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Used PONTIAC GRAND PRIX 2005 For Sale in Toronto Used PONTIAC GRAND PRIX 2005
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Used BMW 325 2003 For Sale in Calgary Used BMW 325 2003
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Used CHRYSLER INTREPID 1998 For Sale in Toronto Used CHRYSLER INTREPID 1998
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Used TOYOTA TERCEL 1992 For Sale in Toronto Used TOYOTA TERCEL 1992
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Mazda Kabura

mazda kabura

The Kabura, a compact coupé based on a stretched version of the MX-5s rear-wheel-drive platform, is the first new car from Mazdas new US design director Franz von Holzhausen. The proportions of the Kabura created a sensation at the Detroit show where it was first displayed, not least because the design explores many new and fascinating ideas. Particularly distinctive is the way the very low tapered hood makes the wheels appear to be wrapped outside the main body mass. The front end design looks very dynamic, visually lightening, and more like a classic sports car than anything in the current Mazda range. It is complex, however.

Innovations include the asymmetric interior seating layout, which places a small jump seat behind the driver and two full-size seats on the passenger side, with the front passenger positioned 15 cm (6 in.) forward of the driver. Mazda, which has the second-youngest average buyer age in North America, commissioned research that found that most younger people mainly use three seats in their car and only very occasionally the fourth: the Kabura is the interpretation of that research.

Unusually, too, there is an extra short door on the passengers side: this disappears cleverly into the rear wheel arch to give access to the rear passenger seat. The very modern feel of the cabin is reinforced not only by the dramatic black and white color scheme but also by details such as a cabin floor made from a woven leather substitute derived from industrial waste.

The name Kabura comes from the Japanese term kabura-ya—referring to an arrow that makes a howling sound when fired and that, historically, was used to signal the start of a battle. Franz von Holzhausen has certainly created something new with this sports-car concept, but whether this will be the start of a new battle for Mazda remains to be seen.

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Featured SUV: The Jeep Compass

jeep compass

Given the rock-solid values of the Jeep brand, it is surprising that this most all-American of companies has for so long resisted diversifying into other types of vehicle where its brand equity could be exploited to commercial advantage. But now, with the arrival of the Compass, Jeep is at last entering the broader market—in this case that for the current buzz configuration, the crossover. With strong brand values, youthful and rugged elements, and a more affordable mass-market price point, the Compass should find a strong customer base.

Back in January 2002 Jeep showed a different Compass as a concept, which was much more of a sporty off-roader, with a neat, rounded profile and only three doors. In 2005, a further concept was shown—and this forms the basis for this final production model. Todays Compass remains true to Jeeps signature design cues such as the seven-slot grille and round headlamps, but apart from these details it would be hard to recognize it as a Jeep.

The reason is that it is built on a car platform rather than a tall off-road chassis; it is in fact the sister model to the Dodge Caliber, also reviewed in Car Design Yearbook 5, and has a transverse engine and a tacked-on four-wheel-drive system. Power units will include Jeeps 2.4-liter gas and 2.0-liter diesel engines coupled with a CVT transmission.

Trevor Creed, Jeeps chief designer, describes the Compass as "an all-new kind of Jeep." It certainly is. This latest evolution has five doors and is longer than the 2002 concept, as well as being more practical. The final Compass has been toned down slightly from the earlier concept versions but still retains enough ruggedness to be considered a true Jeep. One thing is for sure, however: there will be plenty of potential Jeep buyers eager to find out whether a car-derived platform can really deliver the authentic Jeep values they crave.

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The Pagani Zonda C12: A true Italian Super Car

When Horacio Pagani's personal dream car, the C12, first broke in 1999, testers described it as an old-fashioned supercar, one where sheer brute power and an Uncompromising cabin-forward two-seater style shouted its aim for supremacy. If cars like the ageing Lamborghini Diablo were ever to face competition, this surely was it.

Zonda C12 Super Car.

It wasn't merely that the engine of this car came with the best possible pedigree –it was to be an AMG-prepared, 7.3-litre, Mercedes-Benz V12 with no less than 555bhp – but that the proprietor did so too. Pagani himself was no mere rich romantic, but an Argentine-born engineer and long-time friend of Juan-Manuel Fangio, who had moved to Italy, and was already credited with much work at Lamborghini on the Countach Evoluzione and on Diablo concepts.

Having set up his own little company, Modena Design, in the late 1980s, Pagani specialised in carbon composites and engineering, and picked up much consultance from Ferrari, Dallara, Lamborghini and Renault.

According to Pagani himself, the car is a tribute to Fangio (which, maybe, explains the use of a Mercedes-Benz engine and some resemblance to a Group C Mercedes-Benz race car, for at the height of his fame Fangio was always linked to the mighty German concern), while the style was reputedly influenced by Pagani's wife's hour-glass figure: so Pagani was a romantic after all!

Because Pagani Automobili SRL was a small and self-financed car manufacturer, this car had to be a relatively simple machine. This explains why there was no four wheel drive to compete with the Lamborghini, no own-branded engine, no ABS Brakes and a simple rather than a totally equipped cabin. Even so, it looked functional, brutally effective, and there was no doubt that it was amazingly fast. Those detecting a Group C racing character were backed-up by the very aggressive style, by the wonderful noise of the AMG-tuned V-12, and by the way it seemed to promise 200mph even when standing still.

Yet the car certainly delivered all that it promised – and much more. Pagani himself said that to take it to 210mph was surely possible, and no-one disbelieved that; and though this was a man's car, with heavy controls, a notchy gearchange, and no ABS because Pagani himself preferred it that way, it was still an  astonishing complete car.

It was not merely that it looked fast, and was very fast indeed, but that the car was obviously well engineered, with every detail worked out. More important especially at the price asked, which was in the order of £275,000 it was obviously carefully built, No loose panels, no raw edges, no leaks or rattles - this was a car meant to offer real value. And there it was – in every slot, every air intake, in every aerofoil section, and in every super-wide tyre.

Pagani didn't expect to sell more than 20 cars a year, and the co-directors were adamant that they could not build more than 25, even cheques were waved in front of their noses. This was a car that did not have the cachet of a world-renowned badge on its nose (not yet anyway) and it wasn't being sold at a bargain price - but it was already one of the most accomplished two-seater super cars the world had ever seen. And where did it come from? From Modena, of course. Where else?

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