Pre-Indy 500 Solar Car Race In New Mexico Team

100th anniversary of the Indianapolis 500 this year. In the first week of May, before the air is filled with the raspy voice supercharged engine, iconic racetrack will host the show gasoline-free when 12 teams from around the country race their solar-powered car in the Formula Sun Grand Prix. A group of engineering students from the University of New Mexico will be racing three-wheeled, single seat vehicle, Lobo del Sol, which can hit speeds up to 70 mph.

Four drivers will take shifts because their car lap around the 0.9 mile closed track with the aim of racking the most mileage for three days of racing, explained Olga Lavrova, research assistant professor in the department of electrical and computer engineering university and advisor teams. Pod-like craft resembling a retro science fiction movies, Lobo del Sol is 6 feet and width 16 meters. Array 64-square-foot photovoltaic cells mounted on the front and back of the car to convert sunlight into electricity to run the engine, which uses between one and two kilowatts of power for normal driving. This compares with a microwave oven that uses an average of about 1.5 kilowatts of electricity.

The car also has an on board battery that stores enough energy to power the car for between half an hour and an hour in cloudy conditions or after sunset. The battery can charge from zero to full capacity in about three hours, Lavrora said.

“That’s the beauty of the solar cars: most of the daytime they don’t ever need to be plugged in,” said Lavrora. “If you need some capacity to drive after the sunset that’s when they have to be plugged in.”

“That’s why I am strong believer that solar should become a feature on more cars. A lot of times cars sit in the parking lot and it’s full-blast sunshine and you could be recharging your battery,” she said.

While lightweight cars, like the students’ racer, are readily juiced with solar energy, full-scale commercial solar cars are still a thing of the future since roof-mounted photovoltaic cells produce a minimal amount of electricity. This is because they occupy little space and their ability to function optimally is compromised since they lie flat, instead of being angled toward the sun like photovoltaic cells on buildings, according to MIT’s Technology Review.

Using stationary solar panels to charge the batteries of plug-in hybrids is a cheaper and more efficient way to harness solar power, according to the Review. Fully electric cars, like the Nissan Leaf, can be charged the same way.

However, small buggy-like solar machines do exist. The Venturi Eclectic, an electric car that has solar panels and a wind turbine on the roof, and can also be plugged in to charge, has been on the market since 2007. Popular Mechanics described the vehicle as “very comfortable and manageable as an urban get-around car,” while referring to it as a “golf-cart-on-steroids” with “slightly-better-than-motorcycle crash protection.” The French made car can reach a maximum speed of 30 miles per hour and has a range of 30 miles.

Lavrora pointed to the new Toyota Prius, which comes with the option of having solar cells installed on the roof, as an example of the incorporation of solar technology into car design. The cells do not power the car, but rather run fans that extract hot air from the car when it’s parked, which cools the car down so the air conditioner doesn’t have to work as hard.

When asked what she envisages for solar power’s contribution to transportation in 10 years time, Lavrora said she sees people making use of small, solar-powered commuter cars on a “when needed” basis. These cars might form part of car sharing networks, similar to Zipcar, she explained.

Solar power could also be used in more buildings and be used to power streetlamps and traffic lights, she said.

Solar power could already be more widely used, but its implementation is being held back because tax breaks are given to oil and mining companies while very few are given to solar and wind companies, she said.

“And then, of course, you hear the general public complain that solar is so expensive. Well, the truth is gas and oil has been made cheaper for us through subsidies and that’s why nobody is complaining about it,” she said.

New Toyota Matrix 2011

The 2011 Matrix is due a minor styling facelift and its sporty and all-wheel-drive (AWD) models will likely get a new engine. The 2011 Matrix will remain basically a station wagon version of the 2011 Toyota Corolla compact sedan but with the additional benefit of available AWD. Toyota is phasing-in the installation of an electronic brake override designed to thwart sudden acceleration and every model-year 2011 Matrix will have the upgrade. Most 2010 models should have it as well.

Should you wait for the 2011 Toyota Matrix or buy a 2010 Toyota Matrix? Wait for the 2011 Matrix if you want the latest styling tweaks or you’re interested in a bit more power. Neither should be compelling enough, however, to pass up a great deal on a 2010 Matrix if you need a compact wagon now. Toyota’s extending generous cash-back and low-interest incentives as it tries to recover from sales lost during the sudden-acceleration recall. Obviously, verify with your dealer that any 2010 Matrix you’re considering has the brake-override system as well as the modified gas pedal and replacement driver’s-side floormat fitted as part of the recall.

With miles of style and attitude to spare — the 2011 Matrix is ready for whatever, whenever. With its low profile and wide track, Matrix has performance inspired styling backed up by the power beneath the hood.

The S Package—available on both Matrix and Matrix AWD—brings out Matrix's aggressively sporty attitude courtesy of 17" Aluminum Alloy Wheels with Wheel Locks, Sport Grille, Fog Lamps, Power Moonroof, Roof Mounted Spoiler, Chrome Exhaust Tip, Colored Mirrors, and Sport Front & Rear Fascia. The performance inspired XRS is set off by its newly redesigned Front Grille, Fascia and Rear Bumper in combination with Front and Rear Underbody Spoilers, Fog Lamps, 18" Aluminum Alloy Wheels, Scuff Plates, and XRS Badging.

The 2011 Toyota Matrix will likely receive slight modifications to its grille and front fascia, minor changes to its taillamps, and perhaps new wheel designs. . Revisions to passenger-compartment textures and graphics would be welcome, too. Otherwise, this 2011 Toyota will retain the shape and size the second-generation Matrix sported when it debuted as a 2009 mode. 

That means a slightly disheveled collection of arcs and angles on a vehicle that’s taller than the typical compact car but not as long overall. Matrix’s shape translates to great head room and lots of cargo space, though rear-seat knee clearance is modest. Newer arrivals to the category of hard-to-define mobility boxes tend to be less lengthy still, and taller, too. These include the Kia Soul, Nissan Cube, and, from Toyota’s own youth brand, the Scion xB. Matrix’s competitive set, however, is broad enough to include compact four-door hatchbacks like the Mazda 3 and true compact wagons, like the Hyundai Elantra Tourin.

None of these rivals offers AWD, though. Just 10 percent of Matrix buyers choose it over the standard front-wheel-drive, but having AWD available does qualify Matrix as a sensible on-road alternative to bulkier compact SUVs. One competitor the 2011 Matrix won’t have to contend with is the very vehicle more like it than any other: the Pontiac Vibe. A Matrix with different (and nicer-looking) sheet metal, the Vibe has been discontinued along with the Pontiac brand.

Every 2011 Toyota Matrix will have the brake-override system, which is designed to cut engine power if the accelerator and brake pedals are applied simultaneously. Toyota is poised to make some changes beneath the hood of the 2011 Corolla, and since Matrix shares the same selection of four-cylinder engines, it should receive similar treatment. 

