Auto Car World

Bugatti Veyron 16.4 Super Sport-best fastest and most expensive

2010-10-29T00:06:00.000-07:00

Bugatti’s Veyron is not the very latest conclude this journey through 120 years of extraordinary automobiles. But it is highly appropriate as a truly grand finale. Because the Veyron is still the fastest accelerating— 0–62mph (0–100kph) in 2.46 seconds— production road car ever seen. And the most expensive of all time. With exactly 987bhp, it’s one of a tiny handful of so-called “standard” models to get anywhere near a four-figure power output, and with the second-highest ever top speed.

Volkswagen acquired the revered Bugatti brand in 1998, and resolved to do something spectacular with it, but it took until 2005 to build the factory and finalize the car itself; the Veyron 16.4. Mounted centrally was something never seen before in any car: a W16 engine with four banks of four cylinders—the equivalent of two V8 engines joined together. This puts its amazing power, boosted by four turbochargers, to the road via a sequential seven-speed gearbox and four-wheel drive.

There are a grand total of ten radiators to keep the car cool. The price for all this, plus fastidious hand-built quality, is a quoted €1.1m. But Volkswagen will make scant profit on its huge investment in making its new Bugatti a truly ultimate car. The vindication is that the Veyron has been independently proven to reach its 253mph (407kph) maximum speed. Active aerodynamics deploy automatically at 137mph (220kph) and “everyday” top speed is limited to 233mph (375kph).
YEAR REVEALED 2005
PLACE OF ORIGIN Molsheim, Alsace, France
HISTORICAL STATUS production car
ENGINE W16-cylinder, 7,993cc (488ci)
MAXIMUM POWER 987bhp
LAYOUT mid-mounted engine driving all four wheels
BODYWORK two-door, two-seater station wagon
TOP SPEED 407kph (253mph)
NUMBER BUILT 300
Interesting informations about most expensive cars http://www.blow-money.net/

Bugatti veyron best and fastest car in the world

Top 10 Most Expensive Cars in the World 2010

2010-10-29T00:04:00.000-07:00

Everyone love these most expensive cars in the world 2010. Expensive cars is one of the most favorite mens toy. Its the richest men pride. In this recession era, still quite a lot of persons have enough money to buy these most expensive cars. These cars is very expensive because of their detailing in production, speed also features they have. So lets take a look at those most expensive cars one by one begin with the 10th:

10th

10. SSC Ultimate Aero: $740,000
New model with 270 mph top speed, spiller made from carbon, a temperature sensor and tire pressure to optimize driving conditions.

9th

9. Leblanc Mirabeau: $765,000
Designed with 24 hours resilience test at Le mans. It can be driven on the road legally. Mirabeau is using 4.7-liter V8 engine, 700 hp, and can reach average speed of 230 mile / hours. Specially made to order, including for semi automatic transmission system version

8th

8. Koenigsegg CCX: $1.1 Millions
This car used V8 engines and only 806 units produced. It only takes 3.2 seconds to reach 100 Kms / hour. Top speed can be reach easily is 245 mph. The car tire use rim carbon, with 6 speed, and ceramic brakes.

7th

7. Koenigsegg CCXR : $1.3 Millions
Koenigsegg CCXR is another variant from Koenigsegg CCX that signed in environmentally friendly cars. This car use biofuels, need 3.1 seconds to reach 100km/hours, with top speed 250mph

6th

6. Maybach Landaulet: $1.4 Millions
This car is most expensive cars brand from Germany. Landaulet is the most expensive saloon car. This car have 604 HP, with top speed 155 miles / h, and using 12 twin turbo engine

5th

5. Lamborghini Reventón: $1.42 Millions
Not yet clear whether this old version of Reventon is still available. Only 20 units have made, This car created using black aluminum rim, like the newer version of roadster, the design is inspired by fighter aircraft.

4th

4. Lamborghini Reventón Roadster: $1.56 Millions
The car design is inspired by Stealth aircraft display. This car using V12 650 HP Engine. Can reach top speed of 340kms/hours.The car is very Light in weight because the body is made using carbon fiber materials.

3rd

3. Pagani Zonda Cinque Roadster: $1.8 Millions

There are only 5 units available, and go on sale. Chassis made from carbon titanium. Powered by 678 HP Mercedes AMG V12, only 3.4 seconds to reach 100 kms/hours. Can reach 217 mph top speed. The body carbon and suspension is using titanium and magnesium

2nd

2. Bugatti Veyron 16.4 Grand Sport $2 Millions / $1.67 Millions for coupe version

The Bugatti Veyron 16.4 Grand Sport use 1001 hp, 16-cylinder engine, and has been developed so there will be no draft inside, even when exploring the upper reaches of the cars 217 mph top speed. Traits with 2.7 inch LCD mirror. This car is the worlds fastest roadster.

1st

1. Koenigsegg Trevita: $2.21 Millions

Just three units to be produced. Koenigsegg Trevita is designed based on Koenigsegg CCXR and added with new shimmering diamond carbon fiber, named Trevita in Swedish means three whites.

Those three cars fully equipped with Koenigsegg Shimmering Diamond Weave bodywork, using double carbon wing, paddle-shift, inconell exhaust system, carbon ceramic brakes with ABS, hydraulic lifting system, infotainment system, tyre monitoring system, chrono instrument cluster and special airbags.The navigation system is also developed custom just for this model

For the Machine Koenigsegg placed the same 1018bhp engine. Special for this model, the exterior paint fully developed in Sweden, at Koenigsegg headquarters

World's Fastest Cars

2010-10-28T23:55:00.000-07:00

While most of us can only dream of owning the fastest car in the world, some will do whatever it takes to possess such speed and power. So, how fast are the fastest cars in the world? Here are the 10 fastest cars available on the market measures by top speed.

1. SSC Ultimate Aero: 257 mph, 0-60 in 2.7 secs. Twin-Turbo V8 Engine with 1183 hp, base price is $654,400. Tested in March 2007 by Guinness world records, The SSC Ultimate Aero takes the lead as the fastest car in the world beating Bugatti Veyron.

2. Bugatti Veyron: 253 mph, 0-60 in 2.5 secs. Aluminum, Narrow Angle W16 Engine with 1001 hp, base price is $1,700,000. With the highest price tag, no wonder this is rank #2.

3. Saleen S7 Twin-Turbo: 248 mph, 0-60 in 3.2 secs. Twin Turbo All Aluminum V8 Engine with 750 hp, base price is $555,000. Smooth and bad-ass, will make you want to show it off non-stop.

4. Koenigsegg CCX: 245 mph, 0-60 in 3.2 secs. 90 Degree V8 Engine 806 hp, base price is $545,568. Made in Sweden, it is aiming hard to be the fastest car in the world, but it has a long way to go to surpass the Bugatti and the Ultimate Aero.

5. McLaren F1: 240 mph, 0-60 in 3.2 secs. BMW S70/2 60 Degree V12 Engine with 627 hp, base price is $970,000. Check out the doors, they looks like bat wings, maybe Batman need to order one and paints it black

6. Ferrari Enzo: 217 mph, 0-60 in 3.4 secs. F140 Aluminum V12 Engine with 660 hp, base price is $670,000. Only 399 ever produced, the price goes up every time someone crashes.

7. Jaguar XJ220: 217 mph, 0-60 in 3.8 secs. Twin Turbo V6 Engine with 542 hp, base price was $650,000. Made in 1992, this car still got what it takes to make the list.

8. Pagani Zonda F: 215 mph, 0-60 in 3.5 secs. Mercedes Benz M180 V12 Engine with 650 hp, base price is $667,321. With a V12 motor, this baby can do much better.

9. Lamborghini Murcielago LP640: 211 mph, 0-60 in 3.3 secs. V12 Engine with 640 hp, base price is $430,000. Nice piece of art, the design is very round and smooth.

10. Porsche Carrera GT: 205 mph, 0-60 in 3.9 secs. Aluminum, 68 Degree, Water Cooled V10 Engine with 612 hp, base price is $440,000. The most powerful and most expensive Porsche nearly made the list as #10.

10 Most Expensive Cars in the World

2010-10-28T23:50:00.000-07:00

Money can’t buy you happiness. But it can surely buy you a flashy ride. If I were so stacked that Warren Buffett were borrowing money from me, I’d like to know what the most luxurious expensive, and in-your-face production cars were so I could by one, you know, for my maid.

The 10 most expensive cars in the world after the jump. And there’s a poll at the end.

10. Maybach 62 Sedan

Bringing up the rear at a moderately priced USD 390,000 is the Maybach 62 Sedan. Founded in 1909, but reintroduced by Daimler Chrysler in 2002, the Maybach is the #1 luxury car powered by a 5.5L twin-turbo V12 engine pushing 612 HP. Chauffeur is not included. Pity.

9. Porsche Carrera GT

Priced at USD 420,000 the Porsche Carrera GT is powered by a 5.7L V10 engine producing 612 HP, and goes from zero to 60mph in a quick 3.5 seconds. 100mph will be up in 6.8 seconds. The Carrera GT was given the wheel base, air dams and carbon fiber body elements of a pro racer with street legal sensibility.

8. Mercedes-Benz SLR McLaren

The production of this USD 450,000 chick-magnet ended this year, but the Mercedes-Benz SLR McLaren comes with a 5.4L V8 that generates a maximum power output of 626 HP, taking it from zero to 60mph in 3.6 seconds. Top speed is 208mph.

7. Koenigsegg CCX

It’s worth USD 520,000 and obviously none of that money was spent on choosing a decent name. The Koenigsegg CCX hits 60mph in 3.2 seconds. Powered by a 4.7L V8 engine with two centrifugal superchargers, the CCX pushes out 806 horsepower!

6. Saleen S7 Twin Turbo

Straight out of California, comes the Saleen S7 Twin Turbo. It’s powered by a 750 horsepower V8 engine with twin turbochargers, capable of getting it to 60mph in just 3.2 seconds; in 27 seconds, it’ll be hitting 200mph! It’s priced at a cool USD 585,000.

5. SSC Ultimate Aero

The SSC Ultimate Aero is the fastest production car on the planet with the production speed record at 256.15mph! Manufactured in America by Shelby Supercars (SSC), the Ultimate Aero houses a 6.35L twin-turbo V8 pushing out 1183 horsepower. It retails for USD 620,000.

4. Enzo Ferrari

Named after the founder of Ferrari, the Enzo Ferrari is a USD 640,000 sexbomb with a 12-cylinder mid-engine that can accelerate to 60mph in a blazing 3.14 seconds. Top speed is clocked at 220mph. It uses F1 technology for body construction, sequential transmission, and braking. Only 400 of the Enzo Ferrari were produced, so if you don’t have one now you’ll most likely never will. Unless you steal it of course.

3. Lamborghini Reventon

The Lamborghini Reventon is a limited-edition, mid-engine sportscar that only 20 of the world’s richest racing fans can afford. Why? Because it costs USD 1,300,000, and only 20 were produced. It’s powered by a 650 horsepower V12 engine that sends the Reventon to 60mph in 3.4 seconds with a top speed of 210mph.

2. Bugatti Veyron

The Bugatti Veyron is the stuff of dreams, very expensive dreams mind you. Costing USD 1,400,000 the Veyron is powered by a 987 horsepower W16 engine [thanks Geoff!] capable of taking it to 60mph in 2.46 seconds and a top speed of 253mph. Now that’s lustworthy.

1. Aston Martin One 77

Sex-on-wheels. Coming (get it?) in at USD 1,500,000 the Aston Martin One 77 is a V12-powered supercar exceeding 60mph in 3.5 seconds on its way to a 200+ mph top speed. Only 77 vehicles will be produced and they’re already been sold.

The Best Pickup Trucks

2010-10-28T23:47:00.000-07:00

A Ford F-150 SVT Lightning pickup sat in the parking lot at Virginia International Raceway when the Special Vehicle Team introduced the media to the 390-horsepower 2003 Mustang Cobra last year.

As the Mustangs scorched the track all afternoon, the marshals sat at their stations the way they always do: stoically, like you should when all that separates you from dangerous race cars is a pile of old tires.

Then, after the Mustangs had pitted out, SVT chassis engineer Dean Martin fired out three laps in the Lightning truck. By his last lap, the marshals were standing up and cheering--astonishing, even considering that the Mustang beats the Lightning in the 0-to-60-mph sprint, 4.9 seconds to 5.8 seconds. And even if track marshals are particularly zealous pickup fans, market trends suggest that of the Americans (mostly men) who buy pickups, more and more are happy to spend extra to make their vehicles faster and more luxurious. Groundbreaking trucks like the Lightning, which Ford Motor (nyse: F - news - people ) released in 1992 (it's now in its third generation), have whetted a new appetite--the taste for pickup trucks as status symbols.

"Nothing like a utility vehicle should be that awesome and that exhilarating," John Coletti, SVT's chief engineer, says of his 380-horsepower truck with the supercharged V-8.

"The Lightning's the kind of vehicle that can probably take 90% of the muscle cars on the street," he says. "Do you know how cool that is?"

Well, it was cool enough to start a new segment of hot-rod pickups, and to provoke competition from DaimlerChrysler's (nyse: DCX - news - people ) Chrysler division and General Motors (nyse: GM - news - people ), in the as-yet unpriced 500-hp Dodge Ram SRT-10 (introduced earlier this year) and the 290-hp $41,995 Chevrolet SSR, which will pace this month's 87th Indianapolis 500.

Ford produced and sold 4,726 Lightning models for the 2002 model year. "All of our vehicle lines are profitable," says SVT spokesman Alan Hall.

More importantly, specialized pickups like these have forged a market for upscale trucks. Coletti says the Lightning sells to a well-to-do audience, 95% male, consisting of people who own two or three cars apiece.

"This is not his daily transport," says Coletti of a typical Lightning owner. "It's his toy."

In the United States, the market for full-sized pickup trucks--which is based on the full-size F-150 chassis--has doubled in the last decade to 2.2 million vehicles per year.

Top Ten Pickup Trucks, YTD Sales: February 2003
Model	Units Sold
1. Ford F-series	115,847
2. Chevrolet Silverado	80,260
3. Dodge Ram	58,543
4. Ford Ranger	36,352
5. GMC Sierra	22,581
6. Toyota Tacoma	20,561
7. Chevrolet S-10	19,781
8. Dodge Dakota	16,360
9. Toyota Tundra	12,448
10. Chevrolet Avalanche	11,837

Trucks drive American vehicle sales. Ford without the F-series, its perennial sales leader, would be like Georges Bizet without "Carmen"--not much. Despite the growing market for niche pickups, the F-150 paces Ford sales, mostly by functioning as a work truck.

Ford has overhauled the F-150 for 2004, and its newest options reflect an increasingly affluent consumer base. Heated leather seats, DVD players and motorized rear windows are now available on the F-150, and the top-drawer F-150 Lariat sells for about $35,000.

More expensive pickups would mean bigger profit margins. Companies need to offset manufacturing costs, however, which can spike by four figures per truck at the $35,000 level.

And the scales are sliding toward more expensive pickups. Lincoln broke the $50,000 ceiling with the Blackwood, and even if that vehicle's carpet-and-stainless-steel bed and underpowered performance led it to almost immediate extinction, the market was there, as GM's Cadillac has found with its Escalade EXT pickup.

Cadillac reported 13,494 sales of the $51,215 Escalade EXT for 2002, and the company says the average EXT buyer is 51 and has a household income of $125,000. Previous truck ownership is common, and about half of EXT sales are "conquest" sales--vehicles dealt to people who do not own another GM product.

Part of this pricing trend comes from increasing sizes. Some vehicles are hoisting their companies to new size levels, like the forthcoming Toyota Tundra double cab, or the new Nissan (nasdaq: NSANY - news - people ) Titan full-size truck, which debuts in December.

But fancier pickup trucks, in addition to bigger ones, are helping to inflate the mean of pickup prices. Coletti speaks of a market for pickups with a "custom cruiser" look, like Ford's F-150 Harley-Davidson (nyse: HDI - news - people ) SuperCrew--a special trim level and engine package developed with Harley, and one of the coolest vehicles in the world--which sells for about $35,000.

Ritzier trucks from GM are on the way, like the GMC Envoy XUV, which uses a power-sliding rear roof, motorized midgate and drop-or-swing tailgate with power window to change into a sport utility vehicle. The Envoy XUV arrives this fall, and a Hummer H2 SUT (sport utility truck), due out next year, should buttress the Hummer H2 SUV, which is currently selling at the speed of light.

As the screaming flag-wavers at the track demonstrate, pickup trucks are certainly a lot of fun, and people who buy them for purposes outside of work tend to have emotional reasons for their purchase.

That's why the former American Big Three continue to lavish attention on the interiors of their pickups, making giant-volume products like the F-series (which found almost 814,000 buyers last year, despite a sales loss of about 100,000 units from 2001) more swanky, while the interiors of their passenger cars continue to trail foreign design and quality. It's almost as if Ford, General Motors and Chrysler, in their hearts, prefer to build pickup trucks.

In fact, the F-series has outsold all of Ford Division's sport utility vehicles--still the hottest market segment--combined for the last two years. The Escape, Explorer, Expedition and Excursion SUV lines sold 771,814 units in 2002, while the F-series sold 813,701. You can see why Ford likes to build pickup trucks.

Their enthusiasm becomes easier to understand after you see marshals on the track and pedestrians on the street cheering at a pickup truck with performance capabilities. Chevrolet hopes to ride this emotion to the bank: Its performance integration engineers specifically designed the exhaust noise of the SSR pickup to appeal to passersby.

Those who can afford fancy pickup trucks--and now don't have to look elsewhere to feed their addiction to heated seats--are free to spread the love.

World's Most Expensive Cars

2010-10-28T23:45:00.000-07:00

What is the most expensive car in the world? The 1931 Bugatti Royale Kellner Coupe was sold for $8,700,000 in 1987. However, that car and many alike will not be included in this list because it is not available on the market today. It is hard to imagine someone would actually spend 8 million dollars on a car instead of using it for something more productive. However, if you have the money and the opportunity, you will definitely spend a small fraction of it to place a few of these supercars in your garage. Here are the 10 most expensive production cars on the market.

1. Bugatti Veyron $1,700,000. This is by far the most expensive street legal car available on the market today. It is the fastest accelerating car reaching 0-60 in 2.6 seconds. It claims to be the fastest car with a top speed of 253 mph+. However, the title for the fastest car goes to the SSC Ultimate Aero which exceed 253 mph pushing this car to 2nd place for the fastest car.

2. Lamborghini Reventon $1,600,000. The most powerful and the most expensive Lamborghini ever built is the second on the list. It takes 3.3 seconds to reach 60 mph and it has a top speed of 211 mph. Its rarity (limited to 20) and slick design are the reasons why it is so expensive and costly to own.

3. McLaren F1 $970,000. In 1994, the McLaren F1 was the fastest and most expensive car. Even though it was built 15 years ago, it has an unbelievable top speed of 240 mph and reaching 60 mph in 3.2 seconds. Even as of today, the McLaren F1 is still top on the list and it outperformed many other supercars.

4. Ferrari Enzo $670,000. The most known supercar ever built. The Enzo has a top speed of 217 mph and reaching 60 mph in 3.4 seconds. Only 400 units were produced and it is currently being sold for over $1,000,000 at auctions.

5. Pagani Zonda C12 F $667,321. Produced by a small independent company in Italy, the Pagani Zonda C12 F is the 5th fastest car in the world. It promises to delivery a top speed of 215 mph+ and it can reach 0-60 in 3.5 seconds.

6. SSC Ultimate Aero $654,400. Don't let the price tag fool you, the 6th most expensive car is actually the fastest street legal car in the world with a top speed of 257 mph+ and reaching 0-60 in 2.7 seconds. This baby cost nearly half as much as the Bugatti Veyron, yet has enough power to top the most expensive car in a speed race. It is estimated that only 25 of this exact model will ever be produced.

7. Saleen S7 Twin Turbo $555,000. The first true American production certified supercar, this cowboy is also rank 3rd for the fastest car in the world. It has a top speed of 248 mph+ and it can reach 0-60 in 3.2 seconds. If you are a true American patriot, you can be proud to show off this car.

8. Koenigsegg CCX $545,568. Swedish made, the Koenigsegg is fighting hard to become the fastest car in the world. Currently, it is the 4th fastest car in the world with a top speed of 245 mph+, the car manufacture Koenigsegg is not giving up and will continue to try and produce the fastest car. Good luck with that!

9. Mercedes Benz SLR McLaren Roadster $495,000. A GT supercar, the SLR McLaren is the fastest automatic transmission car in the world with a top speed of 206 mph+ and reaching 60 mph in 3.8 seconds. It is a luxurious convertible with a really powerful engine, which results in outstanding performances and style.

10. Porsche Carrera GT $440,000. A supercar with dynamic stability control and a top speed of 205 mph+ and it can reach 0-60 in 3.9 seconds. The Porsche Carrera GT applies the absolute calibers of a true racing car to offer an unprecedented driving feeling on the road.

Most Expensive cars arround World

2010-10-28T23:31:00.000-07:00

Here’s most expensive car by brand in the world. Most of the car producer in the world have their masterpiece that usually sold in very expensive price. So here’s the most expensive car classified by brand:
Hyundai : Hyundai Equus : $110,000
HYUNDAI Equus is the largest and most expensive sedans car from hyundai, Car is made to compete with European car brands such as Mercedes Benz, BMW, etc. The car is made in a variety of types ranging from normal sedans, limousines, until the most expensive bulletproof. This car can be brought home at a price of about $ 110,000

Hyundai Equus

Honda : Honda NSX : $160,000
The Honda NSX, or Acura NSX in North America and Hong Kong, was a sports car produced between 1990 and 2005 by the Japanese automaker Honda. It sports a mid-engine, rear-wheel drive layout and was powered by an all-aluminum V6 gasoline engine featuring Honda’s “variable valve timing and lift electronic control” (VTEC) system.Honda NSX newest type costs about $ 160,000.

Honda NSX

Cadillac : Cadillac Sixteen : Price not mentioned as It’s just prototype
The Cadillac Sixteen was a prototype of a style and high performance car and first released by Cadillac in 2003. For your information this car is only 1 in the world so it’s nearly impossible to see it, the car is made to combine the “Art and Science” by using a 32-valve V16 engine displaces 13.6 liters concept (~ 830 cu) and mated with a four-speed transmission electronically controlled automatic, the engine covered by high quality chrome, because this car is only 1 in the world then the car is not for sale so It’s unknown. But I’m sure this can be the most expensive car released by Cadillac if it’s sold.

Cadillac Sixteen

Engine of Cadillac Sixteen

Chevrolet : Chevrolet Corvette ZR1 : $106.000
After years of speculation and rumors, General Motors revealed the Chevrolet Corvette ZR1 model as newest Chevrolet model. As expected, the ZR1 is the most powerful and most expensive among the other Corvette models. This car is more than 200MPH speed, beat the previous corvette model (Z06), with the price of $ 106,000 you can buy this car.

Chevrolet Corvette ZR1

Nissan : Nissan GT-R : $77,000
Nissan GT-R is the most expensive Nissan cars ever selling, and the sales is good enough. This is because the price is right according to the model and the performance of the car itself. This car is the best drift car ever made (have a near-perfect handling). So It would not be surprised if this car get a lot of interest from the riches. The prices is still low compare to other expensive cars. It’s $77,000 but the price will continue to grow as lot of requests on this car.

Nissan GT R

Maybach : Maybach Exelero : $ 8,000,000
Maybach is a car brand that may be some people don’t familiar. Actually maybach is the same production with Mercedes-Benz, Maybach is considered as “Super extra luxury Mercy”. Maybach Exelero type is the most expensive with the price of $ 8,000,000 (the first time I’m not believing but after confirm from other sources, Yes It’s 8 millions dollar) Maybach Exelero use engine of 700 hp (SAE) (514 kW) dual-seater with a bi-turbo V12 engine.

Maybach Exelero

BMW : BMW Z8 : $130,000
The Z8 was the production variant of the 1997 Z07 concept car, which was designed by Henrik Fisker at BMW’s DesignworksUSA in Southern California. The Z07 originally was designed as a styling exercise intended to evoke and celebrate the 1956-’59 BMW 507. The Z07 caused a sensation at the ’97 Tokyo Auto Show. The overwhelming popularity of the concept spurred BMW’s decision to produce a limited production model called the Z8. There were 5,703 Z8s built, approximately half of which were exported to the United States.

BMW Z 8

Lamborghini : Lamborghini Reventón : $1,500,000
The Lamborghini Reventón is a mid-engined sports car that debuted at the 2007 Frankfurt Motor Show. It ranks as the most powerful and expensive Lamborghini road car to date, costing one million euros (US$1.5 million, or £858,000).The official press release stated that only 20 vehicles would be released to the public, with one additional car (marked as 0/20) produced for the Lamborghini Museum.Although early rumours indicated the total number would actually be 100,each Reventón is clearly stamped with its number in the sequence of 20 between the driver’s and passenger’s seats.
Despite the exterior being new,almost all the mechanical elements (including the engine) are sourced directly from the Murciélago LP640. According to the official press release, the Reventón exterior styling was inspired by the “the fastest airplanes”. To emphasize this, Lamborghini staged a race between a Reventón and a Panavia Tornado fighter plane.

Lamborghini Reventon

Ever try one of those most expensive car? Especially Lamborghini Reventón one?

