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Ford has just released new images of their 2011 Focus at the North American International Auto Show in Detroit. The new Focus has been developed by a worldwide team with major input from Germany, Britain and the United States. From the initial pics it looks as though Ford have thrown their current Focus RS model in the blender with the best of Chris Bangle’s flame surfacing from BMW, smoothed the edges out a bit and voila—a new Focus!
Overall, though, its cuts a striking shape and definitely stands out among its mid class rivals. Since 1998 the Focus has been acknowledged as one of the class leaders when it comes to driving duties and overall handling. More pics of the hatch and sedan models follow after the jump, along with an extensive press release from Ford UK. BRENTWOOD, Essex – Monday, 11 January, 2010 – The next-generation Ford Focus makes its worldwide debut today at the North American International Auto Show (NAIAS) in Detroit, providing customers with more affordable technologies and features than ever in this segment, as well as detailed craftsmanship, outstanding fuel economy and a new standard for driving quality. Both the four-door saloon and five-door hatchback body styles of the next-generation Focus are previewed prior to their production start for Europe and North America late in 2010 and market launch early in 2011. The new Focus will be nearly identical in all markets, with 80 per cent parts commonality around the world. Production of the next-generation Ford Focus will begin simultaneously in Europe and North America in late 2010, with individual market launches starting early in 2011.
The new Focus will be one of up to 10 unique models to be built from Ford’s new C-car platform, which is expected to generate total sales in all regions of two million units annually by 2012. The new Ford Focus has been developed by a global team, led from Ford’s European small and medium vehicle centre of excellence in Merkenich, near Cologne, Germany, with powertrain development led by a similar team at Ford’s technical centre in Dunton, England.
In developing the vehicle for global markets, the product team in Europe was able to call on the experience acquired from recent programs like the much-acclaimed new Ford Fiesta, and was supported by the expertise of vehicle and powertrain technology specialists located in Ford’s engineering centre in Dearborn, Mich. The two models share a sporty and dynamic character, marking the next evolution of Ford’s acclaimed kinetic design form language. With its striking front end, sleek profile, dramatic rising beltline and athletic stance, the new Focus clearly telegraphs the rewarding driving experience that awaits customers when they take to the road. Introduced in 1998, the original Ford Focus brought new levels of agility and responsiveness to the C-segment. Engineers have updated the innovative suspension concepts from prior models, developing optimised new designs for the “control blade” multilink rear suspension and the semi-isolated front and rear subframes. All global customers will benefit from the same quality of dynamic performance in the new Focus.
The engaging driver appeal of the new Ford Focus is magnified by a powertrain range that delivers spirited performance and targets outstanding levels of fuel economy and CO2 emissions. The global powertrain lineup for the new Focus will include a range of state-of-the-art Ford EcoBoost™ four-cylinder turbocharged direct injection (DI) engines – including the 1.6-litre unit in Europe and a choice of advanced and improved Duratorq TDCi common-rail diesel engines, all of which offer reductions in fuel consumption of between 10 and 20 per cent compared to the outgoing models. The technology package of the new Focus promises not only clear leadership in the C-segment, but also includes features customers in larger, more premium segments would find surprising. MyFord is complemented by a new generation of Ford’s powerful SYNC® connectivity package, which includes a sophisticated voice control system, Bluetooth and satellite navigation, along with connection points for a variety of devices and media players.
The Focus platform provides an incredibly strong and stiff structure, which not only benefits vehicle dynamics and refinement but also provides the basis for enhanced crash performance. The new Focus will make significant strides in reducing cabin noise, promising a quiet cabin environment. Each component in the vehicle that the customer will touch, see, hear or even smell has been subjected to rigorous analysis to ensure that it will exceed an owner’s expectations. Ford has developed a global DNA standard that defines the exact attributes a part should have to meet the quality requirements of the brand. This meticulous attention to detail is also reflected in Ford’s global manufacturing strategy for the Focus, with consistent standards and processes being applied in every one of the assembly plants, wherever they are located in the world.
