Techart Magnum based on 2010 Porsche Cayenne Turbo S

For most automotive enthusiasts, the Porsche Cayenne Turbo S is almost too much sports truck as it comes from the factory. However in this crazy world of winged warriors and blown behemoths there is no such thing as enough, so the Porsche tuning experts at TechArt are offering a new performance package that significantly improves the SUV’s abilities.

On the outside, the Höfingen based tuners have added a bold new front bumper apron complete with larger air intakes and a combination of LED and large lower driving lights, a new vented hood, wider arches that house anywhere from 21 inch to 23 inch wheels, new rear bumper with integrated air diffuser and cutouts for the TechArt tuned exhaust and and a rear roof spoiler that all work together to turn the Cayenne Turbo S into a truly mean machine.

Thanks to an revised engine computer program, high flow air filter, modified turbochargers and tuned manifolds, TechArt has boosted the Cayenne’s output up to 680 HP and 664 lb-ft of torque up from the standard car’s 550 HP rating. The result is a 0 to 60 MPH time of 4.2 seconds for the 5000 pound machine that can also reach 125 MPH from a standstill in just 14.5 seconds on its way to reaching a top speed of 191 MPH. If you were a bit intimidated by the Turbo S before, the TechArt tuned Cayenne should scare the pants off of you.

TopCar Bentley Continental GT Bullet

Matt black from Russia with love. Top Car is offering an updating package for both Continental GT and Continental GT Speed.

The exterior package consists of: bonnet with additional air intakes, radiator grille GT Speed, front bumper with set LED daytime lights, front bumper lip, tinted front and rear lights, two composite side skirts with additional air inlets, rear bumper and diffuser, rear wing, exhaust tips and black window frames and lower side moldings.

The price for the package is 25.000 euro with forged wheels (GT Speed) or 30.000 euro with carbon fiber parts and forged wheels.

Audi has more mid size RS models in store for the U.S. market

Wouldn’t it be great if Audi came out with an RS2 inspired avant for 2012. It would not only make for a great concept but it would be an even better road car; and if there is any automaker that can pull off a factory tuned 400+ HP wagon, it’s the four ringed German automaker. After a recent chat with a few Audi of America representatives it looks like a mid sized RS sports car is definitely in the works. As far as the extra spacious interior is concerned, Audi could go the way of their Bavarian brethren at BMW with a few GT inspired fastbacks. However we hope that 100 year old German automaker continues doing what they do best, insanely powerful five door wagons that wear RennSport badges. This is a trend that was started in 1994 with the Passat sized turbocharged five cylinder estate and continued with the original Euro only RS4 that was only available with soccer mom styling.

In no attempt to toot my own horn, the first time I found myself behind the wheel of a press car I was going to my at the time girlfriend’s house in an Imola Yellow Audi RS4 cabriolet and encountered an equally brilliant Lamborghini Gallardo along the way. So excuse the following if it sounds a little biased, but I can attest to the magic that Audi’s RS engineers can do; but if you have ever driven an RS model then you know about that special button that tightens the steering, increases the horse power and sharpens the RS4’s handling; turning and extraordinary carbon fiber clad touring car into a racecar detuned to be street legal, the RS models are so good that they can make a 350 HP A4 seem a bit tame.

What we took from the conversation is that Audi is looking to expand their B segment with a high performance factory tuned RS model for the U.S. market in the near future, so there is a strong possibility that the RS5 spy shot we showed you the other day should come true, but we would suggest that you don’t save your money for the future Audi Sport Quattro hopeful, just like the V12 TDI powered R8 super car, is a bit too pricey an idea for the German car builder to convince the Volkswagen Board of directors to invest in at this point in time. It is reassuring that the four ringed automaker brings almost every one of its concepts into a full scale production vehicle, although the Audi Sport Quattro was just a rendering that doesn’t mean that it couldn’t be one of the more memorable modern Audis and would definitely help to sell a few more A5 models, just like the old S3 did back in 1999 with a turbocharged four cylinder engine powering a Quattro all wheel drive system and looks that could kill.

Unfortunately for U.S. based Audi enthusiasts, the turbocharged five cylinder RS3 hot hatch will continue to be a Euro only model for the foreseeable future. Audi of America just can’t justify selling a premium hatchback in the U.S. Perhaps if they strap some electric motors onto an axle and call it a hybrid they would have a bit better luck. However they are confident that there are more than enough able bodies buyers to soak up as many M3 fighting super tuned Audi RS5s as the German automaker can import into the country.

BMW Vision EfficientDynamics

BMW opened Frankfurt with its Vision EfficientDynamics concept, a 2+2 seat plug-in hybrid sports car that set the overall tone for a show where green technology and low emissions were the dominant focus. At the heart of the car is a small, 3-cylinder turbodiesel engine, positioned directly in front of the rear axle and working in tandem with a spine of lithium-polymer batteries powering electric motors.

Led by Mario Majdanzic (exterior) and Jochen Paesen (interior) the design of the four-seat, 4.6m long, 1.24m high sports car is very powerful design proportionally, with asymmetric surfacing communicating emotion and minimalism in a futuristic way. The ‘layering' of surfaces is immediately apparent both inside and out: thin surfaces fit on top of one another, reducing total component count and overall vehicle weight.

The exterior design is particularly successful at the front, with a powerful DRG referencing the M1 Homage concept. Sinister-looking, deep-set twin lamps flank the kidney grille, whose insides are blanked off and backlit with blue - a color picked up on the rocker cover, A-pillars and elsewhere, in places highlighting channels to improve aero-efficiency. Large, leaf-shaped gullwing doors, hinging from aft of the front wheels, reveal more layering inside, with materials wrapping into and over one another on the driver-oriented IP and center ‘spine'. The presence of the latter is reinforced by the seat bases, extended on their inner edges to flow towards - but never touch - the central tunnel.

The concept was well received by many of the designers we spoke with on the show floor. BMW believes premium brand values, performance and sustainability can go hand in hand - judged by this concept, they might just be right. Post Chris Bangle, there's still a strong desire for experimental, visionary concept cars within the firm.

First drive: 40 MPG 2010 BMW X1 xDrive20d - VIDEO ENHANCED

LEIPZIG - September 26, 2009: Last year at the Paris auto show, when BMW unveiled the X1 Concept, we got a good view on what to expect of the future production model. Right now it rolls off the assembly line and a couple of days ago, I could drive the X1 xDrive20d, a mouth full indeed, but that’s what it’s called.

It was still too early for a test drive with the xDrive28i with the six-cylinder engine. At the moment, the xDrive28i is the only model confirmed to arrive on the North American market in the 2011 calendar year, but in which month is not clear yet.

With the new X1, that BMW calls an SAV sports activity vehicle, just like the X5 and X3, the Germans are entering the competitive premium compact segment.

As the name indicated, the X1 is smaller than the X3 and somewhat bigger than the 1 Series Coupe. With a 4 inches longer wheelbase than of the 1 Series, it is 3.5 inches longer, 5.5 in. taller and 2 in. wider, but it is still not large.

On the outside the new crossover (between an SUV and a station wagon) benefits from the extra inches with more balanced and sporty look than both the 1 Series and the X3. Of course, the interior space is somewhat less than that of the X3. I always try to sit ‘behind my own steering position and there is still ample space for my legs, which means that somebody some 5 inches taller than my own 5 ft 6 will still be o.k. while there will also still be enough head room.
Click PLAY to watch video

The capacity of the luggage compartment of 14.8 cu.ft. can be extended to 4.6 cu.ft by folding the rear seats flat. Under the floor is storage space of some about 2 inches high, that can be formed into smaller sections by the optional divider.

