! Cars !

Ferrari

2010-12-04T15:51:00.000+01:00

Future car

2010-12-03T15:27:00.002+01:00

Car crash

2010-11-29T17:36:00.004+01:00

BMW 6

2010-11-29T15:26:00.000+01:00

Built on a new platform, the 2012 6 Series Coupe will be unveiled at the end of this year. Slightly longer and wider than the current generation, with dimensions between the new 5 Series and the 7 Series, the new 6 Series features shorter overhangs and wider fender flares. The more muscular look is complemented by the aggressiveness “built” in this new model.

The contradictory reports around the 6 Series rooftop variants continue. First reports were claiming a hardtop 6 Series Cabrio, but all the information leaked from the company and the latest spy photos, are pointing towards a soft top mode. The latest rumor states that the hardtop could be offered as an option.

The first U.S. 2011 6 Series model will debut in March of next year in the form of BMW 650i Convertible. In July 2011, the 650 Coupe will follow. Later in September of 2011, the BMW 640 Coupe and Convertible will launch, along with the xDrive variant of the 650.

Design wise, the new 2012 BMW 6 Series will not be a twin-brother to the CS Concept, but some design cues made it into the new 6er, including some design elements from the recently unveiled Gran Coupe.

The design lines return to the super sleek look and we expect to see plenty of concave and convex design lines hidden underneath the camo. The corona ring headlights become a characteristic of new BMWs and as expected, they made their way into the new 6 Series as well. The taillights continue to sport an L-shape and LEDs.

The 2012 BMW 6 Series will be unveiled this fall at the Paris Motor Show.

Mazda CX-9

2010-11-28T15:13:00.001+01:00

MSRP: $28,635-34,045
Invoice: $26,510-31,495

2010 MAZDA CX-9: BOLDER AND MORE SOPHISTICATED

As the saying goes, there is always room for improvement. In the automotive industry, minor improvements often come in the form of performance, handling and design - all things that have become synonymous with Mazda vehicles. So, naturally, when the Mazda design, engineering and product marketing divisions sat down to discuss minor refreshes for the 2010 CX-9, they quickly realized just how challenging the task would be.

An instant success when it first hit the market in 2007, the CX-9 raised the bar for three-row crossover SUVs. From its dynamic styling and safety to versatility and performance, Mazda's flagship crossover SUV continues to wow customers and automotive critics alike as it moves into its fourth year of production. For the 2010 model year, the CX-9 receives a significant exterior and interior facelift, added options and reinforced safety features.

A DESIGN THAT EMBODIES EMOTION

Many mid-sized crossover SUVs strive for the utilitarian look. The Mazda CX-9, however, is designed to evoke a strong pride of ownership. Without sacrificing versatility or efficiency, the CX-9 strives for the sophisticated appearance of a vehicle costing two to three times as much. Its smooth and flowing silhouette, prominent wheels and tires, muscular fenders and steeply angled windshield give the CX-9 a dramatic-but-refined look.

CX-9's front end is unmistakably Mazda, with its elegantly sculpted sporty five-point grille and wide, bold bumper. A horizontal streak of chrome floats on the front grille bar, giving a distinctive and high-quality feel. Side windows form a flowing, open and modern greenhouse, allowing clear vision from all seating positions. The unique, trapezoid, dual chrome exhaust pipes accentuate the fine detail put into the design.

As is also the case with other recent vehicles in the Mazda lineup, the 2010 CX-9 receives a Nagare-inspired exterior and interior. Wrapped from front to rear with subtle design cues that express the 'embodiment of motion,' the exterior of the CX-9 is sleek and sophisticated for 2010. Key enhancements include:

• New family face features including a bolder five-point grille, radiator grille, front combination lamps and fog lamps

• New 20-inch and 18-inch wheel design

• Larger, more aerodynamic side mirrors

• Rear garnish, which compliments the look of the front fascia design

• Rear combination lamps that mimic the same Nagare-inspired texture as front lamps, while incorporating a new red lens at the bottom to show stability

• New exterior color - Dolphin Gray

CRAFTED AND REFINED INTERIOR STYLING

Once inside the CX-9, the driver is greeted by a neatly organized combination of cylindrical shapes and blacked-out instruments on a T-shaped instrument panel. Brightly edged gauges and indirect blue illumination set a cool mood. Indirect lighting also is embedded in the ceiling for a warm glow. Horizontal elements in areas such as the center panel, door trim and seat design intersect with vertical accents to create the same harmony present in fine furniture.

Interior craftsmanship and attention to detail is visible everywhere. Soft trim is elegantly configured and constructed of top-quality materials and seats have an inviting yet sporty look and feel appropriate to this type of vehicle. The dash panel houses large, clearly marked entertainment and climate controls. The metallic look of the floating door trim-grips reveals the designer's fine eye for detail.

New for 2010, upscale interior appointments further enhance the level of quality and sophistication CX-9 customers have come to expect, while maintaining the basic styling theme of the outgoing model. Enhancements include:

• Chrome accents on center IP, A/C controls, automatic transmission lever knob, vent louver knobs, inner door handles and door trim

• New fabric seating surfaces

• Piano-black insets on steering wheel and around audio display

• Smooth leather and subtle stitching on seating surfaces offer a more quality-feel (standard on Touring and Grand Touring models)

• High-density fabric provides richer look and softer touch for cloth seats (Sport models)

• New double-lid design center console allows for ease of opening and has ample storage for up to four DVDs and nine CDs.

AMPLE POWER, REFINED PERFORMANCE

The 2010 CX-9 is powered by a 273-horsepower 3.7-liter V6 engine, making the most complex pursuits as easy and as pleasurable as possible. The 60-degree short-stroke V6 is state-of-the-art throughout. Advanced features include a die-cast aluminum block with cast-in iron cylinder liners and aluminum cylinder heads for minimal weight. The valvetrain includes chain-driven dual overhead camshafts for minimal maintenance, four valves-per-cylinder with direct acting bucket-type actuators, and variable intake valve timing. A high 10.3:1 compression ratio maximizes efficiency and power output while the throttle is electronically controlled for instantaneous response. Two close-coupled catalytic converters cleanse the exhaust without inhibiting power.

