2011 Porsche Panamera 4S - CARS REVIEWS 2011

It’s what’s inside that counts most.

Highs and Lows

Highs: Launches too quick for eyeballs to process its odd shape, room for real humans in the back seat, leather-meets-spaceship interior, pure driving experience.
Lows: Your friends might not want to be seen getting out of the back seat.

What Is It?
Well, we’re still not sure. This all-wheel-drive S model is the fourth Panamera variant we’ve tested, and the hatchback-cum-sedan’s shape still hasn’t completely grown on us. It is agreed, however, that the Panamera is plenty agreeable to drive—and easier to enjoy from inside. Fortunately, that’s where they put the steering wheel and all of the important controls. Bless those Germans.
How Does It Drive?

The great thing about the Panamera is that you drive it, and not the other way around, as is the case with many big-buck sedans. There are no nanny systems to beep, blink, or otherwise distract, and, with the exception of launch control, there are no technoid aids. The launch control is the PDK transmission’s party trick—although other drivers may be too busy trying to figure out what the car is to challenge you to a race—and teams up here with all-wheel drive, a 400-hp V-8, and some fat Michelin Pilot Sport PS2 rubber to deliver a 4.2-second 0-to-60-mph time. That’s 0.5 second quicker than the rear-drive Panamera S. To put things in five-door perspective, the 4S trails our 556-hp Cadillac CTS-V wagon long-termer by just a tenth.
The Panamera’s steering is Porsche light, but offers the kind of feedback and accuracy that’s a boon on a back road and welcome on a highway cruise, where fewer corrections are better. The interior works well in both situations, too—it’s all-day comfortable, nicely detailed, and functional. Our favorite detail: the ultra-configurable color display that lives in the right-most gauge crescent. We set it up just right for a weekend trip, displaying speed-limit signs at the top and showing range, distance and time to destination, and audio info on the customizable “vehicle” screen. A nav display, trip computer, and phone menu are a flick away using the steering-wheel-mounted thumbwheel.
Over that 500-mile trip, we saw 24 mpg, meaning the car’s 26.4-gallon fuel tank can deliver a range of more than 600 miles. Our overall observed fuel economy was 20 mpg, smack dab in the middle of the EPA’s 16/24 city/highway ratings. Not bad, given the 4200-plus-pound curb weight and our heavy right feet.
How Does It Stack Up?
Despite having several near-competitors in its niche—which was essentially magicked out of thin air—the Panamera 4S may be most easily compared to its sister cars, which have recently expanded to include the S hybrid and Turbo S models. Comparables for the 4S from other makers include the cheaper and softer Audi A7, the harder-edged Mercedes-Benz CLS AMG, and the upcoming BMW 6-series Gran Coupé, which figures to lean more to the grand-touring side of the ledger. This Porsche offers a unique blend of agile, precise handling and comfort.
What’s the Cost?
As with any Porsche, this one’s up to you. The base price of $96,175 isn’t bad as full-bore Euro luxury sedans go (a rear-wheel-drive S can be had for about $5K less—bargain!). But you’ll surely want to spec the Sport Chrono Package Plus for $1480, because it adds the launch control. Then there was our test car’s extra leather for the seats and dash, which, while playing with funny money, we might as well get, too. We would, however, skip this car’s optional 20-inch wheels and their $3120 upcharge, as well as the colored-in center caps ($185). This example also had ventilated front seats for $800, a $1990 Bose audio upgrade, extra-cost paint ($790), and the $2350 Premium package, for a (hundred-)grand total of $110,545.
That’s undoubtedly a lot of money, but would you expect hyper-quick weirdness to be affordable?

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 4-passenger, 5-door hatchback

PRICE AS TESTED: $110,545 (base price: $96,175)

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 293 cu in, 4806 cc
Power (SAE net): 400 hp @ 6500 rpm
Torque (SAE net): 369 lb-ft @ 3500 rpm

TRANSMISSION: 7-speed dual-clutch automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 114.9 in Length: 195.6 in
Width: 76.0 in Height: 55.8 in
Curb weight: 4247 lb

C/D TEST RESULTS:
Zero to 60 mph: 4.2 sec
Zero to 100 mph: 11.0 sec
Zero to 130 mph: 20.3 sec
Zero to 150 mph: 30.4 sec
Street start, 5–60 mph: 4.9 sec
Top gear, 30–50 mph: 2.8 sec
Top gear, 50–70 mph: 3.4 sec
Standing ¼-mile: 12.8 sec @ 108 mph
Top speed (drag limited): 175 mph
Braking, 70–0 mph: 159 ft
Roadholding, 300-ft-dia skidpad: 0.92 g

FUEL ECONOMY:
EPA city/highway driving: 16/24 mpg
C/D observed: 20 mpg
Source : Caranddriver.com

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2011 Lotus Evora S - Short Take Road Test

Highs and Lows

Highs: Smooth power and lots of it, improved shift linkage, race-car agility, race-car brakes, guaranteed exclusivity.
Lows: Pricey options, awkward ergonomics, skimpy stowage, rear window adequate only to ex–U-boat skippers.

