I currently own a 1991 Nissan 300ZX. My next “weekend fun” car: I’m looking at a 93 300ZX Twin-Turbo, and I’d like to pick up a 1983 280ZX Turbo some day. What I’m trying to say is that if you own a Nissan Z-car, you’ve probably owned 2 or 3. They were a true enthusiast car, ever since the 240-Z was introduced 40 years ago. Unfortunately, this also means that there is a limited audience for such a car. Sadly, Nissan stopped production of the Z car in 1996 (2000 in Japan) with the second generation 300ZX due to waning sales. The Z car instantly became a collector.

In 2003, Nissan revived the Z by releasing the 350Z - an everyday sports car aimed at a much larger market than previous Zs. Fortunately for Nissan, they sold gobs of them. Unfortunately for Z-car lovers, the 350Z lacked much of what the Z was about. It was good at being a sports car, but something was missing. The styling inside and out was bland, even boring in some parts; a properly tuned 300ZX TT could still blow the doors off of it, and it was missing the personality of the old Zs. The 350Z was meant for the regular Joe who said “I want a sports car” - not the enthusiast.

For 2009, this has all changed…

Nissan unveils the 370Z, and Z lovers rejoice. This is what we were looking for; a raw, in-your-face, aggressive, mean, loud, and brutal Z that can embarrass Porsche owners off the line, around the track, and back home for half the price.

Everything about the 370Z is better than the 350 - it’s faster, looks better, feels better, handles better, has more features, a nice modern interior, and has more storage space. Needless to say, I love this car. Yeah, it might look funky from certain angles, and I don’t like the “boomerang” shaped headlights, but part of it was styled from Nissan’s GT-R supercar, and it even has hints from the original 1970 Datsun 240-Z.

It’s a good-looking car overall, sporting a muscular stance, which is something the 350 was lacking. The 5-spoke wheels on the Sport package are some of the best looking non-aftermarket wheels I’ve seen. The Z badges on the sides of the car now blink along with your turn signals. The weird “fangs” in the front are off-putting, and can even look like a catfish from the right angle.

The interior is worlds above the outdated 350Z; high quality materials, comfortable seating, modern design, and even has a glove box! The knee pads attached to the center console are a wonderful touch - meant to keep your knees from bashing against the center console during hard turns. The strangely shaped steering wheel feels great, and the seats are perfectly bolstered to keep you in place.

And the way you’ll be driving it, you’ll need that extra support to stay in place. Step on the floor-mounted accelerator and the 3.7-liter, 330 horsepower V6 sitting under the hood will catapult you from 0-60 mph in about 5.1 seconds. Corners are swallowed with ease, as the new Z feels like it’s cornering on rails, with insane amounts of grip. Steering is precise and communicative. The exhaust note is addictive, but should be louder. Suspension is tight, but not harsh. Aluminum in the hood, doors and rear hatch, along with smaller overall dimensions help the 370Z drop 290 lbs from the 350. Unfortunately, about 200 lbs of safety crap was added as well, so the 370 ends up only 90 lbs lighter than the outgoing model - it’s still a pleasure, in a day where cars just keep getting bigger and heavier.

The manual transmission on our review model is perfect for this car, allowing tight, fast shifts through all six gears. I found the catch point on the clutch to be too high, which can sometimes lead to jerky shifts. I recommend the 6-speed, but you can also opt for the 7-speed automatic tranny with paddle shifters for no extra cost. Go for the auto and you miss out on SynchroRev - the much talked-about feature on the 6-speed that automatically blips the throttle on downshifts so you don’t slow down when choosing a lower gear. This is only available on the manual transmission with Sport package.

Here’s the deal with SynchroRev. It’s been bashed by most press and driving enthusiasts because it eliminates the need for the difficult heel-toe-downshift technique. These drivers have spent years perfecting this skill, and now Nissan comes along and lets every driver get the same result by pushing a button. The thing is, I can’t heel-tow shift; my legs are too long to contort that way without hitting the steering wheel. Not only that, but SynchroRev matches revs perfectly, 100% of the time. No driver, no matter how skilled can match that. So if you’re competing or doing timed laps, there is no reason not to love this. You may not feel that sense of accomplishment from heel-toeing, but you will have a better lap time. I really like this feature.

The 2009 370Z starts at $29,930. Surprisingly reasonable - and the best part is it’s well-equipped at that price. 18-inch alloys, automatic HID headlights, intelligent key with push-button start, carbon fiber driveshaft (!), front & rear stabilizer bars (along with lots of other bracing,) cruise control, leather shift knob and steering wheel with audio controls…I could go on. The only other trim level is Touring, which adds power heated leather seats, auto dimming mirror, Bluetooth, upgraded stereo, and suede-like trim. Two options are available: a $1,850 navigation system (skip it,) and a $3,000 Sport package. The must-have Sport package adds SynchroRev to the manual trans, limited-slip diff, better brakes, those gorgeous 19-inch wheels with better tires, and a front and rear spoiler. I love that Nissan kept it simple with the 370Z - two trims with two options. You can get more accessories such as illuminated kick plates and an aero kit as well.

Some things I didn’t like about the 370Z…despite a much more modern interior, the gauge cluster and center console buttons are illuminated orange, which looks old and ugly. Orange is not sporty – it needs to be white/blue and it would look great. The biggest negative about the 2009 Nissan 370Z is the large blind spot out the rear. You can’t see anything behind you - driving in a crowded parking lot sucks. You can thank the 240Z-esque rear quarter window for that.

Fuel economy is 18/26 mpg who cares? You’ll be having too much fun to give it a second thought. While the fuel economy isn’t bad for this car, it’s not made for tree huggers. This car is a blast to drive, whether you’re on a windy road or stuck in traffic. You’ll also get more envious looks from passersby than any other car for $30K. I like the 370Z a lot more than I thought I would, and I am thoroughly impressed with what Nissan accomplished here. Now, Z-car enthusiasts can once again get excited about the brand.

Many more pictures below:

more pictures…

Mercedes Benz in hose tuning shop, AMG, is capable of producing the most wonderful cars. Given what they have to start with, large, over-weight slabs of heavy steel that are mainly four-door sedans, the fact that AMG can modify and motivate these beats down the road with the rapidity of a sports car is amazing.

For example, take the new Mercedes-Benz E 63 AMG.

AMG starts with the latest E Class. Mercedes mid level ride that allows pediatric dentists and the like to say, “I have arrived! I am a success!” After AMG gets done with it, the E Class has lost any of those “don’t offend the neighbors” pretensions, and replaced them with a large helping of “I have arrived QUICKLY!”

As with all things AMG, it starts with das mill. In this case a 6.3-liter V8 that cranks out 525hp and 630 Newton meters of torque. All this Germanic power hits the tarmac via an AMG SPEEDSHIFT MCT 7-speed sports transmission. This new transmission, by the way, dispenses with a conventional torque converter entirely and uses a compact, wet start-up clutch. Mercedes says that the whole drivetrain allows ” … an extremely emotional and highly dynamic driving experience.” In other words, it’s a paddle shifter right out of the McLaren Mercedes that Lewis Hamilton drives. Nice addition in a sedan.

Performance numbers?

How about to 100 km/h in just 4.5 seconds, with a top speed electronically limited to 250 km/h? Those are impressive number for any car, but a car with a back seat and four doors … amazing. And remember, this comes from a non-blown, although big, engine. Going with a high-revving, naturally aspirated engine gives you a LOT better drivability and throttle pick up, or, as MB puts it, ” … agile responsiveness, muscular power delivery and great flexibility.”

Stopping the AMG-stroked E-Class is done with a high-performance braking system with 360-millimeter, that features internally ventilated and perforated brake discs all-round. There’s optional ceramic composite brakes with larger brake discs guarantee even better brake performance and lower unsprung masses if the “stock” stoppers aren’t enough. Going with the ceramic rotors also gives you an impressive weight reduction of around 40 percent.

The wheels are 18-inch AMG light-alloy wheels with a width of 9 inches in the front and 9.5 inches in the rear, shod with tires that are 255/40 R 18 at the front and 285/35 R 18 out back.