World's Fastest Production Car

2010-10-25T05:50:00.001-07:00

You've always had the opportunity to buy the world's fastest car, but now you can buy THE world's fastest car. The actual SSC Ultimate Aero TT that set the Guinness-certified top speed record for a production car is up for auction on eBay with your name on it. The 2007 model comes with Palladium paint and black Alcantara interior, nav system, 10-speaker audio/DVD system, back-up camera, and power everything. Oh, did we mention the 1183 horsepower twin-turbo V8 mounted behind the seats?

Sure, the 2009 model has 100+ more horsepower and a theoretical top speed of 270 mph, but that's yet to be verified, making this very 2007 model still the world's fastest production car. At just over $150,000 the reserve has not yet been met, but the minimum bid is surely quite a bit less than the base price of a Bugatti Veyron or Koenigsegg CCX.

Skoda descends on Switzerland with a Yeti

2010-10-25T05:48:00.000-07:00

Europeans are about to get one more soft-roading cute 'ute to add to their shopping lists now that Skoda, Volkswagen's Czech subsidiary, has released the production version of the Yeti at the Geneva Motor Show. First shown in concept form back at the 2005 show in Geneva, the production Yeti keeps the same basic design as its conceptual forebear, but we think it loses some of what made it so interesting in the first place.

Gone is the contrasting white roof that was obviously cribbed from Toyota's FJ Cruiser but looked perfect in this application. So too gone are the flanks, now smoothed out and looking very first-gen Honda CR-V-ish and missing the hidden rear door handles from the concept.

Inside, the Yeti features the same innovative seating arrangement as the Roomster, featuring three separate rear buckets that can individually slide fore and aft or be removed completely. Gas and diesel-powered engines ranging from 1.2 liters to 2.0 liters will be offered with up to 170 horsepower along with a choice of front- or all-wheel drive. Expect sales in Europe to begin later this year.

Porsche 911 Turbo S unveiled with 530 HP of goodness

2010-10-25T05:47:00.000-07:00

The wunderkinds in Wiessach have wrought a new head of the family in the form of the 2011 911 Turbo S, the first 911 S model in five years and the first for the 997. In Porsche parlance, the S suffix generally means more power and better handling, and this car appears ready to live up to the badge.

As we surmised last August, the twin-turbo flat-six is boosted to 530 horsepower, though it sips fuel at the same rate as the "base" Turbo's with its 500-horsepower engine. All that power and 516 pound-feet of torque are transferred to all four wheels – now 19 inches in diameter with center locking nuts – through Porsche's seven-speed PDK dual clutch gearbox, and a torque vectoring system helps point the car directly where the driver wants it. 0-62 miles per hour should arrive in 3.3 seconds and top speed is pegged at 196 mph. For comparison's sake, the almighty 911 GT2 makes the same amount of horsepower (530), is slower to 62 mph at 3.7 seconds, but beats the new 911 S at the top end with a 204-mph terminal velocity.

Both fixed and folding roof versions of the Turbo S will officially debut at the Geneva Motor Show next month and go on sale in Europe in May. The coupe will cost €173,241 including 19 percent VAT (the actual base price is €145,400), while the Cabriolet goes €184,546, also including the 19 percent VAT (base price €154,900). U.S. market models should follow soon after.

2010 Mercedes-Benz GLK350

2010-10-25T05:41:00.000-07:00

When you launch a vehicle during the year's most over-hyped estrogenfest, you're obviously trying to appeal to a specific demographic. Specifically, not us. There's a reason we haven't taken a crack at the Mercedes-Benz GLK until the sequel to Sex and the City hit the screen. It was just too easy to pigeonhole this cute 'ute as nothing more than a boxy four-wheeled trinket – a cynical fashion accessory designed to compliment your rat-faced pooch and Manolo Blahniks (yes, we had to look that up).

But a funny thing happened on the way down I-5.

While blasting the stereo and hauling along at a decidedly Germanic clip, all of the stereotypes about the GLK's target demographic flew out its expansive sunroof. For as much as we dislike the mere idea of "entry-level luxury" – and in particular the scads of pseudo-SUVs that populate it – the GLK started to make sense. It's well proportioned, has adequate power and comes with nearly enough amenities to match its tri-pointed badge. We actually enjoyed it, even though our manhood might've taken a hit in the process.

Speaking of hits, from a stylistic standpoint, the GLK is either a solid double or a strikeout. Over the course of a few days, we warmed up to it, enjoying the E-Class-inspired rear fender flares, expansive greenhouse and tight posterior. Its Sports Appearance Package 20-inch, seven-spoke wheels fit the blistered arches to a "T," and while the emblem is larger than a Big Gulp lid, we've resigned ourselves to the fact that Mercedes-Benz is taking a "go big or go home" approach to its fascias.

Inside, the slab-sided aesthetic of the exterior carries over to good effect, with a right-sized dash, center console and steering wheel. It's a clean, if staid design for its segment and made up of de rigueur C-Class materials to match. The center-mounted speedo recieves the standard Merc LCD display in the middle, allowing you to toggle between everything from fuel consumption to trip readings. The gauges are clear and legible, the steering wheel controls easy to understand and even easier to operate.

The stereo is an ode to simplicity, save the numerical keypad running along the right side, and the dual-zone climate controls are nicely knurled, if a little shifty in their fitment. In short, everything is exactly where you'd expect, including the large COMAND knob aft of the shifter and the absolutely massive (and slightly comical) dollar-coin-sized engine start button.

Finger that aluminum-look starter and the 3.5-liter V6 gets startled to life and falls into a smooth drone in the background. With just over 4,000 pounds to motivate, the 268 horsepower and 258 pound-feet of torque are up to the job, and in our tester's 4Matic (read: all-wheel-drive) trim, the first stab of the throttle was met with more acceleration than expected. The standard seven-speed automatic flicked through the ratios with the speed and assurance we've come to expect from the Benz boyz, lending more credence to the claims that Mercedes vehicles offer some of the best 'boxes in the biz.

A few circular on- and off-ramps along with a run down a local Bay Area backroad proved that the GLK is remarkably more at home on the curves than most of its closest competition. The steering, while fingertip light, provided a connection to the road largely devoid on most luxo-soft-roaders and, despite its lanky proportions, the GLK was remarkably adept at handling the twisties. The rough(ish) ride we experienced on the highway and around town became an asset, not a curse, when bouncing from bend to bend, with body motions kept in check and an uncommon amount of front grip when heading into a corner a touch to fast. Scrubbing off speed with the four-wheel discs was never an issue, with firm, positive feedback that proved fade-free throughout our various drives.

Mercedes' COMAND interface seems to fall somewhere in between Audi's MMI and BMW's iDrive when it comes to ease-of-use, with a well thought out menu structure and a "Back" button always providing you a quick escape from sub-menu hell. While we understand the safety concerns about entering a destination into the nav system, the inability of the passenger to get directions while the GLK is trundling through traffic became a reoccurring annoyance. Even more galling was the lack of Bluetooth audio streaming or even a standard 1/8th-inch jack to run our phone into the system. If Ford can do it in the bargain basement Fiesta, surely a Benz driver shouldn't be forced to listen to their tunes through a crappy set of headphones – particularly on an audio system this damn good.

A quick review of the GLK's interior stats proves what we've suspected all along: its quarters are slightly more cramped compared to the competition, particularly in rear leg and shoulder room. Similarly, its maximum cargo capacity – 55 cubic feet – is notably lower than the 71 cu-ft provided by the BMW X3 and slightly less than the 61 cubes found in the Acura RDX. However, considering it's the shortest of the bunch, that's to be expected, although it is the tallest and the widest amongst its German competitors.

Situated in the firm, comfortable seats while peering through the uncharacteristically upright windshield, we began to think of the GLK as more of a mini-G-Wagon rather than the high-riding C-Class on which it's based. That impression lasted right up until the moment we pulled up next to one of M-B's WWII throwbacks. Despite its marginally rough ride, the GLK is not a Gelandewagen at two-thirds scale. It's far too modern, far too composed and, yes, far too ordinary to carry on that legacy. But that's not a bad thing.

With competition coming from all coasts, the GLK is remarkably well-equipped to handle the onslaught of buyers looking to downsize. Our fuel economy numbers landed smack-dab in the middle of the EPA's estimates (16/21 mpg city/hwy, 17.7 mpg tested) and the 4Matic's starting price of $36,600 (minus $2k for rear-wheel drive) puts it right on par with the rest of the pack.

However, as with anything hailing from Deutschland, the price rockets skyward like Atlantis on its final flight if you get crazy with the options. Our tester – fitted with the $3,150 Premium Package (memory seats, power liftgate, Panorama sunroof, etc.), $3,350 Multimedia Pack (5.1 Dolby surround, seven-inch color display, COMAND) and an assortment of other kit – rang up an MSRP of $50,235. That's nearly enough to buy Ford's aforementioned subcompact for your kid along with a bone-stock GLK. Then again, that's just how the German's roll.

Needless to say, in the realm of compact luxury crossovers, you're basking in a big bucket of choice. But while the RDX might be sportier, it's decidedly less refined. And while the Audi Q5 might fit like a well-tailored suit, it lacks the panache to stand out from the crowd. So where does the GLK fit in? Right in the middle; a pseudo-'ute for fashion-conscious Cougars and maybe their well-heeled suitors. We wouldn't mind driving it to the multiplex, even if that involves a rendezvous with four insufferable forty-somethings. No matter, we'll leave with our manhood intact.

Koenigsegg CCX and CCXR Limited Editions

2010-10-25T05:38:00.000-07:00

Due to request from certain Koenigsegg Clients and Customers, Koenigsegg has created a Limited Edition version of it’s sought after cars. The Koenigsegg Edition comes in two limited versions, the CCX and CCXR models.

It features a 5.0L twin supercharged Koenigsegg engine, together with many other unique features. The car is more track biased compared to the standard models, as it has stiffer springs and anti-roll bars, reset dampers and lowered chassis. It also features a fully visible carbon body a large adjustable rear wing, larger front splitter and side strakes for increased down force and a unique forged wheel design.

The interior is also reworked and features; color matched leather carpets, Edition side step plates, Edition chronograph instrument cluster, New edition only layout for the center consol control panels.

All other extra equipment comes as standard, such as Carbon Wheels, Special interior trim and color, Rearview camera, Satnav or Bluetooth, Amplifiers, complete Inconell exhaust system in order to save weight.

The Edition cars will be built in two different versions, a CCX model limited to 14 cars with 888 bhp and a CCXR (Bio flexi fuel) model limited to 6 cars with 1018 bhp. The price for the 888 hp CCX is 1 330 000 Euro, and 1 500 000 Euro for the 1018 hp CCXR (E85/petrol flex fuel) version. The two first of each version are already spoken for.

CCX Edition Technical Specification
Performace

Acceleration: 0-100 km/h (0-62 mph) 2.9 seconds.
0-200 km/h 9.2 sec, 0-200-0 km/h 14 sec
Top speed: 400+ km/h (245+ mph).
Braking distance: 32m (100–0 km/h)
Lateral G-force: 1.4 G
Weight to Power ratio: 1.44 kg/hp
Weight distribution %: 45% front, 55% rear
Fuel consumption: Highway travel: 13 l/100 km
Combined: 17 l/100 km

Body
Two-door, two-seater with removable hardtop
stowable under the front hood lid.
Composite Group System. Total Body weight 56 kg

Dimensions

Total length: 4293 mm (169”)
Total width: 1996 mm (78.6”)
Total height: 1120 mm (44,1”)
Ground clearance: 100 mm (3.9”)
Fuel capacity: 70 litres (18,5 gallons US)
Luggage compartment: 120 litres (31,7 gallons US)
Dry weight: 1280 kg (2821LBS) (Fully equipped with: Airbag, Glass roof and rear window, power windows, ABS, soundinsulation, lifting system, Power steering and power brakes)

Aerodynamics

Cd. 0,33 Frontal area 1.867 m2
Flat underside of chassis. Venturi tunnels at rear of chassis/body.

Steering

Rack and pinion power assisted steering. 2.7 turns lock to lock.
Turning circle: 11 metres.
TRW electrohydraulic power assisted.

Chassis

Front and rear suspension: Double wishbones, chnical adjustable ups Racing gas-hydraulic two way adjustable shock absorbers, pushrod operated. Anti-roll bar.
Electronically adjustable ride height.
with aluminium honecomb and integrated fueltanks for optimal weight distribution and safety. Monocouqe torsional rigidity: 58.000 nm/degree. Weight including tanks: 72 kg
Front: Cr Mo subframe, with integrated crashmembers.
Rear: semi-stressed engine and gearbox with support struts, for optimal rigidity and no engine inertia movements.
Fully machined aircraft aluminium uprights, with SKF LeMans specification 150mm anglecontact ball bearings.
GKN hollow/gundrilled driveshafts.
Integrated pushrod operated VPS dual adjustable gas shockabsorbers.
Koenigsegg Z-style progressive and lightweight anti-roll bars front and rear.

Brakes

Front brakes: Ceramic discs Ø 380 mm, 34 mm wide. 8 piston light alloy Brembo monoblock calipers. Power assisted.
Koenigsegg Advanced Control system.
Rear brakes: Ceramic discs Ø 362 mm, 32 mm wide. 6 piston light alloy AP Racing callipers. Power assisted.
Koenigsegg Advanced Control system.
Traction Control: F1 style for optimal performance with 5 different handling modes.

Wheels

Koenigsegg Carbon / alloy wheels with centre locking.
Front:19” x 9.5”
Rear: 20” x 12.5”

Tyres
Michelin Pilot Sport 2.
Unidirectional with asymmetric tread pattern.
Front: 255/35–19” (Y)
Rear: 335/30–20” (Y)

Transmission

Specially developed 6-speed gearbox.
Torque sensitive, limited slip differential.
Clutch: Dual Plate, Ø 240 mm.
Transversally mounted race style gearbox with limited slip differential. 6 gears plus reverse.
Final ratio: 3,364
1st gear: 2,875
2nd gear: 1,773
3rd gear: 1,267
4th gear: 1,000
5th gear: 0,833
6th gear: 0,711
Reverse gear: 3,000

Engine

Type: Koenigsegg V8 cast aluminium, 4 valves per cylinder, double overhead camshafts.
Displacement: 5.0 litre
Compression: 8.6.1
Lubrication system: Dry sump with oil spray piston cooling.
Oil cooler.
Weight 178 kg including supercharger and drysumpsystem.
Intake Manifold: Koenigsegg milled aircraft aluminium manifold.
Patented response charge system for optimal engine respons.
Manifold ceramic coated.
Emission levels: Euro IV. CARB/EPA Bin 5, with OBDII.
Sequential, multipoint fuel injection.Twin Rotrex centrifugal superchargers with response system 1.5 bar boost pressure.
Hydraulic lifting system: Lifts the front of the car 50mm in 3 seconds, from the press of the button. Automatic drop down safety feature at 50 km/h.
Central electrical system: Digital semiconductors instead of fuses or relays. Can bus operated and fully programmable functionality.
Power output: 888 Bhp at 7.000 rpm.
Maximum torque: 920 Nm (678ftlb) at 5.800 rpm.

CCXR Edition Technical Specification

Performance

Acceleration: 0-100 km/h (0-62 mph) 2.9 seconds.
0-200 km/h 8.9 sec, 0-200-0 km/h 13.7 sec
Top speed: 417+ km/h (250+ mph).
Braking distance: 32m (100–0 km/h)
Lateral G-force: 1.4 G
Weight to Power ratio: CCXR: 1.26 kg/hp
Weight distribution %: 45% front, 55% rear
Fuel consumption: Highway travel: 18 l/100 km (E85)
Combined: 22 l/100 km (E85)

Body

Two-door, two-seater with removable hardtop stowable under the front hood lid.
Composite Group System. Total Body weight 56 kg

Dimensions

Total length: 4293 mm (169”)
Total width: 1996 mm (78.6”)
Total height: 1120 mm (44,1”)
Ground clearance: 100 mm (3.9”)
Fuel capacity: 70 litres (18,5 gallons US)
Luggage compartment: 120 litres (31,7 gallons US)
Dry weight: 1280 kg (2821LBS) (Fully equipped with: Airbag, Glass roof and rear window, power windows, ABS, soundinsulation, lifting system, Power steering and power brakes)

Aerodynamics

Cd. 0,33 Frontal area 1.867 m2
Flat underside of chassis. Venturi tunnels at rear of chassis/body.

Steering

Rack and pinion power assisted steering. 2.7 turns lock to lock.
Turning circle: 11 metres.
TRW electrohydraulic power assisted.

Chassis

Front and rear suspension: Double wishbones, adjustable ups Racing gas-hydraulic two way adjustable shock absorbers, pushrod operated. Anti-roll bar. Electronically adjustable ride height.
with aluminium honecomb and integrated fueltanks for optimal weight distribution and safety. Monocouqe torsional rigidity: 58.000 nm/degree. Weight including tanks: 72 kg
Front: Cr Mo subframe, with integrated crashmembers.
Rear: semi-stressed engine and gearbox with support struts, for optimal rigidity and no engine inertia movements.
Fully machined aircraft aluminium uprights, with SKF LeMans specification 150mm anglecontact ball bearings.
GKN hollow/gundrilled driveshafts.
Koenigsegg Z-style progressive and lightweight antiroll- bars front and rear.

Brakes

Front brakes: Ceramic discs Ø 380 mm, 34 mm wide. 8 piston light alloy Brembo monoblock calipers. Power assisted.
Koenigsegg Advanced Control system.
Rear brakes: Ceramic discs Ø 362 mm, 32 mm wide. 6 piston light alloy AP Racing callipers. Power assisted.
Koenigsegg Advanced Control system.
Traction Control: F1 style for optimal performance with 5 different handling modes.

Wheels

Koenigsegg Carbon / alloy wheels with centre locking.
Front:19” x 9.5”
Rear: 20” x 12.5”

Tyres

Michelin Pilot Sport 2.
Unidirectional with asymmetric tread pattern.
Front: 255/35–19” (Y)
Rear: 335/30–20” (Y)

Transmission

Specially developed 6-speed gearbox.
Torque sensitive, limited slip differential.
Clutch: Dual Plate, Ø 240 mm.
Transversally mounted race style gearbox with limited slip differential. 6 gears plus reverse.
Final ratio: 3,364
1st gear: 2,875
2nd gear: 1,773
3rd gear: 1,267
4th gear: 1,000
5th gear: 0,833
6th gear: 0,711
Reverse gear: 3,000

Engine

Type: Koenigsegg V8 cast aluminium, 4 valves per cylinder, double overhead camshafts.
Displacement: 5.000 cm3.
Compression: 9.2:1
Lubrication system: Dry sump with oil spray piston cooling.
Oil cooler.
Weight 178 kg including supercharger and drysumpsystem.
Intake Manifold: Koenigsegg milled aircraft aluminium manifold.
Patented response charge system for optimal engine respons.
Manifold ceramic coated.
Emission levels: Euro IV.
Sequential, multipoint fuel injection.Twin Rotrex centrifugal superchargers with response system 1.6 bar boost pressure.
Hydraulic lifting system: Lifts the front of the car 50mm in 3 seconds, from the press of the button. Automatic drop down safety feature at 50 km/h.
Central electrical system: Digital semiconductors instead of fuses or relays. Can bus operated and fully programmable functionality.
Power output: 1018 Bhp at 7.000 rpm.
Maximum torque: 1060 Nm (740ftlb) at 5.600 rpm.

GM and Toyota first in line to buy Hyundai Genesis

2010-10-25T05:34:00.000-07:00

Hyundai sold a healthy amount of Genesis sedans after it went on sale last month, and of the 800 models running around the U.S., General Motors and Toyota were two of the first to pick up the new luxury sedan from the Korean automaker.

According to Michael Deitz, Hyundai's manager of product development, both automakers purchased V6-equipped models since the V8 isn't available yet, and that one of the buyers identified himself as part of GM's "Competitive Intelligence Department."

While automakers routinely purchase competing vehicles for in-house R&D purposes, it's telling that the General and ToMoCo were quick to snatch up the Genesis. With Hyundai aiming its new sedan at buyers looking for all the trappings of a high-end luxury model, minus the badge, we wouldn't be surprised to learn that Mercedes-Benz, Audi and BMW have all placed their own orders for the Genesis.

Deitz went on to tell Wards that Hyundai will be announcing its future plans for alternative-fuel vehicles in the U.S. later this year, and is currently testing liquefied petroleum gas vehicles in South Korea, fuel-cell vehicles in California and Michigan, and is considering diesel engines for its SUVs. The 4.8-liter V8 is expected to benefit from cylinder deactivation in the future and a supercharger is expected to be available further down the line.

Aston martin

2010-10-18T03:57:00.000-07:00

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Subaru WRX & WRX STI 2010

2010-10-18T03:55:00.000-07:00

The 2011 Subaru WRX and WRX STI is one of the best of Subaru cars in the market. Either the sedan or hatchback type, performance has never been different. Being popular for years in the World Rally Championship, the Subaru WRX can absolutely compete for the top prize.

For 2011, the WRX has ditched the black robe for a string bikini, flaunting some serious haunches in the process. Meanwhile, the car's big brother – the WRX STI – has been fitted with a completely reworked suspension and an all-new four-door body style.

-PopularMechanics

2011 Subaru WRX and WRX STI Specs:

As anyone who managed to survive the rash of Pontiac "wider is better" ads of the mid ‘90s can tell you, throwing more than an inch into a car's girth can have a big impact on how the vehicle performs. "We managed to increase the track of the WRX by nearly 1.5 inches," says Martyn Harding, Impreza car line manager for Subaru North America. "That's huge." In reality, Subaru has spread the WRX by 1.3 inches compared to the 2010 model—a big number by anyone's count—thanks solely to the car's wild new bodywork. While the hatchback now wears the same cladding as last year's WRX STI, the look is most noticeable in four door trim, where the body is dominated by front fenders that are flared to body builder proportions and rear quarter panels that are built to match. There's even more than a hint of BMW M3 in the rear diffuser. Throw in a set of wheels that are wider by a full inch and suddenly the car is capable of laying down grip well past the engine's capability.

Like last year, the WRX gets its power from a turbocharged 2.5 liter four-cylinder engine with 265 horsepower and 244 lb-ft of torque. Mated to a five-speed manual transmission and an all-wheel drive system, the combination returns 19 mpg city and 25 mpg highway. Likewise, the WRX STI retains its old engine, though it produces a more muscular 305 horsepower and 290 lb-ft of torque. The engine is bolted to a six-speed manual gearbox and an adjustable all-wheel drive system, all of which is good for 17 mpg city and 23 mpg highway.

But the big news on the WRX STI front is what's under the car. Subaru has built in sway bars that are about 30 percent more rigid, stiffer springs (16 percent in the front and 55 percent in the rear), stiffer bushings and a lower ride height for 2011. The company has even moved to steel-ball type bushings where the front control arm meets the body for added rigidity, though it's surrounded by a rubber bushing to keep noise and vibration down.

Price of the WRX will cost you at around $25,495 for the four-door and five-door trims. While the WRX STI sedan is priced at $33,995 and the five-door will cost at $35,995.

Ferrari Enzo MIG-U1 by Gemballa 2010

2010-10-18T03:54:00.000-07:00

I am a big fan of the Ferrari Enzo until I saw this recent news about it today!

Gemballa is producing a limited edition conversion of the Ferrari Enzo to be called the MIG-U1. Warp drive is optional. It's being made for the Ilyas and Mustafa Galadari Group of Dubai, for being the new Distributor for the Middle East. More details will be available after the "invitation only" launch in Dubai.

Here's some more pics of the 2010 Ferrari Enzo MIG-U1 by Gemballa:

Ford Focus Unveiled 2010

2010-10-18T03:53:00.000-07:00

As we begin 2010, it looks like the compact C-segment is shaping up to be one of the most highly competitve segments in the auto industry. The Honda Civic, Toyota Corolla, VW Golf and Jetta, along with the new Chevrolet Cruze are fighting for the hearts, minds and dollars of the masses. And then there's the Ford Focus.

This week in Detroit, Ford is unwrapping an all-new Focus for the 2012 model year. When the original Focus debuted internationally in 1998 and then in the U.S. a year later, it was more or less a common design. The U.S. version, however, suffered from a series of manufacturing issues and recalls within its first year of sales. Meanwhile, the overseas model got a full redesign in 2004, but Americans kept the MK1 Focus until three years ago when it got an unfortunately awkward re-skin. This time around the new Focus is truly global and adopts the latest evolution of Ford's European "Kinetic" design language. Judging by our first exposure to the 2012 Focus, every other contender in the segment may have a real problem to deal with next year. Learn more about the new Focus after the jump.

Super Saloons

2010-10-18T03:51:00.000-07:00

The first four-door Porsche sedan in Turbo guise can be considered the ultimate uber sports saloon. Not only is it wickedly fast, it is also a piece of superbly and wonderfully engineered machine. It is equally capable in a straight-line and also for attacking corners. It costs GBP100000, measures over 16ft long, weighs 2 tonnes and guzzles fuel at less than 8km/L. It is endowed with a 4.8L V8 twin-turbo engine which pumps out 493bhp and 700Nm of torque. The Panamera Turbo does 0 – 100 km/h in 4.2 seconds, 0 – 160 km/h in 9 seconds and has a top speed of 300 km/h. However, some people may not agree with the way it looks.

Maserati Quattroporte Sport GTS

Many people consider the Maserati Quattroporte a sexy car. Being Italian it certainly oozes sex appeal from all angles except its rear end which to me is a bit boring. The Quattroporte Sport GTS feels like a four-door Ferrari with lots of Alcantara in its cabin and a lively and loud engine note from its 4.7L V8 engine. It produces 434 bhp and 490 Nm of torque. 0 – 100 km/h takes 5.1 seconds and its top speed is 283 km/h. If it drives as well as it looks, it would have been a great car. The Quattroporte Sports GTS costs GBP90000.