The entry-level 2011 Matrix is likely to again be called the Matrix Standard and should carry on with a 132-horsepower 1.8-liter engine rated at 132 horsepower and 128 pound-feet of torque (Think of torque as the force that gets you moving, horsepower as the energy that sustains momentum.) However, the 2011 Toyota Matrix S and sporty 2011 Toyota Matrix XRS models are apt to exchange a 158-horsepower 2.4-liter for a 169-horsepower 2.5-liter. Already used in the midsize Toyota Camry, the 2.5-liter would have only marginally more torque than the 2.4, 167 pound-feet to 162. But the 2.5 is a newer design that should deliver better gas mileage. Fuel economy would further improve if Toyota upgrades the automatic transmission available in the Matrix S and XRS models, from a five-speed to a more efficient six-speed, as in the Camry. 

The automatic used in the 2011 Matrix with the 1.8-liter engine will almost certainly remain a four-speed, for cost-savings. All these models will likely continue with a five-speed manual transmission as standard. They’ll also come with front-wheel drive, which places the weight of the engine over the driven wheels to the benefit of traction in wet conditions. AWD is an alternative exclusive to the Matrix S model. Not intended for off-road use, the system is designed to maximize traction on wet or snowy pavement. It automatically reapportions power to the rear wheels when the fronts begin to slip, then reverts to front-wheel drive when grip is restored. A four-speed automatic has been the only transmission available on AWD Matrix S models. 

Toyota will need to determine if fuel-efficiency gains would offset the added cost of any 2011 Matrix powertrain revisions. But upgrades would help performance, too. Currently, the Standard model can feel slightly underpowered and driving a Matrix really is entertaining only when you combine the XRS with manual transmission. Toyota already enhanced Matrix’s safety equipment for model-year 2010, making an antiskid system – also known as stability control -- standard on every model, not just the XRS.

Toyota will not announce 2011 Matrix prices until shortly before the car goes on sale. But even with a new engine and possible new transmissions, 2011 Matrix prices won’t climb much above model-year 2010 levels. (Base-price estimates in this review take into account the manufacturer’s mandated destination fee. Toyota’s fee for factory-delivered cars was $750 for model-year 2011; Toyotas in some southeastern states are delivered by independent distributors and may carry different destination fees.)

The best-selling model in the 2011 Matrix line should again be the Standard. Estimated base price for the 2011 Toyota Matrix Standard is $17,450 with the five-speed manual transmission and $18,260 with the four-speed automatic.

Expect 2011 Toyota Matrix S pricing to start around $19,500 with manual transmission, $20,700 with automatic. Power windows and locks, remote keyless entry, a household-type power outlet, and a leather-covered steering wheel with audio controls should again be among S-model upgrades over the Matrix Standard. Estimated base price for the Toyota Matrix S AWD is around $21,800.

The 2011 Toyota Matrix XRS prices would start at an estimated $21,840 with manual transmission, $23,100 with automatic. Positioned as the sportiest Matrix, the XRS has included 18-inch tires instead of its stable mates’ 16s or 17s. And the XRS and the AWD S are the only Matrix models with a handling-oriented independent rear suspension instead of a budget-conscious torsion-beam setup.

Returning as key options for the 2011 Matrix should be a Power Package that brings the Standard model close to S-level equipment for around $1,000. Toyota could decide to add cruise control to the 2011 Matrix Standard or S model instead of charging $250 extra as it did for model-year 2010. A power sunroof should continue as an option on all 2011 Matrix models for around $900. The navigation system will probably again be confined to Matrix S and XRS models, where it has been available for about $1,800 and $1,300, respectively.

Mileage estimates for the 2011 Matrix had not been announced in time for this review. But with no expected change in powertrain the 2011 Toyota Matrix Standard’s fuel-economy rating should remain 26/32 mpg city/highway with manual transmission, 25/31 with automatic.

If the 2011 Toyota Matrix S and XRS get the larger engine and it’s coupled to a six-speed automatic transmission instead of a five-speed, expect these models to squeeze out another mile per gallon or two in both city and highway driving compared to their 2010 counterparts, which were rated at 21/29 mpg city/highway. Similarly, an engine and transmission change to the 2011 Matrix S AWD would better its chances of improving the 2010 version’s rating of 20/26 mpg.

Manual transmissions account for a miniscule percentage of Matrix sales but the prospect of improving overall fuel-economy averages could drive Toyota to upgrade from a five-speed manual to a six-speed for the 2011 Matrix S and XRS. That would improve their chances of beating the 2010 versions’ rating of 21/28 mpg.

New Generation Ford Focus 2012

Forget fun to drive. Bumper cars are fun to drive. The 2012 Focus has an intense side that comes out when you push the start button. It comes with an all-new chassis and suspension that's tighter and better than ever, and a new cornering assist system that puts the torque where the traction is. We took some very sweet performance technology and put it at your finger tips. Available spring 2011.

One of Alan Mulally’s objectives since becoming CEO at Ford in 2006 has been to develop products on a worldwide basis. This sounds familiar, if only because another Ford CEO, Alex Trotman, did the same thing back in the 1990s. This approach resulted in products such as the Contour (not a rip-roaring success) and the original Focus (which was).

For 2012, the Focus offers crisp handling thanks to a rear stabilizer bar and our fully-independent control blade rear suspension that stubbornly resist body roll. The available Titanium Handling Package is taut and confidence inspiring -- it adds a unique sport-tuned suspension with 18" wheels and low profile summer-only tires. You’ll look forward to a ride you'll love every day.

In between the Focus going on sale in the U.S. as a 2000 model and Mulally  taking over, product development in Europe and North America took off in different directions. Hence, Europe was rewarded with a heavily reworked second-generation Focus in 2004. The next year, North America got a warmed-over version of the first-gen Focus sedan and hatchback.

Starting in early 2011, the Focus in both North America and Europe will be the same vehicle. This is to be applauded because there was a big gap between the European Focus and the machine sold here. The European car improved on the basic goodness of the original, with better interior quality and driving dynamics. The U.S. car essentially stayed put: The original Focus was good enough to be a C/D 10Best winner, but the competition moved on, leaving the current version dead last in a recent small-car comparo.

The 2012 Focus certainly looks terrific, especially in five-door form. The engineers and designers felt able to make the Focus sportier (by lowering its seating position and overall height) due to the upcoming C-Max—a tall-roof, five- or seven-seat derivative off this platform—that fulfills the family-car mission. Compared with the current U.S. Focus, the new car is 0.5 inch lower (at 58.1 inches tall) and 3.0 inches long­er (178.0 inches overall), and it has a 1.3-inch-longer wheelbase (104.2 inches). The 2012 model’s dimensions are close to the current Euro car’s, save for a wider track and lower stance.