Computer-aided-engineering analysis was extensively used to configure the cylinder block casting, to shape intake and exhaust ports, and to design the high-volume exhaust system fitted with three large mufflers. Very low back pressure is one of the reasons why the power curve is still ascending at the 6500-rpm redline. In addition, the forged-steel crankshaft is fitted with induction-hardened journals, a full complement of counterweights. Engineering details even extend to a roller-chain cam-drive sprocket lined with rubber for quiet operation.

A power peak of 273 horsepower at 6,250 rpm provides CX-9 with sparkling accelerating and passing performance. The torque curve keeps 250 lb-ft from 3,000 to 6,000 rpm and peaking with 270 lb-ft at 4,250 rpm.

To combine excellent acceleration and high fuel mileage, CX-9 includes an Aisin-supplied six-speed Sport AT automatic transmission with manual-mode as standard equipment. Broad ratios maximize flexibility by providing enthusiastic launch acceleration with quiet cruising. The top two gears are both overdrive ratios.

Front-wheel drive is standard in the Mazda CX-9 for excellent drivability, with Mazda's Active Torque All-Wheel Drive optionally available. Also used in the CX-7 crossover SUV, this system rapidly adjusts to changing traction needs by monitoring wheel slippage, steering angle, yaw rate, lateral acceleration and available driveline torque. In normal driving, 100-percent of the driving torque is delivered to the front wheels. During aggressive acceleration or when one front wheel is on the verge of slip, a controlled percentage of the available torque is directed to the rear axle.

A power take-off device integrated with the CX-9's transaxle spins a drive shaft attached to an active coupling built into the rear differential. Commanded by a control module, the servo-controlled multi-plate coupling can route from zero up to 50 percent of the available torque to the rear wheels.

The new beginning

2010-11-28T13:35:00.001+01:00

My adsense account was disabled..so I will try adbrite..

200 Followers

2010-11-27T20:09:00.001+01:00

Now I have 200 followers..so i think i'm doing a great job,,and i think you like my posts,,dont yaa??

Maserati GranCabrio

2010-11-27T09:46:00.001+01:00

Maserati GranCabrio - four proper seats, comfortable, inviting and all-enveloping. Never before had an open-top Maserati offered so much. Never before had a car with the Trident badge allowed an entire family or four friends to enjoy a journey in the open air. The Maserati GranCabrio's magical chemistry starts when you look at it: it is shockingly beautiful, with the soft top up or down. Indeed it features a sophisticated canvas top, for very precise reasons, which can be summed up in three words: «centre of gravity». Fabric, ultra-high tech fabric, weighs very little, infinitely less than metal and helps the car's road-holding: the overall system weight is just 65 kg. And then fabric is pliant, it complements the palette of the car's exterior colours six times over, the number of shades in which it is available, from a solid black to a high-tech titanium grey, to a warm chocolate colour.

Twenty eight seconds, that's the time it takes for the Maserati GranCabrio to go back to being a secure cocoon. A flying one too, thanks to a Cx of 0.35 with the roof up, which increases by a mere trifle, to 0.39, with the top down.

Design is at the service of comfort. The times when anyone travelling in the back of a sports car were resigned to suffering physical discomfort are well and truly over: rear passengers in the Maserati GranCabrio are not supporting actors, but co-stars of the journey. The legs, even for those who are more than six feet tall, are no longer crammed in, the spine is no longer forced into an unnatural erect position, but comfortably and physiologically supported on backrests designed so that sportiness does not need to compromise on comfort.

The Maserati GranCabrio's Design

Dynamism, sensuality and passion have always been the features that transform Pininfarina's creative genius into masterpieces to be admired on roads the world over. The latest work of art to leave the Maserati factory, the Maserati GranCabrio, has the design of a dream car, but it is a real masterpiece that's just asking to be driven by lovers of beautiful cars who want to travel cocooned in a refined and comfortable ambience.

The challenge for Pininfarina was an intriguing one: never before had a proper four-seater convertible, capable of accommodating four adults comfortably without stealing even the tiniest bit of the incomparable pleasure of travel, been produced by Maserati. Now that the craftsmen have completed their work, it all seems obvious: the Maserati GranCabrio could only ever have been like this. An expert eye, however, understands how much power lies behind the front, imposing and dynamic at the same time, the sinuous and feline flanks and a rear that speaks a high-tech language with a wide aerodynamic diffuser tested in a wind tunnel, crowned by large, twin oval-section chrome tailpipes.

A sculpture that speaks to connoisseurs the ancient language of the great Italian coachbuilders, a beautiful car to admire when it is open, but also when it is moving with its roof up, something that isn't always the case for cars of this type. The canvas soft top was chosen over a rigid folding roof as, with its complicated closing system, would have imposed on engineers and designers unacceptable constraints for anyone seeking beauty in its purest form. And so the "all-clear" was given to supremequality materials and state of the art engineering, to a structure with a backbone consisting of five steel and aluminium spokes and covered with a triple-layer canvas available in six colours, meeting every single customer's requirement. The whole system weighs only 65 kg but, at the same time, guarantees maximum aero-acoustic efficiency and allows the Maserati GranCabrio to be enjoyed in all seasons, thanks to the most stringent tests conducted at 30 degrees below zero and at 40 degrees in the shade.

When the soft top is up the drag coefficient is 0.35, while with the soft top down 0.39. Extraordinary figures, the mark of a perfect chemistry between aesthetics and functionality. Without forgetting another absolute imperative, the comfort of those travelling in this open-top granturismo. The optional wind stop was designed precisely to fulfil this purpose, to provide passengers with excellent protection, even at high speed. So, with the wind stop on, the volume of air from outside falls by 70%, whilst the air speed inside the cabin is down 50%.

The attention paid to comfort lies also in the details which might appear, on the surface, to be secondary, such as the device that, on command, starts the soft top opening cycle when the key is inserted in the door lock. This means that the car can be entered when the soft top is already down and the heat that has built up when parked in the sun has already disappeared. And should a storm threaten to break out during the trip, the Maserati GranCabrio's reaction time is only 28 seconds, the time needed to close its soft top.

The Maserati GranCabrio's Voice

The voice of the Maserati GranCabrio, the musical notes of its V8 are powerful but subdued when travelling at a modest pace, but they can reach the strength of a tenor's high tones when the driver demands the maximum. The secret of such flexibility lies with the pneumatic control valves that manage the exhaust: normally they remain closed, to ensure that the car travels within the bounds of discretion, but if the Sport mode is selected, they open above 3000 rpm and the sound becomes a powerful roar, especially with the roof down.