Aston Martin Rapide

The Aston Martin Rapide was unveiled in the Frankfurt Motor Show 09. The concept was first introduced in 2006 and it became a reality within 3 years. Aston Martin describes the marque’s first four door sedan as encapsulating the core values of power, beauty and soul. The Rapide features a hand-built 6.0-litre V12 engine producing 470 bhp and 600 Nm peak torque at 5000 rpm. A specifically tuned six-speed Touchtronic 2 automatic transmission features as standard, allowing the driver to change gear automatically or manually via the steering column-mounted magnesium paddles. It does 0 – 100 km/h in 5.3 seconds and has an estimated top speed of 303 km/h. First deliveries of the Rapide is expected early 2010.

BMW 760Li

Many of you would be wondering why am I including a 7-series BMW in the comparison of Super Saloons. The BMW certainly does not have the same pedigree as the Porsche or Maserati, but the 760Li can show the pedigreed Panamera and Quattroporte a trick or two. For starters, the 760Li is equipped with the 6L V12 twin-turbo engine which pumps out an amazing 537bhp and 750 Nm of torque. It propels the 2100kg 7-series to 100 km/h in 4.6 seconds. Select Sport+ in the 760Li and the suspension firms up and the car transforms into a more aggressive animal. Not exactly a beast yet as this is still a 7-series mind you. The 760Li manages to keep up with the Panamera Turbo and certainly outshines the Quattroporte Sport GTS.

Bugatti Galibier

The Bugatti Galibier is currently still a concept. But it is expected to be launched by 2013 if there are enough rich people to afford it by then. Production of the Galibier is expected to start once the Veyron ceases in 2012. Bugatti technical boss Wolfgang Schreiber said that the idea of the Galibier is to be the “world’s fastest, most accelerative and powerful four-door car”. The Galibier is expected to be powered by the same W16 engine found in the Veyron with twin-superchargers pumping out around 800bhp. The price is expected to be approximately GBP900000! The Galibier is, in every way, a car of excesses but it would certainly be an exciting engineering feat.

Brabus CLS Rocket

The ex-record holder of the “world’s fastest street-legal sedan” (top speed: 365.7 km/h), the Brabus modified Mercedes CLS 500 definitely lives up to its namesake. Powering the Rocket is the revered 6233cc V12 twin turbo engine from Brabus (SV12 S) which is capable of 730 bhp and 1320 Nm of torque. The Rocket accelerates to 100 km/h in 4.0 seconds, 200 km/h in 10.5 seconds and 300 km/h in 29.5 seconds. Brabus extensively modified the CLS including the engine, drivetrain, suspension, brakes and aerodynamics. Priced at Euro420000, the limited edition Rocket is a very rare and special super saloon indeed. The Rocket’s top speed record was set in 2006 and held on until November 2008 when it was beaten by the G-Power modified Hurricane RS M5.

Audi R8 Review

2010-10-18T03:42:00.000-07:00

2008 Audi R8 quatrro Coupe

There I was, having fun, fun auf die Autobahn, when nature called. A location southeast of Stuttgart, I took the wrong exit and found myself outside the door of Audi's Neckarsulm plant. A large sign proclaimed the brutally Bauhaus industrial complex ground zero for the German auto maker's R8 supercar. I was immediately convinced I was destined to park one in my garage. Of course by then I had been chasing R8 ownership for more than three years. So do good things come to those who wait?

Flash forward to Vegas. I look at a number of carefully prepped aluminum-bodied R8's shimmering in the desert heat, HUNC low to the ground, looking clearly sinister in the winter sun. The German coupe's over-large mal occhi stare out from a form is not entirely unlike a Ferrari F430, but obscured by all kinds of dents, immediately and intake.
The R8's "blades" - contrasting colored tape Halving the R8's profile like enormous pieces of duct tape looks just as jarring in real life as they do in the pictures. But the car's rear end is a thing of beauty; a synthesis of the Italianate style and Germanic precision projecting pure power.

The R8's interior shares the family very similar to the upcoming TT for my taste, from its door pulls to the undersized, satellite navigation screen for the dreaded Multi-Media Disconnect unit. Despite the haptic sky-buttery leather, textured aluminum, carbon fiber accents, plush Alcantara-It is a bit like sitting inside a Zero Halliburton.
Thanks to the R8's panoramic front windshield, at least feels like a BIG briefcase. For a mid-engine sports car, rear visibility is better than expected, somewhere between terrible and really bad. Backup sensors and the camera comes standard. Very grateful.

The 3,439 pounds. Holsters Audi R8's 4.2-liter FSI V8, good for 420 horsepower and 317 lb.-ft. of torque. Helping well heeled potential customers do the math, Audi's product specialists, who set a 200-mil route through Nevada's Valley of Fire, and gave access to Las Vegas Raceway.
On the open road, the R8 is a serene machine. Despite low gearing, road and engine noise levels are subdued enough for everyday wear. My tester was hit with a couple of squeaks and rattles; an early indication of problems or provide journalists the opportunity to abuse Audi's horsepitality. Anyway, in a roadway, the R8's ride quality is excellent, even without the optional 'Audi magnetic ride' adaptive damper system.

When you press the R8 exhaust note morph from metallic rasp to the barrel chested roar of the Banshee wail. The endless mechanical aria is a welcome alternative to standard-issue audio system, which is slightly better than an A4's ICE. And while we are here, the R8's armrest is poorly positioned for long-term comfort and cupholders are useless.
The Lamborghini Gallardo donated his paddle shift transmission to the R8. At low speed, smooth shifts are quick unmöglich. While Audi's R-electronic system is not as bad as BMW's SMG cog swap (what is?) Is it far less comfortable as Audi's DSG world. To make it worse, the R8's paddles are too small and made ugly ass plastic. I briefly drove the six-speed manual version and prefer it for expanded civilian Jaunt.

Cruise Passengers note: storage is notable by its absence. Audi will sell you a fantastic seven piece set of fitted luggage for around 5,000 euros (which is more beautiful than anything else in the car). But hey, long-distance love is not the R8's main mission.
The track is the R8's true métier. Zero to sixty in 4.2 seconds says this sucker moves. Equally important, the Coupe changes direction with sufficient to elicit an refloating gleeful cackle from the most jaded track addict. Even with the ESP traction control disengaged, have Quattro-equipped mid-engine motor's back-end out of alignment is almost as hard as trying not to.

Too much speed into a corner? Back from the accelerator and nose Tucker neatly in line. Composure through long sweepers at speeds of 100 + km / h is just as exemplary. And the R8's binders are phenomenal: endlessly reassuring combination of power, feedback and measured graduation.
At the Vegas circuit, max attack e-gear shift was fast yet smooth. Unfortunately, Audi put the e-gear indicator in the witness protection program. Yet flogging the R8 around a track and then run the home may be the new owner's new favorite pastime.

The R8's handlers claimed the R8 will open a new automotive segment: affordable exotica. Yes, yes, as quickly and conscientiously as the car is that the R8 is struggling to surpass the dynamic benchmark set by the equivalent price Porsche 911 Turbo.
While the rear-engined German is faster than the R8, the visual malicious Audi definitely possess the X factor needed to make a suitable alternative to the father of all daily Super Cars. In time, the battle lines will move closer. Call me a speed-crazed way victim, but I can not wait.

Audi R8 Wallpaper shown

Audi

2010-10-18T03:39:00.000-07:00

Daily News writer Patrick Huguenin takes a look some of the cars from the 2008 New York International Auto Show. First up: BEST MOVIE HERO CAR: Audi R8 V12 TDI Le Mans concept: The Audi R8 has already earned its spot in pop culture. Courteney Cox uses one to zip around Tinseltown in FX's tabloid drama "Dirt." She'd be lucky to get her hands on a Le Mans concept version, which upgrades the engine to a 12-cylinder that runs on diesel. It's got a paparazzi-chasing top speed of just under 200 mph, but it's also fuel efficient. We know James Bond loves his Aston Martins, but wouldn't fuel efficiency and lower emissions give a good guy more room to be bad?

Volkswagen GTI 2010

2010-10-18T03:36:00.000-07:00

Vehicle Highlights

2009 Volkswagen GTI is largely unchanged, but the high-performance R32 model has been discontinued. The sporty hatchback is front-wheel drive and either 2 or 4 doors. Both body styles have a turbo-charged 200-hp 2.0-liter 4-cylinder engine and a choice of manual or automatic transmission. The all-wheel-drive R32 with the V6 engine was a limited edition model in 2008 that will not return in 2009. Available safety features include ABS, traction control, anti-skid system, curtain side airbags and front and rear side airbags. The Autobahn package includes leather upholstery and a sunroof. Heated front seats are newly standard on the 2009 GTI.

COMPETITION

Consumer Guide Automotive places each vehicle into one of 18 classes based on size, price and market position. The Sporty / Performance Car class consists of two-seat road institutes, 4-cylinder hatchback, and V8 muscle cars. Regardless of configuration, all have an emphasis on affordable performance.

Honda PUYO Concept Car Has No Edges, Begs To Be Fondled

2010-10-18T03:35:00.000-07:00

Honda's showing this year why they're the leaders in development of concept cars with no discernible edges with this concept car built for this year's Tokyo Auto Show later this month. It's called the PUYO, a Japanese onomatopoeia expressing the sensation of — please don't laugh here — the design team worked very hard on it — "touching the vehicle's soft body." Seriously. The PUYO's meant to convey a warm, friendly impression and bring together 'clean', 'safe' and 'fun' functionality in an environmentally responsible, people-friendly minimalist design featuring an ultra-high efficiency, small frame and fuel cell technology. Even the drivetrain's minimal — a joystick for intuitive operation are all designed to gently support occupants' senses and of course, as it's the Tokyo Auto Show — their gamer sensibilities. Full release after the jump.

Honda PUYO Concept Car

Honda Announces Automobiles to be Displayed at the 40th Tokyo Motor Show 2007 TOKYO, Japan, October 9, 2007-Honda Motor Co., Ltd. announced that it will exhibit production and concept automobiles and a number of technologies at the 40th Tokyo Motor Show (sponsored byJapan Automobile Manufacturers Association, Inc.), to be held from Saturday, October 27 to Sunday, November 11, 2007, at Makuhari Messe in Chiba, Japan.
The theme for Honda's automobile booth for this year is: "For the endless joy of mobility on our earth". Based on this theme, Honda will display a variety of advanced environmental technologies that address environmental issues such as a reduction in CO2 emissions, together with the fun of mobility.
Two concept models will make their world premiere at the motor show. The CR-Z is a next-generation lightweight sports car equipped with Honda's original gas-electric hybrid system which achieves both clean performance and a high level of torque. The PUYO is a fuel cell vehicle which was designed based on out-of-box thinking to provide fun for both the vehicle owner and people around them as well. Also on display will be a model of the i-DTEC next-generation diesel engine, first announced in September at the Frankfurt Motor Show, which delivers both outstanding environmental performance and engine performance characteristics.
Moreover, the all-new Fit, which will go on sale in Japan in late October, will be on display. Since it was first introduced in 2001, the Fit has been widely acclaimed for its style, functionality, and outstanding fuel economy, with worldwide sales topping two million units. The all-new Inspire equipped with a new Variable Cylinder Management system, scheduled to go on sale in Japan later this year, will also be on display. Honda will exhibit a total of 18 vehicles representing 11 different models, including vehicles already on the market, those soon to be introduced, and future concept models.
In addition, a "Next Energy" display will showcase Honda's latest initiatives in new energy development, including technology for producing bio-ethanol from rice straw and the environmentally responsible next-generation thin-film solar cells, which will go on sale nationwide in Japan. Moreover, Honda's F1 and other racing machines that symbolize the challenge to realize new dreams and other advanced environmental technologies that enable people to enjoy mobility into the future will also be on display. Through these exhibits, Honda will propose a new direction for the future of mobility.
PUYO
'PUYO' is a Japanese onomatopoeia that expresses the sensation of touching the vehicle's soft body. It is meant to convey a warm, friendly impression.
The PUYO represents a new idea in mobility that brings together 'clean', 'safe' and 'fun' functionality in an environmentally responsible, people-friendly minimalist design featuring an ultra-high efficiency, small frame and fuel cell technology to please both users and onlookers alike.
Exterior design
The development theme for the PUYO exterior was to create a cornerless, 'Seamless Soft Box' form that is kind to both people and the environment. The goal was to create a personable design with the feel of an adorable pet, while taking advantage of the maximum spaciousness of the box-shaped design. The PUYO's 'gel body' features soft materials to promote greater real-world safety. Moreover, the body has been made luminescent to guide people into the proper operating position and notify them of the vehicle's condition, facilitating a more intimate relationship between people and their cars.
Interior design
Developed to have a 'Silky Feel', the PUYO's interior is designed to provide a refreshing, people-friendly space imbued with a feeling of transparency. Features such as an instrument panel monitor, controls that take advantage of the elastic qualities of cloth to rise up when the vehicle starts up, luminous fluid meter displays, and a joystick for intuitive operation are all designed to gently support occupants' senses and sensibilities.

2011 Bentley Continental GT, live and in the flesh

2010-10-17T02:00:00.000-07:00

Here is your first glimpse at the redesigned 2011 Bentley Continental GT as it makes its world debut at the Paris Motor Show. Earlier, we mentioned that it will receive a nearly four percent price hike over the previous model, which is nothing compared to the overall improvements the new car has received.

Like any car, it has good and bad angles (obviously, the exception to this rule is the Maserati GranTurisumo which looks beautiful from every angle...) – we'll hold off final judgment until we can see it outside in natural light, not surrounded by a mob of flash bulbs and clamoring journalists.

2011 Porsche 911 GT2 RS simply begs to be flogged

2010-10-17T01:59:00.000-07:00

When we look at the 2011 Porsche 911 GT2 RS, it's hard not to slip away to daydreams of blasting around the Nürburgring channeling Walter Röhrl the whole time. After all, this is Porsche's most powerful 911 yet (that's still street legal!), boasting 620 horsepower from its twin-turbocharged 3.6-liter flat-six. Getting to 60 miles per hour takes just 3.4 seconds and you'll be doing 205 mph flat out.

All of this goodness plus some matte carbon fiber bodywork and a red Alcantara interior can be yours for $245,000. The line forms to the right.

New McLaren MP4-12C Details

2010-10-17T01:57:00.000-07:00

Today's a big day for McLaren. After ambitiously launching its own separate automotive division to follow in the footsteps of arch-rival Ferrari, the British race engineering firm has finally released its long-anticipated new supercar. Called the MP4-12C, it's been developed entirely in-house, and features the latest advances in automotive technology derived from the Formula 1 circuit.

Ooh, where to start? The MP4-12C is built around an extremely light and rigid carbon fiber tub. But rather than the heavier multi-piece tubs used by its competitors and predecessors, the MP4's is made from a single piece, weighing a spritely 176 pounds). The body panels are all carbon fiber and composites, making the new McLaren more expensive to build than its competitors and resulting in an expected £160,000 ($265k) price tag – higher than either the new Ferrari 458 Italia or the Lamborghini Gallardo LP560-4, but lighter in weight, too.

Behind the tub sits a twin-turbo 3.8-liter V8 engine producing around 600 horsepower and 433 lb-ft of torque, offering what McLaren claims is the highest horsepower to CO2 ratio of any internal combustion engine on the market – gasoline, diesel or even hybrid. Contrary to earlier speculation that suggested Mercedes could continue furnishing its erstwhile partner with at least the engine blocks while producing its own SLS supercar and furnishing Pagani as well, McLaren says the unit was developed entirely in house. The bespoke mill features a flat-plane crank, dry sump and can rev up to 8,500 rpm, though 80% of the torque is said to be available from as low as 2,000 rpm. That ought to be good for a 0-60 time in the low threes and a 200+ mph top end.

While you might have expected carbon ceramic brakes to keep all that power and speed in check, McLaren says its conventional discs actually weigh less. They're aided by a Brake Steer system that brakes the inside rear wheel to combat understeer. But the real trick system is in the seven-speed dual-clutch transmission, where Pre-Cog lets the driver load up the next gear by half-squeezing the paddle and then engaging with gunshot speed.

With the new MP4-12C, McLaren's betting the economy will bounce back soon. It's planning on building 1000 units in 2011, a quarter of which will go each to the domestic UK market and over here to the United States. The C designation also suggests that they're planning a roadster version to join the coupe

[Source: McLaren via CAR Magazine]

PRESS RELEASE:
McLaren Automotive introduces the McLaren MP4-12C

• The first in a range of high performance sports cars from the home of the world's most successful racing car company

• McLaren MP4-12C set to re-write the rules of sports car design through Formula 1-inspired engineering, revolutionary chassis architecture, and absolute focus on efficiency

• Legendary McLaren F1 inspires concept; 21st century demands drive McLaren MP4-12C execution

• McLaren MP4-12C represents 'pure McLaren'; from unique engineering to bespoke design where everything is for a reason

The McLaren MP4-12C is revealed as the first in a range of high-performance sports cars from McLaren Automotive, the independent car division based at the McLaren Technology Centre in Woking, England. The 12C, and future models within the range, will challenge the world's best sports cars, benefiting from the expertise and virtuosity of the McLaren Group.

Twenty years of sports car design, engineering and production combined with inspirational success in Formula 1 have driven Ron Dennis, McLaren Automotive Chairman, to announce his plans for the ultimate line-up of technology-led and customer-focused performance cars for the 21st century. The rules in the sports car world are about to be re-written.

Through a rich modern history, McLaren's automotive division has already built the world's most critically acclaimed supercar, the McLaren F1 (1993-1998) and the world's best-selling luxury supercar, the Mercedes-Benz SLR McLaren (2003-2009). McLaren Automotive now looks to the future with a new range of revolutionary sports cars.

"It is a long-held dream of mine to launch high performance sports cars that set new standards in the industry," said Dennis.

"We began designing and building cars for aficionados of thoroughbred sports cars almost 20 years ago. Incorporating the leading edge technologies that the McLaren Group has built up within its various companies, I believe we are now perfectly placed to open up this new chapter in McLaren's history as well as play a part in the regeneration of high-tech manufacturing in the UK and global automotive environment," he concluded.

At its heart, the McLaren MP4-12C features a revolutionary carbon fibre chassis structure, the Carbon MonoCell: the first time a car in this market segment is based around such a strong and lightweight racing car engineering solution and the first time any car has ever featured a one-piece carbon fibre structure.

This step change in sports car design means that the 12C introduces new standards not just in handling, ride and outright performance, but also safety, economy and practicality in an already competitive sector.

Martin Whitmarsh, Team Principal of McLaren's racing team highlighted the integral part that McLaren's motorsport and road car experience played in developing the 12C: "McLaren has for years offered a potent mix of race car and road car technologies. This combination of McLaren's performance heritage, and future demands on what is expected of high performance sports cars in the 21st century, gave us a head-start when we embarked on this project. The 12C, and future variants, draws on the spirit of Formula 1 and delivers real-world technological advances."

The first car from the new company, the McLaren MP4-12C, is a high performance two-seat mid-engine model in the 'core' sports car market segment for cars costing between £125,000 and £175,000. The 12C is pure McLaren, featuring no carryover parts from any other car, and will be produced by McLaren in the UK. It goes on sale through a dedicated, worldwide retailer network in early 2011.

"McLaren is already a car maker with maturity and experience, having produced iconic cars such as the F1," said Antony Sheriff, McLaren Automotive Managing Director.

"The next step was to construct a range of pure McLaren high performance sports cars that are true to the company's philosophy and reflect our position as an absolute technology and performance leader. So, when we embarked on the 12C project, we wanted to re-write the rules of sports car design. Indeed, the 12C offers performance and technology that exceeds that of the world's most expensive and sophisticated supercars, while competing in a much more accessible market segment. And to achieve this result, we designed every component from scratch to meet the extreme goals of the 12C and avoid any compromise."

"Forget what you know about sports car companies, McLaren is different," he concluded.

Inside out

The heart of the new car is the Carbon MonoCell. McLaren pioneered the use of carbon composite construction in the 1981 Formula 1 MP4/1 model and set a trend that all Formula 1 teams have followed. The company brought carbon fibre to road cars for the first time with the 1993 McLaren F1 and then built on this experience with a carbon fibre chassis and body on the SLR manufactured to the same exacting standards, but in higher volumes.

So, until now, carbon chassis have remained the preserve of the most expensive exotic cars; a purchase for the super-rich where costs are driven by the complexity of carbon fibre chassis design and build.

The 12C changes this by introducing the advantages of carbon composite - light weight, high strength and torsional rigidity, and longevity – to a more affordable sector through its revolutionary engineering as a one-piece moulding. Never before has a carbon fibre chassis been produced this way.

The 12C MonoCell not only brings dynamic benefits, but also offers fundamental engineering opportunities that form the basis of the car's unique character. It has been designed to allow a much narrower structure overall which in turn contributes to a more compact car that is easier to position on the road and more rewarding to drive.

Not only is the 12C unique in its class by offering carbon technology, it also has the highest specific power output as well as extraordinary power- and torque-to-weight ratios. Furthermore, the Proactive Chassis Control system offers groundbreaking handling and ride comfort while an intense focus on occupant packaging offers new levels of comfort and everyday usability.

Antony Sheriff explained. "With the 12C we are redefining the relationship between performance and practicality, as well as performance and efficiency, achieving leading positions in both. We have designed this car from the inside out. We have a saying in McLaren – 'everything for a reason' and the 12C will surprise people in many ways.

"A clear illustration of its special qualities is in the efficiency of its power delivery. With the 12C's power output of around 600hp and its low CO2 emissions, it delivers the highest horsepower to CO2 ratio of any car on the market today with an internal combustion engine...and that includes petrol and diesel hybrids," Sheriff concluded.

Pure McLaren

All the parts of the McLaren MP4-12C are bespoke and unique to this car. Everything from the engine right down to the tailor-made switches and buttons is pure McLaren: nothing has come from another manufacturer's parts bin.

The 12C is powered by a bespoke McLaren 'M838T' 3.8 litre, V8 twin-turbo engine producing around 600bhp, driving through a McLaren seven speed Seamless Shift dual clutch gearbox (SSG). It is targeting not only new standards for power and performance in its sector, but also class-leading fuel economy and CO2 emissions; supported by McLaren's experience of active aerodynamics to aid cooling, grip, handling and road holding.

"The 12C is all about performance," said Sheriff. "And in McLaren, we have a very broad definition of performance. We don't just look at the traditional one-dimensional parameters like top speed, we focus equally on useable measures such as in-gear acceleration times, braking performance in all conditions, and efficiency of power delivery combined with the lowest possible fuel consumption and CO2 emissions. Sure, 12C is very fast, but it is also the most efficient, most driveable high-performance sports car in the world.

"In the more subjective areas of road-holding, handling, comfort, driver involvement and day-to-day usability, McLaren is achieving new standards for a mid-engined high performance sports car in this sector," he concluded.

Thorough engineering and market research led to concept development and a clear decision in favour of a mid-engined two door high performance sports car. Intensive work was carried out in the wind tunnel and the driving simulator to ensure that the new car would inherently have superb dynamic qualities.

Dick Glover, McLaren Automotive Technical Director, was closely involved with the development of these invaluable tools during his time with McLaren's Formula 1 race team.

"There are so many examples of race car process and technology transfer in the 12C," claimed Glover. "The car owes much to McLaren's experience and success in motor sport. The advantage of technology transfer is only one element; speed of decision-making and development, F1 processes and people all make an important contribution.

"Brake Steer, for example, is a technology we pioneered on our Formula 1 car back in 1997. It helps to dial out understeer on entry to a corner and improves traction on the way out. Another is the Pre-Cog function on the gearshift rocker that effectively primes the gearbox ready for the next change, ensuring a more satisfying and faster gearchange. This is a high performance sports car with race car genes and teamwork at its heart."

Adding lightness

Weight is the enemy of performance in every area of car design. It affects acceleration, speed, handling, fuel consumption and CO2 emissions – everything. McLaren Automotive engineers pursued weight saving obsessively. For example:

• The Carbon MonoCell not only reduces the weight of the structure but also allows for the use of much lighter weight body panels.

• The close position of the driver and passenger allows a narrower, lighter body while giving improved visibility with a clearer perception of the car's extremities.

• Brakes with forged aluminium hubs save 8 kg and weigh less than optional carbon ceramic brakes.

• Lightweight exhaust pipes exit straight out the rear of the car, minimizing their length and weight.

• Airflow-assisted Airbrake deployment dramatically reduces weight of the Airbrake activation system.

• Small, compact downsized engine coupled to lightweight compact SSG minimizes vehicle length, weight and polar moment of inertia.

• Significant weight was pared off the alloy wheels through intensive Finite Element Analysis of wall thicknesses.

• The engine cooling radiators were mounted at the rear, as close to the engine as possible, to minimize the pipework, the fluids contained within them, and therefore weight. They were also mounted in car line to minimize vehicle width.

"We have spent most of the programme 'adding lightness'," said Mark Vinnels, McLaren Automotive Programme Director. "If the cost of reducing weight brought performance gains in speed, handling or economy, we did it. However, if the expense could deliver improved performance elsewhere we didn't pursue it. We never set weight targets as such; we set cost-to-performance targets and examined everything in this way.

"A good example of this philosophy is that we considered carbon fibre body panels. They would have reduced weight but added little benefit as the new one-piece Carbon MonoCell provides all of the torsional strength the body needs. The costs saved were used elsewhere for greater weight reduction and efficiencies overall. This was the holistic approach to weight saving that we used all the way through development," he concluded.

