Hyundai Entourage Korean Family Van
Hyundai Entourage is a family van sold by Hyundai Motor Company in the North American market beginning with the 2007 model year. Sales of the Entourage have been slow, selling about 2,000 units in its first year, and the Entourage outsold the Sedona in its first model year. Plagued by continually slow sales, Hyundai announced the discontinuation of the Entourage in April, 2009, effective by the end of the year.
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Toyota Sienna Family Van
Toyota Sienna is a family van currently manufactured in the US by the Japanese automaker Toyota for the North American market only, and shares its platform with the Toyota Camry. Rumor has it that Toyota Sienna will be exported to emerging markets such as China by the year 2010.
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Stills, Specifications & Reviews of Mitsubishi Pajero
Mitsubishi Pajero, is considered to be Mitsubishi's one of the greatest model ever. This highly successful sports utility vehicle was first intorduced at the Tokyo Motor Show in 1981. At first, this new model from Mitsubishi faced a lukewarm response from the market, but later with the insertion of some notable changes into the product, it tasted success. Now entering into its Fourth Generation at the Paris Motor Show on 30th September 2006, Mitsubishi Pajero is in a demanding position.
One of the major highlights of this gigantic SUV is the light weight high-tensile steel, known for immense strength, which is a chief constituent in Mitsubishi Pajero's body. The most notable thing behind the success of this SUV is the engine of the vehicle, 2.8 litre Turbocharged Intercooler engine. Mitsubishi Pajero is built for rough times and it is providing the services for which the model was actually constructed.
SPECIFICATIONS
Engine
Type : 2.8 litre 8 valve SOHC Turbocharged Intercooled Diesel
Displacement : 2835 cc
Bore x Stroke : 95.0 x 100.0 mm
Compression Ratio : 21
Max. Output : 118.6 @ 4000 rpm
Max. Torque : 29.8 @ 2000 rpm
Dimensions
Overall Length : 4730 mm
Overall Width : 1695 mm
Overall height : 1890 mm
Wheelbase : 2725 mm
Front Track : 1420 mm
Rear Track : 1435 mm
Ground Clearance : 190 mm
Fuel System
Fuel supply equipment : Injection Pump
Fuel Tank Capacity : 92 Litres
Brakes
Front : 15" ventilated discs
Rear : 15" drum in disc
Booster : 7"+8" vacuum
Price of Mitsubishi Pajero, SFX : Rs.20.25 lakhs
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Stills, Specifications & Reviews of Fiat Palio Stile
Fiat India Automobiles Ltd, one of country's leading car makers are in a tough time with none of their products not making any type of sensation at the market. Now they are all set to recapture their old glory with the help of some excellent models like Fiat Palio and Fiat Linea.
Fiat Palio was recently updated with a new version of it, Fiat Palio Stile. Fiat Palio Stile stands apart from it's counterparts for its soft, simple and pure design that eanables the car to have a dynamic, harmonious link. This new car is provided with some great features and simply it's an amazing car in the category where it belongs.
Fiat Palio Stile is again calssified into two types and they are Fiat Palio 1.1 Stile & Fiat Palio 1.6 Stile Sport. The specifications of both the models are listed below.
SPECIFICATIONS of Palio 1.1 Stile
- Engine Type : Petrol 4 cylinder FIRE.
