport compacts, we vote no. Compared to this Lancer GTS, the Mazda 3 s has more power driving fewer pounds, a more polished engine and transmission, and just a more fun "feel" while scoring just as high in all matters practical. Throw two-door cars in the picture and the same can be said of the Scion tC.
It's better to bet on the Lancer's mid-level ES model, whose comfort-oriented chassis is tuned more in line with the car's natural demeanor. Yet even against the good old Civic and Corolla, the Lancer's unharmonious powertrain still counts against it in refinement, and its fuel economy falls short of both by a few MPG.
That leaves the Lancer to fight back in other ways. First, it's the gadget guru. At present, only Scion can match the Lancer in the audio department, and only Honda and Mazda have navigation systems. Next, Mitsubishi's supreme warranty (5 years / 60,000 miles basic, 10 years / 100,000 powertrain) beats everyone in the industry save Hyundai and Kia, and its track record suggests it will be more reliable than either. Finally, the Lancer has one of the most competitive prices in the class, as the ES model's $17,515 sticker stands a thousand or two lower than the class leaders.
Last Word
Add it all up and the Lancer might be a decent buy for those who buy cars on cost and conveniences, but until Mitsubishi works on the Lancer's polish, poundage, and personality, that's the best recommendation we can give.
Vehicle Summary
MSRP (including destination), 2008 Mitsubishi Lancer GTS: $19,115
Options on test car: Sun & Sound Package - power sunroof, 650-watt Rockford-Fosgate stereo, 6-disc MP3 CD changer, MP3 input jack, Sirius satellite radio ($1,500), Navigation & Technology Package - navigation system, 30 GB hard drive with digitial music server, Maintenance Recorder, Calendar, 7-inch touch screen, and FAST Key entry system ($2,000)
Price as tested: $22,615
Mitsubishi gives entry-level a raise.
Mention the name Mitsubishi Lancer and thoughts of a fast, sinister-looking, sinfully fun car might spring to mind - just so long as the word "Evo" is in there somewhere. Unfortunately, the Lancer family has so far been a deeply divided one in which lesser models were left to languish with standardized styling, hand-me-down engineering, and few points of distinction. Factor in a lack of brand recognition and it's no wonder the Civic, Corolla, and Mazda 3 have blown compact car dust in Mitsubishi's face for six straight years.
The 2008 Lancer represents a determined effort to spread the excitement throughout the line. Under the Lancer's hood sits Mitsubishi's most original and high-tech four-cylinder engine in years, and the company's first-ever Continuously Variable Transmission (CVT) comes with it. The Lancer's steering and suspension got tightened up, the packaging team dug up some extra human room in a new jazzed up cabin with more safety features, and new high-end electronics head the options list. Finally, the term "flame-surfaced styling" may be taken, but the new body looks hot just the same. Here in the land of Lancer, the minimum wage is now a living one.
Still, the interest of putting one's best foot forward motivated Mitsubishi to hand us a Lancer in top-dog GTS trim. In addition to its upgrades over the mid-line ES model - mean 18-inch alloy wheels, sport suspension, front strut tower brace, bigger brakes, Sportronic manual shifting, fog lights, spoiler, chrome exhaust, sport seats, six speakers, leather steering wheel and shift knob, automatic climate control, and Bluetooth phone connectivity - our test car was all teched out with the $1,500 Sun & Sound Package (sunroof, Rockford-Fosgate stereo, 6-disc MP3 CD changer, MP3 input jack, Sirius satellite radio) and the $2,000 Navigation & Technology Package (touch-screen navigation system, 30 GB hard drive, digital music server, and FAST Key entry). Ahh, just the way we like em: racy and rich.
Ride and Drive
Mitsubishi has been touting the "racy" part lately, and a few minutes of seat time backed it up in some ways. Low-flow power steering keeps the wheel nice and hefty in the enthusiast tradition. The new 2.0-liter motor takes a 27% quantum leap over the first Lancer to kick up 152 horsepower, and its vocal nature means you'll hear those horses charging. Unleash them however you wish; steering wheel shift paddles let your index finger summon any of six speeds on a whim. What an idea: an involving compact car.
And a capable one. Acceleration to 60 MPH takes 9 seconds (okay); braking back to a standstill takes 118 feet (great), and the tires hang on for 0.86g of grip in the corners (excellent). Accurate steering and predictable tire breakaway allow confidence in pushing the Lancer to its limits, and the transmission's CVT nature gives the paddles true trigger-finger response.
Yet the Lancer's sports car aspirations feel half-baked - possibly because the chef mixed up some ingredients. Steering stiffness may be at hand but true road feel is kept at arm's length, and the engineers mistakenly believed the engine's sheer loudness could compensate for its sounding like crap. Moreover, the Lancer is the latest evidence of Mitsubishi needing a new corporate diet plan. Our test model outporks the last-generation Galant by clocking in at 3,126 pounds, which explains why so many of those extra horses feel like they jumped the fence.