In an era of increased environmental awareness and stricter fuel-economy standards, you’d think supercars would be on the endangered species list. Both the 2016 Acura NSX and the new Ford GT boast powertrains that emphasize efficiency without sacrificing performance. Whether it’s the NSX’s hybrid powertrain or the GT’s turbocharged EcoBoost V6, both cars take a novel approach to going fast, they also evoke historical high points for their respective brands and the dreams of countless car enthusiasts. The NSX’s shape should look familiar by now, because this car was first glimpsed as a concept back in 2012, and has been featured in countless teasers and auto-show appearances since then.
While the NSX doesn’t have much in common visually with its 1990 to 2005 predecessor, the 2016 Ford GT retains some bits and pieces from the 2005 GT, and the GT40 racecar that inspired it.
The GT is definitely the more ambitious of the two when it comes to exterior design, but on the other hand the Acura seems to hang together better as an overall design to this scribe’s eye. Supercars of the past were considered “luxurious” if the air conditioning worked, but today they’re expected to have the same amenities as any other high-end vehicle. For the NSX, Acura created what it calls the “Human Support Cockpit” intended to provide maximum forward visibility, good ergonomics, and easy ingress and egress – not things you’d normally associate with a supercar. On the tech front, the NSX features a TFT gauge-cluster display and Integrated Dynamics System for altering different vehicle parameters.
The square door vents are an interesting touch as well, and the GT will also come with Ford’s latest Sync 3 infotainment system, although it’s unclear whether someone plunking six figures for a supercar will be happy to find the system from a Fusion. The GT hasn’t strayed too far from its racing roots, then, while the new NSX is retaining the old model’s emphasis on comfort. The NSX features a Sport Hybrid Super Handling All-Wheel Drive (SH-AWD) setup, which is about as complicated as its name suggests. A mid-mounted, twin-turbocharged V6 is teamed with a nine-speed dual-clutch transmission and three electric motors. Acura emphasizes the instant response of the electric motors, but isn’t talking specific power output yet. The Ford GT also has a V6, but the twin-turbocharged 3.5-liter EcoBoost unit is a completely different animal. Traditionalists may miss the 2005 GT’s supercharged 5.4-liter V8, but with an estimated output of over 600 hp, it’s hard to argue with the results.
Acura deserves credit for cleverness here, but Ford was pretty clever, too, and the GT already appears to have a power advantage over the NSX, so it’s the winner here.
Acura and Ford are mum on performance figures for their supercars for now, but it’s already apparent that they’ll have very different characters. While the V6 engine is a new wrinkle, it seems reasonable the Ford GT will perform more like a traditional supercar. Without any real performance figures or seat time, though, it’s impossible to tell whether the Acura or Ford will be a better performer. Besides their ultramodern mechanicals and sleek styling, what makes these cars cool is history.
The original Ford GT40 was created to beat Ferrari at Le Mans after Henry Ford II and Enzo Ferrari got into a bit of a spat. While Acura has shown a concept NSX racer, Ford seems more committed to taking its supercar racing at the moment. We poured over sales data for crossovers in the UAE to pick potential candidates that people actually care about. The Hyundai is among the best in rear legroom, and also has great headroom, even with the optional panoramic glass roof. The Toyota has the best headroom, and ties the Santa Fe for best rear legroom in this group. The Tiguan’s an original German car at an original German price, a league above those cheaper non-European sedans that VW sells nowadays. The Santa Fe has a very detailed interior, and while it does not all look too expensive, the sheer amount of soft-touch padding on the dash and all the doors is what won us over. The RAV4 actually has better interior materials for the door-panel inserts, armrests and that sliver of stitched leatherette on the dash, but it falls below the Korean because the rest of the cabin is made up of hard plastics. The CR-V falls further below the Korean because, aside from the seats and armrests, every inch of the dash as well as door panels are composed of hard plastics.
The RAV4 is easily the best offroader here, as much as you can expect a crossover to do on mild sand dunes.
We actually expected the Tiguan to be the worst, but it turned out to be one of the better ones. The CR-V loses out here due to its less-than-the-others ground clearance and an all-wheel-drive system that is slow to react in loose sand if you don’t keep the speed up. Hands down, the Korean offers the best value in the group, with an as-tested price of Dhs 92,900.
