Details on Project PUMA

NEW YORK - General Motors Corp. and Segway today demonstrated a new type of vehicle that could change the way we move around in cities.

Dubbed Project P.U.M.A. (Personal Urban Mobility and Accessibility), GM and Segway are developing an electrically powered, two-seat prototype vehicle that has only two wheels. It could allow people to travel around cities more quickly, safely, quietly and cleanly - and at a lower total cost. The vehicle also enables design creativity, fashion, fun and social networking.

GM and Segway announced their collaboration, while demonstrating the Project P.U.M.A. prototype in New York City this morning.

“Project P.U.M.A. represents a unique solution to moving about and interacting in cities, where more than half of the world’s people live,” said Larry Burns, GM vice president of research and development, and strategic planning. “Imagine small, nimble electric vehicles that know where other moving objects are and avoid running into them. Now, connect those vehicles in an Internet-like web and you can greatly enhance the ability of people to move through cities, find places to park and connect to their social and business networks.”

Trends indicate that urbanization is growing, and with that comes increased congestion and more competition for parking. Cities around the world are actively looking for solutions to alleviate congestion and pollution. Project P.U.M.A. addresses those concerns. It combines several technologies demonstrated by GM and Segway, including electric drive and batteries; dynamic stabilization (two-wheel balancing); all-electronic acceleration, steering and braking; vehicle-to-vehicle communications; and autonomous driving and parking. Those technologies integrate in Project P.U.M.A. to increase mobility freedom, while also enabling energy efficiency, zero emissions, enhanced safety, seamless connectivity and reduced congestion in cities.

“We are excited to be working together to demonstrate a dramatically different approach to urban mobility,” said Jim Norrod, CEO of Segway Inc. “There’s an emotional connection you get when using Segway products. The Project P.U.M.A. prototype vehicle embodies this through the combination of advanced technologies that Segway and GM bring to the table to complete the connection between the rider, environment, and others.”

Project P.U.M.A. vehicles will also allow designers to create new fashion trends for cars, and to focus on the passion and emotion that people express through their vehicles while creating solutions that anticipate the future needs of urban customers.

The Project P.U.M.A. prototype vehicle integrates a lithium-ion battery, digital smart energy management, two-wheel balancing, dual electric wheel motors, and a dockable user interface that allows off-board connectivity. The result is an advanced and functional concept that demonstrates the capabilities of technology that exists today.

Built to carry two or more passengers, it can travel at speeds up to 35 miles per hour (56 kph), with a range up to 35 miles (56 km) between recharges.

Since the introduction of the Segway Personal Transporter (PT), Segway has established itself as the leader in the small electric vehicle space. Its approach to congestion and environmental challenges is balanced with a strong understanding of the functional needs of its customers, enabling them to do more with less. Segway has delivered more than 60,000 lithium-ion batteries to the market.

GM has been a leader in “connected vehicle” technologies since it introduced OnStar in 1996. Today, this on-board communications package connects six million subscribers in North America to OnStar safety and security services. GM has also pioneered vehicle-to-vehicle (V2V) communications systems and transponder technology. These and additional connected vehicle technologies could ultimately enable vehicles that don’t crash and drive themselves.

“Imagine moving about cities in a vehicle fashioned to your taste, that’s fun to drive and ride in, that safely takes you where you want to go, and “connects” you to friends and family, while using clean, renewable energy, producing zero vehicle tailpipe emissions, and without the stress of traffic jams,” said Burns. “And imagine doing this for one-fourth to one-third the cost of what you pay to own and operate today’s automobile. This is what Project P.U.M.A. is capable of delivering.”

Source: General Motors

Review: 2010 Hyundai Tucson Take Two

Conventional SUVs are all but dead, yet interest in sedans has not been surging. Instead, car-based SUVs with some promise of respectable fuel economy are currently hot. So a redesigned, four-cylinder-only Hyundai Tucson could not arrive at a better time. But it’s a crowded field. Why buy this one?

Along with the new Sonata, the redesigned 2010 Tucson expresses Hyundai’s intent to offer cars that appeal to the emotions and not just the pocketbook. With tall bodysides, creased fender bulges, and a complex angularity that resembles some recent designs from Ford of Europe, the new Tucson isn’t exactly beautiful, but does possess a upscale dynamism missing from previous Hyundais and is at least not forgettable or boring. The half-size-larger Santa Fe appears bland in comparison. The new Tucson’s grille might be a bit overdone, but it works with the rest of the design and is tasteful compared to some others in the segment (e.g. Honda).

