Car Well

New Brit: New Morgan EvaGT to Launch at Pebble Beach Concours d’Elegance

2011-08-05T09:59:00.000-07:00

Change comes very slowly to Britain’s Morgan Motor Company -- but the 98-year-old sports car manufacturer appears to be making good on its promise of debuting a new car every two years, starting in 2010. The first, dubbed the EvaGT, is previewed here, and will debut at this year’s Pebble Beach Concours d’Elegance.

For the most part, the EvaGT appears to be an evolution of the company’s Aero Supersports model. Unlike that two-seater coupe, the EvaGT is a 2+2, which Morgan hopes allows it to appeal to “young families” along with its traditional customer base. We’ve only been given the rendering above, but the boy looks somewhat similar to that of the SuperSports, albeit it is considerably longer, given the extra pair of seats. The new body is still crafted from superformed aluminum panels, and has been designed to reduce drag with small panel gaps, flush door handles, and hidden windshield wipers.

Underneath that slinky skin is a chassis structure we first saw on Morgan’s Aero SuperSports GT3 racer, before trickling down to the roadgoing SuperSports. The chassis is crafted from bonded aluminum panels, eschewing traditional rivets and fasteners in favor of a strong adhesive polymer. Morgan says the EvaGT’s chassis is an evolution of this design, and offers both increased rigidity and improved handling over the Aero SuperSports.

Once again, a BMW engine winds its way into the slender engine compartment, although it isn’t the V-8 found in the SuperSports. Although it is subject to change before hitting the market, it appears the EvaGT will use BMW’s new “N55” 3.0-liter turbocharged I-6. For now, it seems Morgan is leaving the engine in its stock form, allowing it to deliver 300 horsepower and 300 pound-feet of torque -- which should be more than sufficient to rocket the lightweight coupe from 0 to 60 mph in 4.5 seconds. A standard six-speed manual or an optional six-speed automatic transmission will channel power to the rear wheels.

Morgan’s new EvaGT will first be shown at the Pebble Beach Concours d’Elegance this August, and the company will begin taking orders and deposits at the show. A £5000 ($7300) deposit is required to reserve a car -- and if you’re interested, you’d better act fast. Morgan plans on building a limited run 100 examples in 2012, with a price tag said to be “competitive for a car of this class.” We’d wager pricing will start just above the Aero SuperSports, which starts at roughly $185,000.

Source: Morgan

2011 WRX STI sedan runs 'Ring in 7:55, quickest ever for Subaru

2011-07-06T22:49:00.000-07:00

Quick: What's the fastest production sedan in the world? Does it wear a Mercedes-Benz, Audi or BMW badge? What about the Porsche Panamera Turbo or the Cadillac CTS-V? There's no doubt that each of these vehicular behemoths is capable of ripping off some fast times on a race track near you, but Subaru is out to prove that its new 2011 WRX STI sedan has the chops to keep pace with the best from the rest of the world.

To prove its point, Subaru recently sent test driver and four-time World Rally Champion Tommi Mäkinen out to the famed Nürburgring Nordschleife course in Germany with a 2011 STI test car. According to reports, the vehicle used in this testing was equipped with a few significant upgrades including a larger turbocharger that normally sees duty in the Japanese R205 model and some lightweight aluminum bits, but one thing is for certain: the 7:55 lap time is a mighty impressive result.

For those keeping track of such things, the previous best lap set by a Subaru WRX STI was in 2004 at 7:59.41 and the new mark set by Subaru – albeit with a
prototype, not a production car – is quicker than any of the aforementioned competition. Best of all, there's a video of one entire lap around the 'Ring and you can find the in-car footage after the break.

Report: Saab in Talks with BMW on Underpinnings, Engines for Revived 92

2011-07-06T10:21:00.000-07:00

It’s no secret that Saab is hard at work on plans to reintroduce its 92, but it’ll need some help to before the car can be produced. The automaker is preparing to enter into talks with BMW to do just that.

Instead of developing a costly platform from scratch, Saab is in talks with BMW to source underpinnings for the car. Saab is reportedly eyeing Mini’s architecture to underpin the new 92. Saab CEO Victor Muller wants the brand’s new model to closely resemble the teardrop shape of the original car, which was dropped from the Saab lineup in 1956.

According to the report, Saab is also looking into sourcing engines and transmissions from Mini. Mini currently offers 1.6-liter naturally aspirated and turbocharged inline four-cylinder engines here in the States, and 1.4-liter gasoline and 1.6-liter diesel I-4 powerplants are available also. Transmission choices are limited to six-speed manual and automatic gearboxes.

With Saab trying to regain market share, this would be a great move for the marque, but the 92 would be a direct competitor of the Mini Cooper. Although producing components in larger quantities would be beneficial to lower costs, we’re not sure it’s a great idea for Mini to bolster its own competition.

Would it be a good move for Mini to help Saab, or would it cannibalize its own sales?

Source: Reuters and automobilemag

New Morgan Concept Will be Unveiled at 2010 Pebble Beach Concours

2011-07-01T10:06:00.000-07:00

Change comes slowly to the Morgan Motor Company, so it’s rather interesting to learn the British sports car manufacturer plans to show a new model at the 2010 Pebble Beach Concours d’Elegance.

According to Autocar, the new Morgan will technically be billed as a concept, but is actually a good look at a new model that will likely reach production in 2012 or 2013. Morgan hopes the car -- a 2+2 -- will bridge the gap between the its traditional models (i.e. the 4/4, +4, and Roadster) and the radical Aero lineup.

Although it dates from 2000, the Aero range is Morgan’s most recent product innovation (unless you count the Lifecar show car). The latest iteration, the Aero Super Sports, was unveiled at last year’s Pebble Beach Concours d’Elegance, and is designed to be street legal in the U.S.

Source: Autocar

GM Recalling 1.5 Million Vehicles Due To Fire Risks

2011-06-30T14:51:00.000-07:00

General Motors Co. is undergoing a massive recall of 1.5 million 2006-2009 model year vehicles to disable a heated washer fluid system that poses a potential fire risk. The recall, slated to begin on June 14, covers 18 models from the Buick, Cadillac, Chevrolet, GMC, Hummer and Saturn brands.

The heated washer fluid system was the subject of an August 2008 recall that included many of the same vehicles. Reports were that shorts in the system caused fires; a wire harness, which contained a fuse, was installed as a preventative measure. According to GM, however, the module’s internal thermal-protection device did not function properly and the fire risk remained.

As a result of the continuing fire risk, the automaker will remove the heated washer fluid module and reroute the fluid hoses.

GM said that it has since learned of 5 fires caused by the heated washer fluid system, but is unaware of any injuries or crashes related to the problem. Though there have been a small number of incidents, GM clearly isn’t taking any chances.

"While our analysis shows the number of incidents is very small compared with the number of vehicles on the road, we want our customers to have complete peace of mind," said Jeff Boyer, GM executive director of Safety in a press release.

Vehicles included in the recall are the 2006-2009 model year Buick Lucerne; Cadillac DTS; Hummer H2; 2008-2009 model year Buick Enclave; Cadillac CTS; 2007-2009 model year Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Silverado, Suburban, Tahoe; GMC Acadia, Sierra, Yukon, Yukon XL; Saturn Outlook; and 2009 model year Chevrolet Traverse.

Approximately 1.4 million of the vehicles under recall are in the United States, but the rest are in Canada, Mexico, and other countries, GM stated.

Because the feature will be disabled, GM has said it will make a voluntary payment of $100 to owners of lessees of recalled vehicles in addition to paying the actual cost of repair.

Owners will begin receiving recall notifications via mail this month, but can contact their dealer at any time for an appointment to have the heated washer fluid system removed.
source by autoblog

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2010 Lamborghini Gallardo LP570-4 Superleggera - Click above for high-res image gallery

2011-05-04T21:55:00.000-07:00

2010 Lamborghini Gallardo LP570-4 Superleggera - Click above for high-res image gallery

The explosive burble from the V10's exhaust coming off the back straight seems powerful enough to vaporize insects in mid-air. The Howitzer-like concussions shock through the firewall and slam into our spines an instant before the combustive dissonance has time to reverberate off the outside wall and into our eardrums. The menacing acoustics force the other cars on the circuit to back off, while trackside spectators crane their necks to look up and cheer as the Lamborghini rockets by.

We're at California Speedway attending the "The Ultimate Lamborghini Experience." This annual event allows owners to play with their exotics in a controlled environment free of driving citations and other pesky... um, slow cars. Since we don't own an Italian exotic, we have to thank Lamborghini of Beverly Hills for graciously bringing along the automaker's latest and greatest. In this case, it's the Gallardo LP 570-4 Superleggera.
Lamborghini has made thousands of Gallardos over the past eight years – it's the automaker's best-selling model. The various Gallardo iterations have included the all-wheel-drive Gallardo SE, matte black Gallardo Nera, topless Gallardo Spyder, lightweight Gallardo Superleggera, Gallardo LP 560-4, Gallardo LP 560-4 Spyder, Gallardo Super Trofeo and the recent limited-production rear-wheel-drive Gallardo 550-2 "Valentino Balboni."

All pale on a race circuit when compared to the all-new 2010 Lamborghini Gallardo LP 570-4 Superleggera.

Metamorphosing into the highest-performing Lamborghini Gallardo model to ever leave the assembly line in Sant'Agata Bolognese wasn't easy. Using a 560-4 as a base, Lamborghini painstakingly made dozens of changes to lighten the chassis, improve aerodynamics, refine the suspension and tune the ten-cylinder engine for more power. When it finally debuted at the Geneva Motor Show in early 2010, the newest Gallardo flagship was nothing short of spectacular.

At a glance, the 570-4 Superleggera is physically differentiated by its reworked front bumper with deep trapezoidal frames around the air intakes, a V-shaped nose and LED daytime running lamps. Lamborghini says the new fascia is functional, as it increases engine cooling and adds downforce to the front axle. The underbody, featuring a full belly pan, has new side sills, new tailpipes and a redesigned diffuser to improve aerodynamics. A small spoiler is standard, but a large wing for even more downforce is optional. There are new graphics on the sides and the ever-important identifying "LP 570-4" emblems in front of each rear wheel.

Under the paint, things are a bit more radical. As mentioned, the 570-4 Superleggera is based on the Gallardo 560-4 (itself a lightweight 3,108-pound platform). The new model retains aluminum spaceframe and body panels, but replaces many of the exterior components with lighter composite structures. Carbon fiber has been used on the rear spoiler, sills, diffuser, exterior mirror casings and underbody panels. Composites are also used extensively in the cabin. The center tunnel cover, door panels, transmission surround and sport seat shells are all carbon fiber (our model had an optional carbon fiber package that adds even more "lightness" to the cockpit). Even the "heavy" natural leather has been replaced by lightweight synthetic Alcantara. Still seeking to save more weight, Lamborghini fitted the 570-4 Superleggera with polycarbonate rear and side windows, and a polycarbonate panel over the engine. While the engineering team went seriously unhinged when it came to weight loss, the air conditioning and power windows were deliberately retained (one must not sacrifice comfort, says Lamborghini).

The aluminum double-wishbone suspension is left in place, but the shock absorbers are firmer, the anti-roll bars are stiffened and the mounting points have been reinforced. Standard brakes are huge iron rotors with aluminum calipers. However, our test car was fitted with Lambo's optional carbon-fiber ceramic brake package with 15-inch discs and six-piston calipers in the front, and four-piston units at the rear. The wheels are 10-spoke forged aluminum beauties secured by featherweight, but very strong, titanium wheel bolts. Special Pirelli P Zero Corsa tires are 235/35ZR19 in the front and 295/30ZR19 at the rear.

Mid-mounted in the 570-4 Superleggera is a direct-injected 5.2-liter V10. The engine features an aluminum crankcase, dry sump lubrication and a cylinder angle of 90 degrees (to help lower the center of gravity). With a compression ratio of 12.5:1, and several new engine software tweaks, the powerplant is now rated at 570 horsepower and 399 pound-feet of torque. The exhaust gasses go out quad pipes that are coated with a matte-black heat-resistant ceramic finish that keeps temps in check to avoid the lower panels from melting. The horsepower is sent through the automaker's six-speed single-clutch "e-gear" sequential automatic transmission connected to a permanent all-wheel-drive system, but if rowing your own is a requirement, a six-speed manual transmission is a no-cost option. The powertrain utilizes a central viscous coupling and a 45-percent limited-slip differential on the rear axle. Under normal conditions, the torque is split 30:70, although the bulk of the power is usually directed at the rear wheels.

Lamborghini says the Gallardo LP 570-4 Superleggera will crack 62 mph in just 3.4 seconds. Even more astonishing is the fact that 0-124 mph falls in just 10.2 seconds, and this high-powered projectile won't run out of horsepower until it hits a tire disintegrating 202 mph.

Thanks to its very strict diet, the new "superlight" Gallardo is 154 pounds lighter than the Gallardo LP 560-4. That's right kids; the new Gallardo LP 570-4 Superleggera tips the scales at a mere 2,954 pounds, making it the lightest road-going model in the automaker's range. Lamborghini says there is no other model in its lineup that's as close to a true racecar.

And as you'd expect, none of this comes cheap. The base price of a 2010 Lamborghini Gallardo LP 570-4 Superleggera is $237,600 (plus $2,995 destination and $2,100 in gas-guzzler fees). With a window sticker in hand, our test vehicle was equipped with the following options: Anti-theft system ($800), Superleggera Rear Wing ($6,500), Carbon Ceramic Brakes with black calipers ($15,600), Multimedia/NAV ($3,250), Rear View Camera ($2,600), Superleggera Floor Mats ($750), Carbon Fiber Engine Bay ($4,235), Travel Package ($750) and the Interior Carbon Fiber Package ($4,150). Punched into our solar-powered $3 calculator, the as-tested price is $281,330 (plus tax). You just had to ask.

With that out of the way, it's time to get back down to the business of driving.

The LP 570-4 Superleggera is low – silly low. Standing next to it, with both arms down to our side, it barely comes up to our elbows. With an open-face helmet capping our dome, we drop our six-foot, two-inch frame into the Lamborghini's exquisitely detailed womb. Our rear is firmly planted in the buttery-smooth Alcantara-covered cushion, while the top of our flat-black helmet presses firmly against the Alcantara headliner – we're literally wedged in place (for the record, we fit much better when we take a spin sans helmet later in the day). With our vertical movement apparently secured, we snap the three-point belt firmly to restrain forward movement. There's very little room for our left foot, but since this particular LP 570-4 only has two pedals, it's not a problem for both of our feet to share the tunnel's limited real estate.

The layout of the cabin is familiar to the Gallardo faithful, but the appointments have been upgraded. Snug in the lightweight Lamborghini's cockpit, it takes restraint to not run your fingers over the glass-smooth carbon fiber center console, the suede-like synthetic on the dashboard or the cross-hatch finish on many of the switches. The craftsmanship is stellar. Do not wear driving gloves while piloting the LP 570-4, lest the palms miss out on one of the most exquisite part of the machine: the deliciously shaggy thick suede sport steering wheel.

A traditional key slots into the right side of the steering column. With a twist, the 5.2-liter V10 spins to life. The "e-gear" takes a bit of instruction, but that's why we have Davy Jones sitting in our passenger seat (the 1996 24 Hours of Le Mans winner, not the lead singer for the Monkees).

As mentioned, we are sharing the track today with "The Ultimate Lamborghini Experience." As a result, there are dozens of Lamborghinis (mostly Gallardo and Murcielago models) in the paddock waiting for their turn at the circuit. The organizers are kind enough to let us out before the masses.

Without hesitating further, we press the "S" button on the center console and pull the right column-mounted paddle back to engage first gear (there's an "R" button to the left of the wheel, but since we are in the hot pits at California Speedway, we only need to go forward). The 570-horsepower engine, sitting about a foot behind our ears, resonates smoothly as we rumble past the observers and make our way to the hot track.

Our first few laps are under yellow as the corner workers get into place. We are familiar with the "Roval" at Cal Speedway, but or path today is awkwardly restricted by bright orange cones mid-point on the banked oval to keep everyone's speed down. Wisely, we use the first five minutes orienting ourselves with the Lambo's basic mannerisms. Except for a lack of outward visibility, it seems surprisingly docile and easy to drive at low speeds.

Green flag up. Accelerator pedal down. Responding to our right foot, the sequential automatic abruptly drops a gear and a deep roar emanates from behind our backsides. We are pressed and molded into our seatbacks like warm Play-Doh as the tachometer spins towards its 8,500 rpm redline. The second-to-third upshift is harsh and not particularly quick when compared to the best dual-clutch gearboxes, but it keeps us pinned in our seat grinning ear-to-ear as our velocity increases.

No more than 20 seconds later, we run out of banked oval as Turn 1 starts to fill our windshield. Strong on the brakes and the speed bleeds much faster than we anticipate (the huge ceramic discs like very firm pressure – the feel of the pedal perfectly mimics a race car). The 90-degree left is easy, as we are now going too slowly. We need to increase velocity for the upcoming right so we get back on the throttle. Caught off guard by our right foot again, the e-gear drops abruptly down to second gear and the back wheels momentarily break loose under the sudden increase in torque. The LP 570-4 Superleggera squirms a few times, and then briefly drops a wheel into the grass as we input corrective steering. This requires serious concentration.

Fed up with the e-gear's abrupt "logic," we find manually shifting via paddles to be much more effective, even if they are small and a bit hard to find in the heat of battle. Downshifts are accompanied by a super-sexy ten-cylinder throttle blip that takes your breath away (the lightweight acrylic windows let all the right sensations in), while upshifts are instantly delivered on command. Thanks to a center of gravity that requires a spatula to get under, the LP 570-4 lacks anything even remotely resembling body roll. Corner transitions are completely flat and quite mechanical, but the Lamborghini gives very palpable and welcomed feedback through its controls. Nothing is artificially overboosted.

It takes about five laps before we are comfortable. By then, we think we've figured it out.

The LP 570-4 Superleggera prefers to go in hot and take advantage of its huge brakes to bleed speed just before turn-in. It rewards light throttle in the corners, to keep the rear wheels at the limit of their adhesion, then generous power in the exits to utilize cat-like all-wheel-drive grip to pull hard out of the corners. There is plenty of available power. Oversteer is just a quarter-inch of throttle travel away at nearly any velocity. This is bloody fun.

And 45 minutes later it's over. They pry the keys from our hands. We weep.

Back in the pits, two impressions have stuck. First, the lack of mass helps immeasurably during initial high-speed turn-in. Whistling past the start/finish line at 150+ mph, we needed to drop down to 60 mph and make a tricky off-camber turn to get through the cone "barricade." Nearly every car we've ever had on this track needs to be handled with kid gloves when shuffled at those speeds. If not, the back end continues in its original trajectory. Not so in the LP570-4 Superleggera. We could grab the brakes and initialize our turn without worrying that the rest of the machine wasn't going to follow. Credit its low mass, low center of gravity, sticky tires and a wide stance. Second, it drives much smaller than it appears. We've had big cars on road circuits that seem to swell up when flogged (the Dodge Viper and Challenger SRT8 come to mind). The Lamborghini seemed to shrink. While it's no Lotus Exige, the Lambo's girth never prevented us from putting the tires exactly where they needed to go.

Lamborghini owners will scoff at this, but we half-expected the Gallardo LP 570-4 Superleggera to drive like an Audi R8 5.2 V10 (no hiding the truth that they are heavy DNA-sharing cousins). In fact, most cynics will say that you can put the aforementioned Audi in your driveway for $100,000 less with nearly the same performance. Not so fast. The Audi R8 is damn near perfect, but it's no Lamborghini. The 570-4 Superleggera is lighter (by a staggering 761 pounds), shorter in height (by 3.4 inches) and in length (by 1.9 inches). The R8 5.2 is also down 45 horsepower (costing the Audi two full seconds in a timed race to 124 mph against the Lamborghini).

In all fairness, the R8 5.2 is a trophy-toting beauty queen while the LP 570-4 is an international supermodel – but let's ignore the ocular comparisons for now. The Audi is amazingly easy to drive fast, and just as easy to drive slowly. The German is comfortable, roomy and well-mannered. The Lamborghini is harder to drive, but faster and more rewarding at speed. The Italian is impeccably finished, but raw by design. To be more concise: The Audi can waltz, but the Lamborghini grabs you and does an R-rated Rio tango.

The Audi doesn't really compete with the LP 570-4 Superleggera, nor does the Aston Martin DBS or Mercedes-Benz SLS AMG, for that matter. However, the upcoming Porsche GT2 RS may put up a good fight. We didn't check with Animal Planet, but our current research says the only true natural enemy of the LP 570-4 Superleggera could be the stunning Ferrari 458 Italia. Owners need not worry, as this Lamborghini will most likely never cross paths with any worthy adversary.

The 570-4 Superleggera is unquestionably the most talented Lamborghini on the road today. Fusing a highly-tuned powerplant and a sophisticated drive system to a lightweight chassis is what real sports cars are all about. Unlike its predecessors that seemed to possess more panache than event-winning medals, the all-new 2010 Lamborghini Gallardo LP 570-4 Superleggera delivers astronomical performance that will not only land the coupe on the red carpet, but more often than not, on the top of the podium.

Audi Sound Engineers Place 62 Speakers into a Q7

2011-05-04T11:54:00.000-07:00

After orchestrating the design and installation of some pretty far-out Bang & Olufsen sound systems into vehicles like the R8, A8, and Q7, you'd think Audi's sound engineers would be perfectly content. Not so. In fact, in pursuit of the perfect sound, some engineers within the company have created their dream sound system, which involves stuffing 62 speakers into a Q7.

The venture, dubbed the Audi Sound Project, is the pet project of infotainment development engineer Peter Gleim. His goal -- to focus on wave field synthesis -- sounds like a scientist's fantasy, but is actually quite impressive. The object is to recreate a sound wave with several sources (i.e. speakers) placed closely together. Each speaker is controlled separately, so the signal can be delayed and staggered, allowing the listener to hear an exact reproduction of the original sound. Better yet, the sound is produced in an identical fashion for each seating position.

"We can simulate any wave front," Gleim said in a release. "With stereo, we can generate a sound as if the two speakers were located far outside the car. We can also add any desired spatial impression computationally -- not as a sound effect, but as a mathematically precise simulation."