Anyone, who has driven a new BMW lately will immediately feel at home, when entering the X1’s cockpit. The layout is familiar, the dashboard and center console have well placed controls and the materials are of a high quality. As we know from the new BMW models, also the X1 has standard equipment with 17-inch wheels, air conditioning, height-adjustable driver and front passenger seats, a leather steering wheel, Harman/Kardon audio system with Aux-in connections for external audio.

Front and side airbags as well as side head curtain airbags for the front and rear seats are also standard. All seats have automatic seat belts, up front with belt force limiters and a belt latch tensioner. Also ISOFIX child seat fastening points for the rear seats come as standard. All occupant restraint systems are controlled by the X1’s central safety electronics. As with the other BMW Series, also the X1 gets extensive optional equipment. For full details I refer to the BMW x1 ARTICLE (Includes Video) The Auto Channel published earlier this summer .

xDrive and sDrive

The X1 is the first X-model that BMW offers with both xDrive all-wheel drive and with sDrive rear wheel drive. That makes a lot of sense, as mostly owners in warmer climates will not need an all-wheel drive vehicle. During bad weather and road circumstances, the standard DSC, including ABS, ASC, DBC, DTC and Performance Control will be able to keep the car in the right track.

In Europe, the X1 sDrive will be available as the 18i and 18d and 20d, with 150, 143 and 177 hp respectively. The xDrive models come with a choice of three diesel engines, the 18d, 20d 23d and one gasoline motor, the 28i.

The only model available for the States will be the xDrive28i with the 3.0-liter straight-six motor, that has 258 hp and 228 lb-ft of torque between 2,600 and 3,000 rpm. This should be able to accelerate from 0-62 mph in 6.8 seconds and offer a top speed of 205 km/h or 127 mph (230 km/h or 143 mph with optional high-speed set-up). BMW claims its fuel economy to be 9.4 liter per 100 km or 25 mpg for the combined cycle.

Responsive

Our 177 hp strong 2.0-liter 4-cylinder diesel engine has a turbocharger with variable intake geometry and common-rail fuel injection. Two-liter may look relatively small for the 3,470 lbs weight of the X1. But the high torque (258 lb-ft), typical for a diesel, gives it enough power to make the X1 respond willingly and quickly to pressure on the throttle, especially in the range from 1,750 to 3,000 rpm, at which its maximum torque is available.

The X1 xDrive20d automatic accelerates in 8.6 seconds from zero to 96 mph and reaches a top speed of 127 mph. The nearly 200 lbs lighter sDrive20d should complete the sprint even faster: in 8.1 seconds. You will have to take it for granted we did not verify these numbers on the two lane roads of our German test route. Nor could we reach the top speed on the Autobahn close to Leipzig with its long stretch of 120 km/h (75 mph) limit.

The X1 is equipped with EfficientDynamics technology, such as brake energy regeneration and a detachable a/c compressor, plus a newly developed power divider with optimized efficiency for the xDrive all-wheel-drive system. For our xDrive 20d the measures result in an average fuel consumption (in the European cycle) of 5.8 liters/100 kilometer, or 40.5 mpg.

On and off
Even though the X1 is not a large car, it has a long bonnet, but the higher seating position makes you feel in control with a good view on the road. The rear window, however, provides a more restricted view and in combination with the wide C-pillar makes parking along the curb, or backing up more difficult.

Upon returning the test car we realized that the X1 is the first all-wheel drive model that neither my colleague nor I drove off road. Our test road simply did not offer us any opportunity. But soft off-roading should not be a problem and with a ground clearance of 6.6 inches the X1 must be able to drive on dirt trails and through shallow ditches.

On the road the X1 drives well, feels stable and turns into corners with enthusiasm. You do not notice a trace of it’s all-wheel drive that provides good grip. During the emergency lance-change exercise, the car showed little body roll and was easy and fast to maneuver back to its own lane without any resistance. Steering is precise and quick enough for an all-wheel drive, weighty car. In short, the X1 is a well executed, fun and easy to drive vehicle, with the right size for the cramped European roads and parking spaces. In the US it is perfectly suited for urban driving, while it will offer enough comfort for the long haul as well.

Just in time
BMW seems to hit the nail on the head again with the launch of a complete new model with the right size at the right time.

The Bavarians realized at the start of the financial crisis that the X1 would meet the need for down sizing and fuel efficiency and speeded up the development time of the X1 by 40 per cent.

This was possible because the Leipzig plant, where the X1 is built, is not only brand new – it started production in march 2005 – but also very flexible. It builds the 3 series sedan, 1 series three-door, coupe and convertible and now the X1. All models leave the assembly line in a mixed sequence. It enables BMW to match demand of the markets in an optimal way without running the risk of over production.

Toyota Announces Prices on Five 2010 Models Including All-New 4Runner

Adjustments on Tacoma and Prius

TORRANCE, Calif., Sept. 25, 2009 Toyota Motor Sales (TMS), USA, Inc., announced new manufacturer's suggested retail prices (MSRP) today for the all-new 2010 4Runner sport utility vehicle (SUV), 2010 Land Cruiser full-size SUV and Venza sedan. MSRP adjustments were also announced for the 2010 Prius hybrid and Tacoma pickup truck.

4Runner

Prices for the all-new fifth-generation 4Runner will range from $27,500 for the SR5 grade 4x2 with a four-cylinder engine to $39,800 for the Limited grade 4x4 V6. The pricing represents an excellent value as 4Runner starts with a price point more than $1,000 less than the current generation's lowest price model. The MSRP of the most popular selling 4Runner, the SR5 4x4 V6, will remain the same as the previous generation at $30,915 even though it receives more than $1,700 in added equipment. Value is further enhanced on all 4Runner grades with an array of performance, safety and convenience upgrades.

The fifth-generation 4Runner is even more rugged and athletic, packed with more power and better mileage. A completely redesigned interior and unique cargo area make the newest 4Runner smarter, more comfortable, and more versatile than ever.

The 2010 4Runner will be offered in three grades: the top-of-the-line Limited, value based yet well-equipped SR5, and an all-new Trail grade aimed at outdoor adventurers who require maximum off-road capability.

The design strategy for the new 4Runner emphasizes a more rugged, powerful stance. Large diameter wheels and tires were added to not only improve off-road performance, but also enhance the 4Runner's truck-based characteristics. Unique aluminum alloy wheels are 17-inches in diameter on SR5 and Trail grades and 20-inches on the Limited, and include a full size spare. Three new colors include Shoreline Blue Pearl, Magnetic Gray Metallic and Classic Silver Metallic.

The 2010 4Runner is powered by a new 4.0-liter V6, which now generates 270 horsepower and 278 lb-ft of torque. Through the use of advanced engine management that includes dual independent Variable Valve Timing with intelligence (VVT-i), the new 4.0-liter engine offers the best of both worlds, adding more power while improving efficiency. For 2010, the new V6 engine produces 34 horsepower more than the prior V6 and 10 horsepower more than the optional V8 of the previous generation.

In addition to the upgraded V6 engine, a proven 2.7-liter four-cylinder engine with VVT-i is available on the 4x2 SR5 model. The gutsy DOHC, 16-valve 2.7 makes 157 horsepower and 178 lb-ft of torque. Mated to a four-speed automatic transmission, the 2.7 delivers 18 city/23 highway mpg.

Building on its rugged off-road heritage, the new 4Runner offers enhancements to proven off-road equipment found on Land Cruiser and FJ Cruiser. To enhance grip, the Active Traction Control (A-TRAC) system is now standard on all 4x4 models. Downhill Assist Control (DAC) is also standard on SR5 and Limited 4x4 models, and Hill-Start Assist Control (HAC) is standard on all V6 models.

