Latest Cars

Preview: 2011 Porsche 911 Carrera

2011-02-19T04:38:00.000-08:00

Apparently there is a market for those that can’t decide between the Carrera S or the 911 GT3. Well, Porsche will cater to that group at the 2010 Paris Motor Show. Positioned above the current Porsche Carrera S and below the 911 GT3, the new 2011 Porsche 911 GTS gets 23 more horsepower than the Carrera S and 27 less than the GT3.

The 2011 Porsche 911 Carrera

Power comes from a 3.8L flat 6-cylinder engine making 408-hp with a maximum torque of 310 lb-ft. A sport exhaust system with two dual-tipped tailpipes with their outer shells painted black with polished inner tubes comes standard.
Transmission choices include either a 6-speed manual gearbox or Porsche’s 7-speed Doppelkupplungsgetriebe (PDK). 0-60 mph comes in 4.0 seconds for the GTS Coupe with PDK and Sport Chrono Package Plus. Top speed is clocked at 190 mph. For those worried about saving some money at the gas pump, the 2011 Porsche Carrera GTS returns a fuel-economy of 19/27 mpg (city/highway).
Prices for the 2011 Porsche 911 Carrera GTS Coupe start at $103,100 and $112,900 for the 2011 Carrera GTS Cabriolet. Sales start in early 2011.

Specifications

Many of the details we have so far on the 2011 Carrera are only speculative, but here are the specs that are most likely for the new model year:

Pricing: the 911 Carrera should start at about $78,000 MSRP and around $70,000 invoice
Fuel economy: Porsche has not released any data on fuel economy car ratings for the new Carrera, but they will likely be similar to the current city/highway rating of 18/26 mpg
Engine: Porsche insiders indicate that the carmaker will enhance both the power and displacement of the 2011 911 Carrera’s engines, possibly offering an inline six-cylinder with 350-360 horsepower on the base model and a 400-horsepower inline six on the S model
Drivetrain: the existing options of a six-speed manual transmission and a seven-speed PDK manual/automatic transmission will probably remain the same, and Porsche will continue to offer all-wheel drive on one or more Carrera models for 2011
Acceleration: standard model completes 0-60 mph in 4.7 seconds; Carrera S completes 0-60 in 4.3 seconds. Times may get a bit faster in 2011 due to a lighter-weight body and stronger powertrains.
Model lineup: 911 Carrera (coupe or cabriolet); 911 Carrera 4S (coupe or cabriolet); 911 Carrera 4 (coupe or cabriolet); 911 Carrera S (coupe or cabriolet)
Car safety features: existing safety equipment, such as dual front and side airbags and stability control, will transfer to 2011 Carrera
Suspension: active suspension management system optional
Competitors: Mercedes-Benz CL; Mercedes-Benz SL; Jaguar XK; Nissan GT-R
Warranty: four-year/50,000-mile limited warranty

Breath taking 2011 Porsche 911 Carrera Interior

Exterior Features

Spy photos of a heavily disguised 2011 Porsche 911 Carrera are readily available online. The first pictures of the new Carrera show a vehicle that is largely the same in the front and significantly revised in the rear. The 2011 Carrera is substantially wider and plumper in the back than the existing model, and it boasts an all-new deployable spoiler. Porsche also appears to have added a roof-mounted spoiler on the new 911 that pops up from the rear window. Rumor has it that the 2011 Carrera, also known as the 998, will include front active spoilers as well to enhance the vehicle’s aerodynamics.

2011 Porsche 911 Carrera

Interior Features

So far, what we know about the 2011 Porsche 911 Carrera mostly concerns the outer styling of the car. We’ll know more about the cabin when we write a full car review closer to the launch date. Drivers can expect features like the standard Porsche Communication Management system with a 6.5-inch color touchscreen and Bose sound system to carry over.

Cool Ride

Performance

Major powertrain changes are improbable for 2011, but drivers can expect at least slight boosts in power and performance. Porsche has put a great deal of effort into making the 2011 Carrera lighter than ever, thanks to its liberal use of aluminum. The lighter weight coupled with muscled-up engines should make for better 0-60 times and overall handling. The standard Carrera model should have about 350 horsepower, while the Carrera S could easily surpass 400 horsepower. Braking power should stay about the same for 2011, with ceramic brake pads remaining an option. Look for more information when we conduct our formal road test of the new 911 Carrera.

Comfortable steering of the 2011 Porsche 911 Carrera

Do you really love this Porsche 911 as I do? Whatever it is post your comments below.

Hydrogen Car Set for Release

2011-02-19T04:20:00.001-08:00

The race is well and truly on for alternative fueled cars and this latest hydrogen-powered offering is set to turn the race on its head. We first learned about the launch of the Riversimple Urban Car (RUC) concept when flicking through New Scientist magazine last week. The news of this launch has left many of us in the Top Gear offices scratching our heads in disbelief. Granted, the RUC is yet another "transport of the future" type thing, but what this little Smart car on a tofu diet can do is something that has left even Honda behind.

