We had the opportunity to re-experience the wiles of the Boxster at the completely renovated Circuit de Mont Tremblant racetrack just north of Montreal in Canada. This is truly a beautiful area and the track was similarly well suited for this type of drive. This part of Canada is in the Laurentien Mountains. Geologically, these are very old worn down mountains and often look like very large tree covered hills. The landscape, however, is what seems to be a never-ending series of rolling hills, forests, lakes and greenery…a perfect place for a road course.
On hand at the track were 3 well-experienced champion race drivers. As we sped through the countryside and over the track, it was reinforced yet again that the dominant gene in Porsche’s DNA pool is performance. That capability above all else is so fundamentally bred into the vehicle that roads and tracks that would severely challenge another vehicle, are easy and comfortable for the Boxster. Dips, corners, curves and swells are what this roadster was built for. It begs for a chance to sweep around a bend, crest a rise or attack an S curve. One of the things our pro drivers taught me was how important comfort is in a racecar. Having done the 24 hour endurance races at Daytona and LeMans they’ll tell you that not all race cars are equally refined and comfortable. Many can go fast but they beat up the driver in the process. Porsche’s as it turns out are very fast and very comfortable.
When driving a Boxster on a racetrack, it must be done with the top down. It’s all part of the overall sensory experience. You need to feel the movement of the car. You have to bond with the machine and the elements. Though the tachometer is the most dominant gauge in the most visible position on the dashboard, you shift gears by listening to the engine…you’re too busy driving to look down. You’ve got to congratulate the Porsche engineers who control the machine-driver interfaces. Not only does the machine perform well according to the numbers, but it also evokes such passion while driving it that you just want to own one yourself. Studies show that the single greatest factor in owner satisfaction is whether they “LIKE” driving their vehicle or not. Owners will overlook a surprising number of other vehicle shortcomings if they like their car. I guess that’s why Porsche enjoys such a loyal customer following.
The Boxster is the mid-engined Porsche. The horizontally opposed flat 6 is positioned ahead of the transaxle thus maintaining perfect balance and harmony in this little piece of the automotive universe. The cockpit will hold 2 comfortably and there is both a front and rear luggage compartment. The seating is superbly supportive and comfortable. The interior styling is sporty, classic and elegant. The 2003 interior has a new look, more similar to the 911 than before. The audio system is also upgraded and the optional Bose system is now powerful enough to compete with the wind during open top driving.
Though the Boxster is the “entry” level Porsche, it possesses all the sporting pedigree of the brand that its more expensive and more exotic siblings have. It is just as fun to drive and even though its terminal velocity is lower than the others in the line, it’s more than enough for the city streets where most of us spend our time. Add to that the fact that it is one of the best looking sports cars available, and you can understand the appeal.
by Kelly Foss
www.car-data.com
True to form, to celebrate the German company’s 60th anniversary of building fast cars, the two new 2009 Carrera models that are now heading to dealer showrooms look ever so close to the 2008s. But not to worry: Porsche aficionados will soon discover that these quintessential 911s have been especially engineered to mark this magnificent manufacturing milestone and are the most sophisticated, potent and environmentally friendly 911 Carrera models that the company has ever produced.
Despite their abundance of 21st century technologies, the 2009 911 Carrera Coupe and Carrera S Coupe clearly trace their engineering and aesthetic roots to the seminal Porsche. That original car evolved for over 15 years beginning in 1948 as the highly coveted 356. Then at the 1963 Frankfurt Motor Show, the groundbreaking 911 Coupe debuted as a 1964 model. As a testament to the genius of its design, after more than 40 years of development and six generations of engineering improvements, the 911 Carreras still showcase a horizontally opposed, rear-mounted six-cylinder engine carried in a distinctive and instantly recognizable body.
Though the new 911 Carrera and Carrera S Coupes boast several important refinements over the 2008 cars, the cars carry the same internal 997 designation as their immediate predecessors. Chief among those refinements are new, more powerful and fuel-efficient engines and the availability of Porsche's seven-speed double-clutch transmission, the PDK, in place of the optional Tiptronic S. Other critical changes include larger, more potent brakes, a revised Porsche Communication Management system with Bluetooth connectivity and available voice commands, a fresh exterior with BI-XENON™ headlights, and light-emitting-diode rear lighting.
Both the 911 Carrera Coupe and 911 Carrera S Coupe receive new engines that feature direct fuel injection, new two-piece crankcases and revised intake and exhaust systems along with Porsche VarioCam Plus intake-valve timing and lift system. Thanks to a 6.2 percent increase in horsepower, the 3.6-liter engine goes from 325 to 345 hp. When the car is equipped with the new PDK double-clutch transmission in place of last year's Tiptronic S, the 911 Carrera Coupe accelerates from 0 to 60 mph in 4.5 seconds, more than a full half second quicker than its predecessor.
The 3.8-liter engine in the more potent 911 Carrera S Coupe exhibits equally awesome results sprinting to 60 mph in only 4.5 seconds when equipped with a manual gearbox, and making that run in a mere 4.3 seconds with the PDK. This blazing acceleration comes by way of the new 3.8-liter 385 hp engine. Despite the substantial increases over the predecessor models, neither the 2009 3.6-liter 911 Carrera Coupe nor the 3.8-liter 911 Carrera S Coupe carries the stigma of a gas-guzzler penalty. Better yet, both qualify as low emissions vehicles!
And even the most seasoned gear-head might find it surprising to learn that while the new 911 is equipped with two clutches, there’s no clutch pedal. While it is way too complicated to explain the mechanics of how all that works here, Porsche engineers said that in order to take full advantage of the newly designed engines, they decided to offer drivers a transmission that delivers quicker acceleration than is possible with the standard manual gearbox, while maximizing fuel efficiency. The new PDK (from the German Porsche-Doppelkupplungsgetriebe), or Porsche double-clutch transmission, replaces the Tiptronic S as the optional gearbox in both the 911 Carrera Coupe and 911 Carrera S Coupe. The seven-speed PDK allows the driver to shift up and down automatically, or he or she may opt to shift via steering wheel mounted paddles or the console-mounted lever, as with the Tiptronic S. If you’re a bit confused by all this techno talk, all you really have to know is this: the PDK is one of the world’s most sophisticated racing transmissions that enable this Porsche to go really fast, really quick!
When it comes to stopping, Porsche engineers firmly believe that a car's deceleration ability must always out-perform its ability to accelerate. That said, the both new 911 models receive added braking capability and are now equipped with the same sophisticated brake system previously used only on Porsche's very powerful all-wheel-drive models.
As significant as are the changes in the Carrera Coupes' drivetrains this year from last, the exterior differences are, as always, most subtle. Porsche's designers allowed only minor refinements to the appearance of the model range for 2009. When viewed head on, the most notable differences are the new, horizontal covers for the BI-XENON™ headlights and the L.E.D. daytime running lights, which extend over the air inlets. Also noteworthy are air vents, which boast larger cooling openings. The keen-eyed observer will also note the absence of a center radiator on cars equipped with the PDK. The side view reveals new, larger exterior mirrors with aerodynamic twin-arm mounts, as well as new lightweight alloy wheels. Each car's wheels are of a distinct design. In the rear, all the lighting elements are now light-emitting diodes, for improved luminosity, longer life and instantaneous response. Finally, in the back, the 911 Carrera Coupe sports two single oval exhaust pipes while the 911 Carrera S Coupe shows dual round polished exhaust outlets.
Interior refinements include a revamped center console highlighted by a new Porsche Communication Management system (PCM) and the availability of ventilated front seats. The optional navigation module now has a 40 GB hard drive and may be operated with optional voice commands. Other available features include an internal GSM mobile phone module with Bluetooth handsfree operation, as well the ability to connect with external music sources such as iPods or USB memory sticks. As before, the cabin offers its occupants the protection of six airbags: dual frontal-impact airbags; as well as two seat-mounted, thoraxprotecting, side-impact airbags; and two head-protecting, side-impact curtain, door-mounted airbags.
Bottom line: Both 2009 Carreras satisfy the need for speed with world-class performance. Indeed, when it comes time to serve this master of seductive Autobahn speeds by furiously flogging the shift paddles to push this willing and obedient model to its upper limits, design lines become blurred in an unrestrained and seemingly never ending power exchange of double pumping clutch action that only Porsche’s 60th anniversary 911s can deliver.
By John Peige
MyCarData
Hardly a year goes by without a round of updated and upgraded improvements to the 911, and 2009 is no exception. The current iteration was introduced in 2005, featuring Porsche’s usual round of comprehensive updates. The Porschephiles call this vehicle by its internal codename, “997,” but for the public at large it’s the latest and greatest 911. For 2009, Porsche has boosted the engine’s horsepower and added an all-new seven-speed double-clutch transmission.
The 911 is perhaps one of the most recognizable high-performance cars on the road, thanks to a design whose basic theme hasn’t changed in two generations. Each passing update makes it sleeker and more aerodynamic, but the 911’s silhouette is still vaguely froglike, with rounded headlamps sweeping back into a dramatically curved greenhouse. The tail is sloped as well, and the Carrera 4 S is slightly wider than the two-wheel drive model. With the roof removed, the 911 is a surprisingly elegant design, with a flush-fitting top stack that’s surprisingly light--at just 77 pounds, it doesn’t have a significant negative effect on performance. Even the ordinary parts are extraordinary on a 911--the headlights are fitted with standard Xenon units, and driving lights, brakelights and taillights are LEDs. Nineteen-inch wheels are standard on the 911 Carrera 4 S.
