Posted by admin on March 31, 2010 under Uncategorized | 
Yet another entry from Cadillac to show the world it’s serious about competing with the top European and Japanese luxury brands. The sporty XLR is what Cadillac wants people to think of, when envisioning this namebadge. Though it shares the same platform as the current Corvette, the XLR variant is not a simple case of corporate badge engineering. This caddy is more like a land yacht than a nimble little sports car. This Caddy is not swift in the response, so the ride is a bit smoother. The XLR places a mellower 4/6-liter, 320-horsepower V8 engine rather than the Vette’s edgier 6/2-liter, 436-hp V8 power plant.
The XLR makes good use of lightweight parts, such as aluminum suspension pieces, that keeps the XLR’s weight pretty reasonable. In addition, the standard Magnetic Ride Control adaptive suspension system automatically firms up or softens the suspension based on driving conditions. All of this makes for smooth and responsive maneuvers. The mash-up of the cutting exterior and bold interior with catching accents do make for a compelling presence. The XLR’s retractable hard top provides a great trade off between hard top and open top. If going top down, then you really should get a Cadillac windscreen.
The Cadillac XLR is a good-to-great car, but it’s not the “standard of the world” as GM likes to proclaim it as. . If you’re looking at the XLR, then you might as well be looking at the Corvette, which costs $20K less and provides 116 more horse power.
The XLR certainly have plenty of speed, but the top-end may still come out short for some enthusiasts. Acceleration, though certainly quick, is not as forceful as its corporate cousin. The XLR’s softer suspension tuning results in noticeable body roll during hard cornering and plenty of nosedive under heavy braking. Even though this car is fitted with adaptive suspension with split-second control, the XLR is still not up to the handling performance of its European and Japanese rivals. The XLR is best on the open highway, when it can really stretch its legs and unwind. If putting the top down, then don’t go without a Cadillac windscreen.
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When the author isn’t driving her XLR around town, she’s a fan of psychic reviews, the Seattle HCG Diet Center, and the Cadillac XLR windscreen windblocker wind deflector.
Posted by admin on March 22, 2010 under Uncategorized |
The XLR is meant to be a competitive threat against the well established European and Japanese luxury cars. This two-seater is Cadillac’s pride-and-joy. Don’t be confused – even though the XLR has the same platform as the Corvette, the XLR isn’t a Corvette in disguise. It’s more of a grand touring machine than a hard-edged sports car. This Caddy is not swift in the response, so the ride is a bit smoother. The XLR puts under the hood a softer 4/6-liter, 320-horsepower V8 engine rather than the Vette’s edgier 6/2-liter, 436-hp V8 power generator.
Since the XLR uses aircraft-light parts, it isn’t heavy and logy like some might suspect. Also, the standard Magnetic Ride Control adaptive suspension system thinks for you, adjusting ride smoothness automatically. This ensures generally smooth and responsive maneuvers. The joining of forces between the space-age rocket designed exterior and carbon interior make this a go-go car. The XLR’s retractable hard top provides a great trade off between hard top and open top. If going top-down, then you should arm yourself with a windscreen.
The Cadillac XLR is a good-to-great car, but it’s not the “standard of the world” as GM likes to proclaim it as. Though its styling and Cadillac badge will appeal to those looking to roll up to the valet in something different from the status quo, the XLR comes up short in terms of maximum performance. The interior is especially disappointing when compared to its similarly priced rivals from Germany and Great Britain. If you’re looking at the XLR, then you might as well be looking at the Corvette, which costs $20K less and provides 116 more horse power.
The XLR is certainly a fast car, but, well, it’s just not sports car fast. Acceleration, though certainly quick, is not as forceful as its corporate cousin. The XLR has squishy suspension which causes the vehicle to pitch and roll under heavy cornering. Even though this car is fitted with adaptive suspension with split-second control, the XLR is still not up to the handling performance of its European and Japanese rivals. The XLR does its best driving on the highway, when you’re in the straight line. Remember, if you go top down, then you should also go with a windscreen.
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The author is a fan of the Cadillac XLR windscreen windblocker wind deflector,psychic reviews, and the Seattle HCG Diet & Weight Loss.
Posted by admin on March 12, 2010 under Uncategorized |
The original Sebring was launched in 1995 as Chrysler’s new midsize coupe. Underneath, the Sebring was related to the Mitsubishi Galant. Available in LX or LXi trim, the Sebring coupe came with a 163-hp, 2/5-liter V6 and a standard four-speed automatic. At the time of introduction, reviewers praised it for its overall external styling and comfy interior. The steeply lined windshield didn’t compromise headroom, and there was also plenty of space in the trunk. Going top down, then you’d better obtain a windscreen.
A new Chrysler Sebring model was introduced in 2001, of newly innovated couples and convertible models, powered by new engine designs. As before, the coupe shared a platform with Mitsubishi. The top-shelf option was a 3/0-liter V6 turning out a whopping 200-hp. The Sebring was initially available by the LXi Coupe. Standard in convertibles and LXi Sedans was the Chrysler-built 2/7-liter V6 rated at 200 hp. A 2/4-liter four-cylinder was also available. The pros reviewing the Sebring noted the car’s visual appeal, reliability, attractive pricing, and available options.