Gleim's team managed to cram all 62 speakers, baffles, and amplifiers into the Q7, but its interior looks anything but normal. The ASP system includes five tweeters, five subwoofers, and 52 midrange speakers, all connected to a large power amplifier. Speakers are integrated into the dashboard, pillars, door panels -- virtually anywhere engineers could find space. Three separate PCs are needed to control both the amplifier and the entire speaker array.

"Our goal was to show what is technically feasible; to explore the limits," said Denis Credé, head of Audi's sound development. "What we are learning will be integrated into the sound systems of tomorrow. It's like with racing: A lot of what is first tried out on the race tracks of this world later shows up in modified in production vehicles. The Audi Sound Concept project is like racing for sound systems."

We imagine both packaging and cost are two major hurdles in pushing the ASC into production. On that later note, adding the 14-speaker Bang & Olufsen system in an A8 or Q7 adds roughly $6300. We suspect that figure would grow exponentially for a 62-speaker system.
We're fans of excellent sound systems, but aren't always convinced they're worth the investment. What say you -- when shopping for a car, is the sound system an important component, or do you skip that option box?

Source: Audi

Is Subaru Considering a Diesel-Powered WRX STI for Europe

2011-05-03T09:50:00.000-07:00

Subaru Tecnica Institute has produced high performance vehicles for over 22 years, but for the first time in its history, there may soon be a diesel-powered Subaru Impreza, tuned for performance, in Europe.

Subaru developed a diesel variant of its famous boxer engine for Europe, which made its debut at the Frankfurt Motor Show back in 2007. Fast forward to January 2009, when it launched the diesel-powered Impreza for Europe, whose 2.0-liter flat four turbocharged engine produced 227 horsepower and 236 pound-feet of torque, mated to a six-speed manual transmission. With Europe's strict emission laws, a diesel-powered STI could be just what Subaru needs to remain compliant.

But will a diesel-powered STI be able to compete with its gasoline-powered stable mate? With a little massaging from Subaru's in-house racing division, it should easily be able to compete. With its low center of gravity, superior fuel economy and low-end torque, a diesel boxer would make perfect sense for the STI. A 2.5-liter turbocharged flat-four gasoline powered STI pumps out 305 horsepower and 290 pound-feet of torque, and we're confident Subaru wouldn't release an oil burning Impreza WRX STI unless it was comparable to the gasoline version.

Just this week, we reported that Subaru greatly improved upon the 2011 STI's handling characteristics. New anti-roll bars, stiffer springs, improved bushings and a lowered ride height all combine for the improved handling. With its improved equipment, the Subaru just lapped the Nürburgring Nordschleife in a record-breaking 7:55. If the rumors from Autocar are true, don't expect a diesel STI to be launched until the Impreza enters its next generation for the 2012 model year.

Source: Autocar

Family Truckster Reborn: 2011 Honda Odyssey Revealed

2011-05-02T21:35:00.000-07:00

Just under an hour ago, the 2011 Honda Odyssey was revealed to journalists via an online video presentation.

Earlier this afternoon, Honda engineers explained the key features of the latest Odyssey, using the word "intuitive" to describe the changes that differentiate this model from its forebear. Few details were revealed about the Odyssey's driving dynamics in the presentation, but we know the Odyssey will retain a 3.5-liter V-6 engine, and achieve similar EPA fuel economy numbers to the current model.

The engineers' presentation instead focused most on interior features, presumably for potential buyers with young children. Innovative features to the 2011 Odyssey will include a center dash-mounted "cool box," 15 (!) cupholders, and a bevy of interior electronic gadgetry and places to store accessories like iPods and cell phones. The Odyssey has grown in nearly all dimensions to make all three rows of seating more accommodating.

The 2011 Odyssey seems a careful evolution of the last two generations of sliding-door Odysseys -- don't forget the first Odyssey of 1994 with traditional doors. What do you think? Does the latest design strike a chord with your inner minivan fan?

Source: Honda

Lamborghini Super Trofeo Racing Series Returns for Season Two

2011-05-01T13:06:00.000-07:00

Europe is home to some of the finest racing series in the world and the Lamborghini Super Trofeo spec series is gearing up for its second season.

Never heard of the Super Trofeo? These racecars are lightened versions of the Gallardo LP 560-4 dressed in Blancpain livery and prepped for race duty. The Gallardo’s 5.2-liter V-10 puts out 570 horsepower while a retuned six-speed e.gear sends power to the all-wheel-drive system. High-friction steel brakes, “racing” ABS, a special aero package, and 18-inch competition wheels wrapped in Pirelli slicks complement the Super Trofeo’s 2900-pound weight. The chassis has been reworked and launch control has also been eliminated.

This year, the six-round season starts the weekend of April 24-25 at the Hockenheimring in Germany. The first round will support the DTM touring-car series; the remaining events will be paired with venues from FIA GT1 World, Le Mans Series, and Campionato Italiano di Gran Turismo. Each round contains 30 minutes of free practice, a 30-minute qualifying session, and three 40-minute races.

“The second Lamborghini Blancpain Super Trofeo season is highly anticipated,” said Manfred Fitzgerald, Lamborghini’s director of brand and design. “We’re excited to see new teams join the Super Trofeo family for 2010, while competitors from last season will return to defend their honours. The on-track battles were extremely close in 2009, and we’re set for another thrilling season ahead.”

2010 Lamborghini Blancpain Super Trofeo Calendar

April 24-25 -- Hockenheim -- DTM

May 22-23 -- Brno -- GT1 World

July 3-4 -- Paul Ricard -- GT1 World

July 29-31 -- Spa-Francorchamps -- GT1 World

August 21-22 -- Hungaroring -- Le Mans Series

September 24-26 -- Vallelunga -- Campionato Italiano di Gran Turismo (Italian GT Championship)

Source: Lamborghini

Stunning Stingray: Convertible Chevy Corvette Stingray Concept Spotted?

2011-04-27T17:08:00.000-07:00

Allow us, if you will, to play paparazzo for a moment and show you what may be an up-and-coming movie star. Photos of what appear to be a convertible version of the Chevrolet Corvette Stingray (or Centennial) concept recently appeared online, and we wouldn't be surprised if the car is destined for a career in Hollywood.

You may have seen the coupe version of the Stingray in person at the 2009 Chicago Auto Show, but there’s a better chance you saw it on the silver screen. GM’s Corvette Centennial concept was tapped by director Michael Bay for Transformers 2: Revenge of the Fallen, his 2009 sequel to Transformers.

So, then, what is this? We’ve no idea, other than the fact that someone (GM designers? Bay himself? Robotic alien creatures?) in the Southern California area managed to transform the striking coupe design into an angular roadster. Apart from the stubby wrap-around windshield and the waterfall decklid, we note a few other striking differences between this and the original Stingray concept design:

-a new hood, with two intake nostrils flanking a hood bulge that gives us flashbacks of the C3 ZL1 prototype

-new wheels, which adopt a new five-spoke pattern with deeply offset rims

-deeper front intakes, which appear to house fog/running lamps of some kind in their upper corners. These lamps seem to have replaced the slender, LED lamps that ran up the leading edge of the coupe’s front fenders

The Internet is abuzz with speculation of this car’s origins -- but seeing as Bay is already at work at a Transformers 3 and the car was spotted near a major film industry hotspot, we wouldn’t be surprised to see this ‘Vette gain a supporting role in the upcoming film.

Source: Corvette Blogger, BobsBlitz

Hybrid Haulers: Ford Announces C-Max Hybrids for European Market

2011-04-20T09:49:00.000-07:00

Hybrid Haulers: Ford Announces C-Max Hybrids for European Market

Ford has been producing hybrid vehicles for North America since 2004, but the company hasn't offered one in Europe. This is set to change. Ford announced today it will build both hybrid and plug-in hybrid versions of its new C-Max people mover.

“Our Valencia plant here in Spain will build these new C-Max five-seat hybrid models exclusively for European customers seeking a practical, efficient, and affordable environmental vehicle, while the export to North America of the new Grand C-Max petrol model in late 2011 opens a new era of production for the team at the plant,” said John Fleming, chairman and CEO of Ford of Europe.

Ford is developing two different hybrid C-Max variants. One will function like the company's Escape Hybrid and Fusion Hybrid models, but the plug-in hybrid -- a first for Ford -- may appeal to those living in crowded urban areas.

“The extra benefit of being able to recharge your batteries at home or other parking locations means that PHEVs might better suit those customers who do the majority of their driving in the city and other urban environments where electric battery power is the preferred powertrain alternative,” Fleming said.

Source: Ford

Lamborghini Gallardo LP570-4 Superleggera The Lightest Lamborghini

2011-04-19T09:54:00.000-07:00

Lamborghini Gallardo LP570-4 Superleggera The Lightest Lamborghini
The fastest Gallardo, Lamborghini Gallardo LP570-4 Superleggera is officially presented to us a night before the official disclosure.
LP570-4 Gallardo Superleggera takes very seriously the reputation that it bears and is the lightest road model that Lamborghini is offering at this time. Dropping 154 pounds Superleggera LP570-4 weighs just 2954 lbs. The diet’s key factor was the use of carbon fiber at exterior and interior elements. The table is arranged under the 43/57 ratio being a prerequisite of sportiness.

In addition, all the name reveals that it has 10 extra horsepower, 5.2-liter V10 engine developing 570 horsepower. Thus the mass / power ratio is spectacular, being about 5 lbs per pound. Power is delivered to 30% on the front axle and 70% at the rear. It’s obvious that the performances are high, Gallardo Superleggera can reach 62 mph in just 3.4 seconds and a top speed of 202 mph. The new generation is not only faster but also more efficient, say the Italians, because it reduced consumption and emissions by 20% compared to previous Gallardo Superleggera. The average consumption of the new Superleggera is 13.5 liters per 62 miles.
In terms of design, everything was done following the specific aerodynamic directives, but also contributed to the appearances. So the new Gallardo gets a very aggressive bumper and would provide more natural air flow . Aerodynamics is improved in the rear to, by the prominent rear diffuser and the pronounced solid fin (but not standard, only as optional).
The interior is a kind of carbon fiber paradise, the center console, door panels and seats being built of this noble material. Contrary to expectations interior isn’t austere and customers still have air conditioning, electric windows and Alcantara leather, ie all “‘extra” facilities you need to enjoy a Lamborghini Gallardo.
source by mibz

Marchionne: A Chrysler-Lancia Merger Could Happen This Year

2011-04-18T09:41:00.000-07:00

Marchionne: A Chrysler-Lancia Merger Could Happen This Year

The marriage between Chrysler and Lancia may come sooner than later. An Autocar interview with Fiat CEO Sergio Marchionne says the two brands could merge their lineups by the end of this year.

"In Europe, Lancia is an undersized, underdeveloped brand, with nothing bigger than the Delta. Chrysler, which has a true global reach, has nothing smaller. Put them together and you have a full lineup," Marchionne said. "We could see the two converge as early as the end of the year."

Marchionne's statements nearly confirm reports of such platform dating to last October. The first example of such a merger could be the Chrysler-branded Delta that was on hand at the Detroit auto show. While details were nonexistent -- the concept didn't even have a name -- the hatchback provided a pleasant example of how the Fiat's products could appear stateside. We've also heard that Lancia could receive a luxury vehicle underpinned by the next-generation Chrysler 300C.

First Pictures Of The Extreme Lamborghini Gallardo LP570-4 SV

2011-04-16T09:35:00.000-07:00

First Pictures Of The Extreme Lamborghini Gallardo LP570-4 SV
Lamborghini will unveil at Geneva an extreme version of the Gallardo model, named LP570-4 SV, characterized by low weight and increased power.
Last days of 2009 were announcing an important premiere at Lamborghini stand at the Geneva Motor Show. Unofficial sources spoke of a performance version, named LP570-4 SV, of the Gallardo model. It seems that the rumors were true, Italians released today the first two pictures of the new version that will become the star of the Swiss auto salon in March.

Unfortunately for fans of sports brand, the images that appeared in the press today are not accompanied by the information on power and performances that supercar will be capable of. Unofficial sources say the current 5.2-liter engine unit will provide 10 extra horsepower, power indicated by the name – Lamborghini Gallardo LP570-4 SV – the previous LP560 featuring 560 HP. The resources will be sent to both axles, which will benefit, among others, from a recalibrated suspension for extreme behavior.

To control the 570 horsepower beast, the driver will have a new set of ceramic carbon brakes, custom made for this car. On the outside, the SV version will have a new aerodynamic package, which includes a new front bumper and a huge carbon fiber rear spoiler.
source by mibz

Audi and Xbox to Host Forza 3 Tournament in New York City

2011-04-15T09:57:00.000-07:00

Audi and Xbox to Host Forza 3 Tournament in New York City

Want to watch the 2010 24 Hours of Le Mans, but can't make your way to France? Perhaps the AXF 24 Challenge -- a party co-hosted by Audi and Microsoft's Xbox team -- is the second-best way to view the classic enduro.

The event celebrates the Le Mans race and serves as a venue for a digital race challenge. Audi's currently asking gamers to fire up Forza Motorsports 3, pilot a digital 2009 Audi R15 TDI race car around the Circuit de la Sarthe, and submit their best lap times. Those with three best times will be invited to the Audi Forum in New York City on June 12, where they'll compete head-to-head in a four-hour Forza-based endurance race. The winner will receive a one-day program with the R8 at Audi's Driving Experience school in Sonoma, California.

Want to watch the cyber-race in person? Audi's opened the event -- which includes a live feed of the Le Mans race, food, door prizes, and Forza 3 game kiosks-- to those over the age of 21. The festivities will be held from 1-5 p.m., and Audi suggests you preregister.

Source: Audi, Forza

Audi's Stronghold in China Threatened by BMW, Mercedes-Benz

2011-04-12T10:17:00.000-07:00

Audi's Stronghold in China Threatened by BMW, Mercedes-Benz

For the last 20 years, Audi has been top dog in the Chinese luxury auto market. Now its reign could be threatened as BMW and Mercedes-Benz begin to gain traction in the emerging market.

"Mercedes and BMW have more up side than Audi in emerging markets, so it will be difficult for Audi to achieve its target," London-based automotive analyst Arndt Ellinghorst told Automotive News.

As the world's single largest automotive market, Chinese customers are increasingly important to BMW and Mercedes. As a result, both have crafted vehicles specifically aimed at the Chinese market. Tomorrow at the Beijing auto show, BMW will unveil an extended 5 Series, while Mercedes is set to debut its new longer E Class. The reasoning for extended wheelbases is that the wealthier Chinese population is typically chauffeured.

Earlier this month, Audi posted its first quarter sales figures. With a strong start to 2010, Audi was able to secure the second place spot in global luxury sales, bumping Mercedes down to third. The Ingolstadt based automaker hasn't fared so well in China lately. Over that last 6 years, Audi's market share has slipped from 66 percent down to 46 percent. BMW has climbed from 16 to 23 percent, while Mercedes more than doubled its share, from 7 to 16 percent.

Audi had 159,000 deliveries in 2009, but has a goal to sell 200,000 this year. On track for that target, it sold 51,449 in the first quarter this year. Last year BMW sold 90,500 vehicles, but is on track to surpass that mark, with 34,179 sold through March. Mercedes sold 24,100 vehicles in the first quarter of 2010, and should meet its 100,000 sales goal. BMW is investing $749 million in a new Chinese factory to double capacity to 100,000 units annually. Mercedes already has a 100,000 unit production capacity in China.

"The potential of the Chinese market remains enormous, and our targets are correspondingly ambitious," Daimler CEO Dieter Zetsche said last week.

Source: Automotive News (Subscription required)

Lamborghini Gallardo Twin Turbo “Race Version,” An Incredible 1,875 HP Supercar

2011-04-10T09:45:00.000-07:00

Lamborghini Gallardo Twin Turbo “Race Version,” An Incredible 1,875 HP Supercar

We’ve seen some amazing cars so far. Whit a lot of power and the number expressing the horsepower having 3 digits. No, we are not talking about trains, we are talking about cars. You can see them on Youtube instantly, just search for “fast supra with 1400 hp” or “viper twin turbo 1900 hp” or “1300HP GTR 7.92” and the list can continue. But the next car is something I’ve personally never seen before. But, let’s cut the rambling and get to the subject.

Underground Racing presented its latest creation, a Lamborghini Gallardo with a V12 twin turbo 1,875 HP engine, named “Race Version.” The unimaginably powerful vehicle was custom made for a client, Jonah, and runs with a special fuel name VP c16, used in the race cars combustion. The engine of the supercar is helped by a 6-speed transmission. The lucky possessor of this amazing piece of engineering managed to make a quarter mile in less than 10 seconds, with a speed of 162 mph.
We should mention that this was the first time when the Underground Racing’s client drove his car after it was tuned. The first time after more than 10 years.

source by mibz

2011 Volvo S60 to Debut at Geneva Motor Show in March

2011-02-12T22:43:00.000-08:00

2011 Volvo S60 to Debut at Geneva Motor Show in March

It wasn’t that long ago that Volvos were essentially considered to be safety boxes on wheels. But over the last decade or so, the cars from Gothenburg have evolved into curvaceous vehicles that retain the safety of their boxy predecessors. The 2011 Volvo S60, perhaps the most elegant Volvo yet, is set to debut at the 2010 Geneva motor show this March.

With the 2011 S60, Volvo aimed for a sportier and more visually enticing design by incorporating the look of a four-door coupe. The S60’s new rakish roofline is part of the flowing styling dubbed “racetrack” design, which means that the car’s lines don’t end abruptly at any point but instead flow organically around the entire vehicle. With its sculpted front fascia, short overhangs, and flowing taillights, we have to say the S60’s design really works.

Volvo didn’t leave the sporty changes just to the S60’s styling, however, as the new S60 has a more dynamic chassis than any Volvo before it. The S60 sports stiffer springs all around and a stiffer chassis to increase grip and give the driver more control. Along with all of these upgrades in the name of sporty driving, Volvo improved the damping to provide a balance between stiffness and ride comfort.

“We spent many weeks fine-tuning the dampers out in the English countryside,” says Stefan Sällqvist, who led the S60 chassis development. “We drove on old Roman roads that have only ever received a few layers of tarmac over the centuries -- a perfect environment for finding the right damping qualities.”

Powering this sporty Volvo is the same 3.0-liter turbocharged in-line six-cylinder engine found in several vehicles in Volvo’s lineup. As of now, this is the only engine known to be coming to the U.S. Whether other engines will be available remains to be seen. In Europe, drivers will also get the choice of two diesel powerplants when the A60 is launched, with another diesel and three gasoline engines available shortly afterward. These engines are all coupled to either a six-speed automatic or a six-speed manual transmission. The manual transmission option may also be omitted from the American S60 lineup.

Volvo’s designers continued with the racetrack-design theme inside the car. The entire interior was designed to look as if it’s in motion. There is more legroom in the rear and the seats back there have been reshaped to offer more lateral support, but, unlike other four-door coupes, three passengers can still ride on the back bench. The S60 also adopts a new infotainment system that allows the driver access via steering wheel controls, standard controls underneath the screen, or voice recognition, when equipped. A new high-end radio from Audyssey Laboratories also equalizes the sound system automatically.

As with all Volvos, the S60 comes with a host of safety features. Volvo’s City Safety, which automatically applies the brakes to reduce the damage from or completely eliminate crashes below 18 mph, is standard. A new pedestrian detection system can apply full braking power to reduce the force of a collision with a pedestrian at speeds up to 21 mph. In addition, the new S60 is available with driver alert control, a blind spot warning system, lane departure warning, and numerous airbags.

Look for the 2011 Volvo S60 to make its world debut this March at the Geneva motor show. Volvo has not yet released any further details on pricing or an on sale date, but expect the car to make it into showrooms later this year.

Chrysler May Abandon Sebring Nameplate

2011-01-12T09:39:00.000-08:00

Chrysler May Abandon Sebring Nameplate

In an attempt to break away from its pre-bankruptcy form, Chrysler is possibly dropping the Sebring name for its revised midsize sedan, which is due late next year.

Chrysler is planning to significantly revamp its lineup in the near future, and is promising nine significantly upgraded vehicles -- Chrysler calls them "new" -- by the end of this year. The Sebring is one of those cars on the block. Apart from ditching most of the features found on the current car, CEO Sergio Marchionne suggests the new car may even ditch the Sebring nameplate.

“You’ll see a completely different animal,” said Sergio Marchionne, CEO of Fiat and Chrysler Group, speaking about the Sebring replacement scheduled to go on sale in the fourth quarter this year. “Actually, we were having a discussion about what name this animal should have. The jury’s still out.”

While details about the upgraded Sebring are rather scarce, Marchionne says the changes will be significant. The most significant changes will come in the interior, where hard plastics currently abound. The new interior should look more like the new Ram trucks’ interior, with numerous leather appointments.

Chrysler’s significantly refreshed Sebring -- or whatever it will be called -- is due in the fourth quarter this year, along with eight other significantly upgraded Chrysler products. The Sebring refresh comes just over two years before the brand new model based off a Fiat platform debuts in 2013.

BMW 1-Series M Coupe Allegedly Laps the Nürburgring in 8:12" Making it Faster than E46 M3

2011-01-06T06:48:00.000-08:00

The BMW 1-Series M Coupe is pretty fast on paper. Reaching the 60 mph (96 km/h) mark in just 4.7 seconds is no small feat, but nowadays, it seems that performance cars need to have a respectable “Ring” time under there belt to command respect. Now, a forum member of the 1Addicts fan site who calls himself "SteveD" claims that the Ring time for the 335-horsepower strong M model is 8 minutes and 12 seconds.
If true (and according to the Nürburgring lap times list posted on Wikipedia), this means the entry-level M model is 10 seconds faster than the E46 M3, on par with the E86 Z4 M Coupe, but 7 seconds slower than the E92 M3 .
Of course, just because something is posted on a forum, doesn’t necessarily make it true. However, it seems that “SteveD” is none other than Steve Davies, a UK journalist who writes for Skiddmark. When asked where did he received the info, "SteveD" wrote “directly from BMW when we filmed the car”.
And indeed, Skiddmark does feature a piece about the 1-Series M Coupe and it contains the information posted on 1addicts. Still, we’re going to take this one with a grain of salt until we have the official confirmation.
You can see how the 1 Series M Coupe's alleged 'Ring lap time compares with other models from BMW and other makers in the list below.

