HUMMER H2 2009

2009 HUMMER H2
The 2008 Hummer H2 ranks 9 out of 9 Luxury Large SUVs. This ranking is based on our analysis of 56 published reviews and test drives of the Hummer H2, and our analysis of reliability and safety data.

The H2 delivers stellar off-road performance and head-turning style but has dismal fuel economy, even for a large SUV.

The 2008 H2, which AutoWeek calls "one of the biggest, baddest muthas on the road," has been upgraded with a larger powertrain, more upscale interior and added safety features. The changes earn points in reviews that say the H2 now has the power it needs to be a capable highway cruiser and an interior that's in line with its price tag. Because of the H2's weight, it isn't subject to EPA fuel economy ratings, but based on the H2's cruising range and fuel capacity, reviewers estimate the H2 should get a little over 11 miles per gallon in mixed driving. That means that the H2 will cause significant pain at the pump, even for a large SUV. Many reviews also note that the H2's sheer mass can be tough to drive, especially in tight quarters. Fuel economy and size aside, the H2 is enormously appealing to many reviewers, thanks to its aggressive exterior styling, macho persona and go-anywhere capabilities.

* "If you want to make a statement, the H2 remains a good vehicle of choice"-- AutoWeek

* "There are many of us that savor the H2's sheer obnoxiousness." -- Car and Driver

* "For 2008, the H2 was completely redesigned, given a more refined interior that combines luxury with ruggedness, equipped with enhanced safety features and has a more powerful engine that's mated to a new six-speed automatic transmission. Want more? Don't be a glutton!"-- Chicago Sun-Times

* "A vehicle that everyone either loves or loves to hate." -- Fort Worth Star-Telegram

* "I can't recall any recent vehicle that I was happier to get out of than this one." --Motor Trend

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GMC Canyon 2009

2009 GMC Canyon
The 2008 GMC Canyon ranks 8 out of 8 Compact Pickup Trucks. This ranking is based on our analysis of 26 published reviews and test drives of the GMC Canyon, and our analysis of reliability and safety data.

The Canyon delivers good handling and a ruggedly attractive exterior, but places in the middle of its class because it can't match the power or interior accommodations of top competitors.

The 2008 GMC Canyon is an acceptable but not outstanding performer with rugged good looks, and falls mid-pack of the six ranked compact pickup trucks. On the whole, the automotive press likes the Canyon for work or play. New Car Test Drive says, "The Crew Cab can haul home a load of horse manure for the garden, then take the family out for dinner and a movie (after hosing out the bed, that is)."

But despite the overall praise, the Canyon is also seen as an underpowered truck with poor-quality interior materials that are not in line with its price. In fact, at higher trim levels, the Canyon costs about as much as larger GMC trucks. The Detroit News notes the base GMC Sierra and the Canyon are virtually the same price. "Against that backdrop, the two-wheel-drive Canyon Crew Cab SLE doesn't look like a great value." Adding to this sentiment, Car and Driver calls the sticker price "a shocker," saying, "I'd be more forgiving if there were some neat touches," but "I'd need something more than just increased agility to keep me out of a full-size truck." Adding to the disappointment is the fact that the Canyon's fuel economy is only average for the class.

The Canyon is available as a regular cab model, an extended cab, or as a crew cab. Regular and extended cab models are available with base, SL, and SLE trim packages, while crew cab models are available only with the SLE package. If you're shopping for a compact pickup, also check out the Nissan Frontier or Toyota Tacoma.

* Speaking of the Chevy Colorado, Isuzu i-Series and GMC Canyon, Car and Driver writes, "These three compacts…are essentially identical and come in a broad variety of body styles, wheelbase and cargo-bed lengths, and load ratings." -- Car and Driver

* "The Canyon was fun to drive and it felt zippier than a large pickup. … It also manages to look rugged -- though not quite ready for the lumberyard parking lot." -- Wall Street Journal

* "The GMC Canyon is ideal for people who need a real pickup but don't need or want the size and cost of a full-size truck." -- New Car Test Drive

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Honda Accord Coupe 2009

2009 Honda Accord Coupe
The Accord Coupe delivers everything buyers have come to expect from the Accord name, all packaged in a sporty and attractive two-door frame.

Redesigned for 2008, the Honda Accord Coupe's sporty style and sophisticated road dynamics help it earn great reviews. Additionally, a now noticeable size difference between the bigger four-door Accord and the coupe model helps make the latter distinctive. Many report the Accord Coupe successfully merges the best attributes of a cutting-edge coupe and a comfort-oriented sedan.

The Honda Accord Coupe is a front-wheel-drive, two-door vehicle available in numerous trims. If you're interested in an affordable coupe but not sure the Accord Coupe is for you, also consider the Nissan Altima Coupe. The Honda Accord sedan and Toyota Camry do not offer quite the same sportiness of a coupe, but are two of our highest ranked cars that are recognized for streamlined performance and outstanding overall quality.

