POV: Robert Fisk Is A Mensch

What does Robert Fisk of The Independent have to do with photography? Probably nothing, but he's a mensch, which in Yiddish means "a person of integrity".

And why do I think that? Well, it's about his opinion piece on Octavia Nasr of CNN (or I should say, previously of CNN) and the British ambassador to Beirut, Frances Guy (still at her post, as far as I know).

Here's a quotation from this opinion piece published in The Independent of July 17, 2010:

"I loved the "controversial" bit – the usual "fuck you" word for anyone you want to praise without incurring the wrath of, well, you know who. The Foreign Office itself took down poor Ms Guy's blogapop on old Fadlallah, thus proving – as Arab journalists leapt to point out this week – that while Britain proclaims the virtues of democracy and the free press to the grovelling newspaper owners and grotty emirs of the Middle East, it is the first to grovel when anything might offend you know who."

Read it. And if you're interested in the Middle East, and why we are where we are now, you may want to read his incomparable The Great War For Civilization.

I am amazed at the number of younger photojournalists/photographers who "parachute" into Iraq and Afghanistan with only a rudimentary knowledge of history, and who tell me that after having 5 cups of tea with an Afghan family, they "understand" the culture.

This book has all they need to know and will set them straight...alas, it's a thick volume, so I'm not holding my breath.

Lamborghini Gallardo LP560-4

The new benchmark in the Supersport cars has a new code name: Lamborghini Gallardo LP560-4. New Lamborghini Gallardo LP560-4, with completely new engine, the wheel drive and new permanent suspensions are the basis of superior performance compared to the previous model and an increased dynamism.

The innovative design of the new Gallardo contributes to the special aerodynamic lines of cars Lamborghini: The combination of elegance and power is redefined in ways not known before.




The Lamborghini Gallardo LP560-4 collects the inheritance model of Lamborghini's most successful of all time. As of 2003 approximately 7100 Gallardo left the factory in Sant Agata Bolognese.
The powerful soul of Lamborghini Gallardo LP560-4 is the new engine V10 5.2 direct injection stratified, capable of providing a power of 560 hp (412 kW) at 8000 rpm. The addition of 40 hp compared to the previous model and the reduction in weight of 20 kg improve the weight / power share reaching 2.5 kg / hp, thus increasing the performance: the Lamborghini Gallardo LP560-4 reaches 0-100 km / h in 3.7 seconds and also the 200 km / h in 11.8 seconds, the maximum speed is 325 km / h.

The new engine also excited for its efficiency: despite the clear increase in performance, it was possible to reduce consumption and emissions of CO2 well, 18%.

Engineers Directorate of Research and Development Lamborghini have also improved traction, handling and stability at high speeds. The magazine wheel drive, new suspension, improved aerodynamics, lightweight equipment and optimization of friction contribute to the improvement of the Lamborghini Gallardo LP560-4. The new Gallardo is thus like a sports car designed to ensure daily use in city traffic and long distances, and an exciting job on track.

In keeping with the DNA Lamborghini, based on power lines in terms of accurate and clean surfaces, the Centro Stile developed the design of the Lamborghini Gallardo LP560-4 through solutions essential and well defined.

The evolution of form follows function consistently needs: the new front Lamborghini Gallardo LP560-4 to ensure a low attitude and contributes at the same time, increase aerodynamic efficiency. The air inlets, of wider increase air flow to the radiator, adapted to the increased engine performance. The spoiler on the bumper improves the aerodynamic balance at high speeds.

The new lights are below the bi-xenon headlamps, daylight made 15 LEDs arranged in the shape of a Y. The same pattern is reflected in the optical rear: The rear lights and brake lights inspired by the Miura Concept, the Reventon and LP640 and reproduce the form Y three times for each side.

The new rear completely redefines the concept of "power and elegance": the headlights, the air vent grilles, bumpers and the speaker are arranged along surfaces thoroughly studied to giving the Lamborghini Gallardo LP560-4 greater development in one with horizontal the road. The new panels next to the bonnet are smooth and underline the mighty structure and elongated lines of the new Gallardo.

The rear diffuser, in the form redesigned, ensures greater efficiency and, combined with flat bottom, contributes to excellent running stability at high speeds. In general the aerodynamic efficiency has been improved by 31% compared to the previous model. The Lamborghini Gallardo LP560-4 addresses the fast curves even more secure.