By Csaba Daradics

Nurburgring Lap Times as Posted on Wikipedia:
• E46 M3 CSL - 7:50
• E90/E92 M3 - 8:05
• E63 M6 - 8:09
• 1 series M coupe - 8:12
• Z4 M-Coupe - 8:12
• E60 M5 - 8:13
• Alpina B3 Biturbo - 8:14
• Z4 M-Roadster - 8:15
• Alpina Roadster S (Z4) - 8:15
• E46 M3 - 8:22
• 335i E92 Coupe - 8:26
Other Models Compared:
• 911 Carrera S PDK (997.5) - 7:50
• Audi R8 4.2 - 8:04
• Cayman S - 8:04 (by Walter Röhrl)
• Audi RS4 - 8:09
• Audi TT-RS - 8:09
• BMW 1 series M coupe - 8:12
• Aston Martin V8 Vantage - 8:13
• Mercedes C63 AMG PP - 8:13
• Corvette C6 - 8:15
• Cayman S - 8:16 (Sport Auto)
• Porsche Boxter S (987.5) - 8:18
• Lexus IS-F - 8:18
• 2010 VW Golf R - 8:23
• Audi S5 (2007) - 8:26
• Audi TT-S (2008) - 8:29

Source: Skiddmark , Via: 1Addicts

German Take on English Tradition: Volkswagen's All-Electric London Taxi Concept

2011-01-05T06:47:00.000-08:00

Over the decades, the London Taxi has become a British icon, just like the double-decker bus or the red telephone booth. However, this might change in the future, as stricter emissions regulations could threaten the aging diesel cabs. Volkswagen’s EV Taxi Concept, which is based on the forthcoming Up! supermini, could offer a solution to this problem, should it ever make it into production.
Motivated by a 115 hp (86 kW) electric motor that draws energy from a set of lithium-ion batteries, the Taxi Concept can reach a top speed of 74 mph (121 km/h) and has driving range of 186 miles (300 km). According to the German automaker, an 80 per cent charge of the batteries takes approximately one hour to complete.
It’s clear that, performance-wise, the EV is more than suited for taxi duty, but Volkswagen didn’t stop there. Designing a body with minimal overhangs, the automaker was able to create a roomy cabin, albeit for only two passengers at the back along with their luggage. Still, that’s pretty impressive if we take into consideration that the concept measures just 3.7 meters (146 inches) in length.
The cabin has a simple, clutter-free design with the most important functions, such as fare information, climate control and entertainment, controlled through a touchscreen display mounted next to the driver. A second display provides information for the passengers.
The Taxi Concept doesn’t fulfill current London taxi regulations, but it does offer an insight into future possibilities, which, in our opinion, are worth considering.

By Csaba Daradics

Gemballa Returns with Tornado Tuning Package for the New Porsche Cayenne

2011-01-04T06:24:00.000-08:00

German tuning specialist Gemballa has announced a comprehensive package of goodies for the Porsche Cayenne called Tornado. This is the company’s first creation since former CEO and founder Uwe Gemballa was found dead in South Africa, after allegedly being involved in a money laundering scheme with a wanted Czech felon. Starting with the bodykit, most tuners apply carbon fiber body panels by bonding them to modified factory steel pieces. However, this method doesn’t lighten the car and according to current Gemballa CEO, Andreas Schwarz, it’s not the way these materials should be used. “Carbon-fibre is a high strength, low weight structural material that needs to be used honestly, and not just for decoration”, Mr. Schwarz said.
Consequently, Gemballa went on and replaced most of the steel panels as well as many plastic parts on the Cayenne with carbon fiber equivalents. As a result, the company claims it has shaved a total of 70 kg or 154 lbs over the standard car, while retaining all security-related features, like side impact protection bars.
The Tornado boasts a modified front bumper with enormous air intakes that channel air to the brakes and are flanked by vertical LED daytime running lights. The wheel arches have been significantly widened, increasing overall width to 2.05 meters (81 inches). Many of the lightweight panels were left exposed, creating a sharp contrast with the white paintjob. At the back we can find rounded tail-lights, complementing the design of the four exhaust tips.
Huge 22-inch alloy wheels shod in 205/35 front and 335/30 rear tires, round up the exterior updates.
Gemballa doesn’t go into details when it comes to interior modifications, simply stating that these are still in development and will be “characterized by both elegance and functionality”.
As far as power is concerned, Gemballa is working on a Stage Two engine conversion for the Tornado, which will increase peak output to 700 hp and 1,000 Nm (738 lb-ft) of torque, through turbocharging. Upgraded Brembo brakes accompany the power boost.
The Tornado will have a limited production run of only 30 units. Full specs and pricing should follow soon.

By Csaba Daradics

2011 Ford Territory: Redesigned Australian Crossover Teased

2010-12-30T06:49:00.000-08:00

Ford Motor Corp.'s Australian division has released a teaser illustration of its new-look 2011 Territory, some six months ahead of the crossover's market launch. The current Territory is based on the underpinnings of the local market Falcon sedan and was first introduced in Australia in 2004 having received some subtle updates throughout its production life.
It is believed that the 2011 Territory will continue to make use of current model's platform adding fresh styling inside and out, plus a number of technology highlights, including the introduction of turbo-diesel power.
"The Ford Territory set a new benchmark when it was first released and it is set to achieve this again – and more," said Bob Graziano, President and CEO of Ford Australia. "This is an exceptional SUV. It wears an exciting new look and will boast an extensive list of technical highlights. The Ford Australia team is taking the Territory to an all-new level of performance, refinement and quality, and customers will definitely experience these advancements when they drive it."
Although Ford did not get into any details on the powertrain options in the press release, the company had previously announced that the updated Territory would benefit from the introduction of the Ford and Peugeot-Citroen PSA co-developed 2.7-liter V6 turbo diesel engine.
There's also a strong possibility that Ford may add its 2.0-liter turbocharged four-cylinder EcoBoost engine to the range, as the new powerplant has already been confirmed for the Australian market Falcon.
The company also noted that in the next 18-months, approximately 85 percent of the entire Ford Australia new-model catalog will either be replaced or updated. New models planned for Australia include the latest iteration of the Focus and the Aussie-designed Ranger pickup truck, which was recently revealed at the Sydney Motor Show.

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Idries Noah’s T2 Concept: E55 AMG Performance without the Guilt

2010-12-15T06:54:00.000-08:00

Graphic artist and automotive aficionado Idries Noah wows us yet again with the T2 Concept: an eco-friendly hybrid electric supercar. The South African designer, whose previous creations include the Audi R8-rivalling BMW M Sports Coupe and Dodge Viper-esque Project Fireblade, envisions the T2 Concept as, the “world’s fastest environmentally-friendly car”.
Kudos must be given to Noah for creating something that doesn’t look like a mere hodgepodge of other supercars like so many other artists’ work. I especially like the mix of sharp corners and harsh curves that make up the design.
Powered by a 3.5-litre V6 engine mated to two electric motors for a theoretical total output of 469 hp (350 kw), Noah estimates that the T2 Concept is good for a (imagined?) 0 to 60 mph (0 to 96 km/h) time of 4 seconds. This is roughly the same as a W211 Mercedes-Benz E55 AMG.
And yes, I realize how silly it is to be talking power and performance figures for a car that is, in actual fact, non-existent. But just look at it and tell me you wouldn’t like one of these things in your garage in five to ten years.
You can check out more of Idries Noah’s work at his website and check out the T2 Concept in our gallery below.

By Tristan Hankins
Source: IDI3D

New Hyundai i40: VW Passat and Ford Mondeo Rival Teased Ahead of Geneva Debut

2010-12-15T06:53:00.000-08:00

These are the first teaser renderings of Hyundai's new competitor in the European market D-segment, the i40 that will take on the likes of the VW Passat, Ford Mondeo, Renault Laguna and Toyota Avensis from next year. It is based on a modified version of the North American Sonata's platform and aside from the estate model seen here, it will also be offered in a four-door sedan version, which will enter the market later towards the end of 2011.
Designed and developed by Hyundai’s German R&D centre in Russelsheim with European buyers in mind, the station wagon's exterior styling is heavily influenced by the South Korean automaker's Genus Concept model from 2006 (scroll down for photos).
Hyundai's mid-sizer will be available in Europe with the same range of petrol and diesel engines as its sister model, the new [EU-spec] Kia Optima.
At launch, the palette of engines will include a 2.0-liter four-cylinder petrol with direct injection and an output of 170-horsepower, and two variants of the firm's 1.7-liter turbo-diesel with 115 HP and 136 HP. The South Korean firm will further enhance the i40's engine range with a more powerful diesel unit starting from 2012.
The new i40 in estate form will make its world premiere at the 2011 Geneva Motor Show in March and go on sale across Europe before summer of the same year.

Source: Hyundai , Via: Hyundai-blog

New Honda Civic Concept to be Unwrapped at Detroit Show, Previews Production Model

2010-12-15T06:51:00.000-08:00

What you see pictured above is an official rendering of the Honda Civic Concept, which will be revealed in the flesh at the upcoming 2011 North American International Auto Show (NAIAS) in January 2011. According to the Japanese automaker, the concept is more of a pre-production study that will preview the actual, ninth-generation 2012 Civic, which will go on-sale in North America in spring next year.
The illustration depicts a coupe model with possible styling influences from the European market Civic hatchback (front) and the North American Accord Coupe (profile). Honda did not release any specific details on the car, but we suspect that we'll learn more within the next couple of weeks, so stay tuned.

Saab Announces 9-5 Specification Upgrades for the UK Market

2010-12-15T06:50:00.000-08:00

Saab UK has announced some specification upgrades for its new 9-5 saloon series and more specifically, the Vector SE models. To sweeten the deal for buyers, the Swedish automaker has equipped the Vector SE with full leather upholstery, instead of a leather and textile mix, and larger 18-inch Carve wheels, which replace the 17-inch Blade alloys, without increasing the price.
The Swedish maker also offers a revised chassis for the 160 hp 2.0-liter diesel variant equipped with a manual transmission. According to Saab, the new setup, combined with the bigger wheels, improves handling compared to the previous sport chassis.
Jonathan Nash, Saab GB Managing Director, commented: “These improvements are the result of feedback from the UK automotive media. The improved driving characteristics address issues related to ride comfort on UK roads. The fact that the engineering team have managed to make the changes without affecting the impressive CO₂ emissions of just 139g/km for the manual 2.0-litre TiD 160PS car show that the small independent Saab engineering team can respond very quickly to market requirements”.

By Csaba Daradics

Korean Designer Mixes Science and Nature in a Saab Sports Sedan Concept for 2025

2010-12-15T06:29:00.000-08:00

Earlier this year, Swedish automaker Saab was saved from the scrapheap by Spyker and a loan from the European Investment Bank. In spite of this, nothing much has changed. The stylish new 9-5 has gone on sale overseas, with the 9-4X crossover following in Q2 2011. And the aging 9-3 trundles on, blissfully unaware that anything has happened.

Korean design student Youngho Jong is looking towards Saab’s future with his 2025 Advanced Warning System Vehicle concept: a rakish, four-door saloon with coupe-like styling. And no headroom, by the looks of it, but that’s a forgivable oversight. More interesting to us, however, is how he used his knowledge of nature and human psychology to come up with a vehicle that isn’t just smart, it’s downright sinister.
Jong’s goal was to design a vehicle that would warn other drivers of impending danger. With his research showing that 50% of vehicles accidents are caused by carelessness, excessive speed and tailgating, Jong wanted to create a car that would warn other drivers to back off and drive with care.
If you are following the 2025 concept too closely, for instance, slits open up in its rear panels revealing amber hazard lights. Patches of the car’s skin also darken, warning you that you are too close. The same amber slips are found on the front and sides of the vehicle. Jong took his inspiration from nature’s Fire Salamander, which uses its bright, menacing colours to ward off potential predators.
Jong also incorporate sharp edges and the colours red and yellow to further emphasises the possible danger. He also mentions that the vehicle’s skin is constructed of a soft, impact absorbing material that reduces pedestrian injuries and vehicle damage in collisions.
All in all, it’s a very clever, if far-fetched solution to a very real problem we face in the world today. The technology isn’t quite there yet, but it’s not too hard to believe that cars twenty years hence will use a system like this. As for the design, I leave the final verdict up to you, the readers.

By Tristan Hankins

Sources: Umea Institute & Cardesign

Lamborghini Super million products

2010-12-11T05:58:00.000-08:00

With a new concept called Sesto Elemento launch, Lamborghini is known to shine in the big show and performance eclipsed other car brands.

After much speculation, the images on the same drip irritation to the extreme fans, Lamborghini has unveiled the secret of their latest concept the Sesto Elemento. The car emerged at the pre-exhibition event this year's Paris Motor Show, the Volkswagen Group's booth.

Elemento Sesto concept is built on the size of the Gallardo, with ultra-light weight due to structural bodywork is made from lightweight carbon fiber materials advanced. Vehicle weight display with very nice numbers, 999 kg, equipped with V10 engine with a capacity of 570 horsepower. This is also available on the engine model Gallardo Superleggera.

He Stepahn Winkelmann, president and CEO of Automobili Lamborghini, said: "Lamborghini Sesto evident Elemento future of the super sports cars - ultra light weight, clever combination between high speed and exciting driving feel . We have read all the efforts and achievements in their technical design tricks to create excellent Elemento Sesto. "

Stepahn said Winkelmann, Lamborghini's ability to conquer the carbon fiber materials have contributed significantly to the success of this concept, in addition to the help of renowned experts in lightweight Audi AG. He said technical lightweight system is a core of any future super sports car which, to be just for high speed, reduces emissions. The future of Lamborghini car will be inspired by the form this Elemento Sesto.

BMW X1 Concept

2010-12-11T05:56:00.000-08:00

As a founder of the segment SAV (Sports Activity Vehicle), BMW presented in Paris in 2008 a new world in the segment of premium compact cars a Concept Car BMW X range, the BMW X1 Concept.

BMW X1 Concept

The extraordinary potential offered by new vehicle category BMW dreaming now allows "small", almost confirming the lines of BMW X1 to come. Built on the platform of the 1 Series, and it follows the forms of Coupу, the X1 wants to retrace the path that led to the success of BMW X6, and offering the typical combination of driving pleasure and high functionality. For the first time these features were transferred to a car in the segment of premium compact cars.

BMW X1 Concept

In presenting this new BMW X1 Concept, the House of Monaco meets the requirements of a modern target that is suited to a car to drive every day to an active lifestyle and a fun driving ever again, like all other BMW models in the range "X".

BMW X1 Concept

The success story of the models of the BMW X range has again provided the inspiration for the development of innovative vehicle concepts. The BMW BMW X1 Concept exudes the charm of mobility agile, versatile and safe even on the dirt, made in a new automotive category.

BMW X1 Concept

The design of the Concept car is clearly the merits of the model. The BMW X1 Concept is a symbol of agility and versatility both in terms of driving characteristics and universality of use.

BMW X1 Concept

The style of a model range of BMW X was combined with the slender and elegant proportions. The BMW X1 Concept comes with its own well designed within the family of BMW models in the range X. The front incisor form that accentuates the width indicates the robust and athletic coach. An element of protection in contrasting color emphasizes the width of the carriageway.

BMW X1 Concept

With the aesthetic cog in a central position, the short distance between the front axle and the steering wheel and slightly squared shape of the wheel, the BMW X1 Concept reveals its affinity with other BMW models in the range X.

BMW X1 Concept

Characteristic tail lights with rear L powered LED unit by emitting a light uniform. The slightly slanted rear window gives the BMW X1 Concept sports an inspiration, with the horizontal lines that highlight its width.

BMW X1 Concept

The overall success of the market and the high appeal of the models of the BMW X range is not only the result of precise and target-oriented concept car, but also of the characteristics typical of the BMW brand in the automotive category. The charm of a range of BMW X is always associated with a premium quality that does not descend to compromise.

BMW X1 Concept

The relationship between driving performance and fuel consumption models of the BMW X range reach values which would normally leave behind the comparable models of competition.

BMW X1 Concept

The Concept Car suggests what could be the characteristics of a model of the BMW X range in the segment of premium compact cars. Its design indicates the belonging to the family of BMW X range At the same time, the stylistic emphasize the formal language typical of all BMW. The study describes the goal of offering in the segment of premium compact cars, the highest level of driving fun and efficiency, versatility and functionality, as well as safety, comfort and quality. All these attributes were considered in the BMW X1 Concept in order to provide for the production of a series of car within a year.

BMW X1 Concept

Each model of the BMW X range locked in design and driving characteristics of the unmistakable DNA of its automotive category, offering an interpretation of individual typical of the brand and the concept car, so as to ensure a real transfer of brand values and characteristics of a model of the BMW X range in all market segments. This criterion is also satisfied by the BMW X1 Concept.

BMW X1 Concept

Despite the smaller body compared to the models BMW X6, BMW X5 and BMW X3, the study identified is applicable in any context as a model range of BMW X. At the same time, the final design has provided the stylistic accents typical of a BMW that take into account the special needs of the segment of premium compact cars and which transmit impulses in the perception of new cars in this class.

BMW X1 Concept

With a length of 4457 mm external study measuring 108 millimeters less than the BMW X3. The passage of the BMW X1 Concept is 2760 mm.

BMW X1 Concept

Thanks to its proportions and the pattern configuration of four doors and large rear hatch, the study offers a generous feeling of spaciousness. The purity of the forms leave guess a feature adapted to drive every day.

BMW X1 Concept

The BMW X1 Concept combines these qualities with characteristic elegance Sofi ette rifle that the status of a car premium. These features transform the BMW X1 Concept into a trendsetter for a modern urban mobility and progressive.

BMW X1 Concept

The typical style of the mark accentuate the unique charm of the car. The double-kidney BMW mounted vertically, double headlights cut up, the big wheel and slightly squared, the black ribbon that wraps around the lower section of the body, in the strong rib failure, as well as the horizontal lines of the tail indicate clearly identified as the Concept Car BMW model range X.

BMW X1 Concept

The front end of BMW X1 Concept expresses the strength of a model of the BMW X range into a new interpretation.

BMW X1 Concept

The cut applied to dry the top section of typical dual round headlamps gives the BMW Concept Car at a glance particularly intense and focused. This effect is accentuated by a horizontal cover painted in black along the top edge of the headlights.

BMW X1 Concept

Another innovative Stilema is the frame of three-dimensional headlights. This element of design used in the BMW X1 Concept, which is also reflected in the rear and the graphics side of the crystals, draws attention to the highly technical nature of the units and the lighting design in glass. The fog lights have been mounted, as in models of the BMW X range, at both ends above the air intake.

BMW X1 Concept

Moreover, the robust character of BMW X1 Concept is highlighted by a security device. This indicates that the fitness to drive on dirt is embellished elegant silver paint. The front section of the component serves as both protections from the lower edge of the air..

BMW X1 Concept

In view of the profi recognize both the unmistakable proportions of the BMW X1 Concept that the new interpretation of the style of a model ranges of BMW X. The silhouette of the five-door compact is unusually slender, so as to spread the impression of sportiness and agility. Also, the hatchback of the BMW X1 Conceptfollows the shape of a coupe.

BMW X1 Concept

Equally characteristic is the cog in a central position also aesthetically indicates that in all models of the BMW X range balanced interaction between the front wheels and rear wheels in the transmission of power.

BMW X1 Concept

The BMW X1 Concept this interaction is also underlined by a strip mounted along the bottom edge of the plastic coating which extends along the entire side put spar varnished silver.

BMW X1 Concept

Like the front module, the tail of the BMW X1 Concept is equipped with a protection painted silver. The rear section of the broad protection element creates also a chromatic contrast that accentuates the width of the car.

BMW X1 Concept

In the configuration pattern of rear lights have been combined, the typical BMW design and innovative technology. The lighting units have an L shape also clearly recognizable in the design at night. In addition, the design is dominated by night-an innovative technique. The light is very intense and homogeneous and provides power consumption much lower than that of traditional light bulbs.

BMW X1 Concept

Even the paint of the bodywork of the BMW X1 Concept enhances the innovative, modern and at the same time elegant. The new Meridiangold metallic tint emphasizes the personality and dynamics of young Concept Car.

McLaren MP4-12C

2010-12-06T19:51:00.000-08:00

Bugatti EB 16.4 Veyron

2010-12-06T19:47:00.000-08:00

Bugatti EB has started to manufacture the Bugatti EB 16.4 Veyron at the end of 2003, a factory located in Molsheim (France), where it was the original Bugatti factory until its first disappearance.

Bugatti EB 16.4 Veyron

The Bugatti EB 16.4 Veyron is a two-seater with carbon fiber frame covered with panels of aluminum and composite material of carbon fiber and Kevlar. It measures 4466 mm long, 1998 wide and 1206 high, is rather high, because of the air intakes above and draw attention to their route front of the biggest that there are currently.

Bugatti EB 16.4 Veyron

The Bugatti EB 16.4 Veyron has a 16-cylinder engine in 'W' (two banks of eight-cylinder V-close) in central rear longitudinal position. Its engine capacity is 7993 cc, took four turbochargers, two intercooler, 64 valves and direct injection. It has four-wheel-drive and a seven-speed semi-automatic with sequential control by means of cams located behind the steering wheel.

Bugatti EB 16.4 Veyron

The Bugatti EB 16.4 Veyron has only provided the data from 0 to 300 km / h: less than 14 s. The maximum speed is 406 km / h. Until now, and not counting the competition, there has been no model for building more or less regular who has reached such benefits.

2008 Bugatti Veyron 16.4 Grand Sport

Bugatti EB 16.4 Veyron

It has a spoiler that deploys automatically when the Bugatti EB 16.4 Veyron reaches a certain speed; the movement of this aileron is to deploy upward and backward, 20 cm in each direction. To get high-speed aerodynamic support, especially at the rear axle, the floor of the Bugatti EB 16.4 Veyron has a certain form of inverted wing and the rear is a diffuser, which facilitates the flow of air under the Bugatti EB 16.4 Veyron.