The eight-cylinder orchestra is a chorus that sings about the pleasure of driving, harmoniously conducted by the 6-speed automatic gearbox. This transmission is the result of a close working relationship between Maserati and ZF, which has successfully interpreted the exciting combination between the 323 kW (440 HP) of the V8 engine and the fluidity of the automatic gearbox. And if the driver wants to feel even more like an orchestra conductor, all he has to do is select the Manual mode, and modulate the sound of the engine to the rhythm of the manual shifts, better still when using the steering wheel paddles.

The Maserati GranCabrio demands to be heard, also through the voice of its hi-fi system, developed by Maserati and Bose. Keeping even the most demanding audiophiles satisfied was not an easy task: without the roof to act as a resonating chamber the layout of the speakers had to be completely redesigned. In the end 12 were fitted: one speaker in the middle of the dashboard, two tweeters and two woofers set into each door, one front bass box under the front passenger seat, two tweeters and two woofers on both rear panels and a rear-mounted bass box containing two woofers. It is the woofers, speakers which reproduce the lowest tones and give the right depth to an orchestral crescendo or the rhythmic base of a jazz trio, the keystones behind the perfection of the "GranCabrio concert hall". The rear bass box, for example, has an unusual shape, extending behind the backrest and under the rear armrest so that it can perform at its best.

To avoid endless manual adjustments which could turn into potentially dangerous driving distractions, the system automatically tweaks the volume and sound equalisation depending on whether the car is travelling with the soft top up or down: but the listener doesn't notice any difference and perceives the same audio quality in both configurations.

All this is completed by the AudioPilot® system which, through a small microphone mounted on the dashboard, monitors the noise level inside the cabin and adjusts the equalisation accordingly. This is useful particularly at high speeds, when aerodynamic swishes intensify and ensures sound quality that is always excellent.

All the driver has to do is to choose the most suitable music CD for the journey he's about to make and the Maserati GranCabrio can turn into the most dynamic of auditoriums.

The Maserati GranCabrio's Dynamics A must-have feature for a car that is as much fun to drive as the GranCabrio is a great sense of balance, achieved with a well thought out weight distribution. The latest Trident creation is unrivalled on this level as well: with the soft top up 49% of the weight is over the front axle and 51% over the rear, whilst the rates with the soft top down become 48 and 52% respectively.

In everyday driving these figures turn into reliable and predictable behaviour in all situations, breathtaking acceleration even on irregular surfaces and exceptional stability even in emergency manoeuvres. This has been achieved by positioning the engine mounted in unit with the automatic transmission, behind the front axle. Drive is transmitted to the wheels by a 2-piece shaft assisted by a limited-slip differential (the locking ratios are 25% in traction and 45% in release).

It has taken thousands of hours of calculations and as many hours again to develop the chassis on the prototypes. This effort was essential to achieve maximum structural rigidity even in the absence of a roof.

The Skyhook suspension system features continuously adjustable gas dampers which adapt to the ever changing road conditions. In practical terms, this means that every irregularity is "concealed" to the driver, who can then enjoy an incredibly smooth driving experience in true comfort.

But Maserati is also acutely aware that no two drivers are alike: this is why the Maserati GranCabrio's dynamic performance can be cut to size to match personal preference just as if it were an elegant tailor-made suit. By pressing the Sport button, in a split second, the car stiffens on the suspensions quickens the gearchange and its exhaust note becomes deeper and more aggressive. Then, just as suddenly, it can revert back to Normal mode at the touch of a button, offering those on board all the comforts of a top of the range granturismo.

Keeping a close eye on driving safety is the MSP (Maserati Stability Programme) system, which deploys an extensive range of sensors to detect any anomaly in the car's behaviour, the slightest deviation from ideal driving trajectory and, if it thinks it necessary, acts on the brakes and engine to stabilise the Maserati GranCabrio and put it back on the right track.

Another acronym, HBA, which stands for Hydraulic Brake Assist, marks a brand-new concept for Maserati. This application recognises when the driver is in a panic situation, analysing a set of parameters such as pressure on the brake servo, wheel speed and activation of the third rear stop light. Once the state of emergency has been declared, the HBA effectively replaces the driver and activates the full power of the brakes to reduce the stopping distance to a minimum. Because an intelligent car knows how to go fast, very fast, but also knows when to bring the speed down, within the driver's full control.

On board the Maserati GranCabrio

Sleek and sporty from the outside, comfortable and cosy from the inside. This formula was refined with the expertise of the designers who were put to the test with the Maserati GranCabrio concept. A concept which envisaged, first of all, two adults being able to use the rear seats even on long journeys, without suffering from cramps or fatigue.

On this car, even travelling in the back is a delight, thanks to an ergonomic seating position which is comfortable and not artificially upright.

The harmoniously shaped tunnel separating the rear seats features two cup holders and a receptacle. At the front all the benefits of the comfort package can be exploited. This feature allows the driver to memorise his ideal driving position and, in the cold weather, heat the seat to three different temperatures because hot and cold are also completely subjective concepts. The driving position is as sporty as it is comfortable, with upper body and legs properly supported when negotiating bends at high speeds. Bends are perfectly tackled by gripping the leather-trim three-spoke steering wheel with an ideal diameter of 37.5 cm.

Subaru impreza WRX

2010-11-26T16:49:00.004+01:00

The cabin of the 2011 Impreza WRX STI is what you would expect from Subaru. The materials are high quality and the fit and finish are very good. The majority of the faux-metal trim on the dash has been removed in favor of black plastic accents , which give it a much cleaner feel.

The 2011 Subaru Impreza WRX STI interior is finished in black and silver to highlight its sporty design which is also new for 2011. Also new are the trim panels, the steering wheel air bag cover, and steering wheel switches are dark cast metallic.

The front seats are designed for the sport-minded driver. They have high bolsters on the sides to keep you from sliding out when taking fast corners. And the STI badges on the headrests give it a race car feel. The interior of the STI is designed for more sport than for being comfortable on a long trip.

The tilt and telescopic steering wheel is a three-spoke, leather-wrapped design embossed with the STI logo and features control switches for Bluetooth hands-free phone function. The STI has been designed for the young buyer in mind with the latest technology.

A new AM/FM stereo with single-disc CD player features Bluetooth audio streaming and hands-free calling, iPod control capability, a USB port, 3.5mm aux. input jack and XM/SIRIUS satellite radio is available with a subscription. An available navigation system integrates a vehicle information center and the aforementioned Bluetooth hands-free calling.