Aside from the expected practicality limitations of a purist’s sports car, we’ve found the regular Lotus Evora to be a pretty satisfying machine. It’s as balanced as a tightrope walker and has laser-precise steering, limpet grip, and strong braking.
And yet. In two test-track appearances (one a comparison test and the other at Lightning Lap 5), our primary gripe with the Evora was its limited power. Its Toyota-supplied, 3.5-liter V-6 delivers 276 hp and 258 lb-ft of torque. That’s okay for ordinary transportation but tepid in a semi-exotic sports car.

The 345-hp supercharged V-6 that powers the Evora S finally delivers the thrust that the model’s exotic styling has always promised.

A note in the Evora’s Lightning Lap synopsis summed it up: “The 345-hp Evora S cannot arrive soon enough.”
Well, here you go. With an Australian-made Harrop supercharger churning a modest 5.5 psi of boost, output of the otherwise unmodified V-6 jumps to 345 hp at 7000 rpm and 295 lb-ft at 4500. (We recently featured the Evora S as part of our “Name that Exhaust Note” series: Click here to have a listen.)
Those are big gains, giving this little missile the speed to match its ready–for–Le Mans styling. The standard Evora does 0-to-60 mph in 4.9 seconds, 0 to 100 in 11.8, and the quarter-mile in 13.4 at 105 mph. Top speed is 162. Despite a slight weight increase—3171 pounds versus 3093—the Evora S reaches 60 in 4.3 and 100 in 10.4, and it covers the quarter-mile in 12.8 at 110. It also adds 10 mph to top speed.
The S also responds to another Evora gripe, namely shift quality. New shift cables lend more certainty to rowing the six-speed Toyota-Aisin gearbox. The throws are still long and the feel is still a little clunky, but the engagements are positive. The new cables will eventually make it into the standard car’s transmission. When, exactly, Lotus hasn’t determined.
Clutch takeup is sweet—no lurches—and power delivery is linear, making speed accumulation deceptive. (Tell that to the arresting officer and let us know if it works.)
Okay, so quicker and faster, and not by just a little. So what else do you get with the “S” badge? There are minor cosmetic licks, but the key elements are functional: revised suspension bushings, new forged aluminum upper control arms, stiffer rear anti-roll bar, and revised damping. Our test car also was equipped with an optional wheel package ($2950)—19-inch front, 20-inch rear—with Pirelli P Zero Corsa LS Asimmetrico tires: directional 235/35 fronts, asymmetrical 275/30 rears. Thus shod, the Evora S pulled an impressive 0.98 on the skidpad and stopped from 70 mph in an eyeball-stretching 146 feet—just five feet off the best 70-to-0 braking distance we’ve recorded for a production car (the Corvette ZR1’s 141 feet).
Dynamically, the Evora S duplicates the standard Evora’s telepathic responses, though bends arrive quicker and the cornering limits are higher. This is a sports car that inspires confidence quickly, and vindicates confidence as the driver explores the capabilities of both himself and the car. We’ve noted a willingness to oversteer in previous Evora encounters, particularly on the race track. On the other hand, the car provides warning via a progressive transition, and it’s a manageable sports-car trait that a driver can exploit given some experience. The Evora gets a little lively on rough surfaces but keeps its driver informed of every nuance; the partnership here is about as good as it gets.
As with the basic car, the Evora S achieves its exceptional response without beating its occupants senseless. Patchy pavement is impossible to ignore, and there’s considerable noise transmitted by the suspension, but the damping and still-light curb weight soften the nastiest edges.
We mentioned practicality limitations, and like the basic Evora, the S has its fair share, particularly by contemporary sports-car standards. For example, like almost every Lotus, this one makes us wonder about the shoe size of the company’s founder. Judging by the footwells and space between pedals, the founder’s feet must have been minis, and if you’re wearing, say, size 10 or above, operating one pedal to the exclusion of one or the others requires care. There’s also no dead pedal, and the driver often finds himself dangling his left foot behind the clutch pedal when actuation isn’t required.
There are other ergonomic quirks that are difficult to find charming. Awkward ingress and egress, for example, although once the driver is settled in, the seats are supportive and comfortable. A rear-view camera mitigates some of the drama that goes with backing up, but the Evora’s tiny rear window and vast rear blind spots lend an unwelcome element of mystery. And as with the standard Evora, this car’s collection of switchgear can be charitably characterized as erratic and the nav system is byzantine.
With a base price of $77,175, the Evora S is $12,000 more than the basic Evora. Lotus points out that the S includes equipment—the Sport package ($1275) and the Sports-Ratio gearbox ($1500)—that’s optional on the Evora. So the difference is really only $9225.
Our test car included a $2500 Premium package (leather, heated seats), a $2995 Technology package (navigation), premium audio ($695), a rearview camera ($495), the $2950 wheel/tire package, paint-protection film ($995), and “lifestyle paint” ($1500).
All for a grand total of $89,305. That’s Porsche 911 Carrera S money for car that is hard to take seriously as a daily driver. On the other hand, the Lotus is far more exclusive than the Porsche. And track days may be more thrilling.