Mercedes didn’t give out any price, but you know it’s going to be huge (has to match those numbers). Still if you got the scratch, it’s a car very worth considering.

Here’s MB’s press release, and after that, a TON of shots:

Mercedes-Benz E 63 AMG
With 386 kW/525 hp and AMG SPEEDSHIFT MCT 7-speed sports transmission: The E 63 AMG – the new generation of dynamic sports saloons with day-to-day suitability
Affalterbach – AMG, the high-performance brand within Mercedes-Benz Cars, is presenting the new E 63 AMG. This dynamic sports saloon with day-to-day suitability is the top-of-the-line E-Class model, offering an impressive combination of outstanding performance, exhilarating driving dynamics and a technology transfer from the SL 63 AMG high-performance Roadster.
The new E 63 AMG distinguishes itself from the regular E-Class models with the powerful AMG 6.3-litre V8 engine, the completely newly developed AMG RIDE CONTROL sports suspension with electronically controlled damping and a new front axle, and with its autonomous exterior and interior design. Newly developed ceramic composite brakes are also available as an option for the top-of-the-line E-Class model . Mercedes-AMG has achieved a reduction in fuel consumption of almost twelve percent for the new E 63 AMG, thanks to the concerted use of fuel-efficiency measures. With its unique combination of pioneering driver assistance systems, the E 63 AMG further consolidates the brand’s leading position in the field of automotive safety.
The AMG 6.3-litre V8 engine in the new E 63 AMG develops an output of 386 kW/525 hp and a torque of 630 newton metres, matching the outstanding figures for the SL 63 AMG. The high-performance Roadster has also donated its AMG SPEEDSHIFT MCT 7-speed sports transmission to the new model. This transmission dispenses with a conventional torque converter and uses a compact, wet start-up clutch. In conjunction with the four individual drive modes, the double-declutching and Race Start functions, the resulting direct connection to the powertrain allows an extremely emotional and highly dynamic driving experience.
The drive unit is unique in this segment, and ensures decidedly sporty performance figures: the E 63 AMG accelerates from standstill to 100 km/h in just 4.5 seconds, with a top speed of 250 km/h (electronically limited). The high-revving, naturally aspirated engine with a displacement of 6208 cc impresses with its agile responsiveness, muscular power delivery and great flexibility. The newly composed AMG V8 sound is a thrilling accompaniment for mile after mile, while the smooth-running engine guarantees typical Mercedes long-distance comfort. A newly designed water cooling system ensures maximum endurance even under the enormous dynamic stresses of the racetrack.
Fuel consumption cut by almost twelve percent
Despite 8 kW/11 hp of additional output versus the preceding model, the fuel consumption of the new E 63 AMG has been significantly reduced: at 12.6 litres of super-premium grade petrol per 100 kilometres (NEDC combined consumption), the fuel consumption of the E 63 AMG is almost twelve percent lower than before, and leads the field among sports saloons developing more than 377 kW/500 hp. This progress has been made possible by a package of efficiency-enhancing measures. These include on-demand delivery of fuel and alternator management with recuperation of braking energy on the overrun, both of which are standard in the new E 63 AMG. In-engine friction is also reduced by the AMG-exclusive twin-wire arc spray coating process used on the cylinder walls.
The AMG SPEEDSHIFT MCT 7-speed sports transmission also makes a decisive contribution to fuel economy: a wet start-up clutch running in an oil bath replaces the previous torque converter. This unit responds extremely rapidly, dynamically and without the losses typical of a torque converter transmission thanks to its low rotational inertia. The transmission is equipped with four drive modes: “C” (Controlled Efficiency), “S” (Sport), “S+” (Sport plus) and “M” (Manual), which can be selected using a rotary electronic switch in the AMG DRIVE UNIT. Partial suppression of individual cylinders by interrupting ignition and injection briefly during gearshifts under full load leads to considerably faster shift times. In M mode the AMG SPEEDSHIFT MCT 7-speed sports transmission allows gearshifts to be performed in 100 milliseconds.
In the even more fuel-efficient drive mode Controlled Efficiency, the transmission shifts the gears decidedly smoothly, and the transmission control unit is programmed to perform early upshifts to keep engine speeds as low as possible. At the same time the AMG SPEEDSHIFT MCT 7-speed sports transmission meets the most demanding requirements where driving dynamics are concerned: fast, spontaneous multiple downshifts ensure first-class agility in conjunction with the automatic double-declutching and Race Start functions: this enables the E 63 AMG driver to call on the maximum acceleration potential automatically.
Electronically controlled damping system and a new front axle
Sporty or more comfort-oriented? The driver of the new Mercedes-Benz E 63 AMG is not obliged to accept any compromises in this respect. The AMG RIDE CONTROL sports suspension copes equally well with the agile manoeuvres of the racetrack and more comfortable, sedate driving. High performance and typical Mercedes long-distance comfort go together as an extraordinary synthesis in the E 63 AMG. This is made possible by the likes of the newly developed AMG RIDE CONTROL sports suspension. While new steel spring struts are used on the front axle, the rear suspension features AMG-specific air springs. The advantage of this solution, which is exclusive to AMG, is that the front steel spring struts ensure more sensitive responses while the rear air struts with their automatic level control system keep the vehicle at a constant height irrespective of the load.
A new, electronically controlled damping system automatically varies the damping characteristics according to the driving situation, reducing the roll angle of the body. The result is instant adjustment to provide the best possible ride comfort together with the greatest possible agility. In addition the driver is able to choose between the three suspension modes of Comfort, Sport and Sport plus at the touch of a button. The E 63 AMG is also equipped with a newly developed, dedicated front axle with a 56-millimetre wider track, a tubular stabiliser, new control arms, new wheel bearings, new elastokinematics and new hub carriers for more negative camber – thereby providing more grip when taking bends at speed. The AMG-specific kinematics also ensure significantly more precision. This is a highly sophisticated axle design whose principle has already proved its worth in the C 63 AMG. The rear axle likewise has more negative camber, optimised elastokinematics and a new subframe mounting for greater stability at the physical limits.
Newly developed power steering and individual 3-stage ESP®
For more direct responsiveness, the speed-sensitive rack-and-pinion steering is also a new development. The steering ratio of 14 : 1 is 22 percent more direct than in the standard production models, while a more rigid steering column plus the reconfigured characteristic mapping of the speed-sensitive servo assistance ensure better steering precision and improved road contact.
The 3-stage ESP® familiar from the SL 63 AMG and C 63 AMG enables individual settings to be selected – with clear benefits in terms of driving pleasure combined with the same, high level of handling safety. The ESP® button in the AMG DRIVE UNIT allows the driver to choose between “ESP ON”, “ESP SPORT” and “ESP OFF” – with the currently active mode shown in the central display of the AMG instrument cluster. Perfect deceleration even when driving extremely briskly is ensured by the AMG high-performance braking system with 360-millimetre, internally ventilated and perforated brake discs all-round. Particularly resistant, motorsports-tested composite technology is used at the front axle. The newly developed, optional ceramic composite brakes with larger brake discs guarantee even better brake performance and lower unsprung masses. The ceramic brake discs will perform reliably at even higher operating temperatures thanks to their greater hardness, all combined with an impressive weight reduction of around 40 percent. Outstanding grip is ensured by the 18-inch AMG light-alloy wheels with a width of nine and 9.5 inches and mixed tyre sizes of 255/40 R 18 at the front and 285/35 R 18 at the rear.
Decidedly dynamic interior and exterior
The decidedly dynamic design of the E 63 AMGis fully in keeping with the uncompromisingly sporty technology. The front aspect is characterised by
17-millimetre wider wings bearing “6.3 AMG” lettering, the new AMGfront apron with large intake air apertures and the AMG-specific daytime driving lights in LED technology. In conjunction with the optional Intelligent Light System, the E 63 AMG is equipped with tinted main headlamps. The striking visual presence is further enhanced by the AMG side sill panels and AMG rear apron with a black insert. As a hallmark of the brand, the AMG sports exhaust system has two newly designed, chrome-plated twin tailpipes.
The newly designed interior of the E 63 AMG is an exciting blend of high-grade materials and functional sportiness. Exclusive features include the dedicated, electrically adjustable AMG sports seats with improved lateral support and the AMG sports steering wheel in a four-spoke design with AMG shift paddles. The AMG DRIVE UNIT provides adjustments for the MCT sports transmission, the ESP functions, the suspension set-up and the AMG drive modes. The AMG E-SELECT selector lever in the centre console is a completely new feature for the DRIVE UNIT. The driver can shift directly between R, N and D simply by nudging the lever, all thanks to drive-by-wire; P can only be selected by pressing a button. Standard equipment also includes high-grade leather upholstery in three different colours, the AMG instrument cluster with an AMG main menu, door entry sills with AMG lettering and a sports pedal cluster – both in brushed stainless steel.
Even more individuality with tailor-made AMG extras
Customers requiring even more sporty individuality are catered for by the AMG Performance Studio: the E 63 AMG can, for instance, be dynamically enhanced even further ex factory, with the Performance package. This includes the following:

