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.

Ferrari Enzo Red Design

Ferrari Enzo Red Design

Car Wallpaper

Car wallpaper