If this looks familiar, take a closer look. Yes, Honda is still calling the CR-Z on display at the 2009 Tokyo motor show a “concept,” but this instance is very close to the production model due in 2010.
How can we tell? Perhaps the best indicator is actually inside the car. The sci-fi gauge cluster and center stacke have been replaced by a much more conventional design, which borrows a number of components from other Hondas, notably the new Insight. The crazy light piping that ran rampant throughout the show car is now constrained to accents above the door panel inserts and around the cup holders. We doubt the touch-screen controls, however, will make their way into the production car -- it's a safe bet switchgear from the Honda parts bin will control the audio lighting and navigation systems, along with the door locks and windows.
Externally, the car retains most of its original design ethic, although bumpers have been thickened to actually lend some form of crashworthiness. On the downside, this meant designers had to revised the hood stamping, and the tweaked nose no longer seems to carry the attractive curvature of the original. The CR-Z also now sports traditional door handles and mirrors, and it seems the rear quarter windows have been enlarged to provide some additional visibility.
If anything, we'd expect Honda to possibly tone down the wheel and lighting design before the car hits the assembly line, but there's nothing here that strikes us as completely impossible to mass produce. We'll bring you more photography and our impression upon seeing the CR-Z in person come October 21, when our live coverage of the 2009 Tokyo motor show begins.
2009 Honda CR-Z Concept
2011 Mercedes-Benz E350 Wagon
By Joshua Duval
The third body style in the all-new E-class lineup, the 2011 Mercedes-Benz E-Class wagon, is scheduled to make its official debut at the 2009 Frankfurt auto show, but Mercedes-Benz has released images of the car ahead of the show.
In the U.S., the E-class wagon will be sold simply as an E350 4MATIC model, which sports a 268-hp 3.5-liter V-6, paired with a seven-speed automatic transmission and standard all-wheel-drive. Mercedes-Benz says the new wagon has been equipped with stiffer shock absorber settings and torsion stabilizer bars than the outgoing model. An automatic, self-leveling suspension system called "Agility Control" keeps the wagon at the same height even when fully loaded with cargo.
For the first time, U.S. buyers will have the option to equip the E-class wagon with a sport package, which includes perforated front brake discs with painted calipers, 5-spoke 17-inch alloy wheels, gearshift paddles, modified front and rear fascias, twin trapezoidal exhaust pipes, and unique rocker panels. An AMG wheel package will be available, adding 5-spoke 18-inch alloy wheels and a 3-spoke steering wheel.
Inside, the wagon will be equipped with a standard drowsiness detection system Mercedes-Benz dubs "Attention Assist", while a pre-collision detection system will be optional.
The E-class wagon will go on sale in the U.S. starting in June 2010 as a 2011 model. We'll have more details when the wagon makes its physical debut at the Frankfurt show.
2010 Mercedes-Benz BlueZero
By Andrew Peterson
The Mercedes-Benz BlueZero E-Cell Plus is the third -- and final -- version of Mercedes-Benz's eco-friendly modular concept cars to be unveiled at the 2009 Frankfurt motor show.
"The Concept BlueZero offers a triple demonstration of the technical maturity of alternative drive systems from Mercedes-Benz," said Prof. Herbert Kohler, Daimler's chief environmental officer and leader of future mobility programs. "Electric vehicles with battery electric or fuel cell drive systems will not truly be on an equal footing with today's combustion engine drive systems until customers are confident that there is a sufficient infrastructure of electricity and hydrogen refueling stations."
The E-Cell Plus is an extended-range version of the E-Cell EV concept shown at the 2009 Detroit auto show. In addition to the electric powertrain, the E-Cell Plus sports a small turbocharged three-cylinder gasoline engine, which mainly serves to recharge the battery pack and extend the driving range of the concept. Actually driving the front wheels is a 94-hp (70 kW) electric motor, allowing the E-Cell Plus to scoot from 0-60 mph in under 11 seconds.
Like the other BlueZero "Cell" concepts (E-Cell and F-Cell) shown, the battery in question is a lithium-ion battery pack, which has a total capacity of 18 kWh. Mercedes-Benz claims the pack can be charged within 30 minutes to a state that allows 30 miles of EV driving, but a complete charge allows 62 miles of driving on electricity alone.
As was the case with its siblings, the E-Cell Plus is built atop a modular architecture, which Mercedes sees as a means to reduce the cost of producing small, high-tech vehicles like this. A modular package also allows the automaker to offer a variety of powertrain offerings (depending on cost, market, and available technology), and grants designers more flexibility and packaging the vehicle.
2010 Jeep Patriot EV
By Evan McCausland
While three ENVI concepts were originally revealed last summer, Chrysler's saved this--the Jeep Patriot EV - for the 2009 Detroit auto show.
Like the Jeep Wrangler EV we saw in July, the Patriot is an extended-range electric vehicle. Built upon the front-wheel-drive Patriot, power comes primarily from a lithium-ion battery pack, which drives a 150 kW (200 hp) electric motor.
Provided it's fully charged, Chrysler says the Patriot EV operates solely on electricity for up to 40 miles. After that, a small gasoline motor--said to be good for only 60 hp--kicks in, generating electricity to recharge the battery and power the motor. According to Chrysler, this tag-team of sorts brings the Patriot's total range to a substantial 400 miles.
While it's hard to say exactly how the Patriot - let alone one driven primarily by electricity--fits into Jeep's off-road mantra, there is some promise in this concept vehicle: as it shares its platform with the Caliber, this shows Chrysler could feasibly develop an ER-EV compact car for the Dodge brand.
To read more about the 2010 Jeep Patriot EV, go to our 2009 Detroit auto show blogs coverage. All the latest blogs from the Editors of Automobile Magazine can be found HERE. We've got our whole staff wandering the floor at Cobo Hall bringing back live photos and more information about all the new debuts from Detroit.
2010 Ford Taurus
By Joe Lorio
This 3.5-liter V-6 feels stronger than it did in the 2008 Taurus I drove last year, but for even more thrust, check out the Taurus SHO and its 355-hp EcoBoost V-6. The EPA city rating for this V-6 is only 18 mpg, which seems a little low, but this is a big, heavy sedan.
Everything in the handling department feels pretty much spot-on for a sedan of this size that lacks sporting pretentions. Damping, spring rates, and body roll are all in line with a sedan that skews more toward luxury than sport. There is a bit too much tire and suspension noise over broken pavement, but the cabin is otherwise very quiet and well insulated.
Most of the materials and finish on the interior were quite nice, but I noticed a few flaws. One would hope that production cars will be free of the annoying squeak that emanated from behind the dashboard and that the material quality will be more uniform. The controls for the audio, climate control, and other vital systems are very easy to decipher.
Yes, this is the flagship sedan Ford has been looking for. I don't know that the Taurus name is the right choice, but Ford's CEO, Alan Mulally, has spoken, and the Taurus name will probably stick around for a while. Let's hope Ford can keep this car fresh.