The Sebring evolved in rapid succession with different trim levels, producing over six different types in quick turnover. By 2006, the Sebring was being produced no more. For those going with the convertible style of the Sebring, a wise part is a windscreen.
The second generation was becoming more and more stale as time went on. In later tests, its drive trains were unrefined; its ride quality was harsh (particularly in the sedan); and its build and interior materials quality were well below average. Used car shopper wouldn’t do bad with the Sebring, although better options exist Despite the Sebring’s drawbacks, one will still be pleased with this car. The Sebring will always have a fond place in car driver’s hearts.
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When the author isn’t driving around her Sebring, she’s a fan of the Chrysler Sebring windscreen windblocker w ind deflector, the psychic reviews, and the Seattle HCG Diet and Weight Loss.
Posted by admin on under Uncategorized |
These initials come from Sporty, Light, and Short (or Kurz in German). The SLK 170 was at first a compact implementation of the popular SL sports car. The SLK R170 was first produced in 1996, and its fans were immediate. The initial sales started with a very respectable 50,000 units. However, time and competition aged this car. The SLK was starting to get unfavorable reviews against its direct competitor, the Audi TT. Furthermore, time was dating its technology.
The SLK’s hard top is noticeably its best piece of engineering, while the engine is clunky. The steering mechanism came for the C-class chassis, the recirculating ball steering, which was sloppy.
Going head-to-head against other cars in its segment, the TT Roadster, the BMW Z3, and the Alfa Romero Spider, the SLK R170 still visually is the winner. While its engine wasn’t as powerful as the others, this is preferred by North American drivers who desired relaxed driving styles.
Riders got their piece of the sun in this Mercedes SLK 170 with its retractable hardtop. If you’re not a fan of turbulence, you’ll still need a windscreen. The SLK hard top follows its heritage from the Mitsubishi 3000 GT Spyder, Peugeot 206cc, Lexus SC, Mercedes SL Class, and the Chrysler Sebring.
the 2/3 liter Kompressor came out in 2000 to take on these initial problems and provide new improvements. This car gained extra power, different styling on the body, and improved handling. The engine now has a better idle. Mercedes also improved the transmission, making it smooth shifting. A six-speed transmission was installed, which came over straight from the E-class. There was an automatic option, providing five speeds. Putting the top down makes you drown in wind, unless you have a need a windscreen. Furthermore, the chassis got a long needed upgrade with a smoother ride and safety enhancement.
None of these changes are big or grand, being small changes over time. The Mercedes SLK R170 is still an impressive car that puts a lump in the throat.
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When the author isn’t driving her SLK around, she’s a fan of the Mercedes Benz SLK windscreen windblocker wind deflector, the psychic readings, and theSeattle HCG Diet.
Posted by admin on March 7, 2010 under Uncategorized |
One glance at the Solstice upon the show room floor, you’ll already want to jump in and zip away. The Pontiac Solstice stirs up into a pot and melds together awesome power, stirring options, and out-of-this world styling. It’s been over five decades, since the 1959 Bonneville, to find a split screen that caused so much excitement. This car rivals the BMW Z4 and Audi TT, yet carries only half of the price tag.
Option-wise, the Solstice comes in two trims, the base package and the GXP. The base package packs a 173 horse power, 2.4 liter four-cylinder engine that still turns in respectable gas mileage. The power-packed GXP package places a whopping 260 hour power turbocharged engine into a 2.0 liter four-cylinder engine. No matter the engine pick, either engine is mated to a five speed auto or manual transmission. The basic model includes electronic traction and stability control, limited slip rear differential, four anti-lock disc brakes, impressive 18 inch alloy wheels, and satellite radio. The GXP upgrade augments the base package by adding a more responsive transmission, dual exhaust tips, leather steering wheel and shift know, and improved floor mats.
While there’s a lot to like about this car, it does have some deficiencies. The steering is not crisp. The Solstice tips the scale at over 3000 pounds, so being quick-and-lite is not upon the abilities of this car. Also, when zipping out from corners, the Solstice is prone to hang on. Taking off from the red light, the acceleration does leave something to be desired. This car is not comfortable, with components in illogical spots and substandard parts made from third-world wages. Trunk space is sparse, hardly holding enough for a weekend trip.
Despite the minor draw backs, the clear asset of the Solstice is its exterior style. Pontiac isn’t known for head-turning styling; with the Solstice, they finally turn the tide. The Solstice has aggressive styling that’s a bit of a mash-up between a Jaguar and the Bat Mobile. Folks will not be bashful; they will approach you and ask about your sleek car. The merits of this car decidedly weigh on the plus side. Enthusiasts contemplating a sports car should jump into this car and not look back.
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When the author isn’t driving her Pontiac Solstice, she’s a fan of best psychics, the Seattle HCG Diet, and the Pontiac Solstice windscreen windblocker wind deflector.
