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Yet, the United States is still a relatively unpopulated land mass. If you want to see real urban density, visit Tokyo. With a population equal to the entire state of California, this is a city where you cannot legally buy a car unless you already own a parking space, and driving to the airport from downtown can take four hours on a bad day.The domestic auto market in Japan is therefore very different with cars in the under-660-cc class getting lower taxes and commanding 50 percent market share. There are all sorts of cars that never make it across the Pacific. Recently I had a chance to try one of them in Canada, in unaltered, right-hand-drive domestic form.The Mistubishi i is a tiny four-door sedan with the engine mounted in the rear, almost under the passenger seats.

The small turbocharged engine puts out 55 hp and 65lb-ft of torque, and the car is surprisingly well equipped with keyless start, remote central locking, automatic transmission, complete iPod integration and even a hard drive with memory-stick slot. The driver’s seat is heated, too. This car is the first Japanese car in the micro class to make it officially into Europe, where it is being imported in small numbers into the United Kingdom. It has won a number of international design awards and was the 2007 Japanese Car of the Year domestically. On first impression, the standard of external finish is very high, and the car has a unique curved side profile. Parked side by side with my first-gen Smart, it’s apparent that the Mitsu is longer (being a four seater) and has a far more streamlined look.

Gas consumption on the Euro version is tagged at 55 mpg, but I have no information on what a North American version would achieve. Given the fact that Mitsu was the partner for the development of the now defunct Smart ForFour, it seems as if they learned well.The interior is less inviting, although visibility is outstanding with excellent mirrors and a clear all-around view. Like the Smart, there is more than adequate headroom, although the narrow body makes it a little more intimate than normal for driver and passenger. The dash is quite complete, with clearly legible instruments.

The car I tried had only Japanese instrumentation, so I could not try out the center entertainment stack, but the fold-down screen had a hard disk and memory-stick slot behind it, and there is a slot for an iPod in the stack, too.The seats are comfortable enough, though offering little lateral grip, a minor failing given the normal environment in which this car lives. I expect that the interior would receive an upgrade if this car is ever imported officially, as the plastic feels a bit flimsy, and the shiny nylon-like material on the seats takes away from the overall quality of the car. Rear-seat legroom is only adequate if the front seats are not pushed back too far, but this is a true four seater. Remember the old cliché about doors having a bank-vault-like sound when they close? Not here.

The very lightweight construction of the car results in a very light tinny clack on closing.The car is surprisingly fast for its modest displacement with a 0-to-60 time claimed to be 11.2 seconds, and though I could not confirm this by measurement, the claim seems completely credible to me. The car is far faster than my first-gen Smart, and the auto box is incomparably better than the Smart’s clunky sequential box. The suspension handles normal roads very well, and going over speed bumps that upset the Smart caused barely a ripple. The car is quite comfortable running at 65 to 70 mph, and there is no problem merging onto highways, which can be a challenge with the Smart.Aggressive cornering will cause mild understeer, but it is very predictable, and the brakes are firm and positive.

Above 50 mph, wind noise is a bit higher than I expected given the streamlined bodywork, but interior noise is fine. Could this car be a success in North America? In my opinion, yes. With performance about the same as the new Smart, two extra seats and a full auto transmission, it would be a very serious option. It does not have the Smart’s quirkiness, but it also does not have the compromises. Given the current concerns about fuel prices, I think the market, particularly in urban areas, may be ready for this car. The external styling is unique and has a modern tech look to it. It is far more practical than I would have imagined, and with a little tweaking of the interior materials, it would be a superb addition to the small-car market.

Proton, short for Perusahaan Otomobil Nasional (National Car Project), is a Malaysian car manufacturer initiated in 1983 by Prime Minister Mahathir Mohamad. The main plant is located in Shah Alam. Malaysia's second Proton plant is in Tanjung Malim, Perak. The architectural design on the building facade depicts an image of a gull wing. Proton Plant and its associated facilities, and its supporting industries, occupies 30% of Proton City. Wherever you go, you will always look fabulous with a GEN.2. It has a design unlike any other Protons. It's chic, sporty and stylish. The GEN.2 is as breathtaking inside as it is outside. The Lotus Design Studio from the UK adopts a minimalist design concept with aluminium-style highlights that'll go well with your stylish wardrobe











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AudiA6 If you got to the top by clinical, careful reasoning, then the chances are that if you don't already own an Audi A8, then you'll know all about it. Of all Luxury Saloons, this one stacks up best on paper when you put all the various pieces together to make a whole: price, performance, build quality, depreciation and value the A8 leads the field in all these areas. And if that doesn't leave much room for charisma, then so be it.