An array of advanced features, formerly only available in the Land Cruiser, further boosts off-highway capabilities. Toyota's Crawl Control (CRAWL) feature is standard on the Trail grade. CRAWL is an adjustable electro-mechanical system that can be tuned to match the terrain by selecting any of five speed levels. The system maintains an appropriate speed that keeps the vehicle under control and minimizes the load on drivetrain and suspension components. The CRAWL feature helps make traversing difficult terrain easier and safer.

The Trail grade also features a Multi-Terrain Select system, which allows the 4x4 operator to dial in wheel-slip control to match the terrain. In loose terrain such as mud and sand, more-than-normal wheel slip is permitted, allowing wheel-spin to work in the vehicle's favor. On bumpy moguls, or solid rock, wheel slip is minimized and the system acts more like a limited slip. The Mogul setting is for extremely uneven terrain, such as V-ditches, slopes, and up- or down-hill ridges.

Also, offered as an option on the Trail grade is Toyota's Kinetic Dynamic Suspension System (KDSS). KDSS radically improves terrain-following ability by disconnecting stabilizer bars to allow for more axle travel and better suspension articulation in slow, difficult terrain.

Safety is enhanced with the addition of standard driver and front-passenger knee airbags, bringing the total number of standard airbag systems to eight. Additional airbags include front and side-mounted airbags for the driver and front passenger, and side curtain airbags for all three rows. The 4Runner Limited will come standard with Toyota's all-new telematics service, Safety Connect(TM). The Safety Connect system provides four safety and security features: Automatic Collision Notification, Stolen Vehicle Location, Emergency Assistance Button (SOS) and Roadside Assistance. A one-year trial subscription is included on new vehicle purchases equipped with Safety Connect.

Comfort and convenience is enhanced with increased interior space, a 40/20/40 split reclining and fold flat second-row seat. A 50/50-split third-row, which folds flat in the floor, is also available on SR5 and Limited grades. Standard on the Limited grade is a dual-zone digital automatic climate control and an enhanced X-REAS suspension system.

Also added to the 4Runner is a sliding rear cargo deck that supports up to 440 pounds, an ideal feature for easier cargo hauling or setting up a tailgate party. A "Party Mode" button that raises audio systems bass and transfers equalization to the rear of the vehicle further optimizes tailgating activities. An integrated XM Satellite Radio that includes a 90-day trial subscription is standard on Trail and Limited audio systems.

The 2010 4Runner equipped with the V6 will begin arriving at dealerships in late October/early November. The 4x2 SR5 model with the 2.7-liter L4 will arrive in early January 2010.

Venza

The 2010 Venza will carry a base MSRP that will range from $26,275 for the four-cylinder front-wheel-drive model to $29,550 for the all-wheel-drive V6, reflecting an increase of $300, or an average of 1.1 percent. The Venza adds a USB port for iPod connectivity, hands-free phone capability and music streaming via Bluetooth wireless technology as standard equipment on all audio systems. The USB port allows the user to control the iPod through the Venza's audio unit and steering wheel controls.

  The 2010 Venza will begin arriving at dealerships in early November.

Land Cruiser

The 2010 Land Cruiser will carry a base MSRP of $65,970, an increase of $1,215, or 1.9 percent. For 2010, Land Cruiser will come standard with Toyota's Safety Connect(TM) system. The Land Cruiser audio system adds a standard USB port for iPod connectivity through an auxiliary music source, and Bluetooth wireless technology. More changes for 2010 include grey factory privacy glass tint added to the rear hatch and rain-sensing windshield wipers

  Land Cruiser will begin arriving at Toyota dealerships in late October.

Tacoma

All 2010 Tacoma pickup trucks will receive a price adjustment increase of $175, or an average of 0.8 percent. The base MSRP will range from $15,345 for the Regular Cab four-cylinder 4x2 with a five-speed manual transmission to $27,250 for the Double Cab long bed 4x4 V6 with a five-speed automatic. The new MSRPs will become effective on November 2, 2009.

Prius

The base MSRP on 2010 Prius models II, III, IV and V will be adjusted to reflect an increase of $400, or an average of 1.6 percent. Base prices for the Prius will range from $22,400 for the Prius II to $27,670 for the Prius V. The new Prius MSRPs will take effect with all U.S. port arrivals on or after October 18, 2009.

Pricing for the Prius I model, which will now be made available in limited quantities to fleet buyers, will remain unchanged at $21,000. The Prius I model will come equipped with all of the standard features of Prius II, less: Cruise Control, Touch Tracer Display, Smart Key, EV mode, a rear wiper, rear tonneau cover, heated side mirrors, satellite radio antenna and satellite capable radio, rear armrest with two cup holders, two rear-door speakers, rear heater duct, passenger-seatback pocket, foldable rear headrests and underbody spoilers and spats.

Toyota MSRPs do not include a delivery, processing and handling (DPH) fee of $750 for passenger cars and $800 for light trucks. DPH fee for vehicles distributed by Southeast Toyota (SET) and Gulf States Toyota (GST) may vary.

Public Web site: http://www.toyota.com/

All prices listed above exclude the Delivery, Processing, and Handling Fee (DPH).

  (Logo:  http://www.newscom.com/cgi-bin/prnh/20030501/TOYLOGO)

Vehicle/
Model                           Body             MSRP     NEW     MSRP %
Number    Grade         Doors   Style     Trans  Increase MSRP    Increase
--------  -----         -----   -----     -----  -------- ----    --------
PRIUS
-----
  1223    II              5     Hatchback  CVT   $400     $22,400   1.8%
  1225    III             5     Hatchback  CVT   $400     $23,400   1.7%
  1227    IV              5     Hatchback  CVT   $400     $26,200   1.6%
  1229    V               5     Hatchback  CVT   $400     $27,670   1.5%

VENZA
-----
  2810    L4 FWD          5     Sedan      6AT   $300     $26,275   1.2%
  2812    V6 FWD          5     Sedan      6AT   $300     $28,100   1.1%

  2820    L4 AWD          5     Sedan      6AT   $300     $27,725   1.1%
  2822    V6 AWD          5     Sedan      6AT   $300     $29,550   1.0%

4RUNNER
-------
  8630    SR5 L4 2WD      4     SUV        4AT   N/A      $27,500   N/A
  8642    SR5 V6 2WD      4     SUV        5AT   N/A      $29,175   N/A
  8648    Limited V6 2WD  4     SUV        5AT   N/A      $37,765   N/A

  8664    SR5 V6 4WD      4     SUV        5AT   N/A      $30,915   N/A
  8670    Trail V6 4WD    4     SUV        5AT   N/A      $35,700   N/A
  8668    Limited V6 4WD  4     SUV        5AT   N/A      $39,800   N/A

LAND CRUISER
------------
  6156    4WD             4     SUV        6AT   $1,215   $65,970   1.9%

TACOMA 4x2
----------
  7103    L4              2     Reg Cab    5MT   $175     $15,345   1.2%
  7104    L4              2     Reg Cab    4AT   $175     $16,245   1.1%
  7113    L4              4     Access Cab 5MT   $175     $19,380   0.9%
  7114    L4              4     Access Cab 4AT   $175     $20,280   0.9%
  7153    X-Runner V6     4     Access Cab 6MT   $175     $25,460   0.7%

  7131    PreRunner L4    2     Reg Cab    5MT   $175     $16,230   1.1%
  7161    PreRunner L4    4     Access Cab 5MT   $175     $20,140   0.9%
  7163    PreRunner V6    4     Access Cab 6MT   $175     $21,595   0.8%
  7164    PreRunner V6    4     Access Cab 5AT   $175     $22,475   0.8%
  7188    PreRunner V6    4     Double Cab 5AT   $175     $23,675   0.7%
  7190    PreRunner LB V6 4     Double Cab 5AT   $175     $24,175   0.7%

TACOMA 4x4
----------
  7503    L4              2     Reg Cab    5MT   $175     $19,305   0.9%
  7513    L4              4     Access Cab 5MT   $175     $23,215   0.8%
  7553    V6              4     Access Cab 6MT   $175     $24,770   0.7%
  7554    V6              4     Access Cab 5AT   $175     $25,650   0.7%
  7593    V6              4     Double Cab 6MT   $175     $25,870   0.7%
  7594    V6              4     Double Cab 5AT   $175     $26,750   0.7%
  7596    LB V6           4     Double Cab 5AT   $175     $27,250   0.6%

The New Audi A3 and A3 Sportback 1.2 TFSI

Downsizing is an element of Audi's efficiency strategy to which it is absolutely committed. The Audi A3 model line will soon introduce yet another turbocharged petrol engine featuring lower displacement. It unites maximum performance with minimum consumption.