Bugatti Veyron Grand Sport
By Georg Kacher
I didn't even touch the speed key, which unlocks the Bugatti Veyron's full top-speed potential. For our entire journey, it remained in the pocket of PHR, short for Pierre-Henri Raphanel, Bugatti's official test driver, minder, and former F1 racer. There was certainly no point in going faster than 233 mph, the Veyron's maximum speed without the key, nor would there be any opportunity on public roads. We were piloting one of two Bugatti Veyron Grand Sports, and the main objective of our drive was to go as quickly as possible from Ladispoli, which is northwest of Rome on the Mediterranean, to the Adriatic city of Pescara, thereby cutting across the lower leg of Italy.
According to the Michelin trip planner, the shortest route was 166 miles, and the calculated travel time was two and a half hours. With stops for photography, the eastbound journey actually took about twice as long. But on the way back, our nutria brown Veyron atomized the statistics in a way only a sports car powered by a 1001-hp engine can.
Limited to 150 examples, the new $2 million Grand Sport commands a stiff, €200,000 (about $280,000) premium over the coupe, which is not exactly a bargain at €1.2 million (approximately $1.7 million). In exchange, you get an extensively reinforced body with even more carbon-fiber panels, beefed-up composite doors, taller rollover-protection loops, stronger B-pillars, and a reengineered center tunnel. You also get two roofs: a provisional one that looks and functions like an umbrella, and a solid, single-piece, body-color cover with tinted polycarbonate that is easy to mount but impossible to stow. To accommodate the removable lid, Bugatti designed a slightly taller windshield and a mildly modified rear bulkhead. The Grand Sport also gets more aggressive daytime running lights, a rearview camera, an upgraded Burmester sound system, and special horseshoe-pattern wheels.
The ring road around Rome is a war zone. A car as shiny and vulnerable as the Veyron is constantly under attack from swarms of scooters, flocks of microcars on steroids, and shoals of taxis, delivery vans, and trucks. It took us more than an hour to escape from this noisy, smelly, metal maze. With the city of the seven hills receding in the mirror, we headed inland toward L'Aquila on a two-lane highway that dates from the 1950s. Unlike the Veyron coupe, which provides an eerie and outlandish virtual-reality experience when pushed beyond 200 mph, the Grand Sport raises hackles at a mere 100 mph. Since the driver is breathing the same air as the engine mounted a foot behind, speed is suddenly a highly physical and emphatically acoustic sensation. After all, the two large oval air intakes open with such a hungry, man-eating roar that you almost expect to be sucked in, shredded, and spat out again. Revving the W-16 engine hard feels like sitting in front of a jet engine at takeoff. In addition to the high-pitched, turbinelike intake swirl and the intermittent wastegate whistle during upshifts, the four turbochargers and the large mid-mounted exhaust make this engine's sound track unmistakable: yauuoow-vrooam, ba-tsching-ing; yauuoow-vrooam, ba-tsching-ing. Redlined at an unremarkable 6200 rpm, the 64-valve, 8.0-liter engine will accelerate the 4339-pound Grand Sport from 0 to 62 mph in 2.7 seconds, according to Bugatti. The coupe is some 175 pounds lighter and 0.2 second quicker off the mark, but it feels much more relaxed and laid back than the incredibly intense roadster.
2010 Lamborghini Reventon Roadster
By Joe Lorio
Bummed that you missed out on the chance to snag one of the twenty Reventon coupes that Lamborghini built two years ago? Well, my rich friend, Lamborghini is giving you a second chance -- that is, assuming you've still got the dough (1.1 million Euro, or nearly $1.6 million at current exchange rates).
Two years after the debut of the ultraexclusive, hyperexpensive Reventon at the 2007 Frankfurt auto show, the company is rolling out the equally exotic Reventon Roadster at the 2009 Frankfurt event.
The Roadster largely follows the coupe's formula, to create what Lamborghini president and CEO Stephan Winkelmann calls, "the most extreme car in the history of the brand." Underneath, the Reventon is essentially a Murcielago Roadster. That means a 6.5-liter, quad-cam V-12 is mounted longitudinally, just ahead of the rear axle. Four glass windows in the long engine cover allow bystanders to ogle the V-12. Its output here is 661 hp at a suitably racy 8000 rpm, and 487 lb-ft of torque at 6000 rpm; the engine uses dry-sump lubrication. All Reventon Roadsters are fitted with Lamborghini's six-speed E-gear paddleshifted automated manual transmission, as well as an all-wheel-drive system that sends a minimum of 65 percent of the torque to the rear wheels. Carbon-ceramic brakes are standard.
As was the case with the Reventon coupe, the wild custom body shell is made almost entirely of carbon fiber (save the door skins). It features a rear spoiler that deploys at 80 mph and extends further at 136 mph to create additional downforce. Overall weight is listed at 3725 pounds, just 55 pounds more than the hardtop. No surprise, then, that the claimed 0-to-62-mph time is an identical 3.4 seconds. Top speed, though, is a bit lower, at 205 mph versus the coupe's 217 mph -- so you'll need to leave the house a few minutes earlier. Don't forget also to budget for fuel stops, considering the Reventon Roadster's EPA ratings of 10 mpg city, 16 mpg highway. (As always, your mileage may vary.)
The Reventon coupe pioneered the use of matte-finish paint; the Roadster wears a different shade of matte-metallic gray. To help protect its wild bodywork, the Reventon (like other Lamborghinis) has a feature whereby the driver can raise the nose of the car by 1.6 inches, to help clear steep ramps and driveways. The custom cockpit again forsakes traditional gauges for driver-reconfigurable LCD screens, with g-forces among the information that can be displayed.
Lamborghini once again is severely limiting the build run. According to the company, "less than twenty Lamborghini friends and collectors," will get the chance to buy one. If that's you, better hop to it.
Fiat Abarth 695 Tributo Ferrari
By Evan McCausland
When is a Ferrari not a Ferrari? Apparently, when it's a Fiat...
Meet the new Fiat Abarth 695 Tributo Ferrari, which debuts at the 2009 Frankfurt motor show. Built upon the Abarth 500 esseesse, Fiat says the Ferrari-themed compact car is designed to give Ferrari customers "a small but exciting small car for urban mobility."
That's not entirely a new concept -- after all, Aston Martin pitched with its Toyota-based Cygnet -- but we think sports car purveyors may actually enjoy this punched-up compact car. Pop the hood, and you'll find Fiat's turbocharged 1.4-liter I-4. We're told the engine delivers "over 180 hp," and manages to crank out 169 lb-ft of torque at 3300 rpm. As is the case with a standard 500 Abarth esseesse, the Tributo Ferrari sends its power to the front wheels via a five-speed semi-automatic transmission.
The Tributo Ferrari also receives a special sport suspension, Brembo four-piston brake calipers up front, and 17-inch wheels patterned after Ferrari's rolling stock. We're told the 695 can reach a top speed of 140 mph, and can spring from 0 to 62 mph in under 7 seconds, making it slightly faster than an 500 Abarth esseesse. A special leather-trimmed interior, complete with Ferrari-inspired gauges, is also par for the course.