The cabin is snug, but much more comfortable than one might expect from a dedicated sports car. The 911 has always been the “supercar you could live with,” and the latest iteration is no exception. Ventilated seats are available for the first time, and combined with the available seat heaters mean that 911 passengers are more comfortable in all weather conditions. The available navigation system, Bluetooth connectivity and iPod connections are handled through the 6.5-inch screen of the Porsche Communication Module. There’s even a chronometer on the dash. Why? For recording lap times, of course. The only thing you won’t haul much of in the 911 is luggage; the front trunk is less than five cubic feet, and the space behind the front seats (which is laughably occupied by seats) is only half a cubic foot larger.
If you’re lucky enough to find yourself behind the wheel of a 911, it’s a special experience. You don’t have to be an enthusiast to appreciate the flat-six engine under the rear deck. It does take a moment to get beyond the giddy, star-struck feeling of “Holy crap! I’m driving a 911!” Take a few deep breaths and get that out of your system, though, because there’s a lot to see and experience here, and you don’t want to miss any of it. The standard 911 gets a 345 horsepower 3.6 liter engine, while the Carrera 4 S cabriolet has a 3.8 liter powerplant making 385 horsepower. Fuel economy is also improved, to 18 in the city and 27 on the freeway. Porsche claims a 4.7-second 0-60 run with a manual transmission, and 4.5 seconds with the optional double-clutch automatic. To rein in that accelerative ability, Porsche’s Launch Control is included.
Forget anything you may have heard about this car being hard to drive. The 911 has endless grip and stability, especially in all-wheel drive format. It’s not as twitchy as a Corvette; power delivery is nice and progressive (though not slow by any means!) On the transmission front, the Porsche Doppelkupplungsgetriebe (just call it “PDK”) replaces the Tiptronic selectable automatic in the Carrera 4 and Carrera 4S Cabriolet. The PDK is a seven-speed double-clutch automatic transmission that offers lightning-fast shifts. It’s also lighter than the Tiptronic, for that all-important weight savings. With the PDK transmission in Sport mode, it’s right at home on the track. The PDK transmission is a double-clutch system that actually engages two gears simultaneously. This makes shifts quicker, with no lag while the revs are matched to the next gear. All-wheel drive is handled by the electronic Porsche Traction Management system, borrowed from the 911 Turbo. It replaces a hydraulically-operated system used previously, and helps to increase reaction time and sure-footedness.
The handling is in its own league. The 911 cabriolet is strongly reinforced to give it the same body rigidity as the track-bred hardtop, and the cars are equally adept when the going gets twisty. The suspension is fully independent, and not easily summed up. Up front, a spring strut axle is used, with each wheel individually coil-sprung and mounted on a track arm. The rear uses independent control-track arms for each wheel. The mechanics are complicated, but the results are obvious: the 911 grips the road with unmatched tenacity. It’s not immediately obvious from the styling, but the 911 is blessed with an extremely wide track, which helps to keep it planted as firmly as if it were riding on rails. Porsches have always been known for good braking, but that didn’t stop the engineers from improving the 911’s brakes for 2009. Discs at all four corners measure 12.99 inches, and the four-piston calipers are shared with the 911 Turbo.
The Porsche 911 is a constantly evolving yet approachable supercar. As a measure of how far this car has come, consider the Gemballa Avalanche of the 1980s. This radically-modified 911 was one of the legends of its day, reportedly so powerful it was almost undriveable. The new 911 Carrera 4S has about fifty horsepower more than the Gemballa Avalanche did, yet it’s docile enough to be easily driven on city streets. The Porsche mystique is backed up by real performance, and that makes the $102,900 base price of the Carrera 4 S cabriolet a bit easier to swallow. The PDK transmission adds another $4050 to the bottom line; fully optioned, my tester stickered for $120,100. It’s rare that I say this about any six-figure automobile, but: this one’s worth it.
By Chris Jackson
MyCarData
With a 400-hp V-8 under the long nose and a 7-speed, dual-clutch Porsche-Doppelkupplungsgetriebe automatic transmission hooked to wide 20-inch rear rubber, it’s the most different Porsche since the Stuttgart company’s four-wheel-drive Cayenne SUV. But in a city where one of the most legendary Porsche dealerships exists, and races (Brumos), you’d think folks would know the new 4-door sedan.
Some did a few months ago, when Brumos showed off all three Panamera models in an art gallery, with Porsche Cars North America president and CEO Detlev von Platen and legendary multi-time Le Mans and Daytona endurance race champ Hurley Haywood in the house.
Von Platen said Porsche’s desire was to build a car with space, where one could take wives along “without any complaints,” but also “without any kind of compromise; a really true Porsche.”
“I have driven this car and it is amazing,” he said. “You are not sitting on a car; you are sitting in a Porsche, and this car, I believe, is absolutely unique.”
“I love the way it looks; I love the way the interior set-up is; I love everything about this car,” Haywood added. “This is truly a 4-door 911.”
The Panamera is in rare company - a true sports sedan like the Cadillac CTS-V, BMW 7-series, Mercedes-Benz S-class, Maserati Quattroporte and the Aston Martin Rapide. Porsche expects to sell up to 20,000 worldwide in the first full year of production, which started Oct. 17. So far, all three versions – our rear-wheel drive Panamera S or all-wheel-drive Panamera 4S, and the 500-hp, twin-turbocharged, all-wheel-drive Panamera Turbo – have more than 4,000 U.S. owners.
*Panamera panache - Porsche’s fourth model behind the 911, Boxster, Cayman and Cayenne SUV, the is the company’s first four-door car in its 60-year history, the result of five years of design and engineering work. The end result – well – looks like a 4-door 911 of sorts. You have a familiar low, sporty silhouette, albeit a 195.6-inch-long version, with a long, almost 115 inches of low-hung wheelbase. The sweeping headlights, rounded bumper and low air intake instead of a traditional grille say “911,” then you see the long bonnet with power bulge and curved front long fenders framing that familiar Porsche face. White LED running lights enhance the look over the black double bars in the side air intakes above the lower air dam. Two long doors get the classic 911 roundness around the door handles, while the lower door sill visually lowers the car, a fender vent and lower door accent line with a chrome side vent with marker lights. The rear roofline’s curving contour and rounded rear fenders flow into the rear hatchback with an E-type window with big 911-style LED taillights framing its chrome accent strip. This is the only place the Panamera’s design looks a bit awkward, a bit fat-bottom. But as it tapers to a rounded rear, we get a bit of the familiar 911 tail, plus dual tailpipes in brushed stainless steel in a black lower fascia. Those who peeked underneath found a large undertray, combining with the sleek shape into a wind-quiet .29 drag coefficient, aided by an adaptive spoiler that rises at 56 mph and adjusts at speed. And the optional 14-spoke Spyder Design 20-inch alloy wheels, with Michelin P255/40ZR20’s in front and P295/35ZR20’s in back, finished the look, while sunny days really made the Mahogany Metallic stand out. We got thumbs up, swiveling heads and lots of looks on the road. And when we parked at a hot rod cruise-in, we got more looks than a line of custom Camaros, including more than one “awesome.”
*Porsche portage – Hop into the form-fitting driver’s bucket, with 14-way power adjustments, twin memory presets and heating/cooling, and you find great comfort and firm support with power lower thigh and height-adjustable lumbar support. The Panamera-shaped key fob fits the ignition on the left, a Porsche historical note from its endurance racing days, when drivers ran to parked racers and started the car with the left hand as they buckled with the right. The entire interior is covered in Luxor Beige leather, stitched beautifully at the edges, with polished black accents on doors, dash and center console. Straight ahead, a big central 8,000-rpm tach with configurable display underneath – we liked a big digital speedometer. To the left, a 200-mph analog speedometer with odometer/trip odometer or clock, overlapping oil pressure and temp gauges. To the tach’s right, a 4.8-inch LCD color screen that displays trip computer information from tire inflation or radio stations to a repeater navigation map, with water and gas to the right of that. The screen also shows the speed limit on the road you are driving on, plus radio stations and telephone numbers. All functions are controlled via a rubberized thumbwheel on the flat-bottom power tilt/telescope steering wheel, which has a thick leather-padded rim. Bluetooth telephone controls are there as well as the elegant alloy PDK transmission paddle shifters. The big 7-inch touch-sensitive Panamera Command Center has a navigation map, plus weather, stocks and traffic information, and also displays the park assist. You can access a superb BOSE Surround Sound 14-speaker, 585-watt AM-FM-XM Satellite-CD-audio/video DVD system with Bluetooth connection for cellphones and music, plus an interface in the center console for iPod or a USB hookup. Overhead controls handle ParkAssist sensors and Homelink. The center console extends aft to the rear bucket seats, where my 185-lb., 6-foot frame fit either side just fine, and surprised friends with the space. Behind, a power hatchback opens to reveal a flat, wide 15.7-cubic-foot trunk with netted nooks on either side. The rear backrests split and fold to open up a bigger 44.6 cu. ft. of space. We had a padded ski-bag that fits through the center section folding separately between the rear seats. Cup-holders – two fold from the aluminum trim strip in front of the passenger, and another is somewhat usable aft of the gearshift.
*Panamera power – We had the base version, if you want to call it that, with a tad over 6,000 miles on the clock. Some thought 400-hp wasn’t enough until I told them the car weighs only 3,968 lbs. That water-cooled aluminum 32-valve V-8 has four overhead camshafts; valve timing and valve stroke variable on the intake side (VarioCam Plus), all new with tricks like a valve control box and valve cover made of magnesium and an intake manifold with extra-thin walls and lighter crankshaft. There’s a decent 369 lb-ft of torque.The dual-clutch PDK works via the gear shift or paddles on the steering wheel, one handling first, third, fifth and seventh gear, the other with second, fourth and sixth gear. One waits as one works, meaning instant shifts. Testing Porsche’s other models at Barber Motorsports Park in Alabama recently with PDK, I was significantly smoother on its winding course, and faster than a 6-speed manual. You concentrate on driving, and leave the razor-sharp shifts to the PDK, which never caught me out and even blipped the throttle on downshifts like a racer for matching revs.