Design: everything for a reason

The McLaren MP4-12C design follows similar principles to McLaren's Formula 1 cars, and the legendary McLaren F1, where everything is for a reason and all lines, surfaces, and details are designed with a job in mind as much as styled. This ensures that the 12C communicates its engineering through its styling and will remain timeless as a piece of automotive design.

Frank Stephenson, McLaren Automotive Design Director: "Many sports cars and super cars present an 'in-your-face', 'look-at-me' image that can become wearing and boorish; the ultimate backhanded compliment becomes, "...it was of its time". Great design, however, is timeless and looks relevant years later. Take the McLaren F1 as an example. I hope that with the 12C we have produced a car that looks great today and will still look great in years to come."

The 12C's body has been styled to support sector-leading levels of downforce; downforce that then subsequently contributes to sector-leading levels of lateral grip and stability. Air flow has been manically managed to support all performance figures and light weight targets. For example, placing the radiators adjacent to the engine keeps the car narrow and reduces weight. However, this results in a huge challenge of ensuring ample air flow to the radiators. The result? The large side air scoops and integrated turning vanes that are dramatic, but purely functional. No larger or smaller than required.

The designer's challenge is to then take that styling purpose driven by engineering aspirations and add personality. That's why the air scoops resemble the McLaren logo in form, as do other features around the car.
Just two 'pure' lines flow round the car and, when combined with the integration of several dramatic convex and concave surfaces, present a car that looks compact, low and well proportioned.

The market opportunity for McLaren

"I am confident that now is the right time for McLaren Automotive to become a full line high performance sports car manufacturer," stated Ron Dennis.

"Worldwide demand for high performance cars is strong, in large part because of great cars from great competitors. With McLaren joining that list, it will grow stronger still. What we are offering is a new approach to the market, through a skilled, solid, debt-free and risk-managed company. McLaren is right to take this step now and support future growth of high-technology manufacturing and engineering jobs in the UK," Dennis declared.

The market for high performance sports cars has grown substantially since the turn of the century. McLaren divides the market into segments that encompass both more comfort–orientated GT cars and the hard-edged supercars for road and track use.

The 'core' segment runs from around £125,000 to £175,000 featuring such cars as the Ferrari 458, Lamborghini Gallardo, Porsche 911 Turbo, Bentley Continental GT and Aston Martin DB9. A second segment is the 'high' category with prices ranging from £175,000 to £250,000 and consists largely of front-engined GT cars such as Ferrari's 599 GTB and 612, with just one mid-engined contender, the Lamborghini Murcielago.

The final segment is the 'ultimate' group, a sector more or less initiated by the McLaren F1 in 1993 and now populated by a select group of cars including the Mercedes-Benz SLR McLaren, Bugatti Veyron, and cars from the likes of Pagani and Koenigsegg that followed legends such as the Porsche Carrera GT and Ferrari Enzo. In 2011, McLaren will bring technology and performance exclusive to this 'ultimate' sector into the 'core' segment.

Although the recent economic downturn has affected the performance car sector, just as it has the entire motor industry, McLaren Automotive believes that the 'core' segment's growth from 8,000 sales in 2000 to more than 28,000 in 2007 highlights the potential that exists and that it will soon return to at least 2007 levels.

"By the time the 12C is launched in 2011 we expect the economic conditions to be much improved. We have already seen significant interest in the car and the supply of the 12C will be relatively scarce; in its first year we plan to produce just 1,000 cars which represents only 3.5 per cent of the 'core' market," explained Antony Sheriff.

"We have created ground-breaking new technology, lightweight engineering solutions, and harnessed real-world motor racing applications. It brings new levels of performance, fuel efficiency and practicality to the 12C's segment. And it will be more exclusive than its principal competition with a price that reflects its lack of ubiquity," he said.

McLaren Automotive will distribute the 12C and future models through a brand-new retail network in all global markets.

Exclusivity, exquisite design and a passionate focus on delivering a wonderful ownership experience will ensure that the small number of retailers around the world are taking on an attractive new brand. This approach will drive excellent customer service and a virtuous circle that retains McLaren customers and brings in new converts as the range expands.

McLaren MP4-12C - what's in a name?

The name of the new McLaren sports car is MP4-12C.

What does this signify? As one might expect at McLaren, everything has a purpose and the nomenclature is no exception.

• 'MP4' has been the chassis designation for all McLaren Formula 1 cars since 1981. It stands for McLaren Project 4, resulting from the merger of Ron Dennis' Project 4 organisation with McLaren.

• The '12' refers to McLaren's internal Vehicle Performance Index through which it rates key performance criteria both for competitors and for its own cars. The criteria combine power, weight, emissions, and aerodynamic efficiency. The coalition of all these values delivers an overall performance index that has been used as a benchmark throughout the car's development.

• The 'C' refers to Carbon, highlighting the unique application of carbon fibre technology to the future range of McLaren sports cars.

The elements of this name represent everything that the McLaren MP4-12C stands for:

• 'MP4' represents the racing bloodline

• '12' represents the focus on complete performance and efficiency

• 'C' represents the revolutionary Carbon MonoCell

"We are very proud of the McLaren MP4-12C and all the teamwork, intelligent thought and sheer effort that have gone into developing this car. What drives people at McLaren is passion – if you cut them, they bleed McLaren. And there is no doubt in my mind that the 12C fully reflects that focus, drive and determination in its performance, style and ownership potential," said Ron Dennis, McLaren Automotive Chairman.

"This is the start of an exciting new chapter in McLaren's history, in British high-technology engineering and manufacturing, and in global sports car design. We aim to be the best, but will leave that ultimate judgement to our first customers in 2011. Until then, we will strive to put one name at the top of the 'most wanted' list for buyers of high performance sports cars: 'McLaren'," he concluded.

The McLaren MP4-12C: inside and out, and in detail

A carbon fibre heart

Light weight and performance are defining philosophies at McLaren. But outright power alone is of little significance if a car's weight saps output or if that power is unmanageable and compromises the driving experience or results in unacceptable emissions.

Fundamentally, it is critical to keep weight as low as possible. Increased customer demands for safety and advanced features all mean that shaving weight is ever more difficult. However, at McLaren saving weight remains a passion and at the heart of the McLaren MP4-12C is a carbon fibre composite chassis: the Carbon MonoCell.

This revolutionary structure is the automotive version of a McLaren innovation that started with Formula 1 back in 1981 and delivers both weight savings and performance gains. It is a technology cascade in which McLaren brought carbon composite technology from the aerospace industry to make the MP4/1 F1 car, the first Formula 1 car to benefit from the strength, weight and safety of carbon fibre.

McLaren's Formula 1 carbon fibre technology then offered the company the opportunity of applying its expertise to road car applications. The first ever road car to be constructed of this material was the McLaren F1 produced in 1993, albeit in small numbers. The F1 was followed by the Mercedes-Benz SLR McLaren that also shared this rare expertise.

Only a handful of other cars in the market offer such technology today and all of them lie in the 'ultimate' segment. No manufacturer has brought the advantages of carbon composite technology to a more affordable sector of the market. But the 12C does, through engineering passion and a relentless pursuit of efficiency.

So, McLaren did it first with the F1, the world's fastest car for many years, then in the highest volume with SLR, which almost doubled the volume of the next highest produced carbon fibre-based high performance sports car by selling over 2,100 units. Now, through revolutionary one-piece moulding of the MonoCell, McLaren brings a carbon composite chassis down to the 'core' category, where currently only traditional metal structures are offered.

The advantages this technology brings are light weight, high torsional rigidity, a very strong safety cell, low perishability, ease of repair and extreme dimensional accuracy.

The 12C MonoCell weighs less than 80 kg. Carbon fibre contributes to the car's low overall weight and it forms the structural basis for the whole car. The tub's torsional rigidity is considerably stiffer than a comparable alloy structure.

This inherent lack of flex means the unique front suspension system, which is mounted directly onto the MonoCell, requires less compromise for flex of the suspension itself. Therefore, it is easier to develop the unique balance between fine ride and precise handling that McLaren has targeted. The MonoCell also offers greater occupant safety. It acts as a safety survival cell, as it does for a Formula 1 car.

Carbon composites do not degrade over time like metal structures that fatigue. One is able to get into a 15-year-old McLaren F1 and there is none of the tiredness or lack of structural integrity that afflicts traditional cars that have suffered a hard life. The 12C will feel as good as new in this respect for decades.

And in the event of an accident, the light weight aluminium alloy front and rear structures are designed to absorb impact forces in a crash and can be replaced relatively easily. Aluminium extrusions and castings are jig welded into the finished assembly and bolted directly to the MonoCell. Cars with full aluminium chassis use their structure to absorb and crumple on impact, which implies more fundamental damage (and expense) to the whole structure, including the passenger cell, in a major accident.

McLaren has pioneered a new carbon fibre production process that allows the MonoCell to be produced to exacting quality standards, in a single piece, in only four hours, compared to the dozens of carbon components (and dozens of production hours) that normally feature in a carbon fibre chassis structure. This naturally brings huge efficiency and quality benefits. The MonoCell project is managed by Claudio Santoni, McLaren Automotive Body Structures Function Manager.

"It was clear that we needed to develop a car with a carbon fibre structure. After all, McLaren has never made a car with a metal chassis!" said Santoni.

"The whole 12C project is based on the concept of the MonoCell. This means that McLaren can launch into the market with greater performance than our rivals and a safer structure. To put it into perspective, if the costs and complexity of producing a McLaren F1 carbon fibre chassis are taken as a factor of 100, the 12C chassis production costs are reduced to a factor of seven or eight, without degrading the strength or quality of the carbon fibre structure. And this step-change in technology could make its way into more mainstream cars," he concluded.

Getting the production process right is the result of five years of extensive research. Now that the process is perfected, it allows McLaren to produce the MonoCell repeatedly at very high quality.

"Not many people in the automobile world work to standards demanded by the aerospace industry," claimed Mark Vinnels, McLaren Automotive Programme Director.

"Our ability to analyse and predict the performance of carbon fibre is in line with aerospace technology and is truly world class, particularly in the sense of predicting failure, which is obviously key in managing crash events and passive safety.

"We can now predict failure levels at individual ply level in the carbon composite and the results are absolutely correlating with what we predicted," he concluded.

The finished MonoCell emerges in one piece and this new process could revolutionise car design. It avoids the need to bond different parts to make the whole structure, as with all other carbon fibre cars. It is hollow, saving further weight, and the integrity of production ensures the location of suspension and ancillaries is accurate to the finest of tolerances.

Powertrain: pure McLaren

The McLaren MP4-12C is powered by a twin-turbocharged, 3.8 litre 90_ V8 engine – the 'M838T'. This marks the start of a new era in 'core' segment sports cars – smaller capacity, lighter weight, higher efficiency and more economical power units. The engine has the highest specific power output in its segment which, when allied to its low weight carbon composite chassis, delivers exemplary power- and torque-to-weight ratios.

'M838T' is a unique McLaren power unit, developed specifically for the 12C. It is compact, lightweight, very stiff, and offers an uncompromising combination of very high performance and good driveability, with excellent economy and CO2 emission values.

Taking power and emissions in combination (measured by its horsepower to CO2 ratio), the 12C delivers its power at greater efficiency than any other car on the market with an internal combustion engine, including hybrids.

'M838T' features dual variable valve timing and produces around 600bhp and 600Nm of torque. A dry sump and flat plane crankshaft allow the engine to be placed extremely low in the chassis thereby lowering the centre of gravity and improving handling responses. It also features composite cam covers and intake manifolds, which reduce weight and heat transmission into the charge air, as well as Nikasil-coated aluminium liners for further weight reduction.

The McLaren engine revs to 8,500rpm, has quick transient throttle response and delivers its abundant torque throughout the rev range. A staggering 80 per cent of torque is available at below 2,000rpm, ensuring great driveability and no need to floor the throttle to deliver performance.

And it delivers a great soundtrack to highlight the engine's performance, flexibility and driveability. The sound of the engine has been thoroughly engineered through exhaust manifold design and tuning of the exhaust and intake systems to deliver a unique engine note.

The high level exhaust pipes exit through a mixing box, rather than a conventional and heavy silencer box. All parts of the exhaust system up to the mixing box feature sandwich layer heat-shielding that helps reduce heat from the engine bay. In just an 18mm gap, exhaust gas temperatures reduce from 900OC to 300OC.

The engine drives the rear wheels through two wet clutches and a McLaren-developed seven speed Seamless Shift dual clutch gearbox (SSG).

The Seamless Shift technology offers variable programmes ranging from 'normal' for road use and 'sport' for quicker changes still, right up to a lightning quick high performance mode. In addition an 'automatic' mode, 'launch control' and 'winter' modes can be selected, the latter changing all electronic functions to suit low friction conditions and delivering maximum driver aid and support. There is no traditional manual transmission offered; the two pedal layout offered further scope to create a narrow, and therefore light, car.

The 12C's SSG is a development on the automated and sequential manual gearboxes with paddle shifts that proliferate in the car market today. The character of the transmission will engage even experienced drivers with its responsiveness and its contribution to the whole dynamic package.

With minimal torque loss, there is none of the lurch, hesitation or unpredictability that characterise traditional automated-manual transmission systems.

Design of the SSG system was driven by a demanding mechanical package that not only reduced weight and improved dynamic control for the entire vehicle, but also delivered driver benefits.

It is lightweight and compact in design and positioned in exactly the best location. The input shaft lies very close to the output shaft to help position the entire powertrain low in the vehicle. Twin secondary shafts ensure any rear axle weight overhang is minimised and rear crash performance is uncompromised. The bespoke SSG is further complemented by an entirely new control system.

This obsessive attention to detail comes as second nature to McLaren, but is not just there to satisfy the engineers' passions. McLaren's designers have also engineered the system to work seamlessly with the driver.

The system reduces weight and benefits packaging targets, but also ensures that driving programmes and shift strategies take the driver's own inputs and uses them to directly control the engine's torque and speed to deliver performance, economy or comfort as requested.

Gears are changed using a Formula 1 style rocker shift that pivots in the centre of the steering wheel. It is actuated on either side of the steering wheel (pulling right changes up, pulling left down).

As with the McLaren Formula 1 car, a shift can be actuated either by pulling or by pushing on the rocker. The rocker moves with the steering wheel, rather than being mounted on the steering column, so that if a gearchange is needed while lock is being applied the driver does not have to fumble around to change gear.

The rocker itself incorporates an innovative feature created by McLaren engineers called Pre-Cog. The name stands for pre-cognition, literally 'foreknowledge'. The rocker on the 12C has two positions with a slightly different haptic (or feel) for each. The driver applies first pressure to the rocker and it informs the gearbox to get ready to swap ratios, thereby saving time – latency – between the message being sent and the gearbox being primed to act. The second pressure confirms that the gear should be changed and the torque handover is completed in milliseconds.

"What Pre-Cog actually does is initiate the shift process by priming the clutch and torque handover – it takes significant time out of the process," explained Dick Glover, Technical Director McLaren Automotive.

"It's a little bit like the first pressure on a camera shutter button. There's no requirement for the driver to use it but it is more satisfying and engaging if you do. The SSG also promotes seamless shifting in which the driver doesn't have to reduce engine power at all – rather than the gearshift slowing you down, it actually speeds the car up by recovering the energy of the crank spinning as it drops engine speed," he said.

In practice the latency of the shift is virtually zero, the actual gear change time is very fast and the level of impulse can be varied according to the gearbox mode. Considering that McLaren was the first Formula 1 team to introduce seamless shift gearchanges into motor racing, it was a natural step to develop such a bespoke transmission to its sports car project.

Chassis: Proactive control

The suspension for the McLaren MP4-12C breaks new ground, offering hitherto unseen levels of roll control and grip (an almost flat cornering attitude, depending on the programme selected).

Although such track-like responses would normally imply a rock-hard ride, the 12C delivers compliance and ride comfort more akin to an executive saloon car. The mix of occupant cosseting and sporting potential is truly unique. The 12C offers the driver both class-leading ride comfort and class-leading performance.

The whole chassis package produces not only a unique relationship between ride and handling, but also astonishing lateral grip and outstanding traction. The 12C is poised and balanced whether negotiating high or low speed corners, during direction changes, under heavy or light braking and on tightening or opening corners.

The trick behind blending such opposing objectives lies in the innovative Proactive Chassis Control system, uncompromised geometry, and weight distribution.

The suspension is based on double wishbones with coil springs. The dampers are interconnected hydraulically and provide adaptive responses depending on both road conditions and driver preference.

The Proactive system features adjustable roll control which replaces the mechanical anti-roll bars that have been a standard feature of road cars since time immemorial. It allows the car to maintain precise roll control under heavy cornering while decoupling the suspension in a straight line for excellent wheel articulation and compliance.

There are three suspension modes that are selected on the Active Dynamics Panel. As with the powertrain adjustment, there is a 'normal', a 'sport' mode and a high performance mode which adjusts numerous parameters in the system.

Not only is the Proactive suspension a unique application that delivers absolute benefits to driver and passenger, but it is also another example of McLaren's drive to achieve all-round performance goals from core engineering targets.

For example, the unique blend of a compliant ride with ultra-sharp handling also delivers ownership benefits as it protects suspension bushes from wear and tear, with McLaren's research suggesting a potential for up to ten times more mileage than on some competitor cars. Also, the hydraulic pump that supports the dampers is the same pump that supports the electro-hydraulic steering system. Why use two pumps when one - small and lightweight - pump will do?

The powertrain packaging also contributes to the 12C's handling prowess.

The engine is mounted low down in order to lower the centre of gravity while the radiators are rear-mounted and reduce weight by saving on long piping to and from the engine (and the fluids they would hold). The value of rear-mounted radiators is key to the 12C's handling and balance. The more weight that can be concentrated within the wheelbase and towards the centre of gravity, the lower the polar moment of inertia, thereby improving corner turn in.

Another feature that helps the 12C to handle at a new level is a development of an electronic system used by McLaren's 1997 MP4/12 Formula 1 car, – Brake Steer. In essence, it is a system that brakes the inside rear wheel when the car is entering a corner too quickly to make the desired radius. Under normal circumstances the front would wash away wide of the apex the driver wants to touch: in other words, the car is in a state of understeer.

Brake Steer manages the tendency of a car to wash out and brings its nose back on line. It assesses the steering angle to determine the driver's intended course and applies the inside rear brake to increase yaw rate and resume the desired course.

The system also works on acceleration out of a corner when the inside rear has a tendency to spin, allowing the driver to put power down more quickly. It controls what a limited slip differential would do and obviates the need for such a complex and heavy unit, thus saving more valuable kilos.

The standard brakes for the 12C reduce overall vehicle and unsprung mass. McLaren has developed a composite braking system that uses a forged aluminium bell that attaches to the cast iron disc. This solution maintained the excellent brake feel of a cast iron disc while saving 8 kg. Carbon ceramic brakes will be available as an option, offering fade-free braking performance during high performance driving, but the standard composite brake system is actually lighter than the larger carbon ceramic units.

The design of the standard cast alloy wheels (19" front, 20" rear) was driven by McLaren's light weight objectives: the light weight styling was agreed in concept, then the wheel was tuned using Finite Element Analysis to take a further 4 kg out of the wheels. Bespoke Pirelli tyres have been developed in conjunction with McLaren specifically for the 12C.

An array of electronic aids is fitted to the 12C that will assist and protect the less-experienced driver, or when conditions challenge even the best. These include ABS, ESP, ASR traction control, Electronic Brake Distribution, Hill Hold and Brake Steer. The level of intervention varies according to the handling mode selected.

Design: everything for a reason

The McLaren MP4-12C has been designed around a demanding mechanical package that puts emphasis on aerodynamics, compact dimensions, performance and efficiency, practicality and comfort. Although the design of the 12C was driven by aerodynamics, it aims to remain contemporary and elegant throughout its lifetime as well as distinctive among its peers.

Frank Stephenson, McLaren Automotive Design Director, helped finalise the design: "Like most designers it's a boyhood dream to work with high performance sports cars. They are the purest expression of speed and purpose and, with increased consumer demand in this market and environmental aims to the fore, offer designers the ultimate challenge.

The 12C design was therefore led by aerodynamics. At McLaren we have been able to use the Formula 1 techniques and the huge expertise that the company has amassed at the pinnacle of the sport," explained Stephenson.

"All the fins, vents and the flat underbody are there for a reason. No styling addenda have been incorporated for appeal or style alone. This aerodynamic purity explains why this car can hit top speed with great stability without resorting to tea tray wings or deep front air dams. I really feel that the styling communicates the 12C's engineering integrity and technical benefits and it is this purity that makes the design timeless."

The overall design theme supports engineering aerodynamic ambitions. Purity of lines then give the car its character. Successful car design is based on proportions and McLaren's styling team, whilst driven by the demands of the purest airflow, honed a mix of concave and convex surfaces that present balanced proportions and a feeling of lightness. Nothing is out of place on the car and surfaces interact smoothly and with purpose; surfaces that are integrated into the whole of the car along two continuous lines that flow round the body.

The front is very low since it does not have to house large engine cooling radiators, two of which are mounted longitudinally at the sides. This offers the added benefit of segment-leading space for storage under the bonnet.

The 12C's face is dominated by large and distinctive air intakes and bi-xenon headlights with LED running lights inspired by the form of the McLaren logo. The McLaren logo itself also graces the bonnet of a car for the first time.

Illumination from the running lights bleeds into three distinctive gills just above the headlamps. The windscreen is deep and low for superb forward visibility and redolent of the McLaren F1: in wet weather it is swept by a single weight-saving pantograph wiper blade, as was the F1.

Stephenson again: "The 12C does not reproduce the F1 design but it unashamedly builds on its functionally-driven engineering and design highlights such as the large, deep windscreen and the low cowl to give the driver good visibility for accurate placement on the road. Any similarities are there for a reason."

From the side, the 12C cannot be mistaken for another sports car. The dominant side air inlets act as turning vanes and help direct cooling air over the side radiators. This shape was designed and optimised using McLaren's extensive computational fluid dynamics capability. Likewise, the scalloped shoulders drive airflow to the airbrake, thereby enhancing its effectiveness in the aerodynamic package.

The other prevailing design characteristics are the dihedral doors (a hereditary gene from the McLaren F1), which has a clear purpose, like every other element of McLaren's design ethos.

The concept of dihedral doors is simply to allow the driver and passenger to get into and out of the car as easily as possible as well as allowing a smaller door opening than would otherwise be necessary.

The simple act of moving the door forward and upwards invites the driver to step across the sill and sit in the car more easily. In tighter parking situations, dihedral doors allow ingress and egress in a situation where another car has parked too closely. In traditional door systems a huge parking space is necessary to permit the doors to open wide enough.

With its single hinge, the dihedral doors offer weight-saving features and are unique to the McLaren brand. As is the unique handle-free door entry system.

The 12C's rear is unique. It has an aggressive, business-like appearance with its downforce-optimised rear diffuser. The exhaust pipes exit high and in the centre of the car and the rear end is open to ensure efficient evacuation of hot air from the engine bay. The engine itself is visible through the top deck. The LED tail light clusters do not dominate the rear and are hidden behind horizontal black bars. They are only visible when illuminated: the two upper bars light up as LED brake lights and turn indicators.

Aerodynamic efficiency drove the 12C's design. High downforce helps maintain traction, cornering ability and stability while low drag aids top speed and acceleration. It has a completely flat underbody and smooth upper body surfaces to yield a highly effective drag coefficient and generate very high levels of balanced downforce at high speed.

A nose splitter gives more downforce at the front while guide vanes near the front and rear wheels help to increase downforce with minimal drag penalty and direct air towards the all-important diffuser at the rear.

The active Airbrake is another innovation that made its debut on the F1 supercar and was also incorporated into the SLR. It deploys hydraulically under braking, or when the driver wants to trim the car for increased downforce by using a switch on the Active Dynamics Panel.

Under braking, a piston operated by transmission hydraulics raises the Airbrake to a certain angle. Once a small amount of wing angle is pushed into the airflow, the centre of aerodynamic pressure forces the bottom of the 'wing' back. In this way, it raises the airbrake to maximum angle using the 'free' airflow rather than relying on another mechanical device.

The Airbrake moves the centre of pressure of the 12C rearwards, whereas it would normally move forward under braking. It improves yaw stability under braking and allows the brakes to work more effectively due to increased downforce. It is also a weight-saving solution that took almost 50 per cent of weight out of the mechanism.

Overall, the 12C is lower, shorter and narrower than key competitors, but has much shorter front and rear overhangs due to its longer wheelbase – a layout that promotes stability and assists handling response.

Inside: it all starts with the driver

Packaging was fundamental to the McLaren MP4-12C design challenge. Externally, the car had to be compact, yet internally it had to offer an unparalleled driver and passenger environment where comfort and driving enjoyment at all levels were not compromised.

"With the interior, we have created a real step forward in the packaging of a sports car. Moving the driver and passenger closer together improves driving control and moving the pedals improves the problem of wheel well intrusion. We also repackaged many of the major components that normally sit under the dashboard to allow for more space and a unique form. Packaging is one of the 12C's really strong points," said Frank Stephenson.

But the creativity of the interior design itself aimed to set new standards. The whole focus is on making the 12C cockpit a uniquely comfortable and functional space. The design offers a symmetry that wraps around the occupants and makes them feel not only physically, but also emotionally comfortable.