- Displacement (cc) : 1108
- Maximum Power : 57 PS @ 5250 rpm
- Torque : 92 Nm @ 2750 rpm
- Valves Per Cylinder : SOHC, 2 valves
- Fuel System : Electronic multipoint with 32 bit microprocessor
- Front brakes : Ventilated discs
- Rear brakes : Drums (self adjusting type)
- Brake system : Hydraulic, Dual-diagonal split, Servo assisted
- Wheels : 5.0 B x 13
- Tyres : Tubeless 165 / 80 R13
- Length (mm) : 3827
- Width (mm) : 1620
- Height (mm) : 1440
- Wheelbase (mm) : 2373
- Boot capacity (Litres) : 260 - 950
- Kerb weight (kg) : 990
- Ground clearance (mm) : 170
- Fuel tank capacity (Litres) : 47
SPECIFICATIONS of Palio 1.6 Stile sport
- Engine Type : Petrol 4 cylinder
- Displacement (cc) : 1596
- Maximum Power : 100 PS @ 5500 rpm
- Torque : 137 Nm @ 4250 rpm
- Valves Per Cylinder : DOHC, 4 valves
- Fuel System : Electronic multipoint with 32 bit microprocessor
- Front brakes : Ventilated discs
- Rear brakes : Drums (self adjusting type)
- Brake system : Hydraulic, Dual-diagonal split, Servo assisted
- Wheels : 5.5 J x 14 Alloy
- Tyres : Tubeless 175 / 65 R14
- Length (mm) : 3827
- Width (mm) : 1620
- Height (mm) : 1440
- Wheelbase (mm) : 2373
- Boot capacity (Litres) : 260 - 950
- Kerb weight (kg) : 1060
- Ground clearance (mm) : 170
- Fuel tank capacity (Litres) : 47
Delhi Ex-showroom price of :
- Fiat Palio 1.1 Stile : Rs.335733/-
- Fiat Palio 1.6 Stile sport : Rs.443630/-
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New BMW X5
Review: 2009 BMW X5 xDrive48iWhile Mercedes-Benz went for utility with a dose of off-road capability, BMW decided it wasn’t willing to sacrifice handling and on-road performance too much in order to gain a little added utility and a higher seating position for its four-by-four family hauler.
Ten years on, it seems that BMW got the concept right: Mercedes’ second-generation M-Class gave up any inkling of off-road ability in exchange for more luxury and road refinement. BMW’s take on the two-box SUV concept, the second-generation X5 is a high-performance, all-wheel-drive tall wagon that recently spawned a rather less-practical, slightly more sporting-oriented and questionably-styled sibling, the X6.
Their feature vehicle is an X5 xDrive48i, currently top-of-the-line, but not for long as the 2010 update will usher in an X5 M and a turbocharged 4.4-liter V8 pulled from the X6.
Don’t be ashamed if you’re still trying to figure out the X5’s curious nomenclature – it requires some explanation:
Their tester was equipped with BMW’s all-wheel-drive system, xDrive (which is standard on all X5s and should not be confused with iDrive, also standard on X5s) and it featured the automaker’s 4.8-liter, 350-horsepower V8 engine. The i once stood for fuel injected, but as it’s a bit of a struggle to find a non-injected BMW these days, we guess the lone i is a symbolic gesture today.
Against this vehicle - With the optional V8 engine, the X5’s natural rivals are its fellow Germans, the Mercedes-Benz ML550, Porsche Cayenne S and Volkswagen Touareg 2 V8. Also through in the handling-oriented (by Land Rover standards) Range Rover Sport and bargain-oriented shoppers might want to visit their Volvo dealer to see the XC90 V8.
The current-generation X5 doesn’t really break the mold introduced by its predecessor – and that’s probably a good thing, given the success of that model. Still, as BMW regularly chooses to do with its high-end models, the X5 serves as a showcase for a number of technologies.
A joy-stick style gear lever, since adopted by the 5- and 7-Series, made its marque debut here, as did LED tail lamps and a simplified iDrive system.
The current-generation X5 doesn’t really break the mold introduced by its predecessor – and that’s probably a good thing, given the success of that model. Still, as BMW regularly chooses to do with its high-end models, the X5 serves as a showcase for a number of technologies.
A joy-stick style gear lever, since adopted by the 5- and 7-Series, made its marque debut here, as did LED tail lamps and a simplified iDrive system.
Looks - With the test of X5’s optional Sport package, the squat X5 is akin to a bulldog ready to pounce, especially with its wide, upgraded 315-series rear tires wrapping deep-dish-style 20-inch alloy wheels. Those tires, wider than you’ll find on a Corvette, border on the absurd for a family hauler, but they’ll resonate with enthusiasts everywhere.Otherwise, the kidney-grilled X5 doesn’t deviate heavily from its predecessor, even if it is substantially larger in every dimension. As is typical of recent BMWs, the Bangle-inspired flame surfacing is moderate, but the details are a little fussy, particularly in the front fascia. Tester’s optional running boards were topped in a unique polka-dotted non-slip covering, but the boards are mounted only fractionally lower than the door sills, meaning their usefulness is debatable.