Fiat hasn't specified exactly how many of the limited-edition 695 Tributo Ferrari models will be built, but every example will come painted in "Scuderia Red."
2011 McLaren MP4-12C
By Don Sherman
Will the longest, deepest recession since the Great Depression ever end? The twinkle of headlights from a bevy of 200-mph-plus supercars at the end of today's dark tunnel says "yes" and "soon." Next year, Ferrari will launch its 458 successor to the F430, and Mercedes-Benz will roll forth the tantalizing SLS AMG Gullwing. The McLaren MP4-12C should nudge leading economic indicators upward sometime in 2011.
Thus far, McLaren has granted only brief access to an MP4-12C mock-up as the appetizer for the technological feast it plans to serve in less than two years. Decoding the not-at-all evocative name hints at what's on the menu. The MP4 part comes from the chassis designation McLaren has used on all its Formula 1 cars since 1981. The 12 is an internal index related to the company's dedication to power, weight, aerodynamics, and overall efficiency. And the C celebrates a commitment to carbon-fiber technology for future sports cars.
Bruce McLaren planted the seeds of what blossomed into the McLaren Group in 1963. Shortly after he arrived on the British racing scene in 1958, the New Zealander proved he was one of the world's quickest drivers. McLaren won Le Mans (co-driving a Ford GT40 Mark 2 with Chris Amon in 1966) and earned victories in categories ranging from dainty formula cars to thundering Can-Am machines.
Colleagues took up the cause after McLaren died following a 1970 testing accident, and the organization he founded grew into one of the world's premier racing teams. McLaren Racing has won eight Formula 1 constructors' world championships and twelve drivers' titles. The most recent constructors' crown was added to the trophy case in 1998, and Lewis Hamilton piloted a McLaren MP4-23 to the driver's championship last year.
No stranger to road cars, McLaren manufactured 100 F1s (twenty-eight in racing trim) and more than 2100 Mercedes-Benz SLR McLarens (including 722, Roadster, and Stirling Moss variations).
American expatriate Antony Sheriff, McLaren Automotive's managing director, proudly guided our tour of the nonproprietary areas of the McLaren Technology Centre, a NASA-grade engineering facility in Woking, England, where MP4-24 Formula 1 racers and SLR road cars are manufactured and where work on the MP4-12C commenced in 2006.
To raise the $400 million needed for a new assembly plant, to underwrite production tooling, and to complete the MP4-12C's development, the automotive arm was recently spun off from the parent McLaren Group. The five remaining divisions -- Racing, Marketing, Electronic Systems, Applied Technologies, and Absolut Taste (a catering enterprise) -- are owned by Daimler (40 percent), a Bahraini holding company (30 percent), investor Mansour Ojjeh (15 percent), and McLaren Group chairman Ron Dennis (15 percent).
2010 Rolls-Royce Ghost
By Andrew Peterson
After teasing us with images and specifications of the car, Rolls-Royce officially released pictures of its new baby model, the Ghost.
We knew a while ago that the Ghost would lose the Phantom's V-12, and would instead use a new 6.6-liter, twin-turbo direct-injection V-12 producing 563 hp. It may sound similar to BMW's new 6.0-liter twin-turbo V-12, but the Rolls' engine is its own design. Rolls-Royce also revealed engineering goodies such as the air-suspension that adjusts every 2.5 milliseconds and will even keep the car level if a passenger moves.
What we didn't know was how much of the Phantom and 200EX Concept would be translated into the final design of the baby Rolls. After seeing the final pictures, the production Ghost looks to be a dead ringer for the 200EX Concept that was unveiled three years ago in Geneva.
The car is instantly recognizable as a Rolls-Royce, but looks more modern than the Phantom. It features the same style grill as the Phantom, but on a smaller scale that is not so in your face. Instead of putting itself out there like the Phantom does, the Ghost seems to more subtly show the passenger's exquisite taste and wealth.
Once the passengers get inside via the traditional Rolls-Royce suicide doors, they are coddled in some of the finest leather available. The Ghost will seat five passengers, with seating for four passengers optional. In four-passenger configuration, the rear seats are equipped with massage and cooling functions. The center console is also carried back in 4-passenger configuration which allows for an optional refrigerator with integrated champagne glasses.
To help pass the time in the back, a "theater configuration" is optional with both seating arrangements offered. The theater configuration allows all settings that do not directly affect the driver to be controlled from the rear seats. The functions that can be changed are displayed on the rear-seat entertainment screens in the back of the headrests, which can also be used to play different movies for each rear-seat passenger (excluding the middle seat).
Rolls-Royce has not yet announced pricing for the Ghost, but it will come in at a significantly lower price point than the Rolls-Royce Phantom. Stick with Automobile Magazine as the Ghost makes its public debut at the 2009 Frankfurt Motor Show later this month.
2010 Mini Roadster
By Phil Floraday
Mini is looking to simplify and purify its offerings at the 2009 Frankfurt auto show. We've already seen the coupe concept and now the rumored Roadster Concept is on display at the show stand.
Understandably, the Mini Roadster is a toned down version of the Coupe Concept with a manual cloth top. Where the Coupe uses an engine borrowed from the potent JCW model, the Roadster uses a 1.6-liter turbo-four from the Mini Cooper S. Actually, Mini only goes so far as to say the Roadster "might possibly be powered by" such an engine, but we think it's a safe bet to expect the Cooper S powerplant.
The Mini Roadster Concept is easily identifiable as a Mini, which isn't very surprising since everything ahead of the A-pillar is stock sheetmetal on a Mini Convertible. The A-pillars are raked back much more aggressively than those on the convertible, but they seem to match the angle of the Mini Coupe Concept quite nicely.
Just like the Coupe Concept, there are only two seats and not a whole lot of cargo space. Thankfully the full 8.8 cubit feet of cargo space is available with the top up or down. Losing even a fraction of that space with the top down would be a tragedy for this little Mini. A lockable opening allows the passenger to reach back to the trunk while the car is in motion to grab small items like snacks or maps stored in the trunk.
Inside, the Always Open meter will record how many hours the top has been down while the car was driven and a new feature, known as Heart Beat, will certainly entertain the driver. Heart Beat uses information from sensors that monitor acceleration and lateral acceleration of the car to determine how fast the car's heart should beat. As one can imagine, the heart beats faster when the car is driven harder -- just like a person's heart does.
Will it see production? If the Roadster Concept was introduced by itself, we'd be inclined to say it wouldn't amount to much more than a styling exercise. But the debut of Coupe and Roadster concepts together is a promising sign -- it's likely there's enough volume between the two to make a business case for the new tooling required to produce the body parts that differ from the traditional Cooper and Clubman models. If either of these Minis appeals to you, it might be wise to start socking away your extra cash. It shouldn't be long before dealers begin taking deposits.
By Phil Floraday
Mini is looking to simplify and purify its offerings at the 2009 Frankfurt auto show. We've already seen the coupe concept and now the rumored Roadster Concept is on display at the show stand.