This Japanese-built softroader is nowhere near as value-packed as the Korean, but it offers more compared to the CR-V, such as navigation, offroad lock and nicer leather upholstery than either of the Asians. The American-built CR-V falls behind the RAV4 because of its bargain-basement interior and lack of options such as navigation and offroad extras, even though it costs about the same as the RAV4, at Dhs 126,000.
The German-built Tiguan R-Line is the most premium offering in this group, with a price to match, at Dhs 151,000.
The Santa Fe offers the worst driving performance in this group, but is also the most comfortable, practical, spacious and stylish, and that matters more to crossover buyers than driving pleasure.

The top-spec RAV4 is a nice enough car that edges out the Honda with a nicer interior, slightly more features, and slightly better acceleration. The CR-V is so similar to the RAV4 in drive that we’re starting to wonder if Toyota benchmarked this Honda to create their own car. We’d like to thank Hyundai, Toyota, Honda and Volkswagen for providing the vehicles for the purpose of this test.
2014 kia cadenza limited long-term road test - edmunds, 2014 kia cadenza shopping comparison: genesis vs. 2015 subaru outback drive – review – car driver, Australian pitchman paul hogan is long gone from subaru's team, but the outback he once peddled is humming along quite well without him. A flexible interior, an efficient powertrain, and agreeable pricing make the Fit an easy recommendation. In its previous two generations, the Fit also gave convincing answers for the sorts of questions we ask of cars. The third-generation Fit, introduced for 2015, has traded some of its edginess and verve in search of greater refinement and maturity.
The genius of the Fit starts with Hondaa€™s innovative chassis layout that places the fuel tank under the front seats, rather than the more conventional location farther rearward. But the real magic happens when you start messing with the highly configurable, split-folding rear seats, which Honda aptly dubs a€?Magic Seats.a€? You can either flip up the bottom cushions to create a tall, narrow space or fold the seat flat to the floor. The rear seats are lightweight enough to make all this flipping and folding mostly effortless, but they also are sufficiently padded to make the back row a relatively comfortable place to sit. Less magical is Hondaa€™s insistence on touch-sensitive controls for its audio and navigation.
The 7.0-inch screen comes standard on three of the Fita€™s four trim levels, including the EX, the EX-L, and the EX-L with Navigation that we tested.
A mid-cycle refresh for the Fit, likely to arrive within the next year, should remedy these omissions. Regardless of trim level, the Fit has one of the strongest engines in its class, a 1.5-liter four-cylinder engine with 130 horsepower and 114 lb-ft of torque. Some drivers might not mind trading the manual Fita€™s increased fun factor and improved performance (ita€™s 0.5 second quicker to 60 mph than the CVT model) for the automatica€™s more relaxed demeanor. Will it fit?: Determining whether Honda's new tiny hatch can fill its predecessor's enormous shoes. Chevy cobalt parts - chevy cobalt accessories at auto, Need help with your chevy cobalt parts?
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Production will commence later this year, with European and North American sales to commence simultaneously in early 2011.
The Focus will initially be built in three plants— Saarlouis (Germany), Michigan (United States) and Chongqing (China). Initial production will be concentrated at the Saarlouis (Germany), Michigan (United States) and Chongqing (China) Assembly Plants. The first of these will be the new Ford C-MAX and Ford Grand C-MAX – unveiled at the 2009 Frankfurt Motor Show – for launch in Europe in the second half of 2010. The vehicle has been engineered without compromise to meet all customer and legislative requirements of the major worldwide markets.
The new Focus has an extremely modern, cockpit-style interior, with the stylish centre console wrapped around the driver and providing outstanding access to the vehicle’s major controls and display panels.
The cabin’s bold and contemporary graphics, the sculptured shape of the soft-touch instrument panel and the choice of superior trim materials all help to give occupants the feeling that they are travelling in a premium-class car. The all-new Focus plans to raise the benchmark once more, targeting class-leading driving quality that blends outstanding steering precision and road feedback with significantly improved refinement and ride control. Identical chassis and suspension architecture is being used for all markets, except for minor regional tuning differences, such as local tyre specifications. The new technologies have been designed to be simple and highly intuitive to use, while enhancing both convenience and safety for the vehicle occupants including driver connect technology, MyFord, which provides the driver with a state-of-the-art combination of controls and display screens to operate the key vehicle features.