The interior is extremely space efficient and is designed to accommodate ?thpercentile adults in comfort. This has been partly achieved by the 7 inch touch screen telematics system oriented in 'portrait' mode. This is a first for the automotive industry and is more intuitive than 'landscape' orientation – we read down a page and our mobile telephones and other personal information devices are configured this way.

This is one of the many reasons the 12C design is able to buck the trend towards ever wider sporting cars. The innovative information centre provides all normal telematics functions such as audio, navigation and telephony, while providing some new features never before seen in a car. Meridian, the renowned producer of state-of-the-art sound systems, is developing its first ever in-car system for the 12C.

McLaren designers paid great attention to all-round visibility for both safety and driving precision.

The low cowl gives a full six degrees downward vision from eye height and, importantly, allows the driver a clear view of the front of the car. The view of the top of the front wings, with the highest point positioned directly above the centre of the wheel, also facilitates perfect placement of the 12C in a corner. Rear vision is excellent too and an internal buttress with a rear three-quarter glass provides a clear rearward view.

The steering wheel is probably the most important sensory item for any driver. Apart from the feel and feedback from the front wheels, the actual grip and design of the wheel itself is paramount. The steering wheel is 'clean' – there are no buttons to distract the driver. It also needs to be small and very tactile.

McLaren designers and engineers found the solution to the steering wheel design challenge under their own roof. Having employed an advanced and compact airbag, the steering wheel design was then inspired by McLaren's racing expertise.

The steering wheel grip of the 12C is as technically precise as a McLaren racing driver's wheel.

This is because past Formula 1 championship-winning drivers' grips were modelled and scanned and the most effective feel and thickness of their wheels was replicated for a high performance road car.

Such attention to detail is to be found throughout the McLaren 12C's interior and the car does not suffer an over abundance of switches, knobs and dials.

The layout and ergonomics of the interior are aided by the 12C's packaging. The driver and passenger sit closer together, giving the driver a better feeling of control for placing the car on the road accurately as well as leaving more room between the driver and the door panel. This allows not only more space for arm movements during hard driving, but also provides space for an additional 'door console'.

Like the McLaren F1, the driver has controls on both sides, which allows for a rational positioning of switches:

• Climate controls on each door console

• Telematics on the upper centre console

• Active Dynamics Panel on the middle centre console

• Transmission and minor controls on the tunnel console

• Trip computer and cruise controls on steering column
As such, all groups of controls have their own place and are accessible within a hand's distance from the steering wheel. The instrument cluster has a large central tachometer and digital speed readout. Behind the steering wheel (and moving with it) is a Formula 1-inspired rocker for changing gears. It has been engineered to deliver a Formula 1 haptic. The science of haptics has been applied to all the controls in order to generate a consistent and high quality feel. All the controls are bespoke, designed exclusively by McLaren, and not a single one has come from the parts bin of another manufacturer.

The Active Dynamics Panel provides two rotary switches and four push buttons:

• 'Start/Stop'

• 'Active' activates all the dynamic controls.

• 'Winter' sets powertrain, suspension and electronic aids to maximum driver support.

• 'Launch' initiates the launch control system.
The two rotary switches control 'powertrain' and 'handling', each having three position settings for normal, sport and high performance driving modes.

• 'Powertrain' changes throttle response, gearbox strategy, shift times and impulse (how much one can feel the gearchange). The coaxial 'Manual' button controls use of manual gearbox functions.

• 'Handling' changes stability control, steering weight, suspension firmness and roll stiffness. The coaxial 'Aero' button allows the driver to deploy the airbrake for increased downforce.
The supportive, light weight seat is comfortable and electrically-adjustable for height. There is plenty of stowage space in the car with a shelf behind the seats big enough for small bags and a 'floating' centre console that leaves space beneath for a large storage container.

The interior's simplicity belies a world-class level of comfort and safety features that will include a full quota of airbags, fully automatic dual zone climate control, sophisticated telematics and audio systems, parking sensors, trip computer, cruise control and electric memory seats.

Testing and simulation

McLaren has developed one of the most sophisticated driving simulators in the world. It is an immensely powerful tool that can be used to predict handling, performance, and a multitude of other dynamic properties.

The simulator was initially designed to improve the performance of the Formula 1 cars. But it has also been used intensively in the design and development process for the 12C, where modelling offers the opportunity to test likely outcomes without having to build a component that might turn out to be inadequate. It saves both money and time and it is perhaps the most effective technology transfer from Formula 1 to road cars; the handling and suspension of the McLaren MP4-12C was developed using exactly the same tools and techniques as the McLaren Formula 1 cars.

The crash test requirements are a good example of how simulation helps speed up development. Long before the first Carbon MonoCell had been constructed, the design had been through hundreds of passive crash test simulations. When the time came to submit a real world crash test, the 12C passed with flying colours.

"Outside of McLaren, it is almost unknown to meet our standards out of the box," said Dick Glover, "but simulation worked out perfectly for us. It is difficult enough to achieve first time success like this with just a relatively predictable, ductile aluminium structure yet McLaren managed first time out with its MonoCell and added aluminium structures. We are very proud of that."

Simulation didn't stop at the design stage. Although over 20 prototypes have been built for an exhaustive test programme around the globe, the simulator remains a key tool and a differentiator from most competitors.
Different engineering teams have cars undergoing specialized testing including hot weather in Bahrain in the height of the 2009 summer, cold weather testing in the Arctic, engine development, gearbox calibration, electrical testing and ride, handling and durability programmes.

Before the first prototype was available, the dynamic test team, aided by professional racing driver and McLaren test driver Chris Goodwin, tested early parts on the simulator as well as a development chassis and various engine mules. When dynamic testing started, development and constant refinement of engine, gearbox, tyres, aerodynamics, braking, steering and suspension began in earnest to match all projected values and targets.

The testing programme moved into a more 'aggressive' phase following the principles of Formula 1 testing where a car and dozens of people maximise track time during the day and work on improvements overnight. The principle is 'why test one thing when you can do ten'. Prototypes went to a test track for six weeks with all the experts and suppliers. The car followed a rigorous regime of testing almost 24 hours a day, seven days a week for six weeks. This turbocharged programme accelerated the development time.

Production

The production process for the McLaren MP4-12C will enable McLaren to build on its recent success of record production volumes and quality for a luxury supercar with the SLR.

The McLaren Production System brings a large scale lean production mentality into a small-scale, flexible operation. The process is championed by Production Director, Alan Foster's experiences at Japanese and European car manufacturers.

"Quality is the most important thing to customers," said Foster, "and quality management is a fundamental part of building a McLaren. For my team it is an absolute passion. It doesn't matter whether a customer is spending ten thousand pounds or a million, it is their money and they rightly expect to have pride in their purchase and be satisfied with it. Our goal is to ensure that we exceed customers' expectations," he concluded.

12C volumes will remain low, but will require a change of mindset for McLaren's production line teams as the company moves to higher volumes. But the build process will still focus on craftsmanship, a hand-built philosophy but with a lot of science behind it. Quality gates will ensure that a car cannot leave a work station until everything is completed perfectly.

McLaren will maintain its high standards of final approval before a car can be released.

The build of prototypes has already proven the robustness of this approach because investment in the manufacturing assembly fixtures that will actually be used in production has already prepared the team and shown the build process to be on track. The 12C station cycle times have already been reduced by almost a further 20 per cent through knowledge gained from building the prototypes. In short, the risk has been removed from the production process so that final production quality will be guaranteed.

Aftersales, retail distribution, personalisation

Not only is McLaren establishing a new company, a new production plant, an all-new high performance sports car engineered and developed in house... it is also building a global network of retail distribution partners.
This small number of super operators will deliver the dedication and purposefulness necessary to ensure an ownership experience for the 12C that is as good as the car itself.

Ease of repairability, low-cost of servicing and maintenance, and availability of parts are of paramount importance to this customer relationship and have been key targets since the beginning of the 12C project. McLaren aims to offer segment leading performance here too. The principle being that a high performance sports car should not just be a pleasure to drive, but also to own; a car that is efficient to run and own retains its residual value and ensures its owner becomes a repeat purchaser.

Early planning indicates that 25 per cent of sales will be made in the UK, 25 per cent in the USA and the remainder to the rest of the world, notably Germany and mainland Europe, the Middle East and some Far Eastern countries. Although the McLaren MP4-12C has a comprehensive standard specification, customers for such an exclusive car want to have the ability to specify bespoke items, interiors and special equipment for their own car. McLaren has extensive experience of meeting these needs for McLaren F1 and SLR customers.

For example, the 12C will be available in a broad range of exterior paint colours and interior colours and configurations, while carbon fibre components and lightweight forged wheels will reduce weight yet further.

In summary

Motor racing began the McLaren story, but the latest chapter sees the company take that inspiration and develop it further on the road – and track.

McLaren has a heritage that spans 45 years during which time it has won 163 Grands Prix, 12 F1 World Championship Driver's titles and eight Constructor's titles.

McLaren achieved the most dominant season ever in F1 (15 wins out of 16 races in 1988) just as it dominated the Can-Am championship winning five titles in the late 1960s and early 1970s. McLaren has also won three Indianapolis 500 races and the prestigious Le Mans 24 Hours at its first attempt in 1995.

McLaren remains the only manufacturer to win the F1 World Championship, the Indianapolis 500 and Le Mans – the 'triple crown' of the motor sport world.

On top of McLaren's racing record it can lay claim to a road car heritage spanning 20 years, having produced the fastest production road car in history, the McLaren F1. Success does indeed breed success and McLaren intends to continue in this vein.

"McLaren Automotive is well on the way to offering not only an extraordinary new sports car but also to building an innovative new company," explained Antony Sheriff, McLaren Automotive Managing Director.

"It is an exciting time for all of us at McLaren. We have built a new company, we are constructing a new global dealer network and a purpose-built production plant and, of course we are launching the first pure McLaren car for more than a decade. The best way I can describe the McLaren MP4-12C is to say it is not a 'but' car, it is an 'and' car:

• It offers class-leading performance and class-leading economy and CO2 emissions

• It has small dimensions and great packaging

• It is well-equipped with high safety standards and is lightweight

• It has dramatic dynamic potential and the ride quality of an executive saloon car

"When we embarked on the 12C project, we set ourselves ambitious targets. After all, building a car that matches the performance of competitors is not good enough for us. With a McLaren badge on the front, it needs to be the best."

"So we developed everything from scratch because it was the only way we could ensure we met our ambitious goals and did not compromise the car – a new chassis concept, new engine, new gearbox, new suspension system, new telematics system; everything is new. As exciting as it has been for us, we hope the 12C will prove even more exciting for our customers," Sheriff concluded.

"I am really proud of what the whole McLaren Automotive team has achieved with the 12C," said Ron Dennis, McLaren Automotive Chairman.

"We respect and admire our competitors in the high performance sports car market, just as we do in the world of Formula 1, but I also believe that fierce competition drives technology and innovation and produces ever better products.

"With the McLaren MP4-12C we are determined to deliver the best car in its sector by almost any measure. It is our philosophy to push what is possible in car design and engineering and bring innovation and engineering excellence to the performance car world. We have an incredibly dedicated team at McLaren who continue to drive this company to ever greater achievements, and the 12C represents the passion within, as the first of this new range of performance cars from McLaren," he concluded.

Notes to editors:

• Ron Dennis has been a pioneering force within motorsport since he began his career 42 years ago. In 1966 he joined the Cooper Racing Car Company and progressed to join the Brabham Racing team where in 1968 he was appointed to the position of Chief Mechanic to Sir Jack Brabham. Three years later Ron launched his own company, Rondel Racing, which won races in the Formula 2 Championship. During the 1970s he ran a number of highly successful teams, mainly concentrating on Formula 2 but also competing with distinction in the Procar Championship. In 1980 Ron's most recent company, Project Four, merged with Team McLaren Ltd to form McLaren Racing. This was to be the catalyst for the great success and diversification that McLaren has enjoyed to date. Since 1980, McLaren has won seven Constructors' World Championships and ten Drivers' World Championships. In 1989 Ron co-founded McLaren Cars, which designed and manufactured the revolutionary F1 road car of 1994; now renamed McLaren Automotive, the company produces the Mercedes-Benz SLR McLaren sports car on behalf of Daimler. Ron's entrepreneurial skills have seen the McLaren Group grow and diversify. It currently encompasses McLaren Automotive, McLaren Electronic Systems, McLaren Applied Technologies, McLaren Marketing and Absolute Taste, all in addition to the flagship, McLaren Racing and its Vodafone McLaren Mercedes Formula 1 team. During the year 2000 Ron was honoured with a CBE for services to motorsport. In 2001 he was presented with a BRDC Gold Medal in recognition for his contribution to motorsport. He was also awarded an Hon DTech from De Montfort University in 1996, an Hon DSc from City University (London) in 1997 and, in 2000, an Hon DSc from the University of Surrey. In January 2009 Ron announced that he would pass the role of Vodafone McLaren Mercedes Team Principal to Martin Whitmarsh.

• Antony Sheriff graduated from Swarthmore College in the U.S. with a B.S. in Engineering and a B.A. in Economics. After working one year for Chrysler in product planning, Antony completed a M.S. in Management from M.I.T in 1988 while working for the International Motor Vehicle Programme at M.I.T.. Upon graduation, Antony joined McKinsey and Company as a strategic management consultant

Ferrari's A1GP single-seater

2010-10-17T01:55:00.000-07:00

What you see above is the first rendering released of the upcoming spec racer that Ferrari is designing for the A1GP World Cup of Motorsport. If it looks familiar to racing fans, it should: the new car is based heavily on the Scuderia Ferrari F2004 grand prix car, which is a good place to start. The F2004 took the checkered flag at a dominant 15 out of 18 races in its epynumerous Formula One season, taking both the world championships (drivers and constructors), making it one of the most successful racing cars of all time.

We initially brought you news of the contract back in October '07, when at first it looked like Ferrari would "merely" supply the engines for the cars, later becoming evident that Ferrari was overseeing the entire design process as well, in conjunction with A1GP's own technicians. Instead of the V10 that powered the F2004, the new A1GP car will use a Ferrari-sourced V8 producing around 600 horsepower. The monoposto is scheduled to run its first laps this coming Friday, when we can expect A1GP to release some new images and data on the car that its teams campaign starting next season.

PRESS RELEASE
A1GP Reveals First Image of 'Powered by Ferrari' Car Ahead of UK Shakedown
London, Great Britain - A1GP World Cup of Motorsport has revealed the first image of its brand new 'Powered by Ferrari' car for use in season four (2008/09). The CAD drawing was released ahead of the car's inaugural shakedown test in Southern England.
A1GP's own tv commentator and Formula One legend, John Watson, will have the honour of driving the car for the first time, powered by a V8 Ferrari engine producing in the region of 600 bhp.
The chassis is based on the design of the highly successful F2004 chassis, incorporating A1GP's core values to deliver close, exciting racing among a competitive field where overtaking is an essential part of the entertainment.
A1GP Technical Director, John Travis, is overseeing the design, development and production of the car from premises in Bognor Regis in the UK, with Rory Byrne acting as a consultant. Meanwhile the work on the manufacture and supply of the A1GP engine is being overseen by Ferrari's Jean-Jacques His.
The Powered by Ferrari project was first announced on 11 October 2007 when the most famous name in motorsport signed a six-year agreement to manufacture and supply all A1GP engines for this unique series and provide consultancy on the design of all A1GP chassis from season four onwards.
Speaking ahead of the shakedown and what will be an intensive testing programme for the new car and engine, Tony Teixeira, Chairman of A1GP, said:
'Everyone is very excited about this project and it will be fantastic to see the new A1GP powered by Ferrari car turn a wheel for the first time on Friday. We obviously still have a lot of work to do as this is just the first step in what will be an intense development and testing programme, but I am very happy with the progress made so far. We have a small, dedicated group of people in Bognor Regis and are very lucky to be able to use some well known motor racing companies for certain areas of expertise. I am pleased to say we are on schedule and we will be announcing the date of the official unveiling of the car soon.'

2010 Opel Insignia OPC Sports Tourer

2010-10-17T01:54:00.000-07:00

Meet the Opel Insignia OPC Sports Tourer. Salient facts: 325-horsepower turbocharged 2.8-liter V6, AWD, six-speed manual, eLSD torque vectoring and it's a station wagon. Oh, and get this -- it's built from off the shelf GM parts.

Cirbin V13R

2010-10-17T01:53:00.000-07:00

Cirbin launched the V13R, a three-wheels vehicles that combines the look of a Hotrod with modern style details. The V13R is powered by a Harley-Davidson Liquid-cooled Revolution 60° V-Twin engine. The engine developed by Porches for Harley-Davidson® is powerful, easy to control and reliable. Featuring electronic injection the Harley-Davidson® V-ROD® is EPA and CARB approved.

The 76 cubin inches (1250cc) engine delivers 125 HP at the wheel, with 84lbs of torque at 6,000 rpm, representing 3,000 rpm below red-line. This translates into great acceleration and fun. The engine power is always available and seems to never end. Controlled by clutch and gas pedals (just like in your car), the sequential shifting mechanism lets you ride as you wish.

The V13R uses the V-ROD engine’s 5-speed sequential transmission with a strap to transfer the engine’s power to the rear wheel.

The V13R is on sale at a price of $39.995.

Full details

The V13R overall design and style make it the perfect 3-wheel roadster. Personalize your ride with the V13R’s customization options. The reverse trike configuration and rear propulsion blended with the performance and unique sound of Harley-Davidson® V-ROD® engine make it a powerful and fun ride. The V13R features side-by-side seating for two adults and integrated cargo space. Great week-end getaways guaranteed.

With its lines and proportions the V13R is reminiscent of the Hot-Rod era; updated with today’s design cues. The fiberglass bodywork over a tubular steel chassis offers an excellent protective shell easily repairable at any body shop. First class paint with 2-tone configuration; combined with the chromed or black chassis make the V13R a stylish roadster. The unique V13R design and style will turn heads anywhere you go.

The V13R is available in 3 colors with assorted trim. All colors (Inferno Red, Brillant Black & Bright Silver) are available standard with black powder coated or optional chromed roll bars, sub frame, swingarm and A-arm assemblies. The headlight bezel and the front grill finish match the structure finish. All model come standard with polished wheels and pulley. Chromed or powder coated wheels and pulley are available as an option.

The integrated and waterproof cargo space under the hood and glove compartment are spacious enough to carry your personal items for a weekend getaway. Made of rugged plastics they are scratch resistant. Should you need to carry more luggage, just add the optional side cases for additional waterproof and secure cargo space. The optional cases are available in color matching schemes.

Designed with safety in mind, the V13R® is build around a very solid 1.5“ tubular steel frame. The chassis triangulated side walls provide a rigid enclosure for the rider and passenger. The 1.75” tubular steel Roll Bars and 3-point seatbelts provide additional safety features. All wheels feature cross-drilled rotors, offering maximum braking power under any road conditions. An emergency/parking hand-brake is also standard equipment. The V13R®’s low center of gravity and mass distribution ensure great stability.

The V13R® suspension has been selected to match the cornering capabilities the chassis geometry will allow and still offer a comfortable ride. The two front shocks are coil over progressive springs. They are adjustable in both compression preload and rebound damping. The shock dimensions are standard motorcycle figures, so you can personalize your suspension setup. The single rear shock is a fully adjustable motorcycle monoshock that can support 4” of wheel travel without compromise. Fully customizable, this rear suspension setup offers maximum flexibility while allowing a sporty ride.

Powered by the famous Harley-Davidson Liquid-cooled Revolution 60° V-Twin engine, the V13R® boasts power and torque to spare. The engine developed by Porches for Harley-Davidson® is powerful, easy to control and reliable. Featuring electronic injection the Harley-Davidson® V-ROD® is EPA and CARB approved. The 76 cubin inches (1250cc) engine delivers 125 HP at the wheel, with 84lbs of torque at 6,000 rpm, representing 3,000 rpm below red-line. This translates into great acceleration and fun. The engine power is always available and seems to never end. Controlled by clutch and gas pedals (just like in your car), the sequential shifting mechanism lets you ride as you wish.

The V13R uses the V-ROD engine’s 5-speed sequential transmission with a strap to transfer the engine’s power to the rear wheel. The custom designed mechanical reverse gear bolts on directly to the output shaft of the transmission allowing you to back-up on the engine power. Moreover, the strap driven rear wheel provides a clean and maintenance free ride. The V13R® uses the same strap-length as the original V-ROD® for top part availability

2010 Dodge Ram HD

2010-10-17T01:51:00.000-07:00

Back in 1993, truck drivers had no choice but to depend on domestic automakers for work-ready pickups, and only Ford and General Motors offered competitive haulers. That all changed a year later when Dodge set the pickup truck market on its leaf springs with the introduction of its all-new Ram. With a big-rig appearance thanks to an imposing front grille that looked ready to kick you in the Truck Nutz, Dodge's truck sales tripled inside of 12 months and gave load-hauling manly men a real alternative to Ford and Chevy. But while Dodge hit a home run with the 1994 Ram, the Penta-horned brand didn't have a heavy-duty option in its lineup until 2003, and an all-important diesel powerplant didn't come online until 2004. In 2008, Dodge filled out its pickup lineup with heavy-duty 4500 and 5500 variants, finally giving Chrysler's trucking arm the range of choices necessary to get plucky with the competition from Detroit and Dearborn.

Last year, Dodge introduced a new light-duty Ram, with sleek updated aesthetics and controversial coil springs that provide a superior ride at the expense of some towing and hauling capability. Fast-forward a year and the truckmakers at Chrysler are set to unleash a new heavy-duty Ram that's been redesigned to provide customers more capability, more options and a better ride while competing against offerings from its crosstown rivals with a lower cost of entry. We headed out to Ann Arbor, MI to drive, tow, brake, climb and traverse in the new Ram HD to see if Chrysler's truck team has succeeded.

When it comes to passenger cars, it's difficult to discern exactly what your customer base is after. An automaker can make a sedan with good power and handling, fine interior appointments and tons of room for four adults, yet the final product can still go over like a herpes flare-up. Trucks are a bit different. If you can deliver rugged good looks; strong, usable power; plenty of storage and top-notch reliability, chances are customers are going to find you. After all, there were 1.6 million trucks sold in the U.S. last year; about one-in-eight of the total consumer-grade vehicles sold, so there's plenty of reward for a job done right.

But the trick to nailing a top-notch pickup is working tirelessly with customers to figure out who buys trucks and how they're used, and the guys and gals at Dodge have it down to an exact science. How exact? Dodge's marketing team tells us that a typical truck buyer is a 55-year-old male, about 5' 11" and 203 pounds. There is a 67-percent chance that customer is going to have at least one dog (half the animal owners have two or more), and there's a 58-percent chance he tows a trailer.

To cater to that core customer, every Dodge Ram HD comes with a standard Class IV hitch, along with both four- and seven-pin hookups. As is increasingly common these days, Dodge is also offering an optional trailer brake package integrated into the dashboard. And since the guys who use their truck for work all week typically also use that truck on the weekends, the new Ram HD now has a crew cab configuration to ensure there's enough room for the camper, the family and the dog.

The new Dodge Ram HD looks smooth, maybe even a bit Cute.

Truck buyers demand a lot out of their pickups, and utility will always take precedence over appearance in the heavy-duty segment. But that doesn't mean looks are unimportant. HD-class pickups need too look, well, heavy-duty, and this new Ram has bad-ass written all over it. For 2010, the Ram's already substantial crosshair grille gets even bigger, with enough chrome to fry even the most bling-resistant of retinas. The shiny metal parade continues with the bumper, which has been impressively fashioned from a single chunk of metal.

The hood now has a prominent power dome that seems to be all the rage these days and the headlamps received the same treatment as Dodge's light-duty model, only bigger. Arguably the most impressive design feature of the new Ram is a dually exclusive. Dodge decided to shy away from the composite body panels to cover the rear tires, instead opting to stamp the dually rig's rear quarters using honest-to-goodness steel. The look is smooth, maybe even a bit sexy, especially if trucks that can tow 17,000 pounds is your thing.

In all, Dodge manages to make an already manly looking truck even more rough and ready. Gaps are tighter, sheetmetal is curvier and everything just looks brawnier. But today's heavy-duty truck buyer is shelling out anywhere from $30,000 to over $60,000 for the right to go big, and they demand a functional, configurable and comfortable interior. The 2010 Dodge Ram HD has an interior for every taste, from a regular cab for work applications to the crew cab and even a largest-in-class mega cab.

We spent the majority of our time in a Ram 2500 SLT crew cab with a 6' 4" bed. Dodge says this is their volume truck, so we were more than happy to take the Cummins diesel-powered example as our test model. Over the course of our testing at Chrysler's Chelsea, MI proving grounds, it proved to be a nice place to work. First off, the crew cab's cabin is huge – which is expected of a four-door pickup weighing more than 6,000 pounds. There's so much room inside the new Ram HD that Dodge engineers found enough space to throw in 42 storage areas – up from 24 cubbies in the last-gen Heavy Duty. While some of those compartments are only big enough to handle a cell phone or a couple packs of gum, others are large and quite handy. The massive glovebox can fit drinks for everyone in the cabin, while the in-floor cooler can fit added refreshments plus ice.

Beyond a plethora of cab configurations, Dodge is also offering two different levels of interior refinement. The base interior, in which we spent most of our time, is fine for most applications, with harder plastics better suited to a work site than a trip to the opera. It'll be fine for most truck owners, though, with comfortable seats and armrests aplenty. We did manage to spend some time in an upscale Laramie model, which contains the same top-notch materials found in the higher-spec light-duty Ram. Soft touch, leather-like materials abound, and the hide-wrapped steering wheel is one of the best in the business – even eclipsing the offerings from Ford or GM's truck.

