Indonesia Airport Photos Gallery

Angkasa Pura II operates 10 Airports in Indonesia and the new airport taxes are as follows:

1. Soekarno – Hatta Jakarta : Domestic Rp40.000 & International Rp150.000
2. Polonia – Medan : Domestic Rp35.000 & International Rp75.000
3. SM Badaruddin II – Palembang : Domestic Rp35.000 & International Rp100.000
4. MinangKabau – Padang : Domestic Rp35.000 & International Rp100.000
5. St Syarif Kasim II – Pekanbaru : Domestic Rp30.000 & International Rp75.000
6. Halim PerdanaKusuma – Jakarta : Domestic Rp30.000 & International Rp80.000
7. Supadio – Pontianak : Domestic Rp30.000 & International Rp75.000
8. Sultan Iskandar Muda – NAD : Domestic Rp25.000 & International Rp100.000
9. Husein Sastranegara – Bandung : Domestic Rp25.000 & International Rp75.000
10. Raja H Fisabilillah – Tanjung Pinang : Domestic Rp20.000

Angkasa Pura only increased the domestic departure airport tax for Medan Polonia from Rp25.000 to Rp35.000. International departures remains the same as Rp75.000 for now. We are sure that when the new airport is ready, it will be increased again.

Malaysia City Photos

Malaysia is a country of the truly unexpected. In one day, you can be in China, in India, in the jungle, on one of the world’s most pristine and beautiful beaches or climbing one of the tallest skyscrapers in the world. This is probably one of the most diverse countries in the world and a number one destination for family adventure travel holidays.

Malaysia is home to spectacular islands, virgin rainforests, ancient cave systems, indigenous animals and plants, amazing jungles and mountains, archeological and geological sites, and contemporary and ultra-modern cities. The country features a diverse multi-cultural heritage bringing together East and West, as well as over 60 historical local ethnic tribes.
Situated on the mainland in west Malaysia, Kuala Lumpur, Malaysia’s federal capital, is both an ultra-modern city of commerce and trade as well as a great outdoors activity center. Adventures outdoors, such as jungle trekking, rock climbing, diving, biking, canyoning and caving are some of the activities one can experience in the city itself and in the surrounding areas.

Penang

The state of Penang on the mainland is a melting pot of cultural diversity and urban landscapes.
The history of this country is very young compared to the ones that I have written about.
Established in 1963, the Federation of Malaysia, which originally included Singapore. But the federation was forced to let Singapore go as their was a concern that the majority of the population of Singapore would challenge the Malayan poliitical dominance. The small country of Brunei refused to join the federation.

The first ever prime minister of Malaysia Tunku Abdul Rahmanwas the man who thought it would be a good idea to form a federation, he was in power from 1963 – 1970. This federation caused suspicion in Indonesia, and a conflict began in Borneo between Indonesia and Malaysia which created a guerilla war and it was down to the Commonwealth military to stop the fighting.
In 1969 problems occured between a politically dominant Malay and an econonmically dominant Chinese, resulting in riots in Kuala Lumpur. The parliamentary government was suspended in 1971, after alot of hard work, finally the Malayan government was reformed, with the United Malays National Organization was the only party left and it was run by Tunku Rahman. But still problems occured with the Chinese.
Malaysia CityBecause of its size, Iskandar — which covers Johor state’s capital Johor Bahru — will be developed in phases, with plans to improve rail, sea and air connections to Singapore and facilitate easier immigration clearance. Malaysia is offering generous incentives, including corporate and personal income tax perks, 100 percent foreign ownership of businesses and unrestricted hiring of foreign “knowledge” workers.

IRDA’s Ismail said investor concerns over crime in Malaysia were being addressed by a strong police presence, more guards, surveillance cameras and creative urban planning.

Investor response has been encouraging so far, and the first wave of projects aimed at spurring more investment are due for completion in the next 18 months.
Malaysia CityBritain’s Newcastle University Medical School — one of six universities in Iskandar’s planned “educity” complex — will admit its first batch of students later this year. Other schools in the complex include the Netherlands’ Maritime Institute of Technology, England’s University of Southampton and Singapore’s Management Development Institute.

Legoland Malaysia — Asia’s first Lego theme park — is slated to open in the Medini sector in late 2012, next to a Legoland Hotel and a lifestyle retail mall.

