Built between 1999 and 2005, the Audi A2 was a car ahead of its time. No, it never made any money, and with only 176,377 units produced, it remained a niche model. Why did it flop? Because customers used to pay a premium for packaging excellence, top aerodynamics (it had a Cd of just 0.25), and amazing efficiency (roughly 94.7 mpg on the European cycle). But despite the commercial crash landing, the narrow and tall alloy-bodied one-box runabout worked wonders for the then-lackluster Audi brand image, helping to establish the Vorsprung durch Technik claim.

It was clear from the beginning that the A2 deserved a successor, but exactly what kind of vehicle this MkII version should be remained a mystery for almost seven years. Although Audi showed a (then already 16-month-old) A2 concept at the 2011 Frankfurt Show, the response was not exactly encouraging. As a result, that program was scrapped and a new concept was elected to take on the BMW i3. Its name: Audi e-tron. Its mission: to offer a choice of the uniquely efficient electric and hybrid drivetrains.

What bugged the Audi A2 from day one was the high price point in combination with the relatively small footprint. However, buyers are no longer averse to premium-priced compacts. Unlike the A2 concept that measured 149.6 inches in length, the latest iteration exceeds the critical 157.5-inch (4000-millimeter) mark by more than a hairs breadth. It is also significantly wider and roomier, it offers a tailor-made specification boasting a miniature air conditioning compressor, lightweight seats, and a low-loss power steering system; yet it retains the classic A2 silhouette. Unlike BMW i, which is about to evolve into a proper model range featuring the already-confirmed i3 and i8 as well as the tentative i5 microvan (2015) and the i2 city car (2016), Audi intends to offer only a single bodystyle of its five-door high-tech eco car. While the base BMW i3 is expected to cost around $46,000, the Audi e-tron will almost certainly be priced in the $51,000 to $55,000 bracket.

To justify this ambitious positioning, it needs to be premium in appearance, content, and engineering. Although the ground-breaking architecture is believed to be based on an aluminum-intensive material mix, the planet-friendly battery-laden ZEV/ULEV newcomer will be quite a bit heavier than the original A2, which weighed between 1973 and 2359 pounds. The A2 concept was loosely based on MQB, the modular transverse engine matrix also used by the new A3 and upcoming seventh-generation Volkswagen Golf. The e-tron takes MQB to a new level known as Mlittraktion-Plattform (MTP). No, multi-traction does not give a choice of front-, rear-, and all-wheel drive. Instead MTP is a highly flexible cradle that can accommodate a battery electric drive (BEV), a plug-in hybrid (PHEV), and a range extender (REX). What MTP does not cater to is a conventional gas or diesel engine. Instead, it combines axle, brake, and steering elements from the MQB kit with bespoke zero-emission or low-emission drivetrain modules. The first e-tron to come to market in late 2014 will likely be the BEV powered by a 136-hp motor connected to a 30-kWh battery stack. Next in line is the PHEV, a joint effort between a 1.4-liter 150-hp gas engine, a 109-hp electric motor, and a 10-kWh energy pack. Still under discussion, but not yet confirmed, is the REX that wont use the neat Wankel range extender first seen in the A1 e-tron. For cost and packaging reasons, research and development is toying with a conventional single- or two-cylinder powerplant purchased from a still-nameless supplier.

Together with the German carbon fiber specialist Voith, Audi is working on an advanced ultra-plus vehicle structure that is allegedly easier, quicker, and cheaper to build than the life-drive sandwich conceived by BMW and SGL Carbon. In addition to carbon fiber and aluminum, the ultra-plus concept conceived especially for the e-tron incorporates high-strength steel, magnesium, and various composites. To save weight and ensure optimum rigidity, we can expect innovative bonding techniques such as folding, binding, splicing, and stamp hinging.

Although the e-tron will be more expensive than an A4, it should be significantly more economical to run than the diminutive A1, and it is bound to match or exceed the A3 in terms of performance and driving pleasure. if the green flagship car gets the nod later this year, the e-tron components will soon filter through Audis A, Q, and R model range, be it in the shape of tweaked PHEV applications or by systematically reducing the weight via a flexible material mix.