A new body in white employs high-strength steel for 55 percent of the structure, the highest of any U.S. Ford. Torsional rigidity is up by 25 percent over that of the current Focus. Under the skin, the layout of the strut front and multilink rear suspension stands pat, but many pieces are revised. According to Gunnar Herrmann, the vehicle line director for global C-segment: “The carry-over on the platform is effectively only seven percent. We have changed almost everything.”

At launch, the Focus will get a new 2.0-liter, direct-injection four-cylinder that has variable intake- and exhaust-valve timing. Ford says the engine will put out 155 horsepower and 145 pound-feet of torque. Later on, expect a sportier engine. Jim Hughes, the chief nameplate engineer for the Focus in North America, adds, “We’ll eventually get an EcoBoost [turbocharged DI] engine in the Focus.” We’re thinking a 1.6-liter making more than 200 horsepower in a sporty ST model.

The Focus will go on sale with two available transmissions: a base six-speed manual and a very fancy six-speed dual-clutch gearbox co-developed with Getrag. Derrick Kuzak, the global product-development chief, says: “There will be no conventional automatic on this car.” Electric power steering is a new feature, along with “torque vectoring,” which, similar to the systems of many other automakers, uses the anti-lock brakes to approximate a limited-slip differential.

The interior looks like a winner, but there’s a caveat: The styling mockup we examined had hard surfaces, even if Ford assures us everything will be soft-touch in the production version. The mockup had cool piano-black and aluminum finishes and a stitched dashboard. This upscale trim is called “Titanium” in Europe, and it’s hard to imagine that the base U.S. model, which should still retail around the current car’s $16,690 price, will look as stylish.

With options such as a rearview camera, a blind-spot warning system, keyless ignition, a nav system with an eight-inch screen, and an upgraded version of the Sync infotainment system (dubbed MyFord), we can see a Focus stickering well into the $20,000s. Hughes clarifies: “Although we’re trying to maintain the base price, we think there will be pull from people coming down from C/D-segment cars [think Honda Accord, Ford Fusion] to C-class cars—people are downsizing vehicles but not their expectations.”

That’s a prevailing view at Ford these days. But it’s also one fraught with difficulty. People will pay $18,000 or more for a Mazda 3 or a VW Golf or a Honda Civic, but that’s because those cars carry so much brand equity. The average transaction price of a Toyota Corolla is less, and a Focus’s is way lower. No matter how good the car is—and Mark Fields, president of Ford of the Americas, says, “We won’t dumb this one down for the U.S.”—will American consumers pay more money for this latest Focus? If a domestic small car has a chance at challenging the Mazda 3 and the Golf, it’s this one.

Specification
Exterior Dimensions
4-Door Sedan 5-Door Hatch
Wheelbase (in.) 104.3 104.3
Length (in.) 178.5 171.6
Height - empty (in.) 57.7 57.7
Width (in.) excluding mirrors 71.8 71.8
Width (in.) including mirrors 81.1 81.1
Width (in.) mirrors folded 74.1 74.1
Track width - front/rear (in.)

Interior Dimensions
4-Door Sedan 5-Door Hatch
Head room - front/rear (in.) 38.3/38.0 38.3/37.9
Shoulder room - front/rear (in.) 55.6/53.7 55.6/53.7
Hip room - front/rear (in.) 53.9/52.7 53.9/52.7

Engine
Engine type 2.0L Ti-VCT GDI I-4 2.0L Ti-VCT GDI I-4 PZEV engine (PZEV states)
Engine electronics Powertrain Control Module Powertrain Control Module
Displacement 2.0 liters (121.99 cu. in.) 2.0 liters (121.99 cu. in.)
Horsepower (SAE net@rpm) 160 @ 6500 rpm 159 @ 6500 rpm
Torque (lb. ft. @ rpm) 146 @ 4450 rpm 146 @ 4450 rpm
Compression ratio 12.0:1 12.0:1
Bore x stroke (in.) 3.44 x 3.27 3.44 x 3.27
Main bearings Micro-bored aluminum alloy Micro-bored aluminum alloy
Valve lifters Direct-acting mechanical bucket Direct-acting mechanical bucket
Fuel delivery Direct injection Direct injection
Recommended fuel Regular Regular
Exhaust Single, stainless steel Single, stainless steel
Transmission type 5-speed manual (std. on S and SE); 6-speed PowerShift automatic (opt. on S and SE); 6-speed PowerShift automatic with SelectShift manual control (opt. on SE and std. on SEL and Titanium) 5-speed manual (std. on S and SE); 6-speed PowerShift automatic (opt. on S and SE); 6-speed PowerShift automatic with SelectShift manual control (opt. on SE and std. on SEL and Titanium)
Engine block material Aluminum Aluminum
Cylinder head material Aluminum Aluminum

2011 BMW Alpina B5 Bi Turbo Review

Enthusiasts might appreciate the fact that the 2011 BMW Alpina B5 Bi-Turbo is available as a coupé, convertible, touring or saloon vehicle. Also, rear-wheel and all-wheel drivetrain options are available for the car.

ALPINA automobiles are defined by their finely balanced mix of driving dynamics, comfort and everyday luxury. Add to that exceptional functionality and the result is the new BMW ALPINA B5 Bi-Turbo Touring – the quickest of its kind!

The Touring smartly combines the exclusive sophistication of the Saloon with pronounced functionality and versatility. Make no mistake, the Touring offers up to 1670 litres of storage space and an ingenious luggage compartment concept, despite its luxury high performance genes.

A finely honed suspension and chassis configuration combined with variable dampers makes for an exemplary ride comfort while simultaneously providing sharp handling and excellent high-speed stability.

The V8 Bi-Turbo accelerates the BMW ALPINA B5 Bi-Turbo Touring from 0-62mph in 4.8s while 700Nm of torque paired with the exceptional 8-speed Sport Automatic Transmission with SWITCH-TRONIC means power is always readily available. Modern, dynamic and well toned in appearance – the B5 Bi-Turbo Touring has all the right visual qualities to make it the perfect companion for business and leisure.

Generating 507hp (373 kW) at a moderate 5,500rpm, with a maximum torque of 700Nm available from 3,000 to 4,750rpm, the V8 powerplant provides sensational performance, pace and acceleration. Two Honeywell-Garrett turbochargers sit inside the V of the two cylinder banks, working in parallel to force-feed the 4.4l all-aluminium engine. Compared to its super-charged predecessor, this engine configuration delivers more torque over a broader range and improves throttle response at low revs.

To fully leverage the potential of the engine, an optimised indirect inter-cooling system (air-to-water / water-to-air) with short intake tracts increases inter-cooler through-flow.. The high-performance cooling package gains its thermo-dynamic efficiency through the use of a large-volume low-temperature inter-cooler, as well as two water-to-air inter-coolers placed close to the engine.