A 300-bed and 150-suite Gleneagles Medini Hospital costing $156 million is also in the works.

Malaysia Airlines Photos Reviews

Thinking about making a short trip from Penang to Kuala Lumpur next week and looking at possibilities of using Malaysia Airlines to jet into the Kuala Lumpur International Airport (KLIA) or AirAsia and land at the Low-Cost Carrier Terminal (LCCT) or be propelled by Firefly into the Sultan Abdul Aziz Shah (SAAS) Airport, formerly known as Subang Airport.
However, the problem I see with Malaysia Airlines is the rather high cost of the ticket. After throwing in the taxes and what not, a return ticket on my intended days of travel will amount to RM515, and I haven't even added in the cost of the KLIA Express tickets (another RM70) and the travel to KL Sentral to catch the train. It's going to cost something like RM600 for the round trip.
AirAsia, well, they are so much cheaper at RM161 for a return trip (could become more expensive if I delay booking my flight tickets) and the cost of a bus ticket from the LCCT to KL Sentral and back is only about RM14. However, the flight schedule does not really appeal to me. I'm only free to travel in the afternoon but by the time I get to Kuala Lumpur, the whole day is gone and wasted.
However, the problem I see with Malaysia Airlines is the rather high cost of the ticket. After throwing in the taxes and what not, a return ticket on my intended days of travel will amount to RM515, and I haven't even added in the cost of the KLIA Express tickets (another RM70) and the travel to KL Sentral to catch the train. It's going to cost something like RM600 for the round trip.
AirAsia, well, they are so much cheaper at RM161 for a return trip (could become more expensive if I delay booking my flight tickets) and the cost of a bus ticket from the LCCT to KL Sentral and back is only about RM14. However, the flight schedule does not really appeal to me. I'm only free to travel in the afternoon but by the time I get to Kuala Lumpur, the whole day is gone and wasted.
So, taking flight schedule into consideration, I think that Fireflyz is presently my best option. The return flight will cost RM239 (more than I expected, actually, but I don't get to waste the afternoon and evening hours) and I think that I shall need perhaps another RM70 for travel from Subang airport to my destination in KL. Total cost is around RM310.

According to the Firefly website, it only takes about 30 minutes of ground travel time from the airport to the Kuala Lumpur city centre. It doesn't elaborate but I think that Fireflyz meant the KLCC and not anywhere else. Where would the Kuala Lumpur city centre be if not the KLCC?

Malaysia Airport PHotos

Forty minutes by ferry from Lumut, the popular island resort of Pulau Pangkor
(Pangkor Island) welcomes visitors with its serene golden beaches,
crystalline blue waters, and cool refreshing breezes. Located about 90km
south west of lpoh, it is largely inhabited by fisherfolk.

They live in scattered fishing settlements along the coast especially on
the eastern side, facing the town of Lumut and Teluk Batik, and their catch
comprises mainly cuttlefish and anchovy. The modern facilities make it an
ideal gateway. A wide range of sun and sea activities are available such as
scuba diving, wind-surfing, fishing, snorkelling.

2009 Dodge Viper

Introduction

When it comes to super cars, European automakers typically represents refinement, couture style and technological development, to the point of sterility. Here in the States, super cars is relatively raw, visceral and robust to the point of brutality. We are the ankle to their scalpel, that bucking Bronco to show their horse and Bourne for their Bond. For better or worse, this is how we roll.

The current third-generation Viper maintains tension and soul in 1989, Carroll Shelby-inspired concept, with the required low-slung body, long hood houses a massive V10, comically wide tires and gruff side exhaust pipes. The Dodge Viper not ask for permission and makes no excuses. Despite the technological advances in the last two decades, the Viper has just enough safety to make it legal to delegate the remaining responsibilities to the hands and feet of the driver. If efficiency is in itself not enough to cause palpitations, believes that traction and stability control are not available, and circumstances can go from exhilarating to terrifying in short order.