But while a great cabin certainly helps both the recreational and work truck buyer do their job in comfort, the most important factor is capability. And since the Ram HD can haul up to 24,500 GCWR, we're confident the newest Dodge has all the skills that most truck buyers could ever need. During our stint with the Ram HD, we were given the opportunity to drive three Dually 3500 models, each towing or hauling something significant. The first model, a regular cab model with a six-speed manual transmission and an eight-foot bed, had over 1,200 pounds of straw strapped to its back. The 350 horsepower and 650 lb-ft of torque provided by the 6.7-liter Cummins inline-six diesel engine (which carries a $7,615 price tag over the standard HEMI V8) hauled this big load without breaking a sweat, though rowing our own gears isn't nearly as much fun when motivating 8,000 pounds of truck.

The giant bale of straw was only an appetizer, though. The big fun was to be had when we got behind the wheel of a Ram 3500 Crew Cab Dually with an eight-foot box. Latched onto the truck's bed was a trailer containing a Case IH Maxxum 125 tractor. That's 16,500 pounds of tractor and trailer – exactly the sort of payload you pictured yourself hauling as a kid playing with Tonka Trucks. With all that weight in tow, the Ram HD's best-in-class 650 lb-ft of torque at 1,500 RPM came in handy. Taking off from a stop was a snap, and coming to a halt wasn't as laborious as expected. The Cummins I6 displayed steady grunt when towing the load, never feeling overmatched. Once up to speed, we were able to shift our own gears thanks to Dodge's Electronic Range Select feature, which lets the driver manually limit the highest available gear. ERS comes in handy when traversing steep grades while hauling a big load, as there are only so many algorithms engineers can program to provide up/down shifts exactly when you need them. Turning was made a bit easier with the aid of the new Ram's excellent sideview mirrors, which kept a crystal clear picture of everything going on around our super-sized cargo.

The Ram HD also has a few features that make hauling a big load safer. Diesel models now come with a standard exhaust brake that can be turned on and off via a switch on the dash. The exhaust brake shuts down the turbos, using engine compression to slow down the mini big rig, which also reduces brake fade when hauling loads on downhill grades. We weren't able to test the exhaust brake during our time hauling the Case IH Maxxum 125 tractor, but we did try out another way Dodge engineers were able to make the Ram HD easier to stop. While coasting at 60 MPH, we were instructed to simply ease off the accelerator and tap the brake. The integrated trailer brake controller worked in concert with the Ram's six-speed auto 'box to quickly slow over 24,000 lbs of steel, glass and rubber without overtaxing the truck's disc brakes.

Dodge appears to have built a work truck for everybody from the grunt to the site foreman, and the horned beast is looking to appeal to the ardent off-roader as well. The new 2010 Ram HD Power Wagon is no joke. Its 33-inch LT285/70R17D BF Goodrich All-Terrain tires, solid axles, locking front and rear differentials and electronic sway bar disconnect have banded together to accomplish one goal: making you a superstar when tackling the wild. Dodge set up a sweet off-road gauntlet within its proving grounds to properly test the Power Wagon's prowess. We simply put the Ram into 4WD low and headed off into the rough stuff.

Chrysler has a great opportunity to improve upon its 23-percent share of the HD truck market.

The course contained uphill and downhill grades, massive boulders, several inches of mud and even a steep, dirt-encrusted log bridge. The Power Wagon cut through all of the obstacles without breaking a sweat, with the 383-hp HEMI V8 (the Cummins diesel isn't available on the Power Wagon) providing plenty of punch for anything we were able to throw at it.

Dodge management challenged its truck engineers to deliver similar ride quality improvements to its heavy-duty offerings as it did with the light-duty Ram, but without the use of coil springs. We wouldn't exactly say those engineers nailed this request like a Rodney Dangerfield Triple Lindy, but we would definitely call the new Ram HD a more comfortable cruiser than the outgoing model. Among the engineering changes for 2010 are mounts that connect the C-Pillar to the truck's frame, resulting in less cabin shake on rough roads. The new Ram is also quieter on the inside with the aid of triple sealed doors and improved aerodynamics. The change is noticeable when holding conversations on the open road, and we were even able to talk in muted tones when traversing the gauntlet in the Power Wagon.

After spending a day with the extensive lineup of heavy-duty Dodge Rams, we're confident that Chrysler's truck division has a reasonable shot at improving upon its 23-percent share of the HD truck market. That's already a big chunk of pie in a segment Dodge has only played in for seven years, and a new-and-improved truck for 2010 that will retail for less money than the model it replaces makes the fight for customers a bit more interesting. Dodge's new trucks are now more competitive than ever with improved aesthetics and ride quality, terrific interiors, more configurations and improved capability. At the very least, the Mopar brand has put a lot of pressure on the competition to hit a home run with new product offerings next year. Because if Ford or GM miss, Dodge will be more than happy to take their customers and run.

Lamborghini Gallardo LP570-4 Super Veloce

2010-10-17T01:49:00.000-07:00

Let's make one thing very clear from the onset. The images you see above are not official shots of the Lamborghini Gallardo LP570-4 Super Veloce. They're renderings. Good renderings, mind you, but nothing more than photoshopped speculation. So with that out of the way...

It's been assumed for months that Lamborghini would unveil a final special edition Gallardo at the Geneva Motor Show this March. If the most recent reports are to be believed, the V10 will be tweaked and tuned to put out 570 horsepower through all four wheels – just as it's LP570-4 designation would imply. However, there's still no word on whether the Super Veloce moniker will be applied and what kind of weight savings will be exacted. If it's anything like the Murciélago LP670-4 SV, expect the curb weight to drop by around 200 pounds and the 0-60 time to speed by in under 3.5 seconds. And if the folks in Sant'Agata really want to bring the noise, the Gallardo SV will drop the "-4" and go rear-wheel drive like its Valentino Balboni sibling

Audi R8 5.2 FSI V10 2010 Review

2010-10-17T01:48:00.000-07:00

Sigh. Another day, another 500+ horsepower supercar to babysit for a week. Such is my lot in life. Obviously I'm joking, to a degree. To be honest, I wasn't that particularly jazzed about the Audi R8 with the defanged Lambo LP560-4 V10 shoehorned behind the seats, especially as I had prior knowledge that the more proper six-speed manual R8 5.2 FS I was supposed to get had been unceremoniously replaced by the slusher, R-Tronic version. Before continuing one sentence further, am I aware that I sound like the world's most spoiled rotten brat? Oh yes.

But see, the thing is, I've driven the regular-strength V8 R8 and you know what? There's nothing wrong with it. Perfectly neutral handling, 420 eager horses and looks that kill, or at least attract eyeballs like nothing I've seen this side of pornography. While more horsepower is always welcome, the notion that the 5.2-liter V10 "only" makes 105 ponies more combined with the extra weight just didn't set off any great alarm bells of excitement. I'll put it to you like this: I was much more excited when the 2010 Nissan GT-R showed up at my door.

It's now seven days, four tanks of gasoline and 870 miles later. I drove the wheels off the world's most expensive Audi, thrice. On every type of road, over every type of surface, never venturing more than a few miles from home. I mention that last bit because discounting long trips, I've never put so many miles on a press car. Has my tune changed? Is the ten-cylinder R8 worth the $25,000 price premium over it's "lesser" sibling? Perhaps most importantly, is the Audi R8 5.2 FSI an actual, honest-to-goodness everyday supercar? Jump and find out. And if you don't feel like jumping, please for the good of your eyes, take a few minutes to peruse the gallery, as it is one of our finest ever.

There are two ways to tackle this review. The first would be to make as if I'm texting my 18-year-old soon-to-be sister-in-law: OMG! OMG! OMG! The other would be the responsible, semi-journalistic approach where for every high point, I balance it with some bad news (0-60 mph in 3.7 seconds and 3.7 mpg while doing so). For the sake of informativeness, I'm choosing the later. But let me just say one thing before we start: OMG! OMG! OMG!

Let's get this part out of the way now. There are several problems with the R8 5.2 FSI. The first is the name. R8 5.2 FSI sounds like what NASA might name a new star and is only half as sexy. The easy solution would have been to call it the RS8, but I've long ago stopped trying to make sense of Germanic automotive nomenclature (BMW X6 xDrive35i springs to mind). And since the average man on the street (and that street is probably Rodeo Drive) has zero clue what 5.2 FSI means, Audi stuck several "V10" emblems on the coupe, in case said man wants to know why your R8 costs $25,000 more than his.

The R-Tronic transmission is really terrible. Still. After 20 minutes in city traffic, I arrived at a fellow auto scribe's house and told him to drive because I simply hated the car. In full automatic mode, the R8 lurches between gears worse than any autobox I've ever experienced. Here's the awful kicker, in manual mode it's just as slow and lurchy. You have to hit the "Sport" button to get kinda quick gear changes. Compared to say the real dual-clutch in the Nissan GT-R, Audi's R-Tronic feels at least one generation behind the times. At least. Also, the GT-R's paddles are column mounted (where God and those red-color loving Italians intended them), whereas the Audi's move around with the wheel.

There are almost no situations where it's a good idea to be changing gears mid-turn, and quite a few where it's dangerous to do so, especially because wheel-mounted paddles make it all too easy to accidentally swap cogs. And these feel like they're the same paddles on the A3. The A3 that has DSG mind you, unlike the sinfully more expensive R8 5.2 FSI. And the R-Tronic transmission (only six-speeds, by the way) is a $9,000 option. That said, when the engine revs up to around 5,000–8,000 rpm, Audi's claimed gear change time of one-hundredth of a second is (almost) believable. Luckily there's an easy fix for this: get the gated manual.

Speaking of the A3, our R8 came with over $7,000 dollars worth of interior "enhancements." Going from least to most, $1,300 for an Alcantara headliner, $2,500 for carbon fiber sigma interior inlays and $3,500 for the enhanced leather package. All that filthy lucre gets you an interior that feels like... a tarted-up Audi A3 with a $1,300 alcantara headliner. In case you didn't know, you can't tell the difference between real and fake carbon fiber just by looking or touching, as they both look and feel like plastic. Also, if that's "enhanced" leather, I'd hate to have to sit in the cheap stuff. And the less said about the useless, illegible navigation system the better.

But the major issue with the R8 5.2 is the engine. Now, there is actually nothing in the world wrong with a V10 that puts out 525 horsepower, 391 pound-feet of torque and revs to 8,750 rpm faster than you can say "direct injection." Especially one that seems to get off on exploding unburned gasoline in the exhaust headers when you come off the throttle. But... that very same engine makes 552 horsepower and 398 torques when "Lamborghini" is stamped on the valve covers. While you're chewing on that, let me share our R8's price tag: $172,250 (base price is $155,000 + $2,100 gas guzzler + $1,100 destination + all the extras).

What I'm getting at is that Audi has to find buyers comfortable with spending seven ~~quarters~~ eighths of $200,000 on a car with a detuned motor. I don't know about you, but if I spent $172,250 on anything short of a house, I wouldn't want it to be second fiddle. I would damn well expect said high dollar purchase to be the very best it could be. In this situation, perhaps ignorance is, in fact, bliss. Meaning that Audi might be able to track down a few folks who are not only interested in its top dog R8, but who are also totally unaware of the R8/Gallardo engine connection. Last I heard, there were three of them, all living in Florida. Put another way, are you fooled by the M5 badge on the back of the 525i? Also, the cabin's a little quiet, even under full whap.

Now that all that's out of my system, OMG! OMG! OMG!

Let's start with the looks. In my mind, the R8 still isn't an attractive car, but it sure is something to look at. It's the kind of vehicle a Cylon would drive. To a strip club. Angry, alien, outlandish. Short of the TT and the Bugatti Veyron, there's nothing else (save old Karmann Ghias) that looks anything like it. Not that this is objective in any way, but more heads were turned by this Sepang Blue R8 than by any other car I've ever driven. Retina-searing yellow Lamborghini Gallardos included.

In case you come across both a debadged "regular" R8 and a V10 version and want to spot the differences, here's what they are. The V10 has three black plastic strakes across the rear fascia, while the V8 has four. Huh? Why would the more expensive model have fewer anything than the lesser model? Look closely at the new car's rump and you'll notice a big fat vent in the rear valance. That hole is to vent hot air away from the twisted exhaust headers. Take a second peak and you can actually see the collectors snaking down towards the bottom of the car. This is nothing but pure speculation on my part, but it wouldn't surprise me if the V10 mule that burned down to its aluminum frame on the Nürburgring didn't in fact have the V8's sealed rear end. More empirically, you can feel the heat flowing out of the twin slots after the R8's been in park for 30 minutes.

Speaking of venting, the V10 model has faux-ovoid exhaust tips like the RS4 and RS6. Faux because if you look past them you see the two actual exhaust tips (the Lexus IS F pulls this same trick). The big R8 also has flared side blades, which I quite like, In the same way that I like the asymmetrical sill-air scoops on the Murcielago LP640-4. Awkward for a very good reason – pulling more cold air into the famished engine. The rear portion of the underbody is also different from the V8, looking as if it might provide some downforce. Up front, the headlights are different and then, of course, you have have the 24 LED daytime running lights on each side, there to symbolize Audi's dominance at the 24 Hours of Le Mans. To steal a line from Clarkson, that bit of trivia is sure to impress your date...

Finally, we come to driving. The quickest way to sum up the R8 5.2 FSI is to call it a big, fat, fast Porsche Cayman S, which, please believe me, is a huge compliment, as the Cayman S is perhaps the best handling car I've ever driven short of something severe and doorless like a Lotus Se7en. The big, mid-engined Audi has absolutely no understeer. Shockingly, and quite seriously, none. I know this because after 45 minutes of straight-up canyon terrorism, I got the brakes to fade. I panicked, dug deep into the ABS, then turned the wheel hard to the left – a classic recipe for understeer if there ever was one. To my massive surprise -- I was anticipating that nasty feeling of skipping along on the right front tire -- the R8 just turned. Impressive for any car, but in one that weighs 3,726 pounds? One word: wow.

In big powerful monsters like the Nissan GT-R and Chevrolet Corvette Z06, the handling is without question great. That said, they will understeer when pushed. Even the incredible-for-its-price Mazda MX-5 Miata will plow like a farmer if you cross it up enough. Not the R8. Other modern cars that don't understeer? Porsche Boxster, Porsche Cayman, a couple of $200,000+ supercars, and that's about it. Again, hugely impressive. However, the steering feel is a little numb (like a certain Nissan, you just sort of saw at the wheel and the car goes exactly where you point it). There's basically no feedback, either. This is a little surprising as fully 90 percent of the R8's power is routed to the rear wheels, though I suppose when you have the wheel cranked in anger, some computer is telling the tranny to mete out more juice to the front wheels. Anyhow, she handles like a peach. An angry, tarmac-ripping peach.

The chassis magic doesn't stop there. The R8 is so well set up, balanced and over-tired (Pireli Pzero 235/35/19Rs up front, 295/30/19Rs out back) that not only is the grip seemingly never ending, but you have to really work hard to induce oversteer. 8,000 rpm and some janky, ill-advised steering wheel inputs seems to do the trick. Back to the grip for a moment, it's just tremendous, and rivaled only (in my mind) by the Nissan GT-R, the latter being the best road-hugger I've ever driven. One way to look at the R8 5.2 FSI is 9/10s of a GT-R for double the money. However, another is to understand that Nissan sells the GT-R for half of what it cost them to build and this here Audi is about 98/100s as good to drive. Maybe 99...

Finally, there's the thrust from that mighty, though slightly devolved V10. It's epic, though certainly not as quick in a straight line as the LP560-4 Gallardo. In fact, we know that the Lambo will beat the Audi to 60 mph by three-tenths of a second. And if you can tell the difference between 3.4 and 3.7 seconds, you're a liar. Or very close to one. At the end of the day, a 3.7-second blast to 60 mph is only achieved using the car's launch control (sport suspension on, sport transmission on, hold down the ESP button for about six seconds, left foot on brake, right foot floors the throttle, side-step the brake pedal, buh-bye) and doing that more than once is clutch-homicide. Bottom line, does the V10 R8 feel supercar fast? Yes, it most certainly does.

The real story is what the R8 5.2 FSI feels like when you've just blipped the motor up to 8,000 rpm and have the steering wheel rheostated at 45 degrees before dusting off a sharp turn. It's beautiful. It's glorious. It's wondrous. It's revelatory. Forget all that nonsense I spewed earlier on – nothing but words. Like any supercar – and oh, my yes this sucker is super – all you want to do is push harder and dig deeper. Everyday? I should be so lucky. And I truly wish that every pistonhead everywhere could experience the R8 5.2 FSI on their favorite road approaching full clip. Because as far as cars go, this $172,250 seems like money very well spent

Top 20 Best-Selling Vehicles of 2010

2010-10-17T01:45:00.000-07:00

Mouse over the clock in the lower right-hand corner of your PC. Alternatively, if you're a Mac user, look at the little iCal widget down at the bottom of your screen. Whoa, look at that! It's 2010. January 6th, to be exact. And that means the final sales tallies of all automakers for the year-that-was are in. As you may have noticed yesterday, none but Subaru, Kia and Hyundai are likely to be entirely pleased with their YTD performances, falling as they did compared to sales in 2008.

Wouldn't you know, though, that not one of those three upwardly trending automakers earned a single spot on the Top 10 Best Selling Vehicles chart? To see a Korean automobile on the list, you need to expand the search to the Top 17. This fact reminds us yet again that by and large the American population tends to be a rather predictable bunch.

Think you can guess what the best-selling vehicle of 2009 was? We won't lie... you probably can. In fact, it's been the same vehicle for the past 28 years straight

2010 Jeep Wrangler Islander

2010-10-17T01:44:00.000-07:00

Few cars are as iconic as the Jeep Wrangler, a vehicle that can trace its heritage directly back to General Patton storming the Third Army up to Messina. Maybe a Porsche 911, maybe. Mini? Not really. Harley-Davidson is probably the closest, but they only have two wheels and aren't cars. The reason we're harping on this heritage angle is that after a twenty-year absence, Jeep's bringing back the Islander. Having grown up in Southern California and spent many a summer bumming around the beach, the Islander brings back many happy memories.

Obviously, the Jeep Wrangler Islander is beach themed. Also, water is wet. That said, you get a tropical "Tiki Bob" decal planted next to the coordinates 21° North and 157° West. That's Honolulu for you non-gazatteer types. Similar to most old YJ-based Islanders, this version is painted ocean-blue – Surf Blue Pearl Coat if you want to get specific. You can also get the Islander in white, silver or black, but why? You also get some interior touches, like seats with Surf Blue inserts and another Tiki Bob, this time embroidered into the back seat. All that beach themed fun can be yours for just $1,120 over sticker.

Jeep also showed us the Wrangler Mountain. Long story made real short, the Mountain is the Islander with different stickers, a painted grille and no heritage/nostalgic childhood memories. There's also an odd, flat-black hunk of plastic covering most of the hood that we're scratching our heads over. And... any questions? The cost of entry is $1,820. Oh, and the degrees on the Mountain's decal are 27° South, 88 66° West. We'll let you figure out where in the world that is. Have fun

Fiat 500 Abarth

2010-10-17T01:42:00.000-07:00

Abarth, the high-performance wing of Fiat, got to finally unveil its hotted up version of the 500 hatch at the 2008 Paris Motor Show. The 500 Abarth esseesse (that's "SS" in Italian) takes Fiat's throwback three-door and adds a road-hugging ground effects kit with a new lower front fascia, Abarth-spec 17-inch white wheels, a lowered sport suspension and, most importantly, a turbocharged 1.4L four-cylinder producing 160 hp and a peak torque rating of 170 lb-ft in "sport mode". We thought Abarth would fit the 500 esseesse with a six-speed transmission, but the specs reveal that it will be one cog short with a five-speed manual. Still, Abarth claims it will claw its way to 62 mph in 7.4 seconds and reach a top speed of 131 mph. Performance specs aside, we bet drag racing and runs to the rev limiter aren't half as much fun in the 500 esseesse as simply dashing down a twisty mountain pass.

500 Abarth 1.4 16V turbo 160 CV "esseesse"

Engine
• 4 cylinders in line, 4 valves per cylinder, 1368 cm3
• Power: 160 CV (147 KW) at 5750 g/min.
• Max. torque of 206 Nm (230 Nm sport mode) at 3000 g/min.
• IHI RHF3 fixed geometry turbocharger

Transmission
• 5-speed C510 transmission

Air filter
• Abarth-specific, powered by BMC

Steering
• Electric power steering with "sport mode"

Suspension
• Front: McPherson with anti-roll bar
• Rear: interconnected bars with torsion beam

Ride height
• Specifically lowered compared to the 500 Abarth 135CV

Brakes
• Self-ventilated, perforated front brake disc ø 284 mm x 22 mm
• Perforated rear brake disc ø 240 mm x 11 mm
• High-performance front brake pads

Wheels
• Abarth-specific Abarth "esseesse" style alloys, 7" x 17" ET 35
• 205/40 ZR17 P ZERO BLACK tires

Performance
• Maximum speed 211 Km/h.
• Acceleration 0/100 m 7.4 sec.

Fuel consumption
• Urban: 8.5 litres per 100km
• Extra-urban: 5.4 litres per 100km
• Combined: 6.5 litres per 100km

Emissions
• 155 g per km CO2 (compared to Euro 5 CEE-F5 standard)
Special features
• Specific ""esseesse"" key cover
• Tire pressure sensors
• ""esseesse"" logo on tailgate/engine hood

Lotec updating Sirius supercar?

2010-10-17T01:41:00.000-07:00

The Lotec Sirius has been around since the early 2000s after former Group C2 champion Kurt Lotterschmid vowed to create a supercar capable of taking on the best from Italy and beyond. The original car was motivated by a twin-turbocharged 6.0-liter V12 supplied by Mercedes-Benz and put out between 850 and 1,200 hp depending on the spec. After a few hard years and several production delays, Lotec plans to release an updated Sirius in 2009 and has previewed the new supercar in a series of renderings.

Power output is likely to be down from the previous model due to the V12's lack of availability, but the tubular steel frame and carbon fiber body will remain, allowing the Sirius 2.0 to tip the scales at just over 3,000 pounds, despite being equipped with power steering and air conditioning. Performance should be on par with the outgoing model, with a claimed 0-62 mph sprint of 3.8 seconds, the run to 120 done in under eight seconds and a supposed top speed of 242 mph. Considering the difficulties Lotec has faced in the past, we doubt we'll see the new Sirius on a stand at any international show, but we can hope for an appearance in Geneva.

New Hyundai Equus

2010-10-17T01:39:00.000-07:00

There's been a deluge of pictures of the Hyundai Equus surfacing in the last few days, and new official images have turned up that give us a glimpse both inside and out. The new exterior shots show off two different grille treatments, with the V6 models get Genesis-esque horizontal slats, while V8 models use vertical elements. A straight-on side view also shows off the size of this big sedan -- it's a long wheelbase with lengthy rear doors, a true executive sedan in size and style. Inside, the appointments appear luxurious and comprehensive, ready to take on the big guns from Lexus, Mercedes, BMW and Audi. Hyundai's saying that it looked past its usual practice of engineering a vehicle to a price point and just went for broke with this new Equus to make it truly great. The proof of the pudding is in the eating, and plans are underway to bring the model to the North American market, possibly as a 2011 or 2012 model

Most Beautiful Hyundai ix35

2010-10-17T01:37:00.000-07:00

Hyundai’s ix35 model is cute, but very expensive. The car is designed and elegant sporting this many people coveted. Besides having a sophisticated machine, Hyundai ix35 give the driving feel of luxury.

Small SUV Korean origin appeared with the application of machine refreshment from Theta II 2.0-liter gasoline engine, capable of spitting out power for 166 dk with 6 speed transmission, engine front wheel, with the consumption of 11.7 km to burn a liter of gasoline.
In addition to gasoline engines, diesel engines is also a much more powerful the engine configuration A 2.0 Liter Diesel ‘R’, which can generate power to reach 184 df, with 6 speed transmission, engine front wheel and four-wheel or all-wheel drive.

Top 5 Fastest Cars in the World

2010-10-17T01:35:00.000-07:00

The SSC Aero is an American-built mid-engine sports car by Shelby Super Cars. Its higher-performance limited production version, the SSC Ultimate Aero TT, is currently the fastest production car in the world, with a fastest recorded speed of 413 km/h (257 mph).This speed was reportedly achieved during tests on September 13, 2007 in West Richland, Washington, United States and verified by Guinness World Records on October 9, 2007.

Top 5 Fastest Cars in the World - SSC Ultimate Aero

2. Bugatti Veyron

Top 5 Fastest Cars in the World - Bhugatti Veyron

The Bugatti Veyron 16.4 is a mid-engine sports car produced by Volkswagen Group subsidiary Bugatti Automobiles SAS introduced in 2005. It is currently the fastest accelerating and decelerating production car in the world. It is currently also the most expensive production car available at a price of 1.1 million Euro. It is able to achieve the second highest top speed for a production car, behind the SSC Ultimate Aero TT .
3. Koenigsegg CCX

Top 5 Fastest Cars in the World - Koenigsegg CCX

The Koenigsegg CCX is a mid-engined roadster from Swedish car manufacturer Koenigsegg. The CCX has been engineered to comply with the US regulation and market demands and is an evolutionary design that replaced the Koenigsegg CCR. CCX is an abbreviation for Competition Coupe X; the X commemorating the 10th anniversary, (being the Roman numeral for ten), of the completion and test drive of the first CC vehicle in 1996.