Hyundai’s newfound emphasis on styling continues inside the 2010 Tucson, with complex surfaces, shapes, and color combinations successfully melding on the instrument and door panels. Though you’d never guess it from my photos, materials are perhaps the best in the segment. The plastics are hard, but those you’re most likely to touch are coated with soft-touch paint. The seats in the tested GLS are a combination of leatherette and sportily textured cloth and the armrests are comfortably padded. Hyundai seems to have finally figured out that slick leather has no place on a steering wheel; the leather wrapped around the Tuscon’s wheel actually enhances one’s grip (imagine that). Nothing looks cheap and everything feels unusually solid—almost European.

Alas, the IP’s functionality leaves much to be desired. First off, the center stack’s cap and satin-finished surround are both highly reflective, and proved hard on the eyes (and camera lens) on sunny days. The rear defrost button isn’t grouped with the other HVAC controls. Instead it’s located where a keyless start button would normally be found, and likely is found in Tucson’s so optioned. The console-mounted grab handles look nifty, but are too far away to actually be used. On the other hand, the mirror controls fall readily to hand. In too many cars one must lean to operate them, which makes proper mirror adjustment unnecessarily tricky.

One ergonomic sin could prove deadly. The slope to the center stack combines with the control layout to place the audio system’s tuning knob so far away that it cannot safely be turned while driving. Note to car makers, many of which now commit this sin, if usually to a lesser extent: do not place the tuning knob on the right edge of the head unit unless said head unit is located close to the driver. Adding insult to injury: the satellite radio tuner takes a few seconds to go from one channel to the next. I’ve noticed that some satellite radio tuners do this as quickly as a conventional radio tuners, others not. The Hyundai’s falls in the “not” column.

Typical of the segment, you sit high, but not so high as to feel tippy. The windshield is neither overly upright nor overly laid back—no A-pillar windowlettes needed. The front seats are comfortable and, between their bolsters and cloth center panels provide better-than-average lateral support. The Tucson might be Hyundai’s smallest crossover based on exterior dimensions, but it provides more rear legroom than the next-up Santa Fe. The rear seat could be a little higher for optimum thigh support, but comfort is generally good. Missing from the previous generation: a front passenger seat that folds forward to further extend the cargo floor—I’ve found this feature to be very handy in one of my cars—and a manual recline adjustment for the rear seat.

Why buy the Santa Fe if the Tucson has more distinctive styling and more rear legroom? Two possible reasons, now that a third-row seat is no longer offered in the larger SUV. The first: cargo volume. The Tucson is about ten inches shorter than the Santa Fe, and much of the dimensional difference is aft of the second row. There’s still a fair amount of cargo room in the Tucson, but some people will need more.

The second possible reason: the Tucson is only available with a 176-horsepower 2.4-liter four-cylinder, at least so far. While more powerful than the 2009 Tucson’s optional 2.7-liter V6, for 2010 the Santa offers a 276-horsepower 3.5-liter V6. If you want to race a Hyundai for pink slips in the SUV class, the Santa Fe V6 is clearly the better choice.

That said, the new four performs unexpectedly well in the new Tucson. It no doubt helps that, at 3,382 pounds even with all-wheel-drive, the Tucson weighs a quarter-ton less than the Santa Fe and Sorento. Even saddled with all-wheel-drive the four-cylinder engine never feels weak, and it can feel downright frisky on a curvy road when using the six-speed automatic transmission’s manual shift to keep the revs up. A six-speed manual transmission is also offered, but only with front-wheel-drive. The engine feels smooth throughout its range and is quiet up to 5,000 rpm. The noises it does make aren’t bad for a four. Unlike in the Kia Sorento (a close relative of the Santa Fe), I didn’t feel a strong need for a V6–though a turbocharged and/or direct-injected version of the four wouldn’t be unwelcome.

The automatic transmission was designed by Hyundai, offers a good choice of ratios (the four-cylinder engine would be less impressive otherwise), and avoids hunting among them. In other ways, it’s a typical fuel-economy-minded automatic. Shifts when using the manual shift aren’t immediate, and the transmission programming lugs the engine when driving in the 40-50 MPH range.

Fuel economy is better than I observed in the Sorento, again probably because of its relatively low curb weight. In typical around town driving, the trip computer reported 21.5 miles-per-gallon. Pressing the “eco” button added perhaps one MPG, with a minor impact on driveability. Aggressive driving reduces the reported miles-per-gallon to about 18.5. The EPA ratings suggest that a front-wheel-drive Tucson would do a couple MPG better.

An even bigger surprise than the performance of the four-cylinder engine: the new Tucson’s chassis tuning. Korea’s roads must not be the best, since Hyundai’s have traditionally been softly sprung. Not this one. The Tucson’s chassis tuning feels German more than anything else, with a very taut feel. A solid-feeling body structure assists. The downside of this tuning: in casual driving the ride can feel annoyingly nervous, and even modest bumps elicit thumps. The upside: driven aggressively on a curvy road, the Tucson is actually fun. Sure, with a high center of gravity and nose-heavy weight distribution it feels tall and understeers, but the chassis feels tight and precise. If only the somewhat heavy steering provided some feel of the road, the Tucson could well be the enthusiast’s choice in this segment.