The Hydrogen Car Set for Release in 2011

The RUC, like all hydrogen powered cars is powered by a fuel cell that combines hydrogen with oxygen from the air to release energy and nothing more toxic than water. But unlike many hydrogen-powered cars the RUC has been a ground-up development, which means if you believe the boffins at Riversimple, the car was able to become commercially viable quicker than the major manufacturers experimenting with adapting more conventional cars to hydrogen. And the proof is in the pudding too; Honda predicts its FCX Clarity hydrogen car will enter mass production in 2018, whilst Riversimple is aiming to lease its first fleet in 2011 and mass produce them in 2013. We'll just have to wait and see what develops on this front- if Honda decides to dedicate more of its resources and significantly greater funding to developing a car from scratch then Riversimple could have a fight on their hands.
But nobody said it was going to be easy- behold the holy trinity of problems with developing a hydrogen-powered car. Firstly, the fuel cells contain platinum, which anyone who has ever tried to buy platinum or get into a bar/ club/ room named platinum knows is very expensive; secondly, it is difficult to make the fuel cells powerful enough to power a conventional motor; and thirdly and most practically, large quantities of hydrogen are hard to store. These problems, Riversimple founder and automotive engineer Hugo Spowers claim were invented by the automotive superpowers themselves. But from these restrictive and very real parameters, the RUC has found its stride. According to Spowers the key to success is size and weight- "If your car is light and efficient enough, the hurdles are lowered."

Ok, so the RUC looks a little puny and malnourished, sort of like some of Madonna's kids pre-adoption; but it is still punching above its weight. The RUC is the size of bug's manhood weighing just 350 kilograms and uses a 6 kW fuel cell, compared to the more expensive 100kW cell used by the FCX Clarity. No matter, the RUC is certainly more than 6 per cent the car the Clarity promises to be. Who needs a massive and expensive fuel cell when just 1kg of liquid hydrogen is enough to get you 300 kilometres down the road? Before we all go running out and selling our petrol or may God have mercy on you, diesel drives, there are a few setbacks you may want to consider. The RUC's top speed is a measly 80km per hour and it takes 5.5 seconds to reach just 48km/h. In that time an aging hippie on her pushbike would have pedaled past you, flipping you the bird and flashing her nanna undies whilst you use her slipstream. But fear not, the RUC has an ace in the hole; actually it has four.
The Riversimple has four electric motors- one in each wheel. Coupling the motors directly to the wheels like this makes it possible for the RUC to recoup as much as 50 per cent of the energy that would be lost to friction using conventional brakes. This is a big deal, when most hybrid and electric cars only have one motor connected to one pair of wheels. The RUC doesn't have a battery, but relies instead on a bank of ultracapacitors- which are nothing like the fluxcapacitors in a certain flying Delorian. These ultracapacitors are able to power-up and release energy in a more rapid fashion, and actually provide most of the power to get the car going. Rather than varying output to match demand, the fuel cell runs at a constant rate and trickles energy into the ultracapacitors, alongside the energy reclaimed when braking.
The Riversimple hopes to lease its first fleet of RUCs in a small UK city in 2011, with the rental fee (around $411AUD a month) including a dedicated hydrogen station that the company will operate. The company plans to mass-produce the cars by 2013, but for now the plan for leasing the cars is a noble one. Spowers claims that this business model means Riversimple is "driven to encourage people to keep them for as long as possible rather than replacing their vehicle quickly, as is usual in the car business." Still, a lot can happen in two years, and the fat lady that is Honda has yet to sing.

I hope hydrogen cars will be the solution for global warming, what is your take on these. Post your comments below.

Review: 2010 Toyota Prius

2010-12-24T05:10:00.000-08:00

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.

The Specs

2010 Toyota Prius

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.

2010 Toyota Prius

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.

The good looking 2010 Toyota Prius

Turning onto Sage Canyon Road, I pushed the new-for-2010 "power" button, which provides more aggressive throttle operation, and hit the go pedal. As the road grew curvier and climbed farther up into the hills, the Prius did not stumble. The give-and-take between internal combustion and electric power was far less apparent than before, and the car actually seemed eager to gobble up the tarmac. A new, more energetic, more enthusiastic Prius was emerging.

Near Lake Hennessy, the road forked, and I veered left onto Chiles Pope Valley Road, following a tip from another journalist. What unfolded was a hard-driving sports car lover's dream: a challenging stretch of twisting, heaving, off-camber, dipping road interspersed with enticingly empty straights. It's the perfect road for a Mazda Miata, but it turned out to be a surprisingly good route for the Prius as well. The biggest revelation was the Prius's electric-power steering, which was direct and accurate, making the car easy to place in corners. Although it's still lacking in feel and communicativeness, it's a major advance over the outgoing car's disconnected setup. Four-wheel disc brakes are now standard on all Prius models, and braking feel has lost much of its artificiality, but there's a somewhat unexpected, abrupt final bite from the rotors when you hit the pedal hard. Perhaps most surprising? The Prius was not overly susceptible to understeer and had loads of grip, thanks in part to its 215/45VR-17 Michelin Pilot HX MXM4 rubber.