Set on our optional Sport Chrono’s “Sport Plus,” (comfort and sport settings too) electronic engine management gives the engine more aggressive response, upshift points moved to higher engine speeds, gears shifting up later when accelerating and down earlier when decelerating. The result – 60-mph in 5.3 seconds with precise shifts, and 100-mph in 13 seconds. There’s a switch to open up the exhaust a bit more, the snarl intoxicating but not intrusive. We averaged 16-mpg on premium.
Our car had Porsche Active Suspension Management with adaptive air suspension. On base setting, we enjoyed a fluid ride that was comfortable on all surfaces, but never too soft. Firming up on “Sport,” “Sport Plus” lowers the car almost one inch and switches to a harder spring rate as PSM backs off. The result is razor sharp steering, almost no body roll and a neutral feel when going into a turn, nice when you consider the engine is up front. PSM will kick in again if the front wheels reach the ABS control point. But you can power the tail a bit for better exits, all catchable, the suspension never beating you up. The chassis, tires and steering act in concert, very tossable for a 4-door, very precise and world-class fun – and it’s a 4-door! And with the dashboard stopwatch and another split timer the secondary display, you get lap times as well as the times required on individual routes, overall time required on a specific route or lap, the distance covered on the last lap, the total number of laps completed so far, and the driver’s individual lap times.
The PDK double-clutch transmission also gets an engine start-stop system like a hybrid for gas savings, the engine shutting down at stop lights, then firing quickly at launch, unless you are in a “Sport” mode. The PDK also has a launch control, although it was a bit cranky after some presumed abuse as a press car. Still, when you left-foot brake, tap the gas pedal, and the engine hits 5,000-rpm, Porsche Stability Management handles shifts and traction control. That resulted in a 0-60 time of 5 seconds – very fast and all under control. What goes fast also stops well - front six-piston aluminum monobloc brake calipers with 14.17-inch grooved and inner-vented discs, and four-piston aluminum monobloc brake calipers and 11.7-inch rear grooved and inner-vented discs meant flawless short stops with no fade time and time again. The supercharged Cadillac CTS-V is faster, and less expensive, if not as agile, a BMW 5-series almost as agile, but doesn’t feel like a 4-door 911. My only nit-pick – the rear window height and side sail panels conspired to limit side rear visibility when passing.
Haywood has spent extensive time behind the wheel of the Panamera, including lots of laps at tracks. He simply calls it “extraordinary.”
“It has the manners of both an S-Class Mercedes-Benz and a 911. And with the press of a few buttons, you can change the character from an S-Class to a 911,” Haywood told me. “Driven fast, it has supreme confidence, so you can drive this very fast and feel very in control all the time. I experienced that on the road to Bavaria from Munich at 180-mph with four people on board. It was like sitting in my living room.”
‘Nuff said.
*Porsche paymeister - The Panamera S starts at $89,800, with lots of options to take it up to $111,220, including $2,950 sport exhaust, $3,655 Luxor leather interior, $3,120 Spyder Design 20-inch wheels, $1,990 adaptive air suspension, $1,320 Sport Chrono, $1,794 14-way front power seats, $210 heated steering wheel and more. The all-wheel-drive Panamera 4S and Panamera Turbo retails for $93,800 and $132,600, respectively, while the just-introduced 300-hp V-6 version (3.6-liter that’s about 66 lbs. lighter than the V-8) starts at $74,000 and averages 18 mpg city/27 highway. FYI – eight airbags for driver and front passenger, plus knee airbags, two-chamber thorax/hip side airbags at the front, and rear side airbags as an option. No spare tire, just a repair kit with tire sealant and air compressor.
*Bottom line – This is an executive sports car transport or a ground-bound Citation commuter jet on wheels with cargo and human space – I loved it.
2010 Porsche Panamera S
Vehicle type - 4-door, 4-passenger sports sedan
Base price - $89,800 ($111,220 as tested)
Engine type – aluminum DOHC, 32-valve V-8
Displacement – 4.8-liter
Horsepower (net) – 400 @ 5,500 rpm
Torque (lb-ft) – 369 @ 3,500 – 5,000 rpm
Transmission – 7-speed PDK dual-clutch automatic w/paddle shifters
Wheelbase – 114.9 inches
Overall length –195.6 inches
Overall width – 83.2 inches
Height – 55.8 inches
Front headroom – 38 inches
Front legroom – 41.9inches
Rear headroom – 38.2 inches
Rear legroom – 33.3 inches
Cargo capacity – 15.7-cu.ft./44.6 w/rear seats folded
Curb weight – 3,968 lbs.
Fuel capacity – 26.4 gallons
Mileage rating – 16-mpg city/24-mpg highway
Last word – Almost as pretty as a 911, and just about as good to drive
By Dan Scanlan - MyCarData
Having launched the Gran Turismo Panamera models for 2010, Porsche is following up with the $75,375 V6 Panamera and its $79,875 AWD version, the Panamera 4, for 2011. This is a lot of cash for what is essentially the entry-level model, but when you consider that the top-end Panamera Turbo is $133,575, a sub-$80,000 price tag seems quite reasonable. The number of drive wheels is the only difference between the Panamera and Panamera 4.
The most notable contrast between Panamera and the $90,875 Panamera S, besides the $15,500 sticker price, is the number of engine cylinders. Panamera S has a 400-horsepower 4.8-liter V8 thrashing under the hood, while the Panamera has a 300-horsepower 3.6-liter V6.
Popping the Panamera's hood reveals about eight inches of empty space between the front of the engine compartment and the beginning of the V6. In S versions this gap is filled with the V8's additional cylinders. Basically the V6 is the V8 less the two cylinders. Otherwise the engines are quite similar. Both feature a 90-degree "V" which helps lower the car's center of gravity over traditional V configurations with 60-degree angles.
Wrangling engine output to the wheels is the seven-speed Porsche Doppelkupplungsgetriebe dual clutch transmission. For most of us attempting to pronounce its name could bring on a pounding headache. Don't worry; Porsche shorthands the name to PDK. This is a driver-shiftable automatic tranny that comes with shift paddles located on either side of the three-spoke steering wheel. Clicking the front side of the paddles forward advances the transmission, while clicking the backside of the paddles toward you down shifts.
According to Porsche, galloping from a stop to 60 miles per hour takes an impressive 6.0 seconds when two wheels are doing the work and an even quicker 5.8 seconds when all four wheels are pulling. Opt for the $1,480 Sport Chrono Package with its digital stopwatch and Sport Plus button, and you can shave another 0.2 of a second from the above times.
Fuel economy is a very reasonable 18 mpg in the city and 27 mpg on the highway by EPA estimates. Adding AWD chips 1 mpg from the highway number. Porsche threw everything it had at keeping fuel consumption as low as possible. Liberal use of aluminum in the engine, as well as the axles, doors, hood and front fenders, helps hold down the weight to 3,880 pounds in the RWD car and 4,012 pounds in the 4. Auto Start Stop, that automatically turns the engine off when not required, like at stop lights, and then automatically restarts it when the brake pedal is released, also helps maximize mileage.
A number of optional enhancements are available for the standard steel suspension consisting of a double-wishbone setup with cylindrical coil springs and twin-sleeve dampers in front, and a multilink arrangement with springs and dampers in the rear. This produces a firm ride and controlled handling. Porsche Active Suspension Management is a $1,990 electronically controlled damper system. The $5,000 Porsche Dynamic Chassis Control keeps the car flat during cornering. It also includes Porsche Torque Vectoring that combats understeer in the turns.
Monitored by an antilock system, the four-wheel ventilated disk brakes also support traction control, electronic stability control, emergency braking assist and electronic brakeforce distribution. Among the passive safety features inside the cabin are 10 airbags including dual front knee airbags as well as rear side-impact airbags.
Once inside the cabin, the spaciousness is striking. This isn't some 2+2 where the backseat is little more than a parcel shelf. Seating four, both front- and rear-seat occupants have scads of head, shoulder and legroom. Nearly 16 cubic feet of luggage capacity swallows cargo, and can be expanded to more than 44 cubic feet by folding down the rear seat.
First timers may find the acres of buttons, gauges, controls and switches intimidating as they slide behind the wheel. A Marine fighter pilot would probably find the density of buttons somewhat off putting. Porsche believes in a separate control for every function as opposed to some sort of central computer interface like BMW's iDrive. No complaints here.
Exactly what you would hope for in a sports car, the eight-way power-adjustable leather front bucket seats wrap around driver and passenger keeping them upright even during the hardest of cornering. Likewise the rear bucket seats provide optimum side support. Wood, leather and brightwork combine to create a rich, inviting environment.
Full power accessories, heated front seats and outboard mirrors, leather-wrapped tilt-telescoping steering wheel with redundant audio controls, dual-zone automatic climate control, and an 11-speaker audio system with a CD/DVD player and iPod interface are all standard.
A dizzying array of options will either thrill you or send you screaming out of the showroom. Everything from a $5,690 16-speaker Burmester Surround-Sound System to a $140 fire extinguisher are on the list.
If you want a luxury sedan with serious performance DNA, the Panamera is the real deal and an experience you can share with three friends.
By Russ Heaps - MyCarData
Evidently the American public has recovered sufficiently from the shock to have purchased roughly 90,000 Cayennes over the years. This number will no doubt be significantly swelled with the launch of the second generation Cayenne as a 2011 this summer. It is about two inches longer, and slightly wider and taller than the previous model. It weighs about 400 pounds less. EPA-estimated fuel economy for all new versions haven't been announced at this writing; however if they follow those of the V8-equipped S that have been posted, fuel economy across the board will be impressively improved. There will even be a hybrid edition coming this fall that should, once again, throw purists into a tizzy.