To the purist design combines the great care for detail design of Sant Agata Bolognese: the cap gasoline and oil made of aluminum and the rear-view camera, integrated in a small fin of the rear spoiler to activate , Or finely machined Grille inside the terminal of the exhaust are a witness.

The new Lamborghini Gallardo LP560-4 has an aluminum body in both light and rigid: the two-seater 4.34 meters long, 1.90 meters wide and 1.16 meters high weighs just 1410 kg, or 20 fewer than the previous model.

The structure is made using the technique of Space Frame. Mergers and extruded profiles are the backbone on which to integrate harmoniously plate’s welded aluminum. The body is so very slight, but at the same time very safe in the event of a collision, also guarantees a high torsional rigidity which contributes to a surprising handling.

Despite the limited height outside the Lamborghini Gallardo LP560-4 welcomes its occupants in a spacious cabin. The sports seats are covered in fine leather or Alcantara and ensure a good containment. The position is extremely low, typical of sports cars. A bench behind the seats allows the housing part of the trunk and goes to supplement the 110 liters in volume of the front compartment.

The large center console is one element that contributes most to strengthen the concept of ergonomics in the interior. Inside is housed the Lamborghini Multimedia System and the automatic climate control dual-zone. Between these two units is positioned for molding a new design with classic and elegant lever switches. Seven instruments circular graphics renewed inform the driver about the condition of the engine, a multifunction display among speedometer and tachometer gives the pilot the most important information.

Already the Miura and other models of the'60s were marked for a quality finish that exceeded the standards of that time. Lamborghini has strengthened considerably this traditional expertise and today produces high quality cars. Even in the new Gallardo can find Dear materials and refined.

For the internal upholstery there is a wide choice of colors and stitching, including a contrast. As an option for the Lamborghini Gallardo has provided equipment and enriched leather and Alcantara packages carbon fiber. In this case, elements such as the frame of the automatic air conditioning or the handle of the handbrake and the tunnel next to the exchange are made of carbon fiber.

In addition to customizing the program "individually" can satisfy any desire with respect to the interior finishes. The engine of the Lamborghini Gallardo LP560-4, mounted in rear longitudinal position, is completely new and represents the evolution of consistent propeller Lamborghini most successful of all time.

Remains unchanged only the number of cylinders, 10 cylinders those that offer a perfect and unique synthesis between driving pleasure and agility sports. The engine with a displacement of 5204 cm3 produces an output of 560 hp (412 kW) at 8000 rpm, which translates into a specific power equal to 107.6 hp / lt. The maximum torque output from the engine of 540 Nm at 6500 rpm. The shape of the torque curve guarantees consumption surprising power to any scheme. With an acceleration 0-100 km / h in 3.7 seconds and a top speed of 325 km / h, the Lamborghini Gallardo LP560-4 is at the top extreme sports cars.

Despite the significant increase in performance, engineers Sant Agata managed to reduce consumption and emissions of CO2 for this car by about 18%. If you look at the performance, consumption of 13.7 liters per 100 km with the Gallardo e-gear is extremely low.

The application of this technology makes it necessary to separate cylinder pipes, the pipes are directly drawn into the base through the merger of the machining that "size" of silicon crystals which ensure the proper running surface for the pistons.

With an angle between the cylinders of 90 ° is the obvious choice for technicians to reduce as much as possible the center of gravity of the V10 power plant. Even with the lubrication cup dry contributes to the same goal and providing an optimum lubrication under all conditions of use including use car on the track.

The fuel is injected directly into the combustion chamber through an injector side. The Direct Injection layered guarantees a good performance as maximum engine power, reducing the sensitivity to detonation, this has allowed us to achieve an engine with a compression ratio of 12,5:1.

The driver of the Lamborghini Gallardo LP560-4 can always rely on permanent wheel drive and 4-wheel drive with viscous coupling, the number "4" added the name of the model means exactly that. The wheel drive was introduced by Lamborghini back in 1993 with the Diablo VT for a valid reason.

The wheel drive Lamborghini is achieved through a viscous coupling center, which needs no adjustment electronics, and will share the basic engine torque between front and rear under normal 30:70 ratio, but adapts over a few milliseconds in case of changes in driving conditions or road.

It is not only a draw traction advantage of the permanent four-wheel drive, but also the dynamic cross for the best performance handling. In fact each wheel can only transfer a precise quantity of force on the road. As the driving force is spread over all four wheels via the Viscous Traction, remains a potential for higher road holding and directionality in the curve. These reservations guaranteed in every situation index are a perfectly designed sports car.