Interiors Fully equipped tester bordered on the decadent, thanks to a sumptuous shade of dark brown leather and unique dark-finish bamboo trim. Materials and assembly quality appeared top-notch throughout, even though some unacceptable rattles could be heard over rough pavement.
At the risk of sounding like a broken record, the X5’s interior pretty much follows modern BMW convention with a centrally-located iDrive controller, a large LCD screen for audio and navigation and an awkwardly-shaped, but fairly functional dashboard and center console. Over head, you’ll find a massive power moon roof.
The optional sports seats are firm, but offer lots of adjustment, including extendable knee bolsters. There’s plenty of room in the rear seat and the cargo area, though a little small by class standards, is usefully high and offers a practical split tailgate design.
Since its introduction in the last-generation 7-Series, BMW has been continually revising its iDrive system that was initially created to replace most buttons and knobs. Finally, the automaker has a relatively easy-to-use series of menus that, after a few days of familiarity, become almost second nature – partially because it has relocated regularly used controls back to, you guessed it, buttons and knobs. Progress. Maybe.
Clearly, BMW wasn’t content with reinventing audio and navigation controls because the German automaker later moved on to rethinking turn signals and gear levers. We’ve seen these BMW turn signals before – they spring back to center after you’ve activated them, rather than hanging just a bit lower or higher to indicate that a pair of bulbs are going nuts at either end of the car.
The gear lever looks like something out of a 1950s sci-fi movie. It functions well enough – think of an Atari joystick and you’re headed in the right direction – but it provides no clear advantage over a traditional lever.
Fans of forced induction will have to wait for the 2010 refresh for now, the X5’s top powertrain is a 4.8-liter, naturally-aspirated V8 putting out 350 horsepower at a high 6,300 rpm and 350 lb-ft. of torque at 3,400 rpm. The only transmission is a six-speed automatic.
If you’re on the fence about purchasing an X5, we suggest waiting out a year for BMW’s excellent 400-horsepower turbo 4.4, which is currently offered in the otherwise goofy X6. The X5’s hefty 5,300 lb. curb weight is tough for the 350 ponies to overcome, despite a claim of 6.4 seconds in the sprint to 60 mph. In reality, the X5 certainly doesn’t struggle, but it requires a fair amount of revving to get the job done. Don’t think of this as a torquey domestic V8, even though the X5 was assembled in South Carolina; like many German motors, it was born to play above 4,000 rpm all the way to its 6,500 rpm redline.
Keeping this unique power curve in mind, it becomes a little easier to understand the otherwise erratic six-speed transmission, which often seemed confused in low-speed around-town driving. Under more duress, it always found the right gear and was prompt to downshift when called upon. While this seems like logical engineering for a sports car, we question BMW’s decision to make its rather less-than-efficient SUV a high-rpm player. The turbocharged V8 currently in the X6 adds another 100 lb-ft. of torque starting at just 1,800 rpm.
Other than a faint, almost white noise-esque rumble at idle, the X5’s 4.8-liter emits a refined growl. Our tester returned an indicated 12 mpg during a week of varied driving – unimpressive, but par for the class. Don’t expect better from next year’s turbo.
The X5 handles remarkably well for a big SUV, especially when you factor in its curb weight. Linear steering, a firm ride and low body lean help hide its bulk, but only to a point, when basic physics take charge. Still, aside from the track-prepared Porsche Cayenne GTS, the X5 is the best-handling SUV on the road.
Interstates seem like the X5’s natural habitat, as we discovered on a several hour jaunt on some of Eisenhower’s finest. The high-performance run-flat tires tires ($430 apiece for the fronts, $451 for each rear, according to Tire Rack) quiet down and the firm steering sets a straight course with little tendency to visit other lanes.
The Vista Cruiser of the modern era, the X5 is not, but well-heeled families will find little reason to complain about this king of the carpoolers.
BMW doesn’t offer an all-wheel-drive V8 wagon in North America. And, besides, wagons are for dweebs.