The second generation version has been with us fro some time now but earlier this year was refreshed with the addition of the bold single frame grille that once was limited only to the flagship 6.0 litre W12 model. Since no one buys entry-level models at this level, Audi have also decreed that plush SE trim is now standard across the range, plus all variants also get choice items like DVD-based satellite navigation, light and rain sensors, the Audi "Advanced Key" system (enabling keyless access and start-up) and voice-control technology for vocal operation of radio, CD player, car telephone and navigation system.

All these gadgets aside, the A8 remains a low-key, hi-tech car compared to its slower-selling luxury sector rivals. Have said that, the body remains an aluminium construction and one that today is much more torsion ally stuff, in pursuit of greater safety and better driving dynamics. A 3.2 litre FSU petrol variant has recently been introduced but petrol buyers mostly opt for either 3.7 or 4.2 litre TDI diesel models do. There is no shortage of grunt on tap, whichever variant you choose. In the 3.7 or 4.2 litre petrol units, power has been tweaked in recent times to 280bhp and 337bhp and 323bhp along with a monumental 480lb/ft of torque from the larger 4.2 litre and the big diesel, in short or long wheelbase form. A six-speed automatic gearbox is now a standard feature and of course, you can knock the stick to one side in order to perform "manual" shifts.

 How much will pay for all this luxury? Well, it's not cheap - but that you already knew. Prices start at €69473 for the 3.2 litre FSI, rising to €112,132 for the w12 6.0 litres. These figures are comparable of course with direct rivals like the BMW 7 series, the Jaguar XJ, the VW Phaeton, the Mercedes S Class and the Lexus LS430. None of these alternatives however, reward the driver as much as the A8. Even where it has less power than a competitor (the 4.2 litre model gives 25bhp away to BMW's rival 750) with around 370lbs (the weight of two 13 stone passengers) less weight to lug around, this Audi manages to be as a rapid a performer.

The Quattro 4WD system helps here of course, meaning that it gets off the line without any fuss every time, sprinting to 60mph in just 6.6 seconds. The top speed is limited by the gentleman's agreement among most German manufacturers to a sensible 155mph (250 km/h). The W12 cuts the 0-60mph sprint to an indecent 5.os. If you simply want a luxury saloon that gets the job done in the most efficient way possible, it's hard to look beyond the A8. Yes, it will be too clinical an interpretation of luxury for some but others will simply see what Ingolstadt have produced as being close to automotive perfection. Id sit in the latter camp.

The Transporter van conforms to the best Volkswagen traditions of neat understated styling but beneath its unremarkable exterior lies a commercial vehicle of exceptional abilities.

The Transporter is a small panel van, slotting between the full-sized LT panel van and the Caddy car-derived van in the Volkswagen commercial vehicle line-up. It's a version that's known as the T5 by virtue of the fact that it replaced the T4 in early 2004 and its one of the best all-round performers in its class.

Volkswagen are offering the T5 Transporter with three roof heights and two wheel bases producing a range of load cubes spanning the gap from 5.9-8.4 cubic meters. Pay loads of between 795 and 1245kg are possible depending on your choice of body style and engine. There's also a 4Motion and 4x4 option.

There are two distinct engine options in the Transporter and each of these is offered with two different power outputs. The 1.9-litre engine is available in 85PS or 104PS form while the 2.5-litre TDI is available with a 130PS output or brutal 174PS monster! This most powerful engine boasts a massive 400Nm maximum tirque and is the most powerful diesel engine currently available in any UK market light commercial vehicle.