Top 5 Fastest Cars in the World - Saleen s7 Twin - Turbo

The Saleen S7 is a limited production, hand built high-performance automobile developed jointly by Saleen, Hidden Creek Industries, Phil Frank Design, and Ray Mallock Ltd. With RML taking full credit designing and developing the S7 and produced solely by Saleen in Irvine, California. It is the first car produced by Saleen not based on an existing design. The S7 debuted on August 19, 2000 at the Monterey Historic Races
5. McLaren F1

Top 5 Fastest Cars in the World - McLaren F1

The McLaren F1 was formerly the fastest street legal production car in the world, holding this record from 1994 to 2005, the longest period the record has been held by any street legal or production car in the history of automobiles.

New Acura ZDX 2010

2010-10-17T01:34:00.000-07:00

The 2010 Acura ZDX is in an elite subcategory of the SUV world. It’s the same combination of futuristic styling and impressive performance that makes this vehicle so intriguing.

Acura ZDX with Advance Package, this model comes with Super-Handling AWD, the 300-horse, 3.7-liter V-6, and six-speed automatic with paddle shifters found in the rest of the line, but adds satellite radio, 10-speaker surround-sound audio with hard drive, auxiliary jack and USB interface, 10-way power-adjustable heated driver sport seat (eight-way for the front passenger), panoramic glass roof, power tailgate, and 19-inch wheels. Further, the Advance tacks on an Integrated Dynamic System, Collision Mitigation Braking, blind-spot information system, ventilated front seats, and adaptive cruise control.

It plus, the gorgeous interior, adjustable suspension, and excellent performance more than make up for it. We’ll let you know how the ZDX fares over the next year.

Click images to view Gallery

Refreshed Toyota Avalon 2010

2010-10-14T05:40:00.000-07:00

Perhaps the only 'surprise' at this year's Chicago Auto Show thus far has been the appearance of Toyota's refreshed-for-2011 Avalon sedan. According to this morning's presentation, even the automaker itself debated postponing its introduction in light of its present woes.

Looking to make the best of a bad situation (and among a string of assurances about his company's commitment to quality and customers), Toyota's Group Vice President and General Manager, Bob Carter, was quick to point out that the full-size sedan will ship with an updated gas pedal and emergency shutoff provision. That housekeeping note done, Carter went on to explain that the full-size Avalon checks off the traditional list of mid-cycle refresh items including revised head- and taillamps (the latter with LED), a new grille, revamped fascias and new alloy wheel patterns.

The bigger story for the revamped Avalon is on the inside, where a handsome new center stack, latest-generation navigation system and added niceties like a standard in-mirror backup camera and Bluetooth streaming audio and telephony have been fitted.

As before, the Avalon is powered by Toyota's 24-valve 3.5-liter V6, tuned here to make 268 horsepower at 6,200 rpm and achieve 20 miles-per-gallon in the city and 29 on the highway. It arrives in dealerships this spring.

Toyota to extend recall run to Prius and Lexus HS over braking issue

2010-10-14T05:39:00.000-07:00

While Toyota still hasn't officially recalled the Prius, they have admitted the world's most popular hybrid has potential brake problems. The company is now also looking into whether the Prius' country club cousin, the Lexus HS250 hybrid, and the Japan-only Sai hybrid, which is based on the HS, might also need their brakes fixed. As of yet, nothing has been decided, but we expect more news soon.

It's also being reported by the Japanese media and The New York Times that Toyota will issue a global recall for the Prius early this week, and Automotive News reports that the car's brake problems will be fixed with a software update to the anti-lock braking system. With news of the Prius' brake problems spreading, reports of problems are increasing dramatically. While there were just over 100 complaints lodged with the National Highway Traffic Safety Administration as of last week, there are now over 800, a good sign that Toyota needs to do something, and soon.

Toyota unveils FT-86 Concept

2010-10-14T05:38:00.000-07:00

We got a sneak peak of the FT-86 earlier this month, and now Toyota has just officially revealed its new 2+2 concept here at the Tokyo Motor Show. It's been a while since the Japanese automaker has offered anything resembling a sports car – especially one with rear-wheel drive – so there was plenty of excitement when the covers were pulled off the FT-86. The coupe looks stunning in person, and we particularly like the details like the carbon-fiber rear diffuser and the stunning white leather seats.

We were hoping for more information about the FT-86 at its debut, but Toyota is still keeping quiet about the specific details of the car that is tipped for production in late 2011. Rumor has it that a Subaru 2.0-liter flat-four will be sending power to the rear wheels, and that keeping weight down to a minimum will be a top priority

Toyota Auris HSD Full Hybrid Concept

2010-10-14T05:37:00.000-07:00

And now for your viewing pleasure, we bring you these live shots of the Toyota Auris HSD Full Hybrid Concept (seriously, could Toyota have come up with a longer name?). Technically, the vehicle shown in our image gallery below is listed as a concept car, but every indication is that it's not all that different than what will be rolling out of Burnaston factory in England sometime during the second half of 2010.

We wouldn't necessarily count on the dash-mounted solar panels that feature trays to recharge your electronics – though, how cool would that be? – but the rooftop cells may make it into production to help keep the cabin cool on sunny days as a similar system already is optional on the 2010 Prius. In any case, Toyota's 1.8-liter four cylinder and Hybrid Synergy Drive ought to ensure stellar fuel economy and carbon emissions of below 100 g/km – both important considerations across the pond where gas is especially pricey and taxes are high.

PRESS RELEASE:

TOYOTA UNVEILS AURIS HSD FULL HYBRID* CONCEPT

Frankfurt motor show debut for precursor to Toyota's first full hybrid mainstream European production model

KEY POINTS

* Concept previews new Auris HSD Full Hybrid, Toyota's first full hybrid mainstream model in Europe
* World debut at the Frankfurt motor show
* Hybrid Synergy Drive powertrain, shared with latest generation Prius
* Sub-100g/km CO2 emissions, class-leading combined cycle fuel consumption and 0-62mph acceleration in around 10 seconds
* Detailed exterior styling changes to improve aerodynamic performance
* Extension of on-board solar power technology
* Auris HSD Full Hybrid production model to be built at TMUK's Burnaston factory
* Sales scheduled to start during second half of 2010

* 'Full Hybrid' means the car can be driven on petrol engine alone, electric motor alone or combination of both. Not all hybrids can do this.

The new Auris HSD Full Hybrid Concept, presented publicly for the first time at the Frankfurt motor show, marks a significant milestone in Toyota's plan to equip its mainstream European models with full hybrid technology. Toyota is committed to making the environmental benefits of its Hybrid Synergy Drive (HSD) accessible to a wider customer base and it is on track to offer a hybrid version of every model in its range by the early 2020s.

A five door hatchback is the best selling type of car in Europe and consequently the installation of HSD in Auris is the logical first step in deploying full hybrid technology across Toyota's entire European model line-up.

By introducing the Auris HSD Full Hybrid Concept, Toyota also aims to shift customer perceptions of hybrid technology. The obvious advantages are exceptional fuel efficiency and low CO2 emissions, but customers will also experience smooth and sophisticated driving unlike any other family hatchback, thanks to the everyday usability, comfort and quietness of the Toyota full hybrid powertrain.

The Auris HSD Full Hybrid will be built by Toyota Motor Manufacturing UK (TMUK) at the Burnaston factory, near Derby, with sales scheduled to start during the second half of 2010.

The news that Europe's first hybrid production model will be built in the UK has been welcomed by the British Government. Business Secretary Lord Mandelson said: "I'm delighted Toyota has chosen the UK to build its first hybrid vehicle in Europe. When I visited the Burnaston plant in July, I saw for myself the energy and commitment of Toyota and its workers. The unveiling of the new car at the Frankfurt Motor Show brings the vision of making the UK the best place in the world to develop low carbon vehicles a step closer. I look forward to seeing the cars roll off the line next year."

Exterior design

The design of the Auris HSD Full Hybrid Concept reflects the installation of a full hybrid powertrain in a mainstream package. Subtle changes have been made to Auris's styling to improve aerodynamic efficiency and blue hybrid badging identifies the car as a member of Toyota's full hybrid fleet.

The front end is designed to optimise airflow and so help maximise fuel efficiency. The front and rear bumper corners have flat surfaces, a feature that not only accentuates the car's wide and solid stance, but also smoothes the flow of air over the vehicle's flanks, minimising turbulence and drag.

The ride height is lower by 20mm compared to the conventional Auris, and underbody panels and a rear diffuser have been fitted to smooth and control airflow beneath the car. The bespoke 18-inch alloy wheels are designed to cut air turbulence in the wheel arches and are shod with low rolling resistance tyres. A larger, more efficient rear spoiler is also fitted. These aerodynamic elements target a drag coefficient of 0.28.

Interior design

The cabin has a number of special features that are linked to the car's full hybrid status.

The seats and upper dashboard are finished in blue Gaucholino leather with light blue accent stitching. To complement the exterior body colour, the centre console and side air vents have a tactile, pearl white finish.

The instrument cluster has hybrid blue illumination, with a design that combines high technology with easy-to-read displays. Alloy pedals reinforce the performance dimension of HSD technology and the steering wheel has a flat bottom section for easy driver access and better legroom.

Sequenced entry and exit lighting is provided, including puddle lights integrated in the door mirrors and ambient illumination of the footwells and headlining. Thick carpeting raises the on-board comfort and refinement levels and also contributes to a marked improvement in cabin quietness.

Refined driving experience

Using the same powertrain as the latest generation Prius, the Auris HSD Full Hybrid Concept is the first mainstream model in Europe to benefit from Toyota's refined, smooth and quiet Hybrid Synergy Drive.

The car will accelerate from nought to 62mph in around 10 seconds, while returning class-leading combined cycle fuel economy and sub-100g/km CO2 emissions. It offers four driving modes, three of which can be selected on-demand by the driver: ECO mode maximises hybrid system efficiency and fuel economy; Power mode boosts performance; and EV mode – a feature only available with a full hybrid system – allows for ultra-quiet running on electric motor power alone for up to 1.25 miles (2km) at speeds up to 31mph, with zero fuel consumption and zero CO2 and particulates (PM) emissions.

Building on the inherent quietness of HSD, particular attention has been paid to further NVH reduction measures to achieve a calm, quiet cabin environment at all speeds. Road and engine noise have been suppressed by comprehensive use of soundproofing materials, and full thickness glazing and an acoustic windscreen reduce wind noise at cruising speeds.

Environmentally efficient technology

Using technology that was first brought to the market in the latest generation Prius, the Auris HSD Full Hybrid Concept marks a further development of solar powered ventilation, with solar panels covering the entire roof.

Similar technology is used inside the cabin, with solar panels on top of the dashboard that generate sufficient energy to recharge mobile phones or portable music plays mounted in purpose-designed charging trays. In the future, Toyota aims to advance this technology to provide solar powered recharging of the hybrid battery.

Accord vs. Camry Review

2010-10-14T05:34:00.000-07:00

2008 Honda Accord EX V6 Sedan
Base price $25,960
Vehicle layout Front engine, FWD, 4-door, 5-pass sedan
Engine type V6, SOHC, 4 valves/cyl
Displacement, cc 3471
Max SAE net horsepower 268 @ 6200 rpm
Max SAE net torque, lb-ft 248 @ 5000 rpm
Transmission 5-Speed Automatic Overdrive
Curb weight, lb (mfr) 3567
0-60 mph, sec 7.1
0-100 mph, sec 18.5
1/4 mile, sec @ mph 15.5 @ 91.8
Braking, 60-0 mph, ft 127
600-foot slalom, mph 61.8

2008 Toyota Camry SE V6 Sedan
Base price $24,915
Vehicle layout Front engine, FWD, 4-door, 5-pass sedan
Engine type V6, DOHC, 4 valves/cyl
Displacement, cc 3456
Max SAE net horsepower 268 @ 6200 rpm
Max SAE net torque, lb-ft 248 @ 4700 rpm
Transmission 6-Speed Automatic Overdrive
Curb weight, lb (mfr) 3483
0-60 mph, sec 6.1
0-100 mph, sec 14.5
1/4 mile, sec @ mph 14.5 @ 99.9
Braking, 60-0 mph, ft 127
600-foot slalom, mph 63.6

New Bentley Continental GTC Speed

2010-10-14T05:30:00.000-07:00

We've had plenty of time to get familiar with Bentley's products over the past few years, and even though a Speed version of the GTC bordered on a foregone conclusion, we were still very happy to see it gracing the automaker's stand this afternoon. Perhaps we're just getting caught up in Michigan's gray winter weather, but any reminder of sunny, warm days at speed are more than welcome.

Like other Speed-spec Continentals, the GTC Speed gives only subtle clues to its 600-horsepower W12. Up front, there's an updated front end with a more sinister (and slightly more upright) front grille, along with a more assertive air dam.

Even static on Bentley's hardwood, it's easy to see that the GTC Speed benefits from a lowered ride height that gives away the car's tighter suspension, as do its wider wheels and tires (which also help conceal gigantic carbon-ceramic brakes if they are so specified).

Sixty mph arrives in just 4.5 seconds, and if there's a more graceful way to muss your coif at 195 mph, we have yet to find it. For those seeking out the mythical double ton on the speedometer, however, you'll have to close the roof.

New Bentley GTC Speed is last, but not least

2010-10-14T05:29:00.000-07:00

The Bentley GTC has only been out for two years and a bit, but you might not know that; the car is so popular in some parts that it has become something like Ugg Boots for the monied-up automotive fashionista. Like its other Continental stablemates, Bentley has finally taken the drophead into their Speed garage for the transformation from really fast to "Egads!" fast.

It emerges from said garage with its twin-turbo W12 producing 553 lb-ft. of torque and 600 horsepower - 100 ponies more than the Azure T, making it the most powerful convertible Bentley has ever made. The Speed treatment alters the front end, with a more upright, dark-tinted matrix grille flanked by chrome bezels around the headlights, and the face is framed by firmer lines sweeping up from the lower air dam.

While it is still not - and isn't mean to be - a sports car, the handling ante is upped by a lowered ride height, low-friction dampers, stiffer rear axle bushings, wider tires, and retuned steering. When it's time to stop, newly available carbon-ceramic brakes, at 16.5 inches up front and 14 inches in back, are the largest factory-fitted brakes on a passenger car today.

When it's time to get on it, you'll reach 60 in 4.5 seconds, and with the top up you'll find terminal velocity is 200 miles-per-hour with the lid up. Should you not wish to go easy on your follicles, the GTC will still reach 195 mph with the top down - just make sure to lather up your 'do with plenty of product.

There are two new official exterior paint choices from the factory: Aquamarine and Blue Crystal, and you can get the interior done in Aquamarine as well. However, since Bentley's bespoke department will make your GTC any color you want, that's probably of little concern to most buyers. Even so, we must ask: who's been requesting an Aquamarine interior

2010 Bentley GTC Review

2010-10-14T05:28:00.000-07:00

The Bentley Continental GT has been lauded and derided for being too much: too powerful, too fast, too easy, too big, too ubiquitous, and yes, too good. The convertible version, the Continental GTC, dismissed its roof but retained the excess. Now, Bentley has worked its "Speed" hocus-pocus in order to create a new variant of everyone's favorite over-the-top drop-top and Crewe's mad scientists have taken a vehicle that's already cranked to eleven and turned it up a notch or two... or three.

Doing anything to make the GTC a more engaging or – dare we say – a better vehicle, is like getting a letter from the man above telling you that Heaven is now 43% improved. Angels have bigger wings and more melodious songs, and the flowing milk and honey is now organic. What do you do with that? In the case of the GTC Speed, we felt it our duty to drive it as hard as possible – a job we're all too happy to tackle. But like that better heaven, the experience is difficult to relate.

No singular element of the hotted-up GTC is magical. Instead, it's about creating a comprehensively improved package. The Speed versions aren't merely badge jobs, they're the culmination of a methodical, holistic approach to advancement. And stylistically, the alterations are subtle – or as subtle as anything with a flying "B" can be. Some would say Bentley's Speed lineup doesn't distinguish itself enough from its non-Speed siblings, but a closer inspection reveals the details are obvious, assuming you know what to look for.

The grille is more upright and square, the lower intake is reshaped, and the mesh benefits from a slightly darker tint. If you absolutely need a chrome grille, it's yours as a no-cost option and the chrome bezels surrounding the headlamps tie it together. In back, you'll find a new rear spoiler that rises to attention during high-speed maneuvers, and below that are wider, twin-rifled exhaust tips and a black lower bumper valance. The only obvious indication that you optioned up your GTC to the hilt comes on the sill plates, which simply read "Speed." Otherwise, there's that delicious three-spoke steering wheel, drilled alloy pedals, and knurled chrome and leather shift lever.

Beneath the aesthetic details, the car has been reengineered. In fact, some of those aesthetic details assist the engineering: the revised front grille improves airflow by 14% to the 6.0-liter, twin-turbocharged W12. The engine, which is under new management, spins more freely thanks to lower friction, lighter-weight components that includes a new crankcase design, camshaft chain, pistons and connecting rods, all of which are covered with a manifold finished in crackle black.

The GTC Speed also hunkers lower by 10 mm in front and 15 mm in back on a redesigned suspension. Specific settings for the springs, dampers, and anti-roll bar were reworked for around-town comfort, and the Continuous Damping Control works to minimize the rolling of that prodigious body. The power steering has been tuned for better feedback (it's still a bit too light for our Rolex-free wrists), and actual response is meant to be enhanced by stiffer rear axle bushings.

Since the point of having more is to be able to do more with it, the GTC Speed's electronic stability program intervenes progressively, and permits more wheelspin when set on Dynamic.

Beyond the standard engineering flourishes are optional touches that, naturally, are both over-the-top and over-the-top expensive. The optional carbon ceramic brakes measure in at 16.5-inches in front, 14-inches out back. The front brakes are an inch larger than those on the Bugatti Veyron, making them the largest discs you can get on a production car. Bentley will tack on another $17,840 to the bill as larger wheels and tires are required to accommodate the upgraded stoppers. Adaptive cruise control is $3,040. A satin paint finish in light or dark gray is $32,360. And the list goes on and on...

But money isn't your concern if you're shopping for a GTC Speed. Luxury is. The Speed gets the Mulliner spec with its diamond-quilted hides, and those massaging seats feel so good that cows likely stood in line to offer up their hides. Bentley's in-dash control system is slowly creeping up on modernity, with fully-integrated iPod and Bluetooth connectivity (at a cost, mind you), but it's still not something we enjoy fiddling with. The aurally concussive, 1,100-watt Naim audio system can be heard from the mesosphere, but be forewarned: Put the wrong track on at the wrong volume, and you'll discover that the volume knob is the gatekey to blown eardrums and rattle nerves.

But obviously, the GTC Speed is more than just a faultless operating theater, a few cosmetic tweaks and a rejiggered suspension. This is a 600-horsepower convertible with 553 lb-ft of torque, capable of running to 60 mph in 4.5 seconds and on to a top speed of 200 mph with the roof up or 195 mph topless. It's the most powerful convertible Bentley has ever made, which is like NASA saying "This is the most powerful Space Shuttle we've ever made. And new for this year, you can have it in Aquamarine or Blue Crystal." But you wouldn't...

Bentley describes the GTC Speed's handling as "agile." And it is. But how the crew from Crewe manipulated the GTC's composure is compelling. Weighing in at 5,478 pounds, the Speed is just 200 pounds shy of a Toyota Landcruiser and just five inches shorter than ToMoCo's off-road titan. In order to create some semblance of handling, we can only assume Bentley kidnapped the muse Agility, strong-armed her into the car, put a well-oiled Walther PPK to her temple and said, "You'll give me everything you've got!" The result is a vehicle that's agile, but it overcomes every natural force in the world to do so.

Massive speed is a blink away. Massive braking, when the ceramic stoppers are cold, comes on even a bit too soon - herky jerky is on the menu until you've worked them in. Once they've had time to warm up and stretch out, the pedal loosens and the GTC delivers clean, linear decelerations.

Assault a corner – and it is an assault – and the GTC Speed responds like the finest English butler: everything is put on hold, including physics and maybe even reason, so it can fulfill your orders. It doesn't care that it's too big, too heavy or too plush to perform the desired maneuver. And frankly, it doesn't care that your requests could border on the immoral. This is what you have asked. And it will deliver... sir. Can you go too far? Of course. But the penalty is a mild case of understeer, and you do have the largest brakes in the world and a tsunami of torque to bring you back. And if you go too far for even that – and that's a terribly long way off – well, we wish you the best in the afterlife... but you probably deserved it.

The GTC Speed has been described as being made for "customers who demand a more focused, open-top driving experience." But let's put "more focus" in perspective: The GTC delivers even more power and poise, physics be damned. It's just as roomy, but its leather isn't diamond-stitched unless you pay extra. The GTC has new, low-friction dampers, but not the suite of engineering changes found on the GTC Speed. But as we said before: the GTC is already ludicrously, impossibly, bafflingly able.

The GTC is phenomenal. Yes, the GTC Speed is more phenomenal, but in the difference between the GTC and the GTC Speed, we're really talking slivers here. They just happen, however, to be slivers of heaven. Fittingly, that sliver will run you nearly $40,000 – the GTC Speed starts at $237,695 – but living a nasty, short, and brutish life in a cruel, cruel world, every little extra bit of heaven counts, no?

New 2011 Bentley Continental GT arrives with new design, optional V8

2010-10-14T05:25:00.000-07:00

The 2011 Bentley Continental GT is just the second generation of the blockbuster coupe that rumbled ashore eight years ago. And frankly, this new one looks a lot like that ancient one, but Bentley would have us believe that this is actually a completely new car. Outside, the bodywork gets all kinds of massaging: prominent front fender lines that roll over the headlights and into the more-upright grille, a more pronounced grille treatment that asserts itself into the lower intake, LED running lamps surrounding the main headlight elements, a double-horseshoe rear-end treatment inspired by the Mulsanne and taillights that curl into the rear fenders. For a start...

More substantively, the 2011 Conti gets a boost in horsepower from its 6.0-liter twin-turbo W12 engine, hitting 567 horsepower and 516 pound-feet. The engine swipes a page from the Continental Supersports playbook and gains flex-fuel capability, accepting any combination of gasoline and E85. To keep you in touch with that power, Bentley's six-speed Quickshift transmission swaps cogs more quickly and does double downshifts. To keep that power in the right place, the rear track is wider, front-to-rear bias of the all-wheel-drive system is now 40/60 front-to-rear, and the coefficient of drag has been reduced to 0.33. 0-60 mph? 4.4 seconds? Top speed? 198 mph.

As of next year, the nominally eco-conscious will be able to get their Continental GT with a 4.0-liter V8. Numbers haven't been released yet, but you can expect it to register high on the horse and torque while getting significantly better gas mileage than its big brother.

Perhaps the best upgrade of all: the interior accoutrements that now boast an eight-inch touchscreen interface, dynamic navigation and Google Maps. Joining that are a sleeker dash, climate-controlled "Cobra" seats sculpted to provide more rear legroom, and leather-lined door pouches with water bottle holders. It's everything the current Continental GT is.

New Volkswagen Phaeton 3.6 Luxury Sedan Price and Review

2010-10-14T05:22:00.000-07:00

Volkswagen Phaeton 3.6 is one of the beautiful five seater luxury sedans launched in India. The car has stunning exteriors and has already captured attention of many car enthusiasts. The car has been launched keeping in view the high income group car lovers.
Appearance: The car is exceptionally beautiful. The exterior consists of fog lamps, body colored door mirrors, front grille, front under spoiler, headlamps and chrome trimmed radiator grille. The alloy wheels give a sleek look to the car.
Comfort: Volkswagen Phaeton 3.6 has advanced comfort features for the occupants. The four door car has ultra spacious passenger cabin and luggage box. The car has front seats with electric 12 way adjustment including lumbar support, Front and Rear centre armrests, Fixed Rear Bench Seat, Isofix child seat preparation, Fuel Flap unlocking, Remote boot lid release, Parking Heater and a Powerful A.C with 4 zone climate control. Other comfort features include Hi-tech audio system, leather covered steering wheel and leather upholstery.
Safety: Volkswagen Phaeton 3.6 has advanced safety features. The car has Speed Sensitive Power-assisted Steering, Anti-Lock Braking System (ABS), Automatic Distance Control (ADC), Continuous Damping Control (CDC) air suspension and Electronic Stabilization Program (ESP). Other safety features include Safety Belts, Crash Sensor, Front and Rear Seat Side Impact Airbags, Driver and Front Passenger Airbags, Door Side Impact Protection and Curtain Airbag System.
Engine: Volkswagen Phaeton 3.6 is equipped with 3.6L, V6 petrol engine and a 6 speed Tiptronic gearbox. The engine can generate a maximum torque of 370Nm at 3500 rpm.
Price: The price of Volkswagen Phaeton 3.6 is Rs.76,29,128 (taking New Delhi as base price location). However, the prices specified are indicative prices only and reflect lowest approximate price which excludes tax, registration, insurance and cost of accessories.

Porsche Boxster-S Luxury Roadster Review

2010-10-14T05:21:00.000-07:00

Porsche Boxster S is a perfect combination of beautiful interiors, latest technology and elegance. It can be counted amongst one of the top roadsters in the world.

Appearance: Porsche Boxster S is available in 17 scintillating colors – Black, Guards Red, Carrara White, Speed Yellow, Basalt Black Metallic, Atlas Grey Metallic, Arctic Silver Metallic, Meteor Grey Metallic, Midnight Blue Metallic, Cobalt Blue Metallic, Forest Green Metallic, Slate Grey Metallic, Dark Olive Metallic, GT Silver Metallic, Lapis Blue Metallic, Lagoon Green Metallic and Carmon Red Metallic. The exterior consists of Adjustable Headlights, Fog Lights, Power Adjustable Exterior Rear View Mirror, Electric Folding Rear View Mirror and Removable/Convertible Top. The broad alloy wheels give a sleek look to the car.