Despite the size of the Impreza, there's good headroom, front and rear and hip and shoulder room are decent. Rear-seat legroom will be tight for a larger adult if they will be sitting for longer trips. The rear seatback angles are reclined, and the rear doors open wide, 75 degrees, so ingress and egress is easy. Rear-view vision is adequate despite the big wing in the back.

Cargo capacity after the 60/40 rear seats are dropped is excellent for a car of the Impreza's size, although not nearly as spacious as a longer Subaru Legacy wagon. Because the sedan is 6.5 inches longer than the 5-Door, it has a large and deep trunk, big enough for three large golf bags.

Tomorrow we will take a look at the new technology in the drivetrain and see what upgrades have been made for the 2011 model.

Audi A5

2010-11-26T15:23:00.000+01:00

Audi is poised to proliferate its model lineup with a pair of swoopy four-door coupes in the vein of the Mercedes-Benz CLS. The larger of the two, the A7, will be positioned between the A6 and A8 sedans and was previewed in concept form at the 2009 Detroit auto show. But the best look we’ve had so far at the smaller, A4–based A5 Sportback—as differentiated from the true, two-door A5 coupe—has been through a pair of renderings.

Fortunately, our spy shooters caught two A5 Sportbacks out for a late-night run, and the photos show that our illustrations were spot-on. Visible in these photos are the sweep of the roofline and the stubby rear deck. Also, look closely at the rear pillar and it is clear that a body-colored mask is camouflaging what is actually a large, sail-shaped rear quarter window that should visually expand the greenhouse.

With the A5 Sportback comes a new definition of the "Sportback" moniker, which heretofore was applied only to the practical five-door A3. Audi's chief designer, Stefan Sielaff, tells us that now the Sportback designation will stand for these types of slope-back sedans. “You have to look beyond the A3 Sportback. The A5 Sportback is clearly what we have in mind (for the name).”

The upcoming A7 would fit that bill, too, but since there is no notchback, standard A7, Audi feels it would be pointless to call it A7 Sportback. According to our intelligence, the A7 will differ from the A5 Sportback in that it will have a roofline that continues to the rear panel in one unbroken line, while the A5 Sportback features a slight counter-swing at the tail. And while the A7 will have entirely unique sheetmetal, the A5 Sportback will have a front end that is identical to those of the A5 coupe and convertible. Our illustrations show a variation of the front fascia that hints at a possible mid-cycle face lift.

The wheelbase of the A5 Sportback is identical to that of the A4, on which the A5 coupe is based. But the A5 Sportback will be lower and sleeker than the A4. It features historical references: "The side-window and rear treatments were inspired by the classic Audi 100 Coupe," says Sielaff.

Engines will be taken from Audi's parts bin and could theoretically stretch from efficient four-cylinder diesel engines up to high-performance V-8s rated at well over 400 hp. We expect the A5 Sportback to be offered with a version of the 2.0-liter TFSI engine and the supercharged 3.0-liter V-6 recently launched in the new S4 and refreshed A6 lineup. Europe will get four-cylinder and V-6 diesel options, too.

In the 1970s, many European carmakers offered four-door cars with a sloped roofline and a large hatch for accessing the cargo hold. Beyond the simple “hatchback” descriptor, designations such as fastback or aeroback were used in cases where the trunk opening remained small. The style even became fashionable in the U.S.—think Buick Century, Oldsmobile Cutlass, or Chevrolet Citation—but the fad was over by the mid-’80s. Only niche vehicles, such as the Saab 9000 or the Mazda 6 hatchback, carried on, as the typical sedan reclaimed its territory.

Today, though, we’re seeing a resurgence of four-doors with wide hatchbacks, led by the German premium brands. The movement is being spearheaded by the styling leaders at Audi, as well as by the somewhat less elegant Porsche Panamera. The shape brings more practicality than a notchback sedan, and it makes for a beautiful, sleek roofline. Plus, they’re kind of ‘70s retro. What’s not to like?

Audi remains tight-lipped on exact specifications and launch dates, but we believe the company could unveil the A5 Sportback as soon as the 2009 Frankfurt auto show. As of now, Audi says it has no intention of bringing the car to the U.S.

Porsche boxster

2010-11-25T15:19:00.001+01:00

When it debuted in the late '90s, the Porsche Boxster ushered in an era of the more affordable Porsche convertible. Featuring a finely balanced midengine layout, sublime handling and steering, and the performance of a proven, sophisticated flat-6 engine, the Boxster quickly became part of the Porsche legend and one of the best-selling cars in the luxury roadster class.

There are several big-name competitors with equivalent cachet, but one drive in a Boxster is often all it takes to end a sports car shopping trip. Several evolutionary updates and detail changes through the years have kept the Boxster generally competitive in the face of faster and newer rivals. The latest version is the most powerful ever, with more than 300 horsepower available.

After a decade in production, the classically styled Porsche Boxster also remains a serious, purpose-built midengine sports car designed to travel hard and fast -- sometimes demanding a driver's undivided attention but rewarding the skilled pilot with razor-sharp feedback and unmatched thrills and satisfaction behind the wheel. If that's what you're after and you can swing a sometimes pricey bottom line, you couldn't convince us of a more compelling choice, new or used.

Current Porsche Boxster

The Porsche Boxster is available in the base version or as the more powerful Boxster S. The base model has a horizontally opposed 2.9-liter six-cylinder engine. Mounted amidships, it's rated at 255 hp and 214 pound-feet of torque. The Boxster S has a 3.4-liter version that produces 310 hp and 266 lb-ft of torque.

Standard on both models is a six-speed manual, with Porsche's seven-speed dual-clutch automated manual (named PDK) optional. This transmission is capable of operating in full automatic mode or with gearchanges ordered up by the driver via wheel-mounted buttons. Regardless of which mode you use, shifts are incredibly quick and smooth. PDK also produces better acceleration and fuel economy.

In our reviews, the Porsche Boxster's midengine power and classic styling, not to mention its sublime steering and brakes and relative practicality, give it a level of desirability that's hard to deny -- particularly among true sports car enthusiasts. If you keep your selections from the extensive and expensive options list under control, it can also provide unmatched luxury sports car value.