A great deal of power available from the engine, the gear shift is one of the sensations of driving the Lamborghini Gallardo LP560-4 more exciting. There is a choice between manual transmission, where the change is made through the exchange short lever that moves within the grid for selecting 6-speed gearbox or the exchange implemented and electro-gear where you can change gears using the 2 Postal levers behind the steering wheel, this choice preferred by the vast majority of Lamborghini customers.

The change implemented and electro-gear has been completely revised and optimized in each component. The change was not only reduced weight but also as times changed was reduced. Up to 40% in "travel". The driver can choose between five driving programs and changed over the position Normal is available with the program SPORT times changed and shorter regimes changed higher, both Copy-modes manual or automatic.

The 5th mode is called "travel" and in addition to the speed of change with a characterization even more aggressive can reach boundary conditions above the maximum limit to the ESP intervention. The "Thrust Mode 'ensures maximum acceleration firm operating independently from the position of the engine throttle, the race clutch and the regime changed.

Despite the predecessor of the Lamborghini Gallardo LP560-4 was one of the best cars worldwide in terms of handling, precision and driving stability on the new car thanks to new suspension has managed to increase even more driving pleasure, comfort and stability at high speeds.

The aluminum chassis is certainly an example of high tech without compromise derivation of close racing. The double-arm suspensions made of pressed aluminum resulted in the creation of a new motion while the springs and shock absorbers have been reviewed to ensure a further improvement in the motor vehicle.

The rear suspension is fitted with a new rod for the control of TOE that allows a further increase of vehicle control. New bearings are also made entirely of rubber and metal that, thanks to the combined structure, enhance the dynamics of the Lamborghini cars.

The steering rack with minimal help from steering to the driver moves the right feeling with the road. The system has a power steerings dedicated to the radiator fluid power steerings necessary in driving sports car. The steering ensures an accurate guide, fast and secure, allowing live a thrilling experience to control the Lamborghini Gallardo LP560-4.

The tires, 235/35 ZR 19 and 295/30 ZR 19 on the rear were developed specifically to Lamborghini. They are the Pirelli P Zero with a rolling resistance very low and therefore contribute to the reduction in consumption without reducing performance. Reached the threshold of 120 km / h the rear spoiler to activate automatically increases the load on the rear interacting with the speaker that serves as a rear air extractor under the chassis.

The new facility provides an exceptional braking power thanks to the brake calipers eight-piston Brembo going to act on discs front diameter of 365 mm brake calipers and four-piston disc involved the rear of 356 mm.

For the Lamborghini Gallardo LP560-4, Lamborghini offers a wide range of equipment. The standard equipment includes driver's airbag, passenger and side bags, automatic air conditioning with dual-zone radiation sensor, a sound system with an included USB connector, sports seats with electrically adjustable backrest, leather upholstery valuable in addition to this we have new bi-xenon headlamps with LEDs for the daytime running light. The new Apollo circles are characterized by design dual race.

Increase your comfort, a wide range of equipment including the optional navigation system, the module for TV reception, the plant speakerphone, bluetooth mobile phone, the burglar alarm and rear-view camera. Among the options you can also ask the adjustment of the front axle (lifting system) that allows the lifting of the body through the simple push of a button to facilitate the overcoming of obstacles. The offer is also complemented by polished circles Cordelia cross-breeds or by looking Callisto races with blacks "Y".

Mongolian Racer

Reading and posting Stan Greene's excellent interview yesterday will probably satisfy my photojournalism interest for this week, so for a change in pace here's a lovely travel multimedia piece titled Mongolian Racer by The Guardian photographer Dan Chung, and narrated by Tania Branigan. (click the arrow).

The multimedia piece is on a horse trainer and his 10-year-old jockey who face the biggest day of their year at Mongolia's Naadam festival, which dates back to before Genghis Khan's time and celebrates the 'manly sports' of wrestling, archery and racing.

The Mongolian traditional festival of Naadam is also called in the local dialect as "the three games of men". These are Mongolian wrestling, horse racing and archery. The festival is held throughout the country during the midsummer holidays, however the largest is in Ulaanbaatar.

For the geeks, the piece was shot using Canon 1DmkIV, 5DMkII, 550D and GoPro HD camera, and a load of ancillary gear which is described in length in Dan Chung's blog DSLR News Shooter.