Either because higher cost mean they must or simply because they can, Hyundai isn’t offering the Tucson at a bargain price. The 2010 starts at $19,790. Add the automatic, all-wheel-drive, the Popular Equipment Package (cruise, alloys, other things most buyers will want), and nav, as on the test vehicle, and you’re suddenly looking at $25,990. Which sounds high for a car without leather, sunroof, or power driver seat, but just about anything comparable is higher. Just not as much higher as it would have been in past years. Honda only offers nav with the CR-V on the EX-L. Lose the nav and compare the Tucson GLS to the CR-V EX, and the Korean SUV lists for $1,815 less. A good chunk of the difference is in dealer margins, though. Compare invoices, which more closely reflect what you’ll actually pay, and the difference is about $1,100. A Toyota RAV4 runs a few hundred higher than the CR-V. Like the Santa Fe, both the CR-V and the RAV4 offer substantially more cargo room than the Tucson. Otherwise they’re closely matched.

The Hyundai Tucson is surprisingly good in some key areas, especially styling, four-cylinder powertrain performance, interior materials, and handling. It’s already worth consideration by anyone shopping for a vehicle in this segment. But there are nevertheless some shortcomings. One of these, class-trailing cargo volume, cannot be fixed without a complete redesign, and unless the Santa Fe grows there’s little need to fix it. Others Hyundai could and should work to improve. Make the steering as good as the rest of the chassis and redesign the center stack, and the new Tucson would be a clear winner. Add the turbocharged four that’s been announced for the Sonata midsize sedan, and even driving enthusiasts who desire the packaging of an SUV (they’re alleged to exist) would flock to Hyundai showrooms.

Source Thetruthaboutcars

BMW 128i Coupe

128i Coupe
40 years in the making.
Starting at $29,150 MSRP
3.0-liter, inline 6-cylinder engine
230 horsepower
Rear-wheel drive
28 mpg hwy*
What makes a BMW a BMW
What sets the 1 Series apart is what sets BMW apart—an unyielding dedication to the joy of driving. The BMW formula is succinct: Power. Performance. Premium design. Executed with innovation and efficiency.


More specifically—and unlike our competition—BMW maintains an unwavering belief in rear-wheel drive for superior handling. Near-perfect 50:50 weight balance for maximum agility, traction, and control. And a lightweight chassis and finely-tuned suspension for a sporty, yet comfortable ride.

All driven by independent thinking and an uncompromising culture of ideas. It’s how all BMWs become Ultimate Driving Machines.

Trust BMW Assist to help you with your busy life through the optional Convenience Plan, available to all Safety Plan subscribers. When you're on the road, the Convenience Plan offers a helping hand 24/7.

Whenever you need it, receive personalized Directions, Traffic and Weather reports, BMW Search and Concierge services to not only recommend restaurants and hotels, but then send the destination address and phone number right to your BMW. You can make up to four operator-assisted calls per year with Critical Calling if your cell phone is not available or its battery is discharged.

Source by bmwusa

BMW 5 Series

535i Sedan 

3.0 liter, 6-cylinder engine with TwinPower Turbo technology 

300 horsepower 

Rear-wheel drive

Interior design.

"In the interior, dynamics and elegance are represented in one flowing movement from the instrument panel to the door. This can instantly be felt. All of the high-quality control elements are ergonomically positioned for a perfect fit as soon as you take a seat."  

- Adrian van Hooydonk, Head of BMW Group Design

BMW TwinPower Turbo V-8
in the BMW 550i.

With a turbocharged 8-cylinder engine and an impressively smooth 1,750 rpm, brace yourself for the incredible acceleration of BMW’s 5 Series Sedan. But what drives the power of up to 400 horses?

It is the turbochargers in the V between the cylinders. The special, compact design shortens exhaust paths to provide direct responsiveness. The 0-60 time of 5 seconds flat, is as impressive as the engine's ability to turn any touch of the accelerator into immediate acceleration at any time.

When it comes to utilizing energy efficiently, the BMW 5 Series Sedan holds the key: precision. With each combustion process, the piezo injectors pump fuel into the combustion chambers, delivering pure power to the crankshaft. It's incredible how so little fuel can manifest itself into so much power.

Now you can accelerate at any time and never have to worry about high levels of fuel consumption.

Efficient engines.

Mature but not at the end of the development cycle: the combustion engine still holds considerable potential. With every new generation of engines the BMW engineers continue to push the boundaries as far as possible to increase dynamics and efficiency.