It is this unfiltered, uncomplicated character, which makes the Viper so attractive to enthusiasts, hearkening back to epochs when the driver was heroic, rugged and based on the seats of their pants instead of electronic aids. For those seeking more comfort, refinement and everyday driving manners, there is always the Corvette Z06, various European offerings such as the Audi R8 and Porsche 911, and even Nissan's new GT-R. But the 2009 Dodge Viper best the Z06 in almost every relevant performance metric and is significantly cheaper than something similar from the old world. Ultimately it comes down to what you're willing to compromise - performance or finesse.


Body style, trim levels, and Options

2009 Dodge Viper SRT-10 is offered as either a two-seat coupe or a soft-top roadster. For the standard price of admission, you get huge forged-aluminum wheels with Michelin Pilot Sport PS2 tires measure 275/35R18 front and 345/30R19 in back. Inside, the Viper comes with race-inspired seats, power-adjustable pedals, full power accessories, a tilting steering wheel, keyless entry and an in-dash six-disc CD changer mated to a seven-speaker, 300-watt audio system. Since the Viper is more show than go, cosmetics and convenience options are scarce. Racing stripes, paint and wheel options, instrument-panel trim, a two-tone interior, navigation and satellite radio are all on offer.

The high performance-enhancing opportunity Viper is American Club Racer (ACR) package, which is only available for the Coupe variant. Although street legal, ACR is clearly intended for track use. The package adds carbon fiber aerodynamic devices, including a massive wing mounted high above the tail, a front splitter, Fender-mounted dive planes and further body treatments. All this Aero work resulting in a claimed 1000 pounds of down force at 150 km / h. Lighter wheels shodě with stickier tires (both slightly wider in front), lighter brake rotors, a stiffer suspension with 14-way adjustable shocks and deleted foglamps round of the ACR package. Ultimately, the ACR weighs in 46 pounds lighter than the standard Coupe.

In the spirit of "you can never go too far," ACR package can be further strengthened with the hard core of the package. In general, expect an extra performance to cost more, but the hard core option is free - primarily because the package eliminates opportunities that are not trail-essential. Delete Inger includes radio, speakers, amplifier, trunk upholstery, hood pad and tire inflation. Weight savings amount to an additional 42 pounds - not a lot, but every ounces counts on the track.

Power Trains and Performance

During the Viper's Louverne cap is an imposing 8.4-liter V10 engine that thunder out 600 horsepower and 560 pound-feet of torque. It is enough to propel the sleek snake from zero to 60 km / h in 3.7 seconds. Quarter-mile is a memory in a simple 11.8 seconds. Top speed is a claimed 200 mph. All this merriment is funneled to the rear wheels via a six-speed manual gearbox, which is the only transmission available.

Fuel economy - though obviously a reflection of exotic sports - registers an EPA-rated city / country of 13/22 mpg and 16 mpg in combined driving.


Security

The best security for the 2009 Dodge Viper is not included in the car. It is a driver with great skill, preferably with a racing pedigree. What is included, however, are anti-lock brakes with huge 14-inch rotors that can stop the Viper from 60 km / h on an eye-bulging 104 feet. Thus, absent the side airbags, traction and stability control - and it makes skills in the aforementioned driver even more critical

Interior design and special features

Getting may also be a challenge. Because of the trademark side exhaust, since thresholds can get hot enough to burn your calves, and more drivers will find that the little door opening inhibit entry and exit.

The overall design of the Viper's interior is a little sad, but it can be livened up a bit with the optional two-tone color schemes and dash panel inserts. The black-on-white-faced gauges are easy to read and well equipped. The large tachometer is mounted centrally in the instrument pod, next to 220-mph speedometer, max. Amid console can accommodate additional gauges, audio system with six-CD changer, climate and a lush red engine start button to fire up the V10.


Driving Impressions

2009 Dodge Viper is raw, raw, loud and unrefined compared with other sports, and therein lies much of its appeal. As with previous generations, when you pin the gas pedal, you will be attached to the backs. Jam on the brakes, and you can feel your internal organs Slam against your rib cage. Novices can appreciate the Viper's straight-line power and anger, but only advanced drivers should examine its cornering limits.

The control is precise and offers enough feedback to throw the Viper deep into turns, while judicious amount of throttle from a deft right foot can pass his nose with smart-bomb accuracy. But the sniper-like accuracy can be achieved with a sharper, brighter artists like Z06 or range-topping Porsche. Get it right in a Viper and the payoff is immediate and plentiful. Get it wrong and you will be dependent on every car-control skills you've ever learned. Barring shocks or damage, either outcome is the game entertaining and rewarding.