When all of the dust settles, there will be four Cayenne models for 2011: Base, S, Turbo and the totally new S Hybrid. Each is defined by its power source: V6, V8, V8 turbo and gas-V8/electric motor, respectively. All four come standard with all-wheel drive. The $46,700 Base and $63,700 S enjoy a modest increase in power, while the $104,800 Turbo stays the same. However all three are quicker thanks to Porsche squeezing out excess weight wherever it could -- 86 pounds from the doors alone.
A breakdown of the specs reveals that a 300-horsepower 3.6-liter V6 powers the Base that uses a six-speed manual transmission to transfer output to the wheels. The eight-speed driver-shiftable automatic transmission that is standard in the more expensive Cayennes is an option for the Base. Generating 400 horsepower is the 4.8-liter V8 in the S. A turbocharged version of the same V8 in the Turbo produces 500 horsepower. Mating the V8 to an electric motor delivers a combined 380 horsepower in the $67,700 S Hybrid.
Porsche has posted 0-60 times for all four models. As you might guess, leading the pack is the Turbo with a time of 4.4 seconds; followed by the S at 5.6 seconds, the S Hybrid at 6.1 seconds, and the Base at 7.1 seconds with the manual and 7.4 seconds with the eight-speed automatic transmission. So far the only EPA estimated fuel economy numbers available are the 16 mpg in the city and 22 mpg on the highway for the S. Those are up from last year's figures of 13 mpg, city and 19 mpg highway. Porsche expects similar fuel savings for the Base and Turbo versions as well. An automatic start/stop function that turns off the engine at red lights and then automatically restarts it also contributes to the improved fuel numbers.
From behind the wheel, it's easy to forget you are in command of roughly two and a quarter tons -- two and a half tons in the S Hybrid. All versions handle brilliantly. Standard on the Turbo is an air suspension system with Porsche's Active Suspension Management (PASM) that provides active, infinite damper control on the front and rear axles. It has a choice of "Comfort," "Normal" and Sport settings. PASM is optional on the Base, S and S Hybrid models. Another bit of technology voodoo is the Porsche Torque Vectoring (PTV) optional system that uses variable torque distribution on the rear wheels to increase stability in the curves.
Despite being taller, the new Cayenne is sleeker in profile than the first generation SUV. Its front end, hood and lower fascia are also more in keeping with the rest of the Porsche lineup. The exterior changes are evolutionary in their execution, but the differences are apparent.
Styling changes dominate the interior; significantly more is changed than remains familiar. Whether it's the meatier, redesigned three-spoke steering wheel, the more sophisticated, raised center stack, or the simplified pod of gauges facing the driver, the look is dramatically different. There are still grab handles affixed to the center console, but their design has been carried to the door pulls. The seats still feature generous side bolsters and uncommon support. Split and folding, the rear seat reclines up to 6 degrees and offers 6.3 inches of fore-aft travel. Maximum cargo space is increased by 25 percent to 63 cubic feet with the backseat folded down.
A number of standard features are common to the entire Cayenne lineup. Full power accessories, leather seating, Bluetooth connectivity, multi-adjustable power front seats, tilt-telescoping steering wheel, and a Bose-infused 5.1 surround-sound system with CD player, USB port and auxiliary audio input jack are all included in the base price.
Although Porsche has raised prices for the redesigned Cayenne (Base is up $1,200 and the S $3,000), it is a larger, quicker, more fuel efficient SUV than its predecessor. And really, if you are going to spend $50,000 or more on an SUV, are you going to quibble over a grand or two? If you are prepared to spend the money, the 2011 Cayenne will reward you with a thrill and a smile every time you put the whip to it whether it's on the way to work, around the twisties or over uncharted terrain. It is indeed a Porsche and all that name represents.
by Russ Heaps - MyCarData
The only driving skill required is to hold on to the wheel, keep your right foot planted to the floor, and keep your wits about you. No need to worry about modulating the clutch and gas to keep the vehicle in line while avoiding tire burnout. No need to be skilled at shifting from first to second at red line. Launch mode in the Porsche is initiated simply by putting the shifter into Drive. Wheel spin is nearly imperceptible at full-bore launch. There’s a split second as the twin turbo spools up and then you are slammed back into your seat. All four wheels bite into the concrete, the transmission snaps off ultra-fast shifts and 60 miles per hour arrives in around three seconds as you try to control your breathing. If you have a lot of empty asphalt in front of you, a quarter mile flashes past in around 11 seconds as speed nears 130 mph.
Even though the experience is not quite as sensational the second and third time around, the perceived need for speed in this Porsche is highly addictive; this in a sports car that is not only street legal but could very adequately serve as a daily driver. It will putter all day at 45 mph without complaint. It if asked it will drive all day at 100 mph without a whimper.
This automotive marvel comes courtesy of a rear-mounted twin-turbocharged 3.8-liter flat 6 that cranks out 500 horsepower and 480 pound-feet of torque, mated to the incredible Porsche dual-clutch gearbox and with standard all-wheel drive.
This Porsche has more than world-class straight-ahead performance. It has world-class driving dynamics as well. We found that the 911 turbo quickly trumped our eagerness to discover our limits behind the wheel when we reached speeds we’ve never before attempted on a couple of our favorite twisting road venues. And these are roads we have been using for nearly 20 years. The Porsche displayed its incredible prowess without the need to fully test the outer edges of our abilities in an expensive machine that we desired to return to its owner without crumpled fenders.
One of the most amazing aspects of the 911 was revealed to us simply sitting in the driveway. The interior is spacious for a sports car, ample room for a big guy. Supportive bucket seats with side bolsters that don’t cause pain on exiting are exemplary. Finding the correct driving position with the many seat settings together with a tilt, telescoping steering wheel is rewardingly easy.
And cargo capacity was amazingly large using the rear seats, which are amazingly small for a human being. Fold the seatbacks down and a nice-sized storage space opens up. Good thing, too, because the front-mounted trunk is no larger than an oversized glovebox.
You will pay thousands more for the soft top cabriolet, but if you’ve got the cash, it’s worth it. The top goes down – and up – in mere seconds with the push of a button. It’s stowed out of sight behind the seats.
The turbo version is the most expensive of the many 911 trim levels, and the turbo cabriolet trumps them all with a base price of $144,750. The steel top 911 turbo starts at $133,750. We emphasize “start” because the options list is 162 items long and many are sure to tempt. The extensive list points out the customization possibilities Porsche offers the buyer.
For the record, the base 911 begins at $78,750 and comes with a 3.6-liter “boxer” six producing 345 horsepower. Horsepower through the trim levels rises to 385, 435 and 450 before reaching the massive 500 horsepower provided by the turbo.
Our test car came in at an eye-popping pocketbook-draining $172,905. Among the more expensive goodies were the “Doppelkupplung” (Porsche speak for the dual-clutch-automatic transmission), $4,550; ceramic composite brakes, $8,840; and 19-inch Spyder wheels with center lock, $3,835.
In addition to a vast assortment of standard features including full leather trim, a 13-speaker Bose surround system, full power heated and cooled seats and automatic wipers, the turbo model also gets as standard aggressively tuned sport suspension and unique body styling. We were impressed with the build quality and the impeccably assembled interior.
The best all-around sports car we’ve ever driven? The answer is an emphatic Porsche 911 Turbo. No doubt, we’ll probably encounter something just a bit better at some point in the future. But for now, the combination of incredible drivability at any speed is unmatched in our experience.
This Porsche not only provides an exhilarating breath-taking experience, but it offers luxury commensurate with its price, and a rewarding driving experience whether commuting to work, taking a leisurely Sunday afternoon spin with the top down or rolling across uncharted roads at 110.
The 911 turbo proves money can buy motorized happiness.
By Jim Meachen and Ted Biederman - MyCarData
The Titan is available in four trim levels – XE, SE, Pro-4X, and the LE. The Titan does not come with a wide variety of choices. Our test model was a four-door crew cab. The only other choice is an extended cab. All Titan pickups are powered by a 5.6 liter V-8 engine and a five speed automatic transmission. This is a slight drawback in the pickup market for those wanting some engine choices for more fuel economy.
Pickups are improving their ride quality each year, but bumpy roads always present a challenge. The Titan chassis consists of an independent front suspension and leaf-spring rear suspension, which helps in off-road situations. Most pickups attain a rattle or two over time, but improvements are coming every year. Most pickups are adding more sound deadening materials and tightening parts. Our test model Titan had a really quiet cab for most of the highway riding, but there was a small rattle from inside the dashboard that never could be located.
The Titan provided easy handling and a fairly tight turning radius, which is not always possible in a full-size pickup. When I was on some very curvy roads, there was almost a connection with the road as the Titan held tightly without any feeling of leaning or slippage. Overall, I was very impressed with the road handling, especially curvy roads and backwoods trails.
The exterior of the Titan is attractive and distinctive, but there have not been many changes to set it apart from the competition. Our test model had an upgraded Heavy Metal Edition for an extra $1370. This added tremendously to the rugged, outdoor appearance. It included a heavy chrome grille, large chromed 2- inch wheels, and chromed step rails. All this heavy-duty chrome gives the outward appearance of this being a very aggressive pickup and sometimes perception becomes reality.
