How to start my car?

If you turn your car key and get nothing, or get anything less than an engine roaring to life, you might be in for a bad day. Starting problems can be very frustrating because there are so many things under the hood that can keep a car from starting. Heck, pretty much everything under the hood can keep the car from starting.

In order to troubleshoot a no-start problem, you need to start at the beginning of the line, the battery, and work your way back. Some tests for a no-start problem are simple, others are a pain in the neck and a technical nightmare. Nonetheless, you need to figure out why the car won't start, so we'll try to help. If your key won't turn in the ignition, try this fix.

Electrical No-Start Problems

• Check Your Fuses: Few cars have a fuse associated with the starting system, but before you go monkeying around with everything, check your fuses to be sure it's not that simple.
• Battery Corrosion: Over time your battery connections can become dirty, or corroded. This corrosion breaks the connection your battery has with the rest of the car, and it won't start. Trycleaning your battery posts and try to start the car again.
• Dead Battery: The most common reason your car won't start is a dead battery. If you have a battery tester that can measure cranking amps, test your battery to see if it's weak. If you can't test it yourself, you can test the battery indirectly by jump-starting the car. If it starts right away, your problem is most likely a dead battery. Replace the battery, and clean the battery connections to ensure good contact.
• Bad Igntion Switch: If your battery checks out, but the starter is still silent, it may be a faulty ignition switch. Turn the key to the on position (not all the way to start). If the red warning lights on your dash don't light up (and your battery connections are clean), the ignition switch is bad. If they do light up, turn the key to the start position. The dash warning lights should turn off at this key position (most cars). If you're not sure, turn on the headlights. When you try to start the car, the lights should either dim (a lot) or turn off completely. If they do, your ignition switch should be ok. If not, the switch will need replacement.
• Bad Starter Connection: Corrosion can not only keep your battery from connecting, it can affect any electrical component, especially the ones exposed to the elements like the starter. If you have a helper, you can test the connection by holding a circuit tester lead on the wire that engages the starter. This is the smaller of the two wires connected to the starter. Be sure no part of your body is near the moving parts of the engine - it could still start at any time! Have a friend turn the key and check the current. If you're getting current to the starter but it ain't spinning, it needs replacement.

If your starter spins freely when you turn the key, the problem lies elsewhere. Now you begin to check the other systems that could keep it from firing up.

With the starter-related causes of your no-start problem out of the way, we continue the search for why your car won't start. If the engine can't get spark, there will be no fire. But don't crawl into the hole just yet. Spark is created by your car's ignition system (ignition means "to ignite). Ignition system troubleshooting isn't too difficult when you're looking for a no-start problem. The first place to check is your coil.

• Coil Testing: To properlytest your ignition coil you'll need a multimeter that can measure impedance. If you don't have a multimeter, there is an easier test you can perform using simple hand tools. Test your coil and, if it's bad, replace it.
• Distributor Cap: Your no-start problem probably isn't caused by your distributor cap, but occasionally, especially during wet weather, a faulty cap can keep your car from starting. Remove your distributor cap and check the inside for moisture. If there is even a drop or mist of water inside, wipe it out with a clean, dry cloth. Inspect the cap for cracks and replace it if necessary. Once its dry, though, it'll work.
• Coil Wire: The starting problem could also be due to a broken or shorting coil wire. Inspect the wire to see if there are any obvious cracks or splits, then test for continuity using a circuit tester.

Did it start? No? Ok, on to the fuel-related possibilities.

If the starter is spinning and the sparks are flying, your no-start problem has got to be related to the fuel system. If your vehicle is fuel injected, there are a number of sub systems that could be the culprit. It will take some serious diagnostic work to figure it out, but there are some things you can check in the garage that will narrow it down, and could save you some money by avoiding a trip to the repair shop. Here are some things to check:

• Electrical Connections:There are plenty of electrical connections in your fuel injection system. Each fuel injector has a connector on top. There are connections on the air side of the intake and on the cylinder heads. Basically you should check every electrical connection you can find under the hood to be sure it's tight.
• Fuel Pump and Relay: To check your fuel pump, you can do a fuel system pressure test - if you have the equipment. Since most of us don't have that type of thing, we'll first check the electrical connections. Test the positive side of the fuel pump for current with a circuit tester. Be sure the key is in the "On" position. If there's current, move on to the next step. If not, you should check the fuse. If the fuse is good, your problem is the fuel pump relay.
• Fuel Filter: If the fuel pump is working properly and fuel is still not reaching the engine, the problem could be a clogged fuel filter. You should be replacing your fuel filter every 12,000 miles or so anyway, so if you suspect it could be clogged, go ahead and replace it.

the above items are things you can check yourself easily and with everyday automotive tools. There are many other elements of your fuel injection system that require electronic diagnosis. Unless you are familiar with this and have the right equipment, it is best to leave this to the pros.

With the major systems checked out, there are a number of other things you can check to see why your car won't start - if you have the patience.

• Loose Starter: Loose starter bolts will cause it to dance around and wiggle, failing to turn the engine over.
• Bad Injectors: A bad injector can throw the whole fuel system off and keep the engine from firing, especially when the engine is warm.
• Faulty Cold Start Valve: A failed cold start valve will keep your car from starting when the engine is cold. It can also malfunction and keep your car from starting when it's warm!
• Chipped Flywheel or Ring Gear: Your starter's gear connects with the gear teeth on your flywheel or ring gear (depending on transmission type). If one of these teeth becomes worn or chipped, the starter will spin. You'll hear loud screeches, scrapes, squeals and grinding if this is the case.
• Bad ECU or MAF If your engine's main computer or any part of the system's electronics go bad, your car won't start. Unfortunately you'll need to leave this type of diagnostic work to a qualified repair shop.

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Top 10 Celebrities' cars

Top 10 Surprising Cars that Celebrities Drive

June 14, 2011

We tend to think of celebrities as cruising around in high-dollar sheet metal 24/7, but the truth is not everyone who makes headlines in entertainment likes to roll in pricey rides. We’ve worked up a list of the top 10 surprising cars that celebrities drive. Have a look to see if your favorite celeb commutes like you do.

Larry David

The award for least-exciting celebrity car goes to Larry David’s Toyota Prius. The hybrid gas-sippers are nearly as popular among the Hollywood elite as Bentleys and Escalades. The 62 year-old TV producer has been behind the success of shows like 'Seinfeld' and 'Curb Your Enthusiasm,' so odds are he’s got the cash to drive around in something a little more prestigious. Then again, a green image counts for a lot these days.

Kate Moss

Kate Moss is a little braver when it comes to the car she drives. The supermodel cruises around in an MG Midget MK III, a car renowned for its unreliability and safety hazards. What the little car lacks in modern convenience, it makes up for in charisma and driving bliss – characteristics we’re sure Moss appreciates.

Eric Bana

OK, so this one isn’t actually Eric Bana’s daily ride. It’s his first car. The Australian-born actor has had this thing since he was 16 and recently converted it into a competition-spec racer to take part in the Targa Tasmania – a brutal rally race in the land down under. Bana even made a documentary about the car.

Conan O’Brien

Late-night funny man Jay Leno may be better known for his car obsession, but Conan O’Brien has a pretty interesting vehicle of his own. It’s a 1992 Ford Taurus SHO. Far from the high-tech 2010 Taurus SHO, this five-speed creation of the ‘90s rocks a Yamaha-produced 3.0-liter V-6 with around 220 horsepower. Not too shabby.

Jeremy Piven

Actor Jeremy Piven may spend his time driving some high-dollar metal while playing Ari Gold in HBO’s 'Entourage,' but in real life the guy rolls in a seriously cool 1977 Ford Bronco. The truck has been restored to its former glory with a few extra tweaks, including larger wheels and tires. 

David Spade

Who would have thought stand-up comedian David Spade would drive one of the coolest Buicks ever produced? The Grand National boasts a turbocharged, 3.8-liter V-6 engine with 245 horsepower – big news for 1987. With a sinister look outside, the car doesn’t exactly fit Spade’s funny-guy persona, but we love it anyway.

Daniel Radcliffe

When the star of the astronomically grossing Harry Potter franchise turned 18, he had access to his $37 million fortune for the first time. What did he buy? A 2007 Fiat Grande Punto. The tiny, econobox three-door is one of the most economical and eco-friendly rides in Britain, hence the purchase. Still, couldn’t he have gone for something a little more interesting?

Zac Efron

While Zac Efron may play the coolest kid in High School Musical, he drives around in a lowly 1999 Oldsmobile Alero. While the Olds is probably great reliable transportation, something tells us most actual high school seniors would laugh at this set of wheels. Efron’s either the most humble actor in the history of mankind, or this is some serious method acting. 

Clint Eastwood

Clint Eastwood spends his time cruising around in a GMC Typhoon. If you think this thing looks just like a lowly Jimmy, you’d be wrong. GMC produced the Typhoon for only two model years, from 1992-1993, and the company plopped a potent turbocharged 4.3-liter V-6 under the hood. Couple that mean powerplant to an all-wheel drive system and you have one of the quickest SUVs around. 

John Goodman

Reinforcing his regular-Joe persona, actor John Goodman uses a 1997 Ford F-150 as his chariot of choice. With an Emmy and Globe-winning career, we would think the "Big Lebowski" star could afford something with a little more panache. Then again, the best-selling pick-up in America kind of fits the guy.

Source: driveside.com

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Ferrari F12 Berlinetta 2013

After weeks of whispers, teasing, and leaked images, Ferrari has finally unwrapped its latest 12-cylinder gran turismo. The new 2013 Ferrari F12 Berlinetta effectively replaces the aging 599 GTB Fiorano, and will make its first public debut at the 2012 Geneva Motor Show.

Styling/ Construction
While the F12 Berlinetta's general profile roughly resembles that of its predecessor, there's not a single bit of sheetmetal shared between the two cars. Styled by longtime design partner Pininfarina, the F12 Berlinetta is an interesting amalgamation of strong, flowing surfaces and existing design cues.

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Up front, the F12 Berlinetta's long headlamps bear a resemblance to those of the 458 Italia, while a large egg crate grille -- much like that used on the four-wheel-drive FF -- dominates the lower half of the fascia. The F12's front fenders quickly taper to a narrow point, allowing the hood surfaces to wrap down and around the side of the car, terminating in a large V-shaped swage that curves upward into the rear fenders.

While the F12's rear quarters are rather conservative, they're not without some dramatic flair. The lower edges of the rear valence curve downward, forming a surface that intersects the rear diffuser and neatly wraps beneath the bumper.

The F12's look will undoubtedly inspire heated debate among Ferrari aficionados and purists, but the automaker says the form is actually functional. Active shutters on the brake cooling ducts help reduce drag, while the so-called "Aero Bridge" scoops, located between the front-wheel arches and the cowl, channel air from the front of the car to its sides. Ferrari says the F12 Berlinetta boasts a 76-percent increase in downforce, along with a surprisingly slippery drag coefficient of 0.299.

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If you think the F12 Berlinetta appears a little smaller than the outgoing 599, your eyes aren't deceiving you. Preliminary specifications indicate the F12 is about 2 inches shorter, 7/10 of an inch narrower, and 2.5 inches lower than its predecessor. The F12's body is also lighter than the 599's, thanks in part to a new aluminum-intensive spaceframe. An estimated curb weight of 3363 pounds means the F12 is not only 360 pounds lighter than the 599 GTB, but it's also about 176 pounds lighter than the hard-core, performance-tuned 599 GTO. As was the case on the 599, the use of a transaxle -- a seven-speed dual-clutch unit, in this instance -- allows the F12 to shift 54 percent of its curb weight to its tail end.

Performance
Although Ferrari has previously dabbled with hybrid systems and forced induction, the F12 Berlinetta sticks to a time-tested tradition: a big, normally aspirated 12-cylinder engine.

The new F12 uses the same basic 6.3-liter V-12 as the FF wagon, but the engine appears to be much more powerful in F12 guise. According to Ferrari, it provides the FF with an incredible 730 horsepower at 8000 rpm, along with 508 lb-ft of torque at 6000 rpm. Early claims of the F12 Berlinetta becoming the most powerful (road-legal) Ferrari appear to be accurate. Not only does this mean the F12 Berlinetta eclipses the 599 GTB (600 hp/448 lb-ft) and the 599 GTO (660 hp/494 lb-ft), it also surpasses the original 599xx racer (720 hp/506 lb-ft) and comes close to the track-focused 599xx Evoluzione (750 hp/516 lb-ft).

Coupled with the lightning-quick seven-speed dual-clutch gearbox, Ferrari claims the 6.3-liter V-12 is capable of launching the F12 Berlinetta from 0-62 mph in a scant 3.1 seconds, and suggests a top speed just over the 211-mph mark. Ferrari is equally proud of two other performance metrics: When packaged with an optional start/stop system, the F12 can deliver a 30-percent increase in fuel economy, along with a 16-percent decrease in carbon dioxide emissions.

As is expected of such a machine, the F12 Berlinetta is equipped with Ferrari's full suite of performance-enhancing features, including E-Diff, ESP Premium, F1-Trac, and high-performance ABS algorithms. Carbon ceramic brakes are standard, as are Ferrari's revised adaptive magnetorheological dampers.

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Still Sumptuous Within
The F12 Berlinetta may be quick, but as Ferrari's premiere gran turismo, it can't skimp on interior amenities. Subsequently, we're not surprised to learn the cabin is covered in liberal amounts of Frau leather and carbon-fiber trim. Photos show an attractive saddle-hued interior, but as always, interior schemes are left to the customer's discretion (and budget).

The F12's dashboard largely resembles that of the FF, but there is one significant difference: It no longer packs a large, clunky-looking navigation unit into the center stack. Instead, the F12 displays all infotainment-related screens through the digital Human Machine Interface gauge cluster, controlled by a small bank of switches located to the right of the steering column.

The Fastest Ferrari -- For Now
Ferrari holds the F12 Berlinetta is the fastest, most powerful road car it's ever built. That's certainly true at this point in time, but it may not be for long. We hear the automaker is already preparing an 800-hp (or higher) variant of this engine for use in a successor to the fabled Enzo supercar, perhaps in time to debut by the end of this year. If so, the F12 may lose that crown, but it will remain one of the most powerful and desirable front-engine sports cars available on this planet.

2013 Ferrari F12 Berlinetta

On Sale: Late 2012

Powertrain
Engine: 6.3-liter V-12
Power: 730 hp @
Torque: 508 @ 6000 rpm

Transmission: 7-speed dual-clutch automatic
Drive: rear-wheel

Dimensions
Length x Width x Height: 181.8 in x 76.5 in x 50.1 in
Curb Weight: 3363 lbs

Performance
0-62 mph: 3.1 seconds
Top speed: >211 mph (est)

Read more: http://www.automobilemag.com/features/news/1202_2013_ferrari_f12_berlinetta_first_look/index.html#ixzz1ocaSILo7

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Porscher Boxster 2012

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Cristiano Ronaldo’s New Lamborghini Aventador

Nothing says Happy Birthday more than a brand new Lamborghini Aventador LP700-4 in matte black. Soccer star, Cristiano Ronaldo bought the Aventador for his 27th birthday over this past weekend and thanks to BMW FAQ Forum we have some of the first photos of the bad ass ride itself.

Your turn, Beckham.

Thanks again to RUFke for the tip!

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First Drive: 2013 Porsche Boxster

The second you sit down low into the firm sport seat, legs stick-ing out ahead of you, thumbs slotting into the perfectly proportioned steering-wheel rim where it tapers at quarter-to-three, everything feels familiar. Then you turn the ignition key located to the left of the wheel -- echoing the days when Le Mans racers twisted the key with their left hand and selected a gear with the right to save time -- and wuuum! Rev the mid-mounted flat six, and again it's deja vu as a slightly loose and raspy metallic roar trembles through the seatback and reverberates in your eardrums. No doubt about it, this is the Porsche Boxster we remember.

It's not, though. Despite the familiarity, this third-generation Boxster is basically all-new: a new engine, new platform, new dimensions, new technology, and, perhaps the most controversial, new electric power steering. More on that later. It's the Boxster's biggest-ever evolutionary leap. Just as with the 911, an all-new body structure -- a mix of aluminum and steel -- replaces its all-steel predecessor, helping trim about seventy pounds from the curb weight despite an injection of growth hormones. Width is essentially unchanged and there's an extra 2.4 inches between the axles, but the car is only 1.3 inches longer overall due to shorter overhangs.

Inside, there is a little extra room thanks to the longer wheelbase and also because the pedals have been moved slightly farther back, a neat trick that provides additional legroom. The seating position is now fractionally lower, and the rising center console places the gear lever closer to the driver's right hand. It's a very sporty, poised driving position. Our car's fully leather-lined interior looks great, with crisp instruments and easy ergonomics, but it's a pity that some of the highly visible plastics look decidedly downmarket.

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In spite of the continuing commonality between the 911 and the Boxster under the skin, the styling of the two cars is now much more strongly differentiated. It all starts with the doors. Previous Boxsters got 911 hand-me-downs to cut costs, and as a result the styling had to mesh with the 911 doors. Not anymore. Substantial extra investment from Stuttgart means the new Boxster gets bespoke doors, which are much flatter than the 911's, and the character lines that are etched into them flow into and bear influence on the rest of the body. Up close, you'll see crisp edges ironed into the top of the front fenders that lead toward the new, more vertically stacked headlights. The same kind of crisp lines flow along the top of the more muscled rear fenders. The new design looks taut and sinuous, pointy and dynamic, low and aggressive. It's a fantastic-looking car.

We collect our Boxster S in Rome and head toward Bridge-stone's test track, an hour or so away near Aprilia. The roads, especially the autoroute on-ramps, are a mess, with fractured, crumbling asphalt that looks ready to swallow Fiat 500s whole. As soon as we set off, we're grateful for the stretched wheelbase and retuned PASM adjustable dampers, all of which helps to take a little of the edge off the ride compared with the previous Boxster, a machine that was still admirably compliant for such a sporting car. The ride is perhaps even more impressive in light of our car's optional twenty-inch wheels, the largest ever fitted to a Boxster.

The all-new fabric roof helps the refinement, too, with an extra layer that quiets the interior. The new top goes a long way toward tackling the sometimes-excessive noise that swilled around the cabin in the previous Boxster, and it's quicker to retract as well: the old car's already-rapid twelve seconds has been slashed to just nine. In real terms it's even faster, because its predecessor required you to unclip a latch on the header rail manually before the electrics could do their thing. This iteration is fully automatic at the press of a button. With the roof open, both driver and passenger are well cocooned from the elements, wind tickling the scalp at typical cruising speeds and swirling into a bluster only at much higher velocities.

But here's what's really great about this roof: folding-hard-top rivals such as the BMW Z4 and the Mercedes-Benz SLK insist that you come to a stop before the roof can be lowered, whereas the Boxster will bound along at speeds of more than 30 mph and still bare all. Have you ever lowered a convertible top at 30 mph? It feels insane; the roof whips away from the header rail like a toupee being ripped off by a tornado. And, when it stows, it doesn't stow in the same place that you keep your luggage, as it does in those other roadsters. So, top up or down, there's always a decent chunk of storage space in the trunk -- and, as before, there's another luggage compartment where most cars have their engine. It's a shame, though, that the new Boxster ditches the flush-fitting metal cover that once sat snugly atop part of the folded roof. The uppermost section of the roof is now fully on display, and the gaps between it and the bodywork are large and ungainly.

There are no complaints with the optional seven-speed dual-clutch PDK transmission that's fitted to our test car. The old unit was quick but slurred its shifts, adding a fuzziness that simply didn't fit with the sharp responses streaming back to the driver from everywhere else. The improved gearbox shifts more quickly, but there's also a crisper thunk as the next gear engages. It makes the experience more interactive yet no less refined. And, unlike so many automatics, it doesn't balk at multiple downshifts; pull the paddle four times in quick succession in seventh and, as long as you've got revs to spare, you'll nail third every time. It's by no means the soft option that the old Tiptronic once was. Still, there's no doubt that the standard six-speed manual will be the only choice for Porsche purists. It's an evolution of the unit in the previous car, meaning that the 911 maintains its seven-speed novelty.

The Boxster again launches with two engines and -- mirroring the 911 -- the base unit shrinks by almost 200 cubic centimeters, to 2.7 liters, while the engine in the Boxster S remains at 3.4 liters. The 3.4-liter unit sees an increase in both performance and economy: an extra 5 hp (now 315 hp) and an unchanged 266 lb-ft of torque combine with what should amount to a 2- or 3-mpg gain when official EPA figures are released. There's all sorts of clever stuff at work to achieve that improvement, including rapid heating of the powertrain components to reduce friction when the car is cold and a "sailing" mode that decouples the engine and gearbox when you gently back off the accelerator. And if you're driving hard and want engine braking when you back off the gas? The car knows, sensing that throttle control is more incisive and keeping the drivetrain connected. We tried -- and failed -- to trick it, but you can manually disable the system if you really don't like the idea.

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With so many rivals switching to turbochargers in a bid to slash emissions and maximize mileage, it's become increasingly rare to drive a new car that's normally aspirated. So it's a treat when the 3.4-liter flat six's throttle response is absolutely in sync with your right foot, every fraction of extra accelerator travel yielding a symmetrical response, the revs crackling and zinging and spinning freely as you wind them beyond 6000 rpm. There might be more lethargy in the way it hauls itself from lower rpm than you'd experience with a 911 Carrera S, but, really, it's still intoxicating.

This, however, makes for something of a confusing juxtaposition with the steering. After all, Porsche could have gone with turbochargers to save fuel and lower emissions, but it didn't. Instead, it has carefully developed its stellar, normally aspirated flat six, because normally aspirated engines are crisper, more responsive, and more precise, and people who love driving love driving them. But then Porsche dropped its hydraulically assisted steering -- an equally important part of the Porsche DNA, we'd argue -- for a fully electric setup in a bid to save what amounts to a thimbleful of fuel.

Before driving this Boxster, I hadn't realized that the fizz of the normally aspirated flat six is, for me, cerebrally inseparable from the crackly feedback of Stuttgart's brilliant steering. But it is, and as much as I respect what the engineers have done with the new system -- it's accurate and quick and all that stuff -- the emotional connection is gone.

Porsche insiders defend the electric steering by saying there's no longer any need to run hydraulic lines from the engine to the steering, which saves weight and cost and complexity, plus it saves fuel. There's also enhanced safety, in that sensors moderate the forces acting on the steering during, for instance, an emergency stop, actively reducing the stopping distance. I don't care. The rack feels mute, and that's just not right.

The neutered steering feel is a negative, but it doesn't stop the new Boxster from being a truly sensational sports car. At the track, surface still wet after a violent hailstorm, the Boxster attacks a slalom with the adaptive dampers firmed up. As the car darts from side to side, it feels incredibly rigid and its body control is excellent, the nose flicking immediately and obediently in tune with every twirl of the wheel. It feels almost hyperactively alert, but in a good way. Push hard and overstep the mark a little, and there's a very different response from what you'd feel driving a last-generation 911, which typically slips slightly into understeer. Instead, the back end of the Boxster starts to slide a bit and the weight in the rear begins to come into play, gently tucking the nose of the car back into the apex. It feels graceful and progressive, a sensation you'll want to feel some more.

But if you really want to exploit this excellent balance, you'll need the optional Porsche Torque Vectoring system and its mechanical limited-slip differential. Our car has it, which gives a real precision to the way you can steer the car from the rear, and, on this damp track at least, it's easy to carve huge drifts through even the larger corners.

The Boxster is still a very connected, very visceral drive, no matter what all the improvements to ride quality and refinement might lead you to expect. We're left unsupervised on the track for a couple of hours and, frankly, it's gut-wrenching to hand back the keys.

For some, only a 911 cabriolet would be enough, but, for most of us -- and for almost half the price -- the new Boxster is a damn good substitute.

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PORSCHE BOXSTER S

PRICE $65,050 (with PDK automatic)
ENGINE 3.4L flat-6, 315 hp @ 6700 rpm, 266 lb-ft @ 4500-5800 rpm
TRANSMISSION 7-speed automatic 
DRIVE Rear-wheel 
L x W x H 172.2 x 70.9 x 50.4 in (European-spec)
WHEELBASE 97.4 in
WEIGHT 2976 lb
0-60 MPH 4.7 sec 
TOP SPEED 172 mph

Source: Automagazine.com

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Hyundai ix20, nice car

As with many cars in the Hyundai/Kia family, the new ix20 shares much with the supermini MPV equivalent in the Kia line-up.

But the Hyundai, arriving in the UK 18 months after its Kia Venga sibling, has several major differences, and all of them are for the better. While the Kia struggled with the demands of the bumps and potholes of inner-city driving, Hyundai has worked hard on the ix20's ride and suspension setup, even going so far as to build a section of UK road at its Korean factory that mimics our shoddy tarmac conditions.
The benefits are clear. The ix20 that will be coming to the UK is firm, but has shed the crashing ride and vague feel of the Venga. Instead it copes well with the worst that our poorly-maintained roads can throw at it. There is no need for the suspension experts to make the ix20 too engaging though as its principle job is to be a compact but practical little car, and it does an admirable job in many senses.
The leg and head room is admirable in all four seats, especially in the rear when the seats are slid back as far as they will go. The rear seats are split in a 60/40 ratio and are on a set of runners which allow you to independently move them back and forward to increase the space in the boot or the rear foot well as required.
While it is beneficial to have the option of where you maximise your space, the gap that appears between the seats and the parcel shelf when the passengers are fully forward means that you can't keep luggage out of sight when the boot is at its largest. That said, the boot space is very impressive - certainly bigger than the larger i30 at a huge 1,486 litres with the seats folded flat.
Sadly the amount of storage around the cabin is not quite as voluminous, with not many covered compartments on offer, despite a generous glovebox.
Of the engines available at launch, the 1.4-litre petrol is the best bet for all round ability. All options come with Hyundai's Intelligent Stop Go technology and a gearshift indicator that keep the emissions rating low and the efficiency high. However, if tax bills are important, it is best to avoid the automatic 1.6-litre model, which heads above 150g/km of CO2.
Source: fwd.channel5.com

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