Lightweight, forged 19-inch AMG light-alloy wheels with size 255/35 R 19 tyres at the front and 285/30 R 19 at the rear
AMG RIDE CONTROL Performance suspension with a stiffer set-up
AMG rear axle locking differential with 40 percent locking action
AMG spoiler lip on the boot lid
AMG Performance steering wheel in a three-spoke design
Roller blind for rear window
The AMG Exclusive package provides a luxurious touch in the interior. It includes:
Nappa leather appointments for the seats, top section of the dashboard, the beltlines, the door armrests as well as the centre console and door centre panels
Roof liner as well as A, B and C-pillars and sun visors in Alcantara®
AMG floor mats

Optional extras from the AMG Performance Studio are also individually available ex factory:

Lightweight, forged 19-inch AMG light-alloy wheels with size 255/35 R 19 tyres at the front and 285/30 R 19 at the rear
AMG rear axle locking differential with 40 percent locking action
Brake callipers, painted red (scheduled to be available from 4th quarter of 2009)
AMG Exterior Carbon package
AMG Performance steering wheel in a three-spoke design with Alcantara® inserts in the grip areas
AMG carbon trim elements
Illuminated AMG door entry sills
AMG Driver’s Package (includes restriction of top speed to 300 km/h, attendance at driver training at the AMGDrivingAcademy, AMG spoiler lip and roller blind for rear window)
AMG floor mats

Active and passive safety at a new level
The flagship AMG model in the E-Class traditionally meets the very highest expectations with respect to active and passive safety. Naturally this also applies to the new E 63 AMG: standard features include the new drowsiness detection system ATTENTION ASSIST, the unique anticipatory occupant protection system PRE-SAFE®, BAS PLUS, seven airbags and crash-responsive NECK-PRO head restraints. On request the safety features can be brought to a level unprecedented in this vehicle class with the Lane Keeping Assist and Blind Spot Assist systems, the PRE-SAFE® Brake with an automatic emergency braking function, Adaptive Highbeam Assist, Night View Assist and Speed Limit Assist.
The market launch of the new E 63 AMG will commence in August 2009.

Kia vehicles have always been known for being an appliance - something practical and smart with a good warranty and price tag. But they’ve never had much personality, which makes them all but invisible to enthusiasts and youngsters. Kia intends to change that with the all-new Soul - a direct competitor to the Scion line-up that appeals to young buyers with its hip and cool image, while not straying far from typical Kia value and sensibleness.

Can they pull it off? Can a brand new model from the King of boring compete with the likes of Scion, who’s been building the “young and hip” brand image for years? We test a 2010 Kia Soul Sport to find out…

The first thing you notice about the new Kia Soul is its…ahem…interesting looks. Funky and a bit awkward, the look appeals to a lot of people, based on the many comments and looks we received while driving about. To accentuate the strange styling, the 2010 Soul comes in your choice of eight strangely named colors, such as Alien (light green,) Molten (red,) Java (greenish brown,) or Dune (a tannish-beige.) Our Soul’s paint was called Shadow; black to the rest of us.

Each trim level comes with a different interior scheme. The Sport trim, which we drove, has an attractive red and black cloth combo which is appropriate for a sport-minded buyer. Other interior/trim combos include a fairly ugly Houndstooth cloth and beige accents for the “!” trim, and a cool “Soul” branded cloth and black trim for the “+” model. Yes, those symbols are actually the model names. Overall, the interior is very attractive, but is made from the hard plastic you’d expect from such an inexpensive car. The modern interior design will attract the type of buyer they’re trying to snag.

Driving the 2010 Kia Soul was what you’d expect, but lacked any sort of excitement. The 2.0-liter 4-cylinder engine lacked any sense of urgency, and power was completely absent above 3rd gear. I couldn’t imagine how the 1.6-liter equipped in the Base model would move. Despite the lack of power, it’s not a complete bore to drive. While the seats are mostly unsupportive in turns, they’re relatively comfortable. I was impressed by the responsive and communicative steering in the Soul, but the excessive body roll stopped you from having too much fun. The sport-tuned suspension and front stabilizer bar in our Sport model made the ride slightly rough at times, but still felt like it would tip over if you took the round-about a smidge too fast. The worst driving aspect of the Kia Soul was the transmission. The 5-speed manual is sloppy, to put it nicely. The gears felt undefined, and I can’t count how many times I missed 3rd gear. Once I did find it, I had to slam the stick to get it into gear. The transmission felt broken.

Where the 2010 Kia Soul will really stand apart from the rest is in the features. Standard equipment is relatively generous - ABS, stability control, two-tone interiors (all expect base model,) and a USB/aux audio jack. The media equipment is just right for the buyers of this car, as it gives you options. You can plug in any MP3 player via the aux jack, any storage device through the USB jack, and it includes iPod integration using a special cable that takes both the aux and USB. The Soul also has two 12V power outlets, which means they understand that buyers now have multiple devices that need to be charged simultaneously, such as iPod and GPS. Bluetooth, sunroof, and an upgraded sound system are optional, as is the cool red neon speakers that light up to the beat of the music. That feature is neat, but only worked some of the time for us. Many of the Soul’s features are unavailable on the base trim level, and it only gets a crappy 1.6-liter engine, boring interior, and only 3 exterior color choices. Quit being such a cheapskate and at least get the “+” model.

Overall, I think the 2010 Kia Soul is a step in the right direction for the Korean brand to redefine themselves as a less boring vehicle, and opening themselves up to a bigger market. It’s a great value, but still has some work to do if it wants to compete with the (bigger) Scion xD, (weirder) Nissan Cube, and (smaller) Honda Fit, but it does give customers of this segment another choice, and isn’t that what this type of vehicle is all about?

2010 Kia Soul Sport
MSRP: $16,950
As tested: $18,345
Starts at: $13,300

2010 Kia Soul Photo Gallery:

more photos…

Oh great, just what we need, another SUV. Even if it’s small, and a BMW, I’m not sure if America needed more option on its SUV menu. Anyway, it’s official per the folks at BMW, the X1 small SUV will be in America by 2011.

The BMW X1 planned debut in the United States in 2011 will offer traditional rear-wheel drive and the BMW termed xDrive all-wheel drive configurations. Not only will you get the 2-by and 4-by options, there will also be a variety of gasoline and diesel powertrain choices. Just what those choice will be exactly, BMW is staying mum about due to the ” … rapidly evolving US market demands, fuel prices, and regulatory standards.” Which sounds like a heck of a dodge to be making, what with the length of product planning cycles and all that, but that’s what we have to go with for now. Naturally, you can expect further word and big press announcements when BMW finally decides what engines and drivetrains we’ll get.

What we do know is that the X1 will bow in Europe before it does here, and we also know what the Euros will be getting.

Continental types will get a choice of four engines - one gasoline and three diesels - and will be available in rear-wheel drive or with the BMW xDrive all-wheel drive thingo. BMW says the Euro version of the X1 will get up to 45.2 miles per US gallon, which we’re assuming is for the diesel variant with the 1.8 liter oil burner. That’s pretty good mileage, considering how boxy the little guy is. Also, said diesel will top out at 124mph, which is not hugely impressive, but again, there’s that whole box/aerodynamics thing, not to mention that’s a pretty small engine to be pushing it along.