At the risk of sounding like a broken record, the X5’s interior pretty much follows modern BMW convention with a centrally-located iDrive controller, a large LCD screen for audio and navigation and an awkwardly-shaped, but fairly functional dashboard and center console. Over head, you’ll find a massive power moon roof.
The optional sports seats are firm, but offer lots of adjustment, including extendable knee bolsters. There’s plenty of room in the rear seat and the cargo area, though a little small by class standards, is usefully high and offers a practical split tailgate design.
Since its introduction in the last-generation 7-Series, BMW has been continually revising its iDrive system that was initially created to replace most buttons and knobs. Finally, the automaker has a relatively easy-to-use series of menus that, after a few days of familiarity, become almost second nature – partially because it has relocated regularly used controls back to, you guessed it, buttons and knobs. Progress. Maybe.
Clearly, BMW wasn’t content with reinventing audio and navigation controls because the German automaker later moved on to rethinking turn signals and gear levers. We’ve seen these BMW turn signals before – they spring back to center after you’ve activated them, rather than hanging just a bit lower or higher to indicate that a pair of bulbs are going nuts at either end of the car.
The gear lever looks like something out of a 1950s sci-fi movie. It functions well enough – think of an Atari joystick and you’re headed in the right direction – but it provides no clear advantage over a traditional lever.
Fans of forced induction will have to wait for the 2010 refresh for now, the X5’s top powertrain is a 4.8-liter, naturally-aspirated V8 putting out 350 horsepower at a high 6,300 rpm and 350 lb-ft. of torque at 3,400 rpm. The only transmission is a six-speed automatic.
If you’re on the fence about purchasing an X5, we suggest waiting out a year for BMW’s excellent 400-horsepower turbo 4.4, which is currently offered in the otherwise goofy X6. The X5’s hefty 5,300 lb. curb weight is tough for the 350 ponies to overcome, despite a claim of 6.4 seconds in the sprint to 60 mph. In reality, the X5 certainly doesn’t struggle, but it requires a fair amount of revving to get the job done. Don’t think of this as a torquey domestic V8, even though the X5 was assembled in South Carolina; like many German motors, it was born to play above 4,000 rpm all the way to its 6,500 rpm redline.
Keeping this unique power curve in mind, it becomes a little easier to understand the otherwise erratic six-speed transmission, which often seemed confused in low-speed around-town driving. Under more duress, it always found the right gear and was prompt to downshift when called upon. While this seems like logical engineering for a sports car, we question BMW’s decision to make its rather less-than-efficient SUV a high-rpm player. The turbocharged V8 currently in the X6 adds another 100 lb-ft. of torque starting at just 1,800 rpm.Other than a faint, almost white noise-esque rumble at idle, the X5’s 4.8-liter emits a refined growl. Our tester returned an indicated 12 mpg during a week of varied driving – unimpressive, but par for the class. Don’t expect better from next year’s turbo.
The X5 handles remarkably well for a big SUV, especially when you factor in its curb weight. Linear steering, a firm ride and low body lean help hide its bulk, but only to a point, when basic physics take charge. Still, aside from the track-prepared Porsche Cayenne GTS, the X5 is the best-handling SUV on the road.
Interstates seem like the X5’s natural habitat, as we discovered on a several hour jaunt on some of Eisenhower’s finest. The high-performance run-flat tires tires ($430 apiece for the fronts, $451 for each rear, according to Tire Rack) quiet down and the firm steering sets a straight course with little tendency to visit other lanes.
The Vista Cruiser of the modern era, the X5 is not, but well-heeled families will find little reason to complain about this king of the carpoolers.
BMW doesn’t offer an all-wheel-drive V8 wagon in North America. And, besides, wagons are for dweebs.
Tags: BMW X 5, BMW in India, in Indian markets, suv's in india, great luxuory cars, royal cars,
BMW's Suv,
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Timo Glock German Motor Racing Driver
Timo Glock (born 18 March 1982 in Lindenfels, Germany)
Timo Glock German Motor Racing Driver
Timo Glock in Toyota Team
Timo Glock In car racing
Timo Glock German Motor Racing Driver
Timo Glock in Toyota Team
Timo Glock In car racing
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