2009 Cadillac CTS-V

Introduction

Back when the first generation CTS was still in production, the folks at Cadillac had a bright idea: shoehorn a Corvette engine in the CTS, slap on a series of go-fast goodies and give the traditional kings of super-sedan Hill -- - - BMW M5, Mercedes-Benz AMG's various sports sedan and Audi's S6 - something to worry about. Cadillac called it the CTS-V, and its performance numbers were indeed impressive, as was its relative affordability. In other ways, but it was not quite ready for prime time, from its low-buck interior to its stated rear axle-hop during acceleration runs.

This year it is a whole new ballgame. 2009 Cadillac CTS-V, based on far superior second-generation CTS platform, ditches the axle hop, is a first-rate interior and? Perhaps most importantly? achieves record-breaking four-door speed. The 556-horsepower, Supercharged 6.2-liter V8 (which is essentially a slightly detuned version of the same engine found in the Corvette ZR-1) helps the new V made some ridiculous straight-line times: zero to 60 km / h in 4.3 seconds and the quarter-mile in 12.4 seconds at almost 115 km / h. In addition, the CTS-V is equally impressive when the going get twisty. In a recent comparison test, we found out for ourselves what Cadillac had told us all along - V is faster than both the M5 and C63 AMG around a racetrack, despite a base price that is nearly $ 25,000 less than BMW.

Stupendous performance rights aside, there are a few drawbacks worth mentioning. First and foremost, it's hard to tell from the driver's seat, there is a V8 under the hood. The compressor whine is omnipresent, and it is expected V8 rumble is AWOL. Second, the automatic transmission can feel raw at times, thanks to a slow-witted manual mode, upshifts and rough in both Sports Drive and manual modes. Moreover, the standard seats are not very different from those in the regular CTS, which is disappointing in a dedicated sports machine? although the optional sports seats RECARO is irreproachable.

The super-sedan segment is an embarrassment of riches these days, with many German players boast sophisticated design, sports-carlike handling and sonorous V8 or V10 engines. But the 2009 Cadillac CTS-V has elbowed its way to the leader of this sparsely occupied class with its unparalleled all-around performance, stylish metal plates and reasonable prices. We are particularly pleased with the smaller M3 and C63 AMG sports sedan, which competes directly with Cadillac at the price, but the dimensions of the CTS-V put it together more, much more expensive competitors. Super-sedan customers owe itself to take a hard look at this hard core Caddy.


Body style, trim levels, and Options

2009 Cadillac CTS-V is a high-performance sports sedan that comes in a single trim level. Standard features include 19-inch alloy wheels, Brembo brakes, adaptive xenon headlamps, an adaptive suspension with driver-adjustable shock absorbers, keyless entry and ignition (including remote start the automatic transmission models), rear park assist, leather upholstery, a leather - wrapped power tilt -telescoping steering wheel cylinders, power-adjustable heated front seats with driver memory, dual-zone automatic climate control, OnStar and Bluetooth. Also standard is a 10-speaker Bose surround-sound audio system with a CD/MP3 player, satellite radio, a USB port, an iPod-ready auxiliary audio jack and a 40-gigabyte hard drive that can be used to store music .

Options include a hard-drive-based navigation system with real-time traffic and weather reporting, 14-way power-adjustable RECARO sports seats with heating and ventilation, a suede-trimmed steering wheel and a sunroof.


Power Trains and Performance

A Supercharged 6.2-liter V8 powers the 2009 Cadillac CTS-V, send a whopping 556 horsepower and 551 pound-feet of torque to the rear wheels. A six-speed manual transmission is standard, and a six-speed automatic transmission with steering wheel-mounted shift buttons is optional. For performance testing, automatic-equipped CTS-V catapulted to 60 km / h in 4.3 seconds and flew through the quarter-mile in 12.4 seconds at 114.7 mph. Brake Capacity was also phenomenal, as our test car stopped from 60 mph in a seatbelt-strain 104 feet. Cadillac estimates that the CTS-V will return 13 mpg in the city and 19 mpg on the highway.