Once it hits the showrooms and the streets of places like Munich and London and Paris, we’ll be able to get a better read on what we’ll be getting here, but essentially, it looks like the X1 will be just like the company’s X3 (which is just like X5) only smaller (in both cases). What that means is a boxy, go-anywhere kind of ride with lots of internal flexibility. Seats crammed everywhere Bavarians can cram them, most, if not all, of which, will fold up or down or just plain get out of the way so you can carry people, or things, but (given the diminutive size of the X1) not people AND things at the same time. But if two of you are going camping, say, the X1 looks like it could be a good choice.

And even thought it’s the “entry level” BMW ute, expect it to come with a bunch of techy gizmos in the dash and in various processing units tucked away under the bonnet to monitor and control things like traction to all the driven wheels, and breaking and roll stability and the like.

No, we have no idea on pricing … be given the size of the thing, you can expect that it will have to go head to head with SUVs like Foresters and smaller Toyota offerings, so it should be cheap-ish, but it will still draw BMW prices (i.e. not that cheap).

When we know more, you’ll know more.

Here’s BMW’s press release:

THE BMW X1 CONFIRMED FOR UNITED STATES IN 2011.

* 02.07.2009
* Press Kit

Woodcliff Lake, New Jersey – July 1, 2009 … It was confirmed today that the BMW X1 is planned to debut in the United States in calendar year 2011. The X1 has been conceived with the flexibility to offer traditional rear-wheel drive and xDrive all-wheel drive configurations, as well as a wide variety of gasoline and diesel powertrain choices. In light of rapidly evolving US market demands, fuel prices, and regulatory standards, elements of the X1’s US launch plan, including engine and drivetrain configurations, will be forthcoming closer to the time of launch.

The BMW X1 will debut in Europe this fall with a choice of four engines - one gasoline and three diesels - and will be available in rear-wheel drive and xDrive all-wheel drive configurations. The X1 will set new benchmarks in the premium compact segment for efficiency, comfort, utility, and of course driving dynamics. Achieving up to 5.2 L/100km (45.2 miles per US gallon) on the European test cycle, the BMW Advanced Diesel-powered X1 sDrive18d will provide remarkable fuel efficiency while still achieving a top speed of 200km/h (124mph). Each drivetrain choice for the X1 will showcase the latest results of BMW’s EfficientDynamics engineering strategy, which is focused to reduce emissions and consumption while enhancing the performance expected of any BMW.

BMW Group In America
BMW of North America, LLC has been present in the United States since 1975. Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003. The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and the Rolls-Royce brand of Motor Cars; DesignworksUSA, a strategic design consultancy in California; a technology office in Silicon Valley and various other operations throughout the country. BMW Manufacturing Co., LLC in South Carolina is part of BMW Group’s global manufacturing network and is the exclusive manufacturing plant for all X5 Sports Activity Vehicles and X6 Sports Activity Coupes. The BMW Group sales organization is represented in the U.S. through networks of 338 BMW passenger car centers, 335 BMW Sports Activity Vehicle centers, 142 BMW motorcycle retailers, 83 MINI passenger car dealers, and 30 Rolls-Royce Motor Car dealers. BMW (US) Holding Corp., the BMW Group’s sales headquarters for North America, is located in Woodcliff Lake, New Jersey.

The race season is now into full swing as we have already completed the first 3 rounds of the Volkswagen Jetta TDI Cup. There is currently a four week break between my last race in Utah and our next event in Ohio on the Father’s Day weekend.

One question I get asked a lot is “What does a race car driver do when they are not at the track”? In my last blog I talked at length about the realities and trials that each young driver must face in regards to the business side of auto racing. So much of a driver’s time is taken up with that. But there IS more to racing than just driving and business.

Take for example the fitness side of things. At first glance, one would think that being a driver means you simply have to sit in a seat and steer a wheel. Admittedly I used to be under that impression as well until I got into the sport. But I quickly realized after my first season of racing karts that if I were to move up to the fast 125cc machines, it was going to be a necessity for me to begin physically training.

I have done many different things in life and played a wide variety of sports, but I was shocked at how physically demanding it was to drive a race car on the limit lap after lap. In the Jetta TDI Cup cars it isn’t as bad as a single-seater race car (F1, Indy, etc) but in a closed cockpit car there is the additional element of heat that a driver needs to deal with as well.

Some race cars are simply so fast that the strain on a human body is massive. A Formula 1 car can create upwards of 5 times the force of gravity while under braking, corning and acceleration. So imagine picking the car up and holding it by the rear wheels so the front is dangling freely towards the ground. Now imagine you are sitting in the cockpit of that car, strapped in and dangling from the belts. The force of gravity would cause your neck to fall forward and you would need to overcome a force just to raise your arms. Now imagine piling 5 of yourself on top of you while hanging there. It would be all you could do to even hold your head up at that point…this is 5 g’s and a normal braking force felt in a Formula 1 car.

A driver must be able deal with the extreme braking forces going into a corner, then handle the lateral forces when going through the corner, then face the sheer speed of the acceleration coming out of a corner. If a race track usually has over 10 corners in one lap and a race is 1.5 hours long, you can quickly realize how physically demanding it is to last for an entire race distance.

As a driver, if you are not in peak physical condition you will be exhausted towards the end of a race. The problem is that when you get extremely tired your mind will start to focus on how tired you are rather than on driving the car at it’s maximum potential…it clouds your judgment, mistakes happen, and this is often where races are won and lost.

If I want to compete in the fastest cars, at the highest level, I need to be ready to go when the opportunity arises and not have to quit a test session early because my neck or arms are too sore. Physical fitness and training is a career long commitment for any aspiring race car driver.

Fitness training is just one of the additional things which I need to work on when not taking part in a race weekend. It’s a necessity of the career I have chosen.

David Richert was selected by Volkswagen as one of the top up and coming young race car drivers in North America. David will compete with Volkswagen for the entire 2009 Jetta TDI Cup season. This marks the second season that David has competed in Volkswagen’s ‘Clean Diesel’ powered race series. For further information and updates on the career of David Richert, please visit www.richertracing.com.

BMW is finally doing something they should have done a long time ago: Add all wheel drive (what BMW calls xDrive) to their top of the line 7 series. Their 3 and 5 series has it, why not the 7? What, rich people don’t need more traction? They don’t drive in snow or something … one way or the other, BMW has seen fit to give its top of the line AWD, and the technical details are, as always, interesting, and very German.

Germans are usually seen as being a practical lot, and let’s face it, and all wheel drive system, no matter the corp.-speak nomenclature, is a very practical add on for a car to have. Yes, it does add weight and more mechanical complexity (which essentially means more things to break) and it certainly does give you a performance advantage if you dial it in right, but overall, having every wheel you got putting power down to the pavement is a better idea.

BMW knows this, because it’s been an option for many years on their 3 and 5 series sedans and wagons. And even Mercedes knows this, because their 4Matic system can be had on their BMW-equivalent C and E class cars. And naturally, Audi is onboard, since they’ve done all wheel drive since Gerald Ford was running the U.S. And you’ll never see a press release touting their range topping A8 finally getting AWD, because it’s always had it (and boy if you want to be surprised by what a big sedan can do, mach the right peddle on an S8 some time).

So it’s about time that BMW has caught up and will soon (as in this fall) be offering all wheel drive throughout its range.

Before diving into the tech soup, the really good, gearhead news is that yes, xDrive on the 7 series will include the V12 models as well. Tell me that doesn’t sound like a fun test drive to take on a rainy February afternoon.

The new xDrive equipped 7 will also feature an updated version of BMW’s Integrated Chassis Management, that uses the FlexRay on-board network and the quick-responding xDrive hardware, to identify and limit understeer by shifting torque rearward, sending up to 80% to the rear axle, sort of like Subaru or Audi – WHOA! Did I say that out loud? Sorry about that BMW … but essentially that’s what BMW, or anyone else that’s got an AWD system has had to deal with since Jeeps were running around during WW II: figure out a way to split the torque to all four corners, not just two.

BMW says that by adding xDrive, it will ” … ensure that the 750i xDrive and 750Li xDrive will be two of the most nimble all-wheel drive sedans available in any vehicle segment.” Yeah, well I might take issue with calling a car that weighs more than two tons “nimble” but I can see what their trying to spin here.