Direct injection and Double-VANOS contribute to the B5 Bi-Turbo’s class-leading emissions and economy in the super saloon segment: 10.8 l/100km and 252g/km CO2 (Combined cycle ECE Norm).

High levels of torque combined with eight speeds makes for ultimately smooth gear changes with no noticeable interruption to the delivery of power in Automatic Mode – only the accompanying acoustics and the dynamic rev counter provide feedback as to the workings of the transmission. 700Nm of torque allow the BMW ALPINA B5 Bi-Turbo Touring to glide along in a high gear even at low speeds, benefitting both comfort and fuel economy. In Sport Mode a completely different character emerges, gear changes are virtually immediate.

The new BMW ALPINA B5 Bi-Turbo Touring evolves typical ALPINA virtues and design cues in a new and convincing fashion, with a refreshing and dynamic appearance.

Self-assured and powerful, the new front commands attention with decidedly aggressive, aerodynamic lines and wide openings. Clearly exhibiting family heritage, the B5 Bi-Turbo carries it’s two double-ended tailpipes neatly integrated into the rear valance, a discreet rear diffuser completing the silhouette.

In combination with the rear spoiler, all aerodynamic components interplay to yield a remarkable reduction in lift of up to 60 % at the front and 30 % at the rear, providing excellent levels of high-speed stability and safety.

The interior offers a luxurious level standard equipment and delights with discreet touches which hint at the BMW ALPINA B5 Bi-Turbo Touring exclusive pedigree. Leather upholstery, versatile and adjustable Comfort seats, excellent multimedia navigation system with Bluetooth and Xenon headlights ensure the driver’s and passengers’ well-being. The SWITCH-TRONIC steering wheel, hand-stitched with finest LAVALINA leather, features an electrically-adjustable steering column while the exclusive ALPINA instruments with black-panel LCD technology luminate in their typical blue design. The classic ALPINA luxury Myrtle wood provides a warm ambience – found only on the USA’s Pacific Coast it is cultivated from dedicated Laurel tree groves.

2011 Mazda 2 Review And Specs

The 2011 Mazda 2 has been completely redesigned inside, outside and underneath. The all-new five-seat, front-wheel-drive subcompact was designed to take on a wide range of competitors, such as the Toyota Yaris, Nissan Versa, Ford Fiesta, Hyundai Accent, and Kia Soul and Rio.

Mazda hasn't been a player in the subcompact market for more than a decade, but that didn't stop enthusiasts from calling on the Japanese automaker to import its world market Mazda2 to North America. That wish has finally come true, while the North American Mazda2 gets some minor changes, considered upgrades, in interior materials and revisions to the audio and climate controls compared to world market versions.

First introduced in 2007, the Mazda 2 has been extremely successful, selling more than 400,000 units in Europe and Asia, and being named World Car Of The Year in 2008. Now, the U.S. market gets the third-generation Mazda 2 before any other market.

The North American Mazda2 more or less mirrors the car sold in essentially every other Mazda market around the globe, aside from upgrades to the interior based on consumer focus groups. The Mazda2 is based on the same platform as the Ford Fiesta, but comes only in five-door hatchback form, and with a different engine and with different transmissions.

Mazda says that the Mazda2 is "Zoom-Zoom concentrated," and that it possesses the sporty soul seen in the automaker's other products - but at a lower price point and in a smaller package. The Mazda2 measures just 155.2 inches in overall length.

The Mazda2 is powered by a 1.5-liter four-cylinder unit, good for 100 horsepower. A five-speed manual comes standard, with a four-speed automatic on the options list that will set you back an additional $800.

This compact car is available in two trim levels - the entry-level Sport and top-grade Touring. Upgrading to the Touring trim level will add red seat piping, upgraded cloth seats, 15-inch alloy wheels, fog lamps, a rear roof spoiler, a chrome exhaust tip, leather-wrapped steering wheel with wheel-mounted audio and cruise controls and a six-speaker CD/MP3 system.

The styling is fresh and we find it arrestingly good-looking. Like all Mazda products of recent vintage, the 2011 Mazda 2 has been made to look much bolder and sportier than its previous incarnations. The body itself has been reshaped in a much more sporty fashion, with more sculpted sides, a laid-back windshield, and a jaunty little rear roof spoiler on one version. There's a new grille, hood, fenders, lamps, bumper and air intakes up front, with new body-colored door handles, new taillamps, a power liftgate, new 15-inch wheels, and exhaust system outlets at the rear. Underneath, there's a redone suspension and an improved braking system.

Standard features include anti-lock braking (ABS), dynamic stability control (DSC) with traction control system (TCS), electric power assist (EPAS) steering system, 185/55/R15 all-weather tires mounted on 15-inch steel wheels with wheel covers, body-colored door handles and power mirrors, air conditioning, power windows and door locks, AM/FM/CD/MP3 stereo with four speakers, audio auxiliary jack, tilt steering wheel, remote keyless entry system, rear window wiper/washer and 60/40 split fold-down rear seats.

Available accessories include a rear bumper guard, wheel locks (Touring models only), all-weather floor mats, cargo net, center console with armrest and auto-dimming rearview mirror with compass, Homelink and orange backlit buttons.

Aiming for higher gas mileage without damaging the driving fun, Mazda focused on reducing weight with a vengeance, using a much higher ratio of high-strength steel in the body to lose 50 pounds, or 10 percent of the body's weight, with more welds and more weld-bonded adhesives in the body and its openings. And then they looked for hundreds of places to save a few pounds, like the wiring harness, the door locks and latches, the engine's radiator, the automatic transmission shifter, the pedals, and even the speakers in the stereo system. The final result was a car that weighs just a bit over 2300 pounds in basic form, a five-door hatch that is actually lighter than a two-seater Miata.

We climbed in and found the seats comfortable and supportive and we liked the thick, sporty steering wheel. Although rated as a five-seater, we wouldn't subject a fifth person to the back seat, the same as we wouldn't for any car in this class. The Mazda 2 is relatively roomy for four, though. Fold the rear seats down and it offers good cargo capacity with 27 cubic feet of cargo space and easy hatchback accessibility.

Out on the road, we found the Mazda 2 fun to drive. The little engine is gutsy, with a sporty note at upper revs. Shifting the manual five-speed is easy and enjoyable. The new brakes are responsive, with no annoying slack in the pedal travel. The new electric steering is responsive. The new suspension tuning minimizes body lean in corners yet ride quality is smooth and comfortable. It maneuvers rewardingly in tight driving situations, making it easy to park or thread through thick traffic.

The Mazda2 is available in six exterior colors: Brilliant Black Clearcoat, Liquid Silver, True Red, Crystal White Pearl, Aquatic Blue and Spirited Green.