Security

2009 Cadillac CTS-V comes standard with anti-lock brakes, traction control, stability control, front-seat side airbags, full-length side curtain airbags and GM's OnStar emergency communications system.

The Insurance Institute for Highway Safety crash tests, the regular CTS earned scores of "Good" (the highest possible) for both frontal-offset and side-impact protection. In government crash tests, the CTS earned four out of five stars for driver protection in head-on collisions, while the front passenger received five-star protection. The CTS also received five stars for side-impact protection for front and rear passengers.

Interior design and special features

2009 CTS-V's interior is not very different from the regular CTS. Fortunately, the building boasts one of the nicer interior in its segment, with a sleekly attractive center stack design and mostly high-quality materials. We would advise skipping the base seats, as they are neither supports nor particularly comfortable. Get the optional RECARO sports seats instead, who has a crush on all the right places, but comfy enough for long trips. Rear seat dimensions are satisfactory, even for larger adults. The regular CTS's available split-folding rear seat is not available on the CTS-V, although a pass-through is standard. Bagage offers 13.6 Cubic holds, although reading the major issues is hampered by a short deck.

The design of the optional navigation system is particularly clever, display withdrawn in line, but the top inch of the screen remains visible for the audio system. Another well thought out feature is standard 40 GB hard drive, which not only allows for storage of music files, but enables AM / FM and satellite radio to be rewound, paused and resumed? much like a DVR for radio. Bose surround-sound audio system provides rich bass and a pleasingly warm sound.

Driving Impressions

At 4313 pounds, the 2009 Cadillac CTS-V weighs as much as some crossover SUVs. This makes his face flattening performance even more amazing. Despite the otherworldly lap times, although the CTS-V ultimately can not hide his 2-ton-plus mass on winding roads. The CTS-V feel a little portly in tight corners, although the 556 horses make amends in a hurry when the road straightens out. The default setting steering mechanism is too light for a high-performance sports sedan, but it is easily remedied by tapping the traction control button twice - this activates Competitive driving, weighing up to the steering, traction control turned off and switch to a more lenient stability control program for aggressive driving.

The automatic transmission's lurching full throttle upshifts are crude, but effective, although we can not say the same to the manual shift buttons on the back of the steering wheel spokes. They are so slow on the draw, you're better off just leaving the transmission in Drive Sport. The manual transmission can be a better bet, since it has a positive corporate change efforts and a surprisingly light and progressive clutch.

Sports cars pictures and wallpapers

There are a huge variety of sports cars in the automobile industry today. Different automobile manufacturers produce different types of sports cars and other cars. The following are the pictures of some of the sports cars.

2009 Cadillac XLR-V

Introduction

When one of the world's largest automakers, Cadillac has experienced several ups and downs over the past few decades than Apple's stock price. But GM's wreath-and-crest division has made a concerted effort in recent years to regain its former glory. Instead of giving European and Japanese automakers to rule the roost luxury brand, Cadillac has decided to tackle head-on competitors. A key part of this effort is the company's Halo car, the 2009 Cadillac XLR-V.

As ultra-performance version of the XLR two-seat lift just Hardtop roadster, the XLR-V serve notice to the European carmakers that they do not have an exclusive hold on sexy slip tops with blistering performance. XLR-V also boasts of the necessary six-figure price of admission. Subtle hints such as 19-inch wheels, a mesh grille and quad exhaust tips clear signal that this is not a conventional XLR. Backing up the "V" badge is a hand-built, Supercharged 4.4-liter V8 that cranks a lusty 443 horsepower, along with firmer suspension tuning and upgraded brakes.

With its muscular engine and Corvette-based platform, one would expect the Cadillac XLR-V to be a strong performer. Safe enough, ripping its acceleration gives small luxury road concepts behind, and its handling and braking are more than respectable. But its relatively uncommunicative steering gives us chills, and its handling is still not as sharp as what you find in European competition. As such, the XLR-V is far from class-leading driver in the entertainment category.

A few other minor deficiencies prevent the XLR-V from taking the title of top luxury roadster. While the cockpit looks luxurious, it does not fit riders of all heights. Moreover, while most interior materials seem appropriate rich, a few others are decidedly average. In this exclusive segment, every detail counts, and XLR-V can ill afford such missteps.