* "Honda has finally designed a coupe that stands on its own, well out of the sedan's mega-selling shadow. The result is a coupe that's eminently safe and practical - it's an Accord, after all - but makes more than a token stab at being fresh and freewheeling." -- New York Times

* "With its blend of predictable road manners, tidy dimensions, stout yet refined powertrain and handsome styling inside and out, the Accord Coupe stands on its own merits as a distinctive and desirable addition to the Honda line." -- Road and Track

* "The styling screams that you're roughing it sports car style, with attendant cabin noise and focus on speed over luxuries, but once you're behind the wheel, it's five-star all the way." -- Automobile Magazine

* "The coupe's sharp new duds make a big impression, but the bones are still Accord." -- Car and Driver
* "When I recently drove the new coupe and sedan in Boston, I found both equally impressive. Each boasts an open layout, loads of room and solid performance." -- Detroit News

* "I'm loving the comeback of the coupe. … Today's test car, the 2008 Honda Accord Coupe, holds an admirable spot in this class. It features typical Honda wizardry in the control panels, a tight fit and finish inside, and comfortable leather seating with rich bolsters." -- Boston Globe

Accord-Coupe Performance - 8.3 (Very Good)
A solid engine and nimble road characteristics combine to deliver an Accord Coupe with strong performance and very good reviews. The Car Connection especially notes both the Accord sedan and coupe "benefit from much-desired improvements to chassis, powertrain, and running gear." Continue with our full Performance Review to read reviewers' praise for the Accord Coupe's two engines, and find out how the two-door Accord compares to the Nissan Altima Coupe.

Accord-Coupe Exterior - 8.9 (Very Good)
The 2008 Honda Accord Coupe looks edgy and alluring. Automobile Magazine says "the 2008 Accord coupe, with its raked side glass and chunky, aggressive front end, gets in your face right away with some Samuel L. Jackson swagger. It is not a polite car. And, I say, it's about time." Check out the Honda Accord Coupe Photo Gallery to see how the coupes now sleeker lines make this new model more distinctive from the Accord sedan, or continue with our full Exterior Review to read auto writers' positive reception of the redesign.

Accord-Coupe Interior - 7.1 (Good)
According to many, the 2008 Accord Coupe continues Honda's tradition for a high-class cabin. Road and Track says: "Honda's attention to materials, fit and finish has paid huge dividends. The cabin has an upscale Acura aura that comes from finely tailored sport bucket seats, a choice of silver or wood accents, a coupe-only 3-spoke sport steering wheel and Honda's trademark straightforward controls and instrumentation." Check out the Honda Accord Coupe Photo Gallery to see the new rotary knob for the Accord's optional Satellite-Linked Navigation system, or continue with our full Interior Review to learn how Honda provides spacious cabin seating for five in a sporty two-door coupe.

Accord-Coupe Safety - 9.8 (Excellent)
Both the Accord sedan and coupe have done well in government and insurance industry crash tests, and receive some of the highest safety scores in their class. Continue with our full Safety Review if you want to learn more about the Accord Coupe's safety equipment.

Accord-Coupe Reliability - 9.0 (Excellent)
The 2008 Honda Accord Coupe reliability score shown is the Predicted Reliability rating provided by J.D. Power and Associates. This score is based on trending the past three years of historical initial quality and dependability data from J.D. Power's automotive studies, specifically the Vehicle Dependability Study (VDS) and the Initial Quality Study (IQS). The 2008 Honda Accord Coupe has a three-year or 36,000-mile bumper-to-bumper limited warranty for all its vehicles. Continue with our full Reliability Review to learn more about Honda's warranty, or to read about the Accord's perceived reputation for quality.

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Dodge Caliber 2009

2009 Dodge Caliber
The 2009 Dodge Caliber loses its all-wheel-drive model. Otherwise, this compact hatchback is largely unchanged for 2009. Caliber comes in SE, SXT, R/T, and high-performance SRT4 trim levels. All use a 4-cylinder engine and come with front-wheel drive. SE and SXT have a 148-hp 1.8-liter engine when equipped with a 5-speed manual transmission. These models get a 158-hp 2.0-liter engine when equipped with a continuously variable automatic transmission (CVT). R/T has a 172-hp 2.4-liter and comes only with the CVT. The AWD R/T has been discontinued. The SRT4 gets a turbocharged 285-hp 2.4 and a mandatory 6-speed manual. Available safety features include ABS, traction control, antiskid system, curtain side airbags, and front side airbags. Available features include a fold-flat front passenger seat, ventilated glovebox, and removable cargo light/flashlight. Newly available for 2009 is Chrysler's uconnect multimedia suite, which can include a wireless cell phone link, 30-gigabyte hard drive for storing pictures and digital music files, and a navigation system with real-time traffic information.