This refinement complements the fresh new interior design and higher craftsmanship levels to create a premium feel akin to larger vehicles. Particular attention has been given to the quality of interior trim materials, and the colour matching, gaps, flushness and tolerances where one part meets another. Examples include the sound the door makes when it is closed, requiring special attention to the door structure and latch mechanism, and the design of a steering wheel, right down to the thickness of padding and size of stitching on the rim.
The real proof that the eco-conscious supercar is here to stay surfaced at the 2015 Detroit Auto Show.
If they maintain the pricing and production numbers of their predecessors, they’ll also be (slightly) more affordable than the Ferrari, McLaren, and Porsche, and more likely to be seen outside of a fastidiously-maintained garage. It takes Acura’s geometric design language to the dramatic extreme only a mid-engined supercar could. Every surface was shaped to manage airflow, hence the radical buttresses that form the rear of roof and create huge air channels in lieu of the side-intake pods used on most mid-engined performance cars. It’s all laid out as cleanly and sensibly as you’d expect in a car from Honda’s luxury division. It features a squared-off steering wheel with integrated controls and an impossibly-thin center console, showing the car’s performance intentions. The seats are integrated into the car’s structure to reduce weight, and take getting in and out easier, Ford simply fitted the GT with upward-swinging doors. While Ford deserves credit for going the hardcore route, the NSX’s interior does sound like a nicer place to be for those that don’t wear fire suits to work. One motor is mounted between the engine and transmission to help drive the rear wheels, while the other two drive the front wheels, providing torque vectoring for sharper handling.
It will almost certainly be crazy fast, but it’s hard to predict how its complex blend of internal-combustion and electric power will feel from behind the wheel. It was a supercar with the manners of a family sedan, but was still able to wipe the floor with all of the established competition back in the early ‘90s. It won the legendary 24-hour race four consecutive times (1966 to 69), and Ford built a modern tribute version in 2005. That’s why you never see a clear winner in so-called comparos by local magazines, with lots of pretty photos to sell copies, no figures to back up any conclusions and three-way ties to make everybody happy. It also has the second-longest and second-widest boot as well as the tallest, with a low opening to ease loading.
The boot area is also the shortest and narrowest in this group, although matches most of them in height.
And this is reflected in the cabin materials, with a soft-touch dash and front-door sills, and swaths of leather on all door panels. It’d feel like a Yaris-grade car were it not for the LCD colour screen on the dash that holds the stereo display and rear camera.
We measured the interior noise at 67-68 dB while doing 120 kph, which is the same as the pricier VW. It only comes in third here by the slimmest of margins, with a slightly-firmer ride than the RAV4 on some road surfaces, which paid dividends in our handling loop later on. For a car with such thin-profiled tyres, the bump-absorption is actually pretty commendable, though the harshest road imperfections become readily apparent. It actually feels a whole lot faster thanks to its instant torque that makes overtaking and junction-jumping a breeze. The 174 hp 2.4-litre 4-cylinder powertrain is so lacking that we were wondering if the factory forgot to put an engine in the car. The steering offers as little feel as the others, but it is also light and a bit more vague than the CR-V. It can actually keep up with the RAV4 on the dunes using sheer power and turbo torque alone, even with those gangsta 19-inch wheels.
A fully-optioned V6 version costs Dhs 123,900, with as many gadgets as the Volkswagen, though not necessarily the same Germanic quality of trim. It also retains a certain degree of offroad credibility, which sealed its second-place finish.
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Its firm ride makes it fun to drive, while light steering makes it great for in-town driving—icing on the cake. It wasna€™t quick by sports-car standards, but it boasted an eager engine and sharp responses from a well-sorted chassis. Ita€™s fallen off our 10Best list in recent years, largely because it doesna€™t raise our pulse quite the way its predecessors did.