Offering with either a slick six-speed manual gearbox or a smooth Tiptronic-style semi-automatic, it should be enough to put a smile on anyone's face (the 1.9-litre engines get a five-speed box as standard). The 174PS powerplant aside, the Transporters performance on the road could be its suspension, the ride is exemplary and the steering is perfectly weighted. The squeaks, creaks, rattles or hums that seem to creep into commercial vehicles have been successfully banished and the engine noise is noticeably well suppressed. There's solidity about the T5 Transporter suggesting that, like its predecessor,this model will run and run

After yesterday's A4 image leak, the official press kit has been made available. As one of the most widely anticipated debuts for the Frankfurt Motor Show in two weeks time, the A4 is Audi's bread and butter model. Therefore, the pressure for Audi to fix the short comings of the previous generation was ever looming and judging by this initial information, its seems they have succeeded.

The new A4 gets many new electronic and assistance features found in larger BMW and Mercedes models. Features such as adaptive shock absorbers, seat fans, adaptive airbags/belts, adaptive cruise control, radio-operated key, variable steering as well as other Audi features found only in A6 and A8 models which include MMI and a 10-channel 505-Watt Bang & Olufson 14 speaker stereo system. Lastly, for an added touch of the Audi R8, the xenon plus headlight option includes 14 white LEDs as day-time driving lights.

A new driver assistance feature known as Audi Drive Select provides two sport settings for the adaptive suspension. In addition, four other pre-configured modes include comfort, auto, dynamic or individual (only available with MMI option) settings. Drive Select influences accelerator pedal response, tiptronic shift points, power steering assistance, steering ratio and electronically adjustable shock absorbers. For safety, Audi's new Lane Assist uses a camera in the windshield to monitor lane position above 65 km/h and alerts the driver by vibrating the steering wheel when a lane changes occurs without using the turn signal. Audi also has Side Assist which uses radar sensors in the front and rear bumpers. The system warns the driver of vehicles in blind spots or fast approaching from behind. The driver is warned by a flashing LED on the outside housing of the side view mirror.

One of the biggest challenges Audi faced in the development of this successor was driving dynamics. With an engine position which sat just forward of the front axel of the previous generation, equilibrium was adversely affected resulting in an understeer problem. Compared to its German rivals which are rear-wheel-drive biased, Audi was at a disadvantage. However, with this all-new MLP platform the front axel gets moved forward by 154mm for a much improved axel-weight distribution. Also aiding weight distribution, Audi has moved the transmission differential forward just behind the engine but in front of the clutch or torque converter.

The new A4 has grown to 4.7 meters with sportier proportions, the front overhang is shortened while the bonnet and wheelbase (which it shares with the new A5) are longer. As a result, the interior grows by 20mm which results in rear passenger knee room increasing by 36 mm to a luxurious 908mm and the boot can now hold 480 liters (which doubles with the rear seats down) no matter if the car is equipped with quattro or not.

The A4 will be available in the familiar four trim packages: Attraction, Ambition, Ambiente and S-Line. One of the more interesting features of the cockpit, reminiscent of BMW's E46 3 Series, is the center console which is oriented towards the driver by 8 degrees.

Despite the bigger size of the body, the new A4 body shell weighs an amazing 10% less than its predecessor. Audi has accomplished this through the use of new high-strength steel grades. Aerodynamics also improve to 0.27 drag coefficient, which is 3 to 5% lower (depending on model) although the frontal area is slightly wider.

Five engines will be made available, namely in the petrol range, the 1.8 liter TFSI producing 118 kW (160 bhp) and 250 Nm torque while the 3.2 liter FSI produces 195 kW (265 bhp) and 330 Nm torque. For the diesel engines the 3.0 liter TDI V6 makes 176 kW (240 bhp) and 500 Nm torque. The 2.7 liter TDI V6 puts out 140 kW (190 bhp) and 400 Nm torque. Lastly, the highest volume diesel, the 2.0 liter TDI makes 105 kW (143 bhp) and 320 Nm torque.