Designed from scratch, the new 1.2 TFSI generates 105PS from a displacement of 1,197 cm3. And as is typical of Audi, turbocharging and direct petrol injection once again work in harmony to maximise efficiency. Thanks to an aluminium crankcase, this four-cylinder engine weighs just 89.5 kilograms; this remarkably low weight also boosts its efficiency.

The 1.2 TFSI has been optimised to minimize friction. Eight valves are actuated by a single camshaft. A common-rail system injects the fuel. An electric control valve operates the turbocharger's wastegate valve; boost pressure builds up spontaneously and scavenging losses drop.

This compact engine generates 175 Nm (129.07 lb.-ft.) of torque between just 1,500 and 3,500 rpm. It propels the three-door Audi A3 1.2 TFSI from 0 to 62mph in 11.1 seconds; the Sportback, in 11.3 seconds. Both versions reach a top speed of 118mph and can return up to 51.3mpg (combined cycle), while emitting just 127 grams of CO2 per kilometre. The new engine will initially be paired with front-wheel drive and a six-speed manual transmission.

The New Audi R8 Spyder

A stunning new take on the much lauded Audi R8 opens to the public - quite literally - at the 2009 Frankfurt Motor Show (17th to 27th September 2009). The new Audi R8 Spyder with fully automatic lightweight fabric hood brings added wind-in-hair intensity to the already extreme driving experience delivered by the lightweight aluminium, mid-engine and quattro-equipped super car. Based on the 525PS, 5.2-litre FSI model, but featuring a bespoke body incorporating additional weight-saving carbon fibre composite panels, the new open-air Audi R8 will be available to order in the UK from November 2009 in six-speed manual and six-speed R tronic automated manual forms priced at £111,955 OTR and £117,155 OTR respectively. UK deliveries will start in the first quarter of 2010.

The sculpted lines of the emotion-packed Audi R8 have been subtly re-interpreted to create the new Spyder. The absence of the distinctive side blades that extend into the roof of the fixed head Audi R8 Coupe has been compensated for by the use of elegantly curved new side panels made of carbon fibre composite that blend beautifully with striking arched and vented cowls behind the cockpit which flow apparently seamlessly into the gently curving carbon fibre composite cover for the hood compartment.

The open-top two-seater from Audi features a spacious, typically high quality interior that, helped by a front luggage compartment with a useful 100 litre capacity, is genuinely comfortable and practical enough to make everyday use a pleasure rather than a chore. The low-mounted, electrically adjustable seats position the body perfectly in relation to the flat-bottomed steering wheel and the clear, logically arranged dials.

The generous standard equipment list for UK models includes an extended leather package featuring Fine Nappa leather, the Audi Music Interface iPod connection system (or a CD changer as required) linked to a Bang & Olufsen sound system, heated seats, DVD satellite navigation and - in another world first for Audi - seatbelt-mounted microphones which make it possible to talk on the phone even with the top down on the motorway.

Like its Coupe relative the Audi R8 Spyder 5.2 FSI quattro, which was developed in cooperation with quattro GmbH, delivers absolutely uncompromising performance. The naturally aspirated V10 engine with its aluminium crankcase, much of which is hand-built, produces 530 Nm (390.91 lb-ft) of torque at 6,500 rpm and peak output of 525PS at 8,000 rpm as it revs freely to its 8,700 rpm limit.

Performance reflects this awesome potential: 0 - 62mph in 4.1 seconds; 0 - 124mph in 12.7 seconds; a top speed of 194mph for the six-speed manual version - all delivered with a heady ten-cylinder soundtrack that is of course even easier to savour in this open-top model.

The optional six-speed R tronic transmission offers a normal and a sport program as well as a fully automatic and a manual mode. The manual mode allows the driver to make lightning-fast gear changes using the lever on the centre tunnel or with the paddles on the steering wheel. The open-air sports car also comes with 'Launch Control' - a program that manages engagement of the clutch perfectly to maximize acceleration at start.

VIa carpages

The New Audi e-tron

At this year's Frankfurt Motor Show, Audi presents the new Audi e-tron, a high-performance sports car with a purely electric drive system. Four motors - two each at the front and rear axles - drive the wheels, making the concept car a true quattro. Producing 230 kW (313 hp) and 4,500 Nm (3,319.03 lb-ft) of torque, the two-seater accelerates from 0 - 62 mph in 4.8 seconds, and from 37 - 74 mph in 4.1 seconds.

The Audi e-tron is able to freely distribute the powerful torque of its four electric motors to the wheels as required. This so-called torque vectoring allows for dazzling dynamics and an undreamed-of level of agility and precision when cornering.

Audi has taken a new and in some cases revolutionary approach to many of the technical modules. A heat pump is used to efficiently warm up and heat the interior. The drive system, the power electronics and the battery are controlled by an innovative thermal management system that is a crucial component for achieving the car's range without compromising its high level of interior comfort. Networking the vehicle electronics with the surroundings, which is referred to as car-to-x communication, opens new dimensions for the optimisation of efficiency, safety and convenience.

The cockpit of the Audi e-tron is oriented toward the driver - a further characteristic Audi trait. Instead of the classic instrument cluster, the concept car is the first Audi to be equipped with a large, fold-out central display with integrated MMI functions. It is flanked by two round dials.

Four asynchronous motors with a total output of 230 kilowatts (313 hp) give the Audi e-tron the performance of a high-output sports car. The concept car can accelerate from 0 - 62 mph in 4.8 seconds if necessary, and goes from 37 - 74 mph in 4.1 seconds. The torque flows selectively to the wheels based on the driving situation and the condition of the road surface, resulting in outstanding traction and handling.

The energy storage unit is charged with household current (230 volts, 16 amperes) via a cable and a plug. The socket is behind a cover at the back of the car. With the battery fully discharged, the charging time is between 6 and 8 hours. A high voltage (400 volts, 63 amperes) reduces this to just around 2.5 hours. The Audi engineers are working on a wireless solution to make charging more convenient. The inductive charging station, which can be placed in the garage at home or also in special parking garages, is activated automatically when the vehicle is docked. Such technology is already used today in a similar form to charge electric toothbrushes.

VIA carpages

2010 Ford Fusion SEL I4 Review

The mid-size sedan market constitutes the largest segment of the car market and is perhaps the most competitive. Think of the new Malibu, Altima, Camry, Accord, Sebring . . . on and on. Even Suzuki is entering the market with a slick new offering. Ford is competing head on against all these great cars with this Fusion - freshly redesigned for 2010.