Specification
Engine
Standard Engine 1.5L I4
Standard Transmission 5 Speed Manual
Cylinders 4
Horsepower @RPM 100@6000
Fuel Economy Cty/Hwy 29 / 35
Combined Fuel Economy 32
EPA Class Sub-Compact
Number of Valves 16
Torque @RPM N/A
Fuel Type System Gas Engine / Electronic Fuel Injected
Turbo (Yes/No) No
Overdrive Transmission Yes
Battery Output N/A
Compression 10.0:1
Displacement 1498 / 91
Bore X Stroke 3.07x3.09
Cruising Range 361.6 miles
Final Drive Gear Ratio Opt N/A
Power to Weight Ratio 23.1
Final Drive Ratio No
Valves Configuration Dual Overhead Cam / Twin Overhead Cam
Supercharged No
Electric HorsePower RPM N/A
Electric Torque Feet Per Pound N/A (foot-lbs)
Electric Torque RPM N/A
Electric HorsePower BHP N/A

Brakes, Steering And Suspension
Brakes (Front) Disc
Brakes (Rear) Drum
Driveline Front Wheel Drive
Driveline (Opt) N/A
Steering Rack & Pinion
Steering Diameter Left N/A
Steering Diameter Right N/A
Suspension (Front) Independent
Suspension (Rear) Semi
Tire Type Passenger
Tire Width 185 mm
Tire Aspect Ratio 55
Tire Construction Radial
Tire wheel Diameter 15 in.

Nissan Leaf Win Car Of The Year 2011

We recently told you the Nissan Leaf has found itself being undercut by the Mitsubishi ‘I’ when it comes to price. The car has even been hit with some technical problems, but the Nissan Leaf cost satisfies some as it wins 2011 Car of the Year. Nissan Leaf 2011 "Pure Electric Car First In US".

The little Nissan was awarded the prize at the New York International Auto Show according to an article at Mashable by Charlie White. It beat off the other finalists the Audi A8 (New Audi) and the BMW 5 series, making the Leaf the first electric car to win the award.

The jurors sang the Leaf’s praises and liked its zero emissions, and that it “feels just like a normal car, only quieter.” They also said the Leaf deserved the win “because of its Carwings system that leverages crowdsourcing to enhance its fuel economy.”

The Chevy Volt despite costing $8,200 more than the Nissan Leaf still managed to win Green Car of the Year award at the same New York show. Whereas the Chevy Volt also drives like a normal car, but when its batteries are spent the gas engine takes over allowing you to drive as many miles as normal vehicles.

What do you think of the Nissan Leaf?

Most Popular Cars 2011

Earlier on we bring you a list of some of the most expensive cars, and also a list of cars that cost the most for sure, but now we have a list of the most popular car for 2011. Do you have any idea that their vehicles are on the list?

There are actually a few lists since there isn’t an ‘official’ final list as such, but we have a feeling you won’t argue with the decisions too much as the models that have been chosen are considered to be the cream of the crop, both for 2011 at the moment, and also popular models thoughout 2010.

For example, Yahoo Autos have a very useful system going at the moment, where they list the most popular cars for 2011, based on reader’s hits each week which they accumulate into a table. Based on this weeks rankings, the 2011 Chrysler 300 is the top sedan, the 2011 Dodge Challenger is the top coupe, the newest Audi R8 is the top convertible and the 2011 Toyota Sienna is the most popular van at the moment.

If you are looking for some of the most popular models for 2010, you’ll find this list over at Cars.com useful. Top of their list is the Honda CR-V, and the starting price for it is $21,695 – you can check out a full overview on this model here.

For yet more opinion, we couldnt leave you without pointing you in the direction of another great list over at Popular Mechanics, where they have listed the top 2011 cars and trucks, based on their opinions – the 2011 Chevrolet Volt gets a special mention in their article.

Check out all the information above, then us know if you agree with the lists. If not, share your recommendation with us below.

2011 Toyota Sienna Review

This is the latest generation Toyota Sienna was launched recently. Sienna latest model has a design that was more aggressive in the appeal predecessor, partly designnya has some similarities from the Toyota Venza. The New Toyota Sienna was redesigned for 2011, and observers agree that the minivan is much better than before. No longer stuck behind the Honda Odyssey, the new Sienna
took a former class leader in the dynamics and comfort, while the loss of soft style that marked previous Sienna. Most reviewers say that Sienna 2011 is the best minivan on the market.

Toyota has completely redesigned its popular Sienna family van for the latest model year, complete with four distinct trim levels. One of the most polarizing trim levels for the Sienna is the SE -- a sporty variant of the van, complete with a 265 horsepower, 245 lb-ft of torque 3.5-liter V6.

The base model Sienna, designated as the LE, will list from $24,260, undercutting the current model by $340. Buyers wanting the sportier SE model will have to pony up $30,550 while buyers of the range-topping Limited AWD model with have to shell out $39,770. Pricing does not include destination.

Riding on the same MC platform that underpins the Camry, Prius, RAV4, Venza and Highlander, Toyota is aiming the new Sienna at new families that need more space that a traditional sedan or crossover can provide. Toyota is also hoping that empty-nesters will give the new Sienna consideration for its luxurious and spacious interior.

Designed at Toyota's facilities in southern California, the all-new Sienna takes most of its styling cues from the 2006 F3R concept. Up front the Sienna sport a face familiar to that seen on the Venza crossover, giving the minivan a more aggressive look than the outgoing model. Toyota engineers managed to hide the van's sliding door tracks, allowing for a slicker overall look. The rear of the new Sienna is highlighted by LED taillights.

Sienna buyers will be able to choose between a 265 horsepower 3.5-liter V6 or the same 187 horsepower 2.7-liter four-cylinder currently used in the Venza crossover -- good for 19 city, 24 highway mpg. Both engines come mated to a six-speed automatic.

All-wheel drive will be available on V6-equipped models, adding between $1,270 and $2,340, depending on trim-level. The Sienna's mileage drops to 16 city, 22 highway with AWD.

The Sienna LE will be positioned as the base-model van and is expected to be the most popular model. Opting for the XLE trim level will add leather seating and a moon roof. The top-billing in the Sienna lineup will be the Limited model. A number of options will also be available, including a new 180 degree rear camera and a split-screen rear entertainment system.

For young buyers not looking to give up driving excitement, Toyota will offer a sport-oriented SE model. The SE model will feature a sport-tuned suspension, tuned steering, a unique front fascia with sport grille and 19-inch wheels, rear-exit exhaust that is molded into the rear bumper, as well as a specially trimmed interior.

Basic Specs
Base Price$24,560
Drivetrain Front Wheel Drive
Curb Weight (lbs) 4275
City (MPG) 19
Hwy (MPG) 24
Horsepower 187@5800
Torque (lb-ft) 186@4100
Wheelbase 119.3
Length (in.) 200.2
Width (in.) 78.2
Height (in.) 68.9

2011 Audi Q7 Review

The Audi Q7 SUV vehicle range has introduced a whole new concept in this particular niche in the market ever since production for this model began. But with the return of the 2011 Audi Q7 into the market, it welcomes a few new tricks into the foray to give the added oomph to an already impressive vehicle lineup. To learn whether this will become a dominant force in the industry, you can read more from the review below.