Apart from it being gorgeous videography, I noted the simple and clean font used for the title of the piece, and how it's placed against the dark cloud in a red sky...nice touch, that. And I also liked how the voice-over expertly blended with the ambient sound/voice.

2010 Nissan Maxima SV Sport is a lot of car for a lot of coin

2010 Nissan Maxima SV Sport – Click above for high-res image gallery

Front-wheel drive is a funny thing. When originally introduced during the Thirties in the Cord 810 (then later in the awesome supercharged 812) and the Citroën Traction Avant, FWD was hailed as a major breakthrough, a wondrous technological innovation that allowed for lower ride height and greatly increased passenger space. Postwar consumers got a taste of the wonders of FWD with the iconic Citroën DS. At the top of its game in the Sixties, General Motors reintroduced FWD to American consumers with two remarkable luxury coupes: the 1966 Oldsmobile Toronado and the 1967 Cadillac Eldorado. Come the Seventies, Citroën produced what is arguably the greatest GT coupe of that decade, the impeccable (and FWD) SM.

Roll the clock forward to the Eighties and suddenly everything was being tugged around by its front wheels. Honda, Toyota, Nissan, General Motors, Ford and Chrysler all jumped head first onto the FWD bandwagon and, for the most part, they haven't looked back. Granted, Cadillac has rethought which wheels get driven, but with the exception of a dinosaur livery-mobile, there isn't a single rear-wheel-drive Lincoln to be found. Even Volkswagen got in on the transversely-mounted engine madness. This left only the Germans – namely Mercedes-Benz and BMW – to seriously carry the rear-wheel drive passenger car torch for nearly a decade. Sure, Lexus and Infiniti brought out some heavy hitting RWD sedans along with a raft of FWD offerings (M30 I30, G20 anyone?), but Acura never bothered.

The average gearhead hates FWD for all the right reasons (weight distribution, steering feel, the front tires being asked to both propel and turn, etc.), and during a recent discussion we had with a half-in-the-bag PR guy, [NAME REDACTED] exclaimed, "Front-wheel drive sucks!" So, how can a technology go from the penthouse to the doghouse like that? One answer (of many) comes from the Minnesotan economist/social philosopher Thorstein Veblen and his book The Theory of the Leisure Class. Here's a quick, ten-cent Cliff Note version: When electric lighting first appeared, only the rich could afford electric lights. As such, electrically lit dinners were considered romantic and desirable. However, once electrification trickled down to the unwashed masses, only the rich could afford both bulbs and candles. Hence, candlelit dinners became en vogue. Which – believe it or not – leads us very nicely to the 2010 Nissan Maxima SV Sport and its $38,384 asking price.
Granted, you can get a new Maxima for less scratch. The base car starts at "just" $30,460. But the car Nissan provided us has a price tag of nearly $40,000. You do get a lot car for that money, but at the end of the day, $38,384 is a big chunk o' change. So big, in fact, that you might be tempted to choose an Infiniti G37 sedan (beginning at just over $33,000), or even a Cadillac CTS (starts at $37,000). Two similarly-sized cars that are, as it happens, rear-wheel drive.

The Maxima's shape is one thing it has going for it. When the third-gen Altima was introduced in 2002, suddenly the once lofty Maxima looked an awful lot like its lower-priced platform mate. Then the Altima was redesigned and placed on Nissan's new D platform in 2007 and it still resembled the more pricey (and very long-in-the-tooth) Maxima. Finally, last year, Nissan brought us an all-new Maxima that didn't resemble anything.



A quick poll of the Autoblog staff reveals that almost all of us like the shape. From the blunted front end to the deeply sculpted sides to the fat, sexy haunches, there is little question that design-wise Nissan's biggest sedan has got the look. Though admittedly strange at first, the harpoon/fish hook head and tail lamps look sharp (no pun, no pun), especially when set off against a dark color. And these are some of the finest looking wheels we've seen on any car, let alone a big FWD sedan.

The interior's nearly as good as the exterior. First and foremost is that thick (we're talking BMW-thick) leather-wrapped steering wheel that is mercifully (nearly) free of button clutter. While all Maximas now ship with a Continuously Variable Transmission (CVT), the large, almost oversized aluminum flappy paddles behind the wheel feel great. The seats are also thick, many-way adjustable and comfy. Though we'd like some more leg and hip bolstering – the seat bottom is a little flat – rear seat customers will enjoy their spacious perch. The instrument binnacle is intelligently designed and filled with big, legible gauges, exactly what one would need if you were to take Nissan up on its renewed 4DSC (Four-Door Sports Car) boast.