Used Porsche Boxster Models

The Boxster was most recently updated for the 2009 model year. Both engines were upgraded to their present output and PDK debuted. The base model's manual transmission also became a six-speed. Prior to this '09 refresh, the optional navigation system was an older design, with a smaller screen and poorly designed controls. Items like ventilated seats, a heated steering wheel, iPod interface and satellite radio were also not available. The exterior styling was also somewhat different.

The Boxster's previous refresh was for 2005, and featured only evolutionary styling changes, but a major interior overhaul. Both the look and materials quality of the cabin were greatly improved. Originally, the base Boxster 2.7-liter six-cylinder produced 228 hp, and the Boxster S model's bigger flat-6 displaced 3.2 liters with an output of 258 horses. Transmission choices were a five-speed manual (base), a six-speed manual or a five-speed automatic. For 2007, the 2.7-liter was upgraded to pump out 245 hp and the Boxster S gained a 3.4-liter engine with 295 hp. There were a few minor equipment upgrades made during this time period as well.

The original Boxster debuted for the 1997 model year. At the time, it was considered to be a key release for the brand. Porsche had been struggling financially through the early and mid '90s, and the Boxster's affordability, classic styling and simplicity made it a huge hit with consumers.

The first-generation Porsche Boxster came with a power-operated soft top and a 201-hp, 2.5-liter flat-6 engine. In 2000, the big news was the addition of a second, even more focused S model. The Boxster S featured 250 hp, larger wheels and brakes and a more stiffly tuned suspension. For 2001, the tweaks mostly involved interior refinements in layout and materials quality. But underneath, the sophisticated Porsche Stability Management system was made available for both models. For 2004, Porsche increased the power output of both engines slightly.

Though reasonable for a luxury-sports roadster, the Porsche Boxster has been consistently among the most expensive cars in its class. Of course, this matters less to a serious sports car shopper, as midengine cars are rare at any price point -- from an enthusiast's perspective, it's all about the Boxster's ability to perform precisely when driven hard. And that it does. But either way -- whether more recent or more than a few years old -- a Boxster unladen with lots of expensive optional upgrades makes for a serious used sports car value.

Ferrari 458

2010-11-24T21:43:00.000+01:00

While it's true that every Ferrari is innovative by definition, it's equally true that in the course of the Prancing Horse's history, certain cars have marked a genuine departure from the current range. This is very much the case with the Ferrari 458 Italia, which is a massive leap forward from the company's previous mid-rear engined sports cars.

The new model is a synthesis of style, creative flair, passion and cutting-edge technology, characteristics for which Italy as a nation is well-known. For this reason Ferrari chose to add the name of its homeland to the traditional figure representing the displacement and number of cylinders.

The Ferrari 458 Italia is a completely new car from every point of view: engine, design, aerodynamics, handling, instrumentation and ergonomics, just to name a few.

A two-seater berlinetta, the Ferrari 458 Italia, as is now traditional for all Ferrari's road-going cars, benefits hugely from the company's Formula 1 experience. This is particularly evident in the speed and precision with which the car responds to driver inputs and in the attention focused on reducing internal friction in the engine for lower fuel consumption than the Ferrari F430, despite the fact that both overall displacement and power have increased. However, Ferrari's track experience makes its presence felt in the Ferrari 458 Italia not only in terms of pure technological transfer but also on a more emotional level, because of the strong emphasis on creating an almost symbiotic relationship between driver and car. The Ferrari 458 Italia features an innovative driving environment with a new kind of steering wheel and dashboard that is the direct result of racing practice. Once again input from Michael Schumacher - who was involved from the very start of the Ferrari 458 Italia project - played an invaluable part.

Peugeot 508

2010-11-24T15:16:00.002+01:00

Quality, purity, efficiency... the Peugeot 508 embodies the Marque's new expression in the segment of grand touring cars.

The Peugeot 508 combines strong design and emotion with:

its new-generation e-HDi and HYbrid4 technologies;
its streamlined, prestigious and dynamic appearance;
its perceived quality and interior comfort;
its unique driveability, based on the Marque's longstanding expertise.

With the 508, Peugeot continues its international offensive: It will be produced in France for the European market, then in China for the world's largest developing car market.

Available in two body styles, Saloon and SW, the Peugeot 508 will be marketed in Europe from the beginning of 2011

LOOKING TO THE FUTURE

With the 508, Peugeot reaffirms its presence and its ambitions in one of its traditional strong suits, the grand touring car segment.

Over a period of several decades, every model in the "40X" and "50X" range has left an indelible imprint on its time: dueto a unique blend of style, road holding, versatility and robustness.

The Peugeot 508 is a modern, forward-looking vehicle, perfectly attuned to the aspirations of customers who have moved with the times: demanding, dynamic and responsible. It comprises of two complementary body styles: a Saloon (with a length of 4.79 m) and an SW (4.81 m). Quality, purity and efficiency are the bywords that guided every aspect of the car's design, offering a multifaceted appeal to its owners with emotion as its central theme.

Chrysler 300

2010-11-23T15:17:00.001+01:00

A few details and a look at the next-generation Chrysler 300 full-size sedan—as well as the 2011 Jeep Grand Cherokee—have seeped out via Chrysler’s viability plan recently submitted to the U.S. government.

Slick Styling

As did Audi when redesigning the TT, Chrysler faced the difficult challenge of reinventing an icon when it went to the drawing board for the next 300. The new 300 possesses a shape similar to that of its predecessor, but looks more elegant. Up front, Chrysler moves to a new corporate grille, first previewed on the Imperial concept and most recently, the 200C EV concept shown at the 2009 Detroit auto show. The thin horizontal chrome bars are sleeker than the eggcrate worn by the current car, and they give the new 300 less of a boxy, road-barge look. Headlight clusters are squared and smoothed, while the front bumper is much more integrated, tightening up the chin.

The 300 will again feature fender flares, but the lower part of the arch is much less prominent. The upper body crease creates a gently arching shoulder in place of the straight and sharp line of the current model, and the new 300 also loses the side molding, giving the upper crease more definition. Expect visibility to be improved though slimmer A-pillars, more glass, and a much smaller C-pillar created through the use of a small A-frame window at the rear.

Although there is no view of the rear, expect to see a significant change from the current car. We anticipate the rear will mimic the clean front styling of the car, better integrating the exhaust tips in the lower valance. LED taillights are nearly a certainty.

