GM to stop production of hummer H1 supersized SUV

The vehicle never really made sense for the general public, but that didn’t stop General Motors from selling the ultra-humungous Hummer H1 to the average over-compensating Joe. Well, after shipping out about 12,000 of the gas-guzzling behemoths since 1992, GM has decided to remove the Hummer H1 from its lineup. The last of these 7,800 pound monsters is scheduled to roll off company lines this June.
I never quite understood why the average suburbanite would want this beast of a truck, which, by the way, only gets you about 11 miles on the gallon, and crawls up from 0-60mph in about 13.5 seconds.
According to Hummer GM Martin Walsh, the smaller Chevy Tahoe-based H2 is “more representative of the Hummer brand than the H1.” It will be interesting to see if they decide to continue to produce the Humvee for military purposes, however, because I can’t possibly expect the Department of National Defense ordering in the minute H3 for its most treacherous missions.

2010 Chevrolet Camaro - Review

The concept car for the new Chevrolet Camaro burst onto the auto-show circuit several years ago and received instant critical acclaim. After a long wait, the 2010 Chevrolet Camaro is here, and thankfully not much has changed on the styling front.

Reviews read by TheCarConnection.com tend to view the 2010 Chevy Camaro as the most appealing of the trio of Detroit pony cars (the other two being the Ford Mustang and the Dodge Challenger). The new Chevrolet Camaro, which is available in V-6-powered LS and LT trims, as well as the V-8-powered SS, strikes an unrivaled balance between retro styling cues and modern elements. Cars.com comments that, "though loosely styled after the 1969 Camaro, the 2010 model lacks the vintage look of the current Dodge Challenger or Ford's 2005-09 Mustang." Car and Driver agrees, praising the 2010 Chevy Camaro for its "evocative, contemporary styling" that recalls the nameplate's late-60s glory years but "thankfully misses being totally retro." Automobile Magazine says that, "out among traffic, the Camaro stands out," and not just for its unmistakably loud exhaust note. In a nod toward Chevrolet's other sportscar, Autoblog points out that "the reverse Mohawk in the roof is meant to tie the car to the twin-cockpit silhouette of the Corvette," a vehicle that also lends its V-8 engine to the Chevrolet Camaro SS. All told, reviewers are hard-pressed to find anything disappointing about the exterior, and early consumer reaction seems to be very positive as well.

While Chevrolet has, by all accounts, nailed the exterior design, reviewers aren't as impressed with the interior. Cars.com reviewers find that the interior "looks more retro than the exterior," with a few elements that are clearly reminiscent of the 1969 Camaro, and "the unique center controls may be off-putting for some." Car and Driver faults some of the 2010 Chevrolet Camaro's ergonomics, claiming that, "as great as the high-mounted squircle-shaped gauges and cool center stack look, the script is tiny and the buttons can be ergonomically challenging in operation." A couple of reviewers point out that the 2010 Chevy Camaro's interior is rather dark—Autoblog warns that "the high beltline, low roof and black interior don't let bundles of excess light to play within the cabin," creating a "somber" environment. Not everything about the interior is bad, however; Automobile Magazine praises the 2010 Chevrolet Camaro's instrument panel, noting that "the gauge and console layout is clean, tasteful, and modern."

Conclusion

The sculpted exterior of the 2010 Chevrolet Camaro evokes just the right emotions, but the dark interior can suck some of the joy out of driving this reborn muscle car.

Audi R15 TDI

The Audi R15 TDI, commonly abbreviated to the R15, is a Le Mans Prototype (LMP) racing car constructed by the German car manufacturer Audi AG. It is the successor to the Audi R10 TDI. Like its predecessor, the R15 TDI uses a turbocharged diesel engine, although the R15's V10 engine is physically smaller than the R10's V12. The smaller engine is pushed further toward the middle of the car than in the R10, resulting in a more neutral weight balance that gives the car better agility around the corners than its predecessor.