The expectations for the 2011 Audi Q7 are quite high. Therefore, the engineers and designers of this new model also increase their performance. On the exteriod end, this one is rather large for a crossover SUV. It comes with a longer wheelbase and can therefore accommodate up to 7 passengers overall. The exterior wheels range in size between 18 and 21 inches in size but it could largely depend on the trim level options. Other notable exterior features for this vehicle are heated sideview mirrors, front and rear parking sensors, two-tone or monochromatic exterior paints, and xenon headlights, to name a few. The bumpers for this model has been slightly varied to introduce a sleeker design to facilitate better air intake.

Exterior

Redefining the concept of a seven-passenger SUV, the Audi Q7 offers a sophisticated look that’s unlike anything else in the category. It’s wide, muscular stance and sweeping, coupe-like roofline tips you off to its sporty pedigree.

Progressive Design and Coupe-like Roof Line

Redefining the concept of a seven-passenger SUV, the Audi Q7 offers a sophisticated look that’s unlike anything else in the category. It’s wide, muscular stance and sweeping, coupe-like roofline tips you off to its sporty pedigree.

Extensive Wheel Options

Whether it’s the standout 18” six-spoke wheels, the sleek 21” five-tri-spoke wheels or the 19” and 20” wheel options, the Q7 is ready to take on nearly any road anywhere.

Audi xenon plus Headlights with LED Daytime Running Lights, Audi adaptive Headlights and LED Turn Signals

The signature LED daytime running lights and available high-intensity Audi xenon plus headlights not only add a distinct look to the vehicle, they also improve visibility while using half of the energy of conventional bulbs. The same LED technology is integrated into the turn signals, creating an exclusive look. The Q7 also features available Audi adaptive headlights, which utilize input from the steering wheel and speed of the vehicle to pivot up to 15 degrees to allow you to see ahead in the dark by lighting up corners more effectively.

LED lights are superior to conventional bulbs, thanks to faster activation speeds and bright light emissions. In addition, they can last an entire vehicle lifetime and consume up to 50 percent less energy while adding a signature look to your Audi.

Power Tailgate

With the touch of a finger, the power tailgate opens and closes for maximum convenience. Additionally, you can program the opening height to best suit your needs.

Interior

Class-leading Fit and Finish

The Audi Q7 sets the standard for luxury with its generous use of the finest materials and premium features. For instance, the available genuine wood or Brushed Aluminum decorative inlay options create a category-defining interior. Meanwhile, ambient LED interior lighting, located in the doors and overhead console enhancing the overall interior style of the Q7.

Heated Twelve-way Power Front Seats

Twelve-way power front seats are heated for added comfort and include four-way power lumbar adjustment as well as adjustable head restraints. The seats come with an available ventilation mode, which circulates air through perforations in the seats for increased comfort and airflow.

Seven Passenger Seating Capacity with 28 Seating Positions

The clean lines of the Audi Q7 interior are designed to create an uncluttered, progressive looking environment that easily accommodates seven passengers. Additionally, it offers the flexibility of 28 different interior configurations to suit your specific needs.

Panorama Sunroof with Power Sunshade

The available three-panel Panorama sunroof produces a unique, light-filled driving experience. Both front and rear glass elements can be tilted, and the front panel can be opened along a length of 19". The sunroof features a front power sunshade for automatic opening as well as a rear manual sunshade. Outstanding fresh-air comfort combines with excellent aeroacoustics, including a mesh wind deflector, for an extremely low noise build up.

Four-zone Climate Control

Occupants in the driver, front passenger as well as the occupants of the rear seating areas can select and control their desired level of heating or cooling via the center console with the available four-zone climate control system. A light sensor on the dashboard adjusts the system based on the sun's intensity.

Bang & Olufsen® Advanced Sound System

This available 14-speaker sound system delivers more than 1,000 watts of power and combines state-of-the-art technologies that include Acoustic Lens technology, proprietary Digital Signal Processing (DSP) and ICEpower digital amplification with a detailed study of the Q7 interior. More than a sound system built into a car, the system is the ultimate driving and listening experience, a virtual concert hall on wheels.

72.5 Cubic Feet of Cargo Carrying Capacity

The interior of the Q7 is as functional as it is luxurious. Folding the second and third row seats yields 72.5 cu. ft. of carrying capacity at the ready.

Audi music interface

This connective technology offers intelligent integration with the iPod® and iPhone®. Any iPod Generation 4 and higher may be connected through the glove box, providing full iPod controls on the MMI® screen. This feature allows connection of a USB flash drive or a conventional auxiliary audio input as well.

MMI® Navigation plus with Real-time Traffic

The available MMI® Navigation plus features a 7" full-color LCD screen and MMI control logic. The Q7 comes equipped with the latest generation of MMI, powered by a 40-GB hard drive and an NVIDIA® processor to enhance graphics. This generation MMI offers HD Radio™ Technology and a color driver information system, real-time traffic, and 3D topography graphics that include the buildings in many cities and the crystal clear digital AM and FM sound of HD Radio Technology with over 1,000 new stations. Also included is voice control for navigation and telephone functions.

Audi adaptive cruise control

This available system enhances conventional cruise controlCruise ControlThis electronic aid keeps the car moving at a constant speed, reducing stress on the driver particularly where speed limits must be observed, when towing a trailer, and on long trips.Cruise Control by monitoring the distance to the vehicle ahead via radar sensors. The system automatically reduces or resumes speed to maintain the safe distance selected by the driver. Should braking be necessary, the system will automatically return to its preset speed when able. In certain conditions, the system will even bring the vehicle to a complete stop.

Safety

Front and side airbags are standard for front seat passengers, as are side curtain airbags for all three rows. Side airbags for second-row passengers are optional. A host of stability technologies, including quattro, electronic stability control and traction control are all standard.

The base 3.0T's 272 hp can't quite match the old 3.6-liter V-6's 280 hp, but the 295 lb-ft of torque betters the 266 lb-ft offered by the previous, normally aspirated V-6. The slightly dulled reflexes of the lower-output 3.0T are still perfectly adequate for a people hauler - acceleration isn't neck-snapping, but you'll have no problem merging with traffic or passing dawdlers.

Both versions of the 3.0T are projected to use less fuel than the engines they replace, but exact EPA numbers are not yet available; the eight-speed automatic transmission alone is supposedly good for a 5 percent fuel economy gain.

What we don't yet know is the price difference between the two. Currently, $14,100 separates the base V-6 at $47,725 from the V-8 at $61,825, with the TDI nestled in between at $51,725.