Fusion came to the market in about 2002 as a replacement for the long-in-the-tooth Taurus, one of Ford’s most successful cars ever. Though the Taurus name has been resurrected it now identifies a full-size car. The 2010 Fusion is the second generation of this front-wheel drive, 5-passenger, plain-Jane built off what began as the Mazda6 platform. It’s more than just a freshening. Although it looks little different, it’s really a substantial redesign.

While I’m not usually fond of dark red or maroon cars, this one caught my eye in the parking lot where I picked it up. It was backed into its slot so the bold new front end jumped right out at me. The more intense chrome, three-bar grille and dramatic new treatment around the fog lights and lower air intake stand out as much improved over the past Fusion. A bulging hood and sharpened body creases improve its appearance as well.

We can’t say the same for the rear treatment however. The old triangular taillights were surrounded by rather garish chrome trim on the old one, but these are unembellished. From the rear this Fusion is plain as white bread. The side profile shows just a modest update with the rear flank resembling Malibu, which means it reflects many of the freshened mid-size sedans out there.

Inside we found a few fresh ideas. Fusion’s gauges have an attractive three-dimensional, multi-colored glow resulting from an electroluminescent design that got our attention right away. You don’t have to wait for night driving to enjoy this feature – it’s always lit this way, making for an attractive easy read of the information right in front of you. The center stack of conventional design, though reasonably attractive, and is a tad busy with all the buttons and switches. Climate controls are mounted low on the stack making them a bit hard to manage and part of the controls are only accessible through the generous 8-inch navigation screen. I’m quite fond of the little, shallow cubby built into the top of the dash immediately above the stack. I’m not sure what I would use it for but it’s pretty slick.

The rear seat has plenty of room and is reasonably easy to get in and out of. The seat back is fixed so we don’t have the utility of flopping it down for larger cargo. Interior and trunk volume is just about the same as the major competitors.

This Fusion I4 SEL shows a base price of $23,975. The entry-level S model starts at $19,270 and the top-of-the-line Hybrid will set you back about $27, 270 before adding any options. This one comes standard with 17-inch aluminum wheels, automatic headlights, a new capless fuel filler, chromed exhaust tips, fog lamps, keyless entry, heated mirrors, 8-way power seats, ambient lighting, dual-zone climate control, leather wrapped steering wheel, nice leather seats, Sirius satellite radio, Ford’s popular Sync voice activated system, tilt and telescopic steering wheel, and all the other stuff we now expect.

Our test car has a few options including blind spot indicators, premium Sony sound system, power moonroof, rearview video camera and the $1,775 voice-activated navigation system. With the $725 destination charge we’re looking at a sticker price of $29,175.

Fit, finish and materials are otherwise OK – but nothing special, though the black leather seats with bold grey stitching are very nice. Over all, I think the Malibu’s interior design is much better. Ford has paid particular attention to softening the touch points on the inside making it feel more classy. They’ve also done an admirable job of sound deadening and insulation to minimize road noise and improve the quality of the other noises you hear. The doors close with an exceptionally solid kerthunk.

Handling is good – not race-track good, but good. Front suspension design and geometry have changed from conventional struts to an independent, short and long arm system with double lower ball joints and stabilizer bar. Rear is still a multi-link independent with twist blade and stabilizer bar. This all makes for a conventional feel on the road. I found the brakes a bit touchy and light until I got used to them a bit and found most of the tactile elements to be a bit soft for my liking, including the steering feel.

The blind spot warning system works well and is unobtrusive. In city traffic I didn’t notice it working until I was ready to change lanes and looked toward the mirror where the little amber dot told me when a car was within range. Some blind sport warning systems, I’m thinking Volvo particularly, have indicator lights that are unnecessarily bright and distracting.

Power is adequate in most circumstances for this 3,600-pound car. Ford added about 15 hp to the previous I4 to make 172 hp in this 2010 Fusion. With 175 lb-ft of torque it’s good for a 0-to-60 time of 9.5 seconds – nothing to write home about but enough to keep up well with most traffic. You can have this four-banger mated to either a six-speed stick or six-speed automatic. The automatic does not have a manual mode. Our test car is the automatic and the EPA rates it at 22-mpg in the city and 31 on the highway using regular fuel. We drove it a lot this week without babying it at all in a variety of conditions and managed a good 31.8-mpg. I was impressed.

Two V6 engines (240 and 264-hp, respectively) can be had if you want a little extra power and both come with the six-speed automatic only. This automatic does have a manual mode. You can also have an all-wheel drive option if you like. I’ve read rumors of a plan for a “GT” version of the Fusion featuring a 340-hp EcoBoost engine but I wouldn’t hold my breath given the current industry’s troubles.

The IIHS has named Fusion as a Top Safety Pick and NHTSA gives it five stars (max score) for front driver and passenger protection including side impacts and four stars for rear seat and rollover protection.

The Mexico-built Fusion has been a popular choice of folks taking advantage of the government’s cash for clunkers deals so production has jumped considerably, but it still sells well below the numbers of Camry and Accord.

Ford’s new car warranty covers the Fusion bumper-to-bumper for 3 years or 36,000 miles and the powertrain for 5 years or 60,000 miles.

The I4 Fusion is a comfortable, competent mid-size sedan without polarizing design elements. With over 30-mpg easily attainable and a cruising range of over 400 miles it will appeal to lots of folks who need a good, solid, well-built car without a lot of fluff or frills.

Frankfurt Motor Show 2009

Breaking news from the Frankfurt Motor Show floor, latest pictures, reviews, videos and news.

Auto Express Car Reviews

September 2009

Welcome to autoexpress.co.uk's coverage of the Frankfurt Motor Show.

You'll find all the latest news and gossip from the 2009 spectacular here - plus show shots, video and exclusive analysys.

We will be reporting live from every unveil, and with exclusive images from the show stands we will make sure you don't miss a single thing.

Finally, don't forget to use our new "comments" feature, below, to add your thoughts, ask questions and help shape our coverage - we will do our best to respond.

Via autoexpress

2010 Ford Mustang V6 Premium Convertible Review

DRIVING DOWN THE ROAD
WITH CAREY RUSS
2010 Ford Mustang V6 Premium Convertible

Is there another car that can compare to the Ford Mustang in longevity and long-term success? While it has changed with the times over the years since its 1964 1/2 introduction, the Mustang has, for the most part, stayed true to its roots: sporty style at a good price, with available power ranging from reasonable to stupendous.

The newest iteration of the venerable pony car is the best yet. While not as major a change as in 2005, when the long-running "Fox" platform that signaled the resurrection of the real Mustang in 1979 finally gave way to an all-new architecture, the 2010 Mustang refines the 2005-09 version inside and out.

The exterior changes clean up the Mustang's looks a bit, but the real news is inside. An interior restyling and additional soundproofing add civility without making it too civilized. It's still a Mustang, after all - but you can put your friends in the back seat and they'll still be your friends. And there's a useful trunk -- even in the convertible.

As it has been for a while now, the Mustang lineup is coupe or convertible, with V6 or V8 power in front driving a solid rear axle through a five-speed manual or automatic transmission. The 4.0-liter V6 is unchanged, and with 210 horsepower and 240 lb-ft of torque is nearly as potent as the original 4.6-liter V8 back in 1996. V8 buyers now get most of the "Bullitt" package as standard equipment, meaning 315 horsepower and 325 lb-ft, plus short-throw linkage for the stick and a polished aluminum shift knob. Both engines run on unleaded regular gasoline.

I've just finished a pleasant summer week in a convertible V6 with the automatic. Yes, I would prefer a V8 with a stick on general principles, but let's not forget that the V6 is the popular and affordable engine choice, and most people buy automatics today. And so-equipped, it's a fine choice and a great car for everyday use, every day of the year unless winter where you live is seriously Pleistocene. The power-operated top goes up and down quickly, and has a heated glass rear window for wintertime convenience. It's insulated, for benefits on 100-degree summer days as well. There's plenty of power, and plenty more available with the V8, and the stock suspension is pleasantly compliant without being soft. Even better, it's a real four-seater -- and, unlike some of the "convertible hardtops" offered today, it has a real trunk. A practical Mustang? Why not? It's still pure Mustang in all ways.