Understandably, the Mini Roadster is a toned down version of the Coupe Concept with a manual cloth top. Where the Coupe uses an engine borrowed from the potent JCW model, the Roadster uses a 1.6-liter turbo-four from the Mini Cooper S. Actually, Mini only goes so far as to say the Roadster "might possibly be powered by" such an engine, but we think it's a safe bet to expect the Cooper S powerplant.
The Mini Roadster Concept is easily identifiable as a Mini, which isn't very surprising since everything ahead of the A-pillar is stock sheetmetal on a Mini Convertible. The A-pillars are raked back much more aggressively than those on the convertible, but they seem to match the angle of the Mini Coupe Concept quite nicely.
Just like the Coupe Concept, there are only two seats and not a whole lot of cargo space. Thankfully the full 8.8 cubit feet of cargo space is available with the top up or down. Losing even a fraction of that space with the top down would be a tragedy for this little Mini. A lockable opening allows the passenger to reach back to the trunk while the car is in motion to grab small items like snacks or maps stored in the trunk.
Inside, the Always Open meter will record how many hours the top has been down while the car was driven and a new feature, known as Heart Beat, will certainly entertain the driver. Heart Beat uses information from sensors that monitor acceleration and lateral acceleration of the car to determine how fast the car's heart should beat. As one can imagine, the heart beats faster when the car is driven harder -- just like a person's heart does.
Will it see production? If the Roadster Concept was introduced by itself, we'd be inclined to say it wouldn't amount to much more than a styling exercise. But the debut of Coupe and Roadster concepts together is a promising sign -- it's likely there's enough volume between the two to make a business case for the new tooling required to produce the body parts that differ from the traditional Cooper and Clubman models. If either of these Minis appeals to you, it might be wise to start socking away your extra cash. It shouldn't be long before dealers begin taking deposits.
2010 Lotus Evora
By Andrew Peterson
The Lotus Evora may be the most luxurious Lotus to emerge from the British firm in recent years, but it still makes for a good race car -- a fact proven by the new Type 124 Evora endurance racer.
According to Lotus, few major changes were necessary to create the Type 124. The race model uses the stock Evora chassis, and retains a high percentage of the production car's suspension. Lotus reportedly changed only the dampers and anti-roll bars, which are now four-way adjustable units.
As with all race cars, the stock brakes and tires are eschewed with parts honed for track duty. The Evora Type 124 uses AP Racing 6-piston calipers in both front and back, and rides on Pirelli racing slicks.
In order to make the car completely FIA compliant, Lotus added a full roll cage, a fire extinguisher system, and a six-point restraint harness. Thanks to stripping virtually everything else from the interior and using a number of carbon fiber body panels, the Type 124 weighs 440 pounds less than the stock car (approximately 2640 pounds).
The engine hasn't changed -- it's still a Toyota-sourced 3.5-liter V-6 -- but its power has. Lotus says in Type 124, the six-cylinder can produce as much as 400 hp. Lotus replaced the standard six-speed sequential gearbox with a normal six-speed manual transmission.
The Evora Type 124 will make its debut at the 2010 ADAC Nrburgring 24 Hours in May, and will continue competing at a number of various endurance races through 2011 as part of a factory supported program.
By Andrew Peterson
The Lotus Evora may be the most luxurious Lotus to emerge from the British firm in recent years, but it still makes for a good race car -- a fact proven by the new Type 124 Evora endurance racer.
According to Lotus, few major changes were necessary to create the Type 124. The race model uses the stock Evora chassis, and retains a high percentage of the production car's suspension. Lotus reportedly changed only the dampers and anti-roll bars, which are now four-way adjustable units.
As with all race cars, the stock brakes and tires are eschewed with parts honed for track duty. The Evora Type 124 uses AP Racing 6-piston calipers in both front and back, and rides on Pirelli racing slicks.
In order to make the car completely FIA compliant, Lotus added a full roll cage, a fire extinguisher system, and a six-point restraint harness. Thanks to stripping virtually everything else from the interior and using a number of carbon fiber body panels, the Type 124 weighs 440 pounds less than the stock car (approximately 2640 pounds).
The engine hasn't changed -- it's still a Toyota-sourced 3.5-liter V-6 -- but its power has. Lotus says in Type 124, the six-cylinder can produce as much as 400 hp. Lotus replaced the standard six-speed sequential gearbox with a normal six-speed manual transmission.
The Evora Type 124 will make its debut at the 2010 ADAC Nrburgring 24 Hours in May, and will continue competing at a number of various endurance races through 2011 as part of a factory supported program.
2010 Toyota 4Runner
By Evan McCausland
Crossovers and cute utes may be the all the range these days, but some people still have uses for a beefy SUV that can hold its own off-road. Fortunately, Toyota's all-new 2010 4Runner holds true to its roots, and remains an honest, tough midsize SUV.
The new 4Runner may look familiar -- it still retains a muscular, boxy shape -- but designers worked a number of cues from recent Toyota trucks, notably the Tundra, into its appearance. What the new figure may not convey however, is an increase in size. The 2010 4Runner is slightly longer, wider, and taller than the last model, and even has space for an optional third row of seating, giving it room for seven for the first time.
Perhaps what's most important is what lies underneath the new exterior. As has been the case in all previous 4Runners, the 2010 model is a body-on-frame design, using the newly-revised chassis from the European Land Cruiser Prado as a start. Toyota claims the new frame is approximately 11 percent stiffer than before. The 4Runner's off-road prowess remains intact, especially on the Trail model. These models receive Toyota's new Kinetic Dynamic Suspension System, which disconnects stabilizer bars while off-roading, allowing for greater suspension articulation over rough terrain. Trail models also receive an adjustable crawl control and a new "multi-terrain select" system, which allows drivers to adjust wheel slip for different conditions.
Those looking for the ultimate in luxurious amenities instead of maximum off-road abilities will likely spring for the 4Runner Limited. Limited models include full-time all-wheel-drive, Toyota's adaptive suspension system, 20-inch wheels, and body colored trim. Inside, the top-end 4Runner receives leather seating, a powerful JBL audio system, moon roof, keyless start, and a slide-out tray in the cargo area designed to facilitate loading and unloading cargo. Toyota also includes a new "Safety Connect" telematics system as standard equipment on its top-of-the line 4Runner.
What doesn't carry over into 2010 is the 4.7-liter V-8. Instead, Toyota's increased the power of its 4.0-liter V-6 to 270 hp and 278 lb-ft of torque, besting both the previous 4.0-liter V-6 and the eight-cylinder. Shoppers also have the option of buying a four-cylinder 4Runner (equipped with a new 157-hp 2.7-liter I-4), albeit only in rear-wheel-drive form. Four-cylinder models are mated to a four-speed automatic, while six-cylinder models are bolted to a five-speed auto. All six-cylinder models return an EPA estimated 19 mpg combined, while the four-cylinder, two-wheel-drive model is rated at 18/23 mpg city/highway.
2011 Aston Martin Rapide
By Evan McCausland
At long last, the wait for a new four-door Aston Martin is over. The British automaker officially unveiled its new 2011 Rapide at the 2009 Frankfurt motor show, ending a three-year long tease.