Improved Interior

With the latest Dodge Ram demonstrating Chrysler’s renewed interest in interior quality, we expect the new 300 to use similarly improved materials. Sticking with the clean theme of the exterior, the new cabin appears simple and refined. The instrument panel houses two large circular gauges—similar to those in the Ram—while a large display operating Chrysler’s UConnect infotainment system tops the center console. The climate controls reside below the screen.

Powertrains and Other Features

Hemi fans can relax, as the V-8 featuring cylinder deactivation will carry over from the existing model, and it should boast increases in both power and fuel economy. Chrysler says that the new 300 will also be available with an all-new “fuel-efficient” six-cylinder engine—likely the Phoenix line the company has been promising—which we think will produce at least 260 hp. New safety features will include rear cross-path and blind-spot monitoring systems. Most, if not all, of these features will likely carry over to a similarly redesigned 2011 Dodge Charger.

No word yet on when the new 300 will be officially revealed, but you can expect to see it and the next Dodge Charger on dealer lots in 2010.

Porsche Cayenne

2010-11-22T15:20:00.000+01:00

The biggest knocks on the original Cayenne were, first and foremost, that it was an SUV, which many critics and Porsche aficionados claimed the renowned sports-car maker should have never built, and second, it was deficient in Porsche DNA. No question, the first-gen, of which Porsche has sold around 90,000 in the U.S. since it debuted in 2003, was -- and still is -- a capable SUV, whether on road or off. From the base V-6 all the way up to the twin-turbo V-8, the 2003-10 Cayenne stood near or at the top of its class in capability and, more notable, dynamics. Still, auto analysts, including us, as well as the Porsche faithful carped that Stuttgart's SUV lacked, well, Porscheness -- even though the Cayenne was a tall, heavy sport/ute, it should nonetheless come across more like a 911 or even the new Panamera, be it in feel or perception.

After driving three of the four U.S.-bound 2011 Cayenne models in and around the lovely confines of Barber Motorsports Park in Birmingham, Alabama -- including the highly entertaining and technical 2.4-mile road course -- we're pleased to report that Porsche's second-generation sport/utility indeed possesses genuine Porscheness. Sure it's still the tallest and heaviest vehicle in the lineup -- depending on the model, height is down from 0.3 to 0.5 inch and weight is down around 400 pounds -- but the sensations from behind the wheel, for the most part, now belie its SUV classification. The Cayennes feel - and are - quicker, more agile, and more thrilling to drive. Further, they're more exciting to look at, thanks to remolded sheet metal draped over a 1.6-inch longer wheelbase. The hood now features a power dome similar to that on a Panamera and the rear shoulders are more pronounced, imparting a muscular, fast-forward stance. Don't let the smooth, sporty lines fool you, though -- the Cayenne remains a workhorse. Towing capacity maxes out at 5952 pounds for the V-6 and 7716 pounds for all other models.

The aforementioned weight drop comes from extensive use of aluminum in the doors, hood, and chassis as well as a new electronically controlled multi-plate-clutch all-wheel-drive system that, in conjunction with Porsche Traction Management (PTM) and a new Aisin eight-speed automatic, does without a reduction gearbox, saving 73 pounds. Moreover, the engines are lighter, as are the radiator, exhaust, parking brake (now electronic), electrical system, and wheels and tires. Even better, the Cayenne's more feathery structure is 15-percent stiffer than before. This newfound weight loss contributes in part to a maximum 23-percent increase in European fuel-economy tests, according to Porsche. Other petrol-saving factors include enhanced engine and thermal management, and Automatic Start Stop (shuts off the engine when the vehicle is stopped) with the eight-speed, a technology that debuted in the Panamera.

Mercedes-Benz C-Class 2011

2010-11-21T18:48:00.000+01:00

After the resounding sales flop of the Mercedes-Benz C230 Kompressor hatchback, you'd be forgiven for assuming M-B wouldn't want to toe the entry-level waters any time soon. According to Inside Line, though, the success BMW has had with the 1 Series Coupe has prompted Mercedes to rethink a new two-door version of its latest C-Class.

The discontinuation of the CLK and the emergence of a new, larger E-Class Coupe means that there's space in Mercedes' lineup for a smaller, entry model that would do battle with the aforementioned BMW 1 Series as well as the slightly larger 3 Series and Infiniti G37.

Naturally, we can expect a couple of DOHC V6 powerplants, in this case utilizing direct injection for added power and reduced fuel consumption and emissions. Interestingly, reports indicate that we may also see a smaller V6 with twin turbochargers designed to battle the 300-horsepower BMW 135i. A naturally aspirated V6 may also be offered as a hybrid.

Finally, what Mercedes-Benz wouldn't be complete without an AMG version to spice things up a bit? Not this one, as a 5.5-liter twin-turbo V8 is likely on the menu along with the expected suspension and braking upgrades. We'll know how much of this is fact and how much is rumor sometime in 2011, which is when the C-Class Coupe is expected to hit the market.

Jaguar 2011 XJ

2010-11-21T10:33:00.000+01:00

This car isn't kidding. The dramatic new shape speaks of a shift in direction for the XJ nameplate; the driving experience follows up on the promise. It's true that the previous XJ had an aluminum body and roughly the same chassis architecture, so you could argue this is little more than a reskin and a repowering. But in the first few yards, you realize it represents a comprehensive rethink of what a large Jaguar luxury sedan should be.

It's shifting away from the S-Class or A8 or 7 Series. The XJ feels distinctly sportier.

The ride is no longer the waft it was with the old XJ. The V-8 isn't intended to be silent. The steering is quick, the cornering agile. The design isn't meant to communicate formality or businesslike status: It's about panache and extroversion and a bit of fun. Just look at that interior. The most stylish cabin in the world today? I wouldn't disagree.

And as to the exterior: Well, as we drive through Paris, a city where people know about style, they stop and point and stare in amazement. Driving through the countryside north of that great city, where the traffic-free rural roads roads are alternately open and sweeping or twisty and bumpy, your reporter is continually amazed too-at the numbers being passed by the speedometer needle.

That is the achievement of the new XJ. Other big sedans use a wider array of active chassis technologies than the Jaguar does; it does without 4WD or 4WS or active steering or active anti-roll. But when the others hunker into their sport modes, they tend to lose fluency. They take every opportunity to remind you what a task it is to make an elephant dance. The XJ is different. It feels remarkably unflustered and natural.