APPEARANCE: The 2010 Mustang is immediately recognized as a Mustang, and immediately recognized as new. The shape is familiar, but new headlights, grille, bumper fascias, fenders, and an angular "power dome" on the hood clean up the lines for a more refined look. It's muscular without being a muscle-bound cartoon. The beveled rear panel is the most immediately apparent change, and the new front styling increases the resemblance to the original late-`60s Shelby KR. The signature chrome pony grille mascot has been restyled, and the triple vertical tail lights on each side are now LED with sequential turn signaling. Top-up, the convertible's profile is nearly identical to the coupe's; top-down it's even better. V6 Mustangs have a single exhaust, while V8s have one on each side.

COMFORT: "Comfort" has not always been a word associated with "Mustang". Now it can be, and with no detriment to the car's overall nature. While the 2010 Mustang is comfortable in its interior design and appointment, with a new instrument panel that echos the past with its soft-touch twin-brow design, it looks more upscale than any previous Mustang, and additional soundproofing decreases noise levels for a more civilized experience. The Premium trim level adds brushed-aluminum trim to the dash, scuff plates, and pedals, perforated leather seating surfaces (and power adjustment to the driver's seat cushion), the "Shaker 500" AM/FM/6CD/Sirius satellite radio/auxiliary input audio system, Ford's SYNC® electronic communication system, ambient lighting for the door pockets, sill plates, cupholders, and front and rear footwells, and MyColor™ programmable instrument lighting. The front seats are the best yet in a standard Mustang, and the rear seat will hold two medium-sized adults in reasonable comfort. The power top requires manual latching, but that's simple, and operation is quick and painless. The top is insulated, and, with Ford's excellent air conditioning, made 100-plus degree temperatures tolerable. (Don't expect me to keep the top down in that!) And unlike in many convertibles, there is a usefully large trunk that is not impacted at all by the top. The opening is small, but adequate for soft luggage.

SAFETY: Good handling, four-wheel antilock vented disc brakes, and AdvanceTrac® with electronic stability control (ESC) are the new Mustang's key active safety features. Dual-stage driver and front passenger front air bags, front seat side air bags, a tire pressure monitoring system, the SecuriLock® passive antitheft system, and the SOS post crash alert system are some key passive safety features.

RIDE AND HANDLING: Want an example of "proven technology"? Look no further than the 2010 Mustang. While the basic architecture is the familiar unibody structure with independent front suspension by means of MacPherson struts and a solid rear axle, precise rear axle location, by a three-link system and Panhard rod, and coil springs instead of the leaves of the distant past ensure that it's as well-behaved as possible. Correct matching of spring and shock rates and stabilizer bar size ensures a compliant ride in the V6, with no loss of handling ability or agility. It's not as performance-oriented as the V8 GT, not is it meant to be. Steering is not overly light, although power assist is gladly accepted, especially as wheel and tire sizes have increased this year, with 17-inch standard for the V6 and 18s for the V8. The restyled body also decreases drag a bit, for a small improvement in fuel economy. More importantly, front aerodynamic lift has decreased considerably -- by 37 percent for the V6 and 23 percent for the V8 -- adding to high-speed stability. Crosswinds are not a problem. The Mustang convertible is commendably rigid, with no noticeable cowl shake.

PERFORMANCE: With 210 horsepower (at 5300 rpm) and 240 lb-ft of torque (at 3500 rpm), the Mustang's 4.0-liter single overhead cam V6 is a serious improvement over the original Mustang's 170-cubic inch (2.8 liter), 101-horsepower inline six. Mustang sixes have improved steadily since then, with the 4.0 sohc used since 2005. It's smooth in operation and linear in power delivery. Undoubtedly the five-speed stick is more fun and allows better driver control of power output, but I have no complaints about the automatic's operation. It shifts quickly and predictably, and the engine has a broad enough torque curve that five speeds are plenty. A V6 convertible is more of a cruiser than performance missile, so the automatic is well-suited to it. Fuel economy is not much better than with the V8, at EPA 16/24 and 17 in my mixed city/back road/highway use. But who's thinking "high mileage" and "Mustang convertible" in the same sentence?

CONCLUSIONS: Detail improvements have made the 2010 Ford Mustang the best yet. S

PECIFICATIONS 2010 Ford Mustang V6 Premium Convertible

Base Price   $ 28,995
Price As Tested   $ 30,840
Engine Type   single overhead cam 60-degree V6
Engine Size   4.0 liters / 245 cu. in.
Horsepower   210 @ 5300 rpm
Torque (lb-ft)   240 @ 3500 rpm
Transmission   5-speed automatic (optional)
Wheelbase / Length  107.1 in. / 188.1 in.
Curb Weight   (est) 3600 lbs.
Pounds Per Horsepower  17
Fuel Capacity   16 gal.
Fuel Requirement  87 octane unleaded regular gasoline
Tires    P215/60R17 95T BF Goodrich Traction T/A
Brakes, front/rear  vented discs all around, ABS standard
Suspension, front/rear  independent MacPherson strut /
      3-link solid axle with coil springs
      and Panhard rod
Drivetrain   front engine, rear-wheel drive

PERFORMANCE
EPA Fuel Economy - miles per gallon
   city / highway / observed  16 / 24 / 17
0 to 60 mph    est 7.0  sec


OPTIONS AND CHARGES
5-speed automatic transmission  $ 995
Destination charge   $ 850

Is VW Taking Porsche Mainstream?

What the Porsche mid-engine roadster could look like if built. - Illustration by Radovan Varicak

Winterkorn, Volkswagen Group chief, just days after the denouement of the VW-Porsche takeover saga. Porsche had to give up its four-year attempt to take over VW and was itself taken over. Porsche CEO Wendelin Wiedeking lost his job while VW chief Martin Winterkorn got named CEO of the new combine, which will merge in 2011. And shortly after Wiedeking departed, German prosecutors raided his office and others in an investigation of possible market manipulation.

Winterkorn was, as expected, in expansionist mood. How many cars might Porsche build a year? "There's no limit," he said. Is 150,000 possible? "Why not?"

He advocated doing this by 2012 or 2013, by entering new sectors with new models. (Porsche had sold 98,652 cars as of July.) Winterkorn later told Germany's Manager Magazin that Porsche should add three new cars, including one smaller than the Boxster.

Return of the 928? Producing a coupe version of the Panamera could be just what Dr. Winterkorn orders. - Illustration by Radovan Varicak

This ties in with a strategy outlined in our reports in past months. VW brand chief Ulrich Hackenberg told Motor Trend that the BlueSport midengine roadster needs a sister car from another brand to make a business case. It would make a good Audi R4, but that might sit uneasily alongside the TT roadster. From a new fuel economy/emissions standard perspective, an entry-level four-cylinder Porsche does make sense.
Porsche management, including new CEO Michael Macht, have spoken against making a car cheaper than the Boxster. They no longer call the shots. They're not against expanding Porsche, as they did first with the Cayenne and now with the Panamera. But they want the expansion to be measured, and done with expensive vehicles.

Winterkorn is also considering reviving the idea of a Porsche twin to the Audi Q5 small SUV. The tie-up between the Cayenne, Touareg and Audi Q7 has been a sales success for all three brands.