Aston first unveiled the Rapide as a concept at the 2006 Detroit auto show, but the slinky sedan - billed as an Aston Martin for the entire family to enjoy - wasn't approved for production until the company was wrestled from Ford's control. In spite of the management change, the Rapide's original design remains relatively unmolested.
The Rapide looks every bit like the stretched DB9 it is. Aston developed the sedan from the same V/H platform that underpins the DBS, DB9, and Vantage models, and uses the same 6.0-liter V-12 as its two-door sibling. Rated at 470 hp and 443 lb-ft of torque at 5000 rpm, the twelve-cylinder sends power to the rear wheels via a six-speed automatic transmission, and is capable of moving the Rapide from 0-60 mph in 5.1 seconds. Drivers interested in taking a more active role in the experience will be able to manually shift the transmission with a pair of magnesium paddle shifters located on the steering column.
The raked transparent roof doesn't give rear passengers much headroom, but they are treated to their own HVAC controls and infotainment systems. Aston Martin again partnered with Bang & Olufsen to fit the car with a 15-speaker, 1000-watt audio system as standard equipment.
While DB9s are built at Aston's factory in Gaydon, England, the Rapide will be assembled at Magna Steyr's facility in Graz, Austria and next year only 1500 will roll off the assembly line. Pricing hasn't been officially announced, but it's expected the car will sticker around $250,000 when it goes on sale later in 2010.
First Look: Volkswagen E-Up! Concept
By Eric Tingwall
Volkswagen's string of Up! city cars continues to grow at the 2009 Frankfurt Auto Show with the electric-powered E-Up! With the concept's debut, Volkswagen has said it will deliver a zero-emissions Up! to the market by 2013.
The electric drivetrain in the E-Up! is composed of an 18-kWh lithium-ion battery and an electric motor capable of outputting 60 kW (80 hp). A full charge should deliver a range of approximately 80 miles and top speed is about 84 mph. Charging time on a household 220-volt line is expected to take less than five hours.
The car's roof and interior sun visors are covered with solar panels that supply the car with electricity and power the ventilation system when the E-Up! is parked. Equipping the car with manual windows and mirror adjustments conserves electricity. Volkswagen also describes integrating the E-Up!'s computer with mobile phones, so an owner can control when the car charges, check the state of the battery, and heat or cool the car before a trip.
To complement the E-Up! (and compensate for its limited range), Volkswagen has also developed a barrage of personal electric devices for short-distance travel. The lineup includes the Kickstep and Microbully scooters, the Ped-tric folding bike, and the VM_1M moped. All of the concepts are designed to fit inside the E-Up! to be used once the car has been parked in an urban area.
The E-Up! is the fourth concept in Volkswagen's city car lineup, following the Up! hatchback, Space-Up! microvan, and Space-Up Blue! fuel cell vehicle. The first production car based on the series -- known as the New Small Family -- is due in 2011.
2010 Nissan Nismo 370Z
By Evan McCausland
Nissan's new 370Z may be quite nimble, but those hankering for a track-ready package should consider stepping up to the new 2010 Nismo 370Z, which debuts at the 2009 New York auto show.
Like the Nismo 350Z before it, the new car receives a host of suspension revisions designed to glue the Z to the track. Nismo (Nissan's in-house tuning firm) adds a front strut tower brace, performance dampers, increases the front spring rates by 15 percent, and stiffens the rear coils by 10 percent. Coupled with thicker stabilizer bars, the tweaks increase the 370Z's damping factor by 40 percent in front and a whopping 140 percent in the rear.
In order to provide power to match the track prowess, Nismo also fiddled with the Z's engine. The 3.7-liter V-6 is almost identical to that in a normal 370Z, but thanks to a Nismo exhaust system and a tricked-out engine control module, it sees a substantial boost in power. The Nismo-tuned mill produces 350 hp at 7400 rpm (vs. 332 hp @ 7000 rpm) and 276 lb-ft of torque (up from 270) at 5200 rpm. Nismo 370Zs are only available with a six-speed manual transmission, which is equipped with the trick rev-matching system.
Nismo also modifies the 370Z's exterior, adding a new elongated front fascia. Although it does clean up the Z's front appearance, the new snout also incorporates a chin spoiler and twin canards to improve downforce. New side sills are designed to match, and a giant rear spoiler, inspired by racing-spec Zs, is again part of the package. So too are Rays aluminum wheels - these 19-inch pieces are unique to the Nismo Z, although the large vented disc brakes are culled from the 370Z's Sport Package.
The Nismo model throws in a few interior touches, including red stitching on the leather-wrapped steering wheel and shift knob, Nismo logos on the tachometer and cloth bucket seats, and aluminum-trimmed pedals. Don't look for an iPod dock or navigation - the Nismo 370Z makes do with the base four-speaker AM/FM/CD stereo system, and options are otherwise limited to selecting one of five paint colors (red, white, silver, graphite, or black).
Nissan hasn't discussed pricing for the new Nismo model, but does expect cars to arrive at U.S. dealerships sometime in June 2009.
2009 Hyundai Nuvis Concept
By Evan McCausland
It seems Mazda's designers aren't the only ones studying fluid dynamics. When it came time to craft the Hyundai Nuvis concept, debuting at this week's New York auto show, designers studied the way water flows around the sides of a boat.
"Our goal was to create a living machine that the driver and passengers could be part of," said John Krsteski, manager of Hyundai Design. "There are no lines on or in this car that are standing still."
Both the idea and the execution are remarkably similar to Mazda's series of Nagare concepts, but the Nuvis still manages to keep its Hyundai identity intact. The overall shape and form of the concept's front fascia echo the production Veracruz, which isn't too surprising - Hyundai hints that this may influence a future production vehicle, albeit we doubt there's much of a future for the blue exterior accent lighting and gullwing doors.
The opposite can be said of the Nuvis' drivetrain. Hyundai wants to offer hybrid vehicles (starting with a Sonata in 2010) in the U.S, which will likely use the BlueDrive parallel-hybrid system similar to the one in the Nuvis.
Here, it couples a 2.4-liter I-4 to a six-speed automatic transmission, which is teamed with a 30-kW (40-hp) electric motor. The Nuvis can be powered by either the gasoline engine or electric motor alone, but can mix the two when droves of power are required.
Most interesting is the lithium-polymer battery mounted underneath the cargo floor. The 270-volt battery has a similar chemistry to lithium-ion cells, but allows more power to be stored in a smaller package. Similar batteries are used in Kia's Forte LPI hybrid, and we expect the technology to be a staple of Hyundai hybrids to come.
2009 Toyota Highlander
By Amy Skogstrom
A 187-horsepower four-cylinder lugging around a two-ton SUV? Why not? The four-cylinder Highlander may not be overly powerful, but it was perfectly adequate for my daily commute. That the Highlander is even available with a four-cylinder is news, as last year it came only as a V-6 (or with a hybrid powertrain).