Comfort: Porsche Boxster S has given special attention for comfort features for the occupants. The car has Leather Seats, Multifunction Power Steering, Power Windows, A.C with Automatic Climate Control and Air Quality Control, Remote Trunk Opener, Remote Fuel Lid Opener, Low Fuel Warning Light, Accessory Power Outlet, Trunk Light and Vanity Mirror. Other comfort features include Cup Holders – Front, Seat Lumbar Support, Heater, Adjustable Steering Column, Tachometer, Electronic Multi-Tripmeter, Glove Compartment, Digital Clock, Outside Temperature Display, Cigarette Lighter, Digital Odometer and a Hi-tech Audio System.

Safety: Porsche Boxster S has many safety features. Standard Safety features include Anti- Lock Braking System with Brake Assist, Central Locking, Power Door Locks, Child Safety Locks, Anti Theft Alarm, Driver Airbag, Side Airbag-Front, Seat Belt Warning and Door Ajar Warning. Other safety features include Side Impact Beams, Front Impact Beams, Adjustable Seats, Keyless Entry, Vehicle Stability Control System, Engine Immobilizer and Engine Check Warning.

2010 Opel Insignia OPC Sports Tourer

2010-10-14T03:22:00.000-07:00

latest Lightning GT EV sports car coming this month

2010-10-14T03:20:00.000-07:00

This month will see the debut of the Lightning GT electric sports car at the British Motor Show on July 23. The nano-titanate battery pack will provide 740-HP and a 0-60 sprint in just four seconds. Those batteries have also been spaced around the car to give it a 48/52 weight balance, which could theoretically give it the kind of handling to match its looks.

The batteries power four permanent magnet brushless motors, one at each wheel, which negates the need for a gearbox, axles, and transmission -- or transmission troubles. Each wheel will also boast independent traction control and regenerative braking. Inside, the car gets all the mod-cons, including A/C, satnav, and leather.

The makers claim a 90-mile range on a ten-minute charge, and running costs will be at least five times less than a car that gets 50-mpg U.S. That is, of course, assuming the car actually makes it to market. If so, and it's priced somewhere close to the Tesla, it should do well

New Lightning GT electric car available for orders

2010-10-14T03:18:00.000-07:00

In June 2007, The Lightning Car Company announced its intent to develop electric technology for a luxury British sports car – the Lightning GT. Today sees the unveiling of its evolutionary design. This super car with its outstanding presence & performance is set to put British sports car innovation well and truly back on the map. Designed to accommodate the latest battery and motor technology and reflect its 100% electric power and performance, the electric Lightning prototype is being hand-built by a small team of passionate British engineers, designers and collaborators.

The production version will be unveiled during the second half of 2008. The electric Lightning GT and Sports versions are now available to pre-order and deposits of £15,000 are being accepted.

The Lightning Car is powered by a 700 hp engine and can make the 0 to 60 mph sprint in 4 seconds and can hit a top speed of 130 mph.

Whilst the rest of the automotive world engages in the hybrid, hydrogen or electric debate, the Lightning Car Company firmly believes its 100% Electric Lightning GT will help kick start the market for performance EV’s. Without a significant positive shift in perception, electric motoring will remain a huge compromise in the eyes of driving enthusiasts and therefore fail to impress the masses. Our vision is shared by the world’s biggest car maker, General Motors, who believes the global oil supply has peaked and a switch to electric cars is inevitable.

The design team has created a successor to the petrol Lightning GT. Combining the spirit, heritage, individuality and drama of the original car with a dynamic and contemporary design language moves it into a new era and, in doing so, embraces the new technologies and innovative architecture that reside beneath its skin. Subtle creases, positive and negative sections add a sense of strength and finesse to the dramatic surfaces of the car while retaining an understated, yet distinctive British Grand Tourer aesthetic. The Lightning’s interior will also be designed to complement the unique electric driving experience.

New Exclusive XKR175 & XKR 75

2010-10-14T03:13:00.000-07:00

The Jaguar XKR-175

Newest jaguar cars, Jaguar XKR sports cars – the XKR175 and the XKR 75 – will build their debuts this summer. The XKR 75 will first be shown at the Goodwood Festival of accelerate on July 2 while the North American market will first discover its XKR175 at this year’s Pebble Beach Concours d’Elegance in August.
Introduced in 2009, the Jaguar XKR has a prior art 5.0-liter supercharged AJ-V8 engine offers a Gen III R 510PS (510bhp SAE), 625nm torque and push a coupe to 60 mph in objective 4.6 seconds. But apparently Special Edition, the maximum accelerate, electronically rises far Jaguar XKR small 155 mph (250 kph) to 174 mph (280 kmh), with the addition of the bustle package. Combined with sophisticated engine is powerful six-speed automatic transmission with steering wheel mounted paddles, light aluminum body structure and various computer-controlled system for active differential control and dynamic adaptation to ensure the acceleration of the supercharged car is calm faster, even more dependable handling and spot a novel standard driving and comfort.
Jaguar Land Rover’s recent CEO, Dr Ralf Speth, initiated the challenge to the Jaguar engineering team to beget an XKR to celebrate Jaguar’s 75th anniversary, which would thunder a combination of enhanced performance, top-notch chassis and steering control, and grip levels to inspire the driving enthusiast to witness the suitable potential of the XKR’s capabilities. Yet it would support the unexcited cruising demeanor customers worship about their Jaguars.
“These limited-edition XKRs will provide owners with exclusivity, excitement and a hint of Jaguar’s gargantuan heritage,” said Mike O’Driscoll, managing director of Jaguar Cars. “This is a fitting arrangement to celebrate the sporting credentials of the XK marque in the 75th year of the Jaguar name.”
For the XKR175, the supercharged V8 issues a vast 510 horsepower and 461 lb-ft of torque, while the XKR 75 engine’s output is raised to 530 horsepower and 483 lb-ft. Both models’ top speeds are raised to an electronically cramped 174 mph.
The XKR175 will be a North America-specific model while the XKR 75 will be available in the U.K., Germany, France, Italy, The Netherlands and Belgium.
To ensure that the XKR175 remains stable at high speeds, a revised aerodynamic package incorporates a unique front air dam, unique side sills, a current rear diffuser and a larger rear spoiler providing increased balance and a reduction in engage. original 20-inch Kasuga 10-spoke alloy wheels, red brake calipers and Ultimate shadowy exterior paint adorn the car’s exterior.
Inside, door sill tread plates reading “XKR175 – 1 of 175″ greet the driver and passenger while the leather is finished in Warm Charcoal with Cranberry stitching, all accompanied by Piano unlit wood veneer.
Production of the XKR175 is diminutive to 175 vehicles at an MSRP of $104,500 (including destination charge), while the XKR 75 will be small to honest 75 vehicles, available to order from July 2010 in the UK, and Jaguar XKR prices among £85,500 OTR.

2009 Nissan Cube S Review

2010-10-14T03:11:00.000-07:00

One of our favorite cars last year was a cream-colored, Japanese Domestic Market (JDM), second-generation Nissan Cube that the Japanese automaker loaned us for a few days of commuting and assorted daily driving duties. It was a fantastic car, with excellent styling, the ingenious e-4WD system, a practical interior, and – bless its heart – a front bench seat. Nissan was passing around the keys because it wanted to build up buzz for the arrival of the third-generation Cube, which would break free of the right-hand-drive market prison to which its predecessors were restricted. The JDM Cube was indeed a tasty appetizer, but now the main course has arrived. Once again, we were given the keys to a Nissan Cube for a few days. Only this time it was brown and, more importantly, you can actually buy it in the U.S.

The 2009 Nissan Cube is the third iteration of the nameplate. The previous model is sometimes mistakenly referred to as the "original" car, but it was preceded by the real first-gen Cube, which bowed back in 1998. That Cube wasn't much of a design statement (a pretty generic-looking hatch, really) compared to its successor, and is pretty forgettable unless you're a serious JDM nerd.

One of our primary concerns relating to a left-hand-drive Cube was whether Nissan would really go all the way and deliver market-specific asymmetric bodywork. After all, the asymmetry is the Cube's calling card. You see, doing this would have meant more than simply moving the steering wheel to the opposite side of the dashboard -- you'd need unique sheetmetal, too. Determined to make the Cube a true global vehicle, Nissan delivered the goods. All the signature elements have made the trip across the Pacific, and they're in the spots where they belong. For instance, the blackout panel ahead of the lone visible D-pillar is on the driver's side. An extra window and wraparound-look glass are on the passenger side. The big fridge-door rear hatch is hinged on the driver's side, so that it opens away from the curb. Put a new U.S.-market Nissan Cube next to its JDM counterpart and you'll see that they're mirror images of each other.

Styling-wise, Nissan sought to retain as much of the second-generation car's charm as it could while meeting all of the regulatory requirements in export regions like the United States. In the Cube's case, this concession to the global marketplace manifests itself in the form of more bulbous front and rear bumpers that add some Leno in front and Beyonce out back. The styling is still eye-catching, but the last Nissan Cube was the better looking car – a design classic, even. That said, most North American shoppers aren't car dorks, so they won't even be aware of the previous Cube's existence. Ignorance is bliss, and most people will be captivated with the new Cube's looks. We were stopped with compliments on the car by men and women, young and old alike. "It's neat!" was uttered on more than one occasion.

The 2009 Cube has narrow headlamps that arch up slightly at their inside lower corners where they're bridged by a simple, dark panel with grillework made up of twelve small slats – six on each side of the Nissan badge. A larger intake sits high on the bumper forming the Cube's "mouth."a Finally, there's a lower intake on the front bumper that's flanked by the fog lamps, or in the case of our base Cube S, blacked-out circles where those lamps would go on higher trims. Head-on, the Cube looks anthropomorphized, as if it were to strike up a conversation with neighboring vehicles at any moment.

The sheetmetal around the side glass is beveled, so the windows themselves look recessed. On the driver's side, the blackout panel aft of the passenger-door window features a ripple effect on the plastic – a recurring theme that's reinforced inside and out. Pronounced wheel arches echo the theme established by the softer, rounder bumpers. Out back, the tail-lamp strip echoes the shape of the headlamp/grill combo on the car's nose. The rear end is where the Cube's asymmetry is most evident, with a pillar on the left side only. On the right, the glass just wraps around. It sets the Cube apart from the rest of the (suddenly, increasingly crowded) box-wagon segment. Despite its curvier front and rear bumpers, the rest of the Cube's shape is straightforward, two-box stuff. Oh, and our Cube features a very tasty "Bitter Chocolate" finish. The more brown cars, the merrier!

Climb into the Cube, look up and you'll see the new car's calling card – the ripple-effect. It dominates the headliner and is repeated in the bottoms of the cupholders and on the speaker grilles. We were a little concerned that the roof ripples would come off as gimmicky in person, but they add personality to the econobox interior. Our test car's dark, charcoal-hued cabin is not the one we'd choose for ourselves, however. It comes off as a little dour for a vehicle with such personality. If your tastes run similar to ours, go for the lighter interior – it's more cheery, makes the interior feel even more spacious and, on higher trim levels, can be ordered with a two-tone instrument panel.

That instrument panel is basic and functional with a Jacuzzi-inspired (seriously) wave motif that dovetails with the ripple-effect details mentioned earlier. The "crest" of the wave is in the center where our tester's AM/FM/CD head unit was stationed. The stereo's fine, but one small issue is that the AUX jack for an iPod or other digital music player is a fair distance away from the floor console where you'll rest the device, so expect to have a prominently dangling wire if you use a portable player for tunes.

The Cube S has standard A/C with exceedingly simple controls (the higher-level models get automatic A/C with a different interface). Drivers get simple and easy-to-read primary analog gauges with a digital multifunction display (fuel level, odo, etc.) shoehorned between them. The driver also gets a high-mounted cupholder just to the left of the gauge cluster, which is helpful because the secondary cupholders (arranged in the shape of Mickey Mouse's head) are a long reach away on the floor. Storage up front, however, is basically limited to the glove box, which is a good size, and door pockets. You can leave some stuff in the small console tray between the front seats, and Nissan offers accessory bungee cords that can be used as impromptu door-mounted map pockets in a pinch, but our tester wasn't equipped as such.

You'll notice that we mention a console between the seats. That's because unlike the previous (and current) Japanese-market Cube, the U.S. model is only available with a pair of front seats and not the wonderful front bench we experienced in last summer's JDM tester. Nissan told us this was due to some regulatory issue, which we have no trouble believing. As such, American drivers get a floor shifter, whether it's the CVT or the six-speed manual, the latter of which is what we got to play with. The stick is an easy reach from the cushy, cloth-covered driver's seat, which affords a good view outward. Headroom for all passengers is simply abundant. 42.7 inches in front and 40.2 inches in back. Put in practical terms, those numbers are better than what you'll find in a Tahoe. Rear seat comfort is good, too. The 60/40 split seat-backs recline, and the seat itself also slides fore and aft, allowing for increased legroom or rear cargo space depending on what you need at any given time.

Cargo space behind those seats is recessed (like a minivan, actually), and you can fold down the seat-backs if you need more room than that. Note that they merely fold – no tumbling forward or anything like that for additional room, so it's essentially bi-level storage back there. The non-mechanical cargo space privacy cover included with the tester was very simple to use – attach to the rear seat-backs with Velcro and hook the fixed panel to wall anchors with elastic loops. It does its job perfectly well and removes in seconds if you don't feel like using it.

Power for the Cube comes exclusively from the same 122-hp, 1.8-liter four-cylinder featured in the Nissan Versa. It's an able motivator for the 2,795-pound Cube, especially with the manual gearbox sending power up front (sorry, e-4WD is not available in the U.S.). There's ample juice on tap, so we never felt ourselves wanting more power, either on local roads or the highway. It's pretty easy on gas, too. We averaged north of 29 mpg over four days, with a healthy amount of highway driving built into that. In fact, we exceeded the EPA's 30 mpg highway rating on a weirdly traffic-free St. Patrick's Day commute into NYC, racking up 32 mpg on the round-trip (around 70 miles or so total). The manual's shift action is easy, if a smidge on the notchy side, and the overall driving experience is free of drama.

Don't look for sportiness here – you're barking up the wrong tree. The Nissan Cube moves well with the tools it's got, but it's clearly designed for comfort. Steering effort is super-light and super-assisted, and steering feel is more a theoretical concept than it is an actual sensation. The Cube is easy to maneuver, though, with a nice, tight turning circle. The suspension is dialed in to soak up potholes, not carve corners. Attempt the latter, and its body rolls heavily in protest. On the upside, while you're pounding the pavement in urban environs, the pavement doesn't pound you back nearly as hard.

Ultimately, we left the Cube liking it about as much as we liked the Japanese version last year, which is to say a lot. It's incredibly cool-looking, comfortable to be in and comfortable to drive. It's also reasonably-priced. Our Cube S with no options (power windows, the manual gearbox, four-speaker AM/FM/CD, air conditioning, and 15-inch steelies with plastic covers are all part of the standard package) stickered at $14,675. Taking a lesson from Scion, Nissan will gladly take more of your money should you care to accessorize with stuff like a shag-carpet dash-topper. The Cube goes on sale May 5th against competition from rival boxes like the Scion xB and brand new Kia Soul. Being square, it seems, is cool again

New Porsche Cayman Review

2010-10-14T01:59:00.000-07:00

The Porsche Cayman 2010 ranks amongst the top Luxury Sports cars. Today I had a chance to see it live on the roads of India, not to mention the car had excellent looks and had captured the minds of everyone on road, besides the hectic traffic it glided and made its way to its destination, with a blazzing speed. The 2010 Porsche Cayman has a fixed roof and allows a driver and a co seater to sit comfortably. Liked for its strong powertrain options and superb handling, as well as its sleek exterior design and superb interior finish, the 2010 Porsche Cayman is a popular choice among luxury sports cars.

Detailed analysis and review: 2010 Porsche Cayman

The 2010 version of The Porsche Cayman has no changes compared to that made in 2009. It is available in two trims the base Cayman and the powerful Cayman S.

* “The (base) Porsche Cayman still presses all the right buttons for me. It’s one of those cars whose sensory rewards outweigh its high price. At first blush, a $55,000 coupe with only 265 horsepower seems a little silly – you get more ponies in a base Chevrolet Camaro at half the price. But the Cayman feels quicker than many cars with more power both because of its low weight and its good midrange torque. As ever, the satisfaction in driving this Porsche isn’t derived from massive acceleration. It’s the feeling of precision that does it.” — Car and Driver

* “Some less-expensive sports cars challenge Cayman on a fun-per-dollar basis, and some like-priced competitors deliver more outright power. Few, however, match this Recommended pick’s range of strengths: road manners and mechanical sophistication to satisfy the most discriminating driver, a good dose of everyday usability, and the cachet of the Porsche name.” — Consumer Guide

Cayman Performance – 9.3 (Excellent)

According to test drivers, the 2010 Porsche Cayman is powerful, agile, and comfortable enough to drive on a daily basis. Automobile Magazine writes, “The new Porsche is actually everything the 911 has not been for most of its career: confidence-inspiring, super-stable, totally balanced, quite forgiving, a gifted storyteller that is equally good at listening.”
Cayman Exterior – 9.2 (Excellent)

Critics love the 2010 Porsche Cayman’s sexy, head-turning exterior design. “For those of you who aren’t Porsche diehards, the Cayman is essentially a Boxster with a steel coupe roof and a hatchback,” explains Automobile Magazine. “Porsche claims that as a result of the steel surgery, torsional rigidity doubles.”
Cayman Interior – 7.8 (Good)

Not only is the 2010 Porsche Cayman’s cabin comfortable and classy, but it features a surprising amount of cargo room. “Careful packing takes good advantage of cargo bays front and rear for more luggage-carrying possibilities than in many two-seaters,” writes Consumer Guide. Still, the Porsche Cayman’s cabin is criticized for its confusing controls.
Cayman Safety – NA

Neither the federal government nor insurance industry has crash tested the 2010 Porsche Cayman. However, it features a long list of safety equipment — including head and torso airbags.
Cayman Reliability – 8.0 (Very Good)

The 2010 Porsche Cayman reliability score shown is the Predicted Reliability rating provided by J.D. Power and Associates. This score is based on trending the past three years of historical initial quality and dependability data from J.D. Power’s automotive studies, specifically the Vehicle Dependability Study (VDS) and the Initial Quality Study (IQS). The 2010 Porsche Cayman is covered by a four-year/50,000-mile basic warranty.

New KTM X-Bow

2010-10-13T05:22:00.000-07:00

As a result of its design, the KTM X-Bow can do without a lot of elements that ordinarily add complexity and extra weight. So the narrow wind deflector makes an elaborate heating system and windscreen wipers unnecessary; doors are also not included in the design, due to the X-Bow's low profile and the extra-low side profile. Between the seats of this prototype car is a push-pull gear selector, engineered by KTM, that cleverly converts the conventional H-pattern selector of the Audi-sourced six-speeder into a semi-sequential shifter. As different as cars and motorcycles may be, KTM has managed to transfer its development principles from two wheels to a sports car in every way. In this way the unique driving experience and the spectacular merits of the drive are not just dependent on the performance of the engine.

The Ariel Atom-like two seat roadster is powered by a 2.0 litre four-cylinder producing in base spec a thouroghly respectable 220 horsepower, and in top spec a brutal 300 horsepower. The X-Bow's powerful braking system consists of Brembo 305 mm discs at the front and 262 mm discs at the rear. The clever thing about the X-Bow is the way KTM's partner Dallara has engineered it so that almost all the components bolt directly to the carbon tub, including the rear aluminium subframe that supports the gearbox and suspension. The stylish hallmark of the X-Bow is its light-footed, optical presence evoked by the apparent floating panels of the bodywork, the rangy wheels and the transparent area that allows a perspective of the vehicle technology, which for example makes parts of the suspension and damping visible

New Lamborghini Murcielago

2010-10-13T05:21:00.000-07:00

The Lamborghini Murciélago is a 2-seat, 2-door coupé (with the now familiar gull-wing doors) based on the traditional. Lamborghini layout: mid-mounted V12 engine, permanent four-wheel drive with central viscous coupler, typical Lamborghini transmission with the gearbox mounted in front of the engine and the rear differential integrated into the engine unit. This engine/transmission layout, successfully employed by Lamborghini for more than 30 years, affords an optimal weight distribution (42% front and 58% rear) with conspicuous advantages for traction, braking and handling. The Murciélago chassis has been stiffened considerably to achieve optimal torsional rigidity. The suspension design (independent double wishbones) represents the best possible solution for a high-performance GT and, again, is in keeping with Lamborghini tradition.
The styling of the new Lamborghini Murciélago wasn't designed by an Italian, but by Luc Donckerwolcke, a Belgian designer working for Audi AG, who was also responsible for the Audi A2 design. The Murciélago received a rather angular design, one could say it was a direct successor to the Countach, using similar angular lines at the front, although completely up to date. Some Diablo influence is also visible, while the engine cover reminds you of the legendary Miura, it is therefore safe to say, that even if it wasn't designed in Italy, the design team did use some of the most famous Lamborghini models from the past to take the new Lamborghini model one step ahead into the future.

October 5th, 1897. A fighting bull named Murciélago takes stage with matador Rafael Molina 'Largertijo' in front of an Spanish crowd. A viscous confrontation ensues. Murciélago takes over 24 spears and manages to continue fighting on. Astonishingly, the animal's life is spared and Murciélago is declared one of the the strongest bulls of all time. Murciélago went on to father a formidable line of bulls that extents right down to present day.
It's Murciélago's enduring ferocity that Lamborghini offers with the release of their latest supercar. Named after the fighting bull, this trapezoid-shaped car lends styling cues from the previous Lamborghini's, with better performance and drivability than ever before.

The highlight of the car is two rear wings which seamlessly pop up for engine cooling. Not only does this increase the aesthetic value of the car while at a standstill, it functions as a dynamic system for cooling efficiency. Lamborghini calls this system the Variable Air-Flow Cooling System. VACS uses active intakes with adjustable aperture up to 20 degrees that suit the driving conditions.
The VACS is complemented by a second dynamic aero device. The rear spoiler changes up to 70 degrees at 220kph to offer stability at high speeds. When the spoiler reaches the its open position, the aerodynamic drag increases from 0.33 Cd to 0.36 Cd, a worthwhile trade off to ensure an aerodynamic equilibrium at all speeds.

The Murciélago's engine which complies with the strictest emission standards in the world, including those of the United States, Japan and Europe is a 12-cylinder 60° V with a displacement of 6192 cc, made entirely from aluminum alloy and designed for unleaded fuel, producing 580 horsepower at 7500 rpm and 650 Nm torque at 5400 rpm. Torque delivery is optimized across the entire engine operating band (even at engine speeds relatively low for a sports car) thanks to the adoption of a variable-geometry intake system (VIS), variable valve timing (VVT) on both inlet and exhaust camshafts, and the "drive-by-wire" electronic throttle control, which makes for reduced emissions, improved idle speed control and improved driveability. Particularly noteworthy is the fact that at just 2000 rpm, the Murciélago produces more torque than maximum value attained by the majority of Granturismo cars in today's market.

Maserati Quattroporte

2010-10-13T05:20:00.000-07:00

The majestic new Pininfarina-designed Maserati Quattroporte is a curvaceous yet aggressive-looking, big, five-metre long saloon that hails the rebirth of the “Italian flagship car”. The Quattroporte is the ultimate embodiment of qualities for which Italy is renowned throughout the world: an appreciation of beauty and good living, elegance, sophisticated engineering, genuinely sporty temperament and alluring exclusivity. A host of other features also turn this new Maserati into a truly exclusive car: a highly sophisticated, light, compact yet thrillingly responsive 4.2-litre 90° V8 that punches out 400bhp; the Skyhook automatic damping system; the renowned MSP (Maserati Stability Program); electronically controlled power steering; and a powerful braking system.
Now render those lines in aluminum, add a 400-horsepower, Ferrari-built wonder of an engine, and spread around an obscene amount of velvety leather. Never ones for self-restraint, the folks at Maserati elected to offer the Quattroporte in 4 million different bespoke configurations ? you can choose mahogany or rosewood, nero leather or grigio, and so on. Buyers can outfit their Quattros with GPSs, rear veneered tables that emerge from hidden pockets, DVD systems, Bose stereos, ventilated seats that cool and massage, and even a button in the rear that, when pushed, maneuvers the front passenger seat forward, to allow for more legroom on those rare occasions when you prefer to be driven rather than drive.

The purity of the technical solutions adopted for the Quattroporte, the lack of any fussy details or complications, the sensuality of a line created by the world's most celebrated stylist, and a sophisticated bespoke leather and wood interior personalised to suit each individual owner, all combine to make the new Quattroporte absolutely irresistible. In a confirmed enthusiast, just the sight of the Quattroporte can make the heart race, perspiration bead, and muscles quiver with anticipation. With the keys to the ignition in hand, the effect is quadrupled. Emblazoned with a dominant trident badge in the center of the massive grille, the Quattroporte's appearance and pedigree intoxicate, casting a spell even before the big V8 engine under the hood roars to life. Driving the Quattroporte, caressing the soft leather steering wheel rim while goosing its Ferrari-sourced engine through the accelerator pedal, is like a triple-shot dose of espresso, setting every nerve on full alert.