Scientists Breakthroughs Possible Power Without Cells

Not undeniable again, Man is now only a small portion is very small harvest of 12.2 billion kilowatt-hours expected to solar energy that hits the Earth every [source] days. It would seem foolish not to continue the great methods to try to harness this power affordable. But solar technology now relies on solar cells are still rather expensive and often has a durability problem.

That's why a new breakthrough in alternative energy at the University of Michigan is very interesting. Promise of solar power - without the expensive cells.

No, this is not a novel scheme of photosynthesis. The new technology relies on the principle of physics that were previously regarded as a trivial side note.

Magnetic Solar Energy -- a Radical Breakthrough

Light has two components -- magnetism and electricity. All solar cells currently utilize the electric effects of light. The magnetic nature of photons was dismissed as too weak to be of any use.

But Stephen Rand, a professor in the departments of Electrical Engineering and Computer Science, Physics and Applied Physics at U of M, was fascinated by this property. He wondered whether it could be somehow put to use.

During his investigations he discovered something unexpected. When light passes through a strongly insulating material, its normally weak magnetic output is profoundly multiplied and a relatively strong magnetic field results.

In fact, the field is 100 million times stronger than previously expected -- strong enough to produce the kind of large magnetic effect needed for power generation.

Professor Rand admits the results will shock many physicists. He states, "You could stare at the equations of motion all day and you will not see this possibility. We've all been taught that this doesn't happen. It's a very odd interaction. That's why it's been overlooked for more than 100 years."

How it Works

The magnetic effect comes from a unique type of "optical rectification". Optical rectification is a general physics term that refers to what light does when it enters certain materials.

Previously, the best-known type of optical rectification was the charge separation that light created when passing into certain kinds of crystalline materials (like crystalline silicon). This electric effect produces a voltage and is the foundation of modern solar cells.

Professor Rand and his Ph.D. candidate student, William Fisher, discovered a radical new type of optical rectification. In certain materials, they found, the magnetic field of light was strong enough to bend electric charges into a 'C' shape.

Describes Fisher, "It turns out that the magnetic field starts curving the electrons into a C-shape and they move forward a little each time. That C-shape of charge motion generates both an electric dipole and a magnetic dipole. If we can set up many of these in a row in a long fiber, we can make a huge voltage and by extracting that voltage, we can use it as a power source."

So what's the catch? Ah, there's always a catch with anything that seems great, it seems.

The "catch" here is the material. In order to exhibit this effect, light must be shown on an insulator like glass. Glass, however, needs incredibly intense light to produce this effect -- 10 million watts per square centimeter. Normal sunlight only produces around 0.012 watts per square centimeter when shining.

Applications

One solution would be to create hardware to magnify the intensity of incoming sunlight, similar to the technique used in concentrated solar cells.

Mr. Fisher states, "In our most recent paper, we show that incoherent light like sunlight is theoretically almost as effective in producing charge separation as laser light is. To manufacture modern solar cells, you have to do extensive semiconductor processing. All we would need are lenses to focus the light and a fiber to guide it. Glass works for both. It's already made in bulk, and it doesn't require as much processing. Transparent ceramics might be even better."

Using novel materials, he and his professor expect that the necessary intensity for the effect can be dropped to much lower levels. They postulate that the sunlight conversion efficiency of cells with such new materials could likely reach 10 percent -- on par with current generation solar cells.

They say the costs associated with such magnetic solar power devices would be much lower, though, as they use non-rare materials like amorphous silicon (glass) and don't rely on expensive processes like semiconductor fabrication.

What's Next?

Professor Rand and his student will experiment this summer with producing electricity from intensified sunlight and from laser light -- a directly intensified form of light. After that wraps up, they hope to look into novel materials to exploit the novel effect at lower intensities.

The team also states that it is in the process of patenting their discovery, as it may one day grow into a lucrative power source.

For now you can read their paper "Optically-induced charge separation and terahertz emission in unbiased dielectrics" [abstract] if you have a subscription to the Journal of Applied Physics.

Up until now scientists thought that only the electrical charge separation effects of photons were strong enough to produce energy from sunlight. (Source: Aether Wave Theory).

Researchers have discovered a novel new effect which produces energy when intense light passes through an insulating material like glass, creating a strong magnetic field. (Source: Galucci's Catering).

Buick Launch Envision Plug-in Hybrid SUV Concept

Many major automotive companies during the show season and saw a lot of new concept vehicle debuts that give clues on the future of the brand and the direction it would with a new design and technology. Buickhas announced a new concept vehicle that debuted at the Auto Shanghai exhibition 2011. Envision SUV concept vehicle is using a plug-in hybrid technology. Car design is based on the Buick's "fluid dynamics and comfort of peace" design.

"The Envision was developed jointly by GM Shanghai and the Pan Asia Technical Automotive Center (PATAC)," said Shi Hong, Director of Marketing at Shanghai GM's Buick. "It introduces the future direction of product development Buick's SUV to the market."

The design concept is certainly appealing to the eye, but the technology underneath it is really interesting. Having Bluetooth DUN generation Intelligent Internet integrated in the system. This system allows the people in the car to access the web with mobile phones and allows access to the server cloud. That access the cloud allows users to share information with other vehicles.

The rearview mirrors have been replaced with three micro-cameras that relay images for the road to the dash. Other information like speed, fuel economy, and navigation are projected onto the windshield in 3D so the driver can keep eyes on the road. The main screen inside the car is an OLED touch screen and it has speech functionality too. The little cameras prevent blind spots so the driver can safely change lanes and be aware of their surroundings.

The plug-in hybrid system the vehicle uses combines battery power and a gasoline engine just like any other hybrid platform. The concept will run on battery power alone when started, parked, and running at low speeds. When more power is needed or the battery runs low the gasoline motor kicks in and acts as the main power source and the gasoline engine can charge the battery pack as well. The internal combustion engine is a 2-liter SIDI intelligent direct injection turbocharged unit and the car has a pair of electric motors. The battery pack is a lithium battery and it has a solar panel on the roof to gather more power.

Land Rover also recently announced plans for a hybrid SUV. dailytech.com

New Ford Fusion 2011 Review And Specs

You remember that overachiever in high school? The honor society kid who did extra credit work even though he didn't need to? That's how it is with the 2011 Ford Fusion. Earlier incarnations of the Fusion already had the basics down, including a pleasant driving demeanor, a comfortable ride and a high level of overall refinement. Last year's makeover of the Fusion vaulted the car to the front of the midsize sedan class, however, with sizable improvements in performance and efficiency. And this year, Ford goes for extra credit by chipping in a few more standard features.

Fusion gas-powered and hybrid models deliver plenty of responsive performance. So go ahead, enjoy your ride in the MPH zone. And all the while be assured that you’re doing right by the environment, with fuel efficiency that is very impressive.