As a side note in the presser, BMW remarks that the 7 Series will finally get the M Sport Package. That means nice sport goodies such as an M steering wheel, a body kit, Active Roll Stabilization (for RWD models only), Shadowline trim, Anthracite headliner and 19″ wheels with ultra-high performance tires and Carbon Black Metallic exterior paint.

Now all we need to do is get Mercedes off the dime with a 4Matic S Class, and we’ll be golden.

Here’s the BMW press release:

BMW 7 SERIES XDRIVE MODELS TO DEBUT THIS FALL.

* 01.07.2009
* Press Release

Enhanced xDrive All-Wheel Drive System Available for the First Time on BMW’s Range-Topping Sedan.

Woodcliff Lake, New Jersey – July 1, 2009… In the continuing development of BMW’s flagship 7 Series line, BMW today announced xDrive all-wheel drive versions of the 750i and 750Li. When combined with the previously announced V12-powered 760Li, the 7 Series range grows to five variants for model year 2010.

BMW’s acclaimed xDrive all-wheel drive system has been enhanced for these new models to ensure that the 750i xDrive and 750Li xDrive set a new benchmark for handling characteristics among all-wheel drive sedans. BMW’s Integrated Chassis Management, using the remarkable speed of its FlexRay on-board network and the quick-responding xDrive hardware, is able to identify and limit understeer by shifting torque rearward (up to 80% to the rear axle) while preserving the stability for which xDrive has been so widely recognized.

As a second step, the Integrated Chassis Management system can then apply a precise combination of throttle and individual rear-corner braking in order to maintain perfectly neutral handling in a corner - regardless of road surface conditions.

These key enhancements to xDrive ensure that the 750i xDrive and 750Li xDrive will be two of the most nimble all-wheel drive sedans available in any vehicle segment.

For driving enthusiasts, model year 2010 also marks the debut of the M Sport Package for all 7 Series models. The M Sport Package includes an M steering wheel, lift-reducing aerodynamic kit, Active Roll Stabilization (RWD only), Shadowline trim, Anthracite headliner and 19″ wheels with ultra-high performance tires. 20″ wheels with ultra-high performance tires are available at additional cost. Carbon Black Metallic exterior paint is available with the new M Sport Package.

BMW Group In America
BMW of North America, LLC has been present in the United States since 1975. Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003. The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and the Rolls-Royce brand of Motor Cars; DesignworksUSA, a strategic design consultancy in California; a technology office in Silicon Valley and various other operations throughout the country. BMW Manufacturing Co., LLC in South Carolina is part of BMW Group’s global manufacturing network and is the exclusive manufacturing plant for all X5 Sports Activity Vehicles and X6 Sports Activity Coupes. The BMW Group sales organization is represented in the U.S. through networks of 338 BMW passenger car centers, 335 BMW Sports Activity Vehicle centers, 142 BMW motorcycle retailers, 83 MINI passenger car dealers, and 30 Rolls-Royce Motor Car dealers. BMW (US) Holding Corp., the BMW Group’s sales headquarters for North America, is located in Woodcliff Lake, New Jersey.

Information about BMW Group products is available to consumers via the Internet at:

www.bmwgroupna.com
www.bmwusanews.com
www.press.bmw-motorsport.com

Photo from Flickr user byrion

To coincide with their expansion to new models, Lexus just announced that they will be offering a 20% discount on all equipment from their F-Sport accessories line, up to $2,000 ($10,000 worth of merch) for the month of July.

The F-Sport program, in case you haven’t heard of it, is designed to allow buyers of the Lexus IS (and now the IS C and GS) to add dealer-installed sport accessories to their cars. This program has been open to IS customers since early 2008, but just recently expanded into the IS C (convertible) and GS line. For the IS, the available upgrades include better brakes, clutch, engine cover, exhaust, performance air intake, quick shifter, shock set, lowering springs set, chassis brace, sway bar set, 18- and 19-inch forged wheels, floor mats and shift knob. In other words, a poor-man’s Lexus IS-F.

Upgrades for the GS include brakes, 19-inch forged wheels, sway bar set, lowering spring set, shock absorber set, exhaust, performance air intake, engine cover, shift knob and floor mats. So almost as much as the IS.

When installed by a dealer, F-Sport parts carry a 12 month/12,000 mile warranty OR the balance of the new car warranty at the time of installation (4 years, 50,000 miles) which ever is greater. If the parts are not installed by a dealer, the warranty is 12 months/12,000 miles.

Here’s what’s great about this sort of program. You can buy these performance and appearance upgrades directly from the manufacturer, which means they carry the above warranty; something you’re not going to get from those cheap-ass upgrades you find on eBay or most other parts stores. You also know that the parts are installed correctly, almost as if it was coming from the factory floor that way. Lastly, these parts were engineered by the same people who engineer the car you’re putting them on; not some weirdo’s garage in New Hampshire (or China.) They’re going to work right.

Here’s what sucks about this type of program: the parts are normally really expensive; much more than typical aftermarket upgrades. For example, the Performance Exhaust System for the IS costs $1,470 MSRP. After looking for a few other performance exhaust systems for the IS, I found their prices to hover around $650. Problem is, who knows how that exhaust will look, act, and sound? Plus, what about peace of mind with a warranty? Thankfully, the 20% coupon helps curb those prices a bit, making it more affordable for tuners to feel safe about their modifications.

Click here to download the 20% off coupon

The Need for Speed gaming franchise has been around for a long time. Starting with “The Need for Speed” in 1994 for the 3DO, Sony Playstation, and Sega Saturn gaming consoles, they’ve released 15 installments since then. Need for Speed: Hot Pursuit 2 for PS2 was my favorite; still one of the best racing games ever made. After that game, Need for Speed: Underground changed the overall direction to a more “Fast & Furious”-type game with lots of tuner import cars, all races at night for an illegal street-race feel, and a focus on that lifestyle.

But now, the NFS team has truly outdone themselves with an all-new simulation racer - Need for Speed: Shift.

This racer, based on the screenshots and preview video I’ve seen, looks photo-realistic as if you’re really there. During development, the NFS team focused on realism and mapped every one of the 70 available cars down to the last detail, including the interiors for a real-life driving experience. 15 real-world locations including Willow Springs and Laguna Seca have been mapped to the closest detail…

No, that’s not a photo - that’s in-game

Some of the impressive features include the driving detail - stuff you might not not even notice while playing such as a 3D HUD that moves with the driver’s head, inertia, and G-forces. Depth of field is adjusted based on speed so the focus will be further out the faster you go, mimicking real-life racing. These details will truly make the game.

The Driver Profile feature in Need for Speed: Shift is unique in that it will vary how you progress through the game based on your driving style and skill level, tailoring the career mode to each player. The profile feature will carry over in career, online, and demo modes. Dynamic crash mode will disorient the screen when you hit something, giving a more realistic feel. No word yet on whether there will be physical damage on the car or not.

Customization will play a big part in the game, much like the rest of the recent Need for Speed games. You will be able to modify the performance and appearance of the car to make it your own. See a list of the cars below:

2006 Aston Martin DBR9
2009 Audi R8 LMS
2008 Audi R8
2008 Audi RS 4
2007 Audi S3
2007 Audi TT 3.2 quattro
2006 Audi S4
BMW M3 E36
BMW M3 E46
BMW M3 E92
2008 BMW 135i Coupé
2009 BMW M3 GT2
2007 BMW Z4 M Coupé
2008 Bugatti Veyron 16.4
2006 Dodge Challenger Concept
2008 Dodge Viper SRT10
Falken Tire 2010 Ford Mustang GT
2010 Ford Shelby GT500
2007 Ford Focus ST
2006 Ford GT
2006 Need For Speed Shelby Terlingua
1996 Ford Escort RS Cosworth
2009 Chevrolet Camaro SS
2006 Chevrolet Cobalt SS
2006 Chevrolet Corvette Z06
2006 Honda Civic Si
2000 Honda S2000
2006 Koenigsegg CCX
2008 Lamborghini Gallardo LP560-4
2007 Lamborghini Murciélago LP640
2007 Lamborghini Reventón
2006 Lotus Elise 111R
2007 Lotus Exige S
2005 Maserati MC12 GT1
2008 Mazda MX-5
2006 Mazda RX-8
1995 Mazda RX-7
1994 McLaren F1
2007 Mercedes-Benz SLR McLaren 722 Edition
2007 Mercedes-Benz SL65 AMG
2008 Mitsubishi Lancer EVOLUTION
2006 Mitsubishi Lancer EVOLUTION IX MR-edition
2003 Infiniti G35 (V35)
1997 Nissan 200SX (S14)
2009 Nissan 370Z (Z34)
2006 Nissan 350Z (Z33)
2009 Nissan GT-R SpecV (R35)
2008 Nissan GT-R (R35)
2000 Nissan Silvia (S15) spec.R AERO
1999 Nissan Skyline GT-R (R34)
1972 Nissan Skyline 2000GT-R
1992 Nissan 240SX (S13)
2006 Pagani Zonda F
2010 Pagani Zonda R
2008 Porsche 911 GT2
2009 Porsche 911 GT3 RSR
2006 Porsche 911 GT3 RS
2004 Porsche Carrera GT
2007 Porsche Cayman S
2008 Renault Mégane RS
2007 SEAT Leon CUPRA
2006 Subaru Impreza WRX STi
2007 Lexus LF-A Concept
2008 SCION tC
1986 Toyota Corolla GTS (A86)
2008 Volkswagen Scirocco
2006 Volkswagen Golf GTI

This is going to be good.

The game will be released in Europe on Sept 17 - North America on Sept 22. It’s available for pre-order right now from Amazon.com: Need for Speed: Shift Preorder for the PS3, Xbox 360, PC, iPhone, and PSP.

Look for a comprehensive review of the game as soon as I can get my hands on it. More photos and mind-blowing video below…

Need for Speed: Shift Trailer -

Photo Gallery:

Many more photos…

When you hear the name “Bentley” what do you think of? If you’re like most people, me included, “young” is not the fist word to spring to mind. Sure, Bentley is less stodgy than their used-to-be sibling Rolls Royce, but they’re still not the kind of company you’re going to associate with hanging out with the cool kids.

Bentley is aiming to change that, and they’re starting with young engineers.

OK, here’s the deal, half of it is one of those corporate feel good things, they’re aiming to inspire school pupils’ and teachers’ interest in science, math and engineering by having a team of Bentley Motors’ Graduates attend the Rockingham Festival, an event organized by the Learning Grid (an education organization). And the other half, naturally, is to hook’em young.

This is the second year running a team of Bentley Motors’ Graduates will attend the event that runs from 30th June to 2nd July. At the Rockingham Festival Bentley Motors will display some of their latest tech as well as hands-on demonstrations of the value and fun of engineering.

The Learning Grid’s angle is to fire up young people aged seven years and upwards in science and engineering by offering hands-on experience. And they figure that teaming with Bentley at the annual event in Northamptonshire (it’s the English Rockingham, not the NASCAR one) is just the way to do it. And it seems to be working. Last year over 2400 children attended from 64 schools turned out.

“We have made the activities as much fun as possible as we want to make them view engineering as ‘cool’. Our stand will offer plenty of hands-on opportunities to explore and we are confident the children will enjoy it and want to learn more,” Rhys Morgan, team leader for the Bentley graduates said.

A variety of special activities and displays at Rockingham to encourage young people to become motivated by engineering will be shown by a team of six Bentley graduate trainees. The Bentley show stand will feature the latest models – Azure and Continental GTC, as well as interactive games, a downhill racer and the Bentley “Greenpower” car that was dreamed up by the Company’s apprentices. They’ll even have remote controlled Bentley models to promote thinking about materials that absorb impacts.

“In the UK, take up of science based subjects is in the decline, threatening the future availability of scientists and engineers. By showing the pupils and, as importantly, their teachers some practical, real world applications and products, under the banner of a great Brand, we hope to help arrest that decline,” Cameron Paterson, Engineering Project Leader for Bentley Motors added.

Here’s Bentley’s Presser:

Bentley Motors inspires young engineers

For the second year running a team of Bentley Motors’ Graduates will attend the Rockingham Festival, an event organised by the Learning Grid that aims to inspire school pupils’ and teachers’ interest in science, maths and engineering.

Crewe, Tuesday 30th June 2009….. For the second year running a team of Bentley Motors’ Graduates will attend the Rockingham Festival, an event organised by the Learning Grid that aims to inspire school pupils’ and teachers’ interest in science, maths and engineering. The Festival runs from 30th June to 2nd July during which Bentley Motors will display some of their latest technical innovations as well as hands-on examples which demonstrate the value and fun of engineering.

The Learning Grid is a national, government and industry-supported organisation that seeks to enthuse young people aged seven years and upwards in science and engineering by offering hands-on experience. This annual event at Rockingham Motor Speedway in Northamptonshire showcases a wide spectrum of industry-led engineering, science, maths, design and technology activities that are open for visiting school parties. In 2008 over 2400 children attended from 64 schools.

The team of six Bentley graduate trainees will take a variety of special activities and displays to Rockingham to encourage young people to become motivated by engineering. Alongside Bentley’s latest models – Azure and Continental GTC, the Bentley stand will feature some interactive games and displays, as well as a downhill racer and the Bentley “Greenpower” car that was created by some of the Company’s apprentices. One activity will use remote control Bentley models to encourage children to think about materials that absorb impact on collision; Another activity will see teams competing against each other to position cars parts in order of build.

Rhys Morgan, team leader for the Bentley graduates said “We have made the activities as much fun as possible as we want to make them view engineering as ‘cool’. Our stand will offer plenty of hands-on opportunities to explore and we are confident the children will enjoy it and want to learn more.” Cameron Paterson, Engineering Project Leader for Bentley Motors added, “In the UK, take up of science based subjects is in the decline, threatening the future availability of scientists and engineers. By showing the pupils and, as importantly, their teachers some practical, real world applications and products, under the banner of a great Brand, we hope to help arrest that decline”

Christine Gaskell Member of the Board for Personnel at Bentley Motors said “Inspiring young people to engage with engineering is essential for us and the rest of industry. By doing events such as Rockingham we hope that children and teachers will view engineering – and the motor industry – as a great place to work. Longer term it will ensure the UK has the best young designers and engineers who will shape the Bentley cars of the future.”

Photo from Flickr user >WouteR<

Back in 2001, when the Diablo was the only car that Lamborghini made, they made a decision to make the car only available with all-wheel-drive. Apparently they liked the idea, because no Lambo since then has been offered in RWD. Until now.

The LP550-2 will be considered the base model - which will be modified from the excellent Lamborghini LP560-4. As you can tell from the name, the new Lambo will produce 550 horsepower, all routed to the rear wheels. I’ve always found RWD cars to be more fun than their AWD counterparts, so I’m particularly impressed with this decision.

The LP550-2 will only be offered in eight colors, all sporting that cutesy racing stripe down the center. The stripe actually continues through the interior as well (see picture below,) covering the center console and dashboard as well as the seats.

Only 250 units of the Lamborghini LP550-2 will be made, which means that while in theory the price would be lower than the more powerful and complex LP560-4, the exclusivity (and the fact that it’s RWD) might push the price back up. Not much else in known about the Gallardo LP550-2 yet, no word on cost or availability until Lamborghini releases an official statement. Rumors speculate that the RWD Lambo could run 0-62 mph in 3.9 seconds, putting it just a tick slower than the LP560-4.

**UPDATE**

We just learned today that the new Lambo will be officially named “Gallardo LP 550-2 Valentino Balboni” - after the famous Lamborghini test driver. Since the model will be RWD, Lamborghini paid special attention to and refined the safety and stability aspects of the car, adding a different suspension setup and stability control tuning.

The car will start at $219,800, which is slightly more expensive than the more powerful LP560-4. 0-62 mph will take 3.9 seconds as we thought, and top speed is 199 mph.

What you see here is the PGO VTR S, essentially that’s the next generation T-Rex trike. The T-Rex is a crazy fast bike/car/”who cares it’s fast” ride from Québec (naturally). The T-Rex was a frighteningly fast vehicle to begin with. It had performance figures comparable to a tricked out Lotus 7 (i.e. frightening) and also featured a delightfully cavalier attitude towards things like protection from the elements.