Obviously, the four-cylinder option is a reaction to the wildly fluctuating gasoline prices that we saw in 2008, and the fact that it will get an estimated 27 mpg on the highway doesn't hurt. However, buyers will have to sacrifice 4WD if they opt for the four-cylinder, because it's available only with front-wheel drive.
Inside, the Highlander looks and feels very much like the Toyota that it is. I appreciated the large dials for the radio and climate controls, as I was wearing my gloves because of the frigid temperatures we were experiencing in Michigan post-Thanksgiving holiday. The Highlander is a sort of no-frills SUV - you'll find pretty much everything you need in this type of vehicle, such as 5- or 7-passenger capacity, plenty of cupholders, and decent cargo capacity - and that's probably good enough for loyal Toyota customers.
Lexus LF-Ch Hybrid Concept
By Steve Diehlman
Today, it's official: here's the Lexus LF-Ch concept, the show car for the 2009 Frankfurt motor show that aims to compete with the likes of the BMW 1-series.
Offering the latest in hybrid technology, the concept will allow the driver to choose between four driving modes, ranging from full EV-mode to a sport mode with amplified throttle response. A sporty steering wheel with integrated paddle shifters adds to the driving excitement during spirited driving.
The sleek lines and blacked out B-pillar give the impression of a hatch sporting only 2-doors. Hidden in the chrome trim are entry buttons for the rear doors. Another techno-feature are the LED head- and tail-lights.
The 4-door hatchback will feature four sports seats with accent lighting throughout the cabin. Instead of offering the normal headrest mounted video screens, Lexus chose to incorporate iPod docking stations in the headrests to allow rear seat passengers to use their iPod as entertainment on a long trip.
The remote touch controller navigation and infotainment system, as seen in the 2010 HS 250h and new RX model, makes an appearance in the LF-Ch as well. The "mouse" controller allows either driver or passenger to manipulate audio, navigation, and climate features.
We'll see the LF-Ch in person on September 15, but we'll also likely see the hatchback stateside come December, when it makes its North American debut at the 2009 Los Angeles auto show.
2011 Bentley Mulsanne
Review By Evan McCausland
It may not have won "Best in Show," but without a doubt, the new 2011 Bentley Mulsanne was one of the most important cars on display at the 2009 Pebble Beach Concours d'Elegance.
In celebration of its 90th anniversary, Bentley used the Pebble Beach show to unwrap its latest flagship. Named after the straight at Le Mans (and previously used on a performance Bentley in the 1980s), the Mulsanne serves as a formal replacement for Bentley's aging Arnage.
"The challenge we set our engineers was to create a new grand Bentley that would stand as the pinnacle of British luxury motoring," said Dr. Franz-Josef Paefgen, chairman and CEO of Bentley Motors. "They have responded to this challenge with real passion, and the result is a luxury grand tourer that sets new standards in terms of comfort, effortless performance, and hand-crafted refinement."Certainly, it also marks one of the biggest changes to a large Bentley in some time. Although the front fascia somewhat evokes the prior Arnage, it's markedly different, sporting a wide grille and large high-intensity discharge headlamps. Perhaps most dramatic are the Mulsanne's rear haunches, which flow beautifully into the rear bumper fascia.
Bentley is refraining from discussing the Mulsanne's specifics until the 2009 Frankfurt motor show in September, but we'd expect quite a number of changes underneath the skin. Bentley has repeatedly said that no part of the Arnage carried into the new car, and that the venerable 6.75-liter V-8 is being shown the door.Although details are fleeting, that hasn't curtailed interest. The first Mulsanne was auctioned over the weekend for $500,000, with all proceeds going to the Pebble Beach Charity.
2010 Cadillac CTS Sport Wagon
Review By Don Sherman
To commemorate the birth of the New GM, Cadillac is launching 2010 products steeped in fresh thinking and extra attention to customer needs. The most interesting addition to the wreath and crest family is the CTS Sport Wagon, a first for Cadillac, at least in the US. While this GM division has sold BLS wagons in Europe and supported conversion companies that have morphed a few sedans into wagons, never before in its 106-year history has Cadillac offered Americans a factory-built wagon.
While some wagons are dedicated to cargo and/or family transport, the CTS 5-door is all about style. With a roof 1.25-inches higher and 200 lbs. added to the curb weight but no increase in overall length, this wagon is the fashion equivalent of wearing a baseball cap with the bill swung rakishly back. Taking full advantage of the opportunity, Cadillac stylists stretched the tail lamps to a full 3-feet in length and configured the roof rails as nicely integrated chrome upper-body accents.
The result is a two-box sport machine that men can drive with pride and women can use to scratch their innate shopping itches.
The CTS was one of GM's first attempts to prove that a modest investment in materials and finish inside the vehicle can reap major gains in customer satisfaction. The majestically rising navigation screen, the cut and stitched leather trim, the real tree wood accents, and the highly detailed instrument panel carry over into the Sport Wagon with a few improvements. The only niggle we have is that the wrap-around corners of the instrument panel and the well gusseted door apertures constrict entry and exit. In addition, the view of the road in the inside mirror is partially blocked by headrests, the rear wiper, and the substantial D-pillars. In back, the seat-back releases can easily be reached from both the passenger compartment and through an open lift gate. Folding the split backrests flat more than doubles the cargo volume from 25 to 58 cubic feet. A folding cargo floor can be propped up in two different locations to contain bags of groceries. Small basement and sub-basement compartments are hidden under the floor panel along with a readily removed rubber mat that helps contain spills.
2009 BMW 328i
Review By Joe Lorio
Our test BMW 328i sedan was equipped with performance rubber, which made it pretty much worthless in the snow. We ran our Four Seasons BMW 330i sedan with Dunlop Winter Sport M3 winter tires and the car performed flawlessly in the white stuff.
Speaking of the 330i, the 328i basically has a detuned version of its 3.0-liter, 255-hp engine. It's a sweetheart of a powerplant but the 328i version does feel like it's breathing through a restrictor. It doesn't quite have the lovely pull or sparkly personality of the now-departed 330i. Still, it's a great package and I love normally aspirated engines.
I really like this BMW, and it's one I would consider buying with my own money. But the price is a bit high if you want something less than poverty spec. For $34,425, you do without power seats, Xenon headlights, 17-inch wheels, folding rear seats, leather, or lumbar adjustment. If you want lumbar adjustment, you need to spend $3350 for the premium package. That's just plain crazy. BMW should at least give us a simple manual adjustment as standard. Speaking of manual adjustments, the standard seats are like a Rubik's Cube to figure out. I'm not anti manual seats, but the BMW seats are very complicated to adjust. The $995 power front seats option is money well spent.
I still find BMW's sport suspension a bit too aggressive in regards to the rebound setting on the dampers, but the 3-series still is the best driving car in the class. The rest of the segment just doesn't offer the communicative steering and wonderful chassis balance of the 3.