The interior is really nice – not premium or luxury, but very functional and comfortable. There are small cubby-holes and storage compartments everywhere. The center console box is large, able to hold a variety of fairly large items, including my wife’s purse. This cab arrangement is conducive to adequately make this truck an alternate work-place during the day. Standard equipment on our test model included Captains chairs for the front seats with touch-button adjustments and both fully heated. The rear passenger seat fold down flat for easy cargo room in the back. The interior includes a lot of leather and wood trim to give it an attractive appearance.
The standard sound system is a Rockford Fosgate premium audio that includes auxiliary inputs. There are two power outlets on each side of the center control panel, which I think is quite useful. It allows the plug-in of two cell phones, or other accessory items, at the same time. So many times, it is necessary to unplug something from the dash area so that a cell phone can be recharged. This was a very nice touch.
The cargo area is available in a couple of different sizes. Nissan has added a fairly large lockable compartment behind the left rear fender. This is almost a hidden area and works well for locking small items in a pickup. Our test model included the Util-Track tie-down system that included C-channel rails along the walls and floor. There were four movable tie-down cleats located in the rails. These were easy to move and easy to use and are ideal if you use the bed for carrying larger items that need to be secured on a regular basis, such as a riding lawn mower or a four-wheeler ATV.
The base rear-wheel-drive XE model starts at $26,320 and this includes the V-8 engine. Our test model LE had a long list of standard equipment and had a base MSRP of $36,420. With the destination charges and that Heavy Metal Chrome package added, the bottom sticker price came to $38,995. I had hoped for a little bit better gas mileage, but average out at just 19 mpg. This was better than the EPA ratings of 13 city and 18 highway. Maybe I just didn’t push it hard enough.
Overall, I really like the Titan. It may not fit everyone’s desires or needs, but if the fit is there, it is a great pickup truck that provides a lot for the driver.
by Alan Gell - MyCarData
That was fourteen years ago. Now, a new generation of electrical engineers is re-working the formulas. Last week, I drove the Nissan Leaf for the first time at the company’s headquarters in Nashville, TN.
In person, the car looks bigger than I imagined – close in size to a Toyota Prius or Honda Insight. An ultra-aero exterior improves range and reduces wind noise. Headlamps are placed to direct air over the body and around the drag-inducing mirrors. An underbelly pan and rear spoiler help the air depart cleanly to improve range. LED headlamps, thin vertical taillamps, chrome door handles, and 16” alloy wheels look cool.
Leaf’s next-decade interior takes parts from the Prius and Honda Civic, with the entirely different purpose of efficiently moving a car without a gasoline engine. There’s no need for a tachometer, engine temperature gauge, or oil pressure monitor. More relevant, the NAV system shows a circumference of drivable range at any given time while a monitor shows power usage from the climate control, electric motor, and other systems so drivers can intelligently manage their energy usage. Owners can schedule battery charging for non-peak hours (even from their iPhone), turn on A/C remotely, and talk on their Bluetooth-enabled hands-free phone.
If the dashboard didn’t clue you in, driving the Leaf confirms this is no normal automobile. Pushing the starter button doesn’t so much start the car as enable it to move. Engage “D” with the center-positioned “joy pod” by pulling down. Step on the “throttle” and the car whirs away without fuss. It is so quiet that electric motors for the windshield wipers and climate control were upgraded to luxury standards so passengers wouldn’t hear them in the absence of engine noise.
Our route took us through city streets before jetting onto the freeway and up to an easy cruising speed of 80 MPH. The flat torque curve inherent to electric motors is like a turbine at take-off – there’s no shifting gears, just smooth constant thrust. Low center of gravity, thanks to the battery placement, lets the car sachet though Tennessee farm country like an ice skating pixie. Regenerative brakes capture energy during deceleration and direct it back to the batteries, increasing the car’s range. Nissan promises a useful driving distance of 100 miles per charge and a top speed above 90 MPH. It runs 0-60 mph in 10s, plenty quick enough to dash busy freeways. An ECO mode conserves energy by making the throttle less sensitive and the regenerative brakes more aggressive.
According to Nissan, 90% of the U.S. population drives less than 100 miles a day on average. Nearly three-quarters drive less than 50 miles per day. Charging takes 20 hours on 110V home plugs, 8 Hrs. on a 220-V hard-wired outlet, and less than 30 minutes on the commercial charging stations utilities are rapidly installing.
Safety was paramount in the Leaf’s design. It comes with a full array of airbags and meets all federal crash standards. The battery pack is placed in the center of the car, under the floor, to protect it in an accident. The pack was also subjected to full water immersion, deep freezing, and extreme hot temperatures.
My college roommate is now off designing networks for the Boeing 787 Dreamliner, but I’ll look forward to getting his opinion on the Leaf when we meet in Detroit auto show next January. Compared to the EV1, the Leaf goes further, holds more people, and costs significantly less. After the $7,500 Federal Tax Credit, prices start at $25,280. Other states and municipalities offer up to $6,000 each. In some parts of California, the total credits reduce the Leaf’s price to under $13,000! Many people will like the new math. Early U.S. models come from Japan, but production begins in Smyrna, TN during 2012. I would not have the Leaf as my only car, but it would do everything I need 99% of the time. A decade and a half later, I’m charged up again for the future of electric cars.
By Casey Williams - MyCarData
Ward’s today announced that Nissan LEAF’s 100-percent electric, zero-emission drive system is included on its prestigious ‘10 Best Engines’ list for 2011. It is the first time in the 17-year history of the magazine’s ‘10 Best Engines’ that the selection committee has chosen a power system which doesn’t have an engine and will never burn a drop of gasoline.
“We engineered Nissan LEAF to have drive characteristics that would impress drivers, whether you’re comparing it with other electric vehicles or those powered by internal combustion engines,” said Carlos Tavares, Chairman, Nissan Americas. “The inclusion of Nissan LEAF in Ward’s ‘10 Best Engines’ demonstrates that the Nissan LEAF can compete with all top vehicles, no matter the propulsion system.”
For 2011, 38 competitors were considered, marking the largest group in the history of the award. The competition included both naturally aspirated and forced induction internal combustion engines, diesels, hybrid electrics and the all-electric Nissan LEAF. The editors evaluated the vehicles based on horsepower and torque; noise, vibration and harshness; the engine’s technical attributes; and their relevance among direct rivals.
The all-new Nissan LEAF features a high-response 80kW AC synchronous motor powered by a 24 kWh lithium-ion battery manufactured at the Automotive Energy Supply Corporation (AESC) operation in Zama, Japan, which is a joint-venture of Nissan Motor Co., Ltd. and NEC Corporation. Both motor and inverter have been developed by Nissan, and the power system generates 107 horsepower and 207 lb-ft of torque. The power is transferred to the wheels through a single-speed reduction gear.
Unlike a conventional internal combustion engine, Nissan LEAF delivers maximum torque from start, providing smooth, consistent acceleration. Performance in the low-to-medium speed range is equivalent to that of a vehicle powered by a V6 gasoline engine. This power system provides a highly responsive, fun-to-drive experience consistent with consumers’ expectations for traditional, gasoline-powered vehicles.
The 2011 Nissan LEAF goes on sale this month in selected markets in the United States and will be available nationwide in 2012.
Source Nissan - MyCarData
The 2012 NV, which has been designed and conceived as a solution to the needs of today’s commercial van customers, will be produced at Nissan’s Canton, MS. assembly facility. It is scheduled to go on sale through a select network of Nissan Commercial Vehicle dealers nationwide beginning in spring 2011.
The NV lineup offers durable body-on-frame construction and choice of standard roof or industry-exclusive high roof configurations. Models include the NV1500 with standard 4.0-liter V6 engine, the NV2500 HD with a choice of 4.0-liter V6 or 5.6-liter V8 and the NV3500 HD with standard 5.6-liter V8. All 2012 NV models are equipped with a 5-speed automatic transmission. The NV is available in two grades, S and SV, each delivering smart functionality through a combination of the comfort and roominess of a pickup with the utility of a cargo van.
Key Nissan NV highlights include:
Full access rear doors (maximum opening angle of 243 degrees)
Reinforced integrated cargo area mounting points for durability and ease of cargo management system installation
Vertical side walls in cargo area maximize usable space
Water repellant cloth seating surfaces
Durability patch built into the front seat bolsters to hold up to commercial use
Multifunctional lockable center console offering space to hang files and store a laptop
Manufacturer’s Suggested Retail Prices* (MSRP) for the 2012 Nissan NV Standard Roof models include:
Model/Roof/Engine
NV 1500 Standard Roof S V6 $24,590 USD
NV 1500 Standard Roof SV V6 $26,190 USD
NV 2500 Standard Roof S V6 $25,590 USD
NV 2500 Standard Roof SV V6 $27,190 USD
NV 2500 Standard Roof S V8 $26,490 USD
NV 2500 Standard Roof SV V8 $28,090 USD
NV 3500 Standard Roof S V8 $28,190 USD
NV 3500 Standard Roof SV V8 $29,790 USD
Manufacturer’s Suggested Retail Prices* (MSRP) for the 2012 Nissan NV High Roof models include:
Model/Roof/Engine
NV 2500 High Roof S V6 $27,990 USD
NV 2500 High Roof SV V6 $29,590 USD
NV 2500 High Roof S V8 $28,890 USD
NV 2500 High Roof SV V8 $30,490 USD
NV 3500 High Roof S V8 $30,590 USD
NV 3500 High Roof SV V8 $32,190 USD
About the 2012 Nissan NV
Scheduled to launch in spring 2011, the Nissan NV is available in three models, NV1500, NV2500 HD and NV3500 HD, and in two roof configurations – Standard Roof and High Roof. The NV is the first commercial van to offer rugged body-on-frame construction combined with a High Roof, offering most users the ability to walk, stand and work in the cargo area.