Many of us are also fans of the very Infiniti-like nav-cluster. Overall, the quality of the materials is on par with other entry-level luxury offerings with one big exception: The area surrounding the gear selector is not only dull, but almost undesigned. And if the car's got a CVT (i.e. no set speeds), why not follow BMW's lead and move the gear lever to the column so as to free up some space? A minor quibble, maybe, but that area was beneath (again with the no pun) the rest of the rather pleasingly pleasant interior.

One justification for the Maxima's pricey sticker is that lump of VQ goodness found under the hood. Heaping praise upon Nissan's wonderful V6 is like calling firefighters heroes – you just do it, and only the crazy will argue. Still displacing 3.5-liters – unlike the Z, G, M and FX, which have jumped up to 3.7-liters – the VQ35DE produces a whopping 290 horsepower and a stout 261 pound-feet of torque, more than enough to scoot the fairly big boy (190 inches, 3,565 pounds) to 60 mph in less than six seconds. In terms of potency, those 290 horsies are more than you get from 3.5-liter V6s found in the Accord (271 hp), Avalon (268 hp), Taurus (263 hp) or Mercedes-Benz E350 (268 hp). And way more than you get in a 211 hp turbocharged Audi A4. But none offer a CVT... (Note: FWD Audi A4s have a CVT)

Allow us to state up front that when CVTs first arrived on the scene they were nasty, despicable things that were constantly whirring, wheezing and searching for who knows what every time you buried your right foot. Much like automatic transmissions – only worse. That rant out of the way, the second generation of CVTs are actually... okay.



The first good one we experienced was in the cyber barge Lexus LS600hL, though we chalked up that transmission's okay-ness to the fact that Lexus had buried the shiftus interruptus beneath the brand's requisite nine tons of sound deadening. Besides, in a $120,000 automobile, the CVT had better be good. Then we got our paws on some down market CVTs – principally in Nissans like the Rogue, Versa and Cube. And you know what? Most of us like 'em just fine. They weren't Lexus wonderful, but they were a fifth the price.

In the Maxima, the CVT experience is better than in its smaller siblings, and about on par with the big, electric Lexus. In fact, for the first 20 minutes we were behind the wheel, we were unaware (fine – we forgot) that the car didn't have a regular old slush box. As our normal testing procedure begins with jamming up the curvaceous 110 freeway to Pasadena to fetch Drew Phillips and his photographic chops, we threw the tranny into manual mode and used the paddle shifters. That's right, the Maxima (like the LS600hL) has six faker-gear ratios (though the Lexus has eight) that allow it to behave just like an automated manual. It was only on suburban streets back in regular mode that we noticed the tach needle slowly rising and falling, as opposed to a regular automatic where the needle falls precipitously with each gear change.



So, how's the Maxima drive? Well, it's very quick. Stomp the gas and this sucker just goes for it. However, due to so much power spinning the front wheels, you are very aware that you are being pulled to extra-legal speeds, instead of pushed. To be fair, this has been a Maxima trait since they first started dropping VQs into the sedan. But in the 2010 Maxima, you really do notice all 290 ponies. The sensation is like holding onto a horse's reins. And torque-steer – the engine's tendency to try and rip the wheel from your hands when you throttle out of a corner – is an all day event.

While there's nothing inherently rotten about FWD, there is something unsettling about big horsepowered FWD cars – unless they've got a fancy way of fighting back against all that power, like in the power-chopping Mazdaspeed3 (fuel gets cut early in low gears at high RPM) or the unequal-tracked Citroen DS/SM (where the front wheels extend out further than the rear ones). With the Maxima, you're just left to arm wrestle the mighty motor. We hope you've been eating your Wheaties.



When you're not shredding apexes, the Maxima is a fairly cool customer. The ride is plush and plenty comfy, while the cabin is quiet and nicely shielded from wind and motor noise. Those big, beautiful wheels do make some racket, though. Nothing fatal, but you hear 'em. Should you choose to saunter through corners (instead of play Lewis Hamilton), the well-engineered chassis can carry plenty of speed around the bends. Just watch your right foot.