As one would expect, that wasn’t enough for a bunch of guys from Québec, so they decided to “improve” it.

And by “improve” we mean expand the performance envelope in every regime they possibly could figure out.

That’s OK, we’re totally fine with that sort, er, thought process I guess you could call it. But you have to understand this about the T-Rex or the new PGO VTR S, it’s not for everybody. It is very, very bike like, not only in performance, but also in the traveling experience. You’re hanging out there in the breeze as they say, exposed to the elements, bugs, wind, road noise and the like. It’s like a motorcycle you can’t flop over.

At least the older T-Rex was that way, the new PGO VTR S offers more protection. There’s a windshield out there, and it actually has sides to it now (the actually call them “doors” which is conceptually interesting), but it’s still going to be a damn elemental ride from the first moment you hit the starter to when you finally, mercifully, roll to a stop and say quietly to yourself, “OK, maybe that was too fast.”

But that’s not the way the guys at VTR think. They are, after all, Québecers, and those guys are … look, I’m not going out much on a limb here, and I don’t think they’ll take as too much of an insult, but people from Québec are downright crazy behind the wheel of any sort of vehicle. This is a group of people that look at racers like Gilles Villeneuve as being “reasonable and prudent” when “controlling” a car. Have you seen what the roads in Québec are like in February? Have you seen what they DRIVE like when the roads are covered in snow and ice and freezing fog? Québecers HAVE TO be good behind the wheel, because if they weren’t, they’d be dropping like flies driving like that on roads like that. And don’t get me started on their ability with snowmobiles.

So the T-Rex and the new PGO VTR S must seem rational and sensible to them.

In case you’re wondering what the specifications for rational and sensible look like, they’re like this:

0 to 60 MPH in 3.8 seconds
top speed of roughly 157 MPH
Weight 1,150 lbs
Length 138”
Tires 205/40/R17 up front and 295/35/R18 for the single rear

Sure, the handling is going to be tricky with a trike configuration, but who cares when you get a sub-four-second 0 – 60 blast and your ass is only inches from the pavement.

Not only would this thing be a hoot, but also think of the option of picking it up, rather than having it delivered. The ride home would be breathtaking, and would start off with you having to navigate your way out of the Province of Québec in one piece.

Not satisfied being one of the 499 people who own a Ferrari 16M Scuderia Spider? Need more exclusivity than that? Don’t worry - Novitec Rosso has your back.

They’ve taken the new lightweight Ferrari convertible and made it even more exclusive - and expensive. The big change here is the power. Novitec has added their own Bi-Compressor system, adding on two belt-driven superchargers tuned to only 7 psi. This new forced induction system increases power to 696 hp - a jump of 186 hp over stock. That’s like taking the Scuderia Spider and adding a V6 Dodge Magnum!

To facilitate the added power, Novitec made the Ferrari a new intake manifold with larger cross-sections, higher-flow air filter, and larger fuel injectors. Larger cooling circuits for water and oil, and dedicated cooling systems for the superchargers and intercoolers keep the car running cool under all that power. A re-calibrated ECU lets the car know about the new changes.

It’s not all about power, though. Novitec also added a new lowered sport suspension system with a front-lift system so you won’t scrape the front lip on bumps and curbs, and lightweight 20-inch wheels with high performance Pirelli tires. Exterior changes include black taillights, side markers, and reflectors, while on the inside they’ve added a sport steering wheel, and bigger carbon fiber paddle shifters.

The 0 to 62 mph sprint is over in only only 3.5 seconds - 0.2 seconds faster than stock. 124 mph is knocked out in only 9.7 seconds, all the way up to the 205 mph top speed (10 mph better than stock) which plants this car firmly into the 200 mph supercar club.

The bi-compressor system will cost $66,000 - all other upgrades will be extra. Ouch.

More pictures below…

Here’s something you don’t see down at the used car lot very much: A McLaren F1 GTR Long Tail, that would be the racing version of the Gordon Murray-designed, BMW-powered three seater that redefined what the concept of “supercar” is. Not only is it the race version, but it’s all laid out in Gulf Oil colors.

Sa-WEET!

For the uninitiated, the McLaren F1 was the brainchild of Gordon Murray. Murray is from South Africa, and as a kid, and like a lot of us gearheads, he spent a lot of time drawing racecars on the covers of various notebooks. One concept that you could see him draw over and over again was a radical, three seat sports car. The driver sat in the middle, and was flanked by his two passengers.

Fast forward a few decades, and Gordon Murray is now one of the senior and most respected designers in all of Formula One racing. Championship winning cars for the likes of Brabham, and his then-current employer, McLaren, innovations up the ying-yang (go look up “Brabham fan car” on Google and see what you get), but he still ha that three-seater idea rattling around upstairs.

So he somehow convinced the head dude at McLaren, Ron Dennis, to not only build the thing, but fund it (and prying money out of Ron’s hand is like opening up a clam with a popsicle stick).

By the time Murray was done the automotive benchmarks had been considerable moved. The F1 was light, way under 3000 pounds, motivated by a 6 liter BMW V12, and everything that could be was carbon fiber, not just the body-work, but the chassis itself. The performance numbers were huge, but the one that stuck out the most was the F1’s top speed: 243 MPH

Now, at those speeds the F1’s handling was dodgy at best. No less a driver than Mario Andretti described the handling as “spooky” and used phrases like “I think there’s some serious aero problems at those speeds,” but still, if you had the room and the attachments, you could get it to go over 240.

Aero problems you say Mario? Well funny he should mention that, because around the same time he was speaking, McLaren were modifying the F1 to go Le Mans racing … and the first thing that Murray did was add on a long, aero streamlined tail and a big honkin’ wing (the original F1 had an active aero flap at the back, but that sort of stuff is strictly verboten on the race track, so it had to go).

Which leads us to the extremely rare McLaren F1 GTR long tail in Gulf team livery that we now see up for sale.

How rare, you ask? Well McLaren only made 100 F1s to begin with, and out of those, only 28 were F1 GTR race cars built for private customers competing in the FIA GT series and the 24 Heures du Mans. The one that’s up for sale is supposedly the last model of the series with chassis number #28R, and belonged to the ‘Gulf Team Davidoff’ outfit and features the characteristic stretched bodywork of the ‘Long Tail’ F1 GTR, which McLaren only made ten of in 1997.

In addition to the long tail aerodynamic treatment and the wider rear wing, the ‘97 models also featured improvements to the 600HP BMW Motorsport V12 mill, an all-new sequential transmission and they lopped off enough weight to get the beast tipping the scales at a Miata-like 2,017 lbs.

One word: ee-YOW!!!!

If you’ve got the scratch, then dig deeper, cause it’s up for sale … and if you’ve got that kind of money, and a hankering for cars like this, give me a call, cause you just became my new best friend.

Source: CarScoop

Photo from Flickr user Evil Monkey Ali

Back in the day, automakers used glass to create headlight lenses, and all was well. But over time as car designs became more complex, glass simply wouldn’t do anymore, as it couldn’t be shaped to match the lines of the vehicle. To fix this, automakers began using plastic or polycarbonate for headlights, which would conform to the correct shape, and was cheaper and lighter than the old glass units.

The downside to using plastic lenses is that over time, they turn yellow and cloudy from oxidation, UV rays, salt, road debris, and other factors. Most people assume that the problem is on the inside of the lens (and in some cases it is,) but what they don’t know is that most of the time you can take out the yellow and cloudy from the lens in under 5 minutes with a simple solution…

As you can see in the image above, the surface of the headlight becomes chipped, rough, and yellow from wear and tear over the years. All you need to do to restore the look and clarity is remove that layer. This not only helps make the overall appearance of the car look much better, but now that more light can pass through your lenses, safer at night as well.

Note: some headlights have accumulated moisture on the inside of the lens, and this method will not work to restore them. Look closely at the lens to determine if there is built-up moisture inside before proceeding.

To restore our headlights for cheap, we used Turtle Wax Headlight Lens Restorer Kit available at Amazon.com for only $10. This kit includes the Lens Clarifying compound which might be all you need to fix the lenses, and for more serious clouding, a sandpaper kit and spray lubricant.