The NV’s rugged, masculine design combines a full-length hood with access to the engine for service and maintenance, along with signature Nissan styling cues such as large headlights and vertical grille. The broad bodysides project a serious commercial vehicle appearance and provide ample room for company logos and advertising messages. The tall, wide doors offer easy access to the cargo area.
Inside the cab is a roomy comfortable interior with wide, supportive seating and an expansive instrument panel. The passenger seat includes a segment-exclusive fold-down feature, providing a convenient worktable. An available lockable center console offers innovative storage compartments and space to hold binders, hanging file folders and a laptop computer. Other convenient storage spaces include a wide overhead console (available with High Roof models), underseat storage drawers (NV2500 HD and NV3500 HD models) and large door pockets.
The NV also provides exceptional utility, thanks to a long, wide cargo floor, square-top wheelwell housings and nearly vertical sidewalls. Along with maximizing cargo space, the sidewalls accommodate aftermarket storage systems without excessive modification. The cargo area also features a full-length inner panel to prevent cargo from denting the vehicle’s outer skin (SV models). There are also multiple integrated reinforced mounting points for durable installation of cargo customization equipment.
Powering the rear-wheel drive Nissan NV is a choice of two powerful yet fuel-efficient engines – a 4.0-liter V6 rated at 261 horsepower and 281 lb-ft of torque, and a 5.6-liter V8 rated at 317 horsepower and 385 lb-ft of torque. Both are mated to a standard 5-speed automatic transmission.
Source Nissan - MyCarData
Nissan designers were wise to give their Rogue styling based on the popular mid-size Murano crossover. The Murano has been one of my favorite vehicles since driving the first-generation on a long-distance road trip in 2003. As much as any other SUV, it looked upscale and drove the same way.
Rogue sits a little lower on its Sentra-based chassis than most other crossovers, giving it firm and planted appearance. That also eases entry and exit for passengers. An eggcrate grille with chrome “medallion” center and large air intakes through the bumper dominates the front. Clear lens headlamps wrap from the bumper tops into the hood and to the vehicle sides. Wheel well flanks were flattened to contrast with the otherwise sculpted sides, arching roof, and rising windowlines. The rear parts air with flush window glass and wrap-around taillamps. Seventeen-inch alloy wheels look as good as they work. From some angles, the Rogue looks a little frumpy, but is generally pleasing.
My favorite part of the Rogue is its interior. Unlike some other compact SUVs, nothing about the Rogue’s cabin feels low rent. You immediately notice a spacious interior, ample rear legroom, and sportiness. Our test vehicle came with a three-spoke steering wheel that includes audio and cruise controls. It was rubber instead of leather, but felt good all the same. Supportive and comfortable bucket seats were perfectly upholstered in a canvaslike material that should prove weather- and kid-proof. A dash-mounted Garmin navigation system, XM Satellite Radio, large drinkholders, easy-to-use climate controls, and large analog gauges take the Rogue several steps above steerage. A manual shift mode in the console allow drivers to control the powertrain as they wish.
Murano envy continues when you put the Rogue in drive and power away. With 170-horsepower available from a 2.5-litre four-cylinder engine, drivers will want to tap-tap the transmission often. The continuously variable trans. (CVT) is basically gearless with belts that adjust on pulleys to find the optimum gear ratio. Stepping hard on the gas brings the eerie sound of a high-powered weed-eater, but quickly seems normal. Automatic all-wheel-drive, electronic stability programming, and four-wheel anti-lock brakes tell slick roads to, “Bring It On!” Around town, or flat out on the Interstate, the Rogue seemed quick and determined. Fuel economy is rated 22/26-MPG city/highway.
Driving the Rogue is definitely related to the Murano, but also other great-handling Nissans like the Sentra, Altima, and Maxima. Everything about the vehicle feels more solid and refined than you would expect. Steering is firm, but precise while the four-wheel independent suspension rumbles over rough pavement without unsettling anything and is actually fun on curvy roads. Highway trips are also a joy as the steering tightens up nicely at speed and the chassis settles in for a high-speed scamp.
While I had the car, I picked up my parents and grandmother for lunch. Four of us had no problem fitting inside and my grandmother’s walker slid into the cargo area with room to spare. While sitting in back, I noticed the door panels were molded in hard plastic instead of soft vinyl as in the front – an apparent concession to either cost or children’s sticky fingers. As my dad pointed out, there is a bit of road noise in the rear, but nobody ever said the Rogue was an Infiniti. I doubt few owners will ever notice.
I only have one problem with the Rogue - its $27,105 price tag. It is a nice little crossover, but it is hard to swallow a Sentra-based wagon that is nice, but not an Infiniti in any way, that commands a price near $30k. I would like the Rogue much more with a price tag about $5,000 less. It will take a bit more to command prices in that league.
Still, Rogue was named “Best New Small Crossover” by Kiplinger’s magazine and earned MotorWeek’s “Driver’s Choice Aware for Best Small Utility.” NHTSA gave it 5 stars for side-impact crashes. In virtually all ways, the Rogue is a star, proving it is ready for the coming battle for your compact crossover dollars.
2011 Nissan Rogue SV AWD
Five-passenger, AWD Crossover.
Powertrain: 170-HP 2.5-litre I4,
CVT auto. trans.
Suspension f/r: Ind./Ind.
Wheels: 17”/17” f/r.
Brakes: disc fr/rr with ABS.
Must-have features: Style, handling.
Fuel economy: 22/26-MPG city/hwy.
As tested price: $27,105.
By Casey Williams - MyCarData
This crazy bug-looking mini-crossover pulled up in front of the United terminal at the airport, looking like a vision with its California plates and West Coast style. Its design draws from motorcycles and rally cars, but is most remembered by the big yellow mantis eyes that are visible from the helm. Four doors, Beetle shell, and a bit of Z DNA throw us to a future where utes are mini and Jukes are cool. I hopped in.
When the Juke was introduced at Rockefeller Center last March, one had to wonder if Nissan had unplugged from the Leaf’s grid and rolled too far off the trail. The company was aiming to lure youth with a cool car that crosses the all-road performance and fun of a European rally car with the screaming delight of a motorcycle. If commentary while driving the Juke is any indication, the car is as likely to attract as many fun-loving empty nesters as avant garde college kids.
Crossing the illuminated “Juke-lit” kick plates takes passengers to a world of two-wheelers and technology. Elements like the two-coat pained center console that was designed to remind us of a fuel tank, matching bits on the doors, hooded instrument binnacle, and piano black gloss around the center controls brings in motorcycle style. Bolstered two-tone sport seats, gear selector high up like in a race car, and push button ignition (with passive entry) would comfort performance drivers. A rear view camera, in-dash navigation, real-time traffic monitoring, power moonroof, automatic climate control, and 60/40 split/fold rear seats add convenience. Heated leather seats would only make a better perch from which to sling this shot down the road.
Revving more like a motorcycle than a motorcar, the 1.6-litre Direct Injection DOHC four-cylinder, fortified by a turbo, generates 188 horsepower and 177 lb.-ft. of torque. Front-drive models are available with a six-speed manual transmission, but all-wheel-drive funsters like our test car come standard with a continuously-variable (CVT) automatic. A manual shift mode simulates shift points so the CVT behaves less like a weedeater and more like a Getrag-6. Getting major bang for minor buck, the little turbo banger turns in 25/30-MPG city/hwy.
Juke’s rally car heritage can be found in the way its four wheels act as electronically-enabled stabilizers. Nissan’s “torque-vectoring” all-wheel-drive can shift power between the front and rear axles, as well as side to side between the rear wheels depending on where the system detects the most friction.
Controlled through a cool screen in the console, there are also three different throttle, transmission, and steering response settings. “Normal” is used for everyday driving and lets the CVT move through its range at will. “Eco” mode reduces throttle sensitivity to conserve fuel. My favorite, “Sport” mode, quickens the steering, moves the CVT through pre-set gear ratios as in a typical automatic transmission, and makes the throttle much more sensitive. Punch the gas, and the car reacts. Put it into a corner and a big curve-eating grin comes across your face.
The Juke torque-vectored its way through winter’s anger with skill, never putting a wheel wrong even when old ladies in old cars were kissing face with ditches and fast food restaurant dumpsters. Powertrain migrations could easily be confused with a Subaru’s in the way they masterfully make use of every bit of friction to move the car in one’s intended direction. Besides poor weather performance, the AWD system helps control understeer on dry pavement, giving the Juke remarkable balance. When AWD can’t hold its own, four-wheel anti-lock disc brakes, stability control, and grippy 17” sport tire-tread alloys stabilize rapid demons.
Wearing snow shoes or track shoes, good on slippery streets, and a real star with torque vectoring AWD on the slinky twisties, the Juke is a pro. Like an automotive Johnny Weir, it is a little flamboyant in its look, but brings game and is the consummate professional on the fly. Impressed, I get out. With an as tested price of $24,260, competitors include the Mini Countryman, Subaru Impreza, and Jeep Compass.
2011 Nissan Juke SV
Five-passenger, AWD Crossover.
Powertrain: 188-HP 1.6-litre T4,
CVT auto trans.
Suspension f/r: Ind./Ind.
Wheels: 17”/17” f/r.
Brakes: disc/disc fr/rr with ABS.
Must-have features: Cool performance.
Manufacturing: Japan.
Fuel economy: 25/30-MPG city/hwy.
As-tested price: $24,260.
By Casey Williams - MyCarData
There, now that I have your attention, let’s look into the second-generation of the vehicle that launched Nissan into the car-based compact crossover sports utility vehicle market in 2008, joining a lineup that had until then only had the midsize Murano crossover.