This yields an extremely low and flat floor under the rear seats and in the cargo area, allowing for interior space rivaling that of some larger crossovers, despite the Fita€™s diminutive footprint.

Doing the latter opens up 53 cubic feet of cargo space thata€™s almost completely unobstructed by wheel wells or other intrusions. Ita€™s all rather marvelous and is still impressive nearly a decade after we first came in contact with this space-efficient interior design. We understand the desire to appear tech-savvy, but the Fita€™s setup, shared with many other Hondas, is more frustrating than forward thinking. Certain features such as Pandora integration, Hondaa€™s LaneWatch side-camera system, and text-message integration are offered only on this larger touchscreen, but the Fit is still missing the Apple CarPlay and Android Auto smartphone capabilities found in Hondaa€™s own Civic and Accord (as well as many of the Fita€™s competitors). For now, the base-model Fit LX, starting at $16,725, strikes us as the smart buy of the lineup.
The continuously variable automatic, seemingly tuned for fuel economy above all else, is overly insistent on keeping engine revs low. But wea€™d certainly choose the sticka€”especially given the $800 premium for the automatic.
Many other subcompactsa€”including Chevroleta€™s Sonic, Forda€™s Fiesta, and Sciona€™s iAa€”have more playful chassis dynamics and offer more grip on the skidpad than the Fita€™s 0.80 g. Its ride quality is satisfyingly firm but avoids the impact harshness of the previous-generation Fit, and its light steering combines with great visibility to make it eminently maneuverable around town. But we still like this well-rounded hatchback; it remains one of the smartest buys in the automotive marketplace.
2014 subaru forester 2.5i touring, 2014 mazda cx-5 grand touring awd - comparison tests page 4. In a true global car program the Focus will share parts from a minimum of 80% in all markets. That styling is rendered in a combination of aluminum and sheet molding composite, draped over an aluminum and carbon-fiber chassis, to minimize weight.
The Kia Sorento is just a rebodied Santa Fe, the Escape is front-wheel-drive and would’ve lost anyway, while the Koleos nobody actually asks about. It also has the longest and widest boot area with the third-row seats folded down, and somehow matching in cargo-area height with most of the other contenders as well, by moving the full-size spare tyre underneath the car. Aside from the Santa Fe, the Tiguan is also the only other one with a sliding rear bench, to potentially increase either legroom or cargo space. And if you can live without navigation, leather and big alloys, you can get a well-equipped base model for only a little more than the base price of an all-wheel-drive RAV4. It is maybe about 200 kg heavier than the other crossovers, so our test car only managed a time of 12.2 seconds. Body control is good, and it handled lane-change moves well in our changing-elevation handling loop. Heck, it even understeers on sudden lane changes, and can get a little out of shape, but thankfully comes back in line without serious drama, that too without stability control.
But it was hampered by low ground clearance, a lazy engine with poor transmission gearing and more weight.
It can take the abuse even, because it has a better approach angle than most, with its pointy front bumper. An all-wheel-drive crossover isn’t ever going to be a sturdy dune-basher, but you can drive one with confidence on camping trips, wadi gravel trails and even rainy weather. Go for the base model with fewer luxuries, and the starting price is a palatable Dhs 99,000. Cut out more of the luxuries, such as navigation, glass roof and leather, and you have a base price of Dhs 109,000, about the same as the RAV4! If our rankings were based on driving pleasure alone, this list would be upside-down, with the Tiguan R-Line at the top. The handy multiconfigurable interior offers more cargo room than the Fit’s size implies, too.
We named the Fit to our list of 10Best Cars for seven straight years, from 2007 to 2013, and found ourselves recommending it often to friends and family.
It still has the same unbeatable combination of practicality, affordability, and efficiency; the little Honda remains one of our top recommendations when wea€™re asked which small car to buy. The rear seat will accommodate even the tallest passengers with ease, and the entire cabin feels light and airy thanks to large windows all around.