Does having a powerful engine mean you have to sacrifice economy? The answer is no, if you’re driving a mid-size Ford Fusion. The 2.5L Duratec I-4 engine generates power ratings of 175 horsepower and 172 lbs./ft. of torque, while delivering impressive city and highway mpg.* And imagine getting 41 miles per gallon and being able to travel over 700 miles on a single tank of gas in city traffic. That’s the kind of mileage you can expect to achieve in a Fusion Hybrid. No compromise – expect nothing less in a Ford Fusion.

The Fusion earns some of its high marks because of its architecture, which is a slightly stretched version of the first-generation Mazda 6 platform. The Fusion's slightly smaller size than some other sedans doesn't negatively impact interior room, and it gives the Fusion more agility than the norm. For power, there's a fully competitive 175-horsepower four-cylinder base engine, a 240-hp 3.0-liter V6 or a 263-hp 3.5-liter V6 in the Fusion Sport. The midlevel V6 is a bit down on power and acceleration compared to the V6s in most other models, but it still provides decent real-world performance.

The Fusion does have some downsides -- a button-happy center stack and numb steering being the most notable -- but overall the Fusion is very well-rounded. It drives well, is comfortable and has very good safety ratings. On top of this, it also offers Ford's excellent Sync multimedia voice-control system and available all-wheel drive. Certainly, there are other solid picks for a midsize family sedan, including the Honda Accord, Hyundai Sonata, Mazda 6, Suzuki Kizashi and Toyota Camry. But no matter which one you end up with, know that a 2011 Ford Fusion is going to earn high marks for you.

Class-exclusive, available voice-activated SYNC shows what we know about technology. Technology that actually listens when you speak. Tell it to call a friend, get you turn-by-turn directions or play your favorite artist and that’s exactly what it will do. Another available feature, called BLIS™ (Blind Sport Information System) with Cross Traffic Alert, lets you know when a vehicle is in your blind spot or behind you when you’re backing out of a parking space. With technology like this, you might just think the car of tomorrow is here today.

The 2011 Ford Fusion is a midsize sedan available in S, SE, Sport and SEL trim levels. The base S comes standard with 16-inch alloy wheels, blind-spot mirrors, keyless entry, the MyKey system (limits top speed and audio volume), full power accessories, a trip computer, cruise control, air-conditioning, 60/40-split rear seats, a tilt-and-telescoping steering wheel and a four-speaker stereo with a CD player and an auxiliary audio jack. The SE adds 17-inch steel wheels (alloy-look covers), foglamps, automatic headlights, dual exhaust tips, a fold-flat passenger seat, an eight-way power driver seat with manual recline and lumbar, steering-wheel radio controls and a six-speaker stereo with satellite radio.

The Sport adds a sport-tuned suspension and steering setup, 18-inch alloy wheels, exclusive styling cues inside and out, an auto-dimming rearview mirror, a leather-wrapped steering wheel and shift knob, a 10-way power driver seat, a four-way power passenger seat, unique leather-trimmed seats and the Sync entertainment and communications interface. The Fusion SEL adds heated exterior mirrors, puddle lights, a numerical keyless entry pad, ambient lighting, dual-zone automatic climate control, heated front seats and leather upholstery.

Options on the base S are limited to remote engine start (automatic transmission only) and all-weather floor mats, which are available across the lineup. SE options include an auto-dimming rearview mirror, Sync and a sunroof. The Sport model can be optioned with the SEL's standard equipment plus a blind-spot warning system, a back-up camera, a sunroof and a 12-speaker Sony sound system. On the SEL, you can get 18-inch wheels and the sport-tuned suspension by ordering the Appearance package. Optional on Sport and SEL models is a voice-activated hard-drive-based navigation system with Travel Link (includes real-time traffic and weather information).

The 2011 Ford Fusion features three different engines. The base power plant -- standard on S, SE and SEL models -- is a 2.5-liter four-cylinder engine that produces 175 hp and 172 pound-feet of torque. This mill comes with a six-speed manual transmission by default, while a six-speed automatic with manual shift control is optional.

A 3.0-liter V6 (240 hp and 223 lb-ft) is optional on SE and SEL models, and it's only available with the six-speed automatic. The Sport model comes exclusively with a more powerful 3.5-liter V6 (263 hp and 249 lb-ft). The automatic is standard here, too. All-wheel drive is optional on the Sport and V6-powered SEL.

In testing, we found a V6-powered Fusion SEL went from zero to 60 mph in 7.3 seconds, which is a bit slower than most other V6-powered family sedans. Fuel economy ratings for the four-cylinder Fusion with the automatic check in at 22 mpg city/31 mpg highway and 25 mpg combined. The 3.0-liter V6 has a 20/28/23 mpg rating and the 3.5-liter V6 drops to 18/27/21 mpg.

Antilock disc brakes, stability control, front-seat side airbags and side curtain airbags are standard on all Fusions. In government crash testing, the Fusion earned a top five-star rating for its protection of front occupants in head-on collisions. In the side-impact test, the Fusion earned five stars for front passengers and four stars for those in the rear. In Insurance Institute for Highway Safety tests, the Fusion earned a top rating of "Good" in both the frontal-offset and side-impact tests.

Specification:

Exterior Dimensions

Wheelbase (in.) 107.4

Length (in.) 190.6

Height - empty (in.) 56.8

Width without mirrors (in.) 72.2

Width with mirrors (in.) 80.1

Tread Width - front/rear (in.) 61.7/61.3 (Hybrid: 61.3/61.0)

Interior Dimensions

Head Room front/rear (in.) 38.7/37.8

Shoulder Room front/rear (in.) 57.4/56.5

Hip Room front/rear (in.) 54.0/53.4

Leg Room front/rear (in.) 42.3/37.1 (Hybrid: 42.3/36.7)

Capacities: Passenger, Luggage, Fuel

Seating Capacity 5

Passenger Volume (cu. ft.) 100.3 (Hybrid: 99.8)

Trunk Volume (cu. ft.) 16.5 (Hybrid 11.8)

Fuel Capacity (gal.) 17.5 FWD; 16.5 AWD

Chassis Specifications

Front Suspension Independent Short-and Long-Arm (SLA) with Double Lower Ball Joints, Stabilizer Bar

Front Shocks Hydraulic Gas-Pressurized

Rear Suspension Independent Multi-link Twist Blade with Stabilizer Bar

Rear Shocks Hydraulic Gas-Pressurized

Front and Rear Brakes Power Front/Rear Disc, Anti-Lock Brakes (ABS)

Traction Control AdvanceTrac™ with Electronic Stability Control (ESC) Standard

All-Wheel Drive Optional (requires V6 Engine)

Steering Electric Power-Assisted (Fusion S, SE, SEL, Hybrid);Hydraulic Power-Assisted (Fusion Sport)

MSRP from $19,820