Fast Auto: September 2011

Peugeot 206 Cars Pictures Gallery

It's tough at the top... But that hasn't stopped the Peugeot 206 from enjoying seven years and half-a-million sales at the head of the supermini class. Smart looks and a huge choice of engines and bodystyles mean the British-built challenger is still fashionable, despite its advancing years.
Great diesel engines, a practical SW-badged estate and a coupe-cabriolet are all part of the appeal of the varied range. However, buying one isn't without pitfalls. Here, we check out the major factors to consider when splashing out.

Spare wheel: make sure there's still a spare wheel underneath the boot floor. It should be held in the cradle, but these items are easily stolen. If you want to keep your spare then buy a ΂£40 lock, which should mean it's there when you need it.

Instruments: indicator stalks are prone to breaking on post-July 2001 cars. They were often forced by ham-fisted owners, so check they are still working. Stronger parts were used from January 2003, so later 206s should be fine.

Engine: mounts often fail on 1.4-litre petrol variants, while all models in the range are prone to lower balljoint wear in the front suspension - which is an MoT failure point. Electronic management systems can cause trouble with automatic gearboxes.

Central locking: if water gets into the control box, which is located in the footwell, the central locking system is known to fail. Examples produced before spring 1999 are the worst affected by this problem, so check potential buys for water ingress.

Practicality: five-door models fetch a small premium. Expect to pay ΂£150-΂£200 extra, although sporty GTi (left) is three-door only. Lower-spec cars get a sunroof instead of air-con - but check these for rattles as they're impossible to fix.

What to look for

Peugeot's diesels are highly acclaimed, but avoid the unrefined 1.9-litre - available from October 1998 to November 1999 - as the 2.0 HDi which replaced it is much better. Post-January 2000 cars got a three-year warranty. Don't pay too much for special editions; these often offer little more than a fresh paint job and a better stereo over standard trim. And don't think the 206 CC is a four-seater - space is minimal in the rear.

Recalls

May 2000: Fuel filter leak (Cars built from Sept 1998-Sept 1999).
Sept 2000: Side airbag deployment.
Jan 2001: Front suspension problems.
Nov 2001: Passenger airbag concern.
Feb 2002: Seatbelt anchor concern.
May 2002: Ignition key may foul the steering column cowling.
Nov 2003: Handbrake linkage (Sept 1998-Feb 2002).
May 2004: Rear spoiler may detach (206 SW from Nov 2001-Oct 2003).
May 2004: Potential problems with the throttle body (Jun 2004-Apr 2004).
Sept 2004: Starter motor wiring loom issues (Jun 2004-July 2004).
Apr 2005: Possible seepage from the diesel fuel return pipe (HDi models).

Owner comment

Margaret Wood from Gosport, Hants, has owned her 02-plate 206 2.0 HDi from new - and loves it. "It's fast, refined at speed and very economical," she says. "I generally get 55mpg-plus, and it's great in town and on motorways. There were one or two electrical glitches early on, but they were fixed without fuss by the dealer. It's been plain sailing since!"

Maserati Granturismo S Cars Pictures 2011

Maserati GranTurismo S All Cars Models Pictures

Honda CRV Cars Smoother Exterior Styling

The CR-V is Honda’s compact SUV that was redesigned for 2007 and receives updates for 2010. The 2007 redesign traded the trademark rear-mounted spare tire and side-hinged rear door for a rear liftgate. The CR-V originally debuted in the U.S. in 1997, built on the Civic platform, and quickly became the best-selling compact SUV. The CR-V was previously redesigned for 2002, offering more power and smoother exterior styling.

Honda CRV photo

Honda CRV image

2010 Honda CRV

Honda CRV models

Honda CRV Cars

Toyota Tacoma Cars 2011 auto cars

Toyota Tacoma Top Cars Pictures

The Toyota Tacoma is a pickup truck produced and manufactured by the Toyota Motor Corporation since 1995. The Tacoma was a compact pickup until a model redesign in 2005 when it was reclassified to a mid-size. The second-generation Tacoma was Motor Trend Magazine's Truck of the Year for 2005. The Toyota Tacoma is named after the City of Tacoma, Washington, USA

BMW 760Li Cars Models

The BMW 760Li, the largest and most decadent Bavarian machine offered today, just arrived at Road & Track’s doorsteps for a year-long stay. Not that we consider ourselves gluttons, but this car resides at the top end of a very wide vehicle spectrum—even surpassing the sticker of our previous exotic long-term Audi R8 with the BMW’s as-delivered MSRP of $149,025. What’s unique about the 760Li is that despite the caliber of pricey competition it associates with, it’s one vehicle that can easily fly below most people’s “wow” radar. At a quick glance you wouldn’t be able to tell the 760Li apart from its slightly less lavish siblings, the 740Li and 750Li, except for the quad exhaust tips (or the obvious decklid badge) that hint at a need for more breathing capacity.