2010 Toyota Prius interior

The result after a 57-mile loop starting in the village of Yountville was an indicated 34 mpg. Before you shrug your shoulders, consider that the fuel economy indicator graphic in the driver information display was basically in meltdown mode during most of the drive, meaning that the car was being driven in a most eco-unfriendly manner. Yet I achieved fuel economy on par with a nonhybrid subcompact driven placidly on the freeway. This is a notable achievement, even if my results fell far short of the 51-mpg city, 48-mpg highway, 50-mpg combined EPA ratings.

When driven normally, the Prius should have little trouble meeting these figures, which exceed the last-generation's ratings of 48 mpg city and 45 mpg highway (adjusted for the latest EPA procedures). That's despite weighing about 110 pounds more and having a gasoline engine that's 1.8 liters, up from 1.5 liters. In fact, the larger engine, according to chief engineer Akihiko Otsuka, actually helps raise the highway mileage figure because it runs at fifteen percent lower rpm. The coolant pump and the A/C compressor are now electrically driven, reducing frictional losses, also helping economy.

2010 Toyota Prius steering

The Prius interior is not what you'd call luxurious, but it still represents an upgrade over the previous car's and is certainly roomier and more plush than the cabin of the new Honda Insight. The roof's peak moves four inches farther rearward than before, which increases rear-seat headroom. Cabin ergonomics and the displays that monitor the activities of the Hybrid Synergy Drive system are top-notch. The front seats are noticeably wider, more adjustable, and more supportive, addressing a major customer complaint. In terms of safety, forward visibility once again is excellent, a more sophisticated stability control system is standard, and an available Advanced Technology package includes brake assist, radar cruise control, and a lane-departure system that nudges you back into your lane should you stray.

2010 Toyota Prius rear seats.

Let's be clear. The Prius has not been transformed into a sport sedan, but it's no longer a penalty box to drive. And, like it or not, we're all on a long journey away from internal-combustion and toward electric vehicles, so any progress made toward building some fun into this new generation of vehicles is to be applauded. This year, the Prius joins the new Honda Insight and the new Ford Fusion Hybrid to prove that hybrid cars don't have to be soulless appliances for eco-weenies. They can also be for you and me.

On sale: May
Price: $23,000 (est.)
Engine: 1.8L I-4, 98 hp, 105 lb-ft
Batteries: Nickel-metal-hydride, 1.31 kW-h
motor/generators: Two AC, 56 and 80 hp
Total power: 134 hp
Drive: Front-wheel

This is a cool ride. What do U think post your comments below.

[source:automobilemagazine]

2010 Aston Martin Rapide Review

2010-12-24T04:28:00.000-08:00

2010 Aston Martin Rapide

Aston Martin's Rapide for 2010, is a 4-door sedan, is a first; the British-carmaker known for its luxury sports cars, has not offered a similar car since the Lagonda in the 1980s. The carmaker, desiring a change-up for its four-door sports cars, put different parts from its lineup into the Rapide. The Rapide hosts a V-12 motor with 470 horsepower joined to the DB9's six-speed tranny. It also hosts the same front doors, engine hood, door handles, and control arms in the DB9 as well.The Rapide waltzes into the four-door car segment and it's a competitor of the Mercedes Benz CLS and the Porsche Panamera. Unfortunately, it hosts more compromises than its competition when it comes to passenger space. Still, passengers in the rear seating area can still ride in considerable comfort.The Rapide is a 4-passenger car with rear cocooning seats divided by a long center console that flows from the vehicle's front to the vehicle's rear for a seamless integration. The car's blacked-out B-pillar exterior rests under the vehicle's side glass generating the illusion of a single piece.

2010 Aston Martin Rapide

Bodystyles: Sedan
Engines: 6.0L V-12
Transmission: 6-speed automatic
Models: Rapide

The Rapide name is back after a long absence reaching back to Lagonda in the early 1960s. Will the Rapide outlast its predecessor's four-year lifespan? We're betting so.

The Interior of 2010 Aston Martin Rapide

The Rapide looks lovely from a multitude of angles and its taut, swept-back lines give it a hint of motion even when stationary. With lines echoing the automaker's sports coupes, this is every inch a real Aston.

Virtually every component inside the Rapide is simply beautiful to see and touch, with bespoke stitched leather lining nearly every surface, including the cupholders. The rear seats are a squeeze, but who cares? We don't.

The cool 2010 Aston Martin Rapide

Performance & Handling

The Rapide is a wonderful compromise of sport and comfort, with rocket-like acceleration from the 6.0-liter V-12 (with a soundtrack to match) and utter composure on the road. A five-way adjustable Bilstein suspension allows the perfect damper setting for a multitude of conditions, while the silky-smooth ZF-built Touchtronic2 transmission is right at home in the Rapide.

Safety

The 2010 Rapide includes dual-stage driver and passenger front airbags as standard, along with front-occupant side airbags and head protection airbags for both front and rear passengers. Stability and traction control are both standard.

EPA Fuel Economy

Rapide: 13 mpg city/19 mpg highway

The sound. Oh, the sound…
Compliant ride, despite sporty nature
Interior trimming is top-notch
Handling belies Rapide's size