The car was tested for the first time in December 2008, before its official unveiling and competition debut at the 2009 12 Hours of Sebring race, 21 March 2009. Three R15 TDIs participated in the 24 Hours of Le Mans in June 2009, under the control of Joest Racing. Audi did not defend their American Le Mans Series, or Le Mans Series titles with the R15 TDI.

The R15 made its competition debut at the 2009 12 Hours of Sebring in March 2009, and followed this event at the 24 Hours of Le Mans in June.The R15 got off to a perfect start by winning the 12 Hours of Sebring, setting a new race record in the process, but then lost in its second entry.Peugeot, its rival, with its 908 HDi FAP, took the top two spots in the 24-hour race, ending Audi's five-win streak that lasted back to 2004 with the gasoline-powered R8.

The R15 TDI features a 5.5 litres (336 cu in)[4]Turbocharged Direct Injection (TDI) turbodiesel V10 engine, rated at over 600 PS (440 kW; 590 bhp) and 1,050 newton metres (774 ft•lbf) torque. The electrical system uses a lithium-ion battery, a first for Audi sports prototypes, as well as LED headlights,and a unique system of LED rear lights that are mounted on the rear wing endplate.

2010 Audi A5 Cabriolet Review

By Mark Atkinson

SOFT-TOP DOESN’T MESS WITH COUPE’S GOOD LOOKS

The reason why we’re here is that Audi’s aging A4 Cabriolet is replaced by the 2010 A5 Cabriolet. The gorgeous A5 Coupe is easily the company’s best looking product, but ask IS 350C owners if the clean design language of the original always gets translated properly to the drop-top.

Thankfully, Audi ignored the current trend towards folding metal hard tops that force styling proportions all out of whack to accommodate their awkward panel and motors. Instead, the A5 Cabrio uses a multi-layer soft top that folds away in only 15 seconds with one touch of a button. And it can be operated at speeds of up to 30 mph. When raised, the roofline nearly mimics the Coupe’s dramatic c-pillar, but doesn’t have the same aggressive rake to the rear window. When stowed, the Cabrio loses some of the visual flash, and it’s a very color-sensitive design.

Inside, the Cabrio benefits from the A5’s increased size compared to the old A4. There’s real space to sit in the rear seats, and there are reading lights embedded into the roof-liner. Without two rear passengers, the seats do fold flat and there’s even a full pass-through for long objects when stowed in the trunk. Otherwise, the design is nearly identical to that in the A5 Coupe, meaning excellent materials on the dash and seats, clean gauges, and a nicely sized steering wheel.

AUDI’S 2.0 TFSI ENGINE SLUGGISH BUT EFFICIENT

Since Audi abandoned the 3.2-liter V6 in the A4 and A5 Coupe, the Cabriolet is only offered with one engine: the familiar 211-hp 2.0 TFSI four-cylinder engine that uses advanced turbocharging and direct-injection to produce a grunty 258 ft-lbs of torque.

The Cabrio is offered in either front-wheel drive with a continually variable transmission, or with quattro all-wheel drive and a six-speed automatic transmission. Our tester featured the latter, which offers the most stability and control at the expense of a couple hundred pounds.

It’s a good thing that the engine is so eager because the extra weight from the convertible top and extra chassis reinforcements mean this is not an overly rapid machine. The 0-60 mph run takes 7.2 seconds, which is not terribly aggressive and falls well short of the G37 Convertible.

MORE CRUISER THAN PERFORMER

It’s also not one that’s overly happy once the road gets challenging either. And although Audi’s excellent Drive Select suspension and chassis-sharpening system is an option, I’d be willing to bet the A5 Cabrio has the lowest take rate across the company’s range. The steering is rental-car numb, and the standard 18-inch wheels and all-season tires are designed more for comfort than outright performance. Those wishing for a little more pop will step up to the excellent S5 Cabrio without thinking twice about it, or they’ll go shop at either BMW or Infiniti.