2010 Toyota Prius
By Joe DeMatio
It has long been fashionable in auto-enthusiast and auto-journalist circles to dismiss the Toyota Prius as a precious affectation of misguided Al Gore devotees, people who find automobiles something to endure - for the sake of pure transportation - rather than enjoy. According to this mind-set, Prius drivers clog the carpool lanes, dawdle in intersections lest they ignite the internal-combustion component of the Hybrid Synergy Drive powertrain too quickly, and undeservedly bask in the glow of a conviction that they are helping the planet and their fellow human beings. That Prius owners are self-satisfied idiots, hypocrites, and anticar zealots until proven otherwise is taken as writ by Prius critics, including some members of Automobile Magazine's editorial staff.
Central to the Prius critique is the notion that it, along with most vehicles with hybrid gasoline/electric powertrains, is no fun to drive and is simply not a match for a well-tuned car with a conventional internal-combustion engine, preferably one mated to a slick-shifting manual transmission. Indeed, there is more than a germ of truth to this. The outgoing, second-generation Prius suffers from an indifferent chassis; vague, lifeless steering and braking responses; weak accelerative power; and an utter lack of visceral, sensory feedback. The main fun to be had in the 2009 Prius is in monitoring the energy-consumption display and trying to increase the average miles per gallon, one tedious digit at a time.
With the new, third-generation Prius, Toyota is aiming to broaden the car's appeal beyond the green set. At the media preview in Napa Valley, Toyota laid out a prescribed route designed to highlight the car's fuel economy. I figured plenty of others would be bragging about hypermiling at that evening's dinner (and, in fact, several drivers exceeded 70 mpg), so I decided instead to drive a 2010 Prius as hard and as fast as prudence and nerve allowed along the two-lane roads in and above Napa Valley. I set off in a Prius with optional seventeen-inch wheels along Silverado Trail, which runs through some of the most valuable tracts of grapevines in North America. Turning onto Sage Canyon Road, I pushed the new-for-2010 "power" button, which provides more aggressive throttle operation, and hit the go pedal.
2010 Mazda 3
It's not easy being the little guy these days. And Mazda, having been all but cast out of Ford's brand family, is definitely a little guy. What the brand lacks in size, though, it has more than made up for with spunk. Take, for example, the Mazda 3, our newest Four Seasons car.
The perpetually grinning compact builds on the qualities that made the original 3 a two-time Automobile Magazine All-Star, namely its strong value and its ability to put a bigger smile on a driver's face than typical Japanese small cars.
The boy racers among us might have waited for the 263-hp Mazdaspeed 3 that recently went on sale, but we chose to test the 3's credentials as a workaday compact. Our hatchback thus has the standard 167-hp, 2.5-liter four-cylinder (sedans start with a smaller 2.0-liter). That said, we're hardly scrimping, as the 3 hatch comes with goodies that you won't find on most comparably priced competitors, including seventeen-inch wheels, Bluetooth, and a six-speed stick shift. We added navigation, keyless ignition, a sunroof, and stereo upgrades. Even with the extras, the price is a reasonable $22,570.
Early praise for the 3's tossable yet composed driving dynamics and the smooth, powerful four-banger has confirmed that the 3 is a solid choice in this tough segment. At a time when drivers are looking to cut both their budgets and their carbon footprints, we'll be interested to see if the versatile hatchback can step up and fill the role of a typical mid-size car.
2010 Hyundai Genesis Coupe 2.0T
By Joe DeMatio
If there's one letdown to the promise of a track-tuned, rear-wheel-drive sports coupe, it's this turbocharged four-cylinder. The figures -- 210 hp and 223 lb-ft of torque -- aren't miniscule, but the manner in which they're delivered is anything but exciting.
Despite that peak torque figure coming in at a low 2000 rpm (redline is at 6800 rpm), there's no wall of torque slamming your vertebrae against the seatback. The acceleration feels sedate and linear (perhaps too linear), and only glancing at the speedometer shatters this perception. The sheriff's deputies won't believe you, but 115 mph in this car feels more like 80.
That tranquil sensation is also due in part to the overall refinement of the Genesis Coupe. It may not be as sensuous as its four-door cousin, but Hyundai's crafted a quiet, solid, and tractable sport coupe. The cabin trim is mostly crafted from rock hard materials, but there's nary a squeak, shimmy or rattle--impressive, considering the suspension, especially on this Track model, stretches the definition of "firm" to a new level.
2010 Audi R8 Spyder
By Joe Lorio
With the arrival of the R8 Spyder, Audi's supercar adds a third model variant to the V-8 and V-10 coupes. The open-topped R8 makes its debut with the 5.2-liter V-10 engine, making the same 525 hp and 391 lb-ft as in the coupe and offering the same choice of six-speed manual or R tronic gearboxes.
With the standard rear-biased Quattro all-wheel-drive system and launch-control program, the Spyder is just fractionally slower than its hardtop sibling (which is lighter by 220 pounds), roaring to 62 mph in 4.1 seconds and to 125 mph in 12.7 seconds. Audi also claims that the power soft top is good all the way to the Spyder's 194-mph top speed. The Spyder not only loses the fixed roof but also the optional sideblades of the coupe. The car's top-up profile borrows a bit from the BMW 6-series convertible, with an upright, glass rear window (which can be powered up and down) tucked between the trailing edges of the top, which extend rearward. Another idea borrowed from BMW droptops is the use of special heat-reflective seat upholstery, in this case Nappa leather. The R8 Spyder does offer an entirely unique new feature, too, one that's perfectly suited to the cell-phone age: a series of microphones attached to the shoulder belts (with one more in the dash), to facilitate hands-free calls even during high-speed, top-down driving. The R8 Spyder goes on sale in Europe this spring but won't reach North America until summer 2010. When it arrives, as a 2011 model, it will be available both with V-10 and V-8 power.
Aston Martin V8 Vantage
Aston Martin V8 Vantage car picture
Review :
Aston Martin builds manly automobiles. From the way the doors thunk when closed to the heft of the steering, the front-engined British sportscars don't carry the same delicate, light feeling you experience in a Ferrari. We think this is a good thing. It's nice that Aston's recent success is a result of excellent design and engineering perfectly in line with the history of the near 100-year-old company, not a carbon copy of the Italian's business case.
In a comparison test between the 2008 Aston Martin DBS and 2008 Ferrari 599 GTB Fiorano in the July 2008 issue of Automobile Magazine, we gave the nod to the car from Maranello but the purity and gruffness of the English car left a lasting impression. But, at $266,350, the top spec Aston is a true exotic. The entry-level car, the V8 Vantage, is gorgeous and sounds fantastic but we've always felt let down by the lack of power provided by the Jaguar-derived 4.3-liter V-8. With the buzz from the DBS experience still fresh in our heads, we hopped on a plane to Germany for a drive in the tweaked for 2009 Aston Martin V8 Vantage.
2009 BMW M3 Convertible
2009 BMW M3 Convertible car picture
Review:
It's a well-known fact that the automotive press has run out of superlatives for the BMW 3-series lineup. In the case of the M3, the ultimate 3-series, the praise is typically amplified. Well, not so much for the convertible M3. You see, the automotive press has a penchant for very odd vehicles the general buying public simply doesn't understand, so we tend to eschew the cars "normal" people want. As a member of the press, I'm required to beg BMW for an M3 wagon instead of this goofy M3 convertible. The truth is, neither model makes much sense.
