Sunday, February 8, 2009
Monday, January 26, 2009
Thursday, January 15, 2009
The Lincoln C
Looking much like a Renault with Lincoln's "flying wing" '41 Continental retro cue grille, the C is about the length of the '11 Focus, but about 2.75-inches wider for three-abreast seating via two flat benches. Ford designers cite the '39 Lincoln, '56 Continental II and '61 Continental as inspiration. But the a-pillar is curved much like a Renault Espace's, and the c-pillar ends in a Clio-esque bustle trunk. While there's no tumblehome, a deep shoulderline accents the profile.
The stainless steel-like top is actually aluminum with a metalized paint, and the gray interior wood trim is recycled driftwood veneer.
The Lincoln C has more interior space than a '61 Continental, J Mays and Freeman Thomas proudly note. The engine, theoretically - Lincoln didn't open the hood -- is a planned 1.6-liter EcoBoost four with central direct injection, variable valve timing on both cams and an interesting stop/start system to shut down the engine for red lights and stop signs. Restarts use a fraction of the starter energy required for a cold start by injecting and igniting fuel in the cylinder closest to top-dead-center on the compression stroke. The six-speed, twin-clutch "Powershift" transmission uses more efficient dry clutches (Audi DSG's wet clutches require an oil pump). It gains 9-percent better fuel economy than a conventional automatic transmission, Ford says. Including some key weight savings, Ford expects the EcoBoost-powered C would get about 25-percent better fuel economy than a similar car with a 2.0-liter.
The stainless steel-like top is actually aluminum with a metalized paint, and the gray interior wood trim is recycled driftwood veneer.
The Lincoln C has more interior space than a '61 Continental, J Mays and Freeman Thomas proudly note. The engine, theoretically - Lincoln didn't open the hood -- is a planned 1.6-liter EcoBoost four with central direct injection, variable valve timing on both cams and an interesting stop/start system to shut down the engine for red lights and stop signs. Restarts use a fraction of the starter energy required for a cold start by injecting and igniting fuel in the cylinder closest to top-dead-center on the compression stroke. The six-speed, twin-clutch "Powershift" transmission uses more efficient dry clutches (Audi DSG's wet clutches require an oil pump). It gains 9-percent better fuel economy than a conventional automatic transmission, Ford says. Including some key weight savings, Ford expects the EcoBoost-powered C would get about 25-percent better fuel economy than a similar car with a 2.0-liter.
2010 Mercedes-Benz GLK-Class
2010 Mercedes-Benz GLK-Class GLK350 Sport Utility Performance & Efficiency Standard Features - 3,498 cc 3.5 liters V 6 front engine with 92.9 mm bore, 86.0 mm stroke, 10.7 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder- Premium unleaded fuel- Multi-point injection fuel system- 17.4 gallon main fuel tank 14.5- Power: 200 kW , 268 HP SAE @ 6,000 rpm; 258 ft lb , 350 Nm @ 2,400 rpm
2010 Mercedes-Benz GLK-Class GLK350 Sport Utility Exterior & Aerodynamics Standard Features - Body side molding- Body color front and rear bumpers- Chrome/bright trim around side windows, on side of body and on bumpers- Driver and passenger power partial-painted door mirrors- External dimensions: overall length (inches): 178.2, overall width (inches): 72.4, overall height (inches): 66.9, ground clearance (inches): 7.9, wheelbase (inches): 108.5, front track (inches): 61.7 and rear track (inches): 62.5- Front fog lights- Projector beam lens Xenon bulb headlights- Luxury trim alloy look on gearknob, wood/woodgrain on doors and wood/woodgrain on dashboard- Metallic paint- Rear window with defogger- Roof rails- Roof spoiler- Front to rear sunroof- Tinted glass on cabin- Weights: curb weight (lbs) 4,036 and max payload (lbs) 3,500- Windshield wipers
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