Perhaps an A5 with an S line package, which includes 19-inch wheels, sportier suspension, more supportive seats and some unique body pieces might appeal to those who prefer performance. Given the Cabrio’s reluctance to get out of its own way, it might not be enough to give it the car-nut’s nod.

The Audi does boulevard cruiser very well, and the cabin remains quite composed at speed when the roof is down. An optional wind blocker mounts over the rear seats, but that effectively turns the A5 Cabrio into a TT Roadster in terms of practicality.

One advantage of the itty-bitty turbo engine is the good fuel efficiency numbers compared to the V6- and V8-powered competition: 20/26/23 mpg city/hwy/combined is nothing to shake a stick at. With a 17-gallon tank, you’re looking at a 400-mile range.

THE VERDICT

As with all Audis, the A5 Cabrio comes with a small amount of equipment standard – even an auto-dimming mirror is optional on all but the top-end $52,000 Prestige models. When so equipped, the car has few real rivals in terms of construction, materials and atmosphere.

The base Premier model at $44,100 is the better buy, even if you do miss some of the toys. The BMW 328i, Infiniti G37 Convertible, Lexus IS350 C and Volvo C70 T5 all sit within a couple thousand dollars of the Audi’s starting price, and perhaps only the BMW is as stingy with the options.

However, the A5 Cabrio is good at its job – in other words providing a $50,000 tanning bed for four adults. Given than the four-ringed badge is building momentum with every new product, plenty will be sold in Miami, Los Angeles and Houston where what you drive is much more important than how well it drives

First Drive: 2011 Kia Sorento

By Eric Tingwall

For the gift of this global recession, Kia should be singing in the streets. While others have endured bankruptcy, brand dismemberment, and double-digit declines, Kia's sales and market share are up for 2009. But don't give all the credit to the Koreans' value image. The automaker has also been steadily feeding new -- and substantially improved -- products into the market. The 2011 Sorento is the company's latest effort and, like the Soul and Forte before it, this fresh crossover puts Kia into the mainstream mix.

Save for the name, the Sorrento is genuinely new from the ground up. A unibody architecture replaces the old body-on-frame design, and the optional four-wheel drive is now ready to step in at any time rather than waiting for the driver to switch it on. The two V-6s from last year have been replaced with new four- and six-cylinder engines. And an optional third row provides seating flexibility for occasional kid-shuttling duty.

In rain-swollen Georgia, we piloted a front-wheel drive V-6 Sorento between downtown Atlanta and West Point, where the crossover will be built at Kia's new $1 billion manufacturing facility. Immediately, we noticed the Sorento's solid chassis and well-tuned suspension that dismisses road imperfections adeptly without being too soft or too harsh. The Sorento also packs a new 273-hp, 3.5-liter V-6 that delivers smooth and linear acceleration. The 2.4-liter in-line four makes 172 hp but will likely only deliver a 1 mpg improvement in highway and city driving.

A six-speed manual is fitted to the base car, but almost all buyers will end up with the six-speed automatic. In most situations, the automatic transmission works well, however we found it reluctant to shift a few times. On the highway, when looking for a six-to-four downshift, we prodded the accelerator without response until finally the Sorento produced a dramatic, abrupt shift to third gear. Steering, braking, and handling, however, are all drama free.

The interior is comfortable, with supportive seats and logical controls. The middle row provides adequate legroom and the seatback angle is adjustable. Although the materials are on par with competitors, Kia hasn't perfected the finer details of texture, graining, and finishes. There's an abundance of matte black plastic where other automakers would inject a touch of style. Frankly, stepping up the interiors one more notch appears to be Kia's last major hurdle.

Kia's steady improvement in vehicle dynamics and quality has been an evolution, but the change in styling is a radical mutation. At the hand of former Audi designer Peter Schreyer, the vehicles have gone from pragmatic to passionate, with a recognizable family look. The Sorento is no exception. Where the last model was dull and derivative, this new crossover has its own personality. On top of a very capable vehicle, the design-not the price tag-adds a compelling reason to consider the Sorento. And that's something Kia should sing about.