Chopping the top off a car doesn't do anything to increase performance, and it almost always reduces performance. It's very difficult, if not impossible, to maintain torsional rigidity without resorting to a bunch of heavy braces. Even then, most convertibles suffer from some degree of cowl shake, and folding hardtop convertibles, like the BMW M3, are prone to squeaks and rattles when the top is in place. Granted, Michigan's roads are particularly harsh on convertibles and most convertible buyers hail from warmer climes where the roads are in much better shape.
Ignoring my personal feelings that convertibles, like sunroofs, are a complete waste of money, the M3 convertible makes sense in a one-up-your-neighbor-at-any-expense sort of way. When driven on a public road, the M3 convertible will do anything the M3 coupe will do, plus the top can come off. There's no real value to this trick other than doing something your neighbor's M3 coupe can't. To some people, that's worth the $67,325 cost of admission. For these people, money is probably not a concern and it wouldn't be impossible to have an M3 convertible for cruising down the coast and a serious track toy in the garage.
Phil Floraday, Senior Online Editor
2007 Toyota FT-HS Concept
2007 Toyota FT-HS Concept car picture
Toyota insiders recognize that, to go up against established sports cars, their entry needs a compelling differentiating quality. "We want to do something original," says Hunter. "We asked ourselves, 'What can we do that no one else can do?' The answer was a hybrid." The FT-HS is a hybrid sports car--the name stands for Future Toyota Hybrid Sports. Its powertrain marries a 3.5-liter V-6 with a new-generation hybrid system to provide a combined output of some 400 hp driving the rear wheels. The transmission would be an evolution of Toyota's current planetary CVT with discrete ratios selected via paddles.
Audi TT RS Roadster
Audi TT RS Roadster car picture
Specification :
• Turbo compressor
• 1,984 cc 2.0 liters in-line 4 front engine with 82.5 mm bore, 92.8 mm stroke, 10.3 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder
• Premium unleaded fuel 91
• Gasoline direct injection fuel system
• 14.5 gallon main premium unleaded fuel tank 12.1
• Power: 149 kW , 200 HP SAE @ 5,100 rpm; 207 ft lb , 280 Nm @ 1,800 rpm
Mazda 6 US-Spec
Mazda 6 US-Spec car picture
Specification :
• 2,489 cc 2.5 liters in-line 4 front engine with 89.0 mm bore, 100.0 mm stroke, 9.7 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder
• Unleaded fuel 87
• Multi-point injection fuel system
• 18.5 gallon main unleaded fuel tank 15.4
• Power: 127 kW , 170 HP SAE @ 6,000 rpm; 167 ft lb , 226 Nm @ 4,000 rpm
2009 Cadillac Escalade
2009 Cadillac Escalade car picture
Specification :
• Auxiliary transmission cooler
• 6,162 cc 6.2 liters V 8 front engine with 103.3 mm bore, 92.0 mm stroke, 10.5 compression ratio, overhead valve, variable valve timing/camshaft and two valves per cylinder L9H
• E85 fuel with additional premium unleaded
• Multi-point injection fuel system
• 26.0 gallon main E85 fuel tank 21.6
• Power: 301 kW , 403 HP SAE @ 5,700 rpm; 417 ft lb , 565 Nm @ 4,300 rpm
• Secondary fuel economy: US std - highway - mpg 19 and US std - city - mpg 12 ; 15
2009 Porsche Cayenne GTS SUV
2009 Porsche Cayenne GTS SUV car picture
Specification :
- 4,806 cc 4.8 liters V 8 front engine with 96.0 mm bore, 83.0 mm stroke, 12.5 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder
- Premium unleaded fuel 91
- Gasoline direct injection fuel system
- 26.4 gallon main premium unleaded fuel tank 22.0
- Power: 302 kW , 405 HP SAE @ 6,200 rpm; 369 ft lb , 500 Nm @ 3,500 rpm
2010 Land Rover Range Rover Sport
2010 Land Rover Range Rover Sport car picture
Specification :
• 5,000 cc 5.0 liters V 8 front engine with 92.5 mm bore, 93.0 mm stroke, 11.5 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder
• Premium unleaded fuel 91
• Multi-point injection fuel system
• 27.6 gallon main premium unleaded fuel tank 23.0
• Power: 280 kW , 375 HP SAE @ 6,500 rpm; 375 ft lb , 508 Nm @ 3,500 rpm
Mercedes-Benz Cars S65
Mercedes-Benz Cars S65 car picture
Specification :
• 3,498 cc 3.5 liters V 6 front engine with 92.9 mm bore, 86.0 mm stroke, 11.7 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder
•
Electric fuel with additional premium unleaded
•
Multi-point injection fuel system
•
23.8 gallon main premium unleaded fuel tank 19.8
•
Power: 220 kW , 295 HP SAE @ 6,000 rpm; 284 ft lb , 385 Nm @ 2,400 rpm 20, 15, 118 and 160
•
Secondary power: maximum power (kw): 205, maximum power (hp): 275, maximum torque (ft lb): 255 and maximum torque (nm): 346
2010 Chevrolet Camaro
2010 Chevrolet Camaro car picture
Specification :
3,564 cc 3.6 liters V 6 front engine with 94.0 mm bore, 85.6 mm stroke, 11.3 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder LLT
•
Unleaded fuel 87
•
Gasoline direct injection fuel system
•
19.0 gallon main unleaded fuel tank 15.8
•
Power: 227 kW , 304 HP SAE @ 6,400 rpm; 273 ft lb , 370 Nm @ 5,200 rpm
2009 1-Series 128I Coupe
Specification :
-2,996 cc 3.0 liters in-line 6 front engine with 85.0 mm bore, 88.0 mm stroke, 10.7 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder N52
-
Premium unleaded fuel 91
-
Multi-point injection fuel system
-
14.0 gallon main premium unleaded fuel tank 11.7
-
Power: 172 kW , 230 HP SAE @ 6,500 rpm; 200 ft lb , 271 Nm @ 2,750 rpm
2009 Porsche Boxster S
Specification :
2,893 cc 2.9 liters horizontal 6 mid engine with 88.9 mm bore, 78.0 mm stroke, 11.5 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder
•
Premium unleaded fuel 91
•
Multi-point injection fuel system
•
16.9 gallon main premium unleaded fuel tank 14.1
•
Power: 190 kW , 255 HP SAE @ 6,400 rpm; 214 ft lb , 290 Nm @ 4,400 rpm
2010 Ford Mustang GT Premium Convertible
Specification :
4,601 cc 4.6 liters V 8 front engine with 90.2 mm bore, 90.0 mm stroke, 9.8 compression ratio, overhead cam, variable valve timing/camshaft and three valves per cylinder 99H
-
Unleaded fuel 87
-
Multi-point injection fuel system
-
16.1 gallon main unleaded fuel tank 13.4
-
Power: 235 kW , 315 HP SAE @ 6,000 rpm; 325 ft lb , 441 Nm @ 4,250 rpm