The Lancer also has quirks that hinder everyday enjoyment. The CVT seems to allow a fairly whimsical relationship between engine and road speed - a problem compounded by the way its throttle response starts out dead and then lunges ahead. Top it off with grabby braking action at low speeds and you have a daily driver with a fair share of spikes, surges, and dips. The high road noise and snappy, clompity ride specific to the GTS don't help impressions, either.
Still, one senses that the Lancer would ride comfortable on its sophisticated multilink rear suspension with different wheels and tires. Feelings of solidity and stability are present at all speeds, possibly because the Lancer's new body has been markedly stiffened. Standard antilock disc brakes (except on DE models) are rare for the class and stop the car in reassuringly short distances. The ability to score 28 MPG despite the GTS's aero add-ons and soft-compound tires is impressive (it got 24 overall), and the big new 15.3-gallon fuel tank allows 350-mile treks before lighting the Low Fuel light. The Lancer has its strengths; just know that most of them don't have much to do with sport.
Inside and Out
Yet Mitsubishi takes more stabs at sport on the inside. Like the Mazda 3, the Lancer dares to be different, filling the dash with all sorts of shapes and bulges while laying on the black-and-metal look that's so en vogue. These eyes find the effect a bit jarring, but the number of "cool!" remarks consigns me to the minority.
We can all agree that the Lancer's controls work well. Most controls follow standard Mitsubishi logic, making them easy to reach and read; Lancer also fares fine in the storage space and cupholders department. A feeling of fairly high quality can be found in most items (excepting the sun visors, which feel like Styrofoam-stuffed coathangers), FAST Key makes for easy access to doors and trunk, and finally, Mitsubishi deserves love for letting drivers row their own gears via both the steering wheel shift paddles and the standard transmission lever.
Lancers with navigation lose a few ergonomic points. This is one of those touch-screen systems that usurps the stereo controls, making you frequently search for the right menu and dig deep to make inputs. Its control and menu logic deviates a little from most Japanese systems, and the decision to line 12 flush buttons along the perimeter of the screen calls for too much eyes-off-the-road time.
But a slightly screwy interface in no way spoils the effectiveness of either system. The Lancer's 6-disc, MP3-compatible Rockford-Fosgate comes armed with no less than nine speakers and 650 watts, endowing it with great clarity, crisp highs, and bass that's sufficiently thunderous for the most underaged of ears. With a little more sonic "warmth" to go with all this sheer force, it could knock the Scion tC's Pioneers off their perch.
The navigation system could use a semester at grammar school and a bit more detail at any given magnification level, but it's pleasant enough to use and understand; its hard drive-based nature makes for quick computations; and rarest of rarities, it can be programmed while driving. Huzzah!
Comfort paints a similar picture: despite some minor footnotes, the Lancer's got the basics covered. The steering wheel and armrest seem a tad far and a tad low, but the driver's seat adjusts six ways, comes swathed in a nice felt-like fabric, and feels fine after five minutes or five hours. The back seat has a case of the high-beltline blues that gives the illusion of sitting in a hole, but rest assured, it feels better to the body than the mind. It's got you covered with decent legroom and footroom, even more hiproom than in front, and a cushion that's thankfully mounted higher than it was last year (it could be higher still). The reclined backrest angle will be more to some tastes than others.
Breaking It Down
So when all is said and done, has the Lancer's radical revamping changed its standing in the crowded compact class? Among sport compacts, we vote no. Compared to this Lancer GTS, the Mazda 3 s has more power driving fewer pounds, a more polished engine and transmission, and just a more fun "feel" while scoring just as high in all matters practical. Throw two-door cars in the picture and the same can be said of the Scion tC.
It's better to bet on the Lancer's mid-level ES model, whose comfort-oriented chassis is tuned more in line with the car's natural demeanor. Yet even against the good old Civic and Corolla, the Lancer's unharmonious powertrain still counts against it in refinement, and its fuel economy falls short of both by a few MPG.
That leaves the Lancer to fight back in other ways. First, it's the gadget guru. At present, only Scion can match the Lancer in the audio department, and only Honda and Mazda have navigation systems. Next, Mitsubishi's supreme warranty (5 years / 60,000 miles basic, 10 years / 100,000 powertrain) beats everyone in the industry save Hyundai and Kia, and its track record suggests it will be more reliable than either. Finally, the Lancer has one of the most competitive prices in the class, as the ES model's $17,515 sticker stands a thousand or two lower than the class leaders.
Last Word
Add it all up and the Lancer might be a decent buy for those who buy cars on cost and conveniences, but until Mitsubishi works on the Lancer's polish, poundage, and personality, that's the best recommendation we can give.
Vehicle Summary
MSRP (including destination), 2008 Mitsubishi Lancer GTS: $19,115
Options on test car: Sun & Sound Package - power sunroof, 650-watt Rockford-Fosgate stereo, 6-disc MP3 CD changer, MP3 input jack, Sirius satellite radio ($1,500), Navigation & Technology Package - navigation system, 30 GB hard drive with digitial music server, Maintenance Recorder, Calendar, 7-inch touch screen, and FAST Key entry system ($2,000)
Price as tested: $22,615
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