Far from a four-door sports car (sorry, Nissan), the Maxima SV Sport is a roomy, nearly-luxurious, semi-athletic steed. If we woke up tomorrow and (somehow) discovered we owned a copy, we'd be happy. But would we pay $38,000 for one? Short answer: No. There's nothing really wrong with the car, save for its sticker. Who then would consider a Maxima spec'd out like our test vehicle? Best we can figure, an Accord owner who is quite happy with his/her car but just wants something a little nicer, a little quicker and a whole lot more good looking. Then again, they might not. For our money, we'd take an Infiniti G37 sedan with the six-speed manual and pocket the extra $2,000. It's not that RWD is always better than FWD. But in this case, it is.
source by autoblog.com

2009 Nissan Murano

2009 Nissan Murano – Click above for high-res image gallery

It just so happens that the all-new 2009 Nissan Murano is one of those nondescript mid-size crossover utility vehicles that may blend into the crowd. Its styling is certainly modern, if not overly exciting. The cabin is accommodating, if not excessively spacious. The handling is inspiring, if not unduly sporty. The engine is strong, and even reasonably efficient. How would this perfectly acceptable, yet hardly over-achieving CUV handle five passengers and full luggage on a 1,000-plus mile road trip across the Southwestern desert? Read on to find out.


The task at hand was to deliver three adults and two children, with their overstuffed baggage, round-trip between Los Angeles and Phoenix in the middle of summer. It's a trip this writer has been doing for more than a decade, but always in a seven-passenger SUV (Chevrolet Suburban, Dodge Durango, Volvo XC90, etc...). Now, in a CUV with seating for five, we wanted to see how we'd fare (without resorting to strapping Aunt Edna to the roof).

The first-generation Nissan Murano arrived on the market as a 2003 model, the same model year the Infiniti FX made its debut. While Infiniti's FX offered concept-like styling on a sporty rear-wheel drive platform shared with the Infiniti G35, Nissan's Murano took a mainstream approach with its more conservative sheet metal and front-wheel drive architecture shared with the Nissan Altima. Arguably, the most innovative part of the Murano was its continuously variable transmission, or CVT.

A solid seller for Nissan, and popular with consumers, the Murano was re-designed for 2009 (there was no 2008 model). With little fanfare, the second-generation arrived looking much like the first (expected, as Nissan didn't want to ruin a winning formula). The significant improvements were found on the interior where the all-new Murano had taken hint and grabbed more than a few components from the Infiniti parts bin. Compared to its predecessor, the 2009 Murano is a major step up in interior quality and ergonomics, although it is down on overall cabin space. We were bound to see if it mattered.
Under the hood of the Murano is Nissan's very familiar VQ-family 3.5-liter V-6 powerplant. While the first-generation Murano also had a VQ, Nissan has revised it for the 2009 model to provide 265 hp and 248 lb-ft of torque. The engine isn't the smoothest out there, or the most frugal with fuel, but it has proved to be consistently strong and very dependable. Mated to the six-cylinder is Nissan's Xtronic CVT™ (Continuously Variable Transmission) with Adaptive Shift Control (ACS). While the engine/transmission combo is set in stone, consumers are offered the choice between front- and all-wheel drive.

We are holding the keys to a 2009 Nissan Murano SL 2WD with the Premium Package. With cloth interior and no navigation, the sticker price fell just below $30,000. The Murano is a four-door, five-passenger vehicle with a lifting hatchback over the rear cargo area. The tapered styling in the C-pillar looks great, but it does impede on cargo capacity. Regardless, once we yanked out the cumbersome cargo cover, the mid-sized Nissan happily swallowed three wheeled suitcases, two large duffel bags, an overstuffed camera bag, and the obligatory bags of miscellaneous family debris that are required to keep the kids entertained during an extended drive. With everything strategically loaded, including a pillow or two in the second row, we could just barely see out the back window.

Behind the wheel, your author's six-foot two-inch frame fit very comfortably. There is plenty of legroom for the left foot even behind the pedals for stretching out (rare these days with the proliferation of transverse-mounted engines keeping firewalls up against the backs of the pedals). The exterior mirrors are generous, yielding a great view outside, even if thick C-pillar restricts a bit of outward visibility from within the cabin. Our Murano had the rear back-up camera, and it was very useful during parking. As expected, the CUV driving position is elevated giving a commanding view of the road.