The engine, beyond the myriad of luxury items and techno-toy features, is the underlying difference between the range-topping 760 and “standard” 7 Series. The tidy all-aluminum 4-cam 6.0-liter V-12 nesting under the hood, silenced (and enhanced) by a pair of turbochargers, sends 535 bhp and 550 lb.-ft. of torque through an 8-speed automatic transmission to the rear wheels. The result: All two and a half tons of finely formed metal are accelerated to 60 mph in just 4.3 seconds with the quarter mile coming up in 12.6 sec. at 114.9 mph. The problem we foresee here is not actually going the distance, but rather exhibiting proper restraint in how quickly we get there.

The list of standard features is staggering, but then again so is the 760Li’s base price of $137,000. For starters, BMW’s Active Roll Stabilization, Integral Active Steering (rear steer) and 19-in. wheels are standard items, which surprisingly makes upgrading to the M Sport package (which adds 20-in. wheels, Alcantara headliner, Shadowline trim, Aerodynamic kit and M steering wheel) much cheaper at $3900 versus the 750i’s tab of $7800 for the same hardware. All four seats—yes, there are just four including the driver’s—are heated, cooled, electronically adjustable, provide massages ($200 extra for the rear seats) and have individual climate control zones. The privacy blinds for the rear and rear-side windows can be operated electronically from any seat, as can the high-fidelity 600-watt 16-speaker dual-subwoofer audio entertainment system—should the driver be so daring as to relinquish that control.

Standard Active Blind Spot Detection and Lane Departure Warning provide visual and tactile alerts to keep you safe as rearview, around-view (bird’s-eye perspective) and front flank-view cameras just about eliminate any excuse for a parking lot incident.
The only other big-ticket items we added were the Rear Entertainment Package ($2200) that includes two tilt-adjustable 8-in. color screens replete with remote control, and an infrared Night Vision camera with Pedestrian Detection ($2600) that can scan people’s direction of movement up to 300 ft. and provide a warning if needed.
This is admittedly not an ideal time for excess. But should you decide to partake, we believe it’s best to motor quietly and carry a big stick.

BMW 760Li 2011 models

Honda Prelude Cars

Introduced in 1979, the Honda Prelude was the company's first attempt at building an exciting car that still held true to the core Honda values of intelligent design and reliability. Over the next two decades, the two-door sport coupe would become the primary performance car in the Honda lineup.
Although it was outfitted with relatively powerful engines in later generations, the Honda Prelude was not a muscle car. It was built around handling and drivability, while providing enough power to remain competitive.
Over its life, several new technologies for Honda Prelude were pioneered on the Prelude, such as fuel injection, four-wheel steering and Honda's Active Torque Transfer System. The Honda Prelude was also the first Honda model to get VTEC, the company's variable valve timing engine technology.
Though the Honda Prelude was very popular throughout the '80s, consumer interest waned in the '90s. Eventually, the Honda Prelude was trapped in an under-$30,000 no-man's land. For a sporty front-wheel-drive coupe, it was just too pricey, and it didn't have sports car looks or a sufficiently premium feel. By the turn of the millennium, the sport coupe market was a shadow of its former self. Honda dropped the Honda Prelude without a replacement after the 2001 model year. As a pre-owned option, however, the rewarding and reliable Honda Prelude merits serious consideration from driving enthusiasts on a budget.

Honda Prelude

Honda Prelude Cars Video

Fisker Karma Cars Pictures Information

The Fisker Karma has a bespoke aluminium spaceframe chassis with a rugged longitudinal spine that carries a mid-mounted battery-pack, big enough to propel this two-tonne machine from 0-60 mph in less than eight seconds, under Fisker Karma battery power only, and on to a 95mph top speed. With the nose mounted 2.0 litre, Fisker Karma 260bhp turbo four driving an on-board generator, the 0-60 sprint is slashed to 5.9 seconds, while the top speed climbs to 125 mph.

Fisker Karma

Propulsion is provided by rear-mounted two 201.5 bhp electric motors, one forward and one aft of the single-speed limited slip diff.
The cabin is snug rather than roomy for four (a result of the Fisker Karm body’s ultra-low dimensions and the fact that it runs 22-inch wheels) but Fisker Karma interior is one of the best features. Bespoke instrumentation and switchgear approach the industry’s best, and most ancillary functions (audio, navigation, telephone and more) are controlled from a unique-to-Fisker touch screen

certainly not like your usual German luxury ‘airport’ limo, all of which seem much more conventional and less sporty, though Fisker people do admit that in some respects (not rear packaging) the Porsche Panamera was their benchmark. You sit very low in the car, with a high centre console down the middle.

Fisker Karma driving is easy because engineers have tried hard to minimise the number of controls. You just press a start button, select D (or R) from a little PRNDL pyramid on the top of the console, decide which of two driving modes you want (electric only labelled Stealth, or engine-assist labelled Sport) and the Fisker Karma car creeps forward, just as it does with an ordinary automatic. There’s a synthesised external noise, which Fisker Karma engineers call Tron, to warn pedestrians that the car is running, but inside you hear very little the car moves forward quietly and without apparent effort.
Even on battery-only mode the car feels fast: with the engine on (it sounds a little pedestrian, but is admirably remote) the car is extremely swift. The Karma has excellent electro-hydraulic steering and an understeer-free chassis that seems to thrive on tight cornering. The car is a joy to drive on a tight handling course, and you can’t say that for every five-metre, two-tonne luxury saloons.