The idea of Turkey's national car has been around for some time -- especially as manufacturing by other car brands soared in Turkey after 2000 -- but the major push was the purchase of Saab 9-3 technology in 2015.
Our love for the new Honda Accord knows no bounds. We’ve squealed in delight about the transcendent subtlety that comes with the turbocharged 2.0-liter inline-four in the high-end models. Whether that’s with a six-speed manual or a 10-speed automatic transmission, the 2.0-liter turbo is a critical element in a wonderful car. The thing is, if history is a guide, the majority of the Accords that Honda sells won’t have that engine.
We like General Motors’ free-spinning 3.6-liter V-6 in most of its applications, and it does a fine job in the 1LE most of the time, pulling cleanly from low revs and making the snarling noises you’d expect from a pony car when pressed a little harder. But although it runs to 7000 rpm without complaint, it also does so without fireworks, struggling to deliver on straight-line pace when compared to either its more muscular siblings or the broader sports-car segment. It wasn’t that long ago that a 5.2-second zero-to-60-mph time would have been regarded as a serious achievement, but now it feels almost leisurely, as does the 13.8-second quarter-mile time at a trap speed of just 101 mph. For perspective, the V-8 1LE reaches 70 mph in less time than it takes the V-6 car to get to 60, and it will be past 120 mph by the time the smaller-engined car reaches 100.
The X2's engine range will grow soon after launch, with the addition of more petrol and diesel models, including petrols with four-wheel drive. Our favourite engine in the X1 is the sDrive18d diesel; in the X2, this engine produces 148bhp and returns up to 62.8mpg.
"It was unbelievable," Miller recalled of his first months at Ford in the 2003 interview with Automotive News. "During World War II they lost money on cost-plus contracts. Now that takes some skill, to lose money on a cost-plus contract."
You can get a home battery tester, but it’s easier to see a specialist. Assuming you can start the car, you can drive to your local dealer or car spares shop to buy a new one. Most car battery stockists will even fit it for you.
Those who want their very own theme-park ride can buy the Shelby GT350 for $58,045; that’s about $22,000 more than a regular Mustang GT without options. The track-focused GT350R costs an extra $7500 but adds aggressive aerodynamics, even more aggressive chassis tuning, and lightweight 19-inch carbon-fiber wheels with wider Michelin Pilot Sport Cup 2 near-race-spec tires. This stripped-down version saves weight by eliminating the back seat, air conditioning, audio system, and other equipment. The seats can be reinstalled by a dealer, and the rest can be optioned back in with the R Electronics package for $3000. While the GT350R is incredible on the racetrack, we’d prefer to drive the GT350 on a regular basis. It has standard equipment such as: