Luxury Autos

Geneva 2011: 2012 Mercedes-Benz C-Class Coupe is a CLK revival

2011-03-02T23:15:00.001-08:00

The current Mercedes-Benz E-Class Coupe may be too large to rightfully compete with the likes of the BMW 3 Series and Audi A5, but the Silver Arrow is rectifying that with the new-for-2012 C-Class Coupe – a revival of the old CLK, if you will.

Aside from the slightly lower roofline and the removal of two doors, the C Coupe is exactly like its newly redesigned sedan brethren. There are three powertrains on tap, including a new 201-horsepower 1.8-liter turbocharged inline-four in the C250 and the direct-injected, 304-hp V6 in the range-topping C350. Well, range-topping for now – the sure-to-be-badass C63 AMG Coupe is set to debut in the very near future. Yeah, we're salivating.

Still, the more pedestrian C-Class Coupe will make up the vast majority of sales, and we're glad to see a modern-day CLK in production once again. Scroll through our gallery of high-res shots below and take it all in, then hop the jump for a trailer of Benz's new 'Drive and Seek' mini-movie starring the new E-Coupe and some rather attractive bank robbing women...

Geneva 2011: Lamborghini Aventador LP700-4

2011-03-02T23:14:00.001-08:00

Lamborghini's fifth generation V12 supercar made its official debut in Geneva, and while we've already detailed every aspect of the Aventador LP700-4 in our in-depth article we published yesterday, today we finally had the opportunity to get some first person impressions of the latest Raging Bull.

Lamborghini had three Aventadors on display, ranging from the bright orange example we first saw in the studio photos to a more subtle grey and a stunning matte white. The white, in particular, shows off the various styling elements of the exterior, especially the muscular creases on the front and sides. Despite having more complex lines, the Aventador still manages to have a cleaner look than some of the later generation Murcielagos. We snag a few minutes inside, and the quality of materials is proof that Lamborghini is continuing to benefit the Volkswagen Group's influence.

You can see our live photos of the Aventador LP700-4 in the gallery below, and be sure to see our in-depth coverage of the car in case you missed it the first time around.

Lancia Flavia introduced in Geneva

2011-03-02T23:13:00.001-08:00

Fiat-owned Lancia has brought their own rebadged version of the Chrysler 200 to the Geneva Motor Show. The company says the D-segment car should enter production as both a saloon and convertible inside of six months.

The Lancia Flavia saloon features a terribly conservative Bright Black finish with polished metal features on the front bumper, door handles, side mirrors and boot lid. That conservative feel continues on the 2+2 interior where dark leather is used throughout the cabin. Meanwhile, the Flavia convertible uses a White Zenith exterior color offset by a Black Lava roof, and complemented by an Ivory White leather interior with black accents and beige Alcantara.

Each concept measures roughly 4.5-meters (177 inches) in length with seats that "recline into chaise-lounges", according to a press release. They ride on 17-inch alloy wheels, instead of the 200's steel wheels. The cars also diverge from the 200 with the new Lancia signature grille, fog lamps, and LED rear lighting.

Other features include Bluetooth, electronic stability control, electronic traction control, multi-function steering wheel and six airbags.

A Lancia spokesman says the Flavia, "embraces the stylistic features of the Italian manufacturer, giving a unique interpretation of the Chrysler 200 model which could be launched on European markets in record time."

The Lancia Flavia should hit European showrooms later in 2011. Initially it will be offered with Fiat's 1.6-liter 105-hp (77-kW / 105-PS) MultiJet engine mated to an automatic transmission, but a manual transmission and other engine options will be available down the line.

Source: Lancia

2012 Mercedes C63 AMG debuts in Switzerland

2011-03-02T23:12:00.001-08:00

Mercedes has officially unveiled the C63 AMG facelift in Geneva.

Drawing inspiration from the SL63 AMG, the C63 has a prominent front splitter, a single-bar grille, and new headlights with LED indicators. Elsewhere, there's a new rear bumper and restyled 18-inch alloy wheels.

Inside, the cabin has been significantly improved thanks to a greater emphasis on material quality. Most notably, there's a new dashboard, a revised instrument cluster, and piano black trim on center console.

As before, power is provided by a naturally-aspirated 6.3-liter (6208cc) V8 engine that develops 451 hp (336 kW / 457 PS) and 443 lb-ft (600 Nm) of torque. It is connected to a new seven-speed 'SpeedShift MCT' transmission that enables the sedan to accelerate from 0-100 km/h in 4.5 seconds (4.6 seconds for the estate) and hit a limited top speed of 250 km/h (155 mph).

For the power hungry, the optional AMG Performance Package increases output to 480 hp (358 kW / 487 PS) and 443 lb-ft (600 Nm) of torque. With the extra power, the dash from 0-100 km/h takes just 4.4 seconds (4.5 seconds for the estate).

Lastly, to improve the car's handling, engineers installed a new steering system, revised spring / damper rates, and a thicker anti-roll bar. Thanks to these modifications, owners can expect "greater driving enjoyment and ride comfort at all times."

The 2012 C63 AMG will start arriving at European dealerships in July and German pricing starts at €71,340.

Source: Mercedes-Benz

Bentley Supersports "Ice Speed Record" Convertible looks for warm reception in Geneva

2011-02-28T18:55:00.001-08:00

To celebrate its recent ice-speed record, Bentley is rolling out a special edition of the Continental Supersports convertible at this week's Geneva Motor Show. The record was set a mere two weeks ago by Finnish rally star Juha Kankkunen, who went 205.48 miles per hour on the frozen Baltic Sea in a Bentley Continental Supersports Convertible. Kankkunen's run eclipsed his 2007 record of 199.83 mph, which was also set in a Bentley Continental GT.

The Bentley Continental Superspots "Ice Speed Record" Convertible sports the Flying B's most-powerful engine ever, a 631-horsepower W12 kicking out 590 pound-feet of torque and sporting flex-fuel capability. The car Kankkunen set his record in ran exclusively on bio fuel.

Behind the impressive engine is a six-speed Quickshift automatic. The combo is good for a 3.8-second 0-60 sprint, with 100 mph coming up in just 9.5 seconds. Bentley claims that running the car on E85 will cut C02 emissions by up to 70 per cent.

Outside, the "Ice Speed Record" Supersports Convertible gets one of three unique colors: Beluga (above), Quartzite or Arctica White. Never one to stop at enough, Bentley has gone as far as to cover the soft top in a composite weave sporting its own metallic finish. Rounding out the package is a set of black 20-inch Supersports wheels. Both the special edition Supersports and Kankkunen's actual record-breaker will be on display at the Bentley booth in Geneva, so stay tuned for live images of them both soon.

Get in line now if you want one, as Bentley says it'll only build 100 of these worldwide.

[Source: Bentley]

Geneva 2011: Volkswagen Giugiaro Tex Concept brings Italdesign to the people

2011-02-28T18:53:00.001-08:00

Earlier this year, famed design house Italdesign Giugiaro became part of the Volkswagen Group, and the longtime collaborators are are presenting their first joint concepts at the Geneva Motor Show this week.

The Italian design firm calls the Tex an "interpretation of tomorrow's sporty Volkswagen," incorporating coupe-like lines into a hatchback shape. In execution, it looks a bit like the current Euro-spec Honda Civic hatch to our eyes – especially up front. That's not necessarily a bad thing, but if we're honest, we expected something a little bolder from the company that has penned some of the most gorgeous designs of all time.

The Tex Concept is powered by Volkswagen's Twin Drive plug-in hybrid system, which we're told has a range of 35 kilometers (about 21 miles) with just the battery driving the wheels.

Inside, the Tex uses a driver-focused cockpit, and unlike the vast majority of concept cars that we'll be seeing in Geneva, the Giugiaro interior looks nearly production-ready. We like the implementation of the flat-bottomed steering wheel, supportive seats and funky new shift knob.

While the Tex is merely a concept right now, there's no telling if Volkswagen will use this as a basis for a future sports car, perhaps even a Golf or GTI far along down the road. Hit the jump to read the full details in Volkswagen's press release, and see the Italdesign Giugiaro Tex Concept for yourself in both of our high-res image galleries below.

[Source: Volkswagen]

Skoda VisionD Concept and new corporate design revealed

2011-02-28T18:51:00.001-08:00

Skoda's got a brand new badge.

The Czech automaker, part of of the VW Group, has unveiled its new company logo along with the Skoda VisionD Concept and new corporate design revealed on the eve of the Geneva auto show, a concept model which previews the brand's new design paradigm.

The new Skoda logo features a more prominent winged-arrow design with its color now a lush "Skoda Green" instead of the previous "natural" green. The border area of the badge also now comes with a chrome highlight.
The Skoda VisionD Concept and new corporate design revealed is meant to preview where Skoda wants to go both with its design language and what types of vehicles it wants to build. The concept features a long wheelbase and short overhangs, clearly aiming for practicality and generous cabin space. But the new design cues of the VisionD Concept and new corporate design revealed also provide for a sleeker looking car, with the radiator grille, the economical, square horizontal lines and shoulders, meant to appeal stylistically to consumers and make the brand competitive with the likes of, say, Ford's kinetic design language too in the volume brand segments.

"We are keen to express the new power of our brand not only through our future products, but also in the way we present ourselves to partners and customers. Our new design and fresh outlook reflect our plans for the future," said Jürgen Stackmann, head of marketing and sales at Skoda, the press release attached here.

Source: Skoda

Ferrari 458 Italia tuned by Novitec Rosso

2011-02-21T21:14:00.003-08:00

It was just last week Novitec Rosso showed us their Race 606 tuning package for the Ferrari California. Now in preparation for the Geneva Motor Show next week the German tuner of the prancing horse has revealed early their program for latest model from Maranello, the Ferrari 458 Italia.

Novitec Rosso has kept engine modifications basic for the brand new model. They've added a new carbon-fiber airbox, a high-performance exhaust system made from nickel-chromium-based superalloy Inconel, which weighs 21 kg (46 lbs) less, as well as sport exhaust manifolds, sport catalysts and a rear muffler with a sound control flap that can be activated by a button on the steering wheel. Lastly, a remapped engine management system for optimized ignition and injection was added resulting in an additional 39 PS (28.7 kW / 39 bhp) from the 4.5-liter V8 for a total of 609 PS (448 kW / 600 bhp) at 9,100 rpm. Simultaneously peak torque has grown from 540 Nm (398 lb-ft) to 569 Nm (420 lb-ft) at 5,400 rpm.

For a top speed in excess of 330 km/h (205 mph) Novitec Rosso fine-tuned the body components using the wind tunnel at the University of Stuttgart. Made of carbon fiber the aerodynamic-enhanced kit consists of a lower spoiler, right/left wing flaps and ventilation louvers attached to the original bumper fascia. Also in carbon fiber are the fenders, side skirts, carbon-fiber mirror housings, rear spoiler and diffuser. And last but not least the roof panel and engine hood are also made from carbon fiber.

Custom-tailored versions of the three-piece Novitec Rosso NF3 wheels were developed for the 458 Italia. Novitec Rosso chose a staggered combination of size 9Jx21 wheels in front and size 12Jx22 on the rear. Custom-manufactured Pirelli PZero tires are mounted in size 255/30 ZR 21 and 335/25 ZR 22 front to rear, respectively.

NOVITEC ROSSO sport springs lower the ride height of the Ferrari by 35 millimeters while the hydraulic front lift system can raise the front lip of the car by 40 millimeters to help clear speed bumps or parking garage ramps.

Source: Novitec Rosso

Report: Diesel Chevrolet Cruze confirmed for U.S.

2011-02-21T21:14:00.001-08:00

2011 Chevrolet Cruze Eco - Click above for high-res image gallery

According to the crew at GMInsideNews, General Motors is mulling the notion of introducing a diesel Chevrolet Cruze to the American market. Sources within the Lordstown, Ohio assembly plant responsible for piecing the compact sedan together have confirmed that a diesel Cruze will be built for 2013. If that's not enough to wipe the stink of skepticism off your person, GMI says that additional sources within The General's engineering team have confirmed that an oil-burning Cruze is on the company's schedule.

Production is rumored to kick off on the project at some point next year.

There's even rumor that GM is currently testing diesel Cruze models around the greater Detroit area right now. While no power or fuel economy numbers are available at the moment, GM is expected to make use of a 2.0-liter turbocharged four-cylinder engine for the new model. That would be the same lump found in the Holden Cruze CDX, which turns out 147 horsepower and 235 pound-feet of torque with up to 34 miles per gallon combined.
[Source: GMInsideNews]

Imperia GP struts its retro hybrid stuff in Belgium

2011-02-21T21:12:00.001-08:00

The modern automotive era has seen more retro brands revived than we can remember. Marques like Bugatti, Spyker, Abarth and Mini are perhaps the most prominent among them – to say nothing of counteless resurrected model nameplates from the Volkswagen New Beetle to the Dodge Challenger – and each has brought its classic caché back from the dead with a modern take on the original. Imperia, however, plans on doing one better.

Active throughout the first half of the 20th century, Imperia is back with retro styling along the lines of a Morgan or Wiesmann, but with a decidedly modern twist: it's a hybrid. Propulsion is provided by the combination of a 207-horsepowr 1.6-liter turbo four and a 134-hp electric motor. Such a small package driven only by the electric motor can hit 62 from a standstill in a solid six seconds, or just four with internal combustion kicking in.

The product of some three years of development, the first pre-production prototype was recently unveiled at its home Belgian Auto Show, and is set to hit the market shortly with a 90,000-euro price tag, or 120,000 euros for the first edition.
[Source: Imperia via WorldCarFans]

Rinspeed BamBoo frolics in the sunshine ahead of Geneva

2011-02-16T23:20:00.001-08:00

The Rinspeed BamBoo enjoys the summer sun – Click above for high-res image gallery

Rinspeed has unleashed a mammoth collection of photos featuring its upcoming BamBoo. We eagerly await spying this grown-up golf-cart (their words) in person at the 2011 Geneva Motor Show. The photos are heavy on the stylized portrayal of wealthy youth enjoying a summer in Saint-Tropez, yet they reveal little of what's under the BamBoo's skin.

We do know that its German-made 54-kW electric motor will allow speeds of up to 75 miles per hour and that its battery (unknown chemistry) offers 65 miles of range. What's more, it appears that there may be a bicycle or two taking up residence in the rear cargo area. Tech junkies will surely appreciate the included seven-inch (Android-powered?) tablet computer.

The photos are fun to look at (get a load of the inflatable roof that also serves as a beach blanket) and help give us an idea of what to expect when we finally train our own lenses on the real-life version of the BamBoo. In the meantime, feel free to check out the press release after the break.
[Source: Rinspeed]

Land Rover promises Range_e plug-in diesel hybrid for Geneva

2011-02-16T23:19:00.001-08:00

Land Rover is gearing up for the 2011 Geneva Motor Show and it's bringing four new models to show off, one of which shows the automaker is thinking a bit more green: the Land Rover Range_e plug-in diesel hybrid.

Power for the electrified Range Rover Sport comes courtesy of a 3.0-liter turbodiesel V6 paired with a ZF eight-speed automatic transmission, as well as an electric motor. The Range_e's driving range is said to be nearly 700 miles and it can drive approximately 20 miles on electric power alone, which should be good enough to get the SUV into the heart of London.

Also getting the bright light auto show treatment are the luxurious Range Rover Autobiography Ultimate Edition, Evoque in two and four-door guise and the 2011 Discovery/LR4 Landmark Edition. The Autobiography Ultimate is described as the most luxurious Land Rover ever produced and features yacht-inspired teak flooring and Apple iPad tablets for the rear passengers. The Evoque will be featured in a handful of trims that offer unique customization options for consumers. Finally, the limited-edition Landmark LR4 will be available in either a Black or a White theme with upscale interiors and unique color treatments.

[Source: Land Rover]

First Drive: 2012 Nissan GT-R

2011-02-16T23:18:00.001-08:00

Invincible. According to Webster's, the word means "incapable of being conquered, overcome or subdued." The adjective is often used to describe something so superior that it's nearly impossible to overthrow. Want to know what invincibility feels like? Strap yourself into the driver's seat of the 2012 Nissan GT-R, and then press the start button.

Just three years after successfully launching its flagship performance vehicle on our shores, the engineers at Nissan have introduced a subtly but completely reworked supercar. The engine has more power, the suspension has been revised, the wheels are lighter, the seats have been redesigned, the brakes are bigger, the chassis is stiffer and the aerodynamics have been reconfigured to improve cooling and provide more downforce. This isn't a manufacturer's token "mid-cycle refresh" to boost sales; these are changes that improve the overall drivability and performance of the GT-R so significantly that most will be inclined to consider it nothing short of a second-generation rebirth.

For starters, how does 0-60 in 2.88 seconds sound?

This story really started three years ago this April. That was when we first drove the then-all-new 2009 Nissan GT-R, the spiritual descendant of a long lineage of epic Nissan Skyline sports cars.

Its performance was mind-boggling at the time. Under the hood was a twin-turbocharged 3.8-liter V6 developing 480 horsepower and 430 pound-feet of torque. Mated to a standard six-speed sequential dual-clutch rear transaxle, power was sent to the ground through the automaker's ATTESSA E-TS all-wheel-drive system. Nissan didn't officially quote performance figures at the time, but most publications clocked the GT-R's sprint to 60 mph in a scant 3.5 seconds. Quick on the street, it was even more capable on the track. Succinctly delivering this point, its Nürburgring time of just 7:38 put it ahead of the famed Porsche 911 Turbo and Mercedes-Benz SLR McLaren.

As good as the sports car was, the GT-R's chief vehicle engineer, Kazutoshi Mizuno, never considered the car "done." In fact, Mizuno promised the "real GT-R" would arrive in a few years.

Today, I find myself sitting in a meeting room at the Carlton Hotel in Atascadero, California, smack in the middle of the state's central coast. Mizuno is explaining to a handful of journalists the changes that Nissan made to the GT-R for the 2012 model year. Like a proud father (and with every bit as much boast), he goes over each of the vehicle's upgraded subsystems methodically. The details are impressive.

While the GT-R has aged very well, Nissan refuses to let its flagship supercar fall from the front of the pack. Pursuing that sole objective, the automaker has made minor changes each year. And, with the exception of the launch control debacle and a series of not-so-insignificant price increases, enthusiasts have welcomed these tweaks that have continued to improve the coupe's performance envelope. However, none of the revisions have been as significant as the changes for 2012.

Beginning with the exterior, Nissan has improved the GT-R's aerodynamics by reducing overall drag and increasing downforce. The front fascia has been enlarged and the grille openings altered slightly to reroute air precisely around the vehicle. As Mizuno explains, air forced through the front intake is channeled through the radiators and intercooler before being released into the back of the brakes for cooling. Airflow that normally would have spilled over the hood has been redirected to the sides. Not only does this improve air volume through the radiator and front brakes, but the overall coefficient of drag is down to .268 (last year, it was .272) and downforce on both axles has been increased by 10 percent. From the outside, the new front fascia is visually distinguished by its double rectifier fins and integrated white LED running lights.

In the back, the diffuser has been extended and resculpted to improve airflow over the exhaust components (plus, it also serves to lower air resistance). The new rear fascia outlet and slots on the lower rear fenders are both engineered to help pull air from the rear wheel wells to improve brake cooling. More visible to the naked eye are the new vents behind the rear wheels and the larger diameter exhaust tips, which are purely cosmetic.

The seven-spoke forged alloy wheels found on 2009-2011 Nissan GT-R models have been replaced in 2012 with new ten-spoke forged alloys that are reportedly more rigid and slightly lighter than their predecessors, coming in at 26.4 pounds each. Knurling inside the 20-inch wheels has been modified to help keep the tires from slipping during extreme acceleration or braking, and the finish on the wheels has also been slightly darkened. While predecessors were fitted with rubber from different manufacturers, tires for all 2012 models are specially constructed Dunlop SP Sport Maxx GT 600 DSST CTT ultra high-performance run-flats (filled with nitrogen). The fronts are size 255/40ZRF20 while the rear tires are 285/35ZRF20. If Godzilla is forced to endure colder climes, customers may also order all-season run-flat tires as part of the Cold Weather Package.

Stiffening of the chassis has been accomplished by adopting a carbon composite strut support bar in the engine bay (connected just behind the front strut towers). The dampers are now fitted with aluminum free pistons, and the front caster and rear geometry have been altered to slightly lower the roll center height.

In addition to the aforementioned increased airflow to the brakes, the coupe's standard Brembo monobloc six-piston front calipers clamp down on slightly larger 15.4-inch rotors (up from 15-inches), while the rear four-piston calipers and rotors are carried over from last year. The system utilizes a full-floating cross-drilled two-piece rotor with special low-steel high-stiffness brake pads.

Saving the go-fast news for last, Mizuno explains how his team of engineers made several significant changes to the VR38DETT twin-turbocharged 3.8-liter six-cylinder engine. To increase power, boost pressure was increased and modifications were made to both the valve timing and mixture. The intake and exhaust system was also opened up to improve breathing. The result is a big jump in output, now 530 horsepower and 448 pound-feet of torque. The torque curve has also been widened, with peak twist now available from 3,200 rpm all the way up to 6,000 rpm. And it's not a coincidence that the horsepower rating is identical to the Porsche 911 Turbo S. And, if you are one of those debating between a Nissan Leaf and a Nissan GT-R, fuel economy for the 2012 model is up to 16 mpg city / 23 mpg highway (the 2011 was rated 15 mpg city / 21 mpg highway).

The engineering team also tweaked and massaged the GT-R's dual-clutch six-speed transmission. Most of the work focused on eliminating the brutal shock of engagement during periods of maximum stress (leaving more than a few early owners with shattered gearboxes). According to Mizuno, software remapping upgraded the vehicle's so-called "clutch control" to deliver launches that were quicker, yet less traumatic to the mechanicals. That said, owners of the 2012 model are offered "launch control" with a 4,000-rpm launch, with one caveat: The software will allow only four sequential runs back-to-back. After that, the car must be driven one-and-a-half miles to reset the system (the pause is said to allow the system time to cool down). The last minor change: The transmission's lethargic "snow mode" has been replaced with a "fuel economy mode" for wishful eco-boosting hypermilers. Suuuuurrrre.

In a rare move for Nissan, the automaker has released performance figures (well, at least Muzuno has). Thanks to the increased power and torque, and the subtle mapping tweaks to the dual-clutch transmission's software, the 2012 GT-R will crack 60 mph in 3.0 seconds. Its top speed is now 197 miles per hour (up from its predecessor's 193 mph). The evening before we arrived, Nissan engineers were at the track trying to improve the already impressive acceleration number. Their best was a reported 0-60 sprint in just 2.88 seconds. It may be difficult to repeat, but the lesson learned is don't mess with the GT-R.

Nissan dropped trim levels last year, but two will be offered in 2012. All models receive new carbon fiber accents on the center console and re-sculpted sport bucket seats. Standard models are labeled GT-R "Premium" – they come loaded with everything including navigation, heated seats and the Bose audio package. A new-for-this-market GT-R "Black Edition" (the dark blue vehicle in our gallery) features red-trimmed Recaro seats with accenting red and black interior trim and a dark headliner. To further differentiate it from its Premium sibling, the wheels on the Black Edition coupes are unique six-spoke forged-aluminum Rays (wrapped in the same tires as found on the Premium models). In addition to the standard exterior colors (Solid Red, Gun Metallic and Pearl White), Nissan has added Deep Blue Pearl and Jet Black to the color palette for 2012. A sixth color, the four-stage metallic Super Silver, is still offered in limited volumes.

While the 2009 Nissan GT-R arrived with an aggressive base price of just $69,850 three years ago, the 2012 Nissan GT-R commands a significantly thicker wallet. The Premium model is priced at $90,950. The sole option is the Cold Weather Package (with Dunlop SP Sport 7010 all-season run-flat tires and a 30/70 coolant/water mix). The Black Edition models have a base price of $96,100.

After an early breakfast with Mizuno, a convoy of GT-Rs left Atascadero for the three-hour back road drive to Buttonwillow Raceway, just west of Bakersfield. Our scenic route took us to the Pacific coast at Morro Bay, then back over the hills to Buttonwillow via California Highway 58. Settled into the new front seats (noted for their additional bolstering and firmer cushions), the ride was comfortable without being awkwardly harsh. The brakes are strong and squeak-free, and the steering is nicely weighed. The sound level within the cabin is loud, attributed to the noise from the performance tires. Visibility to the rear quarters is challenging and the transmission still makes an unpolished rattling noise at crawling speeds (somehow, it doesn't seem to affect gearbox operation). The reality is that none of those irritants would have deterred us from driving all the way to the Atlantic coast, had that been the assignment.

When driven with temper and patience, the powertrain quickly shifts through its gears to maximize fuel economy. Again, no worries from the driver's seat as instant acceleration is but a quarter-throw of the accelerator pedal away. The GT-R is much, much more enjoyable when driven hard.

A simple three-finger salute is required to activate "Launch Control" mode. The easy one-handed operation refers to the process of lifting the trio of console-mounted switches from their standard neutral resting position into "R-Mode" (simply hold them for two seconds). Press the brake firmly with one foot and floor the accelerator with the other. Once the engine speed levels off at 4,000 rpm, situate your skull against the head restraint and side-step the brake pedal. The tire-shredding act feels a bit childish after a dozen or so times, but it never gets old. Watch a demonstration of it in action in our Short Cut video above.

Spending the afternoon on Buttonwillow's West Loop reinforced favorable memories of the GT-R's competency, and its voracious appetite for devouring a road circuit. It's not easy to hide a curb weight of 3,829 pounds (identical to last year), but Nissan's flagship overcomes the handicap with savage power and all-wheel-drive grip. Speeds are fast, easily passing triple digits on each of the short straights. I personally have been fortunate to run dozens of cars on this exact track over the past decade, but none have propelled me with such velocity.

Nissan thoughtfully provided us with some 2011 models to compare against the 2012 GT-R. It offered excellent back-to-back driving impressions, but it also almost cost me some pride. After grabbing a random key at the start of the session, I drove the new model first. It seemed nearly unflappable at speed on the circuit. Any slight error in trajectory was easily corrected with the steering wheel or accelerator pedal. Lifting mid-corner would bring the tail around, and Nissan's ATTESA E-TS all-wheel drive worked full-throttle miracles on the exits. I tried the identical moves in the 2011 model and ran out of track (dropping the two outside wheels in the mud) with frustrating understeer exiting the Sweeper. It doesn't take an expert to notice the 2012 upgrades to both power and handling.

As it was before, the 2012 GT-R is still faster around the track when driven in manual mode (with the column-mounted paddle shifters). With all settings in "R" mode, the dual-clutch gearbox does a decent job grabbing the next higher gear when coming out of a corner, but it still lacks the anticipation needed to be in the thick of the torque band and get a jump on the exit. Subjectively speaking, Porsche's PDK (a seven-speed dual-clutch gearbox) still feels faster and seems to deliver more effective neck-snapping shifts in performance mode.

The brutality of this particular road circuit took its toll. The GT-R's upgraded brakes were overly taxed at the limit. More than once I found myself at the end of a straight coming up on 120 mph, pressing the brakes as hard as I could (according to the multi-function digital display, they were maxed at 100 percent), yet I couldn't activate the ABS. The tire's rubber compound afforded plenty of stick but the street-compound brake pad material just couldn't deliver the friction against the expansive rotor surface at the limit. Pro Tip: Those who track the GT-R will need to invest in some race-compound brake pads.

Nearly three years ago, we reviewed Godzilla and concluded that the fresh young two-door coupe delivered "robot-like mechanized perfection," yet it lacked the subtle qualities that help to create a bond between man and machine. Its individuality has improved with the arrival of the 2012 model. Now in its fourth year, the GT-R has matured and aged well. Emerging after an extensive list of focused upgrades and refinements, the sports car demonstrates poise, confidence, authority and continues to show no signs of fear. We'd go so far as to argue the GT-R finally possesses something that it lacked in the past: character.

2012 Mercedes C-Class officially unveiled

2011-02-14T18:23:00.001-08:00

After several leaks and a Super Bowl teaser, Mercedes has officially unveiled the 2012 C-Class Coupe.

Featuring an elegant design, the coupe sits one and a half inches lower than the sedan and has an expressive front fascia, an upward sweeping beltline, and a kinked rear window. Unfortunately, to maximize chassis rigidity, engineers were forced to install a traditional B-pillar which a bit of a bummer as the pillarless design is a trademark of Mercedes coupes.

Inside, the cabin echoes the rest of the C-Class lineup and comes nicely equipped with a flat-bottom steering wheel, aluminum trim (Burl Walnut and Ash Olive Matte are also available), metallic accents, and a 5.8-inch COMAND display. Options include heated front seats, a Harman/Kardon audio system, and GPS navigation.

The European engine lineup hasn't been announced, but U.S. models will be offered with a 1.8-liter four-cylinder and a 3.5-liter V6. The entry-level engine produces 201 hp (150 kW / 204 PS) and 229 lb-ft (310 Nm) of torque, which enables the car to accelerate from 0-60 mph in 7.1 seconds and hit a top speed of 130 mph (209 km/h). If that sounds a little weak, the V6 churns out 302 hp (225 kW / 306 PS) and 273 lb-ft (370 Nm). It allows the C-Class to dash from 0-60 in 5.9 seconds and top out at 130 mph (209 km/h). Regardless of what engine is selected, both are connected to a seven-speed automatic transmission

First Drive: 2012 McLaren MP4-12C

2011-02-14T18:22:00.001-08:00

Let's see now. You've got your Ferrari 458 Italia, your Porsche 911 GT2 RS and 911 Turbo S and Lamborghini Gallardo Superleggera 570-4. After all, if we're setting the scene properly on the most important supersports car inauguration in quite some time – the 2012 McLaren MP4-12C – we should, in this first privileged go, at least be keeping our minds on sub-12-cylinder mid- and rear-engine road beasts. For now, that is. So if anyone brings up the 2012 Nissan GT-R or Dodge Viper SRT10 ACR, that'll be us snapping your back side with a wet towel at the health club. You've been warned.

Before we've dropped into the Recaro support-o-rama seats of the MP4-12C, one of the Queen's lairds of the realm announces, "Be prepared to drive the best handling sports car in history." What do you say to Sir Ron Dennis, boss of the newly formed McLaren Automotive Company (a.k.a. the MAC daddy), when he puts pressure on like that? It's like Bill Gates looking at us and asking enthusiastically, "So, don't you just love that Windows 7?" What happens if you don't?

But as luck would have it, the 2012 McLaren MP4-12C is quite possibly the best handling supersports road and weekend track car in history. Yes, this will certainly take some 'splainin', but bear with us. We're just pleased that no royal beheadings will now be called for, as Sir Ron is not renowned for his merciful treatment of dissenters.

Continue reading...

Gallery: 2012 McLaren MP4-12C: First Drive

* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C
* 2012 McLaren MP4-12C

Photos courtesy McLaren Automotive

One thing that does need explaining is the rather unconventional gallery of photos we've lined up. First, the three cars we were handed over to drive in southern Portugal were not finished cars and they were not even considered pre-production units. North American deliveries begin at the start of September 2011 following the UK/Western Europe launch in mid-May.

These three MP4-12Cs were specifically set up to be dynamics verification mules. Regardless, we didn't care, since they seemed pretty finished to us and we felt like geeked lottery winners. Trouble is, McLaren didn't want too many close details of the cabin, exterior or engine. Between this and the limited time we had to grab on to each of these three alphanumeric Brit bullet cars, we trust you'll forgive and forget this bad form. We'll make it up to you with heartfelt conformity from here out.

2012 McLaren MP4-12C front 3/4 view

The track to which we were airlifted is the fairly new 2.9-mile, 17-curve autodromo at Portimão. If we were looking for a challenging layout with a myriad of ups, downs and several blind crests, by gum, we've found it in Portugal. On this day, too, we had every type of weather from sunny dryness to unseasonably cold windy drizzle. This was as complete a test as we can remember having in a car this extreme.

So, the scene is set. But first, what do we all think of the looks of the car? Our answer could take up this entire first-encounter review. The man responsible for overseeing the McLaren MP4-12C to completion is renowned multi-national Frank Stephenson of Mini Cooper and BMW X5 fame, among others. As with any of these big moments, Stephenson and his team have heard every single "From that angle it looks like a..." comment you can come up with, so we spared them. Honestly, in our eyes, the MP4-12C looks comfortingly most influenced by the legendary McLaren F1 built from 1993 through 1998. We imagine a few mouthbreathers criticizing the design as a "total rip-off of the Ferrari 458 Italia and Lotus Evora." We take comfort in the fact that these individuals are wrong.

2012 McLaren MP4-12C front 3/4 driving view2012 McLaren MP4-12C rear 3/4 driving view

These bold lines can be polarizing, we know. Such aggression – for us the gaping twin side air intakes to the engine radiators stand out – are bound to cause both heated and cooler reactions. But, c'mon, it's mostly hot. The only other spot where we paused, folded our arms, and acted like we were pondering something we knew a lot about, was the rear fascia. Its flushness of all elements seems a bit out of rhythm with the rest of the car. Not even a slightly protruding exhaust blunderbuss. Still, it's pretty hot...

Since the default comparo with this first 21st-century McLaren with 592 horsepower aboard will, right from the start and maybe for its whole life cycle, be the 570-hp 458 Italia, we need to see how their physical dimensions differ. In length, width, height and track widths, the McLaren is anywhere from 1.1 inches (overall width) to half an inch (overall height) smaller than the Ferrari. However, the McLaren is eight tenths of an inch larger in its wheelbase. Cargo-wise, the 458 Italia is a veritable Winnebago when compared with the MP4-12C: 8.1 cubic feet compared to the Brit's 5.1, just a bit smaller than the Lotus Evora at 5.7 cubed feet.

For those of us driving Earth-bound cars, the McLaren is roughly the same length as a Dodge Nitro, impertinent though that fun fact may sound.

2012 McLaren MP4-12C front 3/4 view2012 McLaren MP4-12C wheel2012 McLaren MP4-12C rear detail

The challenge for the McLaren immediately becomes how to make the cabin not feel pinch-y and not feel short of headroom. Notice first the very skinny lower center console and tunnel with only cleanly consolidated chassis and powertrain controls, along with transmission buttons for the dual-clutch Seamless Shift Gearbox. Half of what is normally found in the middle has been split off and placed on the swooping and wide-enough outer armrests. Not only does this make human comfort normal, but it also shifts that ballast of flesh toward the center of the car, which can only benefit driving dynamics. Very clever.

The center of gravity and yaw point of the MP4-12C are both lower down than either Ferrari or Porsche can achieve currently, so something good is bound to come of this out on the autodromo. One immediate help is that there turns out to be plenty of headroom and also plenty of outward visibility in most important directions.

2012 McLaren MP4-12C interiorc

We need to check out the command center at our right hand. There are two chief clusters: "H" means Handling and it sets the suspension, steering and ESC between normal, sport and track; "P" means powertrain and has the same modes for throttle-engine mapping, gearshifts, as well as management of the intake plenum tone inside the cabin. To play around with these settings – including the "Aero" button at the center of the H cluster for fixing the air-brake rear wing at 15 degrees and the "Manual" button of the P cluster for the transmission – you always need to first poke the "Active" button right at the center of all things.

One more sign that we're dealing with a work-in-progress is that the onboard diagnostics/calibrations/sat-nav screen is frozen on a line drawing of the Portimão circuit. When our next drive happens in May, we'll be able to tell you whether it thrills or stinks.

2012 McLaren MP4-12C center console

And then we start the all-British brand's new engine, a 3.8-liter bi-turbo that sits in a sturdy aluminum cradle at our back. Being a bi-turbo, the McLaren doesn't scream or holler at us like a Ferrari or Lamborghini. Track dry and emotions gushing, we set everything in Track mode in short order, also lighting up both the Aero and Manual buttons. After a learning-permit lap, we set loose aiming for apexes and the occasional rumble strips.

What happens next is a lot like seeing the light.

There is so much about the McLaren MP4-12C that's working with the driver to make certain that he or she has a thoroughly amazing experience, its perfectly designed steering wheel moving fast, cutting left and right, braking hard and learning the throttle strategies on curve exits.

2012 McLaren MP4-12C engine

The chief bit of amazingness here is the McLaren ProActive Chassis Control. The MPCC system's adaptive dampers with hydraulic roll control perform sensational duty under the highest lateral g-forces and with no help from any anti-roll braces front or rear. In the same sense, there is no nose-dive under the most torturous braking, nor any lift while exploring launch control.

As revelatory to the seat of our pants as the dynamic tech of MPCC is the sensation of the chassis under us talking swiftly between the four corners. There's a constant feeling of grappling – very rapidly, mind you – for the asphalt, because the more the Pirelli P Zeros (19-inch front, 20-inch rear) stay on land, the faster we will certainly be going for a whole lap. It takes time to get used to, but after a while we were just using it for all it was worth. In a few curves, we actually had images of an Ariel Atom V8 flash through our head. It's that good and liberating once you're at one with it.

2012 McLaren MP4-12C driving on track2012 McLaren MP4-12C driving on track2012 McLaren MP4-12C driving on track2012 McLaren MP4-12C driving on track

A secondary player to MPCC is the rear-axle Brake Steer, a direct carryover from McLaren's deep Formula One experience. This electrically-activated torque-vectoring-like system lightly brakes the inside rear wheel on curve exits if it senses wasteful wheelspin wanting to happen. The result is that the car stays perfectly on line and faithful to the driver's steering trajectory. We were starting to impress ourselves, whereas in a 458 Italia (while massively impressive) there is always a sense that this next curve could be overcooked and rather expensive. The differences are ever so slight, but at least at first blush, the McLaren wins it outright. A normally humble chief test driver Chris Goodwin on a hot lap says to us after scorching through the very technical first sequence of curves and elevation changes at Portimão, "There's no other car that could do that section that quickly." And this, under no pressure from Lord Dennis.

Amidst all of this barreling along and exhilaration, the A-Number-1 ingredient is lightness. Talking the lightest trim of the car while it is drained of all fluids and just sitting there as a finished work, the MP4-12C weighs 2,868 pounds. The best the 458 Italia can currently do is 3,042 pounds. This particular difference is palpable since both cars share a fore/aft weight distribution of 42.5/57.5 percent. Our last Mac-Ferrari comparison: the fastest MP4-12C trim gets to 60 mph from a stop in just 3.0 seconds flat, while the 458 Italia makes it there in 3.2. Let out to 125 mph (200 km/h), the Ferrari needs near 10 seconds, while the two 21.8-psi turbos of the McLaren and with 443 pound-feet of torque cranking between 3,000 and 7,000 revs, make it there in a stunning 8.9 seconds. That's quicker than a Ferrari Enzo ever did it, leaving only the Bugatti Veyron as the Mac's only straight-line competition.

2012 McLaren MP4-12C powersliding

The SSG seven-speed is a pleasurable learning experience as well. With the hand-shifts happening through a clever (and very racy) rocker arm fixed to the steering column, up and down the gears we go. Once we got cozy with the Pre-Cog feature, we were practically creating excuses to use it a lot. It's just like an auto-focus stop on your digital camera. On upshifts especially, we were pre-cogging at around 7,000 revs, which sets up the next gear, and then taking the shift at 7,500 revs. Instantaneous is as instantaneous does, Bubba. Get the hang of it and it's not just entertaining, but you're, once again, shaving time off laps.

We want more noise from the twin exhausts, so we'd opt for the sport pipes that raise the racket. It's the price one pays for the muffling effect and lower overall rev patterns of a bi-turbo. In sport or track modes, at least, an acoustic tube runs from the intake plenum to the rear wall and that makes for great orchestrations while slicing and dicing along.

2012 McLaren MP4-12C paddle shifter2012 McLaren MP4-12C tachometer

At the heart of the chassis is an all carbon-fiber MonoCell for the entire cockpit. This piece weighs just 165 pounds and provides rigidity in all directions that current Ferrari and Porsche models cannot approach. Besides the bolt-on front and rear aluminum structures, the body is made up of a combination of aluminum and resin composites – both being cheaper to fix than any ooo-la-la carbon fiber panels. The beetle-wing cantilevered composite doors open with a caress via sensors. Yes, we said caress.

She stops, too. Standard brakes are aluminum-lead compound platters (14.6- and 13.8-inch front and rear) that had us a little worried at the outset. They worked fine, however, mainly because of the overall lightness, but also because of the quite effective Air Brake that juts up from the rear spoiler (and which, while up like that, effectively blocks all rear-view visibility). After performing its duties, it juts back down to place. We felt no fading during our mad dashes, but the cars with the optional Brembo carbon ceramics were a plus all around. Not in any weight-saving capacity, but in just plain being able to hammer the brakes at the last possible moment all day and get on with world domination.

2012 McLaren MP4-12C carbon fiber MonoCell2012 McLaren MP4-12C brakes

The list of lightening options includes: "superlight" wheels, the carbon-fiber sport seats (not yet available at launch), Pirelli P Zero Corsa tires, carbon ceramic brakes, carbon fiber splitter and diffuser and lighter sport muffler. The price on these remains TBD at the time of this writing. There are 18 total of color choices, five of these being of the optional Elite range.

It was about damn time that McLaren got into serious series car production. Only they and Ferrari have been part of every single F1 season since 1966, and now the battle royal can come to the streets, endurance races and weekend clubsport barbecues. And the MP4-12C is cheap at just $231,400 keys-in-hand before taxes and options. Bargain basement, oh, yeah.

2012 McLaren MP4-12C rear 3/4 view

Total customer-destined production this year from Woking will be just 1,000 cars, one-third of those coming to the United States' nine giddy dealers. By 2015, so they say, full capacity of 4,000 per year will be reachable, that total being split between three separate models.

Does the MP4-12C beat all comers at the Nürburgring Nordschleife, though? No times were told, but all the Woking kids grinned a lot, saying even they were blown away at the margin of advantage. World-beater then? One thing's for certain: King Dennis will not be embarassed.

Lincoln debuts new MKT Town Car and Limousine

2011-02-14T18:19:00.001-08:00

The Lincoln Town Car is a the ride of choice for limousine companies and car services around the world. One problem, we're rapidly approaching the official death knell of the panther platform, and that means that soon enough no more new Town Cars are going to be built. Lincoln is ready to fill that upcoming void and is using the 2011 Internation Limousine, Charter and Tour Show as a platform to debut its MKT Town Car and Limousine.

Comfort is the name of the game with livery operators, so Lincoln has pushed the rear seats of the MKT further back to add 1.5-inches of legroom. The rear seats can also recline and the right rear can access even more legroom by controlling the front passenger seat.

Cargo room is improved compared to the outgoing Town Car. The MKT Town Car offers 39.6 cubic feet of space, which means passengers can cram in more luggage, golf clubs or cases of cheap beer for post prom-night activities.

In addition to the MKT Town Car, Lincoln has an MKT ready to do serious limo duty thanks to a a heavy-duty chassis that can be streched up to an additional 10 feet in length. The MKT Town Car is available with either front or all-wheel drive while all-wheel drive comes standard on the MKT Limo.

Read more about both versions in the full press release after the jump. You can also check out photos of the MKT Town Car's interior in the gallery below.

[Source: Lincoln]

BMW Vision EfficientDynamics may be called the i8

2011-02-09T04:37:00.001-08:00

More info from a reliable BMW source known as Scott27, from a report by BMW blog.

BMW is considering the i8 moniker for the Vision EfficientDynamics for when it takes the model to production in 2013. The hybrid supercar is scheduled for a 2013 debut as a 2014 model.

BMW has recently trademarked various "i" names and logos as it plans to create a sub-brand from its "Project i" set of vehicles. Previous speculation had the name of the Vision EfficientDynamics as the i1 or i100.

But considering how far off the model's launch is, BMW is likely considering the i8 name amongst a group of others. The naming process is one that involves a lot of market research which one can assume BMW has yet not fully completed.

Still, the use of the number 8 does make sense in fitting this large supercar above the 6-Series and 7-Series as was done with the never-seen M8.

Source: BMW blog

Chevy Camaro platform underpins new GM vehicle in Chicago

2011-02-09T04:36:00.003-08:00

General Motors has big plans for the upcoming Chicago Auto Show. At the exposition opening this week, GM will unveil a pair of new vehicles, although details on what form they'll take remain scarce.

The news comes from reports quoting GM's North American president Mark Reuss. All he's revealed at this point is that one of the two cars will be based on the Chevrolet Camaro's platform. That tells us it will be a front-engine/rear-drive vehicle, but little else. So, commence speculation: Camaro Z28? Chevy Zeta-platform sedan? (Which we think should be called Chevelle, because hey, if Dodge can call its sedan Charger...)

As for the second car slated for the Windy City salon, your guess is as good as ours. So we'll just have to sit tight and see what the General has got in store for us.

[Source: The Detroit News]

Happy New Year - Audi jacks up prices for 2011

2011-02-09T04:36:00.001-08:00

Audi is hiking prices on certain models for 2011.

In Germany, Audi prices for the TT, Q7, A8 and R8 models will rise by an average of 0.9 percent and those hikes can be expected in most other European markets too.

For the flagship R8 supercar, starting price on the 4.2 liter V8 variant will be €110,000 instead of €109,100. The R8 Spyder goes up by €1,000 to €122,100.

The A8 3.0 TDI will start at €79,900 - a €700 bump. But base price on the Q7 3.0 TDI stays put at €51,800. The Q7 3.0 liter petrol gets a €600 hike to €53,500.

The entry-level Audi TT with the 160 PS 1.8 liter petrol will go up by €300 to start at €30,500.

Price hikes take effect as of January 17, 2011.
Source: Auto Bild

Officially Official: 2012 Buick Regal eAssist will get 26/37 mpg

2011-02-09T04:35:00.001-08:00

When General Motors debuted the 2012 Buick LaCrosse with eAssist technology at the Los Angeles Auto Show last year, the automaker told us that this new fuel-saving feature would quickly spread across many other models in its portfolio. Now, GM has taken the wraps off of the eAssist-equipped 2012 Buick Regal, which makes its official public debut at the Chicago Auto Show this week.

Most significantly, the addition of eAssist to the Regal's 2.4-liter inline-four powertrain means that the sedan is now capable of achieving 26 miles per gallon in the city and 37 mpg on the highway. Like the LaCrosse, the Regal eAssist uses a small, 15-horsepower electric motor to give assistance during acceleration, and when combined with things like regenerative braking and automatic start/stop, it means a substantial increase in fuel economy. It's not exactly Ford Fusion Hybrid impressive, but still quite good when you consider that the standard Regal only musters up 19/30 mpg ratings.

Unlike the larger LaCrosse, eAssist will not be the base powertrain for 2012 Regals. Buick has positioned the Regal eAssist to be part of larger family, which includes the Regal Turbo and upcoming GS. Model-specific changes over the base Regal include things like lightweight 17-inch alloy wheels (smaller than the standard Regal's 18-inch set), an eco mode for the air conditioning system, an eco gauge on the instrument panel and a powerflow readout in the seven-inch infotainment screen.

We'll be seeing the 2012 Regal eAssist live in Chicago this week, so stay tuned for more information.

[Source: General Motors]

TAS 2011: 370Z to Porsche Panamera Convertible conversion

2011-02-06T09:02:00.003-08:00

If you wanted to create a Porsche Panamera drop-top, where would you start? Perhaps with a Panamera sedan or something else from the Porsche stable? Or at least something that hails from Germany?

A customizer at the 2011 Tokyo Auto Salon decided his ideal Teutonic convertible would begin life as a Nissan 370Z Roadster. It takes more than a body-kit and upgraded lighting to go from Japan to Germany, but we'll give the owner of this car an A for effort. Execution? Well... not so much.

Also, we're just going to remain patient and wait quietly for the real thing to arrive from Zuffenhausen. Oh, wait...

[Source: Mad Whips]

Report: Lotus to overhaul Exige, Evora ahead of Esprit production

2011-02-06T09:02:00.001-08:00

It's no secret that Lotus has monumental plans in the coming years, announcing no fewer than four new models at the 2010 Paris Motor Show that it says will gradually roll out over the next several years. But there's no denying that the British firm's current level of success was built on the excellence that is the Lotus Elise, Exige and, most recently, Evora.

That being the case, we're hoping that a report from Autocar in the UK is accurate and that Lotus has plans to overhaul the Exige and give the Evora a heavily updated interior before the Esprit goes into production in late 2012. We certainly wouldn't expect wholesale changes to either machine – engineering budgets are surely being diverted elsewhere – but a little something to keep its current models fresh in the eyes of consumers would go a long way towards bridging the gap between the present and the Ferrari-fighting future

[Source: Autocar]

MINI announces SD lineup

2011-02-06T09:01:00.001-08:00

After months of speculation, MINI has officially introduced the new SD lineup.

Available this spring, the SDs feature a 2.0-liter four-cylinder diesel engine with 143 PS (105 kW / 141 hp) and 305 Nm (225 lb-ft) of torque. It allows the Cooper to accelerate from 0-100 km/h in 8.1 seconds and hit a top speed of 215 km/h (134 mph). Furthermore, the car consumes an average of 4.3L/100km (65.7 mpg imp) and emits 114 g/km.

In the Cooper SD Clubman, the dash from 0-100 km/h takes 8.6 seconds and the top speed is 215 km/h (134 mph). Thankfully, it only consumes 4.4 L/100km (64.2 mpg imp) and has CO2 emissions of 115 g/km.

Owners of the SD Convertible can run from 0-100 km/h in 8.7 seconds and a hit maximum speed of 210 km/h (130 mph). While doing this, they can average 4.5 L/100km (62.8 mpg imp) and emit 118 g/km.

In the SD Countryman, 0 to 100 km/h takes 9.3 seconds and the top speed is 198 km/h (123 mph). Emissions come in at 122 g/km, while the average fuel consumption is 4.6 L/100km.

Opting for the SD Countryman ALL4 reduces performance as the dash to 100 km/h is a tenth of a second longer and the top speed declines to 195 km/h (121 mph). Despite this, fuel consumption is still respectable at 4.9 L/100km with C02 emissions of 130 g/km.

Regardless of what body style is selected, the diesel engine is connected to a new six-speed manual transmission or an optional six-speed automatic.

Check out the press release for additional information
Source: MINI

2012 Honda Civic snapped uncovered

2011-02-06T08:59:00.001-08:00

The ninth-generation 2012 Honda Civic was caught uncovered on the back of a car carrier trailer in Suzuka Japan.

NoticiasAutomotivas.com.br reports that the vehicles on the trailer, which include Fit and Insight models, are headed to the U.S. as indicated by the left-hand drive and amber turn signals. Furthermore, the Civic looks practically the same as the recently revealed Civic sedan concept at the North American International Auto Show this past January with the exception of mesh grilles, smoked headlamps and softer lines.

Under the hood, power is expected to be provided by the same 1.8-liter petrol unit. Other engines include a natural gas variant and a hybrid. The latter is slated to adopt the newest Integrated Motor Assist (IMA) system which will be powered by a lithium-ion battery - a first for a Honda. Honda's Eco Assist is expected to be applied to the entire model range - good for a 10 percent savings in fuel economy.

Latest rumors place the 2.4-liter unit found in the Acura TSX into the sporty Civic Si model. Power output is speculated to be between 200 and 210 hp while torque gets a healthy increase to 170 lb-ft (230 Nm) thanks to the extra displacement.

The 2012 Civic will go on sale this summer. See source link below for more photos.

Source: noticiasautomotivas.com.br

2012 Volkswagen Passat And Beetle To Feature In Super Bowl XLV Ad

2011-01-26T23:14:00.001-08:00

Volkswagen announced today it will premiere two 30 second ads during the 2nd and 4th quarters of Super Bowl XLV, which will air on Sunday the 6th of next month.

The separate ads will be for the new 2012 Volkswagen Passat, which made its debut earlier this month in U.S. trim at the 2011 Detroit Auto Show, as well as the next-generation New Beetle, which goes on sale this fall.

For the Passat ad, Volkswagen has teamed up with Lucasfilm to create a Star Wars themed clip complete with a pint-sized Darth Vader who uses the ‘Force’ when he discovers the new Passat in his driveway.

For the New Beetle ad, Volkswagen has used a computer-generated beetle insect that races against a bunch of other vermin in a mythical insect kingdom.

VWoA's CEO Jonathan Browning Intros 2012 PassatGallery

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2012 Volkswagen Passat And Beetle To Feature In Super Bowl XLV Ad

2011-01-26T23:01:00.001-08:00

olkswagen announced today it will premiere two 30 second ads during the 2nd and 4th quarters of Super Bowl XLV, which will air on Sunday the 6th of next month.

The separate ads will be for the new 2012 Volkswagen Passat, which made its debut earlier this month in U.S. trim at the 2011 Detroit Auto Show, as well as the next-generation New Beetle, which goes on sale this fall.

For the Passat ad, Volkswagen has teamed up with Lucasfilm to create a Star Wars themed clip complete with a pint-sized Darth Vader who uses the ‘Force’ when he discovers the new Passat in his driveway.

For the New Beetle ad, Volkswagen has used a computer-generated beetle insect that races against a bunch of other vermin in a mythical insect kingdom.

Review: 2011 Volvo S60

2011-01-26T22:57:00.001-08:00

During the 2010 Los Angeles Auto Show keynote, Volvo CEO Stefan Jacoby discussed his plans to shift the Swedish automaker away from the rest of the premium segment. This doesn't mean that the quality of materials or craftsmanship is going to suffer, but instead of creating products that are specifically engineered to compete with the likes of Audi, BMW and Mercedes-Benz, Volvo will be working to reaffirm its own unique Swedish brand identity.

The 2011 Volvo S60 points the way forward for the brand's new groundwork. The 'naughty' new sedan is stylish, luxurious and has the guts of a true sporting sedan, but it just doesn't come close to the sort of precision we find in an Audi A4 or BMW 3 Series. Fine, then, that the Volvo has plenty of other impressive qualities to give it a unique edge over the competition. Consider it a premium sport sedan for people who don't want the stereotypical premium sport sedan.

We recently welcomed a Blazing Copper S60 to the Autoblog Garage to see if Volvo's recipe for uniqueness has created a delicious dish of Swedish engineering.

Volvo's quest to create something unmistakably Swedish begins with the S60's exterior design. So many of the styling attributes found on the Volvo simply wouldn't work on a traditional German sedan – things like the seven-spoke turbine-inspired 18-inch wheels, chunky headlamp design with LED fangs (Volvo's new corporate face) and thin-topped eagle's head taillamps. Even that Blazing Copper paint color ("fluorescent brown," as a friend called it) would seem off on a BMW or Benz, and the end result is a luxury sedan that is sleek and stylish in its own unique way. And it's even better in motion. If this Volvo passes you on the highway, you certainly won't mistake it for anything hailing from Germany or Japan.

Similar things can be said about the S60's interior, where a general theme of Swedish simplicity takes the Volvo in a different direction than most European sedans. There's no funky all-seeing, all-knowing control system like Comand, MMI or iDrive on tap, just a single screen with a vertical row of buttons on the "waterfall" center stack. The gauge cluster is a breath of minimalist fresh air, too, with two small display screens for vital information housed within the large speedometer and tachometer. We certainly wouldn't ask for more pushbuttons or information clusters, and the less-is-more approach to the S60's design is refreshing.

As much as it makes us seem like hypocrites to praise the S60's interior layout and then immediately point out its shortcomings, the fact of the matter is that all of this work to minimize switches and knobs has made the car's technology somewhat difficult to use. Control settings for the audio and navigation functions take a moment to completely figure out, and while it's not nearly as complicated as the many layers of iDrive or Comand, the Volvo's interior design would lead you to believe that managing all of the tech functions would be a bit simpler. If we're honest, we'd almost prefer a few more buttons if easier-to-use infotainment was the end result.

The overriding factor, though, is that the S60's cabin is indeed a nice place to spend time, with supportive leather seats placed in an interior made of well-crafted materials. Every touchable surface feels exactly the way you want it to – there are no rough plastics or moments of, "well this could certainly be better." The refinement found in the Volvo is simply soothing without appearing or feeling over-the-top. There are no big surprises inside the S60, and the end result is a cockpit that's genuinely comfortable and pleasantly sedate.

A sedate interior may be well and fine for the S60, but we wish things were slightly more energetic under the hood. Our top-end T6 tester is powered by Volvo's 3.0-liter turbocharged inline-six, producing 300 horsepower and 325 pound-feet of torque, running to all four wheels via a six-speed automatic transmission. No manual option is available, and while we appreciate the addition of up-and-down gear selectors on the transmission stalk, a set of paddles would be welcomed for when we feel like swapping the cogs ourselves.

First-time S60 drivers will be quick to note the car's power delivery isn't as aggressive as, say, a BMW 335i or Mercedes-Benz C350, but if we look at the Volvo's dynamics in a less sporting light, it's a lovely package. The S60 isn't extremely enthusiastic with its power delivery, mostly due to the fact that the six-speed autobox doesn't like to hold gears all the way up to the 6,500 rpm redline, and when shifts are fired off, the transmission's goal of smoothness means gears aren't changed as quickly as you might like, even when using the +/- option on the shiftgate.

That sounds like a bad thing, but some people want a premium sport sedan to act less like a performance car and more like a proper luxury vehicle. In this regard, the Volvo is spot on with its more relaxed approache to performance, though don't get us wrong, there's still plenty of power and prowess to keep things interesting if pushed hard. Mid-range thrust is never lacking, with the highest amount of torque being delivered between 2,100 and 4,200 rpm, and off-the-line punch is perfectly adequate. Volvo claims that the S60 T6 AWD will sprint to 60 miles per hour in 5.8 seconds, meaning that if a snobby 3 Series driver pulls up at your side, the drag race will be pretty evenly matched. Stay easy on the throttle and you'll have no problem hitting the EPA-estimated 26 miles per gallon on the highway. In fact, during our week of mostly enthusiastic driving, we averaged 22.4 mpg on a pretty even city/highway mix, which isn't bad for a 3,900-pound vehicle with all-wheel drive.

Volvo's splendid Haldex all-wheel-drive system keeps the car steady and stable through turns, even when you're carrying a good dose of speed upon entry. And even though there's a hefty front-end bias to the Haldex system, there's neither noticeable understeer nor nose-heavy characteristics when dancing through the bends. Our test car's 235/40-series Continental all-season rubber offered plenty of grip when needed, and while the S60 isn't the best-handling sedan we've ever tested – an xDrive 3 Series will certainly teach the S60 a lesson in handling – we enjoyed the Volvo's dynamics. It's easy to drive smoothly, but still offers a dollop of fun when provoked.

So, why buy an S60?

Let's be honest – premium sport sedan buyers who want the best option for driver engagement will always buy a BMW 335i or Audi A4. Volvo knows this, and that's this approach to create something unique with the S60 really works. Instead of trying to be a Bimmer-beater, Volvo crafted an emminently handsome, luxurious sedan that offers plenty of driving enjoyment for the vast majority of sedan shoppers. People expect you to buy a 3 Series in this segment, but the Volvo's more unique packaging works well for an automaker that's trying to reinforce its one-of-a-kind image.

The price of entry for the S60 T6 AWD is $38,575, including $875 for destination and delivery, and with nearly all the optional trimmings, our test car rang in at a dear $47,675. That's about what you'd pay for a similarly equipped 335i xDrive, and while the BMW is certainly the driver's choice (in case we haven't made that clear enough already), we actually prefer the S60's interior refinement and unique style. If there are enough people in this world willing to sacrifice a bit of behind-the-wheel enthusiasm for a piece of slightly tangier pie (and we think there are), Volvo's objective of creating something special with the S60 will be a recipe for success.

2012 Mercedes-Benz CLS63 AMG First Drive

2011-01-26T22:52:00.001-08:00

It was nearly eighty degrees when I stepped out of the airport into the January San Diego sun. The comely AMG-branded blonde greeter immediately engaged me in lively superficial chit-chat as a black Mercedes S400 Hybrid was waved around to ferry me to the Rancho Valencia. The lifestyle immersion process of the AMG brand had already begun.

But it was just the beginning. Arriving at the resort hotel, shuttled to my room on a waiting golf cart, luggage in tow, I was dropped at the door to a private villa stocked with AMG promotional materials: my residence for the next several days.

With the Robin Leach treatment, you might think the car I was there to test--the 2012 Mercedes-Benz CLS63 AMG--would be little more than a bit player, a bedtime mint on the pillow. It's anything but.

The Benevolent Dictator
Slip into the new CLS63 and get your driving position set, then stick the fob into the dash and give it a twist (yes, you have to--no pocketing the fob and pushing a button here), and the new 5.5-liter twin-turbo V-8 gently burbles to life, resolving to a low murmur at idle. Spin a few knobs and press a button or two and you're in M (manual) mode for the seven-speed dual-clutch transmission, the firmest setting for the dynamic dampers, and, if desired, completely unhindered by traction control. Ready to roll.

And roll it does. Like a runaway train off the edge of a cliff once you apply a little boot to the fast pedal. Despite the elemental, force-of-nature wall of power, our observed fuel economy over more than 100 miles of highly spirited driving was a computer-reported 20.2 mpg.

Should you choose to leave some of the electronic nannies on--it is a roughly $100,000 car, after all, and initially unfamiliar at that--you'll find your play reined in only when you get seriously out of hand. Hustle the car smoothly and well, and you'll notice only tiny dabs of the brakes on individual wheels if you notice it at all. This car's computer is speed's friend, not its enemy.

According to director of vehicle development and AMG board member Tobias Moers, himself a skilled high-performance driver, the lap times of AMG's hottest shoes were the same whether ESP and traction control were engaged or not, and after driving it, we tend to believe him. That's high praise for the systems, and a welcome change from the lawyer-induced lackadaisicality common to the electronic minders of much of the 500-plus horsepower club. The Nordschleife time of the new 2012 CLS63 AMG? No one would give me a straight answer, but Moers did say it's in the "very, very low eight minute range."

Float Like a Feather
At 4,270 pounds, the 2012 CLS63 AMG is well into the heavyweight category for high-performance cars, but you'd never guess it from behind the wheel. Nimble isn't a word you'd typically apply to a two-ton, 113.2-inch wheelbase four-door, but it fits here. Nimble like Muhammad Ali, with just as powerful a punch.

The perception of nimbleness comes as much from the feedback you get from the steering wheel as it does from the well-tuned if a bit brusque-in-the-bumps suspension. The CLS63 sports AMG's first electrically-assisted power steering system, and according to Moers, that system alone took weeks of intense development and revision to perfect. The end result is indeed very near to perfection, or at least as close as we've experienced in such a large, heavy car.

A constant 14:1 ratio strips the vagueness and unpredictability of variable-ratio steering from the mix, leaving behind a direct, communicative, wiggle-free tiller that serves as much as a Human-Machine Interface (HMI) as the COMAND multimedia system does, and much more intuitive to use.

2012 Volkswagen NMS teased

2011-01-25T07:33:00.001-08:00

Right on cue, Volkswagen has released a teaser image of the 2012 New Midsize Sedan (NMS).

While the company declined to release additional information, they stated the NMS will be sleeker and roomier than the ill-fated Passat. More importantly, the car will built in Tennessee which will allow Volkswagen to sell it for approximately $20,000 - nearly $7,000 less than the Passat.

Expected to look like a Jetta XL, the NMS is a center piece of Volkswagen's plan to sell 10 million vehicles a year by 2018. It remains unclear if the NMS will be able to tackle the Accord and Camry, but we'll get a better idea when the car is officially unveiled on Monday.

Source: Volkswagen

All new 2012 Hyundai Grandeur launched in Korea

2011-01-25T07:32:00.001-08:00

Hyundai has unveiled the new Grandeur sedan model for the Korean market.

The Grandeur (aka Azera in various markets) is now larger than the preceeding model with an overall length of 4,910 mm, 1,860 mm wide and standing 1,470 mm tall. The wheelbase, now 2,845 mm, has been extended by 65 mm over the previous generation.

Topping the range under the hood will be a Lambda II 3.0 liter GDI (direct-injection) with 270 PS (266 bhp / 199 kW) and 310 Nm (229 lb-ft) of torque.

Hyundai's Theta II 2.4 liter GDI will also be available in the Grandeur. That unit produces 201 PS (198 bhp / 148 kW) and 250 Nm (184 lb-ft) of torque.

Technologies on the new Grandeur include Vehicle Dynamic Control and Vehicle Stability Management, a tire pressure monitoring system and Emergency Stop Signal.

Korean market prices range between 311.2 million won and 390.1 million won ($27,960 to $35,049).

Hyundai plans to begin exporting the Grandeur to markets outside of Korea in 2012.

Source: Hyundai

Report: Lotus to overhaul Exige, Evora ahead of Esprit production

2011-01-25T07:31:00.001-08:00

Officially Official: Mazda Minagi Concept headed to Geneva

2011-01-25T07:30:00.001-08:00

Mazda has dropped the official details on the company's Minagi Concept. The sleek CUV is intended to give us all a little taste of exactly where Mazda's design is headed in the near future as well as show off the company's new Skyactiv drivetrain technologies. Mazda isn't telling us exactly what's under that sculpted hood other than to say that the Minagi gets its power from a Skyactiv engine and puts it to the ground via a Skyactiv transmission. In addition to those fuel-saving components, Mazda claims that the Minagi also uses a host of weight-saving tricks to boost fuel economy.

The concept wears the new Mazda design theme called Kodo, or soul of motion. From what we can see from the renderings, the look is a full galaxy ahead of the all smiles design the Japanese automaker is currently employing. We'll be interested to see how the lines translate to the real world when the concept shows up at this year's Geneva Motor Show in March.

[Source: Mazda]

Lexus at the 2011 Tokyo Auto Salon

2011-01-19T00:36:00.001-08:00

Lexus has brought several models to the Tokyo Auto Salon to show what a little tuning can do for some of its cars.

Alongside the CT200h F Sport, which was first revealed at the Australian Motor Show back in October, Lexus also featured at the show two versions of the IS F - the CCS-R (Circuit Club Sport Racer) and Club Performance Accessory.

The IS F CCS-R is a true racer and comes with carbon fiber body panels which include the bonnet, boot lid and front and rear spoilers. It is fitted with a new frameless constructed roll cage and polycarbonate windows. Carbon fiber is also used for the dash center console and door trims. The CCS-R has a 6-point safety harness and short-diameter steering wheel.

For performance on the track the CCS-R has been fited with race suspension, brakes, cooling and exhaust systems, a mechanical limited-slip differential and forged alloy rims with racing tires.

The IS F Club Performance Accessory, courtesy of TRD (Toyota Racing Department), comes with front and rear spoilers, rear diffuser and a carbon fiber hood. The model also makes use of carbon fiber inside the cabin and features orange sports seats. The IS F Club Performance Accessory is fitted with sport suspension and brakes, titanium exhaust, magnesium rims and also comes with a mechanical limited-slip differential.
Source: Lexus

2011 Chrysler 200 Convertible officially released

2011-01-19T00:34:00.001-08:00

Chrysler has introduced the new 2011 Chrysler 200 Convertible following an inglorious photo leak last week.

The new model is a big change from its predecessor, the Sebring. It comes with a new styling by means of revised bumpers, headlights, grille and LED taillights. The car still features a choice of a folding metal roof or a cloth soft top.

Changes have also been made to the inside with a new steering wheel, instrument cluster, soft-touch armrests and touches of silver-color plastic trim. Cabin technology includes SIRIUS satellite radio, a HDD/CD/DVD/MP3 radio with 30 gigabytes as well as the real-time information function SIRIUS Travel Link.

But the changes aren't all cosmetic. Chrysler has completely retuned the 200's suspension and promises much improved ride and handling.

The 200 Convertible will be powered by either a 2.4 liter with 173 hp (129 kW / 175 PS) and 166 lb-ft (225 Nm) of torque or the range-topping 3.6 liter V6 good for 283 hp (211 kW / 287 PS) and 260 lb-ft (353 Nm) of torque. Both power plants are coupled to a 6-speed automatic gearbox.

The model will be sold in three equipment levels in the U.S. market - Touring, Limited and later the S variant.
Source: Chrysler

Audi Q7 by MR Car Design

2011-01-19T00:25:00.001-08:00

MR Car design has a tuning kit that turns the Audi Q7 4.2 TDI into the 'Floating on a Cloud Q-Seven'.

The German tuner, headed by Marc Reilly, starts with a few touches to the body including new LED daytimers and LED indicator strips.

For an output upgrade, the 4.2 liter TDI diesel engine gets a new K & N air filter and some ECU optimization that dials power up to 374 PS/275 kW (series 326 PS/240 kW) and 870 Nm (642 lb-ft) of torque (series 760 Nm/560 lb-ft). MR Car Design also offers to lift the "tiresome" (as they describe it) Vmax and remove any electronic speed limit.

The Erftstadt-based tuner provides the Q7 with new 22-inch alloy wheels, MRGT22, in 9.5 x 22 dimensions with Icebear (polar bear) W300 tires sized 265/35R22. Electronic suspension lowering is also on offer.

For the cabin, customers can opt to borrow the steering wheel from the current Audi RS6 - a special request option by MR Car Design.
Source: MR Car Design

Mitsubishi teases Concept Global Small ahead of Geneva debut

2011-01-19T00:24:00.003-08:00

Mitsubishi has released the first image of the Concept Global Small, ahead of its debut at the Geneva Motor Show.

While the name won't win awards for originality, the CGS features an attractive design with distinctive headlights, a sloping roofline, and flush door handles. Inside, efficient packaging ensures the cabin can comfortably seat five adults.

The CGS is technically a concept, possibly of the new Colt/Mirage, which will eventually go into production in March 2012. It will be built in Thailand and feature class-leading fuel efficiency as well as CO2 emissions "in the mid-90 g/km range."

Detailed specifications haven't been announced, but the production model will be powered by a 1.0- to 1.2-liter engine which is paired to a continually variable transmission (CVT). Furthermore, to maximize efficiency, the vehicle will have regenerative brakes and an engine start/stop system.
Source: Mitsubishi

Honda CR-Z Turbo gets fast tracked - report

2011-01-19T00:24:00.001-08:00

According to a recent report, Honda has fast tracked production of the CR-Z Turbo.

Details are limited, but Autocar is citing unnamed sources who say the model is an urgent priority as CR-Z sales are declining as buyers are finding the car's sporty styling isn't backed up by meaningful performance.

While the CR-Z is currently offered with a hybridized 1.5-liter engine with 122 hp (91 kW / 124 PS), the turbocharged variant is expected to use a 1.6-liter that produces 160 hp (119 kW / 162 PS) and 200 hp (149 kW / 203 PS). This will certainly add some much needed pep, but it remains to be seen if consumers will give the car a second chance.

A debut could occur as soon as the Tokyo Motor Show, but nothing is official as of yet.
Source: AutoCar

Beijing Motor Show 2010: 2011 Hyundai Accent debuts as Verna across the Pacific

2010-04-27T04:58:00.000-07:00

Hyundai has unveiled the 2011 Verna (aka Accent) at the Beijing Motor Show.

Looking like a miniature Sonata, the Verna features sweptback headlights, a bold grille, and rearview mirrors with integrated LED turn signals. Inside, the cabin boasts higher quality materials and an improved design.

Power comes from two new Gamma petrol engines with multiport fuel injection. The base 1.4-liter produces 79 kW (106 hp / 107 PS) and 135 Nm (100 lb-ft) of torque. When equipped with a five-speed manual, the Verna consumes 5.7 liters/100km (41.2 mpg US). If you choose the four-speed automatic and the Fuel Economy Package, the Verna consumes 6.2 liters/100km (37.9 mpg US).

If that doesn't float your boat, Hyundai also offers a 1.6-liter with 90 kW (121 hp / 122 PS) and 155 Nm (114 lb-ft) of torque. It will be available exclusively with a four-speed automatic.

The car rides on an all-new platform with a 2570mm wheelbase - the biggest in its class. It uses an increased amount of ultra-high tensile strength steel, so we can expect improved handling and better NVH (Noise, Vibration, and Harshness) levels.

According to Euisun Chung, Vice Chairman of Hyundai Motor, "Today is a really special day for us, not only because we're launching a new car, but because it's one of the very few times we've done a world-premiere outside of Korea: And we chose to do it right here in China because it's our way of recognizing how important our Chinese customers are to us."

Chinese production kicks off in July, while global production occurs shortly thereafter.

[Source: Hyundai]

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Beijing 2010: Honda Li Nisn Everus sedan concept

2010-04-27T04:53:00.000-07:00

Li Nian has unveiled the Everus concept at Auto China 2010.

Jointly-developed by Honda and Guangqi Honda Automobile (previously known as Guangzhou Honda Automobile), the Everus features angular lines and an Acura-like grille.

While details are limited, the concept is likely based on the Honda City. This means power will be provided by a 1.5- or 1.8-liter engine with at least 120 hp (89 kW / 122 PS).

Look for more information to be released when a production version debuts at the Guangzhou Motor Show.

[Source: paultan.org]

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MTM Audi R8 GT3-2: 560 horsepower and rear-wheel drive

2010-04-19T05:12:00.000-07:00

German tuning company MTM doesn't necessarily do things the conventional way. Remember the Bimoto, the twin-engined Audi TT that could hit 244 mph? Yeah, different. That's why we weren't surprised to see this modified Audi R8 come across our desks. MTM has done some conventional tuning with the car – like supercharging the 4.2-liter V8 – but it's also performed a procedure we've yet to see. The front-wheel drive portion of the Quattro system has been removed, making the car a pure rear-driver. According to MTM, this change provides a "complete new driving experience behind the Audi steering wheel and pure driving pleasure."

To share this experience with their customers, MTM is now offering a GT3-2 conversion for any V8-powered Audi R8. The package includes the aforementioned supercharger system, which is good for 560 horsepower and 428 pound-feet of torque, carbon fiber aero parts, larger front and rear brakes, adjustable Bilstein suspension, MTM's unique Bimoto forged wheels and more.

[Source: MTM]

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+ 2011 Audi A3 Receives Minor Exterior and Interior Revisions
+ Audi RS7 Concept Artist Design Interpretation
+ Pics aplenty: 2010 Audi TT RS is ready for its closeup
+ New ABT AS3 based on Audi A3 Facelift Revealed
+ JMS Audi A3 Sportback Body Kit Released
+ Audi RS5 Headed for 2009 Detroit Motor Show
+ Audi A5 Sportback Illustration
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+ Audi A3 Cabrio’s fast show
+ 2008 Audi R8
+ MTM Audi RTT: R8-beating, Bauhaus lunacy
+ New Audi Q5 Shapes Up
+ Fleet Update: 2007 Audi Q7 4.2

2011 Audi A3 Receives Minor Exterior and Interior Revisions

2010-04-19T05:11:00.000-07:00

udi has freshened up the Audi A3 for the 2011 model year. The car, which was fully facelifted in 2008, will see changes to the entire line, including the Sportback and Cabrio.

New features on the car include the use of glossy black surfaces on B-pillars and grille, chrome touches at the air intakes, door handles, and side mirrors, and a redesigned rear diffuser. Taillights are also covered by a tinted lens on the three-door model.

Also featured are new exterior colors, like Amethyst Gray, Dakota Gray, Scuba Blue, and Volcano Red. New customers may also choose from two new 17-inch wheels, and a new 18-inch design. Inside, the driver will find a redesigned leather wheel and gear lever, black gloss trim elements, aluminum trim inserts, and instruments with a gray background.

Audi has not yet disclosed when they will take orders on the 2011 Audi A3 and S3.

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+ JMS Audi A3 Sportback Body Kit Released
+ Audi RS5 Headed for 2009 Detroit Motor Show
+ Audi A5 Sportback Illustration
+ Audi R8 V12 TDI Concept Revealed
+ Audi A3 Cabrio’s fast show
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+ MTM Audi RTT: R8-beating, Bauhaus lunacy
+ New Audi Q5 Shapes Up
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First Drive: 2010 Aston Martin Rapide is always ready for its close-up

2010-04-07T10:13:00.000-07:00

the starting ceremony complete, the V12 settles into a pleasant rumble. The transmission buttons reside on each side of the arty key. Release the electronic parking brake, press the "D" button, and the Rapide is ready to roll.

Acceleration is strong, but not neck-snapping. Holding the Rapide's accelerator to the floor rewards passengers with 60 miles per hour in just under five seconds – robust, but a number that is no longer very impressive in this stratospheric segment. It is a world filled with forced induction competitors that exhibit immediate torque off idle, yet the Rapide's V12 breathes air at atmospheric pressure. In the real world, most won't care about the numbers as the sound emanating from the 6.0-liter twelve-cylinder engine sends chills decisively down each passenger's spine. The unhampered exhaust spouts gloriously from the twin pipes under throttle, and it burbles during downshifts. In other words, the Rapide offers a sensational bark, but a mid-pack bite.

The Rapide doesn't drive as big as it looks (still, tight slaloms are best done wide to compensate for the added wheelbase). Notwithstanding, any sedan-like driving characteristics are left in the parking lot as the Rapide magically morphs into a coupe at speed and becomes truly enjoyable to command.

We covered a couple hundred miles in the Rapide over the course of a day. It was raining most of the time (thank you, Florida), but sealed inside our leather-lined cocoon, we were isolated from everything nature had in store. The platform is remarkably solid, as if it had been CNC-milled from a forged ingot of titanium. Not only is the cabin completely free from squeaks and rattles, but triple-digit velocities allow only a whisper of wind noise to our ears (the window glass is laminated specifically to improve noise insulation).

The paddle shifters, electronically triggering the six-speed automatic, are easy-to-use and very effective in operation. While it is not today's popular dual-clutch setup, the "Touchtronic 2" mated to the V12 cracks off quick shifts enjoyably and without drama. Even in fully automatic mode, we never found ourselves questioning its decisions.

Straight-line speed is effortless in the Rapide, but so are the curves. Again, in coupe-like fashion, the Rapide dives right in without hesitation. Excellent chassis tuning, a responsive automatic damping system and optimal weight distribution make the four-door an absolute joy to toss around. Reigning in the inertia are overly capable brakes. Thanks to the weather, we couldn't find a surface with enough grip to put them to a vigorous test as ABS would stop our game well short of their true threshold. Still, their application was accurate and easy to modulate.

We must mention the stereo as the Aston Martin Rapide has the best mobile audio system we have ever heard – hands down. Yes, it is standard equipment. Credit the Danish Bang & Olufsen team with engineering a 1,000-watt system that pumps auditory bliss out of 15 strategically-placed speakers throughout the cabin (the system is officially called the "1000 W BeoSound Rapide"). Not only does the custom setup include those two ultra-cool "Acoustic Lenses" that rise like dueling conductors out of the dashboard, but the electronics actually monitor each seatbelt to determine how many occupants are in the vehicle (and where they are sitting) so that the sound may be tailored perfectly within the cabin's acoustic chambers – now, that is cool. With our iPhone plugged into the system, we had Rush's Tom Sawyer blaring so loudly that you would have sworn Geddy Lee was wailing at us inches away, Alex Lifeson was strumming in the passenger seat and Neil Peart was hanging out in the rear hatch smashing a full complement of drums. Our ears rang for hours that night.

We genuinely liked the Aston Martin Rapide, but it didn't leave us breathless. A peerless execution of a sedan cleverly disguised as a coupe – or arguably one of the best-looking sedans on the planet – the four-door isn't the sportiest within its niche (the Porsche Panamara takes that honor), or the most luxurious (the Maserati Quattroporte is more swank). However, neither of those cars would win even a first-round beauty contest against the Rapide. With that sole factor in mind, Aston Martin has successfully delivered its objective.

On a level playing field, it is wrong to measure the Rapide against a Panamera or Quattroporte – Aston Martin's objective wasn't to dip into the rarefied sedan segment and skim sales from the Germans or Italians. This British automaker was seeking to offer its exclusive owners a four-passenger option, something it had never truly delivered. Today, an Aston Martin customer standing on a marble showroom floor looking for something a bit larger and more accommodating than a DB9 or DBS, yet with nearly identical driving dynamics, has a viable option. Without compromise, the pampered clientele will steer themselves towards the four-door Rapide.

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Review: 2010 Lexus LS460 Sport could'a been a contenda

2010-04-07T10:11:00.000-07:00

With Lexus having carefully cultivated a reputation for isolating drivers from all of the undignified sensations normally associated with driving, it might seem surprising to find a Sport model in the LS lineup. Sure, Lexus offers the M3-chasing IS F, as well as the outrageous LFA supercar, but an LS460 Sport? Come on... even sport-synonymous BMW doesn't offer an M version of its full-size 7 Series luxobarge.

BMW does offer, however, an Alpina B7, as well as a BMW M5. There's also the Cadillac CTS-V, Audi S6 and S8, and a whole undercard of Mercedes-Benz AMG cars out there that prove there is a market for sports-tuned large sedans like this 2010 Lexus LS460 Sport. You certainly can't begrudge Lexus for trying to steal a slice of that more stiffly-sprung, high-test pie – but is it just promoters' hype or can this LS Sport really float like a butterfly and sting like a bee?

We had a brief encounter with the 2010 Lexus LS460 Sport a couple of months ago down in San Diego and came away impressed. While we didn't immediately drop the Germans or lone American from our top contenders list, we were at least willing to add the LS to our "worth-watching" column. And so we decided to take a closer look. Could Lexus successfully move its F-Sport tuning up a weight class, and would the LS460 Sport actually contend with other heavyweights in the segment? We gave it seven days to prove its mettle.

Whereas the hard-edged CTS-V makes the plain-jane CTS look like a rental fleet darling, the LS460 Sport doesn't look a whole lot different from the regular LS460. There are some cool 19-inch split ten-spoke wheels, little aero bits all around and a blacked out panel between the exhaust tips. There's also a carbon fiber-esque field behind that big "L" on the black mesh grille. Other than that, you'd have to look inside to see any changes.

Open the door, though, and you're treated to a view like no other in the Lexus lineup, or anywhere else for that matter. Lexus has chosen a black and saddle color scheme with unpolished wood accents as the sole interior "choice" for the Sport. It is exceedingly handsome in a cigar lounge kind of way (you can practically smell the Cohibas). It's not just a pretty face, either. The interior layout is flat-out well-designed and flawlessly executed, and we'd be hard pressed to think of a luxury sedan with better materials or workmanship costing less than six figures.

Aside from having GQ-worthy looks, the interior offers one big clue to this model's sporting nature: those metallic paddle shifters flanking the steering column, a first in the LS. The transmission behind them is the same one found in the IS F, an eight-speed automatic that provides quick, seamless cog swaps and even blips the throttle on downshifts, just like a real sports sedan. The paddles are a pleasure to work with and add a sporty feel to the driving experience – even if most buyers will never find a need to use them. And honestly, the eight-speed automatic never disappoints.

That gearbox manages power from the same 4.6-liter V8 found in the rest of the LS460 lineup. It's no slouch with 380 horsepower – but would a token bump in power be too much to ask? Competitors usually add at least a little extra punch in their sport models. We had the LS460 Sport during a week of uncharacteristically torrential rains, but still managed to find enough gaps in the downpours to play a few rounds of dodge-the-mudslide. There's more than enough power to make any passing maneuver or stop light getaway smooth and swift, even if the tarmac is a bit slick. We don't think the weather affected it much, but mileage was decent with an overall average of 17.8 miles per gallon and a highway stretch that returned 26.2 mpg at a steady 65 miles per hour.

We had driven the Sport back-to-back with the standard LS on our first drive down in San Diego and could readily feel the steering and suspension tweaks. Here in the real world without another LS at the ready, the differences were less noticeable. The bigger wheels and lower profile tires harsh the ride's mellow a bit, but it's barely worth mentioning. The retuning of the steering, however, is definitely worth talking about.

While Lexus isn't generally known for its precise or natural steering feel, the LS460 Sport adds some heft to steering motions that makes the car feel more connected to the road, a very welcome change. That, coupled with the suspension revisions and swank interior, make this the LS we'd most like to own.

Nevertheless, we can't decide if we really liked the Sport package itself or simply using the sport mode on the suspension selector that you'll find on all LS models. The car is oddly detached until you fiddle with that three-position switch on the center console. Clicking the rocker over from normal to comfort makes the ride a bit cushier and slightly springy, although not sloppy. This is the perfect choice for broken local roads during regular commuter duty. Switching it over to Sport...wel,l that was what made this LS bob and weave like a champ in the making.

While San Diego's ripple-free highways didn't upset the ride during our first drive, this go-round the ride was considerably rougher in Sport. It was almost too harsh on the same pothole-strewn commute, but on twisty backroads or through the canyons, the Sport setting kept this big boulevardier flat and stable. Even bumps through high-speed sweepers didn't faze it with those meaty 245/45R19 Dunlops keeping the LS planted. In those situations, the LS Sport actually feels like a genuine sports sedan – not an AMG E63 or M5, but certainly closer to the BMW 750i or Audi A8. It even stops like a sports sedan thanks to upgraded Brembo brakes that scrub off speed without drama – no dive and no fade.

The mechanical changes in this Sport package include the brakes, flappy paddle transmission, 19-inch wheels, re-tuned suspension, thicker stabilizer bars and upgraded shocks. With the $6,185 Lexus is charging for the Sport package, the MSRP climbs to around $72,000. Our Obsidian black tester also had the Luxury Value Edition (Mark Levinson stereo and navigation) for $2,080 and another two grand tacked on for the Comfort Package with Sport, which seems a bargain for climate-controlled front seats, power rear sunshade, rear heated seats, headlamp washers, intuitive parking assist, power door closers and a one-touch power trunklid. Our total tab was $76,014.

Some of the features on this Lexus can be alarming if you're stepping out of a run-of-the-mill family sedan, but most are the norm in this class. Take the navigation, for instance. As we mentioned earlier, we had this loaner during some historic rainfall. During a particularly stormy freeway drive, the navi actually began warning us of inclement weather ahead, going so far as to suggest alternate routes. It did that with heavy traffic as well, a feature that seems so natural after a short while that you can't imagine how anybody survives without it. The system takes and gives audio commands, handles phone calls, even keeps an eye on your stock portfolio thanks to the 90-day XM satellite radio trial subscription you get as part of the deal.

The trunk opens and closes with a touch of a button, the rear sunshade is power operated, the sideview mirrors fold in automatically when you park, the seats are air-conditioned, cameras aid your parking – the car talks to you and you to it – it's amazing how cars have changed in just a few short decades. At the end of the day, though, all of these features emphasize the fact that the Lexus LS460 is a luxury car first and foremost. The Sport package helps this light heavyweight spar with the big boys – and it can even land a few good shots – but it's not going to steal the championship belt anytime soon.

So... who will buy this package for their new Lexus? The company thinks most of the sales will come from existing Lexus customers, maybe the guys (and gals?) who want the sportiest driving experience in their LS. Disgruntled Audi, BMW and Mercedes owners might push sales a bit higher too, but the Lexus doesn't have the same street rep as the Germans and the Sport badge doesn't do a lot to impress the average Joe.

The 2010 Lexus LS460 Sport does handle well, especially in Sport mode, but the issue we take is that we believe these should be the basic suspension and steering settings on all LS models. The Sport package merely brings the handling and driving experience up to the level of base model luxury sedans from Cadillac and the German Big Three. The Sport should be taking things even further, not just playing catch-up. We'd have no reservations in recommending the LS Sport, but for someone expecting a true heavyweight contender, we'd suggest keeping it to a three-round sparring exhibition.

More Lexus Cars in Luxury Auto Blog:
+ Review: 2009 Lexus IS F pursues perfection, might need more personality
+ First Drive: 2010 Lexus RX
+ Lexus confirms 2010 RX SUV, IS Convertible and updated LS for L.A. Auto Show
+ Lexus RX Getting Bigger And Seven-seat RX coming

Review: 2010 Land Rover LR4 makes a better boxy SUV

2010-04-07T10:07:00.001-07:00

Wanting to sample the latest iteration of Land Rover's middle-management cruiser, we set off in search of the 2010 LR4's natural environment. Minutes later, the Rover's new 5.0-liter, 375-horsepower V8 led us to Nordstrom. What? You expected Monument Valley?

With the wallet-denting expedition complete, we took solace in the luxuriously updated interior during the homeward jaunt. Sybaritic pleasures and tried-and-true off-roading abilities are the extremes of its range, so how does the LR4 fare in the middle?

Unmistakably a Land Rover, the LR4 comes in for an exceedingly subtle outward metamorphosis. Look (very) hard and you'll notice the reworked grille and fascia. There's also a larger intake in the restyled front bumper, which itself has been reshaped to enhance aerodynamics – not that the LR4's squared-off look screams "wind tunnel-tested." New headlamps, LED taillamps, a trio of new paint colors and new 19- and 20-inch wheel designs round out the exterior tweaks. No one's complaining about the conservative approach to the visual facelift; iconic styling is an asset changed at your own peril.

Inside, Solihull has lavished substantial attention on the LR4 accommodations. The dashboard and center stack have been cleanly restyled and simplified, exorcising many of the buttons that used to clutter up the space. Much like the exterior, changes to the dashboard and controls are refinements rather than revolutionary alterations. Things are generally where they were in the LR3, but the materials and design are vastly improved. Some elements, like the new piano black accent that extends from the lower center stack and extends back to surround the shifter, may be in vogue, but it's dastardly to keep free of smudged fingerprints.

The relocation plan moves the controls for the updated Terrain Response into a more logical location by the shifter. Thanks to the upgraded materials, Range Rover drivers will feel right at home when they get an LR4 loaner at the service department. Front and second-row seating is revised, and HSE buyers can choose the Premium Leather Pack and its electrically-adjustable seat bolstering. The third row is still coach-class, largely the domain of priveleged brats, but grown-ups do fit more easily than in some other three-row vehicles with a similar footprint.

The interior refit pays off by improving the LR4's driving experience. Were it not for the obscene amount of fuel required to shove a tall, blocky, heavy thing through the air, this would be a nearly ideal vehicle for long-legged journeys. The seating position is high, and visibility is fantastic. The front and middle-row seats are fantastically comfortable, and a heated steering wheel feels decadent on subzero mornings. Equally sublime is an electrically heated windshield, though the squiggly grid can be initially distracting.

The LCD that serves as command center and navigation display is the lone quibble in the interior, and our gripe centers around the software. The user interface is tedious and non-intuitive, though at least the speed of the system is improved over past implementations. A flattening of menu structures would be more welcome, though. Beyond usability complaints, the audio system sounds great and chats nicely with iPods or thumb drives, as well as offering satellite radio. Premium automakers, with their longer development cycles and niche sales numbers, seem to be more afflicted by obtuse electronics than bread-and-butter brands. Land Rover's entire lineup would benefit from a wholesale electronics update.

All in good time, perhaps, as the engine and chassis have just received that kind of fine-tuning, turning the sow-like LR3 into the responsive, nimble LR4. Anti-roll bars have been enlarged, dampers stiffened and a new steering rack is also part of the remix, which perks up the LR4's tiller and makes it respond attentively to driver inputs.

One quick boot of the accelerator pedal delivers results of the most significant upgrade to the LR4. The new 5.0-liter V8 speaks with authority and pushes the LR4 with the assertion to match. With 375 horsepower and 375 lb-ft of torque, the new NA mill puts out nearly as much as the old supercharged V8. Despite the robust gain in power, direct injection allows a ULEV2 emissions rating, and there's more bandwidth to the power curve. Efficiency is improved too, though the weight of your right foot will be the main determinant in achieving good fuel economy. Variable camshaft timing and a squeezy 11.5:1 compression ratio are directly responsible for the attentive throttle response and refined manners. This new 5.0 is an engine that's Johnny-on-the-spot, has a musclecar-worthy exhaust note and offers a significant power increase over its predecessor without any economy penalty, even with more than a half-liter of extra displacement.

There's also a feeling of solidity to the LR4's structure that comes from its unique mix of monocoque and ladder frame that Land Rover calls Integrated Body Frame. It adds to the curb weight, but building the passenger compartment and engine bay like a unibody vehicle while bolting the drivetrain and suspension to a ladder frame pays off. Doubtless, the weight makes for a comfortable ride, especially since the air suspension is so adaptive and the T-Square bodywork doesn't jiggle or flex noticeably.

As we've described it so far, you might be thinking of the LR4 as a British interpretation of the '88 Caprice Classic wagon. Obviously, that would be patently wrong. Even without attempting the Rubicon, the LR4 lets you smugly comfort yourself with the thought you could go rock crawling if you wanted to. Both on- and off-road, the ride is impressively cloud-like. Off the blacktopped path, the structure doesn't turn into an oscillating chamber of horror, either. Everything stayed put, with just the Jaguar-sourced V8 providing the main soundtrack as we sipped our coffee and tried to avoid high-centering.

In most cases, selecting 4WD while on the fly will suffice, though Land Rover hasn't rested on its serious off-roading laurels. Terrain Response has a new "Sand" mode, as well as tweaked calibrations to account for the new engine and improve its prowess on different surfaces. A lap of the deep snow around the backyard swingset showed off the capability of the system in low-range with the differentials locked. The neighbors were not amused.

A $57,000 family truckster that sucks fuel at the rate of less than 20 miles per gallon isn't always the right choice. There are those that need three rows of seats along with four-wheel drive that's capable of conquering the Himalayas, but all three of those people already have cars. The luxury and style of the LR4, along with the new powertrain and sharpened reflexes are what's going to close sales. It's not the most logical family vehicle, but it's one of the most capable.

More about Land Rover Cars in Www Car Com:
+ First Look: 2010 Range Rover

+ First Drive: 2010 Land Rover LR4
+ Tiret Coupe based on LSE Design Range Rover Sport Coupe
+ Test Drive: 2009 Land Rover LR3 SE V8
+ Seven-seat Land Rover LR2 could hijack LR3 name
+ Land Rover turns sixty in style with one of its most thrilling SUVs ever

First Drive: 2011 Lamborghini Gallardo Superleggera LP570-4

2010-03-28T08:22:00.000-07:00

Duck your head, limbo in, probe the footwell for legroom, lower yourself carefully into the Sparco tub, stretch out, breathe out, and relax if you can. No, the Gallardo cockpit is not made for tall fatsos whose Gold's Gym membership expired in 1972. Which is a shame, because the Superleggera epitomizes luxury in a modern, laidback fashion - super, yes; leggera, less so. Almost the entire passenger cell is lined with black Alcantara, which looks and feels like suede. To reduce weight, the door panels, the transmission tunnel cover, and the seat buckets are made of shiny carbon fiber. Other nice touches include bespoke instrument faces, body-color accents like contrasting stitching and piping, aluminum pedals, and a meaty steering wheel with an ever-so-slightly squared-off bottom.

Painted orange metallic, our fully loaded test car was charmingly over the top, what with orange weaving in the seat faces and orange brake calipers. To shed the 154 pounds required to bring the power-to-weight ratio down to 5.2 lb/hp, the engineers switched the rear side windows and backlight to distortion-prone polycarbonate. The high-gloss engine compartment cover, rear diffuser, front splitter, full-length undertray, and the extra-wide rocker panels are baked from carbon fiber. Not exactly essential - but nonetheless available at extra cost - are such attention grabbers as the LED engine bay, cabin and puddle lighting packs, and the stacked, nonadjustable, Countach-style tail spoiler. All in all, the more radical material mix helps to push down the curb weight to 2955 pounds, which isn't bad at all for a fully loaded, V-10-engined, four-wheel-drive supercoupe.

The tight-fitting Superleggera makes for an extremely intense driving experience. The one-size-fits-few seats are suction-cup fixtures that a dominatrix would be proud of. The instant throttle response launches you forward like an ejector. The ultra-quick steering feels like a high-voltage handshake. The merciless brakes threaten to inflict reverse whiplash injury. The suspension holds the road like an unsprung magnetic field. Dressed to impress with go-faster stripework and plenty of drag-cutting add-ons, the Superleggera marks the transition from boulevard racer to hardcore supercar that can't wait to be unleashed. This Lamborghini redefines the demarcation line between pain and pleasure, punishment and reward. Its helm dismisses you with chimney-sweeper palms, its exhaust system temporarily impairs your hearing, its chassis is liable to blur your field of vision, and its transmission combs your hair backwards as it changes gear at 8500 rpm sharp. The term cruise missile comes to mind as phenomenal grip and insane traction make the mighty orange wedge stick to its flight path as if inertia, mass, and g-force were totally negligible dynamic commodities

A bit of chip tuning was all it took to squeeze an additional 10 hp out of the 5.2-liter V-10 Gallardo engine, which now delivers 570 hp at 8000 rpm and an unchanged 398 lb-ft at 6500 rpm. By reprogramming the thrust mode of the e-gear transmission for 5000 take-off revs and an absolute minimum of wheelspin, Lamborghini claims it has shaven a notable 0.3 second off the 0-to-62-mph acceleration time, which is rated at 3.4 seconds. The top speed remains the same at 203 mph. Although Lamborghini still offers the classic manual transmission complete with chrome gate, polished golfball shift knob, and wonderfully positive action, the take rate has dropped to under two percent. How come? Because there are no tangible performance or efficiency benefits (the stick shift car is actually seven percent thirstier), and because the paddle-shift operation makes it a lot easier to cut that torque pie expertly into six even slices.

The Superleggera is, in fact, quite civilized and can be had with navigation, a high-end stereo, iPhone connectivity, a front-axle lift system, rear-view camera, and an automatic mode for the paddle-shift transmission. The Lambo will happily entertain the street café crowd at a mix of 6500 rpm and 15 mph in first all the way down the main drag. It doesn't balk at extensive stop-and-go frustrations, and it will, at the push of a button, perform one head-turning race start after the other. As soon as the road is clear, it begs for the Corsa program, which lowers the ESP threshold and raises the rev limit. This is arms-forward, head-down, hips-back stuff: every full-throttle upshift sends a brief judder through the aluminum monocoque, kicks butt with a vengeance, makes the nineteen-inch Pirellis leave their initials on the tarmac in first, second, and occasionally even in third gear.

The Lamborghini makes you work hard, sweat early, and fear regularly. For a truly uncompromising driving machine, look no further than at our arancia borrealis tarmac peeler. This car is stiff, edgy, impatient, and aggressive, a corner-greedy pothole-hater that's ready to pick a fight and is always on the prowl. The Superleggera needs to be pushed to shed idiosyncrasies like the lumpy low-speed ride, the grotesque tramlining, and the initially passive handling. But as soon as the wide track, the long wheelbase, and the low center of gravity push open that critical velocity window in a concerted action, Dr. Jekyll becomes Mr. Hyde - and minor inputs yield major effects. This is a beautifully modular car gifted with sensuous steering, sensational speed-induced stability, an almost feline feeling for the complexities of the pavement, and a magic maneuverability that pivots around an interplay of invisible axes as though inspired by an M. C. Escher drawing. True, the Superleggera scribes an embarrassingly extrovert turning circle, and its brittle front axle lacks the compliance Porsche has thankfully rediscovered for the GT3 RS, an obvious competitor to the Superleggera. But the Lambo's brakes are more progressive, torque feed is much more seamless, and being really quick doesn't automatically require grand gestures and superhuman saves.

In terms of overall competence, the newest Lamborghini scores a solid ten. In terms of value for money, however, you may be better off with a no-frills Gallardo LP560-4 coupe. Quite a bit better, in fact, since the Superleggera will command a $32,600 premium over the $205,000 LP560-4 when it goes on sale here in June.

First Test: 2010 Subaru Legacy 2.5i Limited, 3.6R Limited

2010-03-22T06:42:00.000-07:00

With the launch of its all-new, fifth-generation Legacy, a flagship sedan that now offers competitive performance, passenger volume, and fuel economy, Subaru is poised to make inroads in a segment in which it sold just 64,997 units in 2009. Compare that to '09 sales of the Toyota Camry (356,824) and the Honda Accord (290,056), and the Legacy is unquestionably a small-time player. Nevertheless, 65,000 cars is still a respectable number, and Subaru is confident its new Legacy has the goods to boost that sales figure. Based on our time spent with a four-cylinder Legacy 2.5i Limited and six-cylinder 3.6R Limited, Subaru has every right to be confident.

Given that the Gen V Legacy has grown only 1.4 inches in length and around 50 pounds in curb weight, it doesn't appear much larger than its predecessor. But, thanks to a 3.2-inch stretched wheelbase, a 3.6-inch wider breadth, a 3.2-inch taller roofline, and some clever packaging, the 2010 boasts 9.5 cubic feet of additional passenger volume and 3.9 inches of additional rear legroom. "There's a nice blend of rear-seat support and comfort (not too flat, not too shapely)," says technical editor Kim Reynolds. Tech director Frank Markus adds, "Loads of rear-seat foot room and a great center armrest." The rear doors now offer 15 inches of additional entry/exit space; the trunk has swelled 3.3 cubic feet to 14.7; and the 60/40-split back seat folds flat.

Engineers at Fuji Heavy Industries incorporated 39 percent more high-strength steel, a new control-arm rear suspension, and framed windows in the new Legacy, ensuring it's the most robust, buttoned-down, and serene Subaru sedan to date. Says Reynolds: "On the road, it's always there with you on the same page, on the same letter of the same word. Some of these other cars in the segment require a lot of negotiating to get them to cooperate; not the Legacy." Contributing to these welcome dynamics are standard four-wheel disc brakes, 17-inch alloys with all-season 215/50 Bridgestone Turanzas (wider 225s on the 3.6R), a quick 14.5:1 steering ratio, and front and rear tracks stretched 2.7 and 3.3 inches, respectively.

In our objective lateral-acceleration handling test, both the 3452-pound 2.5i and 3556-pound 3.6R recorded a very respectable 0.82 g. In the four-cylinder class, only the new, sporty Hyundai Sonata SE matches the 2.5i's grip, while in the six-cylinder segment, only the Nissan Altima 3.5 SE (0.83 g) can beat the 3.6R. If there's one nit to pick, it's with the Subaru's behavior when traversing mid- to high-speed sweepers on somewhat bumpy pavement -- they often get unsettled, triggering the stability control. "Chassis kind of knuckles under when pushed, calling for lots of stability-control intervention," notes Markus. Associate Web producer Carlos Lago says, "Bobs, weaves, and bounces in response to mid-corner bumps, though suspension is compliant at sane speeds." In addition to an especially comfortable ride, the Subaru's brakes proved up to task. Both cars erased 60 mph in just 121 feet.

Power for the $25,690 2.5i Limited comes from a 2.5-liter 170-horse flat-4 that motivates a continuously variable hydraulic clutch all-wheel-drive system via Subaru's new Lineartronic CVT. At the drag strip, our $29,511 2.5i Limited tester needed 9.3 seconds to scoot from 0 to 60 and 17.1 ticks at 83.2 mph to eclipse the quarter mile. Among its 16-valve peers, the 2.5i is somewhat of a slug -- most sedans in the class hit 60 in well under 9.0 -- but its long list of standard equipment (keyless entry, stability control, auto headlights, tilt/telescoping steering wheel, electronic parking brake with hill holder, power seats, leather, dual-zone auto climate control) provides some solace. That said, the all-new in-house CVT, which boasts a more durable chain rather than belt pulley system, is impressively smooth and responsive, and does an excellent job optimizing the power. It even delivers superior fuel economy compared to that of the manual-tranny Legacy (23/31 mpg versus 19/27) and offers shift paddles for full manual control of the flat-4's ratios.

If you care more about speed than fuel economy (and you have some extra Benjamins in the bank account), then the 3.6R is the Legacy of choice. Our $28,690 3.6R Limited sample ($31,685 as tested), equipped with a 3.6-liter 256-horse flat-6 mated to a five-speed auto and planetary gear-type variable torque distribution (VTD) all-wheel-drive system, needed just 6.9 seconds to reach 60 and 15.3 at 93.1 mph to annihilate the quarter mile. There are quicker six-cylinder family sedans than the 3.6R -- the Camry SE V-6, for instance, nabs 60 in only 6.2 and the quarter in 14.6 at 96.8 -- but only one (Ford Fusion) offers all-wheel drive. Further, a Fusion Sport AWD, which starts at $29,080 and uses a 263-horse V-6 paired with a six-speed auto to achieve 17/24 mpg, can't match the Subaru's base price ($28,690) or its fuel economy (18/25).

Downsides to the Legacy pair? In addition to aforementioned criticism, some of our editors found the exterior styling to be less than desirable ("Wow, those cartoonish semi-circle things on the fenders are unfortunate,") while others were not entirely impressed with the interior ("Interior is ergonomically fine and offers all the goodies, but seems a mishmash of colors and themes. Not sure the faux wood is cutting it."). Moreover, a few felt the flat-4 wasn't the most euphonious power plant ("Engine sound is gravely, un-sexy."), and a couple found the trunk opening could have been bigger ("Deep trunk but opening looks too tight to swallow an ice chest.").

While Subaru views the more niche Mazda6 and VW Passat as the Legacy's main rivals, such mainstreamers as Accord, Camry, Altima, and Fusion will no doubt get cross-shopped as well. Sure, the 2.5i could stand to offer a more pleasing engine note, and the 3.6R would probably be better with a six-speed (and, arguably, both could be more handsome), but each comes standard with all-wheel drive and is competitive in terms of interior room, value, and fuel economy. For those reasons, the new Legacy is a serious player that deserves a serious look.

Audi RS7 Concept Artist Design Interpretation

2010-03-22T06:24:00.002-07:00

This is an artist's imagining of a possible Audi RS7.

This RS7 rendering sees the car with a rear-mounted engine, with design elements much like the current (real) Audi R8, including the contrast in color between the engine bonnet and the rest of the body.

But here the contrast becomes more defined, with a stark black covering the rear engine bay and extending to the rear of the body, covering the rear wheel wells too.

The horizontal design lines resonate Lamborghini, just like the R8 does, but also provide a larger curve over the front wheel wells adding a more organic touch to the RS7.

The front face comes with a very distinctive double-gaping mouth, with minimalist LED headlamps and two small, round lights at the center.

The scissor/gullwing doors are another special feature, borrowed from some Lambo models as well.

This design study is a creation of Adriano Mudri, and Austrian industrial designer with a degree from the University of Applied Sciences in Graz, Austria. Mudri has also worked a 10-month stint as an exterior designer for Magna Steyr.

[Source: carbodydesign.com]

Mercedes-AMG Driving Academy picks up dates for 2010, adds SLS and Pro-level courses

2010-03-22T06:24:00.000-07:00

What do you do after hitting success with a trial product? Bring it back and make it bigger, of course. That's just what Mercedes-Benz has done with its AMG Driving Academy, a program that our own Editor Paukert attended the course last fall at Lime Rock to his great amusement and education.

This year's courses will put participants in the Mercedes-Benz E63 AMG, SL63 AMG, C63 AMG, SLK55 AMG and, new for this year, the SLS AMG gullwing. After working your way up through Basic and Advanced courses, you're ready for Top Gun testing in the new Pro level course, which means an "intense curriculum" and open lapping at Road Atlanta.

[Source: Mercedes-Benz]

M

BMW reveals X5 M Sports package details, photos

2010-03-11T07:13:00.001-08:00

Initially, BMW revealed that for the 2011BMW X5 would be getting two new turbocharged engines, as well as some very minor visual tweaks to both the front and rear fascias. Now, however, the Bavarians have dished out the details about the X5's new M Sports package, which not only gives the popular SUV a more aggressive appearance, but makes slight improvements to its overall dynamics.

No tweaks have been made to the engine's overall performance, though a slightly revised chassis setup features a high-speed setting for better handling and stability. New 19-inch light-alloy wheels are standard fare for the M kit, and a bi-colored set of 20s are optional, both of which are wrapped in different tires that BMW says are "chosen specifically for the X5." Other exterior upgrades include revised tailpipes for six-cylinder models, an M body kit, new door sills and satin-finished chrome roof rails. The M Sports treatment also adds sporty touches to the cabin, including sport seats, an M-branded leather steering wheel and brushed aluminum trim.

Pricing for the M Sports package has not been confirmed, but we're willing to bet that it'll probably carry a price around $6,500, which is what the current X5's M kit commands.

[Source: BMW]

Porsche 918 Spyder plug-in hybrid concept gets 78 mpg, hits 62 mph in 3.2 seconds

2010-03-11T07:12:00.000-08:00

Here you go, have your cake and eat it too. Porsche is looking to prove that the best of both worlds don't have to be mutually exclusive with the 918 Spyder concept scheduled to debut tomorrow at the 2010 Geneva Motor Show. Looking a bit like a Carrera GT evolved, the 918 Spyder is powered by both a 500-horsepower V8 and a pair of electric motors (one for each axle) producing an additional 218 hp or 160kW. At full gallop, the concept can theoretically reach 62 mph in 3.2 seconds and nip 198 mph on the high end. On the flip side, Porsche says it can also achieve 78 miles per gallon and emit just 70 grams of CO2 per kilometer.

How does a supercar have such range? Well, the 918 Spyder concept is a parallel hybrid just like your mom's Prius (well not just like). That means the two powertrains, gas and electric, can operate together or separately to motivate the wheels into motion. There are no less than four modes that configure the powertrains for anything from maximum efficiency to maximum performance and everything in between. The E-Drive mode means pure electric power, and the car can reportedly last up to 16 miles on electrons alone. Next up is Hybrid mode, which is just what it sounds like and would probably be the mode for everyday around town driving. The Sport Hybrid mode again uses both powertrains, but tips the needle a bit more towards performance with most power reaching the rear wheels. Finally, the Race Hybrid mode means all systems are go for the lowest lap times possible (Porsche says it can do the Nordschleife in less than 7:30 minutes). There's an even a push-to-pass button (if only it were that easy) that adds a bit of E-boost on the straights and, of course, regenerative braking is present and accounted for.

Lastly, take a good look at the interior because Porsche says it offers a glimpse at future interiors from the automaker. Sounds good enough to buy so far, right? Too bad, because it's just a concept. We'll bring you live shots of the 918 Spyder concept tomorrow after it debuts in Geneva, so sit tight.

[Source: Porsche]

Geneva Motor Show2010 Live: BMW 5 Series ActiveHybrid ConceptM

2010-03-11T07:09:00.000-08:00

The dispersion of BMW's ActiveHybrid – and conjoined word – initiative continues with the 5 Series ActiveHybrid Concept. Billed as a "future-oriented full-hybrid model in the upper midrange segment" it boils down to the turbocharged inline-six you love and along with a 53-horsepower electric motor you will learn to love working through an eight-speed auto 'box for the middle-management set. They'll get 10-percent more distance for the gallon, and a squirt of instant boost thanks to those hard working electrons.

Review: 2009 Volkswagen CC Sport is a mid-size segment buster

2009-09-09T08:02:00.000-07:00

We still cringe upon hearing marketing types utter the phrase "four-door coupe." It's inherently a lie, a scam. Who are they trying to fool? It's not a four-door coupe, it's a sedan with a sloping roof – generally one that's missing a middle rear-seat. And there's nothing wrong with that. But, just like automakers the world 'round bend over backwards corrupting the language to avoid calling a station wagon anything but a station wagon (Sportback, Avant, Sportcombi, etc.), the oxymoronic four-door coupe appears to be here to stay. Where's George Carlin when you need him? With that rant out of the way, the 2009 Volkswagen CC is the best four-door coupe we've ever driven – at least this side of a Mercedes-Benz CLS63 AMG, which is three times the price.

Good looking isn't even the right word for VW's rebodied Passat. Handsome, exquisite, sharp, revolutionary and awesome all spring to mind. But, let's just settle on two: segment busting. Not only that, but the CC renders the current Passat about as desirable as a late-model Ford Five Hundred. Which is to say, not at all. In fact, with the exception of third rear-seat, we can't think of a single reason to choose a Passat over the CC. Not one.

Price? You want to argue price? Okay – the Passat starts at $28,300. The CC? $27,100. And the CC gets better gas mileage, too. So your total costs ought to be less. How's that possible? Probably because of improved aerodynamics, as the Passat is only 44 pounds heavier than the CC we tested. Of course, both cars have identical wheelbases and widths, though the CC is half an inch longer. Our tester had but one $375 option (Sirius) and a $750 destination charge, bringing the total to $28,225 – $75 less than a Passat. To summarize, buy the CC.

The interior's better, too. In fact, this is one of our favorite cabins currently on the market. It has the 'no compromise' character found in Piech-mandated VWs like the Phaeton and O.G. Touareg, though the absolute quality of the materials has been taken down a shelf or two. Still, imagine the haptic quality of an Audi without all the fussy, cluttered and oddly placed buttons. That's how VeeDub laid out the CC's controls. Props are given for the two-tone dash layout (in this case black and tan), which is a wonderful change of pace from the usual Germanic black-as-my-soul theme. Special praise is reserved for the two-tone, pleated leather seats – all four of them. The quad thrones conspire with the overall roominess to make the cabin an excellent place to spend some time. Yes, if you're tall you'll want to sit up front as the sloping roof cuts into your headroom, though we placed a six-foot, four-inch guy back there and he only complained once.

And we haven't even gotten to the best part – the manual transmission! We know sticks are on the way out. We know soon every (new) car on earth will sport a dual-clutch, flappy-paddle autobox and that Volkswagen's own DSG is leading the robotic charge. But for many of us, it's like playing drums without a high hat – what's your left foot supposed to do? We argue that in terms of sheer driving pleasure, four limbs involved is better than three. And we found the CC Sport to be a delight to drive. Surprisingly so. We even liked the ride, which is a great balance between well-damped performance-oriented stiffness and pile-on-the-miles plush.

Combine the six-speed to Volkswagen's tried and true 2.0-liter VVT direct injected turbo with its 200 horsepower and 207 lb-ft of torque and you not only get a bit of sportiness but plenty of real world usability. Getting on the freeway is a snap, getting up to freeway cruising speeds is even easier and according to the CC's computer, 80 mph nets you 31 miles per gallon. That's admirable for such a large machine.

True, more powerful CCs exist. You can opt for the 280 hp 3.6-liter FSI VR6, or even the 4Motion (VW-speak for all-wheel drive) VR6, but during our week with the four-banger model, we never once thought that we needed more power. Not only that, but a heavier engine would upset the excellent balance inherent to the CC Sport, netting you a little more straight line thrust at the expensive of the base car's fine handling and a bit of fuel efficiency. Unless you live in a place where AWD is a must (Colorado, Vermont, Kabul), the front-driver CC just makes more sense.

Things we don't like? Yes, a couple. Volkswagen has chosen to follow Audi's lead and banish the manual handbrake in place of an electronic parking brake. Like the ever encroaching DSG, this very well may be the shape of things to come, but we don't like it. First of all, what's wrong with a handbrake? Second, the button to turn off the parking brake is on the extreme left side of the dashboard, where you'd find the ignition in a Porsche – nowhere near the stick. Unlike Audi's method, which is in fact a little toggle switch you can pull up, the button on the CC is exactly that – just a button. It feels very artificial.

Additionally, the CC has a hill holder feature that engages whenever the nose is pointed up or down a degree or two. This means at the slightest incline, the parking brake is engaged and unless you account for it, you will stall the car during a normal take off. Yes, you can deactivate the hill holder, but you have to do it every time you fire up the engine. Which means you'll forget and stall the car. That's annoying. And standard.

All-in-all, however, we'd hardly change a thing. Especially when you consider the CC's non-Passat competition, like the Honda Accord, Toyota Camry, Ford Fusion, Hyundai Sonata, Mazda6, Nissan Altima and Chevrolet Malibu. In fact, out of all those sedans, the only one this author feels competes with the CC in the looks department is the new super-sized Accord (and we know that's a love-it-or-leave-it design). A few of them are as, or nearly as, sporty (again, the Accord, the Fusion and the Mazda6) but in terms of all around desirability when looks, interior comfort, performance, handling and price are taken into account, yours truly will take the CC Sport, thanks much. Nothing else in its segment really competes.

Potential deal points leaked concerning Tengzhong's purchase of Hummer

2009-09-09T08:01:00.000-07:00

As the Opel transaction takes on Biblical intrigue, the Hummer exchange goes on in another dark corner, laboriously, like the gestation of an elephant. The latest report from a Chinese news website states that General Motors and Tengzhong "might sign an agreement" this week, but that strikes us as exceedingly optimistic seeing that there's been no word on the government approving the deal yet.

Slightly more believable are the supposed deal points that would guide Tengzhong's initial ownership of Hummer : Tengzhong will own all of Hummer's intellectual property rights and sales network, but would not build Hummers in China and would operate the company as an off-shore entity based out of Detroit or Nashville. General Motors would continue to build Hummers until 2012 and provide "technical services," and Tengzhong would continue to fund research and development, while the "off-shore" Hummer team (read: probably the folks doing the job now) would be responsible for launching the new H3 and H4. As for that H4, though, the article lists them as "CUV models." If the H4 is a CUV, we hope they manage to make it look like the 2008 Hummer HX concept shown above.

Tengzhong reps are headed to Detroit to continue discussions. The General's response, according to the CEO of Hummer is that "Negotiations continue to progress and the transaction will be announced upon the signing of the definitive agreement as soon as appropriate." Hat tip to Emilio!

[Source: Gasgoo]

First Drive: 2010 Mercedes-Benz SLS AMG

2009-07-26T05:37:00.000-07:00

I'm barely three turns into my first lap, and already my brain has automatically activated its auxiliary data logger, the one reserved for "extra-special events." I don't want to forget a nanosecond of this. Partly, it's a result of the venue. For the first time in my career, I'm driving on Germany's 13-mile-long Nurburgring Nordschleife, a.k.a. "The Green Hell," the most fearsome, challenging, and dangerous racetrack in the world. But my highly elevated pulse is also due in large measure to the screaming, whirling vehicle at hand. I don't entirely know what it looks like -- the prototype's bodywork is still masked by tape and cardboard camouflage -- but if these first few blitzkrieg corners are any indication, the all-new Mercedes-Benz SLS AMG "Gullwing" is going to disrupt the supercar pantheon when it hits American roads next spring.

We journalists love "firsts," because via benefit of a good "first" or two the copy flows easily, the headlines write big, and in no time our report is posted and we're headed to the bar, job done. Alas, no wood-paneled celebratory saloon for me -- I'm writing this at 37,000 feet -- but as "firsts" go, the new SLS boasts so many I should be finished writing this piece before the next spellbinding serving of warm mixed nuts.

For one thing, the SLS is the first automobile built entirely from scratch by Mercedes-Benz's Affalterbach-based performance division, AMG. As such, it shares its platform with no other Benz; it's a clean-sheet, just-as-we-want-it effort from the team that's been hyper-tuning regular Benzes for decades. The SLS is also the first production Mercedes crafted entirely in aluminum (excepting an extremely small number of custom-ordered 300SLs). The curvaceous aluminum body panels wrap around an all-alloy spaceframe. And, as you'd expect, the SLS presses down upon the earth with a commensurately feathery footprint, just over 3500 pounds by AMG claims.Each corner of the SLS is suspended by dual control arms ("double wishbones") -- another Benz first. Two suspensions will be offered: a normal setup and a performance version with stiffer springs and shocks. Unlike some competitors -- say, the Ferrari 599 -- the SLS uses no electronics to control ride motions (similarly, the rear-differential is a conventional limited slip). Standard brakes are steel (six-piston calipers in front; four-piston at the rear), with carbon-ceramics optional. AMG claims the SLS can stop from 60 mph in less than 100 feet. The wheels are lightweight 19-inch alloys up front, 20-inchers in back. Continental and Michelin each developed tires especially for the SLS. AMG chassis engineers haven't yet decided which compound they prefer; Mercedes will likely offer both.

Under the hood lies essentially the same AMG-built, naturally aspirated, DOHC, 6208cc V-8 I sampled barely over a week ago in the new 2010 E63 AMG sedan. Of course, given the SLS's "superstar" status, AMG has further tweaked this megamotor for Gullwing duty. Among some 120 changes are forged pistons, modded cams, a new exhaust system, and, perhaps most important, a new dry sump system that helps lower the car's center of gravity (no oil pan is needed). Power climbs from 518 horsepower (in the E63) to a thundering 571 hp at 6800 rpm in the SLS (torque checks in at 479 pound-feet at 4750 rpm).

Mated to the hand-built V-8, and still another "first" for Mercedes, is a new 7-speed dual-clutch rear transaxle. The box offers four increasingly aggressive modes: Controlled Efficiency (i.e., "normal"), Sport, Sport-Plus, and Manual (the latter allowing full driver control using the shift paddles behind the wheel). In Manual, shifts bang off 50 percent quicker than in C mode; less than 100 milliseconds. The rear-mounted shift unit couples to the engine via a torque tube. Inside the tube rotates a carbon-fiber driveshaft, a design proven on AMG's C-Class racer in the German Touring Car (DTM) series. The engine itself is mounted aft of the front axle; in concert with the transaxle, this powertrain balancing act results in 47/53-percent front/rear weight distribution, remarkable for a long-hooded two-seater with a hulking V-8 up front.

I'm not sure how I expected the SLS to drive; perhaps, I thought, it would feel like a smaller, nimbler version of Mercedes' other exotic, the McLaren-bred-and-built SLR. In those first few flying corners of the Ring, though, I realized any SLR-like expectations were entirely wrong. The SLS feels nothing like the SLR -- and, given how little fondness most of us have for the admittedly fast but hulking and numb McLaren, that's a very good thing indeed.

The SLS feels like . . . well, a race car with manners. After I'd cracked off a few thunderclap shifts, listened to a couple of full-throttle crescendos from the unbridled V-8, and experienced the bite and poise of the AMG-bred chassis through two or three bends, any and all SLR comparisons were long forgotten. Don't let the retro-year gentility of the gullwing styling deceive you: The SLS is a purebred athlete -- a true sports car -- that simply hungers to run.

Following behind AMG development boss Tobias Moers (he in an SL65 AMG), I was able to concentrate almost entirely on the SLS without having to guess which way the Ring was going to bend or unfurl next. The new Gullwing feels light, nimble, alive in your hands. Steering feel (ratio is fixed at 13.1:1, with speed-sensitive variable effort) is brilliant, the front tires nibbling just what your hands wish to feed them, while cornering forces transmit usefully to signal your approach to the tires' limits. Given the SLS's long hood/short deck profile, I expected lots of understeer with lurking snap oversteer, but I got neither.

The SLS digs in with almost no understeer at all, while the rear end almost refuses to step out (unless you switch off all stability controls and really provoke it). Believe me: The hellish Nordschliefe hides myriad pitfalls -- including several corners where the road arcs just as the car goes light cresting a hill -- but never did the SLS come unglued. As for speed . . . oh, yes, the SLS has gobs of that. AMG claims a 0 to 62 mph of just 3.8 seconds, and on the Ring's two-mile-long back straight my SLS was hurtling past 180 mph with breath to spare (top speed is electronically limited to 196 mph).

To ratchet up the Ring/SLS experience, I also took to the passenger seat for a full-tilt hot lap with five-time DTM champion Bernd Schneider at the helm. Thrilling? Imagine riding inside a Cuisinart set to "pummel." Yet even at 10/10ths the SLS remained thoroughly well-behaved.

The prototype I drove sported ceramic brakes (in three high-speed, 13-mile laps they never lost a dollop of stopping power) and the performance suspension option. Even so, it didn't beat me up over the track's rougher stretches. During a pitlane chat with Bernd Schneider, though, the racer offered that the standard suspension is plenty competent and more than enough for anything but regular track use. "It's the setup I'd buy," he said.

The prototypes aren't fully finalized, as I found out when the transmission software hiccupped during a few attempted downshifts. "Yes, we are still fine-tuning that," said Volker Mornhinweg, Chairman of Mercedes-AMG GmbH. "Upshifts are easy -- Bam, Bam, Bam! But downshifts . . . the computer has to know what you want to do. Are you, say, downshifting early to carry more speed out of a corner you could actually take in a higher gear? The software needs to be smart enough to have the right gear ready for whatever you want to do. That's one of the things we'll be refining before we sign off on the SLS in January."

[source:MotorTrend]

First Drive: Bugatti Veyron 16.4 Grand Sport is a temple of Zen

2009-07-26T05:36:00.001-07:00

Just like the last time, when we drove the Bugatti Veyron, it began with an e-mail from Bugatti's PR firm: "Give me a call when you have a moment." And then, again, just like the last time, there came the question: "We have a Grand Sport. Can you do something with it?" Let. Me. See.

And that's how we ended up spending a day with the roofless Bugatti Veyron 16.4 Grand Sport on a reference-resetting trip from Los Angeles to San Diego and back. Although you'll read many words after the jump to describe it, we really only need one word, and we'd draw it out in the same kind of smiling stupor we get when the dentist pumps us full of happy gas: "Yeeeeeeeeeeeeeaaaaaaaaaaahhhhhhhhhhhhh...."

The Bugatti Veyron Grand Sport is a violent, taunting, confounding and punctiliously engineered maelstrom. It is a handmade wonder built in a castle, and yet resembles a slightly squashed jelly bean. It has a $30,000 stereo, but it's too much work to actually listen to it. The 16-cylinder, quad-turbocharged engine with 1,001 horsepower and 922 lb-ft of torque is programmed not to let you damage it, but in just one afternoon, the leather-trimmed coachwork on the doors will be a mess of shoe marks. The car's brake rotors are chaperoned by 28 brake pistons, but using them forcefully is like begging someone to plow into the aforementioned engine. The car will cost you €1.6 million (roughly $2.24M USD), for which you get, as a soft top, an umbrella. That's right, an umbrella. Own it and you'll be master of the quickest accelerating production car in the world, and yet you'll probably never remember what that acceleration is like.

But we'll get to that in a moment.When we drove the Veyron coupe, we admitted to not being carried away by its looks, but we found a greater appreciation for the lines of this car. Excising a portion of the roof doesn't change our minds, but that isn't to say that the design doesn't look good. More importantly, that isn't to say that the Bugatti doesn't have a certain... something... that will impress itself upon you even after just one meeting. From the side, although the car's surfaces are austere, how they intersect in three dimensions is rather lively. Our favorite line is from the rear three-quarter, the fender edge that forms the shoulder of the door then appears to turnabout in a varying-radius 180, back to the front wheel, and delineates the top edge of sill.

That, however, is actually a trick of the eye. From the side and especially the front, follow the line of the door and it's as if the car came in two pieces, with the narrower front slotting into a much more commodious rear component. It isn't usually a compliment to say "You have an ample hiney," but we can say that about the Veyron Grand Sport with no ill intent. It is serious business. Especially after being beguiled by that low, rolled-back front end, to happen upon the swelling, blunt force trauma of the stern is like discovering that the dainty girl you're on a first date with is actually built like Vladimir Klitschko underneath her dress.

In this car's case, those two personalities make sense, and the lines chosen to adorn them fit and flow with quiet sense. Yet return to that innocent front end, and it doesn't quite look the same anymore because you know what's hiding in that indecent rear: a plasma reactor.

The car might not be Botticelli, but it is without a doubt bodacious.

We can admit that even though we've driven the coupe, we had no idea what the Bugatti Veyron really was. We didn't understand it – sure, we had a great time and the car is distortingly fast and stupendously powerful and really expensive and simple to drive and Volkswagen supposedly loses money on every one them and blah blah blah. Frankly, that could be a lot of cars. After spending an evening and the following day with an engineer and finding out what's really going on inside the car, we get it. We get why the car is so expensive and still loses money. You simply couldn't start an entire car company, create this as your first and only offering, and make money. The car is stupendously engineered.

The engineering of the Bug can be barely compared to other cars – it's more like an F-16. It cannot be driven without its computers, and there are 27 ECUs and computer-based controllers throughout – and that doesn't account for all of the car's computers. The four drivetrain ECUs for the engine, transmission, ABS and stabilizing system, and Haldex clutch are always in contact and must be in working condition, or else the car won't operate. But just in case there's a problem, each ECU has an emergency program so the car won't stop in the middle of whatever you're doing – all you'll see is a dashboard light and experience reduced power when the car enters safe mode. The rear wing serves braking, aero, and cooling purposes. When raised at 110 mph during braking, it jumps up to a 60-degree angle and withstands 800 kg (1,760 pounds) of pressure. Fully extended for emergency braking, it raises the car's coefficient of drag from .39 to .68. Hydraulics able to handle the pressure at top speed couldn't be fitted with obstruction detectors, so the tail lowers slowly, in stages, to give everyone and everything time to get out of the way of it and its housing in the rear panel. Conveniently, the car detects automatically if you're running on snow or ice.

The Bugatti's engine wants to live, and will protect itself any time it detects impending damage. It won't shut off, it will simply detune itself to the point where no damage will be caused and respectfully ask to be taken to the shop. If the oil pressure goes down too low, the engine will lower the allowable RPMs. If you can't get 98 octane fuel, the engine will automatically retune itself to the octane you can get, even 91.

To turn the coupe into an adequate targa, the tub was reinforced and the door material was switched from aluminum to carbon fiber. The B-pillars get carbon fiber hoops and the intake faces get their own carbon fiber hoops as well. The transmission tunnel underneath the car, formerly open, is closed off with a stiffening carbon plate.

And the car still goes 253 mph. If Bugatti had spent all that development money just on the going fast, it would be worth it.

But they spent in a lot of other places as well. Open the front door, lower yourself into backstitched carbon buckets, and pull out the... oh my goodness, is that a switchblade key? Like you get with a VW Lupo? Yes, it is. Anyway, flick the switchblade, place the key in the ignition, and turn. Nothing happens. Push the brake pedal and press the start button on the gilded center console.

Then it happens.

You have just ignited a quasar (which is a much more accurate term for the 16.4 engine). The insatiable beast is fed by the two intakes above your head, and they are trying to suck up everything. At least, that's what it sounds like.

Bump the gearshift to the right, let off the brake, and pull into traffic, taking your celestial body with you.

Once in any public area, you find three types of Bugatti people: those who have no idea what it is but think it's beautiful, those who have no idea but think it's a Bentley (this happened at least once an hour), and those who know it and would feed anyone to the wolves to keep up with it and shoot it.

Among many other incidents, on the always-packed Interstate 5 freeway between LA and San Diego, a man in a minivan with his family turned into Kyle Busch trying to keep up; an early-Eighties Honda Accord hopped a lane and nearly drove into a Ford F-350 in order to let us by so the driver could take a picture; and a gentleman in a Nissan Altima tailed us for 50 miles with one hand on his iPhone snapping photos the entire time. Wives, girlfriends, children, other drivers, the endangered Alabama Cavefish... they're all expendable! It doesn't matter who has to die. They're going to get a photo.

At a fixed speed behind the wheel, the driving experience is, dare we say it, prosaic. At low speeds, you simply amble along. The car is using perhaps a tenth of an iota of its capabilities. But as long as the quasar behind you is being fed, it does not complain.

Even at highway speeds, the car doesn't beg for attention – not from the driver. Between the intakes and the wind noise, you won't want to bother with conversation, that sybaritic stereo, nor the new iPod connection, but you're not missing out on anything. Driving, and watching out for loons, is all you want for.

Play around with the acceleration and it's as if the turbos have three settings: Mild, Let's Get Ready to Rumble, and "Gadzooks!" Be kind with the throttle and the turbos lurk in the background. Stabbing on the gas calls all of them out of their hiding places, and as the quasar prepares to explode, the noise through the intakes – the noise a few inches above your scalp, mind you – becomes a calamitous howl. If you heard the sound in a horror movie, you would cover your eyes, all the while knowing that something is going to die now.

At that point, you have 1.5 seconds to either get off the throttle or be launched into whatever is in front of you.

If you don't stab the throttle but simply call for a little more power, the turbos go on standby like Minutemen. You get your extra boost, and they wait with guns ready to fire.

And then you come to the "Gadzooks!" setting.

It is quite impossible to describe malevolent acceleration in the Veyron Grand Sport by using the same terms you'd use for normal cars. So we'll try some analogies to give you an idea of what it's like.

First of all, you don't accelerate in the Veyron Grand Sport. That is what humans do in their puny human conveyances. You evaporate, and then you reappear somewhere down the road. And if someone, like a police officer or maybe St. Peter, were to ask you what happened, all you could say is "I think I remember pushing my foot down, like this... and then... I was here..."

Because you don't remember accelerating. You can't. It happens too quickly for you to capture any memories.

Imagine this: You're taking your daily walk in the woods. You know the path, there's nothing new here. But then one time when you put your foot down, you hear a momentous bit of crashing and a roar almost on top of you. And then, get this, a Saber Toothed Tiger jumps out of the bushes right behind you. (We know what you're thinking, but stay with us for a minute here).

You don't know where the Saber Toothed Tiger came from, but you don't you don't care. There is no more thinking, there is only an urge: run run run run run ohmygod run run run ohmygod... I wanna live!

Your body takes care of the rest because it's fight-or-flight, and the situation is so foreign, so intense that you can't be bothered with conscious thought.

Accelerating in the Bugatti is like the flight part. Your body takes over. You have no time to think about it.

So your mind, sent on a vacation, daydreams. You think of your second grade teacher, or the rose you got on Sadie Hawkins Day in junior high, or that victory on the college track team, or getting your first promotion. You think happy thoughts. Gentle thoughts.

Then you notice the windows automatically roll up, and somewhere in the recesses of your dura mater you remember "They told me that happens at 100. Ah well... Where was I?"

And then you go back to daydreaming... your first kiss... your puppy, maybe you'll name him "Schooner"...

Then your brain, on automatic, detects something ahead and moves your foot from the throttle to the brake. As the car slows down you begin to come to, consciously, at about 70 mph. You look at the trees and think "Hmm, this looks different!" Of course it does. You just covered three miles. And you got there the day before you left.

Trying to find a place to use this power isn't easy. In fact, if you can see anything on the horizon – today or tomorrow – you'll probably run over it.

That's how fast this car is.

This is where you discover that the Veyron isn't even really a car – it is a Zen philosopher that travels the brightline between the mind-body split.

There is mind, that lump you use to consciously think.

When you want to get rid of it, press the Grand Sport's gas pedal to the floor.

And then there is no-mind. There is only peace.

And that is in the Grand Sport's Normal mode.

The most quixotic item on the Veyron Grand Sport is a letter "S" on the gear shift. It's for "Sport" mode. Which, one realizes, is like putting a supercharger on a missile.

Place the car in Sport mode and it descends a gear. This puts the car at DefCon 1. Bury the throttle now and there's no pause between trigger pull and explosion. It is instant go. This is acceptable if there is no one on the road near you – and remember our definition of "near." But you must pay close attention, because without that 1.5-second gap, every shot could be your last.

There is, however, one other thing as ludicrous as going muzzle velocity in a Bugatti is this: coming to a stop.

The Bugatti's carbon ceramic brakes are 15.75 inches in front, with eight-piston calipers squeezing four pads apiece. In back, the brakes are 15 inches and wear six-piston calipers with two pads apiece.

But those are mere numbers.

Again, we need to make some outrageous comparisons in order to convey meaning.

Slamming on the brakes at high speed is like rear-ending a battleship – except no body panels and no battleships get hurt in the process. It isn't braking. It's crashing without the noise and the insurance claim.

In your peripheral vision, if there's a passenger, you'll catch a scene that's just like an NHTSA frontal impact video. As you're watching his chin burrow itself into his sternum, you keep asking yourself "What did we hit?! How did I not see it?!"

After doing it once you think, "I don't need to do that again." But you do. Because given a little time you're unsure of whether it was really that violent. You can't remember whether you really did sense several of your internal organs simply quit working on the assumption that you were obviously about to die.

And you really can't believe that you're actually in control of it. You look at the brake pedal like you'd look at the button that initiates nuclear war: "Man. Can that little thing really exterminate entire civilizations?"

So you do it again. And you realize: Yes. It can.

When it's over, you place your hands on the sides of your head and lift, removing your chin from your solar plexus. Then you continue driving as if you hadn't been sucker punched by Zeus.

Frankly, though, none of that is the story. The real story of the Bugatti Veyron Grand Sport is this: it's a Golf. Powered by the energy of ten million suns.

No, it really is a Volkswagen. And not one of those nice VWs like the Phaeton. I'd remember I was driving a Phaeton. The Veyron encourages not even thinking about driving, like one hand on the wheel and the other clutching a Dairy Queen Blizzard. This is a supercar, mind you, and we are prone to forgiving supercar foibles. Yet the Veyron Grand Sport has dispensed with almost all of them.

The components have been tested to six-digit endurance. As one of the techs said, "You buy some cars and you've got to replace the clutch at 4,500 miles. We tested everything to 100,000 miles." The carbon brakes, even at cold startup, never get grabby, so there's no lurching. Never. The car was tested day after day in Tokyo rush hour for hours on end and doesn't overheat. In stop-and-go on the 405, the temperature gauge didn't move. The suspension is compliant – a Porsche is less composed over freeway lane dots than the Bugatti. For that matter, a Hyundai Genesis Coupe is less composed. Steering the Grand Canyon-filling wheels can be done with one hand. You can see out of it, except for directly back, for which there's a rear view camera. The car neither squeaks nor rattles. The seats are comfortable for hours. It isn't jumpy, the throttle being crisply, smoothly linear.

Which means you can have the best of... let's see... everything. And whenever you want to forget who you are and just think happy thoughts, push down on the throttle and the serene, peaceful no-mind of Zen is yours.

First Drive: Bugatti Veyron 16.4 Grand Sport is a temple of Zen

2009-07-26T05:36:00.000-07:00

BMW X1 Officially Released with HD Video

2009-07-26T05:24:00.000-07:00

BMW has released official details of the new BMW X1 SUV (SAV). The smallest X vehicle in the range is 4.45 metres long, has a wheelbase of 2.76 metres, is 1.545 metres high and the lightest model weighs in at 1,615kg (EU). It is designed to have a low-slung rear window to make it look the sporting car that it is, and it features wide wheel arches for an aggressive squat. The signature kidney grille is as bold and muscular as it is on the 7 Series. Standard wheels coming with the range are 17-inch alloys.

Contours and sharp lines are evident all the way to the sides and back, including the "Hofmeister kink" at the C pillar. Further confirming that this is a true BMW design are the L-shaped rear lights clusters with sharp jagged edges.

Inside the X1 gives an elevated seating position to each passenger while the driver benefits from a driver-facing "surfboard" dashboard that made BMWs of yesteryear so different from their rivals. The new iDrive system is installed and can be mated to a USB port, a CD player, and six Pro Logic 7 HiFi loud speakers. A rear parking camera and/or Park Distance Control can also be specified from the options list.Six models will be available at launch. Only one of these is petrol-powered and that is the X1 xDrive28i. Fitted to this version is the 3.0-litre straight six with 258hp (190kW) and torque of 310Nm. The rest of the lineup runs on diesel, starting with the sDrive18d making 143hp (105kW) and 320Nm of torque. Then comes the sDrive20d which produces 177hp (130kW) and 350Nm. Both these RWD vehicles are coupled with a 6-speed manual gearbox.
Higher up the rung are the manual xDrive18d with the same figures of 143hp (105kW) and 320Nm, an xDrive20d of 177hp (130kW) and 350Nm as well as the thrusty xDrive23d. It has the 2.0-litre twin turbo motor that does 204hp (150kW) and 400Nm of maximum pulling power.

Customers living in the USA will start getting their consignment of the BMW X1 some time in 2011. US-bound engines and powertrains will be confirmed closer to launch.

[Source: BMW]

First Test: 2010 Roush 427R Ford Mustang

2009-07-17T07:29:00.000-07:00

Twist the key and the exhaust erupts with a ferocious bellow. In enclosed garages, it is a fearsome explosion that sets off car alarms and nasty looks. Out in the open, its thunderous note turns heads and raises eyebrows.
"This can't be legal" is your first thought.

The idle is too lumpy, too raspy, too loud. It's a dull rumble that becomes a guttural roar -- at quarter throttle. Declutch a cold engine and coast to a stop, and the exhaust crackles and sizzles -- the sound of raw fuel hitting hot metal.

"I'm going to jail" is the next thought, but this one comes with an evil grin.

There is something unapologetically ballsy about Roush's latest creation, the 2010 Roush 427R Mustang. Even though this latest version makes more power, the model's three digits come from the 427 horsepower put out by the first series of 427Rs sold in 2007. As for the R, take your pick: Roush, racing, righteous, run for the hills. We say it stands for rudeboy.Forget ever flooring a 427R within city limits. With 435 supercharged horsepower and 400 pound-feet of torque underfoot from the Roots blown 4.6-liter V-8, you're guaranteed instant burnouts and such a racket that, by the time you've made it to second gear, the local constabulary will be lighting you up and politely asking to see your hands.

This is not idle exaggeration. I spent three days with the 427R among the urban canyons of Los Angeles and found few places where I could safely lay down the loud pedal without drawing attention from the boys in blue. I had one cop flash me his high beams as I coasted past -- foot off the throttle. I swore another flipped a U-turn for a closer look. Any wonder why? Just look at that paint job. Ford's torch red combined with Roush's reverse Starsky and Hutch decals draws more cops than Dunkin's free-doughnut Friday.
Did I mention that the 427R is loud? Credit Ford engineers for giving the Mustang some beefy window seals and other sound deadening. The 427R is actually quite livable provided you short shift every gear (below 2000 rpm) and keep the glass rolled up all the time. But crack the windows and throttle and you're in a land of obnoxiousness known only to Harley-Davidson riders.
At full throttle, you can barely hear the supercharger over the exhaust. You feel it much earlier than 5000 rpm, but that's about the engine speed when your ears will detect the whine over the roar from the back. On a hunch, I checked with Roush HQ and verified that the source of the racket is a $710 dealer-installed exhaust option that's not part of the package and for "off-highway use only."

Even without it, our fully optioned 427R, with its chrome dubs, myriad badges, and "Roushcharged" decal along the hood bulge, is loud and proud, even when shut off and parked. It looks fast too: Under Roush's guidance, the Mustang's front bumper and rockers have sprouted splitters, while the back sports a new rear valance and decklid spoiler.

Inside, the 427R package decks out the interior with a performance pedal set, embroidered floormats, and stenciled, white-faced instruments. The fanciest stuff is all optional, like the suede seat surfaces with signature stitching ($1725) and trick boost pressure gauge suspended in the left A/C vent ($435). Perhaps the best of these upgrades is the shifter, a white cue ball that sits atop a tall shaft of hardened steel. Throws are short and stiff through the gates, so the whole business takes some muscle and manhandling.

On a list that includes the new Shelby GT500, Corvette ZR-1, and Camaro SS, Roush manages to claim the laudable position of building the rudest thing I've driven in recent memory. But is it fast?

It is if you can find the traction. Get the tires to hook up and you'll hit 60 mph in 4.7 seconds and 100 mph in 11 seconds flat. The quarter mile arrives in 13.1 seconds at 108.8 mph. Not too shabby, although a stock 2010 Mustang GT will hit 60 mph in 4.9 seconds and the quarter in 13.5 seconds at 104.2 mph. Still that's least a tick or two off what should be possible, at least by the estimates of road test editor Scott Mortara.
What gives? Probably the optional, 20-inch wheel and tire package. Though the chromed five-spokes come wrapped in sticky Dunlop Sportmaxx rubber, you do pay for it. The dubs not only cost $1115, they add a significant amount of weight over the 18-inch standard wheel package.

Braking performance is also a bit compromised. A full stop from 60 mph comes in 111 feet. Pretty good, but not when you consider that a track-packed Mustang GT stops three feet shorter -- without the 427R's optional performance brake kit that includes slotted front and rear rotors and four piston front calipers with upgraded pads.

Lateral grip is another headscratcher. The 427R pulls a very respectable 0.90 g, but that's a bit off the 0.95 g we got from the same track-pack-equipped GT. It could be the result of the extra hundred or so pounds the Roush upgrades add, mostly in the nose, that shifts the front/rear weight distribution from 53/47 percent in the stock GT to 55/45 in the 427R.

Comparing the 427R with its obvious rival, the 2010 Shelby GT500, reveals no surprises. With a blown 5.4-liter pumping out 540 horsepower and 510 pound-feet of torque through a six-speed transmission, the GT500 is quicker to 60 mph (4.6 seconds) and faster through the quarter mile (12.8 seconds at 115.3 mph) than the 427R. The GT500 also stops shorter (109 feet) and handles better (0.92 g/25.3 seconds at 0.75 g). It is also touch more expensive; with a base price of $48,175 it is $4,274 dollars more than a base 427R. Our fully optioned 427R rang the register at $55,218.

So is the 427R worth the money? From a pure performance standpoint, no. The Shelby GT500 is a lot more powerful and a bit faster for a reasonable amount of money. That shouldn't deter the legions of Mustang fans who will consider the Roush for reasons other than pure speed and horsepower. Some of them will no doubt want a muscle car that delivers the type of rudeboy character that made our short stay with the 427R so memorable.

[source:MotorTrend]

Hot or Not? 2010 Chevy Camaro RS with factory accessories

2009-07-17T07:28:00.000-07:00

Jaguar has just unveiled its new XJ flagship to the public in a celebrity-filled extravaganza hosted by everyone's favorite car guy -- Jay Leno -- in London (watch the video below for the presentation). We got an embargoed sneak peek a bit ahead of time of the new Jag flagship, which is set to hit U.S. shores this December, beginning from the top floor of one of those photogenic English manors in the suburbs of London you see in Victorian-period-piece movies.
This location allowed design chief Ian Callum to show off the new luxury sedan's plan view and thus its most controversial feature, its piano-black trim. While piano black is almost a cliche on luxury-sedan dashboards, you don't find it outside...until now. The 2010 Jaguar XJ features a piece of the trim on the roof rails connecting the C-pillar to the other edge of the rear quarter-window.

The piano-black trim, which shows up only close up on metallic black or British Racing Green paint, stands out like a piece of protective-trim covering on virtually any other paint color...silver, for example. An overhead view shows how it connects the side glass with the standard panoramic two-panel sunroof. Controversial styling extends to the tail and trunklid, which look more than a bit like those on Italy's Lancia Thesis luxury sedan, though Jaguar insists it just takes getting used to.You'll recognize the 2010 Jaguar XJ's nose as a more upright follow-up to last year's sensation, the XF. On the bigger XJ, which is about the same size as the more formal-looking sedan it replaces, the rectangular grille is even more resolved and the cat's-eye headlamps are even sleeker. As with the XF, there's no Leaper hood ornament, though it will be offered in North America, in case you're considering an aftermarket vinyl top as well.

"Surface tension" in the profile pays homage to Chris Bangle's "flame surfacing" as does just about everything new in the car business these days. While the roofline suggests a "four-door coupe" in the idiom of Mercedes' CLS-Class, rear-seat headroom, even with the standard two-panel sunroof, is quite good. The XJ is a bigger car than it looks. Jaguar worked hard on the sedan's aerodynamics, for high-speed stability and low wind noise and fuel efficiency.

The interior features the XF's "handshake" gearshift knob, which withdraws out of sight until rendered for use. There's a 3D virtual instrument cluster, an eight-inch high-definition touch screen for navigation, interactive voice control, and a media hub with DVD audio and video with a hard-disc storage system and high-fidelity audio with an optional 1200-watt, 15-channel Bowers & Wilkins amp, 20 B&W speakers, and Dolby Pro Logic II 7.1 Surround-Sound.

A four-zone climate control and heated/cooled seats with massage and adjustable bolsters come standard. The long-wheelbase XJ adds five inches of rear legroom and a rear-seat entertainment system with wireless, digital headphones. There are two Apple iPhone-style infrared wireless remote controls for the rear-seat passengers, as well.

The XJ's adaptive seatbelts cinch up under emergency braking, and the belts are tied to the adaptive dynamics and the stability control systems. It's swathed in typically supple Jaguar leather and a wide choice of wood or metal interior trims.

All this is wrapped in a very light, rigid aluminum monocoque bodyshell that makes the standard-wheelbase '10 XJ lighter than the shorter, steel-bodied XF. Body panels consist of up to 50-percent recycled aluminum, and Jaguar has set a goal of 75-percent recycled aluminum. The XJ is up to 570 pounds lighter than its competition, which of course includes the Mercedes-Benz S-Class, BMW 7 Series, and Audi A8.

Xenon headlamps are standard, and all other exterior lighting is LED -- no bulbs. The front lights are adaptive, with optional intelligent high beams.

The 5.0-liter, 385-horsepower V-8 is standard, with supercharged 5.0-liter V-8s of 470 horsepower and 510 horsepower optional. Transmission is a six-speed sequential automatic with paddles and adaptive shifting. Rear air suspension is standard, and Jaguar's CATS adaptive dynamic suspension is available. North America won't get the 3.0-liter diesel V-6. Jaguar says it has no plans for an R version, although it leaves open the possibility for more power and sport.

[source:MotorTrend]

New Lotus Esprit set for Release in 2012

2009-07-12T08:11:00.000-07:00

Artists have provided us with this rendering of the 2012 Lotus Esprit, a potential competitor to the Audi R8. The British automaker had previously confirmed plans to bring the iconic sports car to market for the first time since 2004, if they sell enough current models to pay for the project.

First produced in 1976, the original Lotus Esprit was based on the 1972 Italdesign concept shown at the Turin Motor Show. Created by legendary designer Giorgetto Giugiaro, the Lotus Esprit was released as a well handling, but underpowered sports car. It gained in popularity through an appearance in The Spy Who Loved Me when it served a dual-purpose as a submarine. With each successive model, the car gained more power, leading to the 350 hp Lotus Esprit V8. In its 28 year run, 10,675 units were sold.

If released, the new Esprit would have a mid-mounted V8 engine, but where they get the engine from is anyone's guess. The company could stick with Toyota, who provides the 3.5-liter V6 on the Lotus Evora. Toyota currently produces several V6 models, including an aluminum-block unit which powers the Toyota Supra GT500 racecar. The upcoming Esprit should be both wider and longer than the Evora, evoking a more supercar feel.Mixing this idea with the round, curved features at the front-end of the Evora and Elise, the artist's drawing shows an Esprit that looks like it belongs in the current Lotus lineup. Drawing off one of the first released shots of the Evora, the artist widened out the front end, adding a larger grille, while extending the height of the fenders. Turn signals are integrated into the angular side mirrors, matching a more defined style on the side panels. The boot is longer, but the artist kept the wheels right at the very end of the car. This drawing also features a unique, dual-spoke light-weight wheel.

With any luck, the new Lotus Esprit will be introduced in 2011 as a 2012 model year car.

2009-07-12T08:10:00.000-07:00

In 1982, Audi introduced its redesigned 5000 to the world and unwittingly influenced the shape of sedans to come. The 5000's smooth flanks, disk wheels and flush-mounted side glass were replicated by a generation of cars over the next two-and-a-half decades, and when its successor debuted in 1994, the A6 grew some curves while retaining Audi's patented blend of staid Germanic modernity.

The 2009 Audi A6 isn't nearly as revolutionary. It sits atop the same C6 platform we've known since 2005, and last year, the automaker gave its upper mid-sizer a mild makeover consisting of new front and rear fascias, light clusters and a few interior tweaks. Maybe that's why Audi thought it need to commission actor Jason Statham to star in a multi-million dollar Super Bowl advert to boost the A6's image. Well, that and to highlight the automaker's all-new supercharged 3.0-liter TFSI V6 – the same engine due to be fitted to several new Audis, including the 2010 Audi S4. How does the restyled A6 fair during a week of testing? And more importantly, is this new blown V6 a suitable replacement for Audi's 4.2-liter V8? Find out after the jump.

The basic profile of the A6 dates back a decade, with its curving greenhouse drawing heavily on the original TT coupe. The current generation stretches the glass longitudinally and, like other contemporary Audis, the A6 has a tornado line (designer speak) just below the sheetmetal's shoulders to connect the outermost corners of the front and rear light assemblies.

Those light clusters were the main focus of last year's refresh, although their shape remains rectangular, lacking some of the sculptural elements found in the new A4, A5 and Q5. Other modern Audi design cues have been adopted on the refreshed A6, including the RS4-esque intakes below the headlamps, along with taillights that extend towards the center of the trunk lid, pinching off at the license plate pocket.

Inside, our A6 tester had a two-tone, brown and black leather finish which drew mixed reviews from passengers. While the leather and dash materials are top-notch and soft to the touch, the color combination left some people cold. The two-tone interior does an admirable job of breaking up the vast blackness found in most modern Audis, but those who prefer a monochrome look can choose to coat the A6's interior in black, gray or beige. As for the rest of the A6 interior, it's standard Audi: no great breakthroughs, but fit, finish and materials are excellent and ergonomics are similarly good.

As with all German luxury marques, Audi has incorporated a control knob on the center console to allow users to navigate through the myriad of features and functions available through the automaker's infotainment and climate control system. Unfortunately, the updated A6 makes due with the second generation Multi Media Interface (MMI), while the new Q5 and refreshed Q7 get the third-gen system. For its part, the second iteration of MMI is still heads-and-shoulders better than most incarnations of BMW's iDrive, but it still has some annoying quirks.

The system's most notable niggle is how you spin the knob to scroll through the menus. Contrary to the majority of wart-operated devices, the Audi system places the scroll bar to the left of the menu list, and while it may seem intuitive to turn the MMI knob clockwise to scroll down, instead, it takes you up. We'll admit it's a minor annoyance that fades away after a few days, but for a system this complex it's yet another learning curve we could do without. In fact, given the flexibility and configurability of other aspects of MMI, we'd like to see a user setting where we could flip-flop the scrolling, much as many video games will allow the user to invert the axises on their controllers.

Across The Pond, the A6 and its ilk are considered "executive" vehicles, often used to ferry management-types to the board room and golf course. As a result, the A6 has an expansive 15.9 cu-ft trunk and a commodious back seat able to coddle two passengers in comfort. While Audi cites the A6's capacity at five, the sedan's rear confines are contoured to maximize the comfort of two passengers, so if your shuttling more than four people around for more than a short jaunt, it's best to take two cars.

For 2009, the existing normally aspirated 3.2-liter V6 and 4.2-liter V8 engines carry over and are joined by the new supercharged 3.0-liter V6. Until now, Audi has used the TFSI designation for turbocharged and direct injected gasoline engines. For marketing reasons, officials chose not to change that appellation for this all-new supercharged mill – presumably the Four Ringed brand didn't want to create confusion among consumers by calling this the 3.0S, lest people confuse the model for a sportier S-Line trim. Nevertheless, a few letters don't compromise the engine's effectiveness.

Nestled between the cylinder banks is a belt-driven compressor huffing enough air through the manifold to deliver 300 peak horsepower and 310 lb-ft of torque between 2,500 and 4,850 rpm. In the A6, the engine was developed to deliver instant, seamless acceleration at freeway speeds. And it does. Flawlessly. The belt driven blower means turbo lag is nonexistent and with this much grunt available at the flick of an ankle, it could easily replace the V8 before long. Although the engine – shared by the 333 hp 2010 Audi S4 – has been slightly detuned, the 4,123-pound A6 gets to 60 mph in just under six seconds and you'll never be struggling to merge onto the highway or make a pass on a two-lane road.

Also updated for 2009 is Audi's all-wheel drive setup, and like the versions employed on the new A4 and A5, the reworked Quattro system features a 40/60 front-to-rear torque split. Approaching the limits of grip, the A6 offers a more balanced feel, eliminating much of the understeer traditionally associated with 50/50 AWD platforms. Power is transferred via a six-speed Tiptronic automatic transmission that allows the shift lever to be pushed to the right for manual gear selection. However, unlike more explicitly sporting models, the A6 3.0T doesn't offer steering wheel-mounted paddle shifters, something we expect to be rectified in the future.

The A6's clear métier is to cruise the Autobahn at elevated speeds in surefooted comfort, and while we didn't have the opportunity to play with the A6 in inclement weather, past Quattros have always done an outstanding job of maintaining a stable trajectory no matter the conditions. As A6s (and 5000s before them) have done for the past quarter-century, the slick aerodynamic shape results in admirably low levels of wind noise, making this Audi a very relaxing place to cover long distances. The suspension also does an excellent job of soaking up the expansion joints, frost heaves and potholes that typify Northern roads without ever feeling floaty or out-of-sorts.

Since Audi isn't offering its excellent 3.0-liter V6 TDI in the A6 for American consumers, the sedan's fuel economy is only so-so, although not bad for its performance level. We saw just over 21 mpg during our test and the EPA rates the A6 3.0T at 18 mpg in town and 26 mpg on the open road.

The normally aspirated front-wheel drive A6 starts at $45,100, while the 3.0T jumps to $51,600. With its navigation system, our Premium Plus model carried a sticker of $54,200 – several thousand more than its Japanese competitors, but right in line with its German counterparts from BMW and Mercedes.

Like its compatriots, the A6 is available in wagon trim (Avant in Audi/Euro parlance) and for 2009, the new supercharged V6 is the only powerplant available. To our eyes, the wagon has better proportions than the sedan and offers even more utility thanks to its cavernous rear compartment and its retention of Quattro all-wheel drive. If we were making the payments, we'd opt for the wagon, with the wonderful engine making the deal that much sweeter.

Aston Martin Rapide caught undisguised in parking lot

2009-07-05T05:59:00.001-07:00

Finally, we can now show you pictures of a completely uncovered Aston Martin Rapide, thanks to photographer Simon Gregg. Gregg submitted the photos to the good folks at CAR Online, who quickly posted the pics online.

Aston Martin Design Director Marek Reichman once said, "We wanted to make the most beautiful four-door sports car in the world." The British automaker seems to have come very close to achieving their goal.

Although the car is not expected to be introduced to the public until September's Frankfurt Motor Show, these photos show a car that will be stiff competition with rival Porsche. The $89,000 to $132,600 Porsche Panamera luxury sports car was recently introduced to the public with a 3.6 liter six cylinder generating 300 hp, a 400 horsepower 4.8 liter V8 engine, and a 500 hp turbocharged V8.

While pricing is unknown for the Rapide, it will come with a 6.0-liter V12 generating 470 horsepower and 600 Nm of torque paired with a responsive Touchtronic gearbox. Performance figures have not been released, but we expect the Rapide to post numbers that are in between the two Porsche Panamera V8 models. Those cars go 0-60 mph in either 4 seconds or 4.8 seconds, depending on which engine is chosen.For photographer Simon Gregg, the looks of the car have completely exceeded expectations. "This new addition from Aston Martin is most certainly going beat the Porsche Panamera in the style stakes!" he told CAR Online. "It has the same aggresive look of the Vanquish from the rear and even offers the appearance of being a two-door car, rather than a four-door when viewed from certain angles."

Unfortunately, Gregg was not able to get pictures of the interior. He did say that vehicle has four individual seats, thanks to the center console which splits the entire cabin down the middle. "The facia and interior door panels share the styling found in the current DBS and V8 range. Rear access is via a Vantage-style rear hatch, which will make loading up very easy," he said.

Aston Martin CEO Dr. Ulrich Bez previously said, "The Rapide will exist in a class all of its own, a true Aston Martin with the high performance and dynamic excellence that defines the brand, and a luxurious sporting grand tourer without equal."

[Source: carmagazine.co.uk]

Review: 2010 Lincoln MKZ makes a name for itself in the middle

2009-07-05T05:58:00.001-07:00

The Lincoln MKZ began life as the Zephyr. It was bland-looking and far too underpowered to compete in the increasingly competitive entry-level luxury class. Ford updated the mid-size sedan back in 2007 with a more powerful engine, some cosmetic updates, and a new alphanumeric moniker. Despite the alterations, the least expensive Lincoln still didn't stack up with the competition in many areas, let alone in terms of image or "wow" factor.

Understandably, Lincoln is looking to reverse the fortunes of its MKZ for the 2010 model year, with a thorough makeover on the inside and some major cosmetic tweaks on the outside. Has Lincoln improved its volume sedan entry enough to make the MKZ a consideration for car shoppers? Hit the jump to find out how the 2010 Lincoln MKZ fared in our Autoblog review.

To understand exactly where the MKZ fits in the hierarchy of midsize entry-level luxury vehicles, we should first determine what the competition really is. Is it the Cadillac CTS? On price and size, the two vehicles are close, but the CTS is rear-wheel-drive, far sportier and has a much higher top-end price. While the Audi A4 is a front- or all-wheel drive proposition like the MKZ, it has a far greater price range and sportier demeanor. For our money, the MKZ's main competitors are the Lexus ES350 and the Acura TL. This group of vehicles has similar pricing and options, and all three are based off of non-luxury sedans sold under their parent company's less-exclusive nameplates. Admittedly, in this regard, the Lincoln is more of a gussied-up rebadge job of the capable Fusion/Mercury Milan and the Lex is a slicked-up Camry. By comparison, the TL would hardly recognize the Honda Accord as kin.

Our Tuxedo Black Clear Coat MKZ arrived equipped with the Technology Package and Sport Package options, and wore a MSRP of $37,255. The Technology Package includes adaptive HID headlamps, rain sensing windshield wipers and ambient lighting. With the Sport Package, you get an upgraded suspension, 18-inch alloy wheels and tires, and high contrast stitching with eye-catching white piping. All-wheel drive can be checked off as an option, but our tester was motivated only by its front wheels.

While the 2010 is only a mid-cycle refresh of the 2007 model, there are enough changes inside and out to fool the untrained eye into thinking that this Lincoln is all-new. The front end gains the new corporate split grille that debuted with the Lincoln MKR concept in 2007 and was first brought to production on the 2009 Lincoln MKS.

The new Lincoln front end is more polarizing than the stylistically invisible grille of the Gen 1 MKZ, and that's a good thing. In our books, "Love it or hate it" beats "not even knowing it exists" design any day of the week. Some Autobloggers like the look of the MKZ up front, though others on the team have been far less complimentary in their assessment of the new look. Another surprise and delight comes at the expense of Lincoln's Tuxedo Black paint job. Little flecks of glass embedded in the paint look like stars in the galaxy when viewed in sunlight, just like former Ford design chief Peter Horbury told us it would.

On the inside, the MKZ has been stripped of its award-winning dash design that was arguably its biggest selling point before. In its place is a more modern interior with an MKS-like look. Our model was outfitted with the optional Sport Package, which added contrasting colored seats front and back. The white piping outlining the comfortable, well-bolstered Bridge of Weir leather seating was consistently a real attention grabber, and it really brightened up an otherwise dark cabin. Another favorite of ours was our tester's classy use of chrome shapes and materials on the door inlet, which usefully differentiated the MKZ's interior from that of the Milan and Fusion.

Interior materials were nice throughout, though we were a bit disappointed that the dash materials were the same kind that can be found in the Ford Fusion. The softer, more elegant stock of the costlier MKS would have been been preferred. We also didn't like the fact that the plain-Jane, hard plastic glove box didn't quite match the look of the surrounding materials.

For more than 10 years, Ford has had the same five button keypad to get owners into their cars without keys. After a decade, the look of the keys became less than modern, so Ford gave the fixture a thorough makeover for the 2009 MKS. Not so for the MKZ, though. It still has the same old buttons as a 1999 Taurus. The standard Ford-issue key fob doesn't lend much to the luxury experience, either. In our estimation, a valet shouldn't get the keys to your $37,000 Lincoln confused with the keys from the 2008 Focus next to it.

We were also a bit puzzled by the memory seats. Every time we started the car, the side mirrors adjusted themselves down towards the cement. So we set the mirrors and our seating position to our preference (or so we thought we did), and when we got back in the car the mirrors were down again. As it turns out, you need to have the car in Park to set save your settings. This would have been fine if the MKZ defaulted to the seat being all the way back for easy ingress/egress, but that wasn't the case. Why not just leave the seat in the last position? After all, how often does someone else drive your car?

One knock against the original Zephyr was that it was flat-out underpowered when compared to the competition. At the time, most run-of-the-mill midsize sedans got more juice from their V6 engines than did the Zephyr. The 2007 model MKZ, however, was upgraded with Ford's new-at-the-time 3.5-liter V6, which was rated at 263 horsepower. Ford has kept the same engine for 2010, though 263 hp is once again on the low end of the power spectrum. The Lexus ES350 and Acura TL both eek a bit more motivation out of their powertrains, though to its credit, the MKZ gets by without the need for premium fuel.

The tried-and-true 3.5-liter performs adequately in the MKZ, with enough punch for most drivers. When combined with its silky six-speed automatic transmission, the MKZ is a very smooth operator while cruising the boulevard. Gearing has been tweaked to improve off-the-line acceleration, and the new SelectShift manual shifting option is actually reasonably quick and almost fun to use. We were able to achieve around 23.5 mpg in mixed driving, which is about where you'd be with most V6-powered vehicles in the entry-level luxury segment.

Out on the road, the MKZ is neither as athletic as the Acura TL or as cushy the Lexus ES350. Lincoln engineers settled somewhere in the middle, with a tight chassis that soaks up road imperfections while providing enough athleticism to qualify as fun to drive. The MKZ doesn't feels as edgy as the Fusion Sport we tested earlier in the year, yet it does give you the ride and handling prowess to attack curves instead of easing into them. The suspension tuning may not have been track-ready, but that makes it a more comfortable cruiser out on the highway. Ford also took pains to keep the MKZ cabin luxury car quiet, and its efforts have paid off. We were able to hold conversations freely and easily, and we didn't have to raise our voices above 80 mph, either.

Push the little Lincoln around, though, and it's less than impressive. Its steering is a little over-boosted and feedback is minimal. The optional Sport Package on our tester did provide stiffer springs with larger sway bars for increased stability. It is far more competent in corners than Lincolns of yore, and a bit more spirited than the competition from Lexus, but it isn't as composed as the Acura (let alone anything coming out of Europe).

Lincoln has definitely freshened the look of the MKZ both inside and out, and it's a markedly more attractive package than the first generation model. We're not sure if Ford's luxury brand was aiming for the middle, but after a week with the freshly updated MKZ, that's exactly where it finds itself. In terms of styling and performance, the MKZ ends up being a nice alternative for those among us who want something more spirited than a Lexus ES350 and more subdued than a Acura TL. Whether those attributes will help Lincoln steal sales from the competition is another matter. With stellar reliability ratings, solid performance and the most standard features in its class, it should.

First Drive: Bugatti Veyron Grand Sport

2009-07-04T07:15:00.000-07:00

It's the noise. I got into the new Bugatti Veyron Grand Sport feeling pretty cynical, wondering how Bugatti could possibly justify charging $280,000 on top of the Veyron coupe's eye-watering $1.7 million -- plus local taxes and delivery -- for a convertible with less than half the stiffness of the closed-cockpit car, weighing 224 pounds more and a couple tenths slower to 60 mph. Afterthought open tops like this are always worse, right? Floppy, pointless and purely for poseurs?

And then I pressed the starter button. One of the many astonishing things about the Bugatti Veyron is the way it takes such an extreme power output -- way in excess of a modern Formula 1 car -- and puts it into a docile, driveable, reliable package. But you don't realize just how well-insulated the coupe is until you start the Grand Sport with the roof off. The driveline is unchanged, but now at standstill and at low speeds you hear from behind you the constant mechanical hum of that open-air engine's 16 cylinders and 64 valves spinning, by some miracle, in perfect synchronicity. Even at low speeds -- town speeds, under 30 mph -- the hum is punctuated by a loud, fierce hissing from the wastegates of the four turbochargers every time you ease the pressure on the throttle. You might think you're a purist, and prefer the uncorrupted induction and exhaust note of a naturally aspirated engine, but I defy you not to love this noise and not to sacrifice the smooth progress the Grand Sport is perfectly capable of making in favor of a little gentle, deliberate kangarooing to get the engine sounding like a riled cobra.

And when the road clears and you can push the throttle as far in as your nerve lets you, the sounds of the ancillaries fades out and you hear that 8.0-liter engine itself -- deep, deafening, imperious, and unique, like 16 rubber mallets beating on a barrel.

In truth, Bugatti doesn't need to justify the extra cost of the Grand Sport because its price, power, and performance mean it just doesn't compete with other cars. Only 150 will be made, in addition to 300 Veyron coupes, and Bugatti estimates there are only between 3000 and 6000 millionaires and billionaires in the world with sufficient means and enthusiasm to buy one.

Bugatti's people like to say the last thing their customers need is another car. On average, they already own 30 apiece and are more likely to be deciding between the Grand Sport and a race horse, helicopter, or yacht than another supercar. So when a car is so dominated by its engine, and when one of the few criticisms you can make of the standard Veyron is that it sometimes seems too refined and aloof, and when cost is almost irrelevant, paying an extra $280,000 just to be more directly connected to that mighty motor starts to look like a bargain.

So what do you get for your money? When you first see a Veyron, it seems too small to produce and contain its scarcely believable figures. It boasts 987 horsepower, 922 pound-feet, 253 mph, and 60 mph in less than 2.7 seconds, but it's more than a foot shorter than a midsize sedan, a little over waist height, and an unthreatening egg shape. Externally, the Grand Sport gets some cosmetic changes to the lamps and wheels, but apart from that missing roof section it is visually almost identical to the coupe.

Underneath, the front half of the closed car's two-piece carbon-fiber chassis has been completely redesigned to channel crash loads through a reinforced transmission tunnel and the doors, which are now also carbon-fiber rather than aluminum and carry a huge carbon crash member. The A-pillars are now all-carbon to withstand a roll, and there are carbon roll-structures hidden in the air intakes that sprout behind the occupants' heads.

Because almost nothing has changed mechanically, this stiffening and strengthening accounts for almost all the 224-pound increase in weight, taking the Grand Sport to nearly two tons. Bugatti claims the highest torsional stiffness of any open car at 22,000 Nm/degree, (16,300 pound-feet/degree), but that's only two-fifths the figure of the closed car, and the Grand Sport has more mass, speed, and forces to cope with than any other car. With the roof off, the steeper angle adopted by the pop-up rear wing means top speed is drag-limited to around 220 mph; with it fitted it has the same insane v-max as the coupe.

Inside, the cabin seems too simple: You expect more gadgets for your seven-figure fee, but instead there are just five main dials ahead of you and a simple central console with controls for the audio, the air-con, and the other functions you'd find in any other car. It's all made of flawless, silken leather (the Alcantara used in places in the coupe would stain if it got wet), thick nuggets of aluminum and even magnesium. There are a couple features few other cars have, like the launch-control switch by the simple automatic gearshift, or the slot for the second key between the seat and the door that drops the ride height and alters the aero to let you do the full 253 mph. The Grand Sport gets a new reversing camera hidden in the rearview mirror and a new Puccini audio system too. But there are a few surprisingly cheap touches too, like the thin plastic sliders that control some of the air vents.

The removable polycarbonate roof feels worryingly bendy for something designed to stay in place at nearly a third the speed of sound, but it's simple to fit, easy to handle at 35 pounds, and comes with a Bugatti-branded display stand intended to make the most the elegant, tapering transparent central section. If you've left it behind and get caught in a shower, there's a large, rectangular umbrella in the front luggage compartment; you open it out, slot it into place, and unscrew the handle, which can be slid into a recess by the driver's right knee. Bugatti says it's good up to 80 mph; unofficially you can do 150 mph before you risk it blowing out.

The Bugatti is surprisingly unintimidating to drive slowly. The redesigned A-pillars gain a quarterlight, improving visibility, and it will just trickle along if you want it to, the seven-speed twin-clutch auto keeping the engine at around 1000 rpm, at which point it still has 540 pound-feet of torque instantly available. You'd expect a car with Can-Am power to bolt ahead with the slightest brush of throttle, but the Grand Sport is a pussycat and the only danger is being taken out by a rubbernecking fellow road-user. The ride is firm and connected but amazingly compliant for a chassis that also has to handle 253 mph, and it is only through the biggest potholes that you get a hint of shudder through its mighty carbon structure.

But this plainly isn't a car designed for town driving, even if it feels like it is. On an open road, it offers you a choice unavailable in any other car. You can, if you're feeling restrained, drive it only as fast as a Pagani Zonda or a Lamborghini Murcielago SV or some other multisyllabic supercar. For this, you might want to use the manual setting and the paddleshifts behind the wheel to keep the 'box a gear higher than it might otherwise kick down to; with all that monstrous torque available between 2200 and 5500 rpm you don't need to stray much beyond 3000 rpm to decimate everything else on the road.

Driven like this, and with the time and spare mental capacity to think about such things, the Grand Sport feels utterly composed. Its slightly revised damper settings and more progressive tire compound mean the steering is at least as good as the closed Veyron's and is largely uncorrupted by the loss of stiffness. The 400 mm eight-piston carbon brakes are, unfathomably, more than up to the job of hauling 4400 pounds back from three figures at every corner. The car turns in with a single input; if the bend tightens there's an excess of front-end grip to call on, and when it finally runs out there's safe, progressive understeer. It rolls perceptibly but naturally, and its massive traction cannons you out the other side at whatever rate you choose.

Ah, yes -- that choice. When you're done dawdling, you can do what you paid nearly $2 million for and accelerate at a rate that no other car comes close to. For this, you can stick with manual mode or choose the hyper-manic sports-auto mode, which never uses any less than 3500 rpm and is, frankly, utterly pointless and a pain in the ass unless you're either flat on the gas or hard on the brakes.

Driven like this, the Bugatti is shockingly, almost unmanageably fast. It doesn't matter how often you drive it; its performance never, ever begins to feel remotely normal. If you think you can detect the 0.2-second deficit in the Grand Sport's initial acceleration, you're a neurological marvel. Instead the open car feels faster because it sounds so much better. Under full load, that deep, loud drumming resonates in your chest cavity but stops after a beat or two because you're already at the next corner. When you lift off, the hissing of the wastegates in gentler driving is replaced by a cymbal-crash as they dump full pressure. BOOM-TISH! BOOM-TISH! It's like having John Bonham playing the drums a foot behind your head at full stadium amplification. And if you can find a stretch of road long and straight enough to let the drumming continue, you'll find the absurd acceleration doesn't begin to relent until you're well north of 200 mph. We know. We tried it.

But any old Veyron will do that. With the Grand Sport, as we said, it's the noise. All 30 that have been ordered so far have gone to existing Veyron customers. Some were probably just waiting for an excuse to buy another, but we suspect they'd all acknowledge that it's a significantly more involving car. Worth the extra? Yes. Cynicism gone? Pretty much.

Veyron Trivial Pursuit: Interesting Bugatti Facts and Figures

-The engine is hand-assembled by two technicians in Germany and makes a minimum of 987 horsepower, even at high altitude or in high temperatures. In perfect conditions its output is closer to 1050 horses.
-With 12 radiators required to cool that monstrous engine and the other systems, the Veyron carries 26 gallons in fluids, excluding fuel.
-The Veyron might do 253 mph, but it can't cover 253 miles in an hour because at that speed its 26-gallon tank will run dry after about 50 miles.
- With a tread depth of just 4 mm, the tires need to be replaced every 10,000 miles and the wheels every 30,000 miles. Total cost? Around $73,000.- The seven-speed twin-clutch gearbox is made by Ricardo in the UK, shifts in less than 150m/s, and costs $172,000.
- The front grilles are made of titanium to withstand bird strikes at 253 mph. "At that speed, the effect could be disastrous," says an engineer. "We need them to arrive as French fries."
- The ultra-lightweight titanium bolts used to secure major components cost $85 each, and are thrown away if they are tightened or have to be removed for any reason.
- The paintwork is done by the same German company that worked on the BMW Z8 and Porsche Carrera GT, and takes two days to examine in a light tunnel.
- Only one piece of glass in 30 is deemed good enough to be fitted to the car; the rest are stored for spares and future restorations.
- For its 60,000-mile service, the Veyron must be split in half. The work can be carried out in just five locations, or a mobile workshop can be flown to your car. No Veyron has yet done more than about 30,000 miles.
- Three Veyrons have been terminally damaged in accidents: two in the UK, and one in Japan. Another was destroyed in the U.S. when the truck delivering it was involved in an accident. At least one has been repossessed by a finance company in the recession.

[source:MotorTrend]

Review: Yamaha FZ6R arrives as a rational sportbike

2009-07-04T07:12:00.000-07:00

Before even throwing a leg over the new 2009 Yamaha FZ6R, we couldn't help but think that this bike fits neatly into the burgeoning entry-level sportbike category and is just the kind of motorcycle that most Americans would be better off purchasing than a bike from the more popular supersport category. Generally speaking, though today's crop of 600cc race-replica motorcycles are tons of fun to ride in a proper setting, there are few if any circumstances where it's necessary to have a machine capable of topping 160 mph or accelerating to 60 in around three seconds on public roads. With this in mind, we had very high hopes for Yamaha's latest middleweight sportbike. Did it meet our lofty expectations? Read on to find out.

In the past, many basic sporty motorcycles were let down by a distinct lack of technology, performance and looks. That's no longer the case today as bikes like the Kawasaki Ninja 650 and ER-6n, Suzuki GSX650F, SV650 and Gladius and Yamaha's FZ6 and FZ6R all offer a reasonable amount of horsepower, attractive designs and a relatively low cost.

Despite sharing similar names and the same basic powerplant, there's quite a bit of distinction between Yamaha's FZ6R and its still-available naked predecessor, the FZ6 -- most obvious among them the full fairing that does a pretty convincing job of replicating the look of a real repli-racer. That's an important part of the puzzle that we think is likely to tilt the purchasing decision balance in its favor here in the States.While both bikes use a 16-valve 600cc inline-four-cylinder engine with 12.2:1 compression, dual overhead cams and Mikuni electronic fuel injection, the power band of the newer FZ6R has been lowered and total output has been tamed via a less aggressive camshaft profile and smaller throttle valves. Further, the clutch mechanism has been altered to allow for an easier pull and more forgiving actuation.

In order to keep the initial purchase price low, Yamaha employs high-tensile steel in lieu of aluminum for the FZ6R's frame. A 41mm conventional fork supplied by SOQI is held at a mild 26-degree angle, which provides a generous 103.5mm of trail. Out back, a SOQI shock is actuated by a linkage that provides a fork-matching 5.1 inches of travel and is adjustable for preload in seven steps. Braking duties are handled by a 2-piston sliding caliper clamping down on a 298mm disc up front and a single-piston caliper out back.

These modest bits work just fine in real-life riding conditions, though outright stopping power is surely limited when compared to track-ready machinery. Naturally, the twin five-spoke cast aluminum rims are both 17-inches in diameter, with the front holding a 120/70R17 tire and the rear a 160/60/R17. An advertised wet weight of 470 lbs means the FZ6R isn't exactly a light bike, though we never thought it felt unduly heavy out on the road.

Of paramount importance for a bike that's aimed squarely at beginning riders, women and anyone looking to dip just a toe in the sportbike waters, the Yamaha FZ6R has what could best be described as highly rational ergonomics. With a saddle that sits just 30.9-inches above the tarmac (the onboard toolkit can be used to adjust the saddle another 20mm higher for those long of leg), the FZ6R should accomodate most riders, and the adjustable bars were just a very short reach forward for this 6'1" tester. Seatpegs lie almost directly below the rider's posterior and allow some freedom to take pressure off your lower back on long rides or bumpy roads. As we said, it all makes perfect sense for real-world riding scenarios.

A quick flick of the right thumb brings the R6-derived powerplant to life and it quickly settles into an easy idle. First impressions indicate that this will be a serene riding experience, especially due to the distinct lack of noise coming from the bike's engine. Rowing through the six-speed gearbox couldn't be any easier or trouble free as it is on the new Yamaha, though we did wish the bike's digital dash displayed a gear indicator. Clutch action is as light as we've ever experienced on a 600cc machine and was very easy to modulate for either smooth-and-steady or overtly aggressive takeoffs.

The FZ6R proved completely in its element around town, where its reasonable and completely sufficient power delivery allowed us to easily spurt ahead of traffic with zero drama. Braking in this environment was also perfectly adequate and the bike's relaxed geometry lent a feeling of stability when weaving in and out of California's well-known heavy traffic.

Out on the highway we noticed what may be the FZ6R's most obvious shortcoming. Once the tach needle approaches 7,000 RPM or so, the solidly-mounted engine gets noticeably buzzy and begins sending unwanted vibrations through the pegs and bars. In top gear at 75 miles per hour, we grew tired of the the powerplant's vibes after just a few short minutes. Fortunately, a quick downshift to fifth gear raises revs just enough that the problem almost completely disappears, so we wouldn't call the buzzy midrange a deal-breaker unless you plan on riding lots of freeway miles, which isn't what this bike is made for anyway. Once past the tingly zone, the FZ6R's engine pulls rather nicely to its 11,500 redline with enough verve to keep the ride interesting. Riders accustomed to the peaky nature of most 600cc supersport bikes aren't going to be impressed with the top-end rush, but for the bike's intended demographic, it's perfectly suitable.

We got off the freeway just in time for some nasty weather to roll in. Dense fog, low temperatures and constant drizzle conspired to take our fun away for the first few miles on the twisty roads that brought us to our chosen destination, but did allow us time to appreciate the fact that at least we weren't riding a naked sportbike. Thankfully, the gloom lifted and the sun appeared long enough for us to test the bike on some nice canyon roads, as you can see in our high-res image gallery.

Side-to-side transitions were totally stable and ridiculously easy to induce -- possibly due to the narrow footprint of the stock tires -- and there's plenty of cornering clearance to incite the expected grins. The brakes worked just fine at the relatively brisk pace we were going and the wide spread of power meant that we didn't need to jab constantly at the clutch and shift lever. Entry-level riders will find that the FZ6R is plenty of bike under just about any set of circumstances and we bet it would even perform well as a good mount with which to hone a rider's skills on the track.

As we mentioned at the outset, we were expecting this machine to be the kind of motorcycle a rational human beings should purchase. As we finally unmounted our steed after returning to Yamaha's corporate headquarters in California, we couldn't help but think the bike had completely lived up to our expectations. Yamaha's 2009 FZ6R fills its role as an urban commuter and weekend plaything with aplomb and does everything you could ask for in a proper streetbike for just under $7,000 in basic black (Yamaha calls it Raven), which we thought looked pretty darn nice. Those looking for a bit more visual stimulation can opt for Team Yamaha Blue and White, Pearl White or Cadmium Yellow for an extra Benjamin.

We'd have no qualms recommending the 2009 FZ6R as an entry-level sportbike to anyone who doesn't intend to spend hours droning along on the freeway. In some cases, using adjectives such as 'adequate' or 'sufficient' could be construed as damning with faint praise. In reality, Yamaha has hit the nail right on the head with the FZ6R, and in the process has constructed an excellent streetbike that does exactly what it's supposed to do.

Pics aplenty: 2010 Audi TT RS is ready for its closeup

2009-06-17T08:00:00.001-07:00

Audi has released a plethora of new beautiful photographs of the Audi TT RS Coupe and Roadster, and it just makes us want them to change their mind about bringing the car to the United States even more. After all, what's not to love? The 2.5-liter turbocharged five-cylinder puts out 340 horsepower and 332 lb-ft torque running through a six-speed manual transmission and Audi's quattro all-wheel drive system.

It also comes with other goodies like a stiffer suspension, five-spoke 18-inch wheels, more aggressive exterior styling, Alcantara /leather sports seats, and more. Why wouldn't we want a TT that has all that?

A Pure Driving Machine developing 340 bhp

Audi is once again producing a five-cylinder engine – and a very special one at that. Arriving at dealerships this summer, the TT RS has a turbocharged 2.5-liter engine with direct gasoline injection; it produces 250 kW (340 bhp) and 450 Nm (331.90 lb.-ft.) of torque. The blazing five-cylinder engine enables the TT RS to perform extraordinary feats. In conjunction with quattro permanent all-wheel drive and a high-performance chassis, the engine makes the compact Audi TT RS a top-notch sports car – available as a coupé or roadster.

Sporty five-cylinder gasoline engines have a long legacy at Audi. The most famous is arguably the turbocharged 2.1-liter engine in the Audi quattro. The first version, which was launched in 1980, offered an impressive 147 kW (200 bhp). And the Sport quattro from 1984, directly inspired by motorsport, delivered a whopping 225 kW (306 bhp). For 25 years, turbochargers and quattro have been a dynamic formula for success.Audi has resumed using this recipe. Designed from scratch, the five-cylinder engine combines a turbocharger with FSI direct gasoline injection to elevate the TT RS to a high-performance sports car. The TFSI delivers 250 kW (340 bhp) from a displacement of 2,480 cc (151.34 cu in): a specific output of 100.8 kW (137.1 bhp) per liter.

The power-to-weight ratio is also outstanding. In the case of the Coupé, which weighs in at a mere 1,450 kilograms (3,196.70 pounds), the power-to-weight ratio is just 4.3 kilograms per bhp. The Roadster has a weight of 1,510 kilograms (3,328.98 pounds) and a power-to-weight ratio of 4.4 kilograms per bhp – thanks to its extremely lightweight and largely aluminum body constructed as per the Audi Space Frame principle.

The TT RS Coupé rockets from 0 to 100 km/h (0 to 62.14 mph) in 4.6 seconds; the Roadster needs just a tenth of a second longer. The limited top speed of 250 km/h (155.34 mph) is merely the official figure for both versions; as an option, Audi can increase it to 280 km/h (173.98 mph).

Almost even more impressive is the aggressive pulling power. The maximum torque of 450 Nm (331.90 lb.-ft.) is always available between 1,600 and 5,300 rpm. In addition, the TT RS overtakes without the slightest effort. Last but not least, its engine makes passengers' skin tingle time and again thanks to its speedy and powerful response, its inspiring free-revving character, and its unmistakably guttural tailpipes: five-cylinder classical music by Audi!

Compact and Lightweight: The Five-cylinder TFSI
As an uncompromising sports-car engine, the 2.5-liter TFSI is ultra-compact. Just 49 centimeters (19.29 inches) in length, it is ideally suited for transverse installation in the TT RS. And its weight of just 183 kilograms (403.45 pounds) also sets a record. The crankcase is made of vermicular-graphite cast iron. This high-tech material unites the utmost in strength with low weight; it has otherwise only been used for the large TDI engines from Audi. Perfectly placed reinforcements enhance the block's loadability. The lightweight cylinder head, the pistons, and the connecting rod are lightweight as well as high-strength.

The ultra-powerful five-cylinder engine is extremely fuel-efficient, requiring an average of just 9.2 liters/100 km [25.57 mpg] as regards the Coupé (Roadster: 9.5 l/100 km [24.76 mpg]). Switchable flaps in the intake manifold mix the incoming air in a calculated configuration. Injected at a pressure as high as 120 bar by the common-rail system, the gasoline swirls intensely in the combustion chamber – which in turn cools the walls. This subsequently facilitates a compression ratio of 10.0:1, which is very high for a turbocharged engine. Both of the adjustable camshafts, controlled via chains, also enhance charging efficiency with respect to the air-fuel mixture.

The large turbocharger generates up to 1.2 bar of boost pressure. The intercooler, fed air ideally by the lower segment of the single frame radiator grille, reduces the temperature of compressed air by over 80 percent at full load.

When an Audi TT RS driver pushes the standard Sport button on the center tunnel, a flap installed in the left exhaust tailpipe renders the exhaust noise even more robust and intense while boosting engine responsiveness. An optional Sport exhaust system is available with matt black tailpipe trims and sound flap.

For Purists: The Driveline
The Audi TT RS is the first classic sports car in the Audi RS family. Like the RS 4 and the RS 6, the Audi TT RS was developed by quattro GmbH as a pure, no-holds-barred driving machine. A new six-speed manual transmission conveys the engine's tremendous power, and permits easy and precise operation thanks to a specially designed shift lever boasting particularly short shift travel. The transmission's defining characteristics are a high efficiency ratio and a sportily narrow spread of the gear ratios.

The Audi TT RS features quattro permanent all-wheel drive as standard equipment. Its heart lies at the rear axle: an electronically controlled, hydraulic multi-plate clutch. If a situation calls for it, the clutch redirects a majority of the torque input from the front wheels to the rear wheels.

Within milliseconds, a powerful electrical pump in conjunction with an accumulator presses together the clutch's plates via hydraulic pressure. Additions to the quattro powertrain include a constant velocity joint before the propeller shaft and a compact rear-axle differential – both are heavy-duty components.

The quattro drivetrain grants the Audi TT RS outstanding traction, fascinating dynamics, and superb stability. Winding rural routes or some laps around a racetrack allow the superior handling to shine. The precise and responsive steering, the instantaneous reactions of the chassis, the neutrality at the cornering limit, the grip while exiting a curve, and – time and again – the engine's thrilling power: every mile in an Audi TT RS exudes the distilled essence of sportiness.

High-tech Excellence from Audi: Chassis and Body
The chassis of the Audi TT RS builds on the cutting-edge foundation of the base TT design. The four-link rear suspension, which handles longitudinal and lateral forces separately, plays a crucial role. The electromechanical steering is highly efficient and the power steering adjusts to the vehicle's speed. With aluminum in the front and sheet steel in the back, the body's innovative mixture of materials results in a well-balanced axle-load distribution, excellent crash safety, and the outstanding rigidity which lays the cornerstone for the car's precise handling.

The standard sports chassis, which lowers the body by 10 millimeters (0.39 inches), features tightly tuned springs and shock absorbers. The optional Audi magnetic ride adaptive damping system allows the driver to select one of two modes for the shock absorbers by simply pushing the Sport button. Dynamic mode enables the TT RS to hug the road; Comfort mode provides a pleasantly balanced ride perfect for long journeys.

The sportiest version in the TT model line boasts 18-inch wheels fitted with 245/45 tires. They are complemented by mighty ventilated disc brakes, which measure 370 millimeters (14.57 inches) in diameter at the front and 310 millimeters (12.20 inches) at the rear. So that heat dissipates quickly, the front friction rings are perforated. They, in turn, are connected by hollow pins to the aluminum brake discs, which are encircled by black four-piston brake calipers made of aluminum and bearing RS logos.

The Electronic Stabilization Program (ESP) can be switched off partially or entirely. In Sport mode, the engine does not intervene to monitor traction and, correspondingly, the brakes engage later than otherwise. In the second mode, the ESP is fully deactivated.

The Face of Power: The Exterior
At just 4.20 meters (13.78 feet) in length, the vigorously compact Audi TT RS hints at its explosive potential from the very first glimpse. The front spoiler tapers downward into a splitter, reminiscent of a racing car. The large and squared air inlets have diamond-shaped inserts. And the high-gloss black single frame grille with a frame in matt aluminum look and the TT RS badge bear the same styling. The xenon plus headlights with LED daytime running lights notify faraway drivers that an Audi TT RS is approaching.

The sides of the vehicle are accentuated by large wheels in 5 twin-spoke design, vigorous side sills, and exterior-mirror casings in matt aluminum look. At the tail end, the two large oval exhaust tailpipes – spaced apart – are encircled by a diffuser insert. Here, too, is a TT RS badge. A stationary rear spoiler is standard, though customers can opt for one which automatically extends and retracts. Thanks to a drag coefficient of just 0.3, the 2+2-seat coupé and the two-seat roadster glide effortlessly through the wind. Audi offers the TT RS in eight colors. Among them are four exclusive options: Daytona Gray, pearl effect; Mugello Blue, pearl effect; Sepang Blue, pearl effect; and Suzuka Gray, metallic. The Roadster's soft top comes in black or dark gray.

Exclusive Character: Interior and Equipment Packages
The dynamic exterior of the Audi TT RS is matched by the interior. The leather multifunction sports steering wheel has an especially thick rim, is flat-bottomed, and is covered with perforated leather. Integrated in the instrument panel, the driver information system can display boost pressure and oil temperature as well as a lap timer for chronicling feats at the racetrack. The door handles consist of two slim strips – typical of Audi RS models. An automatic climate-control system and the concert sound system are standard, as are an electrohydraulic soft top and an electric wind deflector for the Roadster.

The entire interior is black. The heated sports seats feature an Alcantara/leather combination with silver contrasting stitching and embossed TT RS logos in the front backrests. Additional badges and logos appear on the steering wheel, in the rev counter, and on the door sill trims. The inlays are made from brushed aluminum. Floor mats feature silver piping trim; footrests and pedals are in aluminum look.

Audi offers TT RS customers a diverse range of optional equipment: variably styled wheels measuring 18, 19 or 20 inches in diameter; bucket seats with folding backrests; seat upholstery in Silk Nappa leather with perforations or Fine Nappa leather with special TT perforations; inlays with Ibis White or Phantom Black paint finish as well as matt aluminum-look inlays for the exterior. In addition, there are high-tech navigation and multimedia systems available. Sales of the Audi TT RS begin in March; deliveries are scheduled to begin this summer.

[Source: Audi]

Review: 2009 Lexus IS F pursues perfection, might need more personality

2009-06-17T07:59:00.001-07:00

The Lexus IS F is the sole Japanese contender in a crowd of compact high-performance sport sedans. Boasting a full complement of performance upgrades, including a 5.0-liter V8 mated to a quick-shifting eight-speed automatic transmission, the 416-horsepower sedan blasts to 60 mph in well under five seconds. But the stats only tell part of the tale. Do the sum of the IS F's parts make it a contender against the best from Germany and America? Let's find out.

The first Lexus IS rolled into showrooms about a decade ago. The rear-wheel drive sedan sported a silky 3.0-liter inline-six (2JZ-GE) and went head-to-head against the standard BMW 3 Series, Mercedes-Benz C-Class and Audi A4. A fine compact sedan under anyone's scrutiny, the first-generation IS only offered one engine. Lacking a factory-tuned performance variant, it was forced to sit on the sidelines and watch as the competition's high-performance M3, C43, and S4 frolicked through America's canyons and race circuits.

The second-generation Lexus IS bowed in 2006. Following the European's lead and in keeping with the times, the Japanese automaker replaced the single inline-six with two V6 choices: 2.5-liter or 3.5-liter. Unfortunately, even with a strong 306-hp engine under the hood of the IS350, the new sedan was still ultimately outgunned by its high-performance competitors. Lexus finally answered the pleas of those seeking a Japanese alternative to the BMW M3, Audi RS4, Mercedes-Benz C63 and Cadillac CTS-V when it introduced its IS F variant at the 2007 Detroit Auto Show. The IS F wasn't just the first hot IS model to hit the showroom; it was the first high-performance car from Toyota's luxury division.

Compared to its lesser siblings, the IS F is visually distinguished by its aggressive front splitter, oversized hood, flared fenders, 19-inch wheels, rear spoiler, and angle-stacked quad exhaust outlets. You may have heard by now that those four rear chrome ovals sing with the authenticity of Milli Vanilli (the real exhaust is dumped a couple inches in front of them), but that's an increasingly common tactic these days, and at least it serves to keep the finishers clean.

The interior features sporty bucket seats, revised instrumentation, special trim, and additional standard features. Of course, there are also plenty of "F" emblems and escutcheons on the car to remind you why you paid a base price of $56,610 (our tester rang up at $61,120). In case you were wondering, that is a $25,000 premium over the entry-level IS250. The cosmetics and nomenclature are nice, but it is the mechanical ingredients that stir our souls.

Shoe-horned under our 2009 model's aluminum hood is the company's 5.0-liter V8 (2UR-GSE) that shares its basic architecture with the engine found in the hybrid Lexus LS 600h. Unlike its gas-electric big sister, this bad boy has been tuned by Yamaha to crank out another hundred-plus horses and gobs more twist. The result is a turbine-smooth, all-aluminum monster rated at 416 hp and 371 lb.-ft. of torque. Bucking the recent trend of offering a race-bred dual-clutch transmission, Lexus engineers chose to send the power through a modified electronically-controlled eight-speed automatic sourced from the LS 460.

Powertrain complete, the Lexus engineers lowered the car and beefed-up the double-wishbone suspension with sport-tuned dampers, high-rate coil springs, and hollow stabilizer bars. The standard wheels are 19-inch forged units from BBS, wearing 225/40R19 tires up front and 255/35R19 rubber in the rear. A limited-slip differential ensures power is consistently sent to both sides. Generous six-piston front and two-piston rear calipers, both sourced from Brembo, are in place to reign-in the 3,780-pound sedan, and like the others battling it out in this segment, the IS F looks absolutely great on paper. But, let's see how she runs...

Dropping this writer's six-foot, two-inch frame behind the wheel of the smallest Lexus four-door wasn't a problem. The overall cabin is intimate, but comfortable for the driver and shotgun passenger. The heavily bolstered sport seats up front fit well and leg room is not an issue. The steering wheel isn't particularly thick, but it is satisfactory in the hand. Set immediately behind the rim, perfect distance from the fingertips, are dual transmission paddles "done properly" (downshift on the left, upshift on the right). Lexus has eliminated the middle rear seat, allowing just four passengers to enjoy the IS F. Despite the change, those in the rear will be cramped, as the Lexus IS cabin is the least accommodating when compared to its primary rivals.

The over-engineered dashboard of the IS F isn't as interesting as the chronograph-inspired previous-gen IS300 model, or as ergonomically friendly. Although the touch-screen navigation unit works well, we never warmed to the unintuitive switch locations and the smallish climate control buttons. Ironically, the greatest offender is the all-important Lexus Vehicle Dynamics Integrated Management (VDIM) "sport mode" switch. Its primary task is to increase throttle response, tighten steering feel, and extend the envelope of stability control. Sadly, the little black rocker is perfectly hidden behind the steering wheel. Making matters even more frustrating, it defaults to "normal" whenever the car is shut off, so it needs to be pressed each time you start the car and want to get down to business.

Ergonomics and switch logic aside, with a press of the start button, the V8 springs to life. We're pleasantly surprised to find the rumble at idle is akin to an American muscle car-low and deep with a slight burble. Gearshift placed simply into Drive, we pull out to empty the road and floor it.

It's hard to describe the sound that emanates from the IS F under full throttle. It starts as a deep, guttural rumble from the rear of the car. As the speed builds, the engine's variable valve timing (VVT-iE) takes charge and the audio moves rapidly forward. The firewall strains to contain the beast that thunders from under the hood above 4,000 rpm as the engine spins towards redline. The audio track of the IS F is near perfect. It is never tiring or droning, and it always seems to get the pulse racing just right. The V8's enthusiast-gratifying howl should be studied by the competition, and duplicated accordingly.

Our fear was that this brilliant engine was wasted on an LS460-sourced (*ahem*) slushbox transmission. Wrong. The eight-speed automatic sprints through its gears like Ashley Force covers a quarter mile. It doesn't seem to leave one ounce of power on the table. If you want to be pampered, it delivers warm buttery smooth shifts that maximize economy. If you want to scream, it instantaneously drops directly into the power band and breaks the rear tires loose. Leave the electronics in "Sport" mode and the shifter in "Drive" for the perfect balance between wussy and warrior and be mesmerized as the electronic brain magically matches to the gear you were thinking about. While we still prefer a dual-clutch, this could be the best electronically-controlled auto we've ever sampled.

We didn't hook test gear up to the IS F, but Lexus claims a run to 60 mph in about 4.5 seconds. Hold the pedal down, and the fun is electronically cut off at 170 mph. Through the bottom pockets of our jeans, it feels about as fast as the BMW M3, but the torque-heavy Mercedes-Benz C63 and Cadillac CTS-V ought to outsprint it. Thanks to the aforementioned lightning-fast transmission, highway acceleration is awesome. The IS F will be complacently loafing along in its top gear when you stab the throttle, but when called upon, in a split-second, it drops down to third gear and throws your torso into the seatback as the traffic around you fills the rearview mirrors.

Naturally, we took the IS F into the California mountains, and with the VDIM switch set to "Sport" (as it exhaustively was practically the whole week) we rolled back and forth on our favorite stretch of squiggly asphalt. Unquestionably, the Lexus was both competent and entertaining. Its smallish wheelbase allowed the IS F to tackle the road with the ravenousness of a sports coupe, not a four-door sedan. The sticky Bridgestone RE050A tires never protested, and the electronic stability control gave us a long leash. Only when pushed a bit too hard did it eventually surrender to the laws of physics – the result was easily managed vanilla understeer.

Looking for flaws while playing in the canyons, we found two small areas in need of improvement. First, although the steering accuracy was never questioned, the electronic assistance was a bit lighter than we'd like even with "Sport" mode activated. It had an artificial feel that just wasn't right. Second, although fade or stopping power wasn't an issue, we would have enjoyed brake pads with a bit more initial bite during the first inch of pedal application. We'd accept some brake noise or accelerated wear for better pedal feel. Neither of these were deal-killers, mind you, just small blemishes.

During the course of the week, we drove the Lexus IS F all over the Los Angeles basin. We suffered through traffic on the way to the airport and loaded the sedan with family as we headed down to Disneyland for the day. We took the in-laws to dinner one evening, and then purchased plants at Home Depot the next morning. The dual-personality of the Lexus was appreciated, even if it was underutilized in this flavorless role.

About the only obvious annoyance with the Lexus IS F was found deep within its wheel wells – that sport-tuned suspension. While the Lexus sport sedan is great in the canyons, a joy to toss into the corners, straight-line driving on anything but polished marble will leave you and your occupants wondering how to turn the methodical oscillations off. Around town, the ride may be brushed aside as sportiness. However, highway travel becomes downright agitating as minor undulations are amplified by suspension tuning that relentlessly rocks occupants – it's not harsh, just overly busy. Lexus engineers missed the mark as their counterparts each seem to offer a more complaint ride without any compromise of their sport-tuned objectives. The IS F is an excellent candidate for electronically-controlled dampers.

As for fuel usage, let's just say the EPA's rating of 16 mpg city and 23 mpg highway proved to be a bit optimistic with our heavy size elevens on the gas pedal. Going out of our way to fill the tank after a 116-mile canyon tour, the IS F returned 13.28 mpg (calculated by hand). While that was expected, what we didn't anticipate the excellent fuel economy delivered during our highway trip with four passengers and luggage. Filling the tank immediately after exiting the highway, we calculated that the Lexus sipped fuel at the rate of 25.09 mpg during the 174-mile trek – better than our Nissan Murano achieved on a similar highway cycle with the same load.

We all have to consider ourselves rather lucky. The high-performance sedan segment bears a suite of 400-plus horsepower jewels, each delivering a slightly different driving experience. The BMW M3 is the nimble athlete, using agility to dismiss its lack of torque. The Mercedes-Benz C63 is decidedly beastly, powering its way around in a unique Teutonic muscle car manner. The outgoing Audi RS4 still offers all-wheel drive and impeccable accommodations, confidence and comfort under any road conditions. The Cadillac CTS-V matter-of-factly delivers the most of everything with traditional brutal American excess – at a value pricepoint.

The Lexus IS F is not the fastest, not the most nimble, and certainly not the most comfortable of the clan. It may be the least expensive for now, but the savings are really negligible in this price bracket. What the IS F brings to the table is distinctive Japanese execution of design. That means it does everything it was designed to do with precision, polish, and reliability (yet that exactness may come at the expense of idiosyncrasies and peculiarities many enthusiasts call "personality"). If this perfection in execution is your aspiration, however, then the IS F is your accomplished ride.

New ABT AS3 based on Audi A3 Facelift Revealed

2009-06-17T07:58:00.001-07:00

ABT has released a tuning kit for the facelift Audi A3. The tuner calls it AS3 and it's more than just a cosmetic surgery. Getting into the exterior detail first we see that ABT has modified a few components such as the front grille, the bonnet, the fenders and the front bumpers. Even the front LED lights have changed shape form the standard bulbs.

The rest of the bodywork is made up of new side skirts, a front spoiler insert, fender inserts and a rear apron. ABT's recognisable four tailpipe unit gives the cars more presence. ABT AR or BR alloy wheels measuring 18 or 19-inch are recommended for the AS3. The suspension has been lowered by 35mm to improve handling and agility.

For power ABT extracted even more juice out of the standard units in order to match looks with performance. So the baseline 1.4 TSI which normally comes in at 92kW (125hp) has been increased to 118kW (160hp). Audi produces a standard 118kW (160hp) 1.4 TSI as well but that has been bumped up to 154kW (210hp). The 2.0-litre petrol gets the most boost from what is comparatively a pedestrian 147kW (200hp) to 177kW (240hp).On the diesel side the 2.0 TDI is puffed up to either 125kW (170hp) or 140kW (190hp) depending on where in the power band it starts in its normal life. ABT says fuel consumption and engine reliability have not been affected by these power increases.

[Source: Abt Sportsline ]

Auto Review: 2009 Land Rover LR2 HSE is naughty by nature

2009-06-02T07:12:00.001-07:00

Land Rovers have always gone their own way – often literally. While off-roading demands a low center of gravity and muddy trails would seem to warrant hose-out interiors and body-on-frame-construction, the British automaker has long contented itself building tippy-looking unibody boxes with tall greenhouses and opulent cabins – the anti-Humvee, as it were. Further, in recent iterations, they've packed their products with immense electronic systems, air suspensions, dial-a-topography Terrain Response controller, and so on... the very sort of complexity that ought to be enough to send English sports car enthusiasts running back to their therapists' offices.

And yet, the formula has always worked – vehicles like the Range Rover and Discovery (now LR3) have somehow managed to earn both Kalahari-traversing credentials and valet stand privileges. Other companies have attempted the leather-lined off-roader thing before (Lamborghini, Lexus, Hummer, Porsche, and LaForza come to mind), but while some have added the trappings of luxury to their SUVs, exactly no one has been as successful in marrying their vehicles to the notion of aristocracy – the sort of "Lord and Master of All That I Survey" quality that has remained Solihull's historic preserve. In short, Land Rovers have always been a gloriously and uniquely British contradiction on wheels – a fact that goes some way toward explaining why your author remains more than a little conflicted when it comes to this LR2.

A Contrarian SpiritAdmittedly, with more and more buyers flocking to the softroader pool, it made a good degree of sense for Land Rover to take a second crack at the market – even after the lackluster Freelander failed to find Stateside homes. Still, despite the solid concept of bringing a dose of the company's values, styling and heritage to bear on the segment, there's no getting around that the genre's developing conventions are at odds with traditional Land Rover tenets – most of which the LR2 doggedly seeks to uphold. Allow us to explain.

These days, more and more such vehicles are coming to market with a lower ride height, minimal off-road ability, and wider, more voluptuous bodies that have the occupants sit lower in the chassis to subconsciously reinforce feelings of security and safety. Perhaps predictably, the LR2 hasn't even waited for the crossover handbook's ink to dry before throwing it out the window and into the mud.

On the styling front, our tester deployed a raft of premium touches – complex-element bi-Xenon adaptive headlamps (part of the $1,050 Lighting Package), clamshell hood, side vents, massive 19-inch alloys (in a new pattern for 2009), and in the case of our tester, impressively lustrous Rimini Red paint. Ultimately, however, the LR2's rectilinear stance and slab sides strike at least some of us as gussied-up paint-by-numbers SUV bodyshell – not a unique form. This author would argue that the LR2 looks smallish and a bit like a lux variant of a more prosaic vehicle (say, Ford Escape?), and its jutting Leno-like mandible of a front bumper does it no favors. Somehow, the LR2 ultimately fails to cash-in on the Sub-Zero minimalist aesthetic advanced by the Green Oval's other models. However, it does offer more traditionally rugged, upright SUV looks than its increasingly wagon-like foes – and that strikes us as a valuable (if niche) position worth saving.

Despite its somewhat gangly appearance, the LR2 is actually wider than its chief competitors (think: BMW X3, Audi Q5, Mercedes-Benz GLK, and Volvo XC60), yet it is also taller, has the shortest overall length and employs a markedly shorter wheelbase – all of which conspire to give it a comparatively tippy-toes look. This sensation is reinforced inside by the vehicle's dining room chair seating and low beltline. That "on, not in" feeling is pure Land Rover, though, and it's done for a reason – the formal driving position allows for a markedly better view of the vehicle's corners and immediate surroundings than any of its competitors – an important factor when tiptoeing around boulders and threading down narrow two-tracks. Sadly, unlike many Range Rover and Discovery owners we know, we have trouble envisioning the average LR2 driver subjecting their vehicle to much more than the occasional curb hop or gravel road, so this strategy may be of limited merit, – even if it is necessary to stay on [brand] message.

Bright, But Boring

With the exception of the annoyingly contrived starting process (insert oversized fob into hidden slot below gauge binnacle, push in until it clicks, then reach up to push the separate engine start/stop button), just about everything in the interior is on the up-and-up ergonomically, with large buttons, simple layouts, and good switchgear feel. Better yet, the low, elbow-on-the-sills beltline and matching décolleté instrument panel combine with the standard twin-element sunroof to flood the interior with sunlight, lending it an open and airy sensation. Despite the abbreviated overall length and the titchy wheelbase, there's plenty of room inside, again, thanks to the upright seating. And yet... the LR2's interior has a bit too much starch in its collar for our tastes.

The dashboard itself is a style-free zone, some plastics are substandard, and worse still, the center stack is badly dated, with a too-small yestertech navigation touchscreen (part of the $3,500 Technology Package) set distractingly low in the dash, to say nothing of the separate 320-watt Alpine audio controls that lurk even further down (and whose old-fashioned display is prone to washing out in the aforementioned floods of sunlight). Still, points must be awarded for the beautiful and aromatic almond leather/nutmeg carpet combination (also new for 2009), easy-to-read instruments, and heated windscreen (part of the $700 Cold Climate Package). And although we chide Land Rover for its aging in-dash technologies, we're quite pleased that they have yet to adopt an overly complex all-in-one GUI controller like their rivals at Audi, BMW and Benz.

Road Scholar? Well...

Despite casting the smallest shadow among its peers, the unibody LR2 is actually the heftiest customer of the compact premium class, toting around some 4,250 pounds (competitors generally ring up in the 4,000-4,200 pound range), a number that doesn't bode well for the 3.2-liter inline-six, which only brings 230 horsepower (@ 6,300 rpm) to the party. That's substantially fewer ponies than the LR2's aforementioned adversaries, most of which corral upwards of 260 hp.

At least the Volvo-sourced 24-valver's 234 pound-feet of torque (@ 3200 rpm) is in the hunt, albeit a bit higher up in the revband, though we wish the kickdowns from the Aisin-Warner six-speed transmissions happened a bit more smoothly and quickly. The latter's sport mode helps somewhat, but blistering progress just isn't on the menu – our rear-end accelerometers peg 60 mph as well north of 9 seconds (LR claims 8.4 seconds, but we're not buying), while many of the LR2's tarmac-oriented classmates will do the deed in under 7 clicks (and most will make more attractive noises while doing so). Because drivers will often find themselves dipping deep into the 3.2's meager reserves, fuel economy fails to excite as well, with EPA figures of 15 mpg city and 22 highway (17 mpg combined), though we could only muster 15.2 per gallon of premium fuel in mostly highway driving.

Speaking of highway driving, you can expect lots of minor course-corrections on the superslab, especially when it's windy. The quick steering rack (2.6-turns lock-to-lock) feels at odds with the rest of the LR2's abilities, so as a consequence, it feels a bit wayward and unsettled – a sensation that's magnified by the tallish seating position. There's a good amount of pitch and yaw from the long-travel suspension as well, although confidence-inspiring, linear braking performance help assuage any dynamic fears.

The Dirty Iconoclast's Payoff

But hang on – things can't be all bad, can they? Hardly. While we didn't take our HSE off-roading during its week with us in Michigan, we must confess to having prior knowledge of the LR2's extensive off-road capabilities, having tested the model's pluck at Biltmore Estate's Land Rover Experience last year in Asheville, North Carolina. After traversing a muddy and slick forest and field course that included log bridges, side tilts, and teeth-gnashing, root strewn descents in the LR3 and big daddy Range Rover, we went back and did much of the course over again in the LR2, finding that it was more than up to the task.

In fact, things were much more exciting while off-roading in the baby Brit, largely because one didn't feel as invincible. Lacking a proper low-range, momentum conservation became of paramount concern, making judicious two-footed juggling of the brake and throttle pedals increasingly important. With 8.3 inches of ground clearance (markedly less than the other air-suspended LRs, yet greater than any of its competitors), we had to pay close attention, but the LR2's nippy best-in-class turning circle helped us negotiate narrow trails and tight tree stands that would hang-up larger vehicles, and the vehicle's unusually erect driving position and excellent sightlines paid big dividends here, as did the long-travel suspension, which helped minimize head-toss and general skittishness that firmer road-oriented setups generally bring. Even the tight wheelbase helps with breakover angle.

With its Terrain Response Control (Driver-selectable modes: General/Snow/Sand/Mud & Ruts) and Hill Descent Control keeping an eye on everything from the four-wheel ventilated disc brakes (12.5-inch units in front, 12.0-inch out back) to our throttle position and the Haldex all-wheel drive system's machinations, our LR2 scrambled up, over, and down obstacles that would've left its contemporaries quite literally gutted. Along the way, we heard lots of skid-plate scraping and some distressingly loud noises emanating from the HDC, but the LR2 prevailed unscathed in enough tough situations that its rivals look terrified of drizzle by comparison. If you live in a particularly hostile climate, this performance alone may be all the justification you need to pay a visit your local Land Rover Center.

A Question of Value(s)

To be fair, the LR2 isn't exactly a new vehicle. While it has only been on the U.S. market since 2007, it went on sale earlier in Europe, and the GLK, Q5, are all more recent efforts, not to mention larger, more overtly road-focused outliers like the Lexus RX350 and Infiniti EX35. Critically, at a base price of $36,100 ($35,375 MSRP + $775 in destination charges), the LR2 undercuts many of its rivals, particularly when one visits the frankly extortionate option lists on some of its German rivals. Our full-house tester was $41,400 all-in, and a comparable X3 would run upwards of $48,000, although the Bimmer's superior maintenance program and resale value blunt the value disparity.

For its part, Land Rover has just unveiled its massively updated 2010 Range Rover, Range Rover Sport, and LR3 lines, all models that have, to one extent or another, historically shared some of the LR2's deficiencies (elderly interiors, underwhelming power). While we have yet to drive these new models, what we have seen suggests that Land Rover is serious about rectifying the bald spots in their product line. We hope that the LR2 is afforded the same treatment – and soon.

But enough with the conditionalizing. In the end, the LR2 is a willfully different product, and it is likely to stay that way, if only because it must. In order to stay true to Land Rover's core values and brand essence, the LR2 had to prioritize off-road ability, segment expectations be damned. Call our tester a tenuous balancing act, call it inherently conflicted, call it a singularly unique constellation of skills, call it what you will – the ramifications of this vehicle's design brief, both positive and negative, are felt in virtually every aspect of its being. Whether Land Rover's engineers have made the right decisions in shaping the LR2 is a question of the buyer's priorities. But one thing is for sure: If we ever had any doubts that the LR2 is a proper Range Rover, well, those days are gone.

First Drive: 2010 Buick Regal

2009-06-02T07:11:00.001-07:00

How's this for culture shock? I'm driving a German-designed Buick alongside a Korean-designed Chevy through the streets of a Chinese city. Welcome to the future of General Motors. GM plans to double its sales in China over the next five years, to two million units. "China remains the centerpiece of our global growth strategy," GM Asia-Pacific boss Nick Reilly said at the Shanghai show, where the GM stand featured 37 models, including the German-designed Buick and Korean-designed Chevy.

The Buick is the 2010 Regal. It's an old American nameplate for a brand-new car -- a rebadged version of the Opel Insignia, a stylish Fusion-size sedan that's selling to critical acclaim in Europe, having recently been voted 2009 Car of the Year there by a jury of 59 European auto writers. The Opel-based 2010 Regal replaces the old W-body model that has been sold in China since 2003. Like its predecessor, it's built in China by Shanghai-GM, the joint venture company operated by General Motors and Chinese automaker SAIC. GM is currently selling 5000 new Regals a month in China. (Here's a startling contrast: Buick hasn't sold 5000 a month of anything in the U.S. for some time.)

GM originally planned to make and sell this car here in the U.S. as the next-generation Saturn Aura. Saturn was to share Opel's design language as part of GM's global product realignment, but as Todd Lassa reported last year, the company subsequently decided Opel design was to be shared with Buick instead, and the Aura plan was axed. But could the Insignia still make it to America badged as a Buick?That depends. First, GM must get through what will almost certainly be a long and complex bankruptcy to emerge as a much smaller, leaner company with just four brands: Chevy, Cadillac, GMC, and Buick. Second, it needs to figure where this Regal would fit in the American Buick lineup.

Like the 2010 LaCrosse, the 2010 Regal is built using GM's Epsilon II architecture. However, the Regal sedan rolls on a 4.0-in.-shorter wheelbase and is shorter overall, with a much less roomy rear seat. While the LaCrosse will be powered by 3.0L and 3.6L V-6 engines, the Regal comes only with four-cylinder engines.

Base engine is a naturally aspirated 144-hp, 2.0L, while upscale Regals get a 167-hp 2.4L Ecotec. One of GM's Shanghai show debuts was the Regal 2.0T, which is powered by a 217-hp, 2.0L direct-injection turbo four. The Insignia versions of the car in Europe are available with 1.8L gas and 2.0L turbodiesel fours, a 2.8L V-6 turbo, and all-wheel drive.

The Regal could therefore be positioned just below the LaCrosse as a slightly smaller, sportier model. Reports in the Canadian media have suggested the Regal could be built at GM's Oshawa, Ontario, plant. However, there's no reason why a post-bankruptcy GM, freed from pesky UAW constraints on what it can and cannot bring into America from its overseas factories, couldn't simply import the Regal from China to keep the price low.

And before you start about harping about Chinese quality, a quick walk around our Regal revealed consistent panel gaps and glossy paint on the outside, with quality plastics and tight component fits on the inside. It's a terrific-looking car: modern, characterful, sporty, with great stance and artfully sculpted sheetmetal. Though designed in Russelsheim, Germany, under the direction of Brit Mark Adams as an Opel, it works beautifully as a Buick - if anything, the toothy Buick waterfall grille, mounted in a new front fascia that includes reshaped lower intakes, gives it a stronger, more upscale presence than the Opel and Vauxhall warpaint it wears in Europe.

Designer Adams admits he pushed hard to get GM management to sign off on the car's rakish roofline and tucked-in C-pillars. In profile, the Regal is almost a fastback, and rear seat headroom has suffered a little as a result. Rear-seat legroom is not class-leading, either, but if you want your new Buick a little more baggy fit, you'll buy the LaCrosse. There's a ton of room up front, as the Regal is fitted with long runners that allow the front seats to slide waaaaay back. Shaquille O'Neal could drive this thing.

The interior design is dynamic, attractive, and upscale. Our 2.4L tester was fitted with sat-nav, a harmon kardon sound system, cruise control, power seats with memory, auto headlights, and a sunroof. Were it not for the Chinese script on the trunk - it says "Shanghai-GM," by the way - there'd no reason to suspect this car wasn't made in Germany. Until you drive it.

Chinese roads are rough. Older streets are full of holes and broken tarmac, and even the new freeways and arterial roads that are being built at such a frantic pace the sat nav systems can't keep up frequently have gut-wrenching heaves and humps. As a result, many automakers increase the ride height of their Chinese-spec cars to reduce the likelihood of having oil pans or transmissions torn out. Chinese drivers also tend to like their cars softly sprung. It's not a happy combination.

The Regal floats along the freeway like a scaled down Roadmaster. The wheels pit-patter over the bumps, and rapid changes in direction result in hesitant transitions and plenty of body roll. Once it takes a set, however, the Regal's demeanor remains relatively consistent, revealing some basic goodness in the chassis. My colleagues at Britain's Autocar magazine, who have racked up hundreds of miles in Euro-spec Insignias, report that, with firmer springs, shocks, and bars, the car shows impressive stability at freeway speeds and is second only to Ford's Mondeo - beating Honda's Euro Accord and Mazda's Euro 6 - in terms of driving dynamics. Memo, GM: If you bring the Regal to America, the European suspension tune is a must.

The powertrain strategy will also need a major rethink for America. The 2.4L Ecotec four is lazy and unresponsive. The poorly calibrated six speed auto is part of the problem, with widely space ratios and a torque converter that locks up very early - presumably in the interest of saving gas. Shanghai-GM claims it takes a leisurely 9.8 sec for the Regal to accelerate from 0 to 60 mph. This thing would get its ass handed to it by a briskly driven Nissan Cube. American drivers, who like a solid shove between the shoulder blades away from the lights, would hate it.

The 256-hp turbocharged 2.8L V-6 available in Europe, which slashes the 0-to-60 time to 6.7 sec, might seem the obvious powertrain choice for the American market Regal. But I think the new Regal 2.0T might be a smarter play. With 217 hp at 5300 rpm, and a useful 259-lb-ft of torque from 2000 rpm to 4000 rpm, it would deliver the performance feel American buyers want - Euro-spec 2.0Ts with six speed manuals will hit 60 mph in 7.2 sec, says GM, while the Chinese-spec version with the six speed automatic is good for 0-to-60 mph in 7.7sec - with the added benefits of better fuel economy and lower cost. What's more, offering the Regal with a four-cylinder engine would clearly differentiate it from the from the V-6-powered LaCrosse range.

With the right engineering tweaks - the turbo powertrain and European suspension tuning - the Regal would definitely work in America. It's physically smaller than the new Lacrosse and could be priced and positioned below it, giving GM a car to compete in a segment where the Asian automakers do solid business with smart, well-equipped cars like the Acura TSX, four-cylinder Mazda6, and Nissan Altima.

Crucially, the Regal 2.0T could be brought to America with minimal investment. With the aging Lucerne due to go away in 2010 and cash-strapped GM contemplating tough new fuel-consumption targets, plans to develop a large rear-drive Buick sedan positioned above the LaCrosse (it would be based on a stretched Zeta-derived platform that would also underpin a Cadillac STS/DTS replacement) are on hold. The Regal would give Buick - supposedly one of GM's four core brands, remember - a modern, stylish sedan that would perfectly complement the new LaCrosse and the solid-selling Enclave.

[source:MotorTrend]

Pics Aplenty: Lamborghini Murcielago LP670-4 SuperVeloce

2009-05-14T09:19:00.000-07:00

We haven't necessarily had a shortage of photos of the Lamborghini Murcielago LP670-4 SuperVeloce. In addition to the first batch of press photos released by Lamborghini, we also captured the super-Murcielago on the show floor in Geneva and once again here in the United States when it stopped by at one of our favorite weekly car gatherings. Even so, our salivary glands went into overdrive when we saw this latest batch of photos of the SuperVeloce. There' s just something about the outrageous over-the-top styling that takes us back to being a teenager.

Lamborghini Murciélago LP 670-4 SuperVeloce – the new king of the bulls is even more powerful, lighter and faster.

The Lamborghini Murciélago is one of the most extraordinary super sports cars of all time. Automobili Lamborghini has now expanded its model range with a new, exceptionally purist and even more extreme top model – the Murciélago LP 670-4 SuperVeloce is even more powerful, lighter and faster than the Murciélago LP 640. With the output of the 6.5 liter V12 increased to 670 hp and a weight reduction of 100 kg (220 lbs), the Murciélago LP 670-4 SuperVeloce boasts a power-to-weight ratio of 2.3 kg (5.1 lbs) per hp. This catapults it from 0 to 100 km/h (62 mph) in a breathtaking 3.2 seconds and powers it on to a top speed of around 342 km/h (212 mph). Distinctive design refinements ensure that each of this 350-unit limited edition series conveys its full potential from the very first glance.

With its outstanding performance, razor-sharp precision and exceptional high-speed stability, the Lamborghini Murciélago LP 670-4 SuperVeloce is the ultimate performance car for advanced sports car drivers. The super sports car has been extensively redesigned with a new front and rear, an innovative engine bonnet and a choice of two aerodynamic set-ups featuring either a small or large rear spoiler. The interior in Alcantara and carbon fiber provides a purist and minimalist approach.In order to achieve the substantial weight reduction of 100 kilograms (220 lbs), the Murciélago LP 670-4 SuperVeloce was extensively reworked and redeveloped in virtually every aspect – from chassis to engine and transmission, right through to the interior. The increase in engine output from 640 to 670 hp is the result of optimized valve timing and a reworked intake system. The significantly modified aerodynamics with substantially increased downforce brings considerable improvement to vehicle stability at very high speeds. With the small standard-fit rear spoiler, top speed stands at 342 km/h (212 mph), while the large "Aeropack Wing" and its added downforce gives a top speed of 337 km/h (209 mph).

"The new Murciélago LP 670-4 SuperVeloce is the systematic continuation of our brand philosophy. It is more extreme and uncompromising than virtually any other automobile," says Stephan Winkelmann, President and CEO of Automobili Lamborghini. "As the new top model of the highly successful Murciélago range, the SuperVeloce displays not only outstanding driving dynamics, it is also further evidence of our company's technological expertise. Customers can look forward to an utterly unparalleled driving experience."

Design and aerodynamics

The Murciélago is an icon of the Lamborghini brand – a sports machine of menacing character and brutal power. Its unique design radiates a supreme form of highly concentrated sensuality. Wide, low, with its glass area pushed way forward and a long, taut back – the interplay between the soft contours of the basic form and razor sharp edges is the perfect expression of the Lamborghini design language. In the totality of its character, the Murciélago is without comparison on the sports car market.

Yet even a character like this can be further refined – the new Lamborghini Murciélago LP 670-4 SuperVeloce is the more extreme, even more purist pinnacle of the model range. This is clearly evident from the very first glimpse of its completely redesigned front end – pulled way forward and finished in matt black paint, the carbon fiber front spoiler is connected to the front end via two vertical elements. The large air intakes for the front brakes are more powerfully emphasized. The new front fenders feature additional air intakes for brake ventilation. The air vent for the oil cooler located in the driver-side sill area is painted matt black to match the sills.

The modifications are even more apparent around the mighty engine bay of the Murciélago LP 670-4 SuperVeloce. The twelve-cylinder engine is presented as an engineering masterpiece under a transparent engine bonnet that boasts a completely new architecture. Hexagonal polymer plates made from transparent polycarbonate are set on three levels within a carbon fiber framework. The layers are open towards the rear, playing a key role in the thermodynamics of the high-performance engine.

The impressive rear end of the SuperVeloce is dominated by a veritably noble, flat and extremely wide exhaust tailpipe and, on the underside, by a two-level diffuser system finished entirely in carbon fiber. The rear light clusters display their signals in that distinctive Y-shape that has been a fixed element of Lamborghini design since the Murciélago LP 640, Reventón and Gallardo LP 560-4. The panel between the lights is made from carbon fiber, while the large intake mesh below expands across the full width of the rear end. Made from thick-walled aluminum, the hexagonal pattern is laser-cut and a Teflon coating provides the necessary heat protection.

The aerodynamics of the Murciélago LP 670-4 SuperVeloce have been completely redeveloped. Alongside the enlarged front spoiler and the twin rear diffuser, the new fixed rear spoiler also plays an important role. Customers can choose between two versions, with the small rear spoiler providing improved downforce at high speeds. As an option, the Murciélago LP 670-4 SuperVeloce can be supplied with the "Aeropack Wing" – a large, fixed, carbon-fiber wing mounted on two carbon-fiber brackets. The new aerodynamic set-up provides a significant boost to directional stability at the very highest speeds. The top-speed downforce on the Murciélago LP 670-4 SuperVeloce with Aeropack is strongly increased.

Bodyshell and lightweight construction

With the construction of the Murciélago LP 670-4 SuperVeloce, Lamborghini proves its expertise in the manufacture of lightweight materials and in working with hi-tech carbon fiber. The structure of the super sports car is a composite construction of extremely stiff carbon components and a tubular steel frame – as in a race car. The transmission tunnel and the floor are made of carbon fiber, attached to the steel frame using rivets and high-strength adhesives. The roof and the exterior door panels are formed in sheet steel, while the remainder of the outer skin is made from carbon composite material.

For the Murciélago LP 670-4 SuperVeloce, engineers in Sant'Agata Bolognese recalculated the framework and selected a new, super high-strength sectional steel. This achieved two objectives – on the one hand, they increased the torsional stiffness of the chassis by 12 percent to provide improved handling precision and, on the other, they were able to reduce weight by 20 kg (44 lbs), making a significant contribution to the reduction of overall vehicle weight. And the systematic approach to lightweight design continues throughout the entire bodyshell. The front fenders, the rear side panels/fenders and the casing for the third brake light are made of a modified carbon-fiber material. Combined with the removal of the drive for the moveable spoiler, this brings a further weight reduction of 13 kg (28.6 lbs).

Added to the 33 kg (72.6 lbs) of weight reduction from the chassis and exterior, are 34 kg (74.8 lbs) from the interior, as well as over 33 kg (72.6 lbs) removed from the engine and drive train.

Power unit and transmission

The longitudinally mounted 6.5 liter V12 delivers the infernal power for an unparalleled driving experience. With 670 hp (493 kW), the engine in the Murciélago LP 670-4 SuperVeloce is 30 hp more powerful than in the Murciélago LP 640. The twelve-cylinder sends its mighty 660 Nm (487 lb-ft) of torque to the crankshaft at 6,500 rpm; maximum power is reached at 8,000 rpm, with an average piston speed of 23.7 meters per second – a figure almost comparable to race engines.

The V12 is eager to deliver its performance – it brings its menacing power with immediacy and precision to guarantee breathtaking performance – after only 3.2 seconds the SuperVeloce has already reached 100 km/h (62 mph).

The engine block and heads of the V12, positioned at the ideal cylinder angle of 60 degrees, are made from aluminum. The four chain-driven camshafts are variably controlled, while the intake manifold operates in three stages – both technologies add even greater thrust to the merciless pushing power. To increase the performance of the SuperVeloce, the intake system was modified, the valve train optimized and, most importantly, valve travel was increased.

The control electronics for the V12 were developed internally by Lamborghini - each cylinder bank has its own high-performance processor. If the engine needs more cooling air, intake funnels emerge from the rear pillars: when not in operation, they lie flush with the bodyshell. Dry sump lubrication enables the V12 to be mounted extremely low down, benefiting the handling dynamics: this also guarantees oil supply under extremely dynamic driving conditions. With 12 liters of lubricating oil in circulation, the oil cooler is located on the left side of the vehicle and cooled by air flowing through the aperture in the sill.

The weight reduction of more than 26 kg (57 lbs) in the engine area was derived primarily from the completely new exhaust system. The muffler has been redesigned and even the mighty tailpipe of the SuperVeloce manufactured from new materials is lighter than on the Murciélago LP 640. But most of all, the new exhaust system makes for an acoustic experience that is surely equal to the driving performance – from the heavy rumble of a stormy night, through the trumpeting of mighty elephants to the roar of a raging lion, the SuperVeloce performs the grand opera for 12 cylinders, 48 valves and 8,000 revs.

The SuperVeloce is equipped as standard with the sequential, automated manual transmission e.gear, which uses electro-hydraulics to shift gear extremely quickly and smoothly. A cockpit display informs the driver of the gear currently engaged. In addition a special "Corsa" mode and a "Low adherence" mode are available.

As a no-premium option, the SuperVeloce is available with a six-speed manual transmission. Its short metal shift stick runs in an open gate of classic Italian elegance. In both variants, the new lightweight clutch makes its own contribution to the weight loss program.

All-wheel drive and chassis

The Murciélago LP 670-4 SuperVeloce delivers its extreme power to the road with great reliability – assured by its permanent all-wheel drive. Before the rear wheels spin, the viscous coupling sends up to 35 percent of driving force via its additional shaft to the front wheels. The front and rear limited-slip differentials are set at 25 and 45 percent. With its four driven wheels and traction, the Murciélago delivers a decisive advantage over rear-wheel drive sports cars when it comes to accelerating out of a corner – and always with maximum stability. The rear axle bears 58 percent of its overall weight – a distribution ratio that is highly beneficial to traction.

Explosive dynamics, tenacious cornering and extreme speeds – the Murciélago LP 670-4 SuperVeloce is a super sports car packed with aggressive power, but by no means a mean-spirited car. Its steering requires very little power support, giving full control of the car to the driver. Those prepared to tackle the beast head on are quickly rewarded with intimate contact and trust – as speed increases, so the Murciélago reveals its strengths, thus exposing a character with no hidden surprises and behavior that can always be anticipated.

The Murciélago is fitted with double wishbone suspension all round. Spring struts – two on each of the rear wheels and one on each of the front – control the loads transferred from the road. The standard-fit lifting system enables the front end of the vehicle to be raised by 45 mm (1.8 inches) to avoid obstacles such as garage entryways. The SuperVeloce is equipped with exclusive "Ares" alloy-forged wheels, bearing the exclusive five twin-spoke design. The front wheels are clad in 245/35 ZR 18 rubber, while the rears sport 335/30 ZR 18. High-grip Pirelli P Zero Corsa tires come as standard.

Four brakes controlled by a hi-tech ABS system are capable of mighty stopping power when required. The Carbon Ceramic (CCB) brakes are fanned by cooling air flowing through enlarged channels in the bodyshell, while openings in the front fenders provide additional ventilation for the SuperVeloce. The ceramic discs are exceptionally lightweight, fade-free and capable of extremely high operational performance.

Interior and equipment

Even stepping into the Murciélago LP 670-4 SuperVeloce is an experience as individual as the vehicle itself. The upward-opening doors – a solution developed by Lamborghini in the early seventies for the Countach – are released via small latches, then swing wide open to reveal a panorama of the exclusive interior of the Murciélago LP 670-4 SuperVeloce. The dominating materials are Alcantara and carbon fiber, which make for an ambience that is as high-quality as it is sporty.

The sports bucket seats come as standard and provide exceptionally firm support around the hip and shoulder areas. The bucket seats are made from lightweight and highly robust carbon fiber and guarantee the driver perfect support, even in the most extreme driving situations. The Murciélago's standard seats are also available on the SuperVeloce as an option free of charge.

Not only the seats are upholstered in black Alcantara micro-fiber; the cockpit and the roof lining are also finished in this high-quality, lightweight material. The Y-shaped perforations on the seats and roof lining bring additional finesse, with an inlaid backing material in the same color as the exterior paintwork. The Murciélago LP 670-4 SuperVeloce can be delivered with the paint finishes Giallo Orion, Arancio Atlas, Bianco Isis, Grigio Telesto and Nero Aldebaran, as well as Bianco Canopus (white matt) and Nero Nemesis (black matt) as an option.

Naturally, the interior also makes its contribution to weight reduction. The door panels are clad in carbon fiber, as is the wide center tunnel. The application of Alcantara instead of leather is another weight-saver, just like the selection of sports bucket seats and the omission of the radio-navigation system (if requested, this is available as an option). At the end of the day, the music in a Murciélago comes from the engine compartment. Overall, modifications to the interior contribute over 34 kg (75 lbs) to the SuperVeloce weight loss program.

But absolutely no corners have been cut when it comes to one characteristic that is a feature of all Lamborghini super sports cars – the exceptionally high quality of the workmanship. The craftsmen in Sant'Agata Bolognese are all masters of their respective trades; the three-year warranty bears testimony to absolute faith in product quality.

[Source: CAR]

First Drive: 2009 Maserati GranTurismo S Automatic

2009-05-14T09:16:00.000-07:00

Marcello Mastroianni has been reincarnated as the Maserati Granturismo S Automatic. Suave good looks. Smooth, effortless acting. This big, handsome sport coupe is the cinematic black-and-white Mastroianni, wearing a tipped fedora and dark shades of Fellini's "81/2" or "La Dolce Vita."

As its name suggests, the Granturismo S Automatic tosses out the Granturismo S' six-speed twin-clutch paddle-shifted manual for a six-speed paddle-shifted ZF. It also dismisses the S' passive damping suspension for the base Granturismo's Skyhook suspension, "perfect tradeoff between handling and comfort on board," with its aluminum gas dampers. The suspension offers two settings, with a "sport" button that stiffens things up while opening an exhaust flap that turns up the volume on the lovely, throaty-brappy Italian V-8 soundtrack. Nino Rota would approve.

Weight distribution is 49/51, slightly better than the manual's 47/53. More important, even for us manual gearbox junkies, the Granturismo S seems better suited for the ZF automatic. Essentially, this is the standard Granturismo automatic with the S' 4.7L V-8 upgrade -- and it works.You can tell the three models from the color of the cam covers: Maserati Blue for the Granturismo's 405-hp, 4.2L V-8, Ferrari Red for the 440-hp, 4.7L Granturismo S, and darker red for the 440-hp, 4.7L S Automatic. Maserati claims a 0-100-kph (62-mph) time of five seconds flat, just 0.1 sec slower than the twin-clutch manual. This transmission and the character of the car bearing it lifts Maserati from the shadow of its faster, more expensive sibling, Ferrari -- just as Armani doesn't have to take a back seat to Ermenegildo Zegna.

While ZF has sold this transmission to a number of Maser's competitors, Maserati engineers developed their own paddle-shift system. Right paddle to upshift, left paddle to downshift. It feels lighter, less crisp than most paddle-shift transmissions, whether automatic or twin-clutch manual. And yet, it's quick and precise and gives full control to the driver, neither upshifting nor downshifting on its own. It's the most engaging manumatic to date (though, ahem, a longer-term drive will be necessary to determine whether it becomes a daily habit).

It rained on the hilly, twisty roads near Modena the day of our test drive, which slows one down when driving a big, fast, expensive sport coupe. Even with a safety cushion, though, the Granturismo S Automatic felt sure-footed enough on its standard 20-in. wheels and tires to handle the curves with lan. Electronic nannies on, you can still elicit slight wheelspin coming out of the corners. With this transmission and suspension and an exotic car's engine, the Automatic S is a suave sport coupe that defines Maserati's distinctive personality.

[source:MotorTrend]

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2010 Mercedes-Benz S-Class Facelift Official Details Released

2009-05-06T09:06:00.000-07:00

Mercedes has officially unveiled the facelifted 2010 Mercedes S-Class less than 24 hours after we first published pictures from a leaked brochure.

From the front the facelifted model boasts a more pronounced grille, a revised bumper with chrome inserts in the air intakes, as well as LED daytime driving lights, indicators and marker lights for the S 400 HYBRID and S 600 (They are part of a package on the other S-Class models). Out back the changes are less noticeable as the only modifications are the addition of new LED taillights and a revised exhaust system that is integrated into the rear bumper.

Despite the minor makeover, the big news is the launch of the S 400 HYBRID which boasts a fuel economy rating of 7.9L/100km and emits just 186 grams of CO2 per kilometer. Set to become the world's first production vehicle to combine a hybrid powertrain with a lithium-ion battery, the S 400 HYBRID uses a 3.5-liter petrol engine that produces 205 kW (279 hp) and an electric motor that cranks out 15 kW (20 hp).

If green isn't your thing, Mercedes still has you covered thanks to an extensive engine lineup that consists of eight petrol and diesel engines which have been upgraded to consume less fuel and produce less emissions. On the diesel side there is a 173 kW (235 hp) 3.0-liter V6 as well as a 4.0-liter V8 that cranks out 235 kW (320 hp). Petrol lovers get a choice of six different engines including a 3.5-liter V6 with 200 kW (272 hp), a 4.7-liter V8 producing 250 kW (340 hp), a 5.5-liter V8 with 285 kW (388 hp), and a 5.5-liter biturbo V12 that cranks out 380 kW (517 hp). Of course if that fails to impress you, then perhaps you might want to check out the S 63 AMG which produces 386 kW (525 hp) from its 6.2-liter V8 or the S 65 AMG which has a 6.0-liter V12 that boasts 450 kW (612 hp).As with all previous S-Classes, the updated 2010 model features a host of new technologies to keep drivers safe. The Adaptive Highbeam Assist system adjusts the vehicles headlights to maximize forward visibility while preventing oncoming motorists from being distracted by the unnecessary use of the highbeams. Other updates include a revised Night View Assist system with pedestrian detection, a new Lane Keeping Assist function which vibrates the driver's seat when the vehicles leaves a lane unintentionally, and a new Speed Limit Assist system that displays the current speed limit in the central display.

Of course not all technology has to be relegated to keeping us safe, so Mercedes developed several new features such as a SPLITVIEW monitor which allows the driver and front seat passenger to look at the same screen and see different things. Thanks to this odd but ingenious bit of engineering, the driver can view a GPS map of the car's current location while the passenger watches a DVD movie. Among the other upgrades are a revised COMMAND system with a new SD card slot, advanced Bluetooth connectivity, and the addition of a USB port. Rear seat passengers also get a healthy dose of entertainment as the updated S-Class offers a rear-seat entertainment package that comes with two eight-inch displays and wireless headphones as well as a remote control that can operate all of the audio and telematic functions of the COMAND system.

Scheduled to go on sale in Germany this June, the facelifted 2010 S-Class will take on the recently redesigned BMW 7-series and Audi's upcoming 2010 A8.

[Source: Daimler ]

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