Kia sportage 2011

2010-11-20T19:23:00.000+01:00

The original Kia Sportage was one of the vehicles that led the Korean automaker's initial charge into the American market. Those early SUVs (they were body-on-frame back then) were inexpensive and honest, but that's about the best thing you could say about them. After a near brush with extinction, Kia is a very different kind of automaker today. Like the rest of the company's recent introductions, the Sportage features crisp, aggressive styling that won't leave you embarrassed to be seen in one.

The new Sportage actually had its world debut at the Geneva Motor Show early this month, but the New York Auto Show is considered the crossover's U.S. coming out party, even though it actually showed up at the Atlanta show just recently. Like sister brand Hyundai's new Tucson, the American-spec model gets a new 176 horsepower variable valve timing 2.4-liter inline-four that beats the power and efficiency of the old 2.7-liter V6 with the buyer's choice of manual or automatic six-speed transmissions.

Later in the 2011 model year, the Sportage will finally get some real sport when it gets the new 2.0-liter turbocharged and direct injected inline four that's going into the Optima and Hyundai Sonata. A snazzy looking, 274 hp Sportage? What is this world coming to?

Lancia Ypsilon

2010-11-20T10:50:00.000+01:00

2011 Subaru WRX STI

2010-11-19T15:17:00.000+01:00

For the first time in three years, Subaru is offering up a four-door sedan version of their performance icon, the WRX STI. This is the first time that Subaru has ever offered an STI in two body styles. That's right, you can also buy the five-door STI. And while we love hot little performance wagons, you have to admit the wing is pretty sweet. Or at least admit that the four-door Impreza body is so... awkward looking (we know, we know) that the looks are actually improved by a 14-inch wing.

New for the STI(s) this year is an improved suspension consisting of stiffer bushings, stiffer springs, and thicker anti-roll bars at both ends of the car. The 2011 STI also sports less unsprung weight than the 2010 model due to lighter 18-inch wheels that are a combined 17.6 pounds less heavy. While power is unchanged (305 horsepower and 290 pound-feet of torque), high-speed stability of the four door is greatly improved, as is at the limit handling, by – you guessed it – that mega wing.

Since the sedan is marginally lighter than the five-door, 0-60 mph times might improve. However, since there's less weight over the rear wheels (and since the STI's diff is slightly rear-biased) they might be a bit slower. Also, the sedan STI features two mufflers (still has four pipes) as opposed to the wagon's one giant muffler (and four pipes). Subaru claims that while this has no bearing on horsepower or torque, it makes the car sound, "Meaner and louder."

We mentioned to Subaru that we dig the new wing, but really think the wheels should be gold like the classic STI/BBS marriage of years past. Even the optional 18 x 8.5-inch BBS wheels are silver. Our Subaru PR pal smiled at us and said, "Glad we gave you something to bitch about." Also, a quick PSA for those of you thinking about buying a new STI and deleting the wing: Subaru highly recommends you also change the trunk springs, because minus the weight of the wing, the trunk will smash in the rear window.

Seat Ibiza ST 2011

2010-11-18T19:40:00.000+01:00

SEAT is pushing forward with its product offensive - the SEAT Ibiza ST is the third body style in the successful compact line-up from the Spanish manufacturer. The estate version of the Ibiza is the perfect vehicle for a youthful and sporty lifestyle, combining all of the brand's strong values - it has an emotional and attractive design, it is dynamic and efficient, practical and easy to use and financially attainable. The SEAT Ibiza ST offers six modern engine variants and a broad range of options and technologies. Market launch is scheduled for May 2010, with excellent value-for-money across all variants.

In creating the Ibiza ST, SEAT designers have taken a highly functional concept and clad it in the Spanish company's unique design language. It retains the youthfully sporty character of the Ibiza model range despite the estate principle with its large luggage compartment. The roofline stretches far to the rear with the rear overhang integrated perfectly into the overall design, while the taut side profile lends greater visual impact to the proportions. The front end bears SEAT's hallmark "arrow design" and the rear end has an individual and distinctive look courtesy of the two-part light clusters.

With an overall length of 4.23 metres, the SEAT Ibiza ST is longer than the 5-door version by 18 centimetres - allowing plenty of load space to meet all the demands of a sporty and mobile lifestyle. The base volume starts at a generous 430 litres and can be expanded in steps by folding the split rear seat back. Engineers paid particular attention to optimising the breadth and depth of the load opening. The entire bodyshell is built with the exceptional precision and stiffness that distinguishes SEAT products.

The interior of the SEAT Ibiza ST offers an impressive level of space and a high-quality character. SEAT designers and engineers paid enormous attention to the tiniest details. All elements are functional, practical to use and meticulously crafted - as evident in the high quality of the materials. A taut feel to the cockpit, circular air vents, a modern gear stick - the emotional character expressed in the design of the SEAT Ibiza ST is also evident in the interior.

Sporty dynamics with a high degree of efficiency is par for the course with every SEAT and is derived from its state-of-the-art engines. The SEAT Ibiza ST comes with a choice of three petrol and three TDI engines with common-rail technology. Four of the six engines feature direct injection and turbocharging. They span an output range of 70 to 105 hp (51 to 77 kW).

A further guarantee of agility and dynamics is delivered by the precise and safe chassis. With its comprehensive equipment in the three model lines Reference, Style and Sport, its broad range of hi-tech optional equipment - such as the 7-speed DSG transmission - plus its sporty chassis, the SEAT Ibiza ST is set to be a real contender in the small estate car segment.

The design - clear lines with a youthful character

SEAT's Head of Design Luc Donckerwolke and his team faced a particular challenge when working on the SEAT Ibiza ST - the station wagon of the range. They had to reconcile the estate concept and its spacious load compartment with the youthful, sporty character of the Ibiza. Moreover, SEAT's designers created a highly functional vehicle, clad in the brand's innovative and distinctive design language.

The front view of the SEAT Ibiza ST is distinguished by one element that is a hallmark of the expressive SEAT style - the "arrow design". The trapezoidal, chrome-framed radiator grille bearing the SEAT logo, the V-shaped contoured bonnet and the low-set headlamps create the distinctive "arrow" contour. The visual of the bumper area is dominated by large air intakes, which also provide fresh air to the intercooler of the turbocharged engine.

Double headlamps in an elegant chromed housing come as standard starting with the mid-level equipment variant Style. The lower air intakes incorporate fog lamps that illuminate junctions with static cornering light at speeds lower than 40 km/h. As an option, SEAT also delivers the Ibiza ST Sport with bi-xenon headlamps incorporating AFS Technology (Adaptive Front lighting System). This incorporates two additional functions - active curve illumination and daytime running lights.