The luxury roadster class includes such luminaries as the BMW M6 convertible, Jaguar XKR, Mercedes-Benz SL-Class and Porsche 911 Carrera Cabriolet. Of these, the Porsche offers the most rewarding drive, the M6 provides room for four and Mercedes arguably provides the best combination of luxury, style and performance, especially in AMG form. 2009 Cadillac XLR-V is an interesting domestic alternative, and it may even make more heads than the other cars because of its relative scarcity. But if it was our 100 grand, we will take the Porsche or Benz.

Body style, trim levels, and Options

2009 Cadillac XLR-V is a two-seat luxury roadster. Its retractable Hardtop can transform the car from closed for Coupe wide-open convertible in less than 30 seconds. Almost every imaginable luxury feature comes standard, including a nine-speaker Bose stereo system (with satellite radio), OnStar telematics, a navigation system, Bluetooth, keyless entry and start, Xenon headlamps, adaptive cruise control, a heated steering wheel with power tilt and telescoping adjustments, a head-up display and rear parking assist. The lone factory option is a set of chrome-finished wheels.

Power Trains and Performance

A Supercharged 4.4-liter V8 sends 443 horsepower and 414 pound-feet of torque to 2009 Cadillac XLR-V's rear wheels. Power is channeled through a six-speed automatic transmission with manual-shift capability. We timed a XLR-V from zero to 60 km / h in a mere 4.6 seconds, bringing it more than a full second ahead of the standard XLR and right in the thick of high-performance roadster race. Braking Ability, at 119 meters from 60 km / h, are adequate, although the top stoppers can do the deed under 115 feet.


Security

Anti-lock disc brakes, traction and stability control is standard on all 2009 Cadillac XLR-V. As in all convertible of this ilk, XLR-V's side airbags inflate to protect both head and torso.


Interior design and special features

Cockpit of the XLR-V offers much to like. Its design is appealingly simple, leather complemented the wood trim convincing and solid build quality. But we find the XLR-V's cockpit less attractive in light of the car price. The switchgear looks and feels pedestrian, and some trim pieces have a tacked-on appearance. As in many GM cars of origin, too many functions have been crowded together in turn-signal stalk. In addition, the steering wheel is a little too big for our taste, and the limited rear seat travel to impede the styles higher drivers. Tribe boasts a respectable 11.6 Cubic of space when the top is up, top down, however, that number drops to just 4.4 Cubic.


Driving Impressions

With a jump of 123 horsepower and 114 lb-ft of torque over the standard XLR, 2009 Cadillac XLR-V is much more responsive. Lean in the throttle and XLR-V catapults forward on a wave of Supercharged torque. Even with its firmer suspension setup But the XLR-V is still tuned more for boulevard cruising than all-out handling, which means that it feels softer than some more focused rivals. This attribute conspires with rather heavy and numb steering setup to make this performance roadster feel a little out of his element on winding roads.

But in normal driving, XLR-V feel fast and stable. Cowl shake is almost non-existent and the V8 sounds fantastic. Wind buffeting can be onerous with the top down, but the XLR-V is whisper-quiet with its top up.

Fast cars pictures gallery

There are different types of fast cars available in the automobile market now-a-days. these cars are manufactured by different types of automobile gaints.some of the pics and wallpapers of fast cars are here under.

Many new types of fast cars are being introduced into the market everyday, the following are few of them. bugatti veyron and pagani zonda are among them. just have a look at them.

2009 Cadillac XLR

Introduction

Like gourmet coffee from McDonald's, a pair of Christian Dior running shoes or Jack Black as a leading man, there are some things that at first blush just does not seem to go together. Cadillac is a car synonymous with traditional land-yachts and blinged-out SUVs, but few would associate it with a high performance, dashingly reported two-seat luxury drop top. But the 2009 Cadillac XLR is just such a car, and the retractable-roof roadster is now in its sixth year of production.

Naturally, the XLR is not its first attempt in this segment. Remember, it Italian-bodied allant in the late 80s and early 90s? No? You are not alone, though this flagship roadster boasted distinctive styling and robust V8 power. The challenge for Cadillac is to ensure that the same thought XLR is not the same fade in obscurity. It may be easier said than done, because while the XLR is a pretty nice car, its competitors are pretty nice, and then some.