In the upper trim levels, a 7.0-inch touchscreen dominates the Fita€™s dashboard, flanked by a flat, featureless panel with capacitive-touch buttons. The Fit also cannot be optioned with any of the active-safety features such as blind-spot warning and forward-collision warning that are becoming de rigueur across all vehicle classes. Youa€™ll give up features such as 16-inch wheels, a sunroof, and push-button start, but the LX modela€™s smaller touchscreen, with more conventional knobs and buttons, is much simpler and easier to use than the larger version. That relative quickness doesna€™t come at the expense of fuel economy, either, as the Fit, at our observed 33 mpg, was more efficient in our hands than all of those rivals save for the miserly Scion (actually a rebadged Mazda 2), which achieved 36 mpg.
That limits access to the 1.5-litera€™s power peak, which doesna€™t come on until 6600 rpm, making the Fit feel sluggish around town. Like we said before, ita€™s best to keep the Fit closer to its cheap, cheerful roots, in contrast to our $22,000, automatic-equipped, leather-lined test car. The Hondaa€™s 184-foot braking distance from 70 mph is also midpack for its competitive set. Many buyers will be happy to compromise sportiness for these sorts of attributes, but we cana€™t help but miss the sharper responses and more eager demeanor of the Fita€™s predecessor. We decided to do a serious comparison test this time though, if only to answer certain recurring questions once and for all. It helps that the Santa Fe has a sliding second-row seat, although the third row is only fit for small kids. It is also the only other car with a power socket in the boot, to run your cooler-box or coffee-maker.
Omissions here include navigation and smart key with starter button, in a car that costs as much as the RAV4.
It doesn’t help that the 6-speed automatic has some seriously-tall ratios, even in first gear. It has decent brakes are well, at least as good as the Tiguan, but with a more linear action. Of course, none of these crossovers have low-range gearing, but at least you can cross minor desert terrain without fear. But despite that awesome engine, suspension and interior, you still get a smaller vehicle than the others at this price-point, and space counts for a lot in this segment. While it sort of competes in this plebeian segment, it is really a legitimate alternative to the overpriced Audi Q5.
Combine these fussy controls with a confusing menu layout and slow responses, and tasks as simple as tuning the radio or adjusting the volume become onerous and distracting.
Plus, the LX isna€™t a total stripper; it comes standard with a backup camera, Bluetooth audio streaming, and a USB port. Push the accelerator more emphatically to merge or to pass slower traffic, and the CVT begrudgingly gives in, allowing the engine to spool up to the higher reaches of the rev range for more muscle.
The VW Tiguan is the wild card here, with a 2.0-litre turbo engine and the R-Line kit bumping up the price to daft levels, but cheaper versions fall nicely in line with the other contenders, with that same engine. We also skipped the Mitsubishi Outlander because it’s about to get replaced, while the Nissan X-Trail is just an aging fleet-special now, and no reader ever implored us to review the Jeep Compass or the Skoda Yeti. There is no cargo cover, unlike the other three, but you do get a power socket in the boot. The steering offers a little feel, but is sharper than any of the others, with a nice weight to it as well. The only weak point are the average brakes, which don’t do much if not pressed hard, and seemed to have slightly-longer stopping distances than the others.
The brakes are pretty good though, with linear feel and straight stops on hard application. But then the little four-cylinder drones noisily and reveals its buzzy, unrefined character.
So we roped in four of the most popular compact crossovers in the UAE — the 2013 Toyota RAV4, the 2013 Honda CR-V, the 2013 Hyundai Santa Fe and the 2013 Volkswagen Tiguan. At least the CVT enables quieter freeway cruising once youa€™re up to speed; its gearing is taller than that of the Fita€™s six-speed manual transmission (standard on LX and EX models), which spins the engine at 4000 rpm at 80 mph, making road trips somewhat taxing.
That about covers every notable car in this specific segment, so don’t ask us daft questions like why the midsize Ford Edge or the sub-compact Nissan Qashqai is not in here.
The only weak point are the brakes, which offer nothing on initial tip-in, but stop the car well on full press, with a tiny bit of wiggle. For a vehicle of its size, the Fit offers an unbelievable amount of interior room; according to the EPA, it provides the passenger volume and cargo space of a mid-size car.

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