As with the new Touareg, (Trend, September), the new Cayenne, pictured below during testing, is on its way. It still uses the Touareg platform, this time in Mk II form. It's based on the original but is lighter in base-model form, by making heavyweight off-road hardware optional.

The new Cayenne was spied testing recently at the Nurburgring.

The design has a more Porsche-like nose: the hood cutline comes forward between the headlights. The new model gets more profiled side panels with obvious shoulders over the rear wheels. The tailgate is faster, and the third side window more rakish and triangular. The cabin features a dash architecture and switchgear rather like the Panamera's. The main new engine is the supercharged V-6 hybrid edition. Other powertrains continue with little change. The new Cayenne will be shown in 2010 for sale in 2011.

VW's New Midsize Sedan Plan

Volkswagen's New Midsize Sedan (NMS) may displace the smaller Passat from the North American market, says VW chief Ulrich Hackenberg. The NMS is aimed, in terms of size, power, price and taste (read: lots of big cupholders) directly at the heartland of cars such as the Camry, Accord, Fusion, and Malibu, but with VW's premium feel.

VW will start building the car in early 2011 in its new Chattanooga, Tennessee, assembly plant. It will be joined later by a Jetta replacement designed with the States in mind. Hackenberg says he hopes to sell 150,000 NMSes a year initially, with plant capacity expandable to 300,000. VW currently sells about 50,000 Passats in the U.S. in a good year.

To get the necessary quality, VW will use many of the same suppliers as Mercedes' Alabama plant. The critical thing for the NMS is its costs will be low because it's built locally and because some of the Passat's expensive running refinement and noise, vibration, and harshness suppression hasn't been engineered in. In line with the group's push for clean diesel, it will be offered with a TDI option as well as four and V-6 gas engines, mounted transversely. A double-clutch transmission is also on the list. It gives better fuel efficiency than a conventional auto.

The NMS is part of VW's Golf-Passat platform matrix. The imported Passat is smaller than the domestic-built NMS, but would need to sell at a similar price, and by VW's own reckoning have no higher visible quality. The Chattanooga car will sell beyond the bounds of the Americas: It will also be built in China as a replacement for the local long-wheelbase Passat, called Passat Lingyu.

motortrend

Suzuki's Shrinking Kizashi

The soon-to-arrive Suzuki Kizashi is not a "tweener" car, a Suzuki official told Motor Trend at the official nveiling of the production model recently. It was always meant to be a C/D-segment sedan. Still, we couldn't help but think that it had lost ... something.

Suzuki previewed three concept versions at auto shows around the world, including a 2.0-liter turbodiesel four wagon and a 3.6-liter V-6 sedan. The V-6 was the clue. It was to be the same gas direct-injection engine found in the Cadillac CTS and Chevy Camaro. But General Motors sold 17 percent of its 20-percent stake in Suzuki in 2006, and then sold the remainder in November 2008 for $230 million, as it sought loan guarantees to float it through the Great Recession.

The production Kizashi, we reported, was to be built on GM's Epsilon platform, possibly in a North American factory (like the discontinued XL-7). The three Kizashi concepts had the same size wheelbase as the Chevrolet Malibu, 112.2 inches. Instead, the Kizashi is built in Japan. It is launching with a 2.4-liter inline four, and Suzuki brass are coy about a V-6 option, although a hybrid version using the four is in the cards, and a turbo-four is likely. The production Kizashi's wheelbase is listed at 106.3 inches, even though overall length has grown over the concept by 0.1 inches, to 183.1.

So the Suzuki Kizashi is just slightly bigger than the Chevrolet Cruze (178.5 inches long on a 105.7-inch wheelbase). Its wheelbase is slightly shorter than the Epsilon II platform's Opel Insignia (107.8 inches) although it's 7.1 inches shorter overall than that car.

Clearly, Suzuki's separation from GM changed plans for a midsize car, although Suzuki holds a stake in GM's Daewoo Automotive. GM's bankruptcy and paring down to four brands intervened. With Suzuki's North American sales hit particularly hard during the recession, an "international"-size car, whether you consider it C- or C/D-segment, made more sense than a larger midsize. And in the end, Suzuki may be in a better position as most automakers expect Americans to shift from midsize to compact cars in the coming decade.

VIA motortrend

Skoda Superb Estate debuts

Wraps come off Superb load carrier

Space was in abundance on the Skoda stand at Frankfurt. The Czech firm took the wraps off its Superb Estate at the show and its vast 633-litre boot promises to put its rivals in the shade when it hits the UK next Spring.

Folding its rear seats liberates an incredible 1,865-litres of load area, making the newcomer a front-runner in the space race.

The extended roofline of the Estate is neatly incorporated so it arguably looks even better than its saloon/hatchback stablemate. And all models come with roof rails as standard while the big Superb is also available with keyless entry and start, as well as a full-length panoramic glass sunroof.

A powered tailgate, retractable load cover and sliding boot floor also give buyers the option of making the versatile estate even more practical. It will be available with the same range of engines as the existing model, but prices are yet to be confirmed.

Via autoexpress

Hyundai Coupe SIII

Can a bargain price make Korean sports car even more tempting?

It’s the credit crunch coupé! Hyundai is currently riding the crest of a sales wave, thanks to the Scrappage Incentive Scheme. Its range of small cars has proven popular with buyers, thanks to their mix of great value and decent kit.

But what about drivers on the hunt for sporting thrills on a budget? Well, there’s the Coupé SIII, which has a huge £5,000 knocked off its list price.

What’s more, you don’t need to trade in an old banger to take advantage of the cut. The range now starts from £12,995 – that’s £2,600 less than when the Coupé was introduced in 1996! – which places it firmly in supermini territory.

So what do you get for your money? Well, it looks sharp, with a low-slung profile and smart 17-inch alloys, although that sporty shape does limit cabin space. There’s plenty of standard kit, though, including air-con, heated leather seats, cruise control, an electric sunroof and iPod connection. Blue backlighting adds a classy touch, but the hard plastic finish and aftermarket stereo are a bit of a letdown.

Under the bonnet is a 141bhp 2.0-litre engine that gives the Coupé a 0-62mph time of 9.3 seconds. Performance isn’t particularly impressive; you need to work the motor and five-speed box hard to make progress, and the Coupé’s buzzy engine lacks refinement at motorway speeds.

Things improve on twisty roads, though. The handling isn’t the sharpest around and the steering is rather numb, but it’s still entertaining, and the stiff suspension means there’s minimal body roll in corners. If you’re in the market for a budget coupé, then the Hyundai genuinely is the last of the breed. And it, too, will soon disappear, as production in Korea has already finished.

Rival: MG TF 135
The TF matches the Hyundai for value with a £13,511 price tag, but the basic design is 15 years old and it lags behind for standard kit and dynamics. Only the prospect of top-down motoring could win it fans.

Read more: http://www.autoexpress.co.uk/carreviews/firstdrives/242125/hyundai_coupe_siii.html#ixzz0S6U5NVLE

Audi A5 Cabriolet Vs Rivals

Audi continues to ignore the trend for folding hard-tops, and has fitted its new A5 convertible with a traditional fabric roof. Is it a better open-air choice than coupé-cabriolets from Lexus and BMW?

Auto Express Car Reviews

September 2009

Unpredictable – that’s typical British weather. Occasional sunny periods normally interrupted by heavy rain and high winds.

Despite this, UK drivers remain committed convertible car fans, and drop-top sales in this country are still higher than in most other European markets.

Audi has a rich cabriolet history, and has tapped into this trend. Bosses hope to continue the success with the new A5 Cabriolet – which, unlike many rivals, features a traditional fabric hood. What’s more, the Audi is powered by a small-capacity turbo engine, and promises to punch above its weight.