2008 Bugatti Veyron 16.4 Grand Sport Interior

Bugatti EB 16.4 Veyron

W16 maintains the configuration of prototypes earlier, but with the V-90. It measures 710 mm in length and 767 mm in width, that is, is something bigger than the early prototypes. Another major change to the initial W18 and W16 engine is that it is an engine pressure. Its engine capacity is 7993 cc, has four turbochargers, two intercooler and direct injection. It has cylinder heads with four valves per cylinder and continuously variable distribution. The compression ratio is 9.0 to 1.

Bugatti EB 16.4 Veyron

1001 Da HP (736 KW) of maximum power at 6,000 rpm, is much in relation to its cylinder (125 hp / l), which indicates that Bugatti has some intention of giving a "sporty" to the engine. In fact, a rated maximum speed is 1171 Nm, 94 per cent of maximum torque.

Bugatti EB 16.4 Veyron

The maximum torque is 1250 Nm, between 2,200 and 5,500 rpm. That the actual average pressure reaches a very large (1964 kPa) indicates that this engine not only draws strength from having lots of engine capacity or many turbochargers; to a normal level would also be an engine with great force. There are few engines that give so much strength relative to its engine capacity (of the Aston Martin DB7 and, above all, the Mitsubishi Carisma Evo VII).

Bugatti EB 16.4 Veyron

Will be joined to a new seven-speed automatic, which has the structure of a manual, with an automatic clutch. The driver can manually change with sequential controls on the steering wheel, with each change is done automatically in 0.2 seconds.

Bugatti EB 16.4 Veyron

The 18.3 Chiron had been designed by Giugiaro in Ital Design, had the manufactured chassis in carbon fiber, traction to all four wheels and an unpublished 18-aspirated engine cylinders in a W 60th, with 72 valves, direct injection, 6255 cc, 555 HP at 6,000 rpm and 650 Nm of torque at 4,000 rpm. Despite such figures, was an engine very compact and had a weight of 315 kilograms.

Bugatti EB 16.4 Veyron

Only a few months later, in the Hall of Tokyo (December 1999), showcasing the Bugatti again be the point of care with the Bugatti EB 16.4 Veyron. The new prototype was an evolution of 18.3 Chiron and was designed by the Volkswagen Design Center, led by Harmut Warkuss. The 18.4 Veyron took the name of Pierre Veyron, the French pilot who was proclaimed winner in the 24 Hours of Le Mans in 1939 behind the wheel of a Bugatti 57. This model had the same 555 bhp W18 engine that carried the 18.3 Chiron.

Bugatti EB 16.4 Veyron

The next evolution was presented at the Salon de Paris (September 2000). The new prototype was called Bugatti Bugatti EB 16.4 Veyron, received little touches of design and a new W16 engine with 8006 cc, a compression ratio high (10,75:1), 630 hp at 6,000 rpm and 760 Nm at 4,000 rpm.

Bugatti EB 16.4 Veyron

The angle between the two blocs VR8 was 72 ° and the width of the block of 690 mm. He had four valves per cylinder and direct injection. The dry-sump lubrication era and the ability of oil is 15 liters. Bearing four camshafts in the head and operated chain variable distribution, which allows 85% of full torque from 1500 rpm.

Bugatti EB 16.4 Veyron

In March 2001, during the Geneva Motor Show, Bugatti presented another new development of the Bugatti EB 16.4 Veyron, and announced its intention to begin selling it after 2003 with a new W16 engine that, unlike their predecessors atmospheric, with four turbochargers, an engine capacity of 7993 cc and 1001 no less than HP and 1,250 Nm of torque.

Bugatti EB 16.4 Veyron

During the 2001 Frankfurt Motor Show, the latest evolution of what appears will be the final Bugatti EB 16.4 Veyron, has received design changes of the body, mainly affecting the aerodynamics and its varied slightly dimensions. Its W16 engine also has minor tinkering with the configuration of the covers of butt and orientation of the four turbochargers, although they have not changed their values of power and torque.

Bugatti EB 16.4 Veyron

The interior continues to dominate the scalp, and the center console is done with a few pieces of aluminum to the dashboard reminiscent of the old Bugatti competition. As in the first 18.3 Chiron, the engine is started by a button located at the center console, next to the gear lever, but now the change can be done through some controls located behind the wheel and drive your gearbox seven gears.

Cars Shows 2010 Citroen Survolt Concept

2010-12-06T19:41:00.000-08:00

Citroen Survolt Concept is the continuation of Citroen's exploration of distinctive and original electric vehicles, initiated with the Revolte concept car revealed at 2009 Frankfurt Motor Show. Citroen Survolt Concept turns received notions on their heads through its radically new vision in a consummate blend of high-fashion glamour and extravagance with motor-racing punch.

The desire to overcome one's limits, take things further, dare and create is written in Citroen's DNA. Breaking with convention, shaking up the rules, shifting borders and surprising continuously is the passionate quest and leitmotiv of a brand that over its 90-year history has never ceased to develop innovative objects ahead of their time. Citroen Survolt Concept is one of these. It takes the genetic material of Revolte and adds an extroverted sports dimension to the mix.

Like a luxury accessory that transcends an outfit, Survolt Concept is Citroen's answer to an automotive universe that all too often seems morose. Citroen Survolt Concept casts aside protocol and transgresses existing codes to initiate a new kind of stylish, sporty and elegant supermini. Bucking current trends and pointing to the future of sleek coupés, it unites elegance, glamour and sporting passion, sublimating this last quality with its electric drivetrain.

Innovative and sensual

With its compact dimensions - 3.85 m long, 1.87 m wide and 1.20 m high - Citroen Survolt Concept reappropriates sports car styling cues to form an all-new and revolutionary concept.
Citroen Survolt Concept
Citroen Survolt Concept

At the front, the distinctive vehicle badge reigns elegantly above the large oval-shaped grille, its centre home to the striking double chevron. The car's "look" - charming and profound at the same time - attracts and holds the viewer's gaze with a promise of transgressions suddenly made possible. Its slim, horizontal head lamps, inspired by high-performance sports coupés, exert a magnetic appeal, while an LED light signature adds a contemporary, high-tech touch.

Citroen Survolt Concept was made to gobble up the miles and glide over roads. Low-slung and sleek, it features strong contrasts between the voluptuous bonnet and generous, sculpted flanks, highlighted by emphatic wheel arches that promise performance and thrills.

Citroen Survolt Concept's air-slicing, flowing design is heavy on excitement and sensuality. It conveys agility, precision and vitality, barely containing a powerful, well-defined musculature under refined and luxurious wraps. The rear features the elegant light signature of Revolte together with a spoiler in an essential reference to motor sport.

Citroen Survolt Concept is innovative and powerful but also knows how to turn on the charm, revealing its finest assets to catwalk in motor sports arenas. It features two-tone paint, hues of fuchsia and charcoal grey, and plays with materials and volumes. The curves shift from satin-smooth to shiny, breaking definitively with the classic masculine codes of the sports world. Citroen Survolt Concept continues the work begun with Revolte by once again blending two universes with contrasting appearances. Citroen Survolt Concept eschews decorum to create its own styling language.

The inclusion of materials such as chrome and aluminium inevitably recall the spheres of luxury goods and motor sport. Citroen Survolt Concept is a perfect combination between high fashion and car racing, a unique alliance with the same philosophy and the same cues as Revolte, namely performance, cutting-edge technology and excellence.

Elegantly sporty

Citroen Survolt Concept's cockpit is designed like a floating cell, a glass setting held between chrome-finished roll bars like some magnificent piece of jewellery. The leitmotiv with Citroen Survolt Concept is to transgress the conventions of the luxury world and combine them elegantly with those of the sporting world.

The cabin was imagined as a cross between two worlds that by their essence are opposed. This union begets an organic universe, both flowing and technical, from which the driver's station springs forth. The interior as a whole was designed to bring the two occupants comfort and refinement, triggering singular pleasure and an outstanding experience.

The car's generous glazed area brings light and a sensation of space, light years from that offered by today's sports cars.

Transcendent power and excitement

Ahead of its time, Citroen Survolt Concept captivates with its innovative, environment-friendly technology. Like Revolte, Citroen Survolt Concept is powered by electricity, thus combining sports performance with environmental respect and sustainable development. Still particularly rare in the racing world, this technological solution also embodies a previously unthinkable alliance. But Citroen dares and creates, transgressing conventions to better sublimate them. With irreproachable ecological credentials, the drivetrain blends driving pleasure, thrills, performance and vitality, and all in extreme comfort, since the car is silent in operation.

Citroen is proposing a new automotive vision with Citroen Survolt Concept, in a move that is entirely consistent with its 90-year history as an innovative brand focused on creativity and technology.

The "super car" gold-plated

2010-12-06T01:34:00.000-08:00

Mercedes C63 AMG gold in Dubai.

White gold plated Mercedes SLR McLaren in Dubai

White gold plated Mercedes SLR McLaren.

Gold-plated Audi R8 in Dubai

BMW M5 gold in Moscow

Gold-plated Porsche 911

Gold-plated Ferrari 599 GTB

2011 Nissan Murano CrossCabriolet revealed on Facebook

2010-12-06T01:32:00.000-08:00

Nissan Murano CrossCabriolet - Click above for slightly higher-res image

Yep, it's real. Nissan has just unveiled the 2011 Murano CrossCabriolet on its Facebook page. Incredibly, it's not nearly as much of a horror show as we'd feared. The transition to two-door form isn't so bad at all, and we're pleased to see that there's no Volkswagen Golf Cabrio-style basket handle. Still... weird. But hey, props to Nissan for having the guts to do some different things lately. First the Juke, now this.

In the photo caption, Nissan says the droptop Murano "delivers the open-air exhilaration of a convertible while
extending the versatility of the Murano in exciting new ways." Okay. Apparently, there's room for golf bags with the top up or down, too. This'll be interesting to see in greater detail, which we'll be doing this week in person at the Los Angeles Auto Show. Stay tuned..

Limousine Nissan Teana

2010-12-06T01:30:00.000-08:00

Mitsuoka, a car manufacturing company in Japan, has launched Galue Limousine development model based on the latest version of the Nissan Teana.
Mitsuoka Motors is a Japanese company specializing in automotive design style used by other companies to launch new models, domestic consumption. Himiko notably Roadster models developed based on Mazda MX-5, Galue Convertible Ford Mustang-based development, and sample Orochi ...

Latest product Mitsuoka Galue Limousine is based on developing a new version of the Nissan Teana (below).

Nissan Teana

These images introduce vehicles that Mitsuoka Galue Limousine announced and showed the tail-style blend of Bentley and Rolls-Royce. Clusters associated backlight suggests pretty small car Fiat 500 Italian.

Galue Limousine car has many versions and two engine choices: 2.5L and 3.5L V6. This car will be available in the Japanese market in November, with prices ranging from 3.68 to 5.284 million yen (about 44,700 to 64,200 USD).

Top 10 world's most expensive car in 2010

2010-12-06T01:28:00.000-08:00

No name in the list of 10 most expensive cars in 2010 selected by TopSpeed price comes under $ 750,000.

10. Leblanc Mirabeau - 765.000 USD

When hearing the name Leblanc Mirabeau, many people feel quite strange and do not imagine this car expensive "circular distortion" how. Leblanc Mirabeau reason not very popular with car fans simply because it was born to surf on the track. Designed specifically for race 23 Hours of Le Mans, Leblanc Mirabeau application block V8, 4.7 liter volume capacity of 700 horsepower. Although not running as fast as the SSC, but Leblanc Mirabeau, easy to reach a maximum speed of 230 mph (370.15 km / h).

9. Koenigsegg CCX - 1,1 million USD.

Worth $ 1.1 million price range is equipped with modern Koenisegg appear on CCX. Typically the carbon brake - ceramic, hydraulic lifting system, navigation system, rearview camera and a V8 car models to help Sweden to reach a maximum speed of 245 mph (394.29 km / h) . Engine comes with a 6-level gear and lightweight lazang.

8. Koenigsegg CCXR - 1,3 million USD.

If not satisfied with CCX and still vibrate in my pocket money, you should keep an eye on the Koenigsegg CCXR cost little more than $ 200,000. Featuring samples of Swedish super car is run by the volume of biofuels E100 and 98 octane. When using regular fuel, the engine on the CCXR that can produce 806 horsepower capacity. However, if the "taking" of biofuels, mass turbocharged 4.7-liter dual capacity to produce up to 1018 horsepower. Thus, members of the Koenigsegg takes only 3.3 seconds to accelerate from 0-100 km / h and reaches a maximum speed of 250 mph (402.34 km / h).

7. Maybach Landaulet - 1,4 million USD.

For those interested in show business success, the new Maybach Landaulet is the perfect choice. Beneath the hood is a V12 engine block owner 604 hp power for maximum speed 155 mph (249.45 km / h). In addition, product labels glasses Maybach impressed with sunroof rear extension to allow users to observe the sky above, the white leather seats luxurious, elegant curtains and window seats the arbitrary tilt.

6. Lamborghini Reventon - 1,42 million USD.

No, "they spend" a member of Lamborghini, Reventon own emotional style tips for people watching. With sharp edges and Shapely, suggestive Reventon associate a jet fighter. Only 20 units are produced Reventon so hurry if you want to own an Italian supercar characterized.

5. Lamborghini Reventon Roadster - 1,56 million USD.

Reventon Roadster is equipped with V12 engine block, 650 horsepower power encapsulated in the "body" of usually no less chic. Despite being ranked on the Lamborghini Murcielago LP640 in the family but Reventon Roadster outstanding thanks again associated with a rare distinction. Not only wore the "wings" exterior is made from lightweight carbon fiber CFC, owns Reventon Roadster's ability to hold extremely impressed. We can say, this is the most expensive Lamborghini cars in the world.

4. Bugatti Veyron 16.4 - 1,67 million USD.

Known for top performance in the world, the Bugatti Veyron 16.4 is attached to a price equivalent to a mansion in Beverly Hills. Energy supply for the Veyron 16.4 is the block W16 engine helped the Bugatti members ranked world number one in speed. SSC after accounting for the throne, this year Bugarri Veyron has "revenge" for Super Sport version. The most memorable point of Bugatti Veyron 16.4 is a series of equipment up on a luxury car. Unlike the rest of the car, the Bugatti Veyron 16.4 running very gentle and quiet on the street generally.

3. Pagani Zonda Cinque Roadster – 1,8 million USD.

As you know, is the Zonda Cinque Roadster convertible version of the Cinque Coupe. Similar to all members of the Pagani, Zonda Roadster Cinque block applications also Mercedes-Benz V12 engine to 678 horsepower capacity. Thus, samples from the Italian super car can accelerate from 0-100 km / h in 3.4 seconds. Conversely, when braking, Cinque Zonda Roadster takes 2.1 seconds to decelerate from 100-0 km / h. Worldwide, the only true 5 Roadster Pagani Zonda Cinque each factory.

2. Bugatti Veyron 16.4 Grand Sport - 2 million USD.

Mang kiểu dáng giống Veyron nhưng Grand Sport lại đi kèm với 2 loại trần xe. Thứ nhất là loại dự trữ với hình dáng giống một chiếc ô. Thứ hai là loại trần bằng polycarbonate màu tối. Ứng dụng động cơ W16, Veyron Grand Sport có thể đạt vận tốc tối đa 233 dặm/h (374,98 km/h). Bên cạnh đó, không thể bỏ qua một số trang thiết bị tân tiến và sang trọng xuất hiện trên “đứa con” nhà Bugatti như hệ thống đèn ban ngày, camera chiếu hậu và bộ lazăng tạo hình móng ngựa lạ mắt. Độc đáo và đắt giá, dòng Bugatti Veyron 16.4 Grand Sport chỉ bao gồm 150 thành viên dành cho những tỷ phú “lắm tiền nhiều của” và mê siêu xe.

1. Koenigsegg Trevita - 2,21 million USD.

Là mẫu xe đắt nhất thế giới trong năm 2010, Trevita ra đời dựa trên thiết kế của CCXR nhưng thay đổi một chút để nâng giá. Ấn tượng đầu tiên về Koenigsegg Trevita là phần thân bằng sợi cacbon màu kim cương tuyệt đẹp, hệ thống nâng thủy lực, hệ thống điều chỉnh lốp, cần gạt số và bộ phanh sợi cabon. Tính đến nay, mới chỉ có 3 chiếc Trevita được khai sinh với khối động cơ V8 tăng áp kép công suất 1.018 mã lực tương tự “đàn anh” CCXR.

Ngoài những cái tên kể trên, hiện nay trên thị trường còn hiện diện rất nhiều mẫu xe đắt giá khác nhưng lại không được liệt kê trong danh sách như Aston Martin One-77 chưa chính thức bán hoặc Ferrari Enzo và Mercedes McLaren SLR 722 đã ngừng phân phối.

Cars Shows 2010 Citroen Survolt Concept

2010-12-06T01:27:00.000-08:00

The desire to overcome one's limits, take things further, dare and create is written in Citroen's DNA. Breaking with convention, shaking up the rules, shifting borders and surprising continuously is the passionate quest and leitmotiv of a brand that over its 90-year history has never ceased to develop innovative objects ahead of their time. Citroen Survolt Concept is one of these. It takes the genetic material of Revolte and adds an extroverted sports dimension to the mix.

Like a luxury accessory that transcends an outfit, Survolt Concept is Citroen's answer to an automotive universe that all too often seems morose. Citroen Survolt Concept casts aside protocol and transgresses existing codes to initiate a new kind of stylish, sporty and elegant supermini. Bucking current trends and pointing to the future of sleek coupés, it unites elegance, glamour and sporting passion, sublimating this last quality with its electric drivetrain.

Innovative and sensual

With its compact dimensions - 3.85 m long, 1.87 m wide and 1.20 m high - Citroen Survolt Concept reappropriates sports car styling cues to form an all-new and revolutionary concept.
Citroen Survolt Concept
Citroen Survolt Concept

At the front, the distinctive vehicle badge reigns elegantly above the large oval-shaped grille, its centre home to the striking double chevron. The car's "look" - charming and profound at the same time - attracts and holds the viewer's gaze with a promise of transgressions suddenly made possible. Its slim, horizontal head lamps, inspired by high-performance sports coupés, exert a magnetic appeal, while an LED light signature adds a contemporary, high-tech touch.

Citroen Survolt Concept was made to gobble up the miles and glide over roads. Low-slung and sleek, it features strong contrasts between the voluptuous bonnet and generous, sculpted flanks, highlighted by emphatic wheel arches that promise performance and thrills.

Citroen Survolt Concept's air-slicing, flowing design is heavy on excitement and sensuality. It conveys agility, precision and vitality, barely containing a powerful, well-defined musculature under refined and luxurious wraps. The rear features the elegant light signature of Revolte together with a spoiler in an essential reference to motor sport.

Citroen Survolt Concept is innovative and powerful but also knows how to turn on the charm, revealing its finest assets to catwalk in motor sports arenas. It features two-tone paint, hues of fuchsia and charcoal grey, and plays with materials and volumes. The curves shift from satin-smooth to shiny, breaking definitively with the classic masculine codes of the sports world. Citroen Survolt Concept continues the work begun with Revolte by once again blending two universes with contrasting appearances. Citroen Survolt Concept eschews decorum to create its own styling language.

The inclusion of materials such as chrome and aluminium inevitably recall the spheres of luxury goods and motor sport. Citroen Survolt Concept is a perfect combination between high fashion and car racing, a unique alliance with the same philosophy and the same cues as Revolte, namely performance, cutting-edge technology and excellence.

Elegantly sporty

Citroen Survolt Concept's cockpit is designed like a floating cell, a glass setting held between chrome-finished roll bars like some magnificent piece of jewellery. The leitmotiv with Citroen Survolt Concept is to transgress the conventions of the luxury world and combine them elegantly with those of the sporting world.

The cabin was imagined as a cross between two worlds that by their essence are opposed. This union begets an organic universe, both flowing and technical, from which the driver's station springs forth. The interior as a whole was designed to bring the two occupants comfort and refinement, triggering singular pleasure and an outstanding experience.

The car's generous glazed area brings light and a sensation of space, light years from that offered by today's sports cars.

Transcendent power and excitement

Ahead of its time, Citroen Survolt Concept captivates with its innovative, environment-friendly technology. Like Revolte, Citroen Survolt Concept is powered by electricity, thus combining sports performance with environmental respect and sustainable development. Still particularly rare in the racing world, this technological solution also embodies a previously unthinkable alliance. But Citroen dares and creates, transgressing conventions to better sublimate them. With irreproachable ecological credentials, the drivetrain blends driving pleasure, thrills, performance and vitality, and all in extreme comfort, since the car is silent in operation.

Citroen is proposing a new automotive vision with Citroen Survolt Concept, in a move that is entirely consistent with its 90-year history as an innovative brand focused on creativity and technology.

2011 Nissan Quest Official Photos and Info - Auto Shows

2010-12-06T01:23:00.000-08:00

The Quest once again pins its hopes on funky styling.

When Nissan desperately craved a minivan to sell in the 1990s, it partnered with Ford to rebadge the Mercury Villager as the original Quest, an arrangement that lasted for another generation. The Villager was killed in the early 2000s, so Nissan then struck out on its own to create the funky third-gen Quest on the bones of the Altima sedan, but sales were terrible, generating rumors that the company would pull out of the segment altogether. A fourth Quest was in the cards, though, and to bring the van to life, Nissan found another partner: itself—specifically, the Japanese mother ship.

Indeed, the 2011 Nissan Quest is twinned with the Japanese-market Elgrand, a strategy that allows the automaker to hedge its bets against picky U.S. shoppers; if we don’t buy the thing, production ostensibly can be re-allotted to Japan. (That’s where this new Quest will be built, unlike the previous model, which was assembled in Canton, Mississippi.) It’s a strategy that makes sense, but might need to be enacted sooner rather than later: Innovative styling isn’t typically among minivan buyers’ highest priorities, and this new Quest is as bizarre-looking as its slow-selling predecessor. That said, we like this van’s samurai-helmet-meets-the-suburbs look, and its wraparound glass and slabby body sides create some visual drama—at least as much as you can expect from a minivan, anyway. The new model’s styling is based on that of the Forum concept, which was penned in the U.S.