Nissan has had a good run with its small trucks and truck-based SUVs. But when the compact crossover market exploded in the late 2000s with CUVs from Chevrolet, Pontiac , Ford, Mercury, Toyota , Kia, Hyundai, Honda and Land Rover, it took them a while to take the compact Sentra platform and make it a tall, small station wagon. Nissan’s recipe was to plant it on a 105.9-inch wheelbase, add a bit of ground clearance, make it seven inches taller, and give it a choice of front- or all-wheel-drive. Since then, they have added the smaller Juke, more of a crossover sports sedan. But for now, it’s time for a Rogue trip.
· Rogue reality – Take some Murano, add some Sentra and Venza, and the result was the Rogue. The design has been freshened for 2011 with a more streamlined nose with chrome grill that flanks a flattened V-shaped central grill with Nissan emblem. Large headlights sit in slightly scalloped recesses for a more interesting look, while the smooth bumper gets a wide lower air intake flanked by inset fog lights and some lower air dams. A slight edgy design line forms the upper fender line, while flattened flares frame P225/55R18-inch Dunlop radials in 10-spoke alloy wheels. A design line runs aft off the front fender flares to become a rounded shoulder line that melds into the large taillights, while the lower window sill line rises up to form a graceful curved D-pillar that meets the rounded roofline. That arching roof line has buff alloy roof rails as it meets a rear spoiler over the rear window – optional crossbars make it more functional. There’s a nice new dash of chrome in the side door guard molding, chrome door handles and a new chrome hatchback trim over the license plate. The black lower fascia has a single stainless steel exhaust pipe tip. For those who want more bling in their Rogue, a Krom Edition exists with different 18-inch wheels and a center-exit sport-tuned exhaust. It’s a cleaner design thanks to the second-gen updates, encased in a 183.3-inch overall length, one of the longest in its class, Nissan says. But there are more stylish compact crossovers out there, like the new Kia Sportage.
· Rogue roominess – Black over gray shades the nicely detailed interior, which starts with a padded dash and door tops and a cowled gauge package with chrome-ringed 160-mph speedometer with inset gas gauge, and 8,000-rpm tach with inset temperature gauge. They flank a white-on-black LCD trip computer display (distance-to-empty, average fuel consumption, average speed, elapsed time and outside temperature). The leather-trimmed three-spoke steering wheel has audio system and Bluetooth cellphone controls on the left, and cruise controls on the right, but is only tilt-adjust. The dash center gets a gentle redesign to accommodate a Bose sound system center speaker on top, then there are infinitely adjustable air vents over a new Nissan Navigation System with smallish 5-inch color touch screen display. Its graphics look a bit like some aftermarket navigation systems I could name, but are clean and easy to read except in direct sun, when the display washes out. The screen handles a good AM-FM-XM Satellite audio system with XM NavTraffic and a new rear-view camera. Shift to the “audio” screen in nav mode, and you get a window on the right with next turn arrow, expected arrival and miles to address – smart! Underneath it, three big dials for the powerful a/c system and a 12-volt outlet. Two big cup holders sit aft of the gearshift, lit at night by a small amber LED spotlight overhead. There’s another 12-volt outlet and MP3 and USB audio ports under the center arm rest, with lots of storage room. Interior notes - the glove box door opens low into a passenger’s knees, but reveals a big storage area. The door map pockets are small, without a water bottle holder usually seen these days. I still don’t like the placement of the power mirror control and stability control buttons, out of sight on the lower left side of the steering wheel. Inputs made on the touchscreen make “klock!” sound, which is different. The navigation screen gets a birds-eye and flat view, nice at this price level, But it’s a bit dark in here despite the alloy and gray touches – maybe some fake wood would do the trick. ; The gray leather bucket seats are firm and supportive, the driver getting 6-way power adjustments and power lumbar support. Both front seats get dual-level heaters. Access to the rear seat is just fine, with good head and leg room for two adults on a low bench, three in a pinch. Rear seaters get a dual cup holder at the rear of the front console, but no center armrest. There’s ample storage room aft of the seats - 28.9 cubic feet, expandable by dropping the 60/40 split-fold bench seat down. No third row seat, but there is a removable cargo tray under the carpeted floor for muddy boots, etc. The rear hatch opens high enough for a 6-footer to stand under – just. And the fold-down front passenger seat lets you haul something long, making for more than 8.5 feet of front-to-rear cargo space. Ultimately, there’s some nice bits of luxury and precision in here, only a bit of wind noise from the side mirrors and roof rack at highway speed in a mostly quiet cabin.
· Rogue road manners – Under the hood is a standard 2.5-liter DOHC 16-valve inline 4-cylinder with 170 hp and 175 lb-ft of torque. It’s hooked to an Xtronic CVT (continuously-variable transmission) with switchable overdrive. That means the engine revs rise until it finds its sweet spot under acceleration, and the CVT’s belts and pulleys do the ratios instead of gears. The first-gen Rogue I tested four years ago hit 60-mph in 8.5 seconds, the engine hovering around 5,000-rpm as the CVT spun its way to the ideal torque spot. Our second-gen Rogue, with the same engine and front-wheel-drive as well, did it in 8.7. That still pretty good compared to a RAV4 and CR-V, which are closer to 10 seconds in their sprints to 60-mph, while the new 176-hp Kia Sportage matches the Rogue. Passing power was good, but you have to get used to the engine revs climbing and staying there, unlike the rise and fall of an engine with a regular gearbox. Rogue fuel economy is rated at 22 mpg City/28 mpg Highway for the front-wheel-drive model; we netted an indicated 21- to 25-mpg in mixed driving, better than the average 17-mpg we got with the last one we tested. Based on Nissan’s “C” (read: Sentra) platform, with subframe-mounted front independent struts with coil springs and a rear independent multi-link suspension with aluminum upper links, the ride was firm and responsive for a crossover. It was also comfortable. We could point this crossover into a turn and it would stay planted, only showing a touch of understeer when pushed, aided by standard stability and traction control. It had almost sedan-like handling and nimble. I’m still not a fan of the electric power-assisted steering, which had a stiff on-center feel, but it was precise. The all-wheel power (11.84-inch front/11/68-inch rear) disc brakes had a good pedal feel and control with ABS and brake force distribution and brake assist, with solid stops with minimal ABS intrusion when used hard. For safety, dual-stage front air bag; front seat-mounted side impact air bags; and roof-mounted curtain side impact air bags with rollover sensor.
· Nissan numbers – The Rogue comes two ways - Rogue S and our Rogue SV. The starter Rogue S is $20,810 for the S. Our SV with SL package was $27,070, with standard 6-way power driver’s seat with power lumbar support, rear view monitor, Bluetooth hands-free cellphone system, keyless entry and start, leather-wrapped steering wheel, 18-inch alloy wheels, navigation system, Bose 7-speaker audio system with subwoofer, auto-dim rearview mirror, automatic Xenon headlights, moonroof, climate control and front fog lights. For comparison, the Kia costs less, and has a few more horsepower and the most dramatic styling of the competitors. It was also pretty nimble, but its electric steering was too artificial. The RAV4 is almost as quick, and pretty nimble, as is the RAV4, although they both cost more. And there’s others in the crowded field to consider, like the nice Chevrolet Equinox and its GMC sister, the Terrain, plus the Ford Escape, VW Tiguan, Hyundai Tucson, Mitsubishi Outlander, etc.
· Bottom line – The Rogue is no cad. It’s a roomy, comfortable, sure-footed crossover with solid performance and handling. The restyle was minor, making a simple look nicer, but it blends in a bit with the world around it. Still, with a price that’s less than some of the imports and even some of the domestics, with the right options, the Rogue could be a smart choice.
Vehicle type - 5-passenger compact crossover
Base price - $27,070 (same as tested)
Engine type – aluminum DOHC, 16-valve in-line four
Displacement – 2.5 liters
Horsepower (net) – 170 @ 6,000 rpm
Torque (lb-ft) – 175 @ 4,400 rpm
Transmission – continuously variable transmission
Wheelbase – 105.9 inches
Overall length – 183.3 inches
Overall width – 70.9 inches
Height – 66.3 inches
Front headroom – 39.3 inches
Front legroom – 42.5 inches
Rear headroom – 37.6 inches
Rear legroom – 35.3 inches
Cargo capacity – 28.9 cu. ft./57.9 with 2nd row folded
Towing – up to 1,000 lbs.
Curb weight – 3,429 lbs.
Fuel capacity – 15.9 gallons
Mileage rating – 22 mpg city/28 mpg highway
Last word – A nice choice for a Rogue trip
By Dan Scanlan - MyCarData.com
Mitsubishi Motors Corporation today, on World Environment Day, unveiled the production version of the i-MiEV1 2 new-generation electric vehicle (EV), describing it as "the pioneer that will open the door to the next 100 years of our automobile society." The i-MiEV will go on sale on the Japanese market in late July of this year.
The i-MiEV represents the crystallization of some 40 years of electric vehicle development at Mitsubishi Motors. The company is presenting the production i-MiEV as the ultimate eco-car, a solution to the various challenges the automobile faces today including environmental pollution, global warming and the depletion of petroleum-based energy supplies. The company will continue its extensive collaboration with both private and public sectors in Japan and overseas in developing infrastructure to promote ownership of EVs.
Mitsubishi Motors expects to distribute, on a maintenance lease3 basis, some 1,400 i-MiEV models in fiscal 2009 principally to corporations and to local authorities. The company plans to start sales of i-MiEV to individuals in April 2010 and will start taking orders on the Mitsubishi Motors web site in late July of this year.
1: MiEV: Mitsubishi innovative Electric Vehicle
2: i-MiEV : For the full production model a hyphen has been added to the name by which the advance experiment and proving models have been known.
3: Maintenance lease: A lease in which the monthly payments include some of the taxes, insurance and maintenance costs.