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Honda Fit 2009

2009 Honda Fit
In recent months, we’ve had the opportunity to test a variety of hydrogen-powered prototypes, such as the Chevrolet Equinox fuel-cell vehicle and BMW’s Hydrogen-7, which goes the internal combustion route. But Honda’s FCX takes the technology to an entirely new level.

First seen at the 2005 Tokyo Motor Show, Honda plans to begin leasing the FCX for $600 a month, and not just to carefully selected corporate fleets, but to everyday consumers. The costly experiment is also a risky one, exposing the Clarity to all the daily challenges faced by your typical motorist, from bad weather to fussy infants.

“The FCX Clarity is a shining symbol of the progress we've made with fuel cell vehicles and of our belief in the promise of this technology,” proclaims American Honda president and CEO Tetsuo Iwamura. “Step by step, with continuous effort, commitment and focus, we are working to overcome obstacles to the mass-market potential of zero-emissions hydrogen fuel-cell automobiles.”

While the first retail customers will still have to wait a few months, we were given the chance to take the FCX for a spin around Los Angeles, starting out in Santa Monica, then heading up the coast to fire-ravaged Malibu . During our time behind the wheel, we had the chance to put the fuel-cell vehicle through a variety of different situations, from city streets to open highways, charging up steep inclines and around twisty canyon roads. And our overall impression? Well, we’ll get to that, in a moment.


A hydrogen-powered jellybean

Honda has actually applied the FCX badge to several vehicles. The outgoing model is a chunky-looking Japanese hatchback. The new edition is decidedly more stylish — and roomy. Honda has learned a valuable lesson from its Japanese rival, Toyota , whose Prius is a distinctive visual standout. You won’t miss the Clarity, either, and during our drive, it seemed like everyone wanted a closer look.

The FCX is a futuristic jellybean, first impressions suggesting a cross between the new Honda Accord and the Prius. Toss in a dash of the Honda CR-Z concept vehicle that debuted in Tokyo, last month — at least the show car’s split rear glass, which folds over into the tailgate. If we had any complaint, surprisingly, it was rear visibility, despite the sedan’s expanse of glass.

Inside, the compact FCX would likely qualify as a full-size four-door; even with the driver’s seat set to handle my 6’2” frame, there was plenty of legroom in the back. The sedan’s instrument panel vaguely resembles that of the new Accord, with its stairstep layout. There’s a huge, high-res LCD for the built-in navigation system, or to display the complex power system at work underneath. The instrument panel centers around a flashing, multi-color cluster that looks a lot like Tokyo at night, and can be nearly as distracting, as you struggle to understand what the various fluorescent readouts signify.

Our test car had a surprising number of little fit-and-finish problems, but we’re willing to give Honda a pass, considering this is a prototype of an extremely low-volume, largely hand-built car. Nonetheless, we’re hoping for typically Honda-level refinement when the first cars actually reach customers.

The FCX is extremely well-equipped, overall, with niceties such as dual-zone digital climate control, adaptive (radar) cruise control, voice-activated navigation, and a sweet AM/FM/CD/XM audio system with a jack for your iPod or MP3 player. Oddly, while the doors and windows are power-operated, the seats are manual. Then again, maybe not, as weight clearly matters when you’re going for maximum mileage.

In terms of safety, the FCX Clarity is equally well-equipped, with six airbags, anti-lock brakes, stability and traction control, active headrests, and a radar-guided collision mitigation system.


Under pressure

Though it’s extremely aerodynamic, the FCX uses a conventional steel body, with a steel chassis and aluminum subframe, rather than the costly, ultralight materials that could have been used. Even so, the numbers are impressive. The FCX delivers an estimated range of 270 miles on a tank full of hydrogen. Since it holds four kilograms of the stuff, that works out to an equated 68 miles per gallon. (The EPA considers a kilogram of hydrogen to equal a gallon of gas.)

A bit of a primer is called for here. A fuel cell “stack” consists of a series of permeable membranes coated with noble metals, including platinum, rhodium and palladium. The hydrogen passes through the membrane, in the process shedding an electron, the basic stuff of the electricity that runs a fuel-cell vehicle’s electric motor. When the hydrogen combines with air, it forms water, which you can spot coming out of the FCX tailpipe as either steam or a spray of liquid.

The latest-generation Honda stack, along with the rest of the fuel-cell system, is about 400 pounds lighter than in the earlier FCX, the stack itself now about a fifth the size of early stacks. The overall drive system, company officials note, is roughly the same size as a comparable gasoline-electric drivetrain. It’s also able to handle the worst heat a driver might experience in Southern California, as well as a low of -30 degrees Celsius (about -22 F).