Lexus has taken a while to cash in on the convertible market. Apart from its unloved SC430, the firm has steered clear. But that’s all about to change with the new IS 250C. It has a three-piece folding metal roof, and comes with a raft standard kit and a powerful V6 engine as Lexus looks to make up for lost time.

But before either newcomer can claim victory, they have to contend with BMW’s formidable 3-Series Convertible.

Our class champion is stylish, practical and great to drive. Can it retain its crown?

VIA autoexpress

Jaguar XJ exclusive

We head to Frankfurt for a ride in the Big Cat that everyone has been talking about.

All-new Jaguars don’t leap out at you every day, so when Auto Express was invited along for an exclusive ride in the new XJ at the Frankfurt Motor Show, we jumped at the chance!

Back in July we were invited along to the live unveil, but now we're about to get up-close with Jaguar's latest stunner for the first time.

The flagship saloon has some stiff competition, with the ever-green Mercedes S-Class and fresh-faced Porsche Panamera forming an intimidating welcoming committee.
From the moment the big Jaguar glides into view it grabs your attention. Its striking looks are even better in the metal than in our photos and its protruding grille and sleek profile set it apart from its German rivals.

The long wheel-base model sent to meet us measures more than 5.2m long but it disguises its extra 125mm over the standard car and is an imposing kerbside presence. Up close you notice the dark trim panels on the rear pillars, which are designed to create the impression of a wraparound rear windscreen. This was impossible to achieve properly because of the profile of the back window, and the visual trick works better in some colours than others.

When you open the boot to stash your bags the load area looks smaller than the figures suggest, but its 520-litre capacity should be more than adequate. Climb aboard and space isn’t an issue. Predictably, given our model’s extra-long platform, there is a huge amount of rear legroom. The amount of headroom is less generous thanks to its rakish roofline, but six-footers will still fit in the back. Smart airplane style tables fold down from the front seatbacks and will be familiar to owners of the outgoing XJ, but the most striking thing as you relax in the contoured leather seats is just how light the interior feels.

With its narrow side windows you expect the cabin to feel snug, but the explanation is simple as all XJs come with a panoramic sunroof as standard. It helps to liberate more headroom inside and allowed design boss Ian Callum to preserve the car’s low slung coupe-like profile. And it gives the Jaguar a handy USP over its rivals.

Before pulling away we were also treated to a demonstration of the top-of-the-range 1,200 Watt Bowers & Wilkins audio system that comes as standard in Portfolio trim. With 20 speakers – including no less than three in each door – the power and clarity of the stereo needs to be experienced to be believed. And it’s all controlled using one of the best touch-screen interfaces that you’ll find inside a car.

Peer between the front seats and you can also see the new virtual instruments, which display analogue dials on a digital screen and look surprising authentic. The steering wheel through which you view them is also beautifully crafted and makes you want to grab hold of it. Likewise, all of the materials inside, from the classy chrome on the eye-ball style air vents to the high quality wood trim and suede rooflining are tactile delights.

This is all very well, but what it’s like on the move? Well, on the evidence of our short test ride it promises to give the current class champions a run for their money. The creamy smooth V8 power delivery, purposeful engine note and hushed refinement of our test car are what you expect from a luxury limousine. However, lower spec 3.0-litre diesel versions need to be just as impressive if the XJ is to seize the luxury car crown.

Ride comfort on the smooth tarmac of our test route was also promising and while it’s impossible to judge the car’s handling without taking the wheel, the XJ feels controlled from the back. All we need to do now is have a go ourselves to find out if a Jaguar is about to leap back to the top of the luxury car class.

Rival: Mercedes S-Class
Our current luxury class favourite does exactly what all hi-tech limousines should do – it soothes away the stresses of driving. The XJ will have its work cut out to beat it.

Via autoexpress

Range Rover LRX - Offical

Land Rover confirms Range Rover's 2011 launch, as 'eco-friendly' model is spied testing.

Range Rover is going green! These shots are the first ever of the new LRX - which Land Rover today confirmed will be launched in 20121.

Based on the popular LRX concept first shown at the 2008 Detroit Motor Show, the new model is tipped to debut 'green' technology which will later make it onto all Range Rover models.

Designed and engineered at the firm's HQ in Gaydon, the firm is promising that the new Range Rover will be the smallest, lightest and most efficient vehicle the company has ever produced.

Built in the UK at Halewood, Merseyside, the car will be sold in over 100 countries around the world.

Phil Popham, Managing Director of Land Rover said: "The production of a small Range Rover model is excellent news for our employees, dealers and customers. It is a demonstration of our commitment to investing for the future, delivering revant vehicles with the outstanding breadth of capablility for which we are world-renowned."

The prototype pictured here sports a Freelander body but the wheelbase is clearly shorter and the camouflaged front suggests that the mule has an updated grille.

Though the car’s technical specification is still being determined, it’s thought the newcomer is likely to share some parts with the current Freelander, and offer an engine range capable of delivering on the firm’s emissions promise of 150g co2/km

A hybrid version is also thought to be under development, capable of returning less than 120g co2/km.

Sources have suggested that the LRX will be unveiled on the 17th June next year; a date that will mark exactly 40 years since the original Range Rover was introduced.

Hi-tech M1 leads BMW’s green drive

New supercar based on Frankfurt star on its way, with technology due to appear on entire range.

BMW’s M1 is back! And drivers can expect stunning design, impressive fuel economy and incredible performance to come as standard with the new model due on sale in 2012.

It will be based on the Vision EfficientDynamics concept, BMW’s star of the Frankfurt Motor Show, and Auto Express’s exclusive images reveal how the newcomer will look.

With an ultra-low ride height, active aerodynamics and an aggressive rear end, there will be no shortage of visual drama. Inside, there will be two-plus-two seating, and the low-slung driving position will be surrounded by cutting-edge technology, including a digital dash and multimedia connectivity.

A three-dimensional head-up display that shows information such as speed and speed limits, economy and sat-nav functions, plus an advanced version of BMW’s iDrive cabin control system, will also appear.

Practicality will be limited however, with BMW choosing to deliver a machine that sets a new benchmark for performance and efficiency, rather than creature comforts. At the core of this effort will be groundbreaking technologies which will see every aspect of traditional car design reinvented.

The most significant element of this huge effort will be the development of the 1.5-litre hybrid engine revealed in the Vision EfficientDynamics. The three-cylinder unit will be paired with a powerful electric motor – together both will offer more than 350bhp and 800Nm of torque.

To save fuel, top speed will remain electronically limited to around 155mph. However, the 0-60mph sprint is expected to take less than five seconds.

To make the most of this raw speed, the M1 will be equipped with BMW’s Air Curtain system. This arrangement channels airflow through the front bumper and out ahead of the front wheels. It reduces turbulence in the wheelarches and cuts the car’s drag coefficient to 0.22Cd – the lowest of any BMW. Subtle folds in the bodywork will also create downforce without the need to use large spoilers.

An inside source said: “This is one of the most exciting projects BMW has ever delivered. The engine is virtually production ready, while part of the hybrid system will debut in the new petrol-electric X6 Hybrid.
“Our DCT gearbox – already available in the M3 – offers quick shifts, and the new car’s chassis is a piece of art. Crucially, it’s ready for the road.”

There’s no word yet on the cost of the new M1 – although it’s suggested that the mould-breaking model will be a rival to the Audi R8. That means prices are likely to start from £70,000. If that sounds like too much, there’s still cause for celebration among drivers hungry for a mix of performance and class-leading fuel economy.

The major elements of the M1’s design, including the 1.5-litre engine, gearbox and aerodynamics, will be offered in a variety of new BMW models, helping to cement the firm’s reputation as a market leader in clean, green performance cars.

Via autoexpress