The i-MiEV
i-MiEV : Overview
The i-MiEV makes maximum use of the long wheelbase that stems from its base model the "i" minicar's rear-midship layout to install a large capacity lithium-ion drive battery under the floor and the power unit under the luggage compartment. This provides a cruising range that is ample for everyday use without compromising the generous seating or luggage space of the "i."
The introduction of the MiEV OS (MiEV Operating System)4 - an advanced integrated vehicle management system into which the company has poured its wealth of know-how garnered from many years of EV research and development - has provided the kind of high performance and reliability that befits a new-generation EV.
4 Generic name for the integrated vehicle management system developed by Mitsubishi Motors for new-generation EVs.
Principal product features
1. Zero drive-time CO2 emissions
The i-MiEV is a zero-emissions vehicle (ZEV) which produces no CO2 emissions while being driven. Even when the CO2 gas emitted at power generating stations is taken into consideration, the i-MiEV generates approximately one-third of the CO2 produced by the gasoline "i" minicar (Calculated in-house based on the average of electric energy frameworks in Japan).
2. Driven 100% by electrical power
The i-MiEV is very economical because it only uses electrical energy as its power source. Also, depending on electric power company rate fees, the running cost can be reduced further by charging the battery when off-peak (late night) rates apply5.
5An application must be submitted to the electric power company to qualify for domestic late night rates.
3. Quiet, agile, comfortable performance
The i-MiEV delivers the quiet and comfortable motoring experience only possible from an internal combustion engine-less EV. Maximizing the excellent response and high low-end torque inherent to its electric motor i-MiEV enables a level of responsive and powerful performance that surpasses that of the gasoline-powered turbo engine "i" minicar.
4. Ample range for everyday minicar use
The i-MiEV has a single-charge range of 160 km6 in the Japanese 10-15 mode urban driving pattern. This gives it a range that is ample7 for everyday minicar use.
6 Actual range will vary depending on weather conditions, road congestion and on how the driver operates his vehicle (use of accelerator, climate control system, etc.)
7 A nationwide survey in Japan indicates that on average 90% of car drivers cover less than 40 km/day on weekdays and that 80% cover less than 60 km/day at weekends and holidays (in-house research).
5. 3 ways to charge the battery
The i-MiEV uses a 3-way charging system that allows the drive battery to be charged at home or when out and about. For normal charging i-MiEV is connected to either a standard 100-volt or 200-volt domestic outlet using the charging cables supplied with the vehicle. The i-MiEV's battery can also be "quick charged" at quick-charge stations which are currently being established throughout Japan.
Charging time guide 8
Method Power source Time
Normal** 200V AC (15Amp) Approx. 7 hours (full charge)
100V AC (15Amp) Approx. 14 hours (full charge)
Quick 200V 3-phase (50 kW) (Using quick-charger gun) Approx. 30 mins. (80% charge)
8 Actual charging times may vary depending on such factors as air temperature and power source status.
** The normal charging gun and normal charging connector were jointly developed by Toyota Motor Corporation and Yazaki Corporation.
Advanced technology
1. Main powertrain components
(1) Drive battery
The i-MiEV is powered by a very high energy-density lithium-ion battery manufactured by Lithium Energy Japan9. The large-capacity drive battery is comprised of 88 lithium-ion cells connected in series and is installed under the floor in the center of the vehicle. This configuration contributes to outstanding handling and stability due to the car's low center of gravity.
9 Joint venture established on December 12, 2007 between Mitsubishi Motors, GS Yuasa Corporation and Mitsubishi Corporation to develop, manufacture and sell large-capacity and high energy-density lithium-ion cells for EV use.
(2)Motor (power unit)
The i-MiEV uses a high-efficiency compact and lightweight permanent magnet synchronous electric motor specially developed for the vehicle. It generates maximum torque from low engine speeds to deliver powerful response and a comfortable ride experience. When the vehicle slows down the regenerative brake system causes the motor to operate as a generator. The electrical energy recovered is stored in the drive battery.
(3)Transmission
The i-MiEV uses a lightweight and compact single-speed reduction gear transmission, exploiting the high low-end torque inherent to the electric motor and eliminating the need for complex gear shifting mechanisms as found in internal combustion engine powered vehicles.
(4)On-board charger
The i-MiEV comes with a compact, lightweight on-board charger that allows the drive battery to be charged using a domestic 100V/200V AC line.
(5)DC/DC converter
The DC/DC converter is used to charge the 12-volt auxiliary battery and power electrical equipment. It is integrated with the on-board charger in a single unit to reduce size and weight.
(6) Inverter
The i-MiEV 's motor is driven by an alternating current. The inverter converts high-voltage direct current from the drive battery to alternating current and supplies motor with the power required to drive the vehicle.
2. Combination meter display
The combination meter instrument cluster is comprised of a power meter that presents a visual display of power consumption and energy recovery status, a drive battery residual charge indicator that indicates how much remaining power there is left in the drive battery, and an available range indicator that displays an estimate of how far the vehicle can be driven on the basis of average power consumption over the last few kilometers.
3. Shift selector
The shift selector provides the three positions described below that allow the driver to choose between maximum fun, maximum economy or maximum regenerative brake bias.
D-position: Generates gutsy torque in direct response to accelerator input and allows the driver to enjoy i-MiEV 's performance potential to the maximum. Eco-position: Reduces power output and consumption to deliver maximum economy. B-position: Increases the regenerative brake bias. Power output is the same as for D.
4. Climate control
The i-MiEV 's climate control system features air conditioning with an electrically powered compressor and a heating system which circulates warm water heated by an electric heater. The control dial provides six-step manual adjustment of both cooling and heating temperatures. The system reduces power consumption by minimizing occasions when both cooling unit and the heater operate together.
5.Safety features
(1)Drive battery protected by sturdy frame
The high-voltage system, battery pack included, is located inside the body frame and is further protected by a well-crib frame against damage from any direction of impact.
(2) Integrated vehicle management system: MiEV OS
The MiEV OS (MiEV Operating System) gathers data and information from all the major EV components to provide integrated management of the i-MiEV 's performance. The advanced management system constantly monitors battery status and the energy recovered from the regenerative brakes while regulating output to ensure smooth and powerful acceleration from a full stop. As a result the system optimizes and minimizes energy consumption while delivering road performance that is comfortable, safe and reassuring.
Other equipment and trim
1.Body colors
The range of 8 body finishes includes monotones and two types of 2-tone color schemes.
(1)Monotones
Three monotone colors are offered: White Solid, Cool Silver Metallic and Raspberry Red Pearl (factory option).
(2) 2-tone schemes (factory option):
Type A: The two 2-tone color schemes that have been used to date to highlight the i-MiEV 's originality are available: Red Solid / White Solid and Cool Silver Metallic / White Solid. Type B: In addition two new 2-tone color schemes are available.
"Clean image:" White Pearl / Ocean Blue Metallic and White Pearl / Mint Green.
"Premium image:" Cool Silver Metallic / Black Mica.
2. LED headlamps and rear combination lamps
The i-MiEV is the first minicar10 and the first Mitsubishi Motors model to use LED headlamps, which throw a longer and wider low-beam pattern while also cutting power consumption. The rear combination lamps also use fast-illuminating LED emitters for the tail and stop lamps, making these lamps more instantly visible to following vehicles.
10 As of end May 2009, according to Mitsubishi Motors research.
3. PBS-bamboo fiber Green Plastic tailgate trim
The i-MiEV uses PBS (polybutylene succinate)-bamboo fiber Green Plastic for the tailgate interior trim. The use of PBS-bamboo fiber cuts life-cycle emissions (from extraction of raw materials to final disposal of product) of CO2 by some 10 percent compared with polypropylene.
4. Mitsubishi Multi-Entertainment System (MMES)
The i-MiEV is available with the Mitsubishi Multi-Entertainment System (with a 7-inch display and SSD navigation) that is built around solid state drive (SSD) technology to offer outstanding power saving and shock resistant properties. MMES is a factory-fitted option. The navigation database can be updated using SD flash cards and the company plans to use this feature to display the location of battery charging stations as they become available.
i-MiEV specifications
Drive System 2WD (rear-wheel drive)
Vehicle Weight/Dimensions L x W x H 3395mm x 1475mm x 1600mm
Wheel base 2550mm
Vehicle weight (kg) 1100kg
Occupants 4
Performance Power Consumption (10-15 mode driving pattern) 125Wh/km
Cruising range/charge (10-15 mode driving pattern) 160km
Drive Battery Type Lithium-ion
Rated voltage 330V
Rated capacity 16 kWh
Motor Type Permanent magnet synchronous
Model Y4F1
Max. output 47kW (64PS) / 3000 ~ 6000 rpm
Max. torque 180 Nm (18.4 kgf-m) / 0 ~ 2000 rpm
Sales information (for Japanese domestic market)
Sales target: 1,400 units (fiscal 2009)
MSRP: JPY 4,599,000 (consumption tax inclusive)11
JPY 4,380,000 (ex-tax) 12
(Price does not include recycling fee, insurance, taxes other than consumption tax or registration costs.)
Sales contract type: Maintenance lease
11 i-MiEV qualifies for "Subsidies for measures designed to promote introduction of clean energy vehicles," currently implemented by the Ministry of Economy, Trade and Industry. For fiscal 2009, intending owners are eligible to receive a maximum subsidy of JPY 1,390,000 on approval of an application submitted to the Next Generation Vehicle Promotion Center (The intending owner must apply for the subsidy and receive notification of its approval before the vehicle is registered).
12 Under current Japanese tax incentives to promote the ownership of eco-cars, the i-MiEV is exempt from the excise and weight taxes normally collectable on purchase of a new vehicle.
Source - Mitsubishi Motors
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