0-100 km/h (62 mph) performance at a glance:

1.8L TFSI = 8.6 sec

3.2L FSI = 6.2 sec

2.0L TDI = 9.4 sec

2.7L TDI = 7.7 sec

3.0L TDI = 6.1 sec

The engines can be combined with a six-speed manual, tiptronic automatic or the multitronic continuously variable transmission with either front wheel drive or quattro permanent all-wheel drive system. Available as an option, tiptronic transmissions get steering wheel mounted shift paddles.


The new Audi A4 will be available this November with a base price in Germany approximately EUR 26,000.


Press Release


In its design, the new A4 reveals its sporty, progressive character: taut and dynamic in its outlines, it speaks the language of technical perfection. With an overall length of 4.70 metres, the saloon has a substantial, powerful road stance and offers its occupants ample space in an interior full of light. The workmanship is typical of an Audi – quality with no compromises. The controls can be backed by the extra refinement of innovative assistance and multimedia systems. In the safety area, the brand with the four-ring emblem sets new standards: the coordinated action of the airbags and front seat belt force limiters protects the occupants even more effectively.

When compared with the previous model, the A4 has new, sporty proportions. The front body overhang has been drastically shortened; the bonnet and wheelbase are both longer than before. In the driveline, the differential has changed places with the clutch (or torque converter), making it possible to move the front axle forward by 154 millimetres. This innovative solution ensures ideal axle-load distribution. The new A4 is the sportiest saloon in the midsize car category: agile, light and precise to control. Its dynamic suspension is a totally new design, with most of its components made from weight-saving aluminium.

The results are impressive: supremely dynamic road behaviour and effortlessly precise handling.
New high-tech options make the A4 driving experience even more fascinating: Audi drive select varies the engine, automatic transmission, steering and suspension damping characteristics to suit the driver’s preferences at any given moment. Audi dynamic steering varies its ratio according to the car’s speed and keeps the new A4 stable close to the handling limits by slight, almost instantaneous changes to the steering angle. The damping control system for the hydraulic shock absorbers varies the damping characteristic individually, to combine sporty driving enjoyment with maximum road safety.

The new Audi A4 is being introduced with a choice of five engines, their power outputs ranging from 105 kW (143 bhp) to 195 kW (265 bhp). The four-cylinder petrol engine, like the diesels, is turbocharged, and both types of engine have direct fuel injection. All the engines, with their supremely refined flow of power, make the A4 a pleasure to drive and, thanks to their high efficiency, consume distinctly less fuel than the previous versions.

Various transmissions are available: a six-speed manual gearbox, the tiptronic automatic transmission, the multitronic continuously variable transmission, and either front-wheel drive or quattro permanent all-wheel drive, which has been subjected to intensive development work that has made its performance even more dynamic.

Now many people are critical of breast enhancement or boob jobs, not me mind you, but in this instance a womans life was saved due to her surgically enhanced mamories.

A Bulgarian car crash victim was saved by her huge breast implants - which acted as airbags to absorb the impact.

Elena Marinova, 24, from Sofia, was involved in a full frontal crash with another car in the northern city of Ruse.

Despite both cars being written off and the other driver being badly hurt Marinova escaped serious injury thanks to her breast implants, according to the local Standart newspaper.
A police expert explained that the 40DD silicone implants “absorbed the impact of the crash”.
They worked just like airbags - protecting the victim’s ribs and vital organs from damage

Now there is a good luck story for you on a Wednesday morning and might be a good post to show the wife or significant other if you want to encourage them to go up a cup size or more.

 Steering wheel funny old women

When it comes to revising a class-leader like BMW's 5 Series, there are two schools of thought to follow. The first guards against resting on laurels and aims to constantly move the game forward. The second questions the wisdom of messing with a winning formula. It doesn't take long at the wheel of BMW's latest 5 Series to realise that the Bavarians have been conscious of both. There's plenty to move the game forward including three fresh petrol engines and a diesel in recent years, but also much that seeks not to change what is undeniably a winning formula.