Give Me More of Those Hot, Hot Features
Bold looks tend to turn off minivanites, but features and ease-of-use get them hot and bothered. As you’d expect, the Quest’s second and third rows fold to accommodate all the flat-pack furniture you can buy, but the chairs aren’t removable and don’t fold into the floor; instead, they fold forward to make a flat load surface, which Nissan notes allows constant access to the deep cargo well behind the third row. That well gets its own 60/40-split cover, too. Dodge, of course, offers the Stow ‘n Go second row, where the seats fold into the floor. In the Odyssey, the third row folds forward like the Quest’s, and must then be flipped back into the cargo well to create a flat load floor, which Nissan’s press materials imply is a terrible inconvenience.
But the Quest comes with its own inconveniences. Total passenger volume is about what you’d expect for the segment—all range from 160 to 170 cubic feet or so, depending on equipment—but the Quest’s non-removable seats eat up a fair chunk of cargo room when they’re flattened. At a maximum of 63.6 cubic feet behind the second row, it lags 20 to 30 cubes behind the Honda Odyssey, Toyota Sienna, and Dodge Grand Caravan. And its 108.4 cubic feet with the second and third rows folded trails the Odyssey by more than 40 cubic feet. (Admittedly, that Honda figure is with the seats pulled out, and only Toyota gives a figure for a folded, but installed, second row: 117.8 cubes.) The Quest is in line with its peers behind the third row, with 35.1 cubic feet available, though, and Nissan says that the step-in height through the sliding side doors is lower than on other minivans, which is a nice touch for both small kids and older folks.
Trims and Equipment Rundown—Take a Deep Breath
The Quest comes decently equipped to battle the segment leaders, but doesn’t appear to offer many innovations of the type that sway shoppers. The lineup starts with the $28,550 S, works through intermediate SV and SL trims, and is topped by the LE. (Pricing for the other trims is unavailable as of this writing, but we expect it to hew as close to the Japanese competition as the base price does.) The S could stand for “stripper” here, with the highlights of the features list being 16-inch steelies, cloth seats, cruise control, manual front seats, a four-speaker stereo, and keyless entry and starting. Move up a rung, and you add a leather-wrapped steering wheel, power-sliding side doors, 16-inch aluminum wheels, a six-speaker stereo with 4.3-inch color display, iPod and Bluetooth connectivity, a backup camera, and an auto-dimming rearview mirror.
The SL opens up the ability to add option packages, including a rear DVD entertainment system with 11-inch screen (the Honda and Toyota both offer much larger screens that feature split-display capability for multiple inputs), a set of two opening sunroofs, and a Bose package that adds to the DVD player a bunch of speakers and satellite radio. It also nabs roof rails, a power liftgate, heated and powered front seats, leather upholstery, and an easier-to-operate third-row folding mechanism. The full-boat LE includes all of the above save the optional dual sunroofs, and it’s the only way to get a built-in nav system, Nissan’s fancy air-purifying climate control, and a blind-spot warning system, which are all standard. It also has a power function for raising the third row.
One neat feature: The tire-pressure-monitoring system on all Quests has a feature first seen on the Infiniti QX56, whereby the hazard lights flash when air begins flowing into the tire, and the horn softly beeps when the desired pressure is reached.

Familiar Powertrain
The Quest powertrain consists of Nissan’s VQ35DE V-6 mated exclusively to a CVT; the engine is the same as the one in the Altima and Murano with which this van shares its platform, so we expect lively acceleration. The 253 hp and 236 lb-ft of torque found here are pretty much in line with the Odyssey (248 hp/250 lb-ft) and Sienna (265 hp/245 lb-ft) V-6s, but pale a bit in comparison to the Grand Caravan’s 283 hp and 260 lb-ft from its Pentastar V-6. The Quest, like nearly all of its competitors, routes its power only to its front wheels; the Sienna is the only one that can be ordered with all-wheel drive. Size-wise, the Quest pretty much falls in line with those three segment leaders, although it’s a bit narrower and taller than those offerings.

With engine output similar to its peers’, no huge advancements in minivan flexibility or fabulousness, and somewhat compromised cargo room, it’s going to be tough for the Quest to stand out. It seems Nissan is again depending on styling to separate its minivan—a dangerous path, as the company should well know—and it’s not as though the segment leaders have made any recent missteps. The new-for-2011 Odyssey and Sienna drive well and offer at least one standout feature this Quest doesn’t, and the 2011 Grand Caravan has taken big leaps forward in powertrain and interior refinement. We’re looking forward to gathering all these vans and seeing if the quirky Nissan can improve on the third-gen’s fourth-of-five showing in our last minivan comparo, but it seems this Quest—on paper—may end up where the old one left off when it goes on sale early next year. At least it looks pretty rad.

Astrum Meera Concept Car is a perfect blend of future tech, design

2010-12-05T18:37:00.000-08:00

There are few concept cars that seem promising to fit well in the near future. However, the one pictured above give clear insight into what shape cars can take in future. Conceptualized by John Stephen Baltazar , the Astrum Meera Concept Car is the perfect embodiment of future tech and design. The concept flaunts several distinctive features that play cardinal role in safety, sustainability and practical design.
The features include Astrum Meera’s exhaust with built-in sensors to track the level of CO2 emission and alert driver when it goes beyond normal range, wheel rims that work though magnetic levitation and help make car not only lighter but faster. Also, there are unique side mirrors that remain hidden when car is parked and rolls out once engine is started. The mirrors also have built in camera system that allows the driver to see outside while sitting in without opening windows in rain or turning your head around.

Lamborghini to present Gallardo Bicolore Special Edition at Detroit Auto show

2010-12-05T18:34:00.000-08:00

We all remember Lamborghini Gallardo SE unveiled at the 2005. The edition was limited to merely 250 copies and was offered with two-tone body paint. Now as the Gallardo is coming to an end, Lamborghini is looking to give its fans a few special edition options. First of all there will be Gallardo Bicolore special edition which is expected to be launched by 2011, most likely in the Detroit Auto show and deliveries are to start in February 2011.
Gallardo Bicolore will be offered with duotone color scheme, Callisto rims, and sportier interiors to Gallardo SE, with little increase (approx 20hp) in power. The potential buyers can opt for the color from two unnamed gray, white, yellow, orangeand green, which will always be combined with a continuous black roof. The special edition will be based on Gallardo LP560-4 edition.
Since it’s Lambo, the rumor mill is churning about brand preparing a Tricolore edition and there are reports about Lamborghini registering the Gallardo bicolor and Tricolore which gives little insight about brands plans. But, nothing is official as of now. As soon as the details will emerge, we’ll be back. Stay tuned for more.

Ginetta reveals new G55 sports car, coming to Autosport International exhibition

2010-12-05T18:32:00.000-08:00

After presenting the G40 sports car this year, the British Sports car maker, Ginetta, has come up with G55 sports car that will compete in the 2011 GT season along with G50. New Ginetta G55 will be propelled by Ford sourced 3.7 liter engine that develops a moderate 370hp and is mated to a Hewland gearbox. Other features of the car include cool air induction kit, up-rated front and rear brakes, new exhaust system and stunning new bodywork with improved aerodynamics.
Apart from G55 sports car, Ginetta is also offering option for race teams to upgrade their Ford 3.5 liter engine powered G50 with 300hp to G55 specs for £25,000 or enroll in a new, part-exchange system. G50 will also be fitted with a Hewland gearbox and cool air induction kit. The G55 will be appearing for the first time at the Autosport International exhibition in Birmingham, UK on January 13th. The price tag for the G55 has been put at £75,000

34 long years in the making, Ferruccio Covini’s C6W finally gets form

2010-12-05T18:28:00.000-08:00

After 36 long years in the making, Ferruccio Covini’s C6W or the Convini 6 Wheel finally takes form. The 2-seat, 2-door sports coupé from Italy which was inspired by 1976 Tyrrell P34 reported to enter production two years back and has finally been unveiled this week. The six-wheeled whacky beast gets power from a 4.2-liter Audi sourced V8 engine that generates a massive 440PS and 346 lb-ft torque. Engine is mated to a six-speed manual gearbox that sends power to the rear wheels and there is also independent front and rear wishbone suspension, 15-inch front wheels and 20-inch rear wheels with Brembo disk brakes. The top speed of the vehicle is expected to be 185mph. What’s more? Ferruccio isn’t going to stop here and will come up with a new diesel-powered supercar. However, it remains to be seen whether six wheeled beauty fits well in the saying that goes like ‘if two wheels are bad and four wheels are good, then six wheels must be awesome’.

2010 T2 Concept indicates how world’s fastest eco-friendly car should look like

2010-12-05T18:27:00.000-08:00

Electric cars are gradually taking over their combustion engine counterparts in the auto industry. And it remains only a matter of time when there will be only electric cars on the road. This may happen because of two reasons: massive decline in global fossil fuel sources and rising environmental awareness. Electric cars, though, have the other side, but we’ll not discuss that thing.

Here, we’re going to introduce you with radical T2 concept which gives us a glimpse of world’s fastest Eco-friendly cars in future. Conceptualized by Idries Noah, this eco race car will be equipped with 3.5 liter 469hp V6 hybrid engine mated to two electric motors, making it a supercar with a hint of environmental friendliness. T2 gets from a standstill to 62mph in just 4 seconds, meaning you go vroom and enjoy the thrill of racing, but not at the cost of polluting environment.

Ferrari premiers 458 Challenge at Bologna Motor Show

2010-12-05T18:24:00.000-08:00

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After releasing the first official pictures of Ferrari 458 challenge in October this year, the brand today officially unveiled the racer in Bologna Motor Show in Italy. Based on the 458 Italia, the racing prototype is to compete in the Ferrari challenge Trofeo Pirelli in the 2011 season. Even when 458 Challenge is thickly based on 458 Italia, it has a number of upgrades over its road legal sibling to adapt it for competition use.
The 458 Challenge keeps the direct injection 4.5 liter 570hp V8 engine of the 458 Italia but there are important modification made to the gear ratio and calibration of its dual-clutch F1 gearbox to increase toque at lower revs. In order to give Challenge a boost, its weight has been reduced, thanks to the use of lightweight carbon fiber and Lexan in the exterior as well as interior.
The Racer version Italia 458 also features an F1-Trac traction control system, a specific suspension set-up with steel uniball joints, stiffer springs, single-rate alloy dampers, a ride height lowered by 50mm all round, electronic differential, high-performance Brembo CCM2 brakes with latest ABS system, and 19-inch BBS wheels with Pirelli racing slicks.
With all these changes, the non-street legal 458 Challenge outshines its predecessor, on the Fiorano test track by 2 seconds as it clocks a full lap at 1 minute and 16.5 seconds.

Press Release
Maranello, 2nd December – Ferrari makes a different contribution to the 35th edition of the Bologna Motor Show with a stand devoted entirely to its racing activities plus an intense track programme.
The 458 Challenge also makes its world debut at the Bolognese event. This mid-rear V8 berlinetta is derived from the 458 Italia and is the fifth model used by Ferrari in its single-series racing programme. The latter is currently split into Italian, European and North American championships which will be flanked next year by the new Asia-Pacific series. With the new 458 Challenge, Ferrari puts an exceptional combination of extreme performance, superb fun behind the wheel and unique driving emotions at the finger-tips of its sporting, professional and gentleman-driver clients.
Also on the stand is the F430 GTC owned by the AF Corse team, one of the cars with which the Maranello marque won the Constructors’ title in the GT2 class of the Intercontinental Le Mans Cup 2010.
The Prancing Horse’s line-up of track models is completed by the FXX and 599XX laboratory cars, each of which has its own eponymous research and development programme involving in-depth collaboration between Ferrari technicians and our client test-drivers. At the very centre of the stand is the F60, the single-seater the Scuderia Ferrari Marlboro fielded in the 2009 Formula 1 World Championship season.
A rich and varied programme is planned for the competition arena in Area 48 with the classic end-of-year battle between the drivers of the Ferrari Challenge Trofeo Pirelli, now in its 18th season, dominating the action. No less than 16 cars from the Italian and European series will be taking each other on in a three-round competition on Wednesday, December 8th. However, the high point of the programme will be the Formula 1 exhibition with which Luca Badoer will bring his extraordinary 13-year career as the Scuderia Ferrari’s official test-driver to an end. He’ll put an F60 through its paces and a simulated pit-stop, as a farewell homage to the tifosi and enthusiasts present.
458 CHALLENGE
Compared to the 458 Italia, the direct injection 4499 cc V8 remains strictly in production tune, with an output of 570 hp at 9,000 rpm. That said, modifications have been made to the gear ratios and calibration of its dual-clutch F1 gearbox to guarantee higher torque at lower revs. The 458 Challenge is also equipped with the E-Diff electronic differential already employed on the road-going version, a first for Ferrari’s track-only cars.
Significant work has also gone into cutting the car’s weight. This focused on both the exterior and interior with Ferrari’s engineers concentrating in particular on reducing the thickness of the bodyshell panels and on using lightweight materials, such as carbon-fibre and Lexan.
The new 458 Challenge also has a specific suspension set-up with steel uniball joints, stiffer springs, single-rate alloy dampers, centre-nut 19” forged rims, larger dimension Pirelli slicks and a ride height lowered by 50mm all round. It is also equipped with the new generation Brembo CCM2 brakes integrated with the latest ABS system which debuted on the 599XX, Ferrari’s extreme experimental laboratory car.
Another first for a Ferrari Challenge model is the adoption of the F1-Trac traction control system, the most sophisticated of its kind. Developed in-house by Ferrari, the F1-Trac system constantly monitors levels of grip for maximum high-performance road-holding. Two specific track-biased calibrations have been developed for this application, with control logics and strategies derived from Ferrari’s extensive racing experience in the F1 and GT championships. The F1-Trac is completely integrated with the E-Diff to guarantee maximum stability and acceleration both into and out of corners.
The ABS/EBD, F1-Trac and E-Diff calibration settings are selected via the manettino on the steering wheel, the first time this solution has been adopted on a model developed for the Ferrari Challenge series. The driver has a choice of three configurations: OFF position (traction control deactivated), position 1 and position 2. The latter two settings have progressively higher levels of control system intervention and are selected in accordance with grip conditions on the track.
In the course of the intensive development sessions involved in honing the 458 Challenge for the track, the engineers also managed to improve the car’s lap time at Fiorano by two seconds over that of its predecessor, resulting in a new record of just 1’16.5”. Equally impressive is the amount of lateral grip the new car generates – up to 1.6G.

Dartz Audi R8 gets a checkered skin, on-lookers bamboozled by the exquisiteness

2010-12-02T17:53:00.000-08:00

Dartz, the Latvian tuner specialists are up at it again with their latest artwork, and what’s the canvas? Yes, you are right it’s the Audi R8 hiding under the checkered skin that resembles the look of a chess board in black and purple colors. Dartz call it their Chess R8 and it definitely more than meets the eye. Nothing was left un-checkered right from the Audi logo, side panels, bumpers or the front grills. Maybe game developers can take a cue from this and add custom full bodied checkered modifications in their future titles.

Audi’s most luxurious and costliest A9 car to come in 2015

2010-12-02T17:45:00.000-08:00

We all know that Audi’s A1 lineup has already reached to A8 and fans are desperately waiting for A9 to appear. Well, little more wait for the vehicle to see in the clear light of the day as Audi is already planning on an A9. The four-door sedan will be placed above current A8 and will be the most luxurious as well as costliest model Audi has ever offered.
Audi A9 is expected to have a 3.0 TFSI engine with around 300HP for the base version, whereas the top model will get a V8 with 500hp. Future Audi A9 will be built on the Volkswagen’s new modular building block (MSB) platform that will be used for different models from Audi, Porsche, Bentley, and Lamborghini.
Coming to the exterior and interior of A9, the luxury car will have the design cues from latest Audi models including A7 Sportback. Interiors will be one of the most impressing factors. The interior is to feature highest quality material, leather, wood insertions, Alcantara and will be equipped with most advanced technologies as per the year 2015.
A9 is to take Audi’s design language to a new level altogether and is aimed at high-end luxury market. The vehicle is targeted at other brands in the category like Aston Martin Rapide, Porsche Panamera Turbo, or even the future Lamborghini sedan. It will go on sale sometimes in 2015 with an expected price tag of $140,0000, reports Topspeed.

Super Car

2010-11-08T05:09:00.000-08:00

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2010-08-07T00:25:00.000-07:00

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2010-08-06T11:34:00.000-07:00

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2010 Nissan Maxima SV Sport

2010-08-06T01:09:00.000-07:00

breakthrough, a wondrous technological innovation that allowed for lower ride height and greatly increased passenger space. Postwar consumers got a taste of the wonders of FWD with the iconic Citroën DS. At the top of its game in the Sixties, General Motors reintroduced FWD to American consumers w

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

2010-07-22T09:58:00.000-07:00

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

2009 Nissan Murano

2010-07-22T09:46:00.000-07:00

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

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

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

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

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

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

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

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

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

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

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

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

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

Volkswagen New Beetle still number one with the ladies

2010-07-22T09:42:00.000-07:00

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

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

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

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

2010 Nissan Sentra SE-R is a tall order

2010-07-14T11:30:00.000-07:00

2010 Nissan Sentra SE-R – Click above for high-res image galleries

The Nissan Sentra has long been the bridesmaid of America's C-segment. Few consider it to be best-in-class, yet it would be a stretch to call Nissan's second-smallest sedan the category's cellar dweller. In the past, the Sentra hasn't been the fastest, it hasn't been the prettiest and it certainly hasn't offered the best interior, but the affordable sedan has quietly continued to sell well enough to keep Nissan in the picture.

Unlike some of its more popular competitors, the Sentra is offered exclusively as a sedan, while other automakers offer coupes or hatchbacks. Nissan makes up for this deficiency in part by offering six different variants of the Sentra, ranging from a base 2.0 model to the 200-horsepower SE-R Spec V. We had the chance to spend a week in the mildly refreshed 2010 SE-R model that slots in just below the Spec V, and with 177 horsepower on tap and quite a few high-end options, we wanted to find out if this upper-middle child could hold its own in what has fast become one of the most interesting and competitive segments in the market.

All Sentra models receive updates for 2010, with tweaks to their headlights and taillights, a new front fascia and grille and a lower MSRP. More specifically, all SE-R models also received attractive 17-inch wheels, a standard 4.3-inch color display with USB connectivity and updated instrument panel accents. The biggest news is two-fold: The SE-R's price tag drops by $1,080 versus the 2009 model and Nissan has introduced a new low cost navigation system on the 2010 model.
One glance at the 2010 Nissan Sentra SE-R, and we were immediately taken aback by its surprising size – particularly its height and length. This "compact" sedan is actually one of the largest entries in its class. It's the widest vehicle at 70.5 inches, besting competitors like the Toyota Corolla and Honda Civic, and it's within a half inch of the Mazda3 in length. The Sentra is so broad-of-beam that it's within two-tenths of an inch of Nissan's own midsize Altima, and the "smaller" sedan is more than a full inch taller. Our SE-R tester is also the second heaviest vehicle among its competitors, tipping the scales at a rotund 3,115 pounds. That's even heavier than the all-wheel drive Subaru Impreza and second in tonnage only to the portly Volkswagen Jetta. Even the Altima comes in only 65 pounds heavier.

We were surprised at how close the Sentra was to the Altima in many dimensions, and shopping for a sedan in a Nissan showroom gets even more complicated when considering the Sentra's downmarket sibling, the Versa. The so-called B-segment Versa is a big boy in-and-of-itself, just three inches shorter and slightly narrower than the Sentra, while coming in (amazingly) one inch taller. Naturally, this causes us to wonder how many Sentra sales are lost to the Versa. Sure the Versa has 55 fewer ponies in 1.8 SL trim, but it's also over 500 pounds lighter, available in both sedan and hatch configurations, and starts at $4,000 fewer bucks to boot.
The Sentra's overly generous height and long wheelbase conspire to create some odd proportions, and to our eyes, the resulting design looks awkward and narrow – there's just no getting around the very tall, incredibly bulbous greenhouse. On the bright side, our SE-R tester did have some nice-looking features that differentiate it from its less sporty siblings. For starters, the SE-R's new 17-inch wheels help give the Sentra's profile some added visual pop. Also added are bodyside moldings and a restrained rear wing that lends the slightest amount of sporting pretense.

Nissan has added more SE-R cues inside the cabin, where a pair of leather buckets await front seat occupants. The thrones are incredibly comfortable and well-bolstered, giving the Sentra a more upscale feel. Unfortunately, that initial impression of quality quickly departed upon closer inspection of the rather bland dashboard laden with low quality, hard-to-the-touch plastics. If the SE-R didn't come with twin pod meters displaying oil pressure and lateral acceleration(!), along with Nissan's new low-cost navigation system, the interior would have looked like a barren landscape of automotive-grade Tupperware.

But while the Sentra's interior is nothing to look at (or touch, for that matter), the layout and functionality of buttons and knobs are well executed. There's something to be said for a vehicle that's incredibly easy to operate from Day One, and the Sentra's large knobs and steering wheel controls are as intuitive as they come. While it's true that the Sentra's overstuffed dimensions make for a pretty bland-looking sedan, once you get behind the wheel, those extra inches work to your advantage.

Nissan's new $400 system was designed for lower cost, high volume vehicles like the Sentra, and while it's not as sophisticated as other systems we've sampled, it's also about a quarter of the price. Despite the discount, it still comes complete with a 4.3-inch, touch-sensitive LCD screen and the ability to interface with iPods and MP3 players while also working with Bluetooth-equipped phones to deliver hands-free calling.

Like the rest of the Sentra interior, we found the system to be intuitive and easy-to-use, offering all of the gas station and restaurant-finding capabilities we've come to expect. Unfortunately, our pre-production tester apparently had a glitch that inhibited its route guidance abilities, but Nissan assures us that the system will work as-advertised once it reaches mass-production. We'll reserve judgment until we can test another example.

As much as we'd like the Sentra's interior quality to improve, all would be forgiven if the SE-R lived up to its sporting ancestry. After all, we adored the original B13 SE-R of the early Nineties, and the $4,000 premium over the base Sentra means that this model ought to live up to once-formidable badge. Dolling out 177 horsepower and 172 pound-feet of torque from its 2.5-liter four-cylinder, the SE-R had enough power to push 3,115 pounds of sedan, but it never managed to set our blood to boil – or really get it much above room temperature. Redline comes at a pedestrian 6,000 RPM, with maximum torque available at 2,800 RPM. The 2.5-liter mill delivers smooth acceleration (we'd estimate 0-60 at between 7.5 and 8 seconds) that's a bit better than what you'd expect in a C-Segment sedan, but it doesn't sound or feel race-inspired and the SE-R's XTronic continuously variable transmission (CVT) dashes any hopes of enthusiastic driving.