Innovation and refinement are the ingredients of efficient engines. These include technologies with direct injection, turbochargers with variable geometry and Twin Scroll intakes and engine electronics with several processors that react to every situation within microseconds. These are the technologies that make it possible to generate more performance than ever before from smaller and lighter engines.

It's the details that count: the drive belts that last longer with less weight. A fuel-efficient engine oil that warms up quicker to reduce friction – evidence that the success of BMW EfficientDynamics can be measured. 

BMW Night Vision.

More secure nighttime driving. BMW Night Vision, part of BMW ConnectedDrive, can see in the dark and warns the driver of any approaching danger that is located outside of the range of the headlights.

An infrared camera positioned behind the kidneys reveals objects up to 900 feet ahead of the vehicle. Pedestrians and cyclists are identified and highlighted on the Control Display. Three processors simultaneously calculate all movements outside of the vehicle and the course of the BMW 5 Series Sedan. Should the system detect any danger of a collision, the driver receives a warning on the Control Display or on the Head-Up Display in the form of an icon that shows the position of the person outside of the vehicle. 

Active Blind Spot Detection and Lane Departure warning.

Driving with instinct: the BMW 5 Series Sedan provides discreet support and active assistance to help avoid dangerous situations. Radars and cameras monitor conditions and warn the driver of lane changes and vehicles coming too close.

At the rear of the vehicle the Active Blind Spot Detection uses radar sensors to inform the driver via a symbol on the wing mirror if there is a vehicle currently in their blind spot or if a vehicle is approaching quickly from the rear. As soon as the driver uses the indicator to change lanes, they are warned in potentially dangerous situations by a flashing LED signal and vibrations.

The camera positioned at the front of the vehicle assists the Lane Departure Warning system. When travelling above 43 mph the system monitors road markings and their position versus the car as well as the edge of the road or lane. The system is activated whenever the vehicle leaves its current lane unintentionally and alerts the driver by making the steering wheel vibrate. When the driver indicates an intention to change the lane by using the indicator, there is no warning signal.

 

535i Gran Turismo

3.0-liter, inline 6-cylinder engine with TwinPower Turbo Technology

300 horsepower

Rear-wheel drive

 

                                                                         Source by bmwusa

BMW 335i Sedal

3.0-liter, inline 6-cylinder engine with TwinPower Turbo technology
300 horsepower
Rear-wheel drive
28 mpg hwy*

3.0-liter, turbocharged 6-cylinder engine, 300 hp

Generating 300 hp and 300 lb.-ft. of torque at 1400-1500 rpms, this advanced inline six is our first turbocharged engine offered in the U.S. in decades. Turbo lag has been virtually eliminated, thanks to Double-VANOS "steplessly" variable valve timing, direct fuel injection, and BMW's inspired use of the latest TwinPower Turbo technology. By using direct fuel injection - a high precision fuel injection system - we have overcome the traditionally poor gas mileage of turbocharging. The engine's innovative design includes an all-aluminum engine block with cast iron sleeves for durability, and a direct fuel injection system that also cools the engine. A cooler engine allows for a higher compression ratio (10.2:1 vs. 6:1 and 7:1 in other turbos), which translates into superior emission control, greater fuel efficiency and, most importantly, a thrilling performance.

Active Cruise Control

Active Cruise Control is an advanced version of conventional cruise control systems. After setting the chosen speed and pre-set distance, radar measurements allow you to maintain a pre-set distance between your vehicle and the vehicle ahead in highway driving. As soon as sensors determine you are closing in on a vehicle ahead, the system automatically slows down to retain your pre-set distance. Once the distance has increased back to the chosen limit, the system automatically accelerates to return your vehicle to its pre-set speed.

*Active Cruise Control is not a substitute for the driver's own responsibility in adjusting speed and otherwise controlling the vehicle. Due to the road, traffic and visibility conditions, the driver decides whether and how the system is used.

Source by bmwusa

BMW 650i Coupe

4.8-liter, V-8 engine
360 horsepower
Rear-wheel drive
22 mpg hwy

The lightweight chassis, with aluminum integral rear axle and double-joint spring strut front axle, delivers excellent road holding and impressively precise handling - charateristics that are also important active safety features. The double-joint spring strut front axle also does an outstanding job of minimizing noise and body roll.

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Innovations

Dynamic Stability Control

Nasty weather. Terrible road conditions. A deer crossing. When a driver loses control, there's usually more than one factor involved. Using built-in sensors to continually monitor multiple variables - such as speed, steering angle, yaw, brake pressure and traction - our Dynamic Stability Control system can detect and, more importantly, help correct the loss of wheel traction immediately. All of which helps to keep you in control, no matter what the circumstances.

Source by bmwusa