BMW has traditionally differentiated itself from its Stuttgart rival, Mercedes Benz, by offering more of a dynamic driving experience, with the emphasis on sporting handling and keen performance.
In recent years however, these boundaries have become blurred. As Mercedes has striven to improve the handling of its cars, BMW have worked hard to create models that can marry response with relaxation. The current 5 Series, first introduced in 1986, represented its first major success in this respect, combining the ride and refinement of the larger 7 series with the purist rear wheel drive handling of the smaller 3 series. For this new version BMW being BMW, the majority of the updating budget was spent under the bonnet. Once upon a time, things used to be easy: a 520i had a 2.0-litre engine. No longer. The latest 520i is fitted with a 2.2-litre unit developing 170bhp, a 13% improvement with proportional performance. So much so that the old 523i variant is gone, and in its place is a mid-range 525i model, featuring the same 2.5-litre straight six cylinder engine but with a 13% power hike to 192bhp. Of course, the introduction of the 525i also spelt the end for the more or less identically powered 2.8-litre straight six used in the 528i, which now becomes a 231bhp 3.0-litre powertrain (already found in the 3 Series and the X5 off roader).
Fitted to the 530i, this unit not only develops 20% more power but more importantly has substantially greater torque, - instant response, in other words, from almost any speed in almost any gear. Thanks to the huge advances in refinement and performance introduced to the luxury sector in recent times even boardroom executives are coming round to the benefits of diesel power. With the original 5 Series, BMW's 530d led the way, and the new version is smoother and faster, with output up 9bhp to 193bhp.

The cosmetic changes to the latest range don't amount to very much (in order, BMW says, to protect the residual values of earlier cars). Still, the latest 'Five' does now look slightly tidier. The depth of quality and commitment to engineering excellence which established the 5 series as the finest car in its class remains as strong as ever. With the latest suite of refinements, the competition will need to take a long hard look at their offerings. And then with a resigned sigh, go back to their drawing boards.

The compact executive market is still dominated by one model but others are starting to make waves. Apart from the meteoric growth in popularity of diesel cars, the way the compact executive market has reached down to strangle the traditionally strong medium range family saloon sector has been one of the biggest automotive trends of recent years. Buyers who once aspired after a Mondeo or a Vectra now target cars like the BMW 3 Series,
the Audi A4 and the Mercedes C-Class. Although this German trio have dominated the sales charts, other manufacturers haven't been sitting on their hands.
The Contenders
Whichever way you slice and dice it, BMW's 3 Series is the ar by which all others in its class are judged. Now in E90 guise, this is a car that outsold the Opel Vectra in 2004 amongst private buyers. With some of the best diesel engines in the business, an outrageously talented chasis and a nonchalant air of not having to try too hard, the 3 series is a class act. The pick of the range is undoubtedly the 32od which, at prices starting from €32,975, offers a beguiling blend of performance, poise and parsimony. Bigger, quicker, cleaner and more economical - the 3 Series looks set to continue its astounding success.
Normally BMW would look over its shoulder and see Audi and Mercedes in the rear view mirror but the senior suits in Munich now have another serious contender to consider. The all-new Lexus IS200 looks set to revitalise the marques presence in the compact executive sector. With more powerful 2.5litre petrol V6 and, for the first time, a potent diesel, this car features beautifully taut, muscular looking styling with origami-sharp swage lines and painstakingly finished detailing.
Two engines are offered, Lexus learning their lesson from the original IS launch. The petrol engine is a beefy 2.5 litre V6 which combines a metric direct injection system with dual VVT-I valve timing. Even more impressive is the 2.2 litre common rail diesel engine. Some carped that the IS needed a six-cylinder diesel engine but with 175BHP on tap, the dissenters should pipe down.
The Lexus will have to clamber over the Audi A4 and the Mercedes C-Class and that wont be an ways task. As the car that's been responsible for fully forty per cent of Audis production over the past few years, the A4 is the model that most customers turn to in order to buy into a slick of "Vorsprung".
Appealing to a mature clientele is Mercedes' C-Class. This benefited from a subtle makeover in 2004, improving what is already a quietly excellent car. As well as some cosmetic and equipment refinements, the C-Class received shassis, steering and manual transmission settings.

Jaguar's X-Type, Saab's 9-3 and Volvo's S60 are all worth a look if you're after something a little different but such is the level of excellence required in the Compact executive sector that small details open huge gulks in scales. In truth, there's not a bad car here.