The dash of the Murano is logically designed, and it works well once your mind is acclimated. The most offending part of the dash has nothing to do with ergonomics – it has to do with the garish back-lighting. The primary instrumentation (speedometer, tachometer, and gauges) are white characters over a dark background with bright orange indicator needles. That's fine. However, someone at Nissan went amok with the lights and added bright rings of orange around the primary gauges. The illumination is overpowering, and it effectively removes the driver's ability to quickly glance at the panel to distinguish the position of the orange needles. We overcame much of the glowing orbs by turning the dashboard illumination down. Way down.
With the aforementioned luggage already loaded, we ran into a bit of a bind. The two kids in the second row wanted to watch a movie on a portable DVD player, but Nissan didn't supply those seating positions with a 12v outlet. The single front outlet was powering our Garmin GPS (and we didn't have a splitter on hand), so we improvised by threading a long cord from the single 12v outlet in the cargo area through the luggage and into the passenger seat area. It worked, but we'd prefer too many outlets to too few next time.

What the Murano engineers did right was the powertrain. The matchmaker who hooked up the VQ with the Xtronic VCT deserves a promotion. In fact, after spending countless hours with the pair, we observed that it just may be the perfect mechanical marriage for this vehicle. While we've had our issues with the CVT (often when we find it stuffed under the wrong hood), the Murano doesn't pretend to be a four-door sports car, an off-road explorer, or a luxury liner. It's a family oriented CUV, and in that capacity the CVT operates smoothly, predictably, comfortably, and efficiently. Coming from a traditional slushbox, the Xtronic may seem a bit lethargic at first. But, that sensation quickly wanes when your right foot learns to drive it properly.
All five of us loaded into the Murano preparing for the six-plus hour drive to Phoenix. The car seat in the middle of the second row split the rear passengers up, but there was plenty of wiggle-room on either side. Nobody complained about space, even the person sitting behind the driver's seat. All Murano models share the same twin-tube strut/shock arrangement with front and rear stabilizer bars. Unlike many cars that wallow and roll when packed to the brim, the Murano handles nearly the same-regardless of load. While it would hardly be considered "enthusiast-tuned," one could easily argue it is much sportier than many of the other CUVs that compete in the segment. It is fun to drive, but it will not satisfy the enthusiast deep within you.

Across the LA Basin, the Murano easily darted through the light freeway traffic as we headed out of town. The freeways are deeply grooved and scattered with expansion joints (for earthquakes, not freezing temps), but the Nissan ignored the tendency to tramline and soaked up the bumps without drama. The crossover breezed through San Gorgonio Pass and its giant wind farms without flinching in the sporadic crosswinds.
In the mid-day sun, the ambient temps began to climb into triple-digits. Driving east out of Indio on I-10, the highway climbs more than 1,700 feet to Chiriaco Summit. It's a steep climb (some portions have an 8% grade) that frequently overheats, or just plain overwhelms, many types of vehicles. Loaded with full passengers and luggage, our A/C pumping at maximum, and a heavy tank of gas (having just topped-off minutes earlier), we were the Murano's worst nightmare. Without hesitation, the VCT brought the engine up to speed and the VQ pulled us heroically at 70 mph past the burdened tractor trailers that struggled in the right lanes. Through Blythe, the temperature outside was a blistering 113 F, but we were as cold as Popsicles inside the cabin (in fact, we had slowly cranked the AUTO climate control setting up to 76 F so we wouldn't go numb).

Over the Colorado River, and into Arizona with its 75 mph speed limit, the traffic lightened and we set the cruise control at an even 84 mph to remain relatively inconspicuous among the flow. We noted how accurate the speedometer was (typical with most Nissan/Infiniti products), and how absolutely serene the cabin felt at this speed. With smooth black asphalt under the all-season tires (keeping tire roar at bay) and cloth interior acting as sound-deadening, all aboard were impressed at how quiet things were considering the Category 1 hurricane winds on the other side of the glass. While we've tested countless cars that lose their composure above 80 mph, from the driver's seat the Murano was completely competent and stable at those high cruising speeds. It was disheartening to approach Phoenix and slow to city speeds, and lane-clogging traffic.
During our countless highway hours behind the wheel, the most excitement arrived in the middle of the California desert, just outside Desert Center. We'd been watching a wall of thunderclouds on the horizon for the better part of an hour. Temperatures were in the triple-digits, but the sun soon disappeared behind the cumulonimbus clouds as we approached. Minutes later, we drove into a literal waterfall as the skies violently opened up. One second we were dry and doing 80-plus mph, the next second we were fighting for visibility with the wipers on high-speed and our velocity down to 40 mph or so. While the downpour stimulated our pulse, the Murano soldiered forth without concern. The ride height kept us out of the splashing spray from the trucks, and the front and rear wipers (and aerodynamics) keep the windows clear. The rest of the trip was uneventful.

We burned four tanks of premium gasoline during our travels (including a few days running around the Phoenix basin). Calculated by hand, our worst fuel economy was 19.96 mpg, and our best was 22.31 mpg. When you consider each of those tanks were consumed while lugging five souls around with the air conditioning fighting Sahara-like temps, the numbers aren't bad (for the record, the EPA rated the 2009 Murano at 18/23). We never tried regular-grade gasoline, although rumor has it that the Murano will drink it just as happily.
With the long week behind us, it was obvious that five passengers (and their luggage) can cohabitate peacefully in the Murano for 1,000-plus miles without any hint of pending bloodshed. Sure, the mid-size Nissan will never transport seven adults legally (Nissan will gladly sell you an Armada for that), but we'd make a good argument that even loaded to the headliner, the 2009 Murano is an agreeable place to pass the time. Interestingly enough, we never missed the extra room that the engineers apparently took from the new model.

The 2009 Nissan Murano is one of those vehicles that accomplishes everything with very high marks, but aces nil. That's not to be taken as a negative -- it simply means that Nissan has done a fine job engineering a five-place CUV that is a solid B-plus performer across the board. The engine is strong, transmission smooth, and the driving dynamics comfortable and predictable. Pressed into service, it will duly serve as a reliable daily driver, impromptu cargo hauler, sporty canyon cruiser, or an effortless road trip vehicle.
source by autoblog.com

Volkswagen New Beetle still number one with the ladies

Volkswagen New Beetle – Click above for high-res image gallery

Men, take note: According to a new survey from research firm TrueCar, the Volkswagen New Beetle is (still) the ultimate car for women. Apparently, its combination of cute-as-a-button looks and affordable pricing make the reborn Bug a total hit with the fairer sex.



This data was determined not by some silly woman-on-the-street clipboard survey, but rather by looking at the registrations of more than 13 million vehicles over the past two years. We could have saved them quite a bit of work if they wanted to know that the New Beetle was a chick car, but whatever. There was some other interesting info gleaned from the research, including the revelation that 64% of all cars are registered by men despite the fact that there are more women (at 51% of the population, just a tad) than men in America.

Rounding out the top five vehicles that scored well with the mono-chromosomed gender were the Nissan Rogue, Hyundai Tucson, (saw this one coming) Volkswagen Eos and Volvo S40.
source by autoblog.com

LENS: Stanley Greene Talks To Michael Kamber

Photo © Stanley Greene/Noor-All Rights Reserved

Stanley Greene’s Redemption and Revenge on the New York Times' LENS blog is one of the most interesting (and candid) interviews with a photojournalist/photographer I've read in a long time.

Having met Stanley Greene in Mexico City, I don't think I'd be wrong in describing Stanley as an iconoclast, as someone who doesn't mince words and who doesn't imitate. His opinions and responses as expressed during this interview confirm my view. This interview is a no platitudes no bullshit zone...and may rile some "lemmings", but for those who appreciate iconoclasts, it's a must read.

Excerpts that particularly resonate with me:

"When journalists start to distort reality, then I have a real problem with it. And when everything starts to look like a cartoon, I have a problem with it."

"When we get to the point where we start digging up graves to make photographs, I think we are in trouble."

"You need to be able to communicate with people. You should know a language. But even if you don’t know a language, you should at least be decent enough to understand what you are about to photograph, instead of just going, “Pow, pow, pow.” Because when you do that, then you are a vulture, and then you are what a lot of N.G.O.’s call us: “Merchants of misery.”

"I don’t own an apartment. I don’t own a house. I don’t own a car. I don’t have any stocks and bonds. All I own are my cameras. That’s it. And some cowboy boots."

Michael Kamber has worked primarily as a conflict photographer and covered a dozen wars including Afghanistan, Somalia, Liberia, Darfur and the Congo. He photographed the war in Iraq for The New York Times between 2003 and 2010. His photos have been published in nearly every major news magazine in the USA and Europe. Michael is the winner of a 2007 World Press Photo award, the Missouri School of Journalism’s Penny Press Award, American Photo Images of the Year and an Overseas Press Club award. He has been nominated three times for the Pulitzer Prize–twice for photography and once for reporting.

As I said, one of the best interviews I've read in a while.