With a platform that borrows heavily from the Corvette, the XLR seems to be a likable marriage of coddling luxury and sporting performance. Unfortunately, it seems that the sports genes are somewhat recessive in this case. Although fast and generally a respectable action, the XLR is not exactly a Corvette in a smoking. Thanks to suspension tuning, giving priority to ride comfort, the XLR is more at home on boulevards than back roads.

Nor is the XLR strong enough against its chief rivals to contend for luxury roadster supremacy. Although its cabin is quite luxurious and includes even more leather trim til'09 upon closer inspection, the XLR's interior materials (especially plastics) falls short in comparison to the competition. The same can be said for its driving dynamics - even in a position to do once on a twisty road, the XLR does not give the driver the same interactive pleasure that we might find in, say, a BMW 650i.

Unless the 2009 Cadillac XLR's beautiful appearance and all-American pedigree find a strong chord with you, we would recommend taking a closer look at other players in this sparsely occupied class. In addition to the aforementioned Bimmer, the Jaguar XK, Mercedes-Benz SL550 and Porsche 911 Carrera Cabriolet is all worth considering.

Body style, trim levels, and Options

2009 Cadillac XLR is a luxury roadster that features a lift just Hardtop. It comes in a single Platinum trim level. XLR Platinum comes with most any luxury feature you ever want, including 18-inch alloy wheels, adaptive Xenon HID headlamps, eight-way power and heated leather seats, a heated steering wheel, Bose audio (with satellite radio and CD Changer) , OnStar, Bluetooth, a navigation system, dual-zone automatic climate control, keyless ignition, adaptive cruise control and a head-up display.

The few options include a weather Veil package that includes a car cover, a wind-blocker with storage bag and unique split-spoke chrome wheels. The standard-style wheels are also available in a chrome finish.


Power Trains and Performance

A muscular yet refined 4.6-liter V8 powers the XLR. A six-speed automatic (which allows manual-style shifting) sends the V8's 320 hp and 310 pound-feet of torque to the rear wheels. EPA fuel mileage estimates stand at 15 mpg city/24 mpg highway and 18 mpg combined.

XLR is a pretty spirited performer, as the 0-60-mph dash takes less than 6 seconds, while high-speed driving on the motorway is hushed and effortless. Full-throttle shifts result in little hesitation, and the sound of the engine at full song is as good as or better than a V8 engine in its class.

Braking Ability is equally impressive, with a stop from 60 km / h takes just 118 feet, and no drums clear succession panic stops.


Security

Anti-lock disc brakes, run-flat tires and stability control are all standard, as are side air bags offering head and thorax protection. Rear parking sensors are also included.

Interior design and special features

While filled with high-tech luxury features and sporting more leather trim in the cabin, the 2009 Cadillac XLR fails to match the interior quality of similarly priced competitors to wear badges of BMW, Jaguar, Mercedes-Benz and Porsche. Its soothing blend of soft leather, real wood trim and aluminum accents is certainly an invitation. But the plastic quality is lower than the average for this high class, and its design reminds some of the polarizing first-generation CTS sedan.

As a Hardtop convertible, the XLR is aimed at customers looking for a two-seats, which can provide both a Suntan and quiet top-up highway ride. The stylish folding roof is one of the XLR's strongest selling points - Mercedes is the only other car in this class, which has a lift just Hardtop. Tribe boasts a respectable 11.6 Cubic of space when the top is up, top down, however, that number drops to just 4.4 Cubic.


Driving Impressions

As soon as the 2009 Cadillac XLR is, when pushed, they expect a Corvette in formal wear will be disappointed. Acceleration is certainly fast, but the XLR's soft suspension tuning results in noticeable body roll during hard cornering forces and plenty of nose dive under heavy braking.

Magnetic Ride Control shocks are standard equipment, but even with their split-second adjustment, the XLR still feel less prepared to tackle the turns than the more athletic Mercedes SL. In less streamer roads, XLR hits his step, providing an uninterrupted ride with ease, arrow-straight tracking provided through the precise steering. On the road speeds, wind buffeting is a little intrusive with the top down, but not so much that it makes the XLR otherwise enjoyable highway ride.

Audi Quattro Images reviews