Jeep grand cherokee 2011

2010-11-18T15:20:00.000+01:00

The 2011 Jeep Grand Cherokee is redesigned, with freshened styling, a new V6 engine, and new features. This midsize SUV seats 5. The 2011 model is about 5 inches longer in wheelbase and 2 inches longer overall than the 2010 Grand Cherokee. Trim levels include base Laredo, mid-level Limited, and top-end Overland. Each offers rear-wheel drive or Jeep's Quadra-Trac all-wheel drive. Quadra-Trac I is a full-time AWD system without low-range gearing. Quadra-Trac II has a low-range gear for off-road use. Jeep offers various off-road option packages that can include skid plates, hill-descent control, front tow hooks, and a load-leveling suspension. The standard engine on all models is a new 290-horsepower 3.6-liter V6, which replaces a 210-horsepower 3.7-liter V6.

This engine is capable of running on E85 ethanol-blended fuel. A 360-horsepower 5.7-liter V8 is optional. The sole transmission for both engines is a 5-speed automatic. Maximum towing capacity is 5,000 pounds with the V6 and 7,400 pounds with the V8. Available safety features include ABS, traction control, antiskid system, curtain-side airbags, and front-side airbags. Hill-descent control is standard on Limited and Overland and optional on Laredo. Features Chrysler says are slated to arrive later in the model year include adaptive cruise control, blind-spot alert, and Rear Cross Path, a system that activates when the transmission is in reverse; it detects any traffic moving towards the vehicle. Also available is Chrysler's Uconnect multimedia suite, which can include a navigation system with real-time traffic alerts, wireless cell-phone link, and 30-gigabyte hard drive for storing digital-music and picture files. This evaluation is based on preview test drives of pre-production vehicles.

160 Followers

2010-11-17T21:41:00.000+01:00

Could I get 200 followers till tomorrow??What do you think about my blog,,design,,posts?

Alfa Romeo 8C Spider

2010-11-17T19:05:00.001+01:00

In other respects, the 2010 Alfa Romeo 8C Spider mirrors the companion Competizione (which, despite the name, is not intended for racing). That means lightweight carbon-fiber body panels, a shortened version of Maserati's new Granturismo 2+2 coupe unibody, and a 4.7-liter V8 originated by Ferrari, another member of the Fiat Auto family. (Incidentally, 8C is a historic Alfa designation for otto cylindri--eight cylinders.) The only transmission is a rear-mounted six-speed automated manual with steering-wheel paddle shifters. Also reprised for the 2010 Alfa Romeo 8C Spider are a four-wheel independent suspension with classic double-wishbone geometry, large four-wheel disc brakes with ABS, standard stability/traction control, limited-slip differential, hydraulic-assist rack-and-pinion steering, and 20-inch alloy wheels wearing Y-rated 245/35 tires in front and 285/35s in back. The coupe's front/rear weight distribution is 49/51 percent, near ideal for a sporty grand touring car. The Spider may end up a touch more tail-heavy, but perhaps not enough to notice on the road.

Cars with the Quadrifoglio (four-leaf clover) badge are expected to be very sporty drives, so the 2010 Alfa Romeo 8C Spider must be too.

And that should be no problem, judging by initial reviews of the Competizione coupe. Road & Track magazine, for example, reports 0-60 mph at just 4.2 seconds, racecar-like cornering grip of 1.02g, "phenomenal" braking performance, and pleasantly neutral responses in fast direction changes. R&T also applauds the coupe's roomy-enough cockpit with its "first-rate" fit and finish and elegant trimmings of real carbon fiber, aluminum, and leather. Luggage space, however, is nearly non-existent, and the convertible should have even less--if that's possible.

No matter. Coupe or Spider, the 8C is not meant to be practical. It is, first and foremost, a rewarding "driver's car" in the Alfa tradition, as well as a comfortable and fast long-distance tourer. And that's all it needs to be for the well-heeled gearheads who are drawn to cars like this.

More importantly, the 2010 Alfa Romeo 8C Spider is more glamorous trumpeting for Alfa's return to the U.S. market in model-year 2011. This reportedly involves three models priced much lower than the 8Cs: the 159 sports sedan, the Brera 2+2 coupe, and a new version of the company's mainstream two-seat Spider (think Dustin Hoffman in "The Graduate").

With all this, Alfa Romeo's prospects are brighter than they've been in many years, and the small but loyal band of U.S. Alfisti must be well nigh ecstatic. Too bad the 8Cs are so few in number and gone so soon, but that door must close for the next one to open.

A Notable Feature of the 2010 Alfa Romeo 8C Spider

Like the Competizione coupe, the 8C Spider replaces a mechanical shift lever with console-mounted electronic pushbutton controls. There's no mechanical handbrake either, just another "by-wire" switch of the type increasingly common on high-end vehicles. More unusual, perhaps, are the several pricey options that cost little or nothing on most lesser cars, things like an iPod connection and a first-aid kit. Alfa evidently still has a few things to learn about the U.S. market.

BMW 8-series

2010-11-17T15:27:00.000+01:00

BMW is rumored to have plans to revive the 8-Series name for a potential “four-door coupe,” much like the Mercedes-Benz CLS-Class. New 8-series would compete closely with the new Mercedes-Benz CLS-Class, Aston Martin Rapide and Porsche Panamera.

Beginning of the year BMW placed Gerhard Richter in charge of development of its new Gran Turismo model, which is based on the popular CS concept car. New model will be called either simply GT, short for Gran Turismo or 8-series. Most likely the car will get the previous 8-series models name so that BMW can position it as the highest, most luxurious and expensive model.

This new GT/8-series model will be the first non M-series car to be built by the performance division. BMW M President, Herr Willisch said that the CS “It’s a car that doesn’t have any resemblance to the other cars built by BMW AG, so it was decided to give the project to us.”

New 8-series will have a larger wheelbase and sportier chassis than the 7-series, though it will be based on the underpinnings of the new 2009 7-series.

Expected engines will be a V8 twin turbo engine or a 6.0-liter naturally aspirated V12. New 8-series will be introduced most likely in 2010 as a 2011 year model. Still a long time to go with lots of spy shots and rumors. As BMW has not started the testing of the new 8-series we don’t have any spy shots yet, what we have are two artist renderings of the new 8-series. Enjoy!