To start, just use some masking tape to protect the paint around the lens, then apply the lens compound to the headlight with a cotton cloth, making sure to push firmly. Let it dry for a minute, then use a clean terry cloth to remove the compound and viola! Most yellowed headlights are done.

If your lenses are still cloudy, you’ll need to take the spray lubricant and sandpaper pads out. The pads are numbered 1-4 based on grit level, with 1 being the roughest. Spray the lubricant on the lens and pad #1, then begin scrubbing ONLY the part of the lens that’s still cloudy. Work down to pad #4, then use the lens clarifying compound again. You should see significant improvement and clarity in the lens.

As you can tell, using a restoration kit is much cheaper than replacing the headlight, which costs hundreds of dollars. On some occasions, the lenses will be more damaged than a basic kit like this will be able to repair. In this case, you can use a more comprehensive (and more expensive) kit like the Symtech Headlight Resurfacing Kit or Headlight Magic Restoration Kit. If it’s even worse, you can contact a local headlight restoration company.

The Turtle Wax Headlight Lens Restorer Kit worked great for us, and I recommend it to others (in fact I ended up selling at least one kit to a passer-by while I was outside using it.) One thing to keep in mind about this solution is that the headlight needs UV protection to help keep it from being further damaged by the sun. This solution does not have UV inhibitor, so you should use a wax such as the Turtle Wax Ice Liquid Polish to ensure your headlights stay clear. This wax is great to use on the rest of your car as well.

The Mercedes Benz G-Class, also known as the Gelandawagen, turns 30 years old this month. Big, square, and highly capable, it’s what a competent off-roader is all about and that’s just the way Mercedes likes it. And they’re not about to change a thing.

Did you know that the G-Class is the longest standing Mercedes Model series? It is, or so says Mercedes in their press release touting the 30th anniversary of these brutes. It was originally built with the German army in mind, and was later “civilianized” and sold to anybody with the cash. Think of it as being the German equivalent of the Hummer, only more road-worthy and profitable.

And you’d think that over the course of three decades, Mercedes would want to freshen things up a bit, maybe modernize some aspects of the ride, but no, they like it just the way it is. “Instead of modernizing the visual appeal of the striking design icon and relaunching it with a new design, those in charge have left its indestructible, hallmark traits untouched since 1979.” Who’s gonna argue with that kind of logic. That’s what got Jeep where they are today.

And I’ve got to agree. If it works, why change things just for change sake. It’s that Sloan School idea of planned obsolescence that always seems to be counterproductive when carried on long enough. Make the next model bigger and add more stuff, and just keep doing that. Pretty soon you have a range of cars that hold no resemblance to what they started out as – sort of the way the second gen Mustang was a huge, over-done thing in comparison to what Dearborn rolled out in 64-and-a-half.

And keeping things pretty much how they were with the G-Class is just what Mercedes intends to do. The latest “G” has a re-done interior with ergonomically optimized front seats to improve both comfort and lateral support, as well as a modernized rear seat bench, with modifications that echo the styling of the driver’s and front passenger’s seat.

What started out as a Spartan military ride now come with your choice of three kinds of leather, either in black, grey or chestnut, and if you want to go full zoot, you can opt for the designo leather upholstery in classic red or black that comes with the designo wood trim in black piano lacquer. If you can wait until 2010, Mercedes will offer designo stone trim in Labrador blue pearl. No, I have no damn idea what “designo” is, but it sounds so fancy-schmancy, huh?

Basically, there’s three models of G-Class: the G 350 CDI, G 500 and the G 55 AMG. The G 350 CDI has a 224 HP mill that cranks out 540 nM of torque starting at a low-low 1600RPM. The same figures for the G 500 are 388HP and 530 nM of torque, and the range topping G 55 AMG comes in at 373 HP and a whompin’ 700 nM of torque.

That G 55 AMG can do zero to 62 in an astounding 5.5 seconds. Astounding because the car tips the scales at over five thousand pounds. Who knows what the top speed is … probably pretty low, because these things have the aerodynamics of a barn.

Prices, in case you’re in the market, range from just under 60,000 Euros for the base, shot wheelbase wagon, all the way up to just over 107,000 Euros for the AMG variant.

Like I said, who are we to argue. 30 years on, still selling and still working.

Here’s the Mercedes press release:

Stuttgart – To coincide with its 30th birthday, the legendary G-Class benefits from new additional features that primarily enhance comfort and exclusivity in the interior.
Mercedes-Benz is once again going its separate way with the G-Class. Instead of modernizing the visual appeal of the striking design icon and relaunching it with a new design, those in charge have left its indestructible, hallmark traits untouched since 1979. At the same time, the consistent effort which Mercedes-Benz has put into the evolution of the “G” has helped safeguard its leading position.
In the most recent case, the “G” specialists have focused their attention on the interior and developed new seats. The ergonomically optimised front seats improve both comfort and lateral support, helping further bolster driver-fitness safety. The new design has also modernised the rear seat bench, with modifications that echo the styling of the driver’s and front passenger’s seat. “G” customers can choose between black or grey fabric upholstery and leather appointments either in black, grey or chestnut. Further added comfort comes courtesy of the new optional climatised multicontour seats. The line-up now also includes the exquisite designo leather upholstery in classic red or black as well as designo wood trim in black piano lacquer. Another highlight that will be available in early 2010 comes in the shape of the designo stone trim in Labrador blue pearl.
The standard specification now includes an Aux-in socket in the glove compartment and the familiar designer ignition key. As an option, indirect ambient interior lighting, a leather-trimmed dashboard, an extensive Chrome package as well as a media interface to connect an iPod, USBor Aux devices add to the feel-good factor on board.
New paintwork options are also available: “palladium silver metallic” or the “designo platinum magno” matt finish, which show off the striking body design of the “G” to particularly good effect, supplement the line-up for 2009. At the rear, the new models make a distinctive statement with a modified spare wheel cover with a three-dimensional Mercedes star.
Current model range: three body variants, three engines
The model family currently includes three body variants (short Station Wagon, long Station Wagon and Cabriolet), which can be combined either as the G 350 CDI (replaces the previous G 320 CDI with a new nomenclature) with the frugal V6 diesel engine or as the G 500 with a powerful 5.5-litre V8 petrol engine. The top-of-the-line G 55 AMG – available solely as a four-door long Station Wagon – offers muscular performance, which, together with the incomparable vocals, underpins the character of this decidedly sporty version. The G-Guard based on the G 500 long Station Wagon remains an important component in the model range. The fully armoured G-Class certified to bullet resistance level FB6 or FB7 provides protection against pistols/revolvers and long-barrelled weapons as well as against explosive charges of a defined size.
The evergreen Mercedes-Benz off-roader provides a superior synthesis of high-performance drive and dynamic handling control systems. The standard specification includes the electronic traction system 4ETS, the Electronic Stability Program ESP® and three differential locks selectable at the push of a button, alongside the permanent all-wheel drive with off-road ratio.
On its 30th birthday: readers’ poll awards mount up
Readers of the “4Wheel Fun” off-road magazine named the “G” “2009 superstar” in its readers’ poll. The indefatigable off-roader came out on top in the same poll in 2007. Following on from the success in 2003 and 2007, readers of “Motor Klassik” once again chose the Mercedes-Benz G-Class as “classic of the future” in 2009. For an incredible sixth time – after 2001, 2003, 2006, 2007 and 2008 – readers of “Off Road” have bestowed the title “off-roader of the year 2009” on this automotive icon. The G-Class boasts a long tradition of awards and accolades, reflected in the packed trophy cabinet. Readers of specialist magazine “auto motor und sport” have voted the G-Class the world’s best off-roader no less than
14 times. In 1983, the Australian automotive magazine “bushdriver” named the “G” the best 4×4 off-roader of the year, undoubtedly rekindling memories of the Paris-Dakar victory that very same year. In 1993, readers of the French “Magazine 4×4″ voted the G 350 TURBODIESEL the off-roader of the year. And in 1995, the readers of the specialist water-sports magazine “Boote” came to the conclusion that the G-Class is the best towing vehicle.