Specifications

VEHICLE TYPE: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE AS TESTED: $89,305 (base price: $77,175)
ENGINE TYPE: supercharged DOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 211 cu in, 3456 cc
Power (SAE net): 345 hp @ 7000 rpm
Torque (SAE net): 295 lb-ft @ 4500 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 101.4 in Length: 171.3 in
Width: 72.8 in Height: 48.4 in
Curb weight: 3171 lb
C/D TEST RESULTS:
Zero to 60 mph: 4.3 sec
Zero to 100 mph: 10.4 sec
Zero to 150 mph: 29.3 sec
Street start, 5–60 mph: 4.7 sec
Standing ¼-mile: 12.8 sec @ 110 mph
Top speed (rpm limited): 172 mph
Braking, 70–0 mph: 146 ft
Roadholding, 300-ft-dia skidpad: 0.98 g
FUEL ECONOMY:
EPA city/highway driving: 17/26 mpg
C/D observed: 16 mpg

TEST NOTES: Easy to launch. Hold revs at 2500 and smoothly engage the clutch as you dial in the gas to trigger a small amount of wheelspin. Three warning lights (in lieu of a redline) help you use all the permissible rpm.
Source : Caranddriver.com

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Allianz Car Insurance Reviews

Allianz Car Insurance Allianz Car Insurance ReviewsAllianz was founded in 1890 and is one of the largest providers of financial services in the world. With over 150,000 employees worldwide Allianz is a multi-billion dollar corporation with 2009 revenues hitting almost 100 billion euros.

Although Allianz is not a household name in the USA the company is the largest home and life insurance company in Germany. Allianz is one of only a small group of companies who can claim to have over $1 trillion dollars under management and is also one of the 5 largest asset managers in the world.

Allianz car insurance products are sold under the “the Fireman’s Fund” brand in the USA and includes some of the most impressive car insurance coverage we have seen. The Allianz Personal Auto Policy is underwritten by the National Surety Corporation and sold by independent agents in 11 states.

Allianz Car Insurance Benefits

While Allianz car insurance policies are not available in every state if you do own a vehicle and live in the footprint of the Fireman’s Fund auto insurance products you need to check out the product offerings. Allianz has a car insurance policy called the “Prestige Auto Premier” which includes such coverage as:

Rental car coverage up to $10,000 with NO daily limit (huge)
Worldwide coverage for rental cars or borrowed cars (huge)
ValueLock – this feature locks in the value of your car every year so you only incur depreciation against replacement value once a year
Choice of body shop and use of ORIGINAL manufacturer’s parts for repair
Payment to replace lost keys or retrieve locked keys
Good Student Discounts extended AFTER the age of 25 for those with a B average or higher
Pet injury coverage up to $5,000 for injuries sustained by your pert in a car accident

Where is Allianz car Insurance Available?

Allianz car insurance policies are currently only available in 11 states and not available online. You must either call the toll free number listed on the Allianz Auto Insurance website or contact one of the Fireman Funds independent agents. The Alliance car insurance company’s footprint currently is for residents of:

Arizona
Colorado
Connecticut
Illinois
Kansas
Maryland
Missouri
Ohio
Oregon
Tennessee
Texas

Allianz Collector Car Insurance

As one of the largest unique insurers in the world Allianz also provides classic car insurance coverage in the US. These specialized Allianz products provide coverage tailored to classic car owners more than almost all traditional car insurance companies offer including:

High Limits of Coverage
Agreed Value
Flexible Usage
Choice or Repair Facilities
High Liability limits
“For Display Only” Coverage


Allianz Downfalls

Allianz is a huge company outside of the US however they currently have only a small presence domestically with no online account management tools which may deter some consumers. In order to get a quote you need to find an independent agent and this can also distract consumers from enjoying the great coverage they provide. On the other side, when you find an Allianz car insurance agent you may just create a relationship for life.

Allianz Car Insurance Quotes

If you need car insurance and live in the Allianz company footprint always consider getting an Allianz car insurance quote. Get started – simply enter your zip code above to start car insurance quote comparison today!
Source : carinsurancecompanies.com

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