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The 2011 Mercedes Benz E-Class is the latest version of 2011 Mercedes. 2011 Mercedes Benz E-Class are latest Mercedes E-Class convertible sure will go on sale at the right time. 2011 Mercedes Benz E-Class it has a price of not more than $88,000.

The 2011 Mercedes Benz E-Class is a 2- or 4-door, up to 7-passenger sports coupe, luxury sports coupe, convertible, luxury convertible, luxury sedan, luxury sports sedan, or luxury wagon, available in 9 trims, ranging from the E350 Coupe to the E63 AMG Sedan.

Upon introduction, the 2011 Mercedes Benz E-Class E350 Coupe is prepared with a standard 3.5-liter, V6, 268-horsepower engine that achieves 17-mpg in the city and 26-mpg on the freeway. A 2011 Mercedes Benz E-Class has 7-speed automatic transmission with overdrive is standard. The 2011 Mercedes Benz E-Class E63 AMG Sedan is prepared with a standard 6.3-liter, V8, 518-horsepower engine that achieves 13-mpg in the city and 20-mpg on the highway. A 7-speed manual transmission with overdrive is standard.

Information Specification Image Review 2012 Chevrolet Colorado Global E
GM has unveiled the 2012 Chevrolet Colorado ahead of its global public debut scheduled to take place at the Bangkok International Auto Show.
The 2012 Chevrolet Colorado is a midsize pickup truck featuring an extended cab body sitting on a high-stance AWD chassis, uses 20 inch wheels wrapped around off-road tires, and extracts power from a 2.8-litre turbo diesel plant for which output remains unspecified.
In terms of design the Colorado resonates with strength due to its wide, high positioned body that appears tightly wrapped over the chassis, and besides the Pepperdust Metallic exterior paint highlighted by various polished aluminum accents, the new pickup is also featuring GMs dual-port grille, a pair of large headlamps, integrated side steps, full LED taillights., and LED turn signals on the outside mirrors.
INTERIOR
The interior will combine the best of Chev designs, with the Thai pickup bearing a striking interior look to the Camaro, complete with twin pod instrument panel and meaty steering wheel with redundant controls for audio and Bluetooth. The centrestack looks very familiar to Chevy truck owners, with the typical radio over a round cabin temperature control centre. The dash is topped by a covered bin.

Colorado is based on a new global midsized truck architecture developed in Brazil, with local engineers tailoring the truck to fit the individual markets.
“Chevrolet Colorado Chief Engineer Roberto Rempel and his team lived in Thailand during the Colorado’s development,” said Brad Merkel, global vehicle line executive. “They immersed themselves in the highly competitive truck market and observed how the Thai people use their vehicles and the driving conditions they experience.

The drive was smooth, and the engine pushed out 150 brake horsepower at 3,800 rpm with a generous 258 pounds-feet of torque at 2,000 rpm. The Colorado rode surprisingly well, and handling at speeds approaching 70 mph was fine.
It soaked up bumps and did well on gravel roads, with the rack-and-pinion steering returning a good feel and firm feedback, just like in an SUV. To get an SUV-like ride on the highway, the Colorado’s frame was designed to take more stiffness by using bigger cabin mounts and tunable torsion bars that are biased for a smoother ride — something GM had been criticized for on earlier small pickups.
The clutch was fairly light, so when we reached the tight and twisty section of the drive up to the Thai-Burmese border, there was little effort to keep the momentum going as we rowed the gears from 2nd to 3rd and back to 2nd. The 2.5-liter diesel had ample power, so we never needed to downshift more than one gear.

Torque felt strong and seemed to be delivered early the power band, and with the new suspension setup, we did not need to slow down much at sharp corners. The rear brakes are still drums, but we found the pickup’s capability plenty strong enough to stop us confidently as we drove down steep hills without any fuss.
 Contrasting trim used with the light-colored leather seating, dark wood trim accented with chrome and low-gloss and soft-touch materials are used throughout for a premium feel. A number of storage compartments are located throughout the interior, including a covered center bin for concealment of valuable items, and a large, dual glovebox.

Additional features include a dual-zone, digital climate control system and the latest in “infotainment” technology. The show truck highlights an ergonomically positioned 7-inch LCD display in the center stack, for easy viewing and intuitive control of Web access, navigation, music and hands-free phone features.source:news.pickuptrucks.com,carsession.com,autonet.ca