Honda notably chose to go with a “low-pressure” fuel tank, storing those 4 kg of hydrogen at 350 bar, or 5000 psi. General Motors, with its new Equinox FCV, is opting for higher 700 bar/10,000 psi pressures, but that raises storage costs significantly, requires tremendous energy to compress the gas, and doesn’t quite double the amount of hydrogen you can store in a given space. The industry is likely to keep the storage debate going for a number of years.

Firing up the Clarity is simple: just press the start button. It takes a few seconds for the system to come alive, but once it does, you simply shift into gear, with an IP-mounted contraption that vaguely resembles a BMW 7-Series shifter.

Step on the throttle and you’re likely to be surprised by the Clarity’s aggressive launch. The system produces 100 kilowatts of power, with a modest additional assist from the onboard batteries, which operate much like those in today’s gas-electric hybrids. That works out to a seemingly modest 134 horsepower, but the numbers underrate the actual kick of an electric drive system, where you get maximum torque the moment the motor starts to turn.

From 0 to 30 mph, the FCX delivers some serious acceleration. It slacks off as you approach highway speed, but that doesn’t mean it’s a slouch. We were able to easily merge onto the congested I-10, in Santa Monica , and quickly soared to near 90 mph. Certainly, around town, the FCX Clarity will keep up with traffic.


Canyon agility

Later, as we headed up the busy Pacific Coast Highway toward Malibu , we were impressed with the agility of the sedan, which smoothly zipped from lane-to-lane. As we turned off onto Malibu Canyon Road , the fuel-cell vehicle shot up the steep incline without any hesitation, weaving and bobbing through the fire-ravaged canyon about as nimbly as the new Accord. Credit the Clarity’s double-wishbone suspension – and Honda engineers who were able to package the hefty fuel cell components as low as possible. The stack, for example, is actually mounted below the sedan’s center console.

One of the most striking features of any fuel-cell vehicle is the distinct lack of traditional powertrain noises. Instead, you suddenly discover all sorts of sounds normally muffled beneath, like controls and pumps – especially the compressor driving air into the fuel-cell stack. The somewhat high-pitched noise, along with the sound of the drive’s electric motor, takes some time getting used to, though in the FCX, it’s a significant amount quieter than the screeching of earlier fuel-cell vehicles.

How many customers Honda hopes to attract when it starts leasing the FCX next year, it isn’t saying. The company is “waiting to gauge the market’s reaction,” insists U.S. marketing chief Will Walton. Several factors suggest the initial reaction is likely to be quite positive. GM was besieged by thousands of potential users of the fuel-cell Equinox, which is will loan out for three-month stints starting in early 2008. And the special Honda FCX Web site has crashed several times from all the demand, since the automaker announced the lease program at the L.A. Auto Show last week.

Though final details haven’t been released, the basics are simple: customers will pay $600 a month, over the course of three-year leases, a figure including both maintenance and insurance.

All well and good, but what about the hydrogen? Under pressure from the state, the auto industry has been flooding the California market with hydrogen prototypes, and that’s encouraging the development of a real service-station infrastructure. It also helps that there’s a ready supply of the gas, which is produced for the various refineries that dot the Southern California coast.

Honda officials expect as many as 30 hydrogen pumps to be available next year. The fuel should cost about $5 a kilogram, meanwhile, so on a per-mile basis, the FCX will actually prove more affordable than comparably-sized sedans (except, perhaps, the Prius). Refueling times, of about five minutes are similar to what it takes to fill up an empty gasoline tank.

While the first Clarity sedans will be leased in the L.A. area, Honda officials would like to extend the experiment to other parts of the country. While they declined to discuss firm plans, we would expect to see the lease program expand to Washington, D.C., and even the New York City area, if things go well. That would certainly give a better sense for how the FCX would operate in winter weather.

Would we drive an FCX? Absolutely. In fact, if we can convince Honda to deliver one to Detroit , we hope to offer an even more in-depth review, sometime in the near future. The Clarity may not be the future, but it’s certainly pointing in that direction.


Engine: Fuel cell and 288-volt lithium battery, 134 hp/189 lb-ft

Transmission: Direct-drive electric motor, front-wheel drive

Length x width x height: 190.3 x 72.7 x 57.8 in
Wheelbase: 110.2 in
Curb weight: 3582 lb

Fuel economy (EPA city/hwy): 68 mpg combined EPA cycle (est.)

Major standard features: Power windows/locks/mirrors; AM/FM/CD/XM/MP3 audio system with iPod input and steering wheel-mounted audio controls; dual-zone climate control; remote keyless entry; tilt/telescope steering wheel; alloy wheels; voice-operated navigation; active (radar-guided) cruise control

Safety features: Anti-lock brakes, traction and stability control; dual front, side and curtain airbags; tire pressure monitors

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