The CVT – essentially a gearless transmission – keeps the engine in the optimal RPM range at all times in order to improve performance and efficiency. But unlike other CVT-equipped vehicles, we found ourselves using the paddle shifters to provide six forward shifting points and avoid the feeling of the shiftless transmission for performance purposes. It worked, but just barely. To compound matters, the CVT didn't appear to do much to improve fuel economy either – we only managed a marginal 23 miles-per-gallon during moderate to heavy driving with a 60/40 highway/city mix.
But the story got a bit better when it came to ride and handling. The sport-tuned suspension offered a bit of an edge, without punishing the SE-R's occupants on imperfect roads. And while the speed variable electronic steering has a nice heft to it, the tiller lacks some feedback for our tastes. When tackling turns at higher velocities, we noticed more than a little body roll – not surprising given the Sentra's high ride height – but for a vehicle billed as a sporting runabout, there was more lean than we expected. Coupled with the aforementioned vague steering, the SE-R doesn't exactly offer a recipe for confident backroad carving. Beyond sport-tuned spring rates, the only other major hardware update for the SE-R is up-sized 17-inch wheels mated to P225/45VR17 Continental ContiProContact tires that aid in keeping this up-level Sentra connected with the road.

We did experience a few bouts of torque steer when accelerating hard from a stop, and in each instance the SE-R pulled to the right on dry pavement – again, not confidence-inspiring. Braking was solid thanks to standard four-wheel disc brakes (11.7 inches up front and 11.5 inches in the rear), but you may want to step up to the Spec V model with its larger 12.6-inch front rotors to keep braking distances and rotor temps in check if you're into canyon runs or track days.
After a few days behind the wheel of the Nissan Sentra SE-R, we found ourselves somewhere between uninterested and nearly satisfied. Not the sort of emotions that attract us to a new car. The Sentra scored points for comfort, ease-of-use and general spaciousness, and we commend Nissan for offering an inexpensive in-dash navigation option. But does a cheap navi and WYSIWYG functionality enough to justify a $22,000 price tag for this Sentra SE-R? Not really. The Sentra's interior materials are just too cheap and the SE-R's performance too pedestrian to justify its higher price tag (let alone its once-storied SE-R badge). From where we sit, Nissan either needs to get serious about the Sentra or its compact sedan will never end up at that altar; unless it's in charge of fluffing the bride's dress.

2010 Nissan Versa lives life large

2010-07-14T11:27:00.000-07:00

2010 Nissan Versa SL – Click above for high-res image gallery

Small, affordable cars are like mushrooms. They quietly go about their business in the soggy bottom of the market, tolerated more than celebrated. Occasionally, the fungi mutates into a truffle, and so it is with this less-respected branch of autodom.

The Nissan Versa is no market newcomer. Introduced in 2007, it's trudged along unloved in the U.S. while faring better in markets outside the States as the Tiida. As with cuisine, some regional flavors are an acquired taste. The Versa hatchback has a decidedly "big in Europe" thing going on, with its distinctive shape and tall-hatch proportions. Taking into consideration Nissan's close relationship with Renault, the styling even seems Gallically influenced. We nabbed a pair of Versas, an S with six-speed manual and an SL with CVT, to see if Nissan's efforts are fetid or delicious. Make the jump to find out.
Styling is one of the main weapons automakers have when prices are low. The Versa five-door comes off a little bubble-ish with its high-arching roof, but it's a boon to occupants. There's a squared-off C-pillar in back that doesn't consume visibility, and its reverse-cut suggests some Renault influence, as does the nose. New up front for 2010 is a redesigned grille, set between lamps that continue the European-influenced theme.

There will inevitably be detractors, but the Versa isn't styled for shock value. It's not so much pretty as it avoids the overt weirdness that can creep in when prices are low and hardware is pedestrian. Even in the flashy Metallic Blue that our SL tester wore, the Versa is relatively nondescript; the latest in a line of inoffensively styled Japanese hatchy things. Blending in isn't necessarily bad, and if you want more expressiveness, Nissan offers the Cube on the same underpinnings.

The interior follows the same design ethos of not rocking the boat. No element is overwrought on the cleanly-styled dashboard. The expanse of nothing that faces the front seat passenger cries out for a little something, though. At least it makes it easy to peg the quality of interior plastics and fit and finish, which is pleasing to the eye, if not the touch. All cars in this price range carry similar looks-decent-feels-nasty interior materials, and knocking the Versa for such would be unfair. While it's not an Infiniti-grade interior, the colors and materials come off as well-chosen. The dashboard and door pulls give an anti-style message, but they don't feel unfinished. The charcoal cloth upholstery and tan tweed headliner feel more luxurious than you would expect, and the whole interior milieu somehow evokes Golfs of the past.

The Versa's upwardly-bowed roof keeps the headliner off hairdos and also adds to an airy atmosphere inside. There's storage cubbies aplenty, and the ergonomics are a delight. The radio sits high in the dashboard, right at hand. Nissan offers a bargain-priced navigation unit in the Versa, a surprisingly high-end touch in a car that's in the $15,000 range. The Suzuki SX-4 offers standard navigation, but the Versa's integrated option is a slicker implementation.

Three big knobs for the HVAC are simplicity itself, and they back up their easy use with a tight, non-sloppy feel. It may seem a small thing, but controls without slack add to a feeling of build quality, and the Versa's HVAC controls feel better than those in some luxury vehicles we've tried. High-G cornering will send your beverages flying from the shallow cupholders, though the door cubbies accommodate bottled drinks.

Ergonomic complaints are few, indicating that the Versa's interior is a solid effort, overall. Some gripes include the steering wheel cruise control buttons, which could use identifying dots to lessen the need to look down while underway, and It would be nice to have some padding under your elbows, especially on longer drives. The gauges, however, are clearly seen through the steering wheel and the seats are a comfortable surprise. Plastics are hard to the touch, for sure, but there's not a cheap sheen on surfaces.

The base Versa comes equipped with a 1.6-liter four-cylinder that hums out 107 horsepower. Both Versas we tried had the up-sized 1.8-liter, 122-horsepower engine. From the gutless performance of the larger engine, we can only surmise that the 1.6 is an engine for drivers accustomed to planning every move. It could be that we're used to explosive horsepower, but even with its short gearing, the Versa feels light on torque. Fortunately the engine doesn't mind revving, and it's just boomy, not rough.

Surprisingly, the 1.8-liter engine is better when teamed with Nissan's XTronic CVT instead of the six-speed manual transmission. Unfortunately, the XTronic is only available in the SL trim level, sticking bargain hunters with a four-speed conventional automatic if they want a shiftless Versa S or 1.6. Nissan does some of the best CVTs in the business, and even with a smallish four-pot, the Versa avoids the breathless-rubber-bandy experience common of small engines and gearless transmissions.

A six-speed manual also isn't common in this class of vehicle, and the great promise from such a ratio-spread is phenomenal fuel economy. Nissan went the other route, with smaller ratio gaps between gears. This approach probably lends performance to the 2,700 pound Versa S, though it's not a point-and-shoot driving experience. On the highway the engine spins around 3,000 RPM at sane speeds, adding more boom to the zoom, and stirring the transmission is video-gameish with a disconnected-yet-smooth shifter action.

The Versa is softly tuned, making it a comfortable rider. Despite that, the chassis doesn't flail around if you force it to rough-house. Make no mistake, there aren't any sporting intentions here. A beam axle is used out back, enhancing the rear load area at the expense of all-out handling. Steering points the car without doing much else, like communicating tire grip. Braking is likewise unexceptional in use. The pedal is pleasingly firm, and the Versa's disc/drum setup with ABS, electronic brake force distribution, and brake assist brings things to a halt. Simple and straightforward.

The Versa's mission is to soothe your nerves as you appliance around. There's a lag time between turning the steering wheel and the chassis responding, and the general impression is that the Versa is tuned to feel bigger than it is. It's at the big end of its class, and the EPA even classifies it as a mid-size car. It's tough to argue with the idea that the Versa could convincingly stand in for cars with larger footprints. There's plenty of space inside, a useful hatchback body style and it's rather comfortable. There's also far less wind noise in the Versa than in the Cube, and its styling is also more mainstream – a plus in many books.

Despite the promise of a six-speed transmission and relatively low curb weight for these times, fuel economy for us was a disappointing high-20s in mixed driving. City mileage with the 1.8-liter engine, however, is definitely better than traditional mid-size cars, and the spacious interior and hatchback brings near wagon-like usefulness to your driveway for far less than $20,000.

The Versa is large for its class, for sure, and it's filled with class-appropriate materials while driving more refined than you'd expect from its position in the Nissan pecking order. Our only question after sampling the Versa is: Why is there still a Sentra? In the inexpensive-not-cheap car realm, the Versa has a lot to offer, and its substitution of calm where others go frenetic will please potential buyers – and steal a few Sentra shoppers in the process.
source by autoblog.com

Nissan to recall 48k trucks, SUVs over potential suspension issue

2010-07-14T11:23:00.000-07:00

The Associated Press is reporting that Nissan will recall 48,700 trucks and SUVs for a suspension problem that could lead to an unforgiving ride. The recall, which could officially begin as early as this week, involves the 2010 Nissan Titan, Pathfinder, Armada and Xterra, along with the Infiniti QX56. The recall is related to a suspension control link that may not have been welded properly. If the weld is insufficient, the bushing collar could crack, leading to the kind of ride that bruises kidneys and rattles fillings.
Nissan spokesman Colin Price reported to the AP that the company is working with the National Highway Traffic Safety Administration to get the recall processed as quickly as possible. Once a recall is officially announced, Nissan will provide a fix at no cost to the customer. No accidents have been reported as a result of this potential issue.

[Source: The Associated Press]

2010 Rolls-Royce Ghost is smaller in size, still larger than life

2010-07-12T15:58:00.000-07:00

2010 Rolls-Royce Ghost - Click above for high-res image gallery

Rich people are different from the rest of us. Their wants and needs involve parameters and details completely foreign to the proletariat. While we use our vehicles for transportation, utility and sport, the rich view their automobiles as a necessary accoutrement to their elevated lifestyles.

For the ultra-wealthy, an appropriate equivalent might be an original Remington bronze or Picasso painting. And just as they need art in their mansions, they need beautiful transportation. The 2010 Rolls-Royce Ghost lives up to those lofty requirements by simultaneously being a rolling work of art and a status symbol beyond reproach.

Like access to the Queen, our time with the Ghost was strictly limited, so comprehensive driving impressions will have to wait. But what we did get was a rare glimpse into what the world's richest inhabitants will enjoy when the Ghost goes on sale this year. And as you'd expect, life is good on this side of the financial Bell Curve.
In the world of automobiles, there are better vehicles than the 2010 Rolls-Royce Ghost. Some may feature more complex and innovative engineering. Others may provide more performance. There are certainly more expensive and exclusive cars.

But none of these facts matter. To those attracted to the newest, smaller Roller, what matters more is how the Ghost goes about its business of enhancing a well-off individual's life.

Certainly, the engineering is solid. It's what you'd expect of Rolls-Royce's caretakers at BMW. Approximately 20-percent of what's used in the Ghost is related to the current and previous generation BMW 7 Series. In other words, Rolls-Royce started with premium stock and went no where but up.

Certainly, the 2010 Ghost has more street presence than BMW's flagship. The differences are so great that most would never know the two were related, even with the knowledge that the hallowed British marque is under German control.

The Ghost's lines are artfully drawn, not a bit fussy or over done. They are simple and elegant, and impart a sense of solidity. Important details such as the coach doors (otherwise referred to as "suicide" doors by the unwashed masses) allowed designers to make a single element of the front and rear door handles. The design simply looks right. Tiny details reinforce the aura, including the "RR" centers that spin freely within the wheels so the logo remains upright at all times.

While there's not much to set the Rolls apart at the rear – those chromed exhaust tips are a $3,200 option – up front the car's heritage is unmistakable. Set off by the optional $5,000 Silver Satin Bonnet finish, the smaller-than-on-the-Phantom recessed grille looks appropriately updated and none-too-large given its surroundings. The strong horizontal shape of the Xenon headlamps (with integrated running LEDs) accentuates the fenders and provides another familial styling cue. A single line of turn signal LEDs rest directly below the main lamps, and standard foglights would apparently be gauche.

And, of course, one cannot overlook the Spirit of Ecstasy. She's been the brand's mascot since the very beginning, and looks remarkable for being 99 years old. She first adorned a Rolls-Royce in 1911, and has been used in various poses ever since. To protect against theft and in the event of a collision with a pedestrian, she quickly retracts into the faux radiator shell. Find her image in the gallery and look at how lovingly she was sculpted. If you look close enough, you can see how her young eyes look eagerly ahead. While setting a good example for all, her eager attitude is warranted given the performance available from the Ghost.

Based on the twin-turbo V12 from the fourth-generation E66 7-Series, the Ghost's engine has been stroked from 6.0 to 6.6 liters and produces 563 horsepower at 5,250 rpm with 575 pound-feet of torque at just 1,500 rpm. The gearbox is based on a unit spreading through BMW's ranks, the excellent ZF eight-speed automatic.

The suspension is unique to the Ghost, and uses a double-wishbone arrangement up front with a multi-link setup out back. Air springs work in concert with variable dampers and plenty of electronic algorithms to provide uncanny handling for a car that weighs nearly three tons (5445-pounds without occupants). The example we drove was shod with optional 20-inch wheels and tires (another $5,000 option). The doughnuts measured P255/45R20 in front and P285/40R20 in the rear, so there's no need to wonder whether the Ghost possesses the physical means necessary to exercise great mechanical grip. The brakes were equally large, with the front discs measuring over 16 inches.

While substantially engineered, most Ghost owners think as much about horsepower as they do about the enriched soil used in their rose gardens. What they care about is the aforementioned exterior style and how the interior speaks to their inner Richie Rich.

Unlike the exterior, which seems to be a more cohesive design statement, the interior is a mash-up of old-world charm and modern-day technologies. Matched wood veneers (all pieces from the same tree) and beautiful hides (some 10 pampered bovines give their all for each Ghost) coexist with an 10.2-inch LCD screen and a version of BMW's iDrive. It feels a bit like having a microwave oven in the kitchen of a historic British castle.

Most of it works just fine, but some of the fussy design details seem intent on pandering to perceived luxury, not luxury itself. The chromed buttons on the steering wheel, for instance, are so shiny that it's nearly impossible to identify their function.

For those familiar with BMW's biggest sedan, the amount of shared components inside is obvious. The operation of the entertainment and NAV systems is identical, and controls set into the rear armrest are nearly very close to the 7 Series. It's likely most owners won't notice.

One of the pieces we thought wonderfully elegant was the power-closing rear doors activated by an interior switch. The wide openings (we're told they come out to 83-degrees, but we didn't bring a protractor) make elegant and demure entries and exits from the rear seats a breeze. Flash-prone pop stars might not appreciate it, but society ladies will.

Representatives of Rolls-Royce say that the Ghost is designed to be driven by its owner. (Sorry, Jeeves.) Provided the owner isn't a rabid fan of the Audi R8 or Ferrari California, he'll think the Ghost is something pretty special when it comes to chassis dynamics. The acceleration will certainly get your attention, as the engine's ability to hustle the massive slab of sedan to 60 mph in around four seconds is enough to make you reach for a pricy aged scotch (but not while driving, of course).

Our driving experience in the Ghost was limited to about an hour on the surface streets in and around Philadelphia, PA. In these confined environs, the Ghost gathered speed so quickly it felt like we were being whacked forward by a massive velvet sledge hammer.

The adjustable suspension did a commendable job of managing the huge throttle and brake inputs, but while the body movements were well controlled, the ride was more Lexus/Mercedes-Benz than BMW. The adjective "wafting" is not quite accurate – it's actually more of a semi-waft.

As you'd expect, the Ghost was supple and road noise was commendably subdued. However, the ride was not substantially more comfortable than the 760iL we had a chance to drive later the same day. As with so many other qualities, this isn't likely to matter.

The reality is that with the narrowing of the mean as it relates to overall vehicle quality and performance, a Rolls-Royce isn't that much better than other ultra-premium luxury sedans in the dynamic and comfort departments.

But this Ghost – priced at $297,325 – is not about miniscule differences in handling, power or features. This car is all about presence and statement-making. And it does these things remarkably well in the rarified air most of us will never breathe.
source by autoblog.com

2007 Rolls-Royce Phantom

2010-07-12T15:55:00.000-07:00

2007 Rolls-Royce Phantom – Click above for high-res image gallery

The Rolls-Royce Phantom is one of those things that breathes air so rarefied, one's imagination runs wild. It's not hard to envision a factory perched atop Mount Olympus that's staffed by gods turning solid blocks of unobtanium into these individualized rolling spectacles. Remarkably, the Phantom is actually the work of mere mortals. Some are in Germany, the rest in England at Rolls-Royce's Goodwood factory where these cars are hand-assembled with an incomprehensible attention to detail. Massive in form, decadently appointed, stratospherically priced and absolutely, positively

unmistakable, each Rolls-Royce exiting this facility is an event in and of itself. The experience is reserved for the select few who can cover the significant cost of entry, but sometimes there are exceptions. Like me, for example. The Car Gods (and the good people at Rolls-Royce Motor Cars North America) saw fit to place a two-tone silver Phantom in my care for a weekend. When it pulled into my driveway, I couldn't help thinking my life had turned into a rap video.
Okay, maybe an otherwise very boring rap video. After all, I have no entourage of yes-men and bikini-clad dancers, no motorcade of Escalades and G-Wagens on standby, and no paparazzi giving chase. Nor are any of those things required. The Phantom transfers instant demi-celeb status to its driver and passengers. A car longer than a Chevy Suburban with a sticker price equal to a substantial mortgage tends to have that effect. Plus, the Phantom is awesome to behold, carrying with it a unique road presence, to say the least. If someone were to say that it had its own gravitational pull, we'd simply nod and avoid driving near shopping carts. Then, for kicks, we'd head to the seashore and investigate whether we could alter tidal patterns with a few drive-bys.

As mentioned earlier, ours was decked out in a classy two-tone silver finish -- dark on the bottom, lighter on top, with subtle contrasting pinstripes running along the coachwork's upper swage line. The car's mammoth physical proportions are best appreciated in profile. Despite a hood that looks expansive enough to support naval flight operations, the car's front overhang itself is actually very short. A rakish windscreen climbs up to a roofline that's taller than the angled side glass would suggest, and it arcs back down into the Phantom's signature, ultra-thick C-pillar. A longer rear overhang accommodates a spacious trunk, which RR says will swallow four golf bags. There are no unsightly antennae marring the Roller's bodywork -- they're all hidden beneath the radio-transparent composite front wings (that's "fenders" to you, my fellow Americans). The chrome 21-inch wheels' always-upright "RR" center caps are spaced 140 inches apart. Let that sink in for a moment, and then realize that this is the "short" wheelbase Phantom.

Moving forward, the car's expressive front end coolly sizes you up through its narrowed "eyes," which actually house the high-beams and turn signals. The round, low-mounted lamps are the Phantom's Xenon headlights, and they flank the iconic, Pantheon-shaped radiator grille. That highly-polished edifice is topped, as always, by the Spirit of Ecstasy, and when the sun hits it straight on, playing off the vertical slats and that flying lady, we're pretty sure it's visible from the International Space Station. The car's uncluttered rear is the only area that can be accused of coming up short in terms of visual drama. Aside from a substantial chrome trim plate on the bootlid, there's little flash to be seen back there, and the subtly detailed taillamps look small against the rest of the package. That stated, it doesn't matter. There are cars that make an impression when they arrive, and then there's this. This, dear friends, causes a commotion. And if the outside isn't impressive enough, opening the doors to the cabin introduces you to new, absurdly fabulous levels of luxury.

If you're the driver, a pull on the front door's chrome handle grants you entry into a cockpit that is a visual and tactile feast. Sliding into the the Consort Red leather seat, the first thing to cross my mind was, "so this is what 'no expense spared' looks like." How else can one react to the ambiance Rolls-Royce has created? Before you, the instrument panel is finished in splendid, warm Elm, which also dresses up the wide spokes on the thin-rimmed multifunction steering wheel and the lid to the front seat cupholders. Three round white-on-black gauges tell you what you need to know. In lieu of a tach, Rolls-Royce uses a Power Reserve % gauge. At idle, the needle sits at 100%. Give the car gas, and it creeps leftward as the engine uses more of its available power. You quickly learn that the Phantom always has a healthy power reserve available. It never breaks a sweat.

A 160-mph speedometer sits front and center, and to its right is a combination fuel/temperature gauge. A pair of small rectangular displays house the warning light cluster and the digital multifunction readout (fuel consumption, trip odo, etc.), completing the set of primary instrumentation. A handsome analog clock takes up the middle space, and tumbles out of sight to reveal the main LCD screen if the hidden iDrive controller is popped open (a nice touch) or if the "organ pull" located to its left is pressed. More often than not, I kept the LCD screen tucked away, preferring the classic look the clock bestows. The nav display isn't the only thing that's hidden, either. The power seat controls are placed out of view under a front-hinged leather lid in the center console.

While iDrive is required for a number of the car's myriad techno features like the navigation system and Tomahawk missile launcher, the things you're most likely to adjust while underway can be set with old-fashioned dash-mounted controls. (We're kidding about the TLAM, by the way. It's not standard, but we're sure Rolls can accommodate you via the Bespoke program.) The controls at hand (or on the steering wheel) let you tune the radio, change audio sources and manage the HVAC system without delving into a menu. Oh, and all that switchgear is high quality, too. Everything from the little "violin key" nubs used to control a variety of different functions (window lifts, radio presets, sunroof -- the list goes on), to the fan-control dials and HVAC temperature selectors have a robust feel. The same goes for the round air vents, which are heavy to the touch and, like everything else in this rolling salon, simply ooze sybaritic quality.

Now that we've established that the front seat's a nice place to be if you're driving, let's head to the back. Entering the rear passenger cabin is inherently dramatic. Tug the handle and the rear-hinged coach door opens wide. Light spills into the compartment and exposes the gorgeous, curved rear lounge. If you know to look for it, the "RR"-embossed handle of the Phantom's standard-issue umbrella sparkles at you from its in-door holster (there's one for each side). The contrasting black leather trim on the door panel itself accentuates the red primary leather beautifully, and a chromed lid hides a substantial ashtray. In a Rolls-Royce, your vice is accommodated without having to check an option box and give up a cupholder.

The reasoning for the "suicide" doors in back is obvious the moment you step into the car. That's because you really do just step into the cabin. There's no need to maneuver around the door once you open it, so entry is easy. After your tush is planted on the rear seat, you can take a moment to appreciate your surroundings. Your feet rest on an impossibly thick lambswool rug. It's so lush, in fact, that friends and passengers instinctively kick off their shoes to better appreciate it. It's easy to get lost in the moment at this point, when you realize that you forgot to close the door. From the rear lounge, this would be a long and inelegant reach, massive door pulls notwithstanding, as you're positioned behind the doorframe when seated comfortably. No worries. There's a button on the window pillar beside you. Hold it down and the motorized door glides shut with a satisfying thud. This is usually followed by surprised laughter and exclamations of "No %$#@ing way!" from the rear occupants.

Pulling up on the front seatback reveals an exquisitely detailed snack tray. When it's stowed, the part facing the passengers is the same red leather as the seat. When opened, it's presented in the same veneered wood finish as the rest of the interior trim, and it's held up by sturdy, highly-polished hinged supports. The pièce de résistance, however, comes when you then lift the front edge of the snack tray and it slides up, revealing a 12" LCD display (one of a pair -- each seatback has one). This impresses folks as much as the power rear doors. The screen automatically blinks to life, briefly displaying "Rolls-Royce - Goodwood" and then defaulting to the onscreen menu and currently-selected entertainment source. An iDrive controller built into the hideaway center armrest lets the passengers choose what they want to watch or listen to. Those options include AM, FM, Sirius, TV (there's an OTA antenna built-in), CD or DVD. The audio is delivered through the fabulous fourteen-speaker Lexicon audio system, which makes the opening theme from "Shaft in Africa" sound particularly awesome with the volume cranked.

With the interior tour complete, lets talk about how the Phantom drives. Dock the Bimmer-style fob in its slot to the left of the steering wheel, apply the brakes, press the white Start/Stop button above it, and the 6.75L V12 awakens with a muted thrush then instantly settles into a quiet idle. Pop the car into gear via the column-mounted shifter and you're off. The first thing you notice when underway is the almost total silence that envelops you. Rolls-Royce didn't play around, and the occupants are ensconced behind double-pane glass in a compartment surrounded by sound-deadening materials. The attention to detail here shouldn't be overlooked. The wheel wells, for example, are fully-carpeted. Preserving the serenity of the cabin environment was clearly a top priority, and the Rolls-Royce engineers did a predictably good job. Around town, all you'll hear inside is the occasional thump from a pronounced road imperfection. What you won't do is feel it, as the Roller's suspension sucks up just about everything thrown at it. Get out on the highway, and the car remains quiet despite its blocky shape. You do get some wind noise around the rearview mirrors when you get the car's speed up, and it's probably exaggerated by the fact that everything else is so damned quiet. A flick of the stereo volume will blot it out entirely, and the rear seat passengers won't even notice it to begin with.

The car's 450 horsepower and 531 lb-ft of torque conspire to make driving at any speed a completely relaxed endeavour. Most of that torque is available at 1000 rpm, and unless you drop the hammer from a stop, the Phantom will launch in second gear, floating away gently, leaving its passengers unruffled. If you're cruising on the highway and dig into the throttle to put some space between yourself and the unwashed masses, the V12 responds instantly and effectively. Don't pay attention, and you'll find yourself humming along at speeds where the explanation, "Seriously officer, it only felt like I was going around 70" will likely be met with great skepticism and a hefty fine -- one the local constabulary will assume you'll have no trouble swallowing, at that. (Fortunately, I don't report this from experience.) Oh, and fuel economy? Not that the Phantom owner cares, but we observed between 9 and 10 mpg over the 4 days it was with us.

Behind the wheel, the 50/50 weight distribution lends a real sense of balance, the steering effort is light but never feels overassisted, and the big Roller goes where you tell it to with no unwanted drama. Comparisons to Aladdin's magic carpet are apt, only the Phantom's a lot better-equipped. The tradeoff for this almost complete lack of road-induced cabin turbulence is some notable body roll if you try and fling it into a turn too aggressively. Of course, if you expect the handling of an Elise in a 19-foot-long, 5,500-lb car appointed like the Queen Mary 2, you're really not being a very reasonable person. At a relaxed clip, the Phantom glides through those corners in the dignified manner an owner would expect. Brakes that could halt a locomotive corral the Phantom with ease and complete the overall dynamic package.

Forward visibility is good, but getting used to the long hood might take a little time for some. Rear visibility is obviously impacted by the massive c-pillars, but if you use your mirrors like they taught you to in driver's ed, you won't encounter any problems. Still, the car's length can create situations that are initially vexing. For instance, while taking my Dad for a ride, I came to a stop sign where the quiet local road I was on intersected with a busier, more-trafficked route. Even though I had the car's nose lined up with the sign, I was set so far back, I couldn't get a clear read on what was coming from either direction. This was slightly unnerving, as blindly driving a car that cost more than my house into oncoming traffic didn't seem like such a hot idea. My dad, riding shotgun and thinking he had discovered a weak spot, weighed in with, "Aww, come on. You can't see the road."

"Watch this," I replied, knowing something he didn't. I flipped the clock back, bringing the LCD display into view. Then I pulled back on the short stalk poking out of the steering column's left side -- the same one used to flash the high-beams. In this case, however, that action activated a little dual-lensed camera mounted in the center of the front bumper. A split-screen image showing me views up the intersecting road in both directions popped onto the display. With this extra assistance, I was able to easily judge when it was safe to pull out of the side street. My Dad's jaw has yet to return to a fully-closed position. It's the littlest details that blow people away.

Dropping jaws are a common sight outside the Rolls, too. You see, in-the-wild sightings of Phantoms are kind of rare for the average Joe, and while you might be able to slip by quietly if no one's looking, the Rolls is a commotion-in-waiting for those whose field of vision it does cross. It's not something you miss when it comes into view, and be prepared to host impromptu Q&A sessions if you're ever fortunate enough to have one for a spell. A routine trip to Starbucks became a lengthy affair, as it took me an extra 10 minutes just to walk into the shop while I chatted with folks sitting at the outdoor tables. As this went on, a steady stream of people in the shopping center approached the parked Roller, peering into the windows and giving it a thorough walkaround. I think the entire kitchen staff of the local pizzeria came out before it was over. A nighttime trip to Dairy Queen saw several local kids' eyes turn into saucers as they comprehended what just cruised into their hangout. And after a trip to pick up some sushi, the denizens of a local cruise night -- and these were people with some seriously nice cars themselves -- all tracked the Rolls as it drove out of the shared parking lot, heads on swivels. Everywhere the car went, it became the focus of attention. People stopped me. They asked questions. I let them check things out. They smiled at the peek-a-boo hood ornament when she ducked into the grille on command, and walked away happy. Sometimes astonished. Mostly delighted.

There's a reason for that. The Rolls-Royce Phantom is rare and special. There are, at this moment, around 1500 of them in the United States. In most neighborhoods, you'll never eyeball one. You cannot buy one (a new one) without spending upwards of $330,000. That figure, gaudy though it may be, is perhaps its most irrelevant statistic. For the shopper considering a Phantom, our tester's $372,600 sticker might as well read $3,726. The Phantom shopper has the money -- it isn't even a consideration. For example, I had a Phantom for a weekend, but there are plenty of Phantom owners who keep a spare one at their weekend homes. Now, I now know why. The Rolls-Royce Phantom is one of the best cars in the world -- some would say it's the best. Exquisite detail, an effortless but rewarding drive, and an unparalleled, magnetic street presence make the Phantom unique, giving credence to that point of view. People often asked if I was intimidated by it. The answer is no. I embraced it for what it is and drove it everywhere I would drive my own car. source by autoblog.com

Rolls-Royce Phantom Coupe

2010-07-12T15:50:00.000-07:00

Rolls-Royce Phantom Coupe – Click above for high-res image gallery

We were lucky enough to ride in the concept car two years ago, when the now Phantom Coupe was called the 101EX. Our words that day were "You have to build this car." And we've been waiting ever since the end of that sentence for this day to come. It was evident even as a concept that no other coupé -- with two syllables, please -- promised such a return to Jazz Age glamor, when a gentleman motored from Antibbes to Monaco in a Hooper bodied Phantom II to visit that Polish countess he'd had his eye on. So, when Rolls-Royce called with the invite to Goodwood to drive the new Phantom Coupe from England to Crozet, in the South of France, it would be our chance to see if the promise was delivered. Follow the jump to find out.

The Phantom Coupe is a large car. This is not surprising -- it's a Rolls-Royce, and it's based on the Phantom, which is an even larger car. But parked among other Coupes and Phantoms, it didn't seem so big -- not even when we had to stand on tip-toe to sit in the seat. But at one point, when we pulled into a gas station in France, we lined up for a spot between a Golf cabrio and a Renault, and all of a sudden it felt like we were trying to park the Death Star. Incredibly, even once we had slotted in, there was plenty of room to open the massive suicide doors and retrieve the French chocolate we'd been craving.

The sleight-of-car is due to the magic Rolls-Royce has in making its vehicles drive a lot smaller than they are. The Phantom Coupe has the same dimensions as the Drophead Coupe, at 18.5 feet long and 6.5 feet wide, but a half an inch lower due to the hardtop. For comparison, we drove the Phantom EWB right after getting out of the Coupe. The EWB is ten inches longer than a regular Phantom, which is itself ten inches longer than the Phantom Coupe, and there was practically no difference. You look in the rearview mirror and you can see that the guy in back is a lot further back... but the cars feel the same size. In the Coupe, at no point do you think you're driving a car that is 17 inches longer than a BMW 760Li. Speaking of length, though, that back seat isn't anywhere near as spacious at the one in the BMW, but there's room for an adult to be comfy long enough to get wherever you'll be going, which is probably from your penthouse to the club, or the yacht, or the Michelin three-star restaurant...

Since it sheds the convertible top, the Coupe also benefits from a gas tank and trunk that are both 25-percent larger than its droptop sibling. Filled up, the fuel gauge said we could go about 635 kilometers on the 100-liter (26.4 gallons), and we were told that you can fit four bags of clubs in the 395-liter boot.

Underneath, the car features the 6.75-liter V12 that well heeled customers have not stopped loving. Chassis-wise, it's the stiffest Rolls-Royce in the lineup, and utilizes different spring rates, stiffer dampers, a thicker rear anti-roll bar, and steering tuned for more response. The car also sports a 49:51 weight ratio. With all that, its 453-HP and 532 lb-ft pulls 5,798 pounds of car from 0-60 in 5.6 seconds, on to a governed 155-MPH top speed. Imagine being able to sit on the back of a white rhino and hit the gas, you'll get the feeling.

Inside, the car is pure Rolls-Royce: an uncluttered, leather-stuffed, organ-stop- and violin-key-ornamented suite. There isn't really much going on, but it's almost all there. Some of it is hidden, like the seat controls under the center armrest, which is a minor issue, and the media screen controller, which is a good thing. The dash is little more than a speedo in the center, a gas gauge to the right, and a Power Reserve meter to the left, which we guarantee you will never have cause to look at, unless you're drag racing Astons up Mont Ventoux.
But let's get to the pièce de resistance inside the car: the starlight headliner. Sadly, the northern latitudes of our locations meant daylight came so early and stayed so late we were never in the car at night. The darkest it got while we were actually driving the car was during the Chunnel ride from Dover to Calais. We turned on the headliner in our boxcar, and frankly, it wasn't that impressive. It made us go "Ah, neat... lights..." On the last night, however, Paul Farraiolo, president of Rolls-Royce NA, swiped some keys so we could experience the headliner in the dead of the Alpine darkness. And then it made us go "Ah. I see. Lights!"

There are 1,600 fiber optic lights placed in the headliner, each one created by one woman -- by hand. It comes with what was called a "rheostat," but what laymen would call a "dimmer switch." At its lowest setting the headliner is twinkle, twinkle little star. At its highest setting, there's a lot of light. It's soft light, not like the klieg lights in some other luxury cars, and probably bright enough to read the paper by. It really will be good for more than a few oohs and ahhhhs. It was a tad odd to be sitting in the driver's seat at 2 am and have the car lit up like the dining room. Rest assured, though, that that Argentine model you're taking to dinner next week is going to love it.

We asked a Rolls-Royce honcho on the first day, when we'd drive from the factory in Goodwood to the Champagne region in France, what he really wanted us to get from the car. They wanted us to see how easy the Phantom Coupe is to drive over long distances. With six hundred kilometers ahead of us, we'd have plenty of time to find out if he was right.

Well, he was. In fact, he was almost too right. The car is so easy to drive, so comfortably over long distances, so uncluttered in presentation, and asking nothing in return, that, dare we say it, at one point... cruising effortlessly at speeds you don't want to know about down the French autoroute... the car... ceased to feel special. That's right. It felt so much like driving our living room that we began to feel as special as we do in our living room... and although we like our living room... it just doesn't make me feel all kingly.

How can we say this? Let us count the ways: the car doesn't register anything but the mightiest of bumps, lumps, and holes; the steering is just-right responsive for a big luxury tourer, requiring neither laser focus to keep things straight, nor being so lax that you need to turn the wheel before you actually want to turn the wheels; the only thing there is to play with are the climate control knobs, which, not being digital, could involve a bit of finessing to get the temperature you want; and the last thing: when the windows are up, the outside world ceases to exist.

The windows on the car are two slabs of glass that sandwich a thick slice of glazing material. Journos at another publication wrote that they noticed the windshield wiper motor noise. And we noticed it too, as well as the furious amounts of wind gliding around the massive front end and A-pillars. But all wiper motors make noise, and all vehicles feature some sound effects from wind. The reason you notice them so much in the Coupe is that there is nothing else to hear. The car is so well insulated, and the windows are so thick, that there's no road noise, you don't hear cars and trucks next to you. It's you, the wind noise around the A-pillar, and... the crickets. That's it. So when you roll down the windows, the volume inside the car jumps a noticeable number of decibels, and you remember, "Oh yeah, there's, like, stuff out there." Yeah. It's called the Earth.

It was day two in the car that returned the feeling of privilege to us. We had another 600 kilometers, but this time it would be over back lanes and B-roads. And it was then that we discovered the "S" button on the steering wheel, also called "The Roundabout Button." It doesn't do much: it changes the gearbox programming, dropping you down a gear immediately, and then kicks down gears faster, holds gears longer, and increases accelerator pedal response. But it has a much larger affect on the car than those changes would imply. Come to twisties, and the car jumps out of corners and bolts for the next one. Imagine that white rhino mentioned earlier, after doing 0-60 in 5.6 seconds in its basic guise, then put on a pair of gold Nikes like the kind Michael Johnson wore in the 1996 Olympics, and gave you a look like "Let's get it on!" It's hard to believe, even while doing it. If anything -- or rather, if there are any other Coupe buyers who drive like us -- we can imagine a few of them ending up in walls and ditches. The car hurtles out of turns and down straights, but there is still the issue of 6,000 pounds needing to enter and get around the next turn, and you could end up having so much fun that you forget about a silly little thing called physics. By the end of that day, all was rosy in the world again, and we felt as just special as we thought we should.

There are things I could complain about, like the BMW 7-Series key and the finicky iPod integration. But I won't. People buying this car simply don't care. Issues like that are on the list entitled "Things Phantom Coupe Buyers Don't Give One &%$#@! About," and just after gas prices and insurance premiums, they are numbers "Whatever" and "Did you say something?"

What you need to know is this: the car is supercalifragilisticexpialidocious. All promise has been fulfilled, and it has all the grace, presence, manners, and gawk factor that you would expect from any Rolls-Royce. What's more, when you decide to give it the Big-Brown-down-the-back-straight treatment, the car goes. It's big and drives small. It's massive and goes fast. It's luxurious and uncomplicated. It looks great and will get you looks -- and crowds -- all day. And remember, get a model close to that starlight headliner and it's a done deal. The only catch is that you'll need $400,000 before taxes, options, models, and Polish countesses. But honestly, is that too much to pay for a leather-lined ticket to the promised land? As far as we're concerned, no. In fact, we'll still take two, thank you.

One last note: Rolls-Royce had a few words to say about the RR4, the first being "Don't call it a baby Rolls-Royce. It will be noticeably larger than a 7-Series, and it will be more expensive than any Bentley." When Tom Purves, CEO of Rolls-Royce, was asked "Even the Arnage?" his answer was "Any Bentley." So there.
source by autoblog.com

Sheikh, Rattle and Rolls: Another special Phantom for Abu Dhabi

2010-07-12T15:47:00.000-07:00

Rolls-Royce Phantom Yas Eagle edition – Click above for high-res image gallery

If there's anywhere in the world where they know how to gild a lily, it's the Persian Gulf. The oil-rich emirates there seem to have an endless appetite for items of, shall we say... questionable taste. And Rolls-Royce seems to have no qualms about milking the region's appetite for all it's worth.

Along with the gold-dipped Drophead Coupe and the series of special editions exclusively for the Gulf, Rolls-Royce has crafted another special Phantom for the land where oil flows like water. Called the Yas Eagle, this special was actually released a few months ago to coincide with the inaugural Abu Dhabi Grand Prix, but details have only made their way onto the Intertubes now.

The package can be ordered on any of the three bodystyles in the Phantom range: sedan, coupe and DHC convertible. It consists of a two-tone white and cobalt blue paint scheme (think the original Viper GTS coupe, sans attitude), an interior done up in blue and red leather (with matching top for the Drophead Coupe), special blue-stained ash veneers, white instrument dials, blue carpets, a checkerboard stripe running down the waistline and across the fascia, an illuminated hood ornament and oh, so much more. Have a look for yourself in the gallery below.
[Source: Automotive Design Corner] autoblog.com

2008 Saab Turbo X

2010-07-08T11:25:00.000-07:00

2008 Saab Turbo X – Click above for high-res image gallery

Turbocharging has been as much a part of Saab's DNA for the last three decades as jets. Saab didn't invent turbocharging, but the Swedish brand has probably embraced it more completely than other carmaker. With 2008 marking the 30th birthday of the first production Saab 99 Turbo, the gang in Trollhattan decided to celebrate with their meanest and fastest iteration yet. As we close out the 2008 model year, our Swedish friends are now starting to deliver the direct descendant of that first turbo, the 9-3 Turbo X.

Saab Turbos have come a long way over those three decades. The original 99 Turbo extracted 143 horsepower from its 2.0L four-cylinder engine to twist the front wheels. Most Saabs today are still powered by turbo four-cylinder engines driving those same front wheels. The Turbo X, however, adds two more cylinders and two more drive wheels. It also has nearly double the power and torque of that first effort. Fellow Autoblogger Dan Roth spent the day thrashing the Turbo X at a media preview a couple of weeks ago. We've now had the chance to spend a full week with Saab's newest baby in everyday use.
When press vehicles get shuffled off from one journalist to the next, occasionally things get bent or broken. Transmissions get destroyed, cars slide off on-ramps, and sometimes engines need repair. That means that the cars that we're scheduled to drive sometimes have to be canceled. Such was the case last week when the Audi TT we were expecting failed to arrive, leaving us trying to find a replacement for an upcoming weekend road trip. Fortunately, the GM press fleet manager called up less than 24 hours later to let me know the Turbo X had just arrived in the fleet. Barely 24 hours after that call I was signing for the keys to the sinister looking black Saab.

The Turbo X is the newest derivative of Saab's mainstream 9-3 lineup. The 9-3 is built on the same global Epsilon platform used for most of GM's mid-sized models. In addition to the 9-3, Epsilon is used for the Chevy Malibu, Saturn Aura, Opel Vectra and others. Although the next generation Epsilon II debuts this summer with the Opel Insignia, The Epsilon I used for the Turbo-X is still a fine architecture.

For 2008 the 9-3 got a major visual refresh, primarily in the front. The new face draws a lot from recent Saab concepts like the Aero X. The three port grille now looks much more aggressive and has more visual distinction than the previous edition.

Anyone familiar with Saabs of yore will feel instantly at home in the Turbo X. Like almost all Saabs, the key goes in the center console aft of the shift lever. By my fourth day with the Turbo X, I was almost consistently remembering not to reach behind the steering wheel. Unfortunately, the car that GM sent over was saddled with the six-speed automatic rather than the three-pedal shift-for-yourself gearbox. Saab does provide manual shift switches on the steering wheel, however, so you don't have to use the gear shift.

The air vents at the outboard of the dash and top of the center stack feature a little joystick in the middle that allow you guide the air where you want it to go. The temperature of the air coming out of those vents can be individually managed and automatically regulated for each of the front seats via the knobs lower down on the stack. Unlike many other current the GM products, the On-Star buttons are located just above the climate control knobs instead of on the rear view mirror. Front and center in the top of the stack is the same standard issue double-Din radio used on most other mainstream GM models like the Malibu and Aura.

At a starting price of nearly $42K you might think a head unit with a nav system should be a standard offering, but as is so often the case, that's a $2,145 extra. Regardless of its feature set, the standard radio sounds decent and is straightforward to use. As in all other applications of this unit, it also has the standard 1/8" plug on the front allowing you toplug in your iPod or other audio player (for the four of you out there using some other brand).

Aside from the odd-ball location of the key, the only other quibble we had with the interior layout was the location of the release for the steering wheel adjustment. The wheel is adjustable for both reach and rake. Unfortunately, the release is so far down the column, that after making an adjustment and trying the re-lock it, the steering wheel usually ends up moving again.

One button unique to Saabs is the Night Panel switch. Pressing the button at night switches off all the dash lighting except for the speedometer and even switches off the tachometer. Another thoughtful feature of the interior is the ribbed rubber inserts in the bottom of the storage cubbies in the center console. Cell phones and iPods placed in these compartments no longer slide around when cornering.

One element that certainly can't be faulted on the 9-3 is the seats. They were extremely comfortable over a three and a half hour drive from Ann Arbor to Yellow Springs, OH. Up to three combinations of seat and mirror positions could be stored in memory, which was handy as the test unit had an odd quirk that was likely a software bug. Every time I got out of the car and closed the door, the driver side mirror dipped down to look at the ground. Being able to just press the memory button restored it back to it's previous position. Once correctly positioned though, the Saab seats do a great job of keeping the driver correctly oriented during hard cornering allowing full mental effort to focused on positioning the car instead of the posterior.

Mechanically, the main thing that distinguishes the Turbo X from its lesser 9-3 siblings is the higher output 2.8L turbocharged V6. Compared to the Aero, the X picks up an extra 25 hp and 32 lb-ft of torque (now at 280hp and 295lb-ft). This engine is a smaller displacement variant of the 3.6L high feature V6 used in a range of GM products worldwide and, as always, it's smooth running and in this form has plenty of torque in the meat of the rpm range.

Unfortunately, if you're cruising along with the revs at around 2 grand, a quick stab at the throttle incites a momentary pause as the turbo spins up to generate some boost. Once that happens though, the Turbo X just leaps forward and takes no prisoners. The single turbo layout and lack of direct injection are probably to blame for the lag here. Getting more power typically requires a bigger turbo to generate more boost, and the resulting increase in inertia usually brings with it lag.

Hopefully next time around GM will see fit to use two smaller turbos that spin up faster and still generate the same or more combined boost. Migrating the direct injection system from the bigger 3.6L in the Cadillac CTS would also help as the engine could then run higher compression without risking knock. That would further fatten the bottom of the torque curve and improve overall responsiveness.

That responsiveness wasn't helped by the automatic transmission, at least in its default mode. The programming obviously was optimized to get the utmost out of the EPA driving cycle and wanted to keep the engine revs down. When pulling out to pass it wasn't particularly inclined to downshift and launches were less than thrilling.

Conveniently, Saab actually builds in a very simple solution to this behavior. Next to the radio is a button labeled with an 'S' and a little gear shift icon. A quick press of the button switches the transmission shift logic to Sport Mode and makes it behave the way a performance-oriented driver would row a manual box. Shifts are sharper and happen NOW. The other thing it does is downshift during decceleration inducing some engine braking. The result is that on corners the transmission is now in something closer to the optimum gear for accelerating out the other side. If someone could just figure out which bit to flip in the powertrain control so that sport mode was the default when starting the car, it would be much more in keeping with the character of the car.

Easily the most annoying aspect of the Turbo-X is the exhaust note. It's not annoying all the time, just in the range from about 2,000- 2,400 RPM. Like far too many "sporty" cars today, the exhaust has a droning sound in that range. Above and below that range the tone is fine, but in that region it has a constant low frequency sound that is just plain awful. It's not like a rumble or roar that implies power, but more like the coffee can mufflers you find on so many tuner cars.

This might not be a problem were it not for the fact that 70 MPH in 6th gear equates to about 2,100 RPM. That means that cruising at the legal speed limit on most American highways subjects occupants of the car to this sound. I did find a work around, though. Popping the shifter into manual mode and downshifting to 5th brings the speed up to 2,500 RPM and the sound magically disappears along with some extra gas.

While I didn't have the opportunity to really thrash the Turbo X on a track or push it too hard on the road, the cross-wheel-drive system demonstrated its worth every time the car accelerated. Even with all that power, the Turbo X never exhibited even the slightest hint of torque steer. Like Acura's Super Handling-All Wheel Drive and BMW's xDrive, the Haldex system vectors torque to the wheels not only with the most grip, but also to help the car go in the direction that the driver is requesting. Signals from the stability control system are fed to the drive control, which helps reduce the need for braking the wheels and also cutting engine torque.

Accelerating through corners or on-ramps, the Turbo X always felt neutral and went directly where it was pointed. For a sporting car like this, the Turbo X has a good ride for everyday commuting without pounding the occupants. During my driving, the car averaged 22 mpg, which probably would have been 1-2 mpg more if I had left the transmission in 6th on the highway. Saab claims a 16.2-gallon fuel tank, but before I filled the tank the gauge was reading empty and the cluster showed a distance to empty of 10 miles. However, the tank would only take 13.7 gallons. Since I wasn't inclined to drive the car until it died, I'm not sure if the gauge was just being really conservative or there is an error somewhere.

Overall, the Saab Turbo X is a fun car to drive and, aside from the exhaust note, is a great long distance cruiser. The only option missing from this car was the nav system, while the automatic transmission, Touring and Cold Weather packages bring the bottom line to $45,305 including destination charges. You can get the Turbo X in Jet Black Metallic, Jet Black Metallic, Jet Black Metallic, or Jet Black Metallic. Is it worth $45K? Only the buyer can decide, but for Saab-o-philes or anyone looking for a fun sport sedan, it's certainly an eminently viable option.
source by autoblog.com

Saab announces plan to head back into Canada with 2011 models

2010-07-08T11:22:00.000-07:00

2011 Saab 9-5 – Click above for high-res image gallery

Saab is continuing to claw its way back from the automotive grave. The company just announced that it will once again return to the land of maple syrup and Mounties in 2011. The svelte Swedish machines will be distributed by International Fleet Sales, and both Saab North America and IFS say that so far, around 20 dealers have raised their hands to sell the cars.

Our neighbors to the north will be able to sink their teeth into a total of five models once the new dealerships get off the ground, including all of the multiple flavors of the 9-3. If all goes well, the 9-3X crossover will also touch down on Canadian soil, along with the all-new 2011 9-5.

Saab expects to be doing business in Canada by fall of this year, so if you're north of the border and hankering for a slice of Saab-Spyker goodness, you don't have long to wait. Hit the jump for the press release.
source by autoblog.com saab

2010 Saab 9-5 proves being born from chaos builds character

2010-07-08T11:19:00.000-07:00

2010 Saab 9-5 – Click above for high-res image gallery

A funny thing happened on the way to bankruptcy court for General Motors. As part of a bid to have its red-stained slate wiped clean, it moved to divest itself of a number of brands in its bloated portfolio, with Pontiac, Saturn, Hummer and Saab all earmarked for sale or closure. However, only one brand inspired sufficient passion among both owners and those with the financial wherewithal to rescue it from GM's 'wind-down' apple polishers. Oddly enough, it was the tiny Swede that successfully swam out to the life raft. Saab, the marque with the smallest and oldest product lineup, lowest volume, and the poorest brand recognition among American consumers somehow found a way to survive.

How, exactly, did this come to pass? For starters, unlike any other of GM's death-row divisions, owners and fans rallied in dozens of countries, urging anyone who listened to "Save Saab." Now, we're not naïve enough to think that a band of loyalists were all it took to change the course of automotive history, but it's telling that there were no pitchforks and torches – or even a handful of picket signs – produced over the axing of the other brands. Saab remains a seldom understood, much loved brand, and we know that the displays of unity from Saab's scorned faithful stoked the fire of unlikely suitor Victor Muller, CEO and owner of Spyker Cars, as his team waded through a stomach-churning series of negotiations. After watching from the sidelines while bids by other small automakers and investment groups fizzled, the Dutch businessman and his team eventually pried the battered brand away from GM – but not before Saab had been partially liquidated.

While Muller clearly has an affinity for the Swedish marque, he insists it wasn't boyhood sentiment that drove the purchase – it was the company's robust Trollhättan operations and a raft of promising, almost-here product that pushed his team to persevere. That stream of shiny new tin begins with the car you see before you: The 2010 9-5. Click through to the jump to see if Muller and Company have good reason to be optimistic.
During our trip to Gothenburg, Sweden to drive the new 9-5, representatives vigorously pointed out that their new sedan positively brims with "Saabishness" despite being developed entirely under GM's corporate umbrella. We had to wonder: Could the same Detroit decision-makers that gave us the half-hearted Subaru-based 9-2 and the utterly cynical Chevrolet Trailblazer-in-drag 9-7X actually know enough about the brand to deliver a competent and authentic 9-5 as a parting gift to its new owners – a Saab Saab? As it turns out, yes.

As Muller told us, GM finally started to 'get the picture' with Saab in 2005, back when it decided to develop the stunningly canopied Aero X coupe. Despite never making it to production, the arresting 2006 concept (only the second showcar in Saab's entire history) actually gave Saab a much-needed fresh design direction, the production adaptation of which can be clearly seen in the new 9-5.

While the 9-5 doesn't have the Aero-X's jet-inspired tilting canopy, clear acrylic gauges or its novel drawer-style trunk, it does have an expressive, modern design that's extremely slippery (.28 cD). Its face is clearly evolved from the Geneva concept, along with details including blue-tinged 'ice block' lighting, turbine-style alloys, and blacked-out A pillars that lend the windshield a similar wraparound look. More traditional Saab cues including the 'hockey stick' greenhouse surround and prominent C-pillars also make the scene. Overall, it's a deeply handsome set of clothes that we think will wear the years particularly well because it doesn't rely on fussy surface development, tacked-on aero addenda or a lather of chrome.

Make no mistake – this is a very big car whose clean design helps it hide its bulk. At 197.2-inches long, the 9-5 shadows its chief rival, the Audi A6, by nearly four inches, and it's more than four inches longer than BMW's new 5 Series. Dimensionally, the closest comparison we can draw is actually to the Buick LaCrosse, which is predictable because they both ride on long-wheelbase derivatives of GM's Epsilon II architecture, the basic platform of which also underpins the Opel Insignia and Buick Regal (albeit in a shorter form).

Despite shared architectures and similar drivetrains, the 9-5 looks, feels and goes down the road in a wholly different fashion than its TriShield relatives. Indeed, sampled back-to-back, you'd probably be hard pressed to find much common ground. That's not a knock on any of the models in question, but instead a testament to the efforts of both Saab's stylists and its engineers. Perhaps we shouldn't be terribly surprised – GM made sure that the Scandinavian team had considerable input into the dynamics of the entire Epsilon II family, an assignment that apparently gave technicians the proper perspective to ensure adequate differentiation and, well, Saabishness.

That coherence may start with the exterior, but it carries over into the 9-5's cabin, which is unlike anything else in GM's stable. Traditional Saab cues like a driver-centric dashboard, joystick-toggled eggcrate vents, green instrument lighting, and a console-mounted ignition (now push-button instead of key-based) are all present and accounted for, as is a nifty new round information display nestled in between the analog tachometer and speedometer. The latter can display everything from trip mileage to speed limits to an amusing altimeter-style speed readout that's more fun than functional.

There's even Saab's excellent 'Night Panel' function that extinguishes all non-essential gauges for distraction-free nighttime driving – something that's particularly welcome now that there's an eight-inch screen in residence. Unfortunately, the Night Panel switch looks exactly like other automakers' start buttons in both form and location, and while that won't be a problem for owners who spend a few weeks with the car, it's an ergonomic snafu likely to haunt the unfamiliar.

More praiseworthy are the center stack controls and the easy-as-pie touchscreen infotainment unit. The buttons and knobs are all logically arrayed, and we're quite pleased that Saab has avoided the temptation to fit an all-in-one controller like those popularized by German rivals. One thing that is remarkably Teutonic in feel, however, is the 9-5's somber dashboard. Particularly on the doors and in front of the passenger, there really isn't enough to hold one's interest in terms of trim. We're not advocating for wood (we hear a grain package will be available, however), but something to break up the darkness would help make the interior feel more premium, be it piano black or some sort of additional aluminum trim.

We sampled both the front-wheel drive 2.0-liter turbocharged four-cylinder 9-5 (due this Fall as a 2011 model) and the fully accoutered, grips-at-all-fours Aero XWD flagship, and they both have similar interiors with one distinct difference: the seats. In the 'base' car, we found the buckets to be comfortable enough, albeit a bit short on lateral bolstering. The Aero receives significantly better furniture – its front seats manage to have much more robust lateral support while being supremely comfortable – and there's a bottom cushion extender for those long-of-leg. We think that Saab should offer these seats to 9-5 intenders regardless of how many cylinders and driven wheels they choose to pay for. After telling nearby officials as much, a flurry of subsequent conversations and smartphone emails would appear to indicate that they're at least open to making them an option.

We noted plenty of space up front, and rear-seat legroom is positively mammoth, although that gracefully lilting roofline and a rather high bottom cushion means that headroom is limited for taller folks, and ingress and egress is a head-stooping affair (although not to the level of a Mercedes-Benz CLS). Tri-zone air-conditioning is an option, as is a twin-screen DVD entertainment package, so rear seat occupants should have few objections, even on longer trips.

One final recommendation: As appropriate as it might seem for a company steeped in aeronautics, skip the heads-up display if you can. While it imparts a wealth of useful information, we noted significant and distracting glare from the HUD's housing (cue additional executive conversations and emails). A fix is promised, and unlike the red-tape laden bureaucracy at GM, we actually believe an adjustment will be made in a timely fashion, so consider this a temporary warning.

But enough about the furnishings – how does it drive? We exited the parking lot at Gothenburg-Landvetter airport aboard a front-drive 2.0T six-speed manual transmission model and immediately felt at home. Despite being a large car, the 9-5 "drives small" – and not just when pushed. Even at everyday commuting speeds, its easy responses and good visibility make it feel significantly tidier of dimension – perhaps Volkswagen Passat-sized. There's none of that artificial forced heaviness that has creeped in to some Germanic rivals, but that isn't to say that the steering is featherweight, the brakes are soft or the gearbox is loose. On the contrary, the inputs are well judged, with a nicely weighted clutch with linear engagement, a gearshift that's orders of magnitude better than that of previous Saabs and a right-sized steering wheel that offers good precision and communication from the hydraulic rack-and-pinion setup beyond the firewall.

The direct-injected twin-scroll turbo four produces 220 horsepower at 5,300 rpm and 258 pound-feet of torque at 2,500 rpm, meaning that there's a slightly longer delay in reaching peak power than we've come to associate with some new DI engines of similar size. From where we sit, this is actually a source of entertainment and differentiation, as it subtly reminds us of Saab's 'big thwack' forced-induction heritage without resorting to actual massive turbo lag. Indeed, also unlike force-fed Saabs of yore is the conspicuous absence of torque steer, even with a conventional MacPherson strut front suspension on the base model. Saab indicates 0-62 mph arrives in 7.9 seconds, but surprisingly for such a small displacement engine toting a super-sized body, it feels a bit quicker than that, and it's good fun hearing the turbo whistle blow while keeping the engine in its powerband. Keep the throttle planted and the four-cylinder will run to 149 mph, with the V6 pushing to 155.

Regardless of how many cylinders you specify underhood, you can also get Saab's new DriveSense adaptive handling – it's standard on the V6 Aero and optional on I4 models. Basically, it's a three-position dial on the center console that optimizes the car's various systems for tailored ride and handling. Damping rates, steering weight, shift points and throttle mapping are all tailored to one of three modes Comfort, Sport or Intelligent. The first detent allows for more suspension compliance and a relaxed throttle for maximum fuel economy. The middle setting curbs power steering assist, raises shift points, makes throttle control more urgent, stiffens the dampers and, critically, sends more torque to the rear-wheels. As you might suspect, the third mode, Intelligent, seeks to find the best balance between the other two settings, and it succeeds. Of course, if you think you know better than Saab's engineers, it's also possible to alter the system's individual parameters through the touchscreen.

We didn't have the chance to sample a 9-5 without this trick bit of siliconry, so we'll need to try DriveSense on a wider range of road conditions to really judge its merits. Sweden has a beautiful network of rolling B-roads that threads through its densely wooded interior (it's not entirely unlike the Pacific Northwest), but its roads are in such good repair that we didn't get the opportunity to feel how it behaves over buckled pavement. Interestingly, we understand from Saab's engineers that the standard four-pot's setup is oriented toward a more sporting experience, so even though DriveSense appears to work as advertised, we suspect the base front-driver might be just as well without it. In fact, less supportive seats aside, we actually prefer driving the four-cylinder 9-5 to the Aero XWD.

It's not that there's anything wrong with the 300 horsepower (at 5,500 rpm), 295 pound-feet of torque (at 2,000 rpm) turbo V6. We've loved the torque-vectoring all-wheel drive since we first sampled it in the 9-3 Turbo X, and the six-speed automatic is largely commendable in its smoothness, although we do wish the paddle shifters worked when the gear lever was left in 'D.' Overall, the Aero may be more accomplished, but it's also not as engaging, in part because the addition of power and an automatic gearbox encourages less interaction from the driver and in part because at 4,464 pounds, it's significantly heavier than the 2.0T (3,472). While certainly not out-of-line for its class (particularly given its massive equipment list and all-wheel drive), the Aero's weight and grippier Haldex setup mean that it just doesn't feel as tossable as its FWD counterpart, even with its standard 'sport chassis' setup that includes a bigger front anti-roll bar, stiffer springs and a 10 mm lower ride height. Interestingly, V6-equipped models utilize a totally different suspension setup than the four-cylinder model, one that includes GM's new HiPer strut front suspension and a linked H-arm setup out back.

Rounding off the more polished V6 model is a note about noise: The 2.8 is seriously quiet – almost too quiet. With a quoted 0-62 mph time of 6.9 seconds, it's the quicker car, but if you're really that concerned about off-the-line snap, there are swifter offerings in this class. In short, the 2.8 Aero is a really fine cruiser, and it's the better bet for inclement weather, but enthusiasts would do well to sample the front-drive four-cylinder model first.

As a bonus, the four-equipped 9-5 figures to be much less expensive. Saab has already stated that the 9-5 Aero will retail for $49,995, and at first glance, the Aero seems to be priced uncomfortably close to that of its more prestigious European rivals – the Audi A6, BMW 5 Series and Mercedes-Benz E Class all start in the same neighborhood. But it's important to note that at that price the 9-5 comes loaded to the headliner with features like sat-nav, moonroof, lane-departure warning, active bi-xenon headlamps, park assist, heated and cooled leather seats, iPod integration, 19-inch wheels and a heads-up display – all items that can easily add another 10 grand to its competitors' bottom lines. If you want to go for the full Saab smörgåsbord, there's the aforementioned tri-zone HVAC and rear-seat entertainment packages, Harman/Kardon audio, along with some rather nice (if unnecessary) Brembo brakes that we sampled on a test track (what's a Swedish car launch without the obligatory 'moose test'?). Oddly, the bigger binders actually require downsizing to a unique 18-inch alloy, as they don't fit under the turbine 19s. Alternatively, we understand that the base 9-5 2.0T will retail for somewhere in the neighborhood of $38-39k, and even with a few options, this package strikes us as a much more compelling buy, pricing out against much smaller cars like the A4 and C Class.

In our interactions with Saab's new leadership, we were pleased to find that they have a rich appreciation for what the Scandinavian brand stands for – and just as importantly, a plan for what it can and should be. While it's clear that Muller and company don't view theirs as a brand that should be all things to all people, the wider market seems to be finally cottoning on to many of Saab's traditional strongholds, placing an increasing emphasis on small-displacement engines, forced induction and foul weather performance. That bodes well for Saab's strategy to find profitability not by blending in with the mainstream, but by sticking to its oddly endearing knitting. After a belated birth following much disorder and chaos, the new 9-5 paints a promising future for Saab, and we can't wait to see what it can develop as a fully independent company. Skål!
source by autoblog.com

Saab expansion in the works

2010-07-08T11:10:00.000-07:00

Saab is trying desperately to remake itself as a premium player in a market rife with competitors offering sharp styling and competent handling. The Swedish automaker has been in a marketing and design rut, which it intends to rectify by offering a new compact model that takes aim at the MINI and other small-sized competitors like the Volvo C30.

The new compact vehicle will be accompanied by a new small crossover and a redesigned 9-5, both of which will take styling cues from the Aero-X concept that has already infused the new 9-3. A new 9-5 will be based on the Theta and Epsilon 2 platforms, and is likely to debut in 2009. The CUV is expected near the close of the decade, while the 9-7X may meet its maker by the end of 2008.

[Source: Automotive News – Sub. Req and autoblog]

GM temporarily restarts Saturn Outlook

2010-07-06T16:19:00.000-07:00

Saturn Outlook – Click above for high-res image gallery

Even though both the Saturn and Hummer brands are being phased out, General Motors has reportedly revived production of both the Outlook crossover and H3 SUV to meet consumer demands.

Last month, GM assembled 1,037 Outlooks at its Lansing, Michigan facility, which is where the crossover's Lamda platform stablemates (Buick Enclave, Chevrolet Traverse and GMC Acadia) are built. A spokesperson for GM states that production was reinstated to utilize the rest of the Saturn-specific material at the facility, and that the automaker will continue to assemble the Outlook for a few more weeks.

Hummer, on the other hand, will produce 849 H3 and H3Ts to fulfill an order placed by a fleet company. GM's Shreveport, Louisiana plant will commence production of these vehicles on April 12, and the automaker says that this order will be completed no later than May 13. After that, the Shreveport plant will continue to only produce the Chevrolet Colorado and GMC Canyon pickups, though the fate of those vehicles is rather shaky, as well.

The Sky

2010-07-06T16:17:00.000-07:00

Pontiac Solstice GXP - Click above for high-res image gallery

Old saying: The flame that burns twice as bright burns only half as long. Having driven our share of Pontiac Solstice and Saturn Sky roadsters, we can't honestly declare them to be brightly burning flames. Oh, they have their good points, but the market's worst folding top mechanism and rampant parts-sharing to keep costs in check have taken their toll on the promising droptops. What we can say, however, is that every Kappa platform vehicle is fabulous looking. Even the badge job Opel GT and Daewoo G2X.

Which is why, however small, there's a tiny tear in our eye because of the news that General Motors is shuttering its Boxwood Road plant in Delaware. It makes sense: the bankrupt automaker has euthanized Pontiac and is looking to sell Saturn. Furthermore, sales of the cramped, near-trunkless (or very odd) roadsters didn't exactly keep GM out of the red. Speaking of color, the boys over at Saturn Fans report that the last Kappa to roll off the line was a silver Solstice roadster. We just hope that "Good GM" doesn't look at the end of the Kappa platform as proof that small, sporty, rear-wheel drive convertibles are a dead end. Regardless, reach behind the seat and grab a cold